aaronk25

Take off 1300msl same as previous take offs

Prior to overhaul ff was 17.8-18.2gph on rollout now it's 16.8 and egts went from 1250 to 1330-1350ish. We returned the servo back to the shop in MI and I specifically asked him to turn the fuel flow up and he quoted your response. But what I don't get is why did it flow more before overhaul? Egt correlates with the fuel flow so I don't think it's instrumentation on my end.

What I like about Jewell is Sam will tear the engine down and then tell you in his best estimation what it needs for parts in order to reliably run another full TBO. In my case he said that my cylinders had light putting in them and was able to hone them out and still meet top end of service specs! When asked if I should go with new Jugs, of which he could have sold me he said it would be a shame to not re-use cylinders in such great shape. He also has extra wide value cylinders on the shelf that are great candidates to be overhauled. It's true you don't know what CHT the previous operator ran them at or how many total hours but given that he said he would basically donate the cylinder if you paid him to re-furnish it. Which seemed to me to cost around $500. In today's business environment I have a lot of respect for talented straight shooters.

I'm a very happy overhaul customer. Said well above, "solid guy".

Feb 2014 coming back from our wedding in Playa Del Carmen....nothing as far as the eye could see....

Just turned 150 hours on my Jewel overhaul. I did a big write up on it a year or so ago search Jewell. Great shop!

Isn't the bleed hole above where fuel is introduced and streaming by so the more velocity of fuel the more negative pressure when compared to ambient, inside the injector between the bleed hole and the fuel streaming though? There is a air chamber inside the injector about 3-5mm where the fuel sprays from the metering nozzle into the end of the jet and air is pulled in? Correct?

I think I might have went over board putting them all on as it was the #2 and sometimes #3 that have the symptom. There easy to remove. I really like the idea of turbo nozzles just not sure how I could get gami to sell them to me as I'm sure it wouldn't comply with Faa regs as they haven't been "certified" for my engine. The other interesting thing is that at ROP power settings it doesn't occur only at peak or slightly lean of peak so I believe the reduced fuel flow though the injector reduces the pressure drop inside the injector which is when they bleed out slightly.

Turbo there is a good idea! I'll talk to john Paul at gami. He is well aware of the issues some 201s have. I have a jpi 830 and have been doing the mp calculations at altitude and the best I can tell my MP at WOT is identical to the pressure at the current altitude. This amazes me as I remember flying the 182 and I'm at least 1.5" greater at any altitude. Like I said before if I choke off the intake by running a more restrictive filter it's fine, but why take the performance hit? This thing screams and will lay down 165kts at 8,500ft so it would be undesirable to reduce cruise by a few kts.

Yes the bleed holes are faced up. It's a bit difficult to orientate the injector and not exceed torque spec but managed. The deflectors don't allow the 130-160kts air to directly hit the injector. Which then creates enough low pressure on the back side of the injector to suck fuel out the bleed hole. This only happens at WOT, if mp is reduced even 1/2" it's a non issue. Even gami is aware of this issue on m20js. It also seems better with a more restrictive bracket air filter installed vs the challenger (k&n style filter). Was never a issue when ram air was operative as I think the way the air filter is positioned and the larger size of the filter vs the small ram air intake, the filter induction gets a big blast of air from the prop.

PTK - I don't like you. Nor the way you respond to others. Do me a favor and never comment on any of my posts, ok and I'll extend you the same courtesy.

So a few of us have struggled with our J's at wide open throttle and fuel staining around the injectors or gami spreads bouncing all over. Backing off the throttle .5" of MP fixes the issue, but who wants to do that? It seems at wide open there isn't enough pressure differential between outside air and intake pressure to over come the air hitting the fuel injector at 130-150kts and the result is fuel bring drawn out of the air bleed hole on the fuel injector instead of air getting sucked in to help with fuel atomization. These are made out of 1" 20gauge angle and held securely in place with high temp silicone RTV 650f rated. At 1" dimension these are positioned in the last cooling fin near the injector as to not block cooling air. Also if #1 and #4 are running hot you can cut down the baffle on number 1 and bend up the baffle on #4 to get some more air over the top of the cylinder. No more staying and rock solid GAMI spread at full throttle.

Factory new io360 is 48k and a reman lycoming is $34k

Cylinders for wide angular valve io360 are almost 10k alone. The price difference between new lycoming cams and remanufactured are negligible, but the only reman cams that get reused are micd at less than three thousands of a inch and then re ground and nitrated. The known is if the cam made it one cycle the metal is good and will most likely make it another. I had a brand new lycoming cam make metal in 2 years and 400 hours where it was apparent it was manufactured without the proper hardness. Many engine shops are recommending re-man cam shafts instead of new do to poor quality products coming from lycoming. Getting a good value order mean cutting corners.....just the same as overpaying doesn't mean your getting a better engine.

http://www.jewellaviation.com/overhauls.htm All in mine was $16,800. Which included refurbished cam and lifters. New lycoming can and lifters have been plagued with manufacturing problems. The engine is fantastic! Fast with power flow exhaust 163-165kts. 169kts at 3000ft. 1 qt of oil per 8-10 hours. Sam Jewell probably will retire in 5 years or so but all he does is overhaul engines.

Not typical! My 201 will Buffett for about 2-3 seconds after stall and no matter how centered the ball if aft control is left at full back guaranteed to be upside down in a spin in another 2 sec

First round was a new lycoming cam with re ground lifters. Made it 400hours. It was pretty apparent it was the cam that was to soft. Now against my initial thoughts I went with the recommendation of 2 engine shops Buldoc and Jewell aviation which was Aircraft Specialties re-ground cam and lifters. Both shops saw significantly higher failure rates with new lycoming parts. Lycoming lost whatever business I can steer away from them for the foreseeable future. At Oshkosh a few of there arrogant sales reps explained to me how they never have had cam/lifter problems and my case was isolated. Finally I got to talk to some scrubby looking tech guy behind the counter who when away from the rest of the reps explained in great detail what they did to correct the issues that cause a lot of failures.

I think it's best practice to do the complete opposite of whatever PTK says.

The other thing that can kill lycoming cams is excessive blow by past the rings, essentially bathing the cam and lifters in hot dry exhaust gasses. Did you have higher oil consumption or wet plugs on the cylinders infront of the failed cam/lifters?

No one ever ...so far on this thread condoned flying overgross....don't lose your panties...

Name one single overgross gear collapse please, where the gear was adjust properly.

I bet that K at gross climbs Better than a C at gross. Just saying. I think, although not practical, gross weight should be written around DA and runway length. That might offer 250lbs or more useful load. Although our current level of government oversize wont allow for it. I'd rather fly a turbo bird with tks and O2 heavy than a naturally aspirated bird with fewer options.

Overhaul parts no good? Ask lycoming why the brand new cam they gave me failed in 2 years and 400 hours and how the re-manufactured cams seem to last.

Wonder if it was the camguard. I left a bottle of it in my trunk when it was -10f it was like a block of jello.

Id offer a guess if your running deeper LOP than most and have more white build up its probably additional left over by-product from the lead since 60lop isn't as efficient as lesser LOP settings.