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Ed Burkhead wrote:
"To answer your question about gauges: I don't have a CHT gauge. I do
have
a sensitive EGT I got from K&S. It's a single probe gauge so I don't
get
cylinder diagnostic info.
I've become convinced that Coupes MUST have the sensitive type of gauge.
No matter how carefully I listen, I can't hear a sharp or big change in
the
sound of the engine when leaning. Nevertheless, I get a very distinct
peak
and drop as I lean with my Stromburg carb.
My Stromburg carb responds slowly so, as I lean, I make small movements
and
wait 10-30 seconds to see the results. My K&S EGT gauge has 25 degree
marks that are about 4 millimeters apart and I can control my EGT to 10
degrees
with accuracy. After adjusting it, I turn the knob to put the needle on
the special mark so I can easily see deviations as I fly along. The
non-sensitive gauges that show you 500 or 800 degrees in one sweep of
the
dial with no adjustment knob are barely worth bothering with IMHO.
As I learned from the book, I lean to 100 degrees rich from peak for max
power and 50 degrees rich from peak for level cruise. At altitude, I
really can get the fuel burn rates at 100 mph down to the 3.5-4.0 gph
the charts
say is possible. From Iowa to Connecticut required only two fuel stops
(and three on the way back)."
-----------------------------------------------------
Hi Pete:
I would like to second Ed's statements above! Everything that he
says is true. I also have the K S Engineering unit. However I bent over
for the complete system and am very happy that I did.
The K S unit with it's four vertical analog meters and dials to
adjust the position when reading EGT is great! When at high altitude I
am able to run on the lean side of peak on # 1, 2 & 4 and right at peak
on # 3. This is the best I have been able to do because of the poor fuel
distribution in our engines. This will allow me to get down to 4.0 gph
with an O-200 at 10.5 to 12.5K ft.
I have found that by reducing the throttle opening by a very small
amount it does even things out between the cylinders. At the above
conditions the cylinder temps. all run 295 to 315.
Maynard Smith, N99843, Tahoe City, CA.
P.S. How about some opinions on introducing a controlled air leak from
the cockpit into each intake tube to allow balancing of the cylinders
after getting to a steady state during long trips? Maynard.
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