Posted for "richard  titsworth" <rtitsworth@mindspring.com>:

 
 
Frederick, Interesting story and good comment.
 
 
 
 At the APS seminar George can show what detonation "looks" like on his dyno
 with combustion pressure tracking.  It is different from auto-ignition
 (pre-ignition).  The two are related in cause.  However, detonation is the
 "un-natural" combustion process following the spark event.  Whereas,
 auto-ignition is premature combustion initiated by temp/pressure
 (dieseling), rather than the spark.  When you consider that the spark is
 typically advanced approx 20'ish degrees from TDC, both phenomenon can
 become intertwined conceptually.  During the course, they cover the concepts
 you discuss in detail, along with real world examples, hard facts/data and
 hands-on exercises.
 
 
 
 Being an auto engineer with commercial/multi/inst rating, I though I knew ~
 80% of what there was to know.  I had also previously read many of their LOP
 articles.  I still got a lot out of it.  Well worth the $ and time.
 
 More info available at http://www.advancedpilot.com/.  Some of John's
 Deakins articles can be found at
 http://www.avweb.com/news/columns/182146-1.html.  Look for #63 - #66.
 
 
 
 In the turbo LOP world, I "want" high MP, and the most power (read Fuel
Flow) that temp and hence detonation will allow (while remaining LOP).  So,
 power reductions and ROP enrichment are "undesirable".  I can't change the
 bore size.  So, I'm assuming that heat is really my performance/efficiency
 enemy!  Get rid of the heat ==> delay the detonation ==> run WOT and add
 some more fuel (and/or better yet increase the compression).  Thus, less
 heat = opportunity for more fuel = more power (when LOP).
 
 
 
 Now, how "best" to fight heat (assuming liquid is out of the question)???
 
 
 
 More cocktails required on that issue.
 
 Very open to suggestions, I'll get the bar tab ;-)