Hotter running engine

[Gee Bee Aeroproducts]

17 hours ago, Paul Thomas said:

What is the optimal thickness? I would assume that too thick and it won't conform as well.

Too thick more than 3/32 without reinforcement will blow back.

With reinforcement it’s too firm to bend forward and will cause cowl chafing and wear .

 We want A 20/30 degree forward bend in rear baffle seal to maintain the curve , this will let the cowl drop and and elevate blow back .

Note: 

we die cut in just seconds / sample die shown.

We stock various thickness based on the original spec.

.032-.062-.093

Today we’re doing the oil pan gasket seal for a TIO541 per customer sample , Lycoming has no stock , for us two days from sample to first article.

we can cut 900 to 1500 seals per hour using our atom clicker presses.

[Paul Thomas]

  @Gee Bee Aeroproducts Very nice! I'll have to get yours when I eventually o/h the engine. Are you also able to do custom projects?

[Gee Bee Aeroproducts]

4 minutes ago, Paul Thomas said:

  @Gee Bee Aeroproducts Very nice! I'll have to get yours when I eventually o/h the engine. Are you also able to do custom projects?

Paper patterns

mark up or down bend 

I have many original patterns 

[Grant_Waite]

I rechecked the timing today using a piston stop and my inclinometer. I’m amazed this isn’t the standard for all engines Lycoming and Continental. I do believe the timing marks on the flywheel are off and to the naked eye, you can’t and will not get the accuracy of the inclinometer aka digital angle finder. I just ground ran the plane and once it got hot the stumbling stopped. I did a static run up and the mag drop was 50rpm on each. Before I would only see maybe 10-20rpm drop. Correct me if I’m wrong but I think less rpm drop can be a result of too advanced timing right? This is how I did it and what the back of the flywheel looked like when the inclinometer red 25° btdc.