takair

The other two are for the rudder. They mount under the avionics rack in back.

Mine is slightly trailing edge up, slightly more than my normal cruise position, which also tends to be slightly trailing edge up. I would guess that cruise is about 3-5 deg up and takeoff is 5-10. This does not seem to be consistent among like models, some tend to be trailing edge down in cruise....could be rigging tolerances and wt and balance. Found this picture of my trim in take-off position.

Will do!

Maybe blockage is the wrong term. A piece of fiber can cause a change in the spray pattern, which changes the mixture. It can vary with fuel pressure and power settings. To determine if you had a crud, have the mechanic do the initial cleaning over a clean white cloth to catch any debris. By the way, my worst experience with this was shortly after having bladders installed. Any servicing of the fuel system is an opportunity for something to move through the system and get into the injectors. For example, if a fiber remained in the servo after overhaul, it could easily make it to the injectors. IDK...I could be wrong, but the injectors are rather easy to check....and can be frustrating analyze.

Particulates are just costly crud....:-). Hard to say what can make it to the injectors. Even an eyelash is enough....

It’s the flow check referenced here. Basically you put small jars on the jugs and put each injector into the jar while hooked to the spider. The flow should be even and no spitting. You may have a misbehaving injector that will cause symptoms in other cylinders as well. Cleaning may be needed again. They are easily compromised by tiny debris. Even the cleaning process can compromise them with a piece of rag. The cleaning SB is also referenced. Do you ever get particulates when you sump the fuel? https://www.lycoming.com/content/improved-fuel-injector-nozzles

Wow, that’s a fast E, what did you attribute the speed to? That kind of speed is usually with J mods. I can get about 152 ktas at about 7k, ROP, WOT, ram air, with just me...no mods and rather well rigged. What didn’t you like about the flap seals? Did it change low speed characteristics?

At a quick glance, EGT 1 seems to respond slightly different than the others. Have you done the baby jar test to see if the injectors basic flow is even? Simple test that is very telling. While out, have the injectors been cleaned, the air screen cleaned? Are the injectors installed with the correct breather hole orientation (often overlooked, not sure how much, if at all, it impacts performance)? Are they the same part number injector in all cylinders? Someone else mentioned, but worth repeating, is the mixture going to the stop on the servo? Sorry if some of these are repeats.

Will try to finally make it down. Looking forward to seeing a bunch of you guys.

The timing advance is flashed into the SIM during setup. They would need to change the design in order to do something like switching advance on or off. I do wonder however if they could add some kind of detection for rate of change. In other words, if it detects a sudden rate of change as might occur in a loss of turbo or hose, perhaps they could default to fixed timing. The problem might still be that there is no way to tell the pilot that it changed timing....although that is not much different than the basic ops today.

Is the F in the same hangar?

What mods did your E have?

Tried out the advance on my E today. I have 20deg base timing and CHTs tend to run really cool, often below 300. Based on a short flight up to 5500ft and power settings between 15” and 27” all I can say so far is it ran smooth. EGT seems to be running a cooler, based on just this flight, it may have been as much as 25-50 deg cooler than I would normally see. CHT seemed to be 10-20deg warmer, which works well for me. That put most cylinders into the green at about 310deg. Don’t have fuel efficiency numbers. One thing I noticed is the mag drop at 2000rpm was hard to notice....in other words...it seems like the advance was kicking in and killing the right mag made little difference. Dropping RPM to 1800 made it more notable. I generally do short flights, so I don’t think I will get the full benefit, but the price was right and it seems to work as advertised. Will have to fly more to get a better feel for it.

Expansion can push some out the vent. Topping off with cool fuel and then leaving aircraft in the sun can push some fuel overboard. Check it the next morning and it won’t be to tabs.

One thing to keep in mind is that the STC is only design approval. You will need to set up a PMA to manufacture the parts that would then be installed per your STC. In my experience, getting the PMA is as time consuming as the STC, and then you have to maintain it, including annual visits to the factory by the FAA. There are partnering opportunities on the PMA, but that should be considered up front, to optimize the STC for the situation. Happy to talk to you about my experiences with both if you move forward on it.