Return-Path: Received: from [69.171.38.22] (account marv@lancaironline.net) by logan.com (CommuniGate Pro WebUser 4.2.5) with HTTP id 550463 for lml@lancaironline.net; Mon, 29 Nov 2004 20:37:48 -0500 From: "Marvin Kaye" Subject: Re: Walter's comments [fadec] To: lml X-Mailer: CommuniGate Pro WebUser Interface v.4.2.5 Date: Mon, 29 Nov 2004 20:37:48 -0500 Message-ID: In-Reply-To: References: X-Priority: 3 MIME-Version: 1.0 Content-Type: text/plain; charset="ISO-8859-1"; format="flowed" Content-Transfer-Encoding: 8bit Posted for "Craig Gainza" : > FADEC sets Best Power at takeoff. CHTs will climb very rapidly and continue > to do so until FADEC sees CHTs in the 430-440dF range. This results in > extremely high ICPs and unnecessarily high CHTs that are not experienced in > non-FADEC controlled engines. In my brief (one month) experience in flying my Fadec equipped IV-P, I have not seen CHT's greater than 400df in any configuration. My baffling is well made and there is no silicone in place. Craig Gainza IV-P TSIOF 550 [ Walter and http://www.advancedpilot.com/ spend alot of time and energy running an outstanding class on how to get the most out of a engine with fixed timming... they show how fast CHT goes up with Internal Cylinder Pressure and how to use lots of fuel to slow the burn rate and lower ICP.. kinda variable timing with with lots of gas. :-) FADEC can move the spark event while maintaining a perfect .072 F:A and perfect 16^o ATDC peek ICP. while they kinda cheat and do it with a *huge* number of maps, it is a solid way to get best power out of a motor.. but I'm only a student and will yield to either instructor. -Rob ]