The International Cessna 170 Association

Well, the truth is, multi-point engine monitors will actually pay for themsleves over time, saving you money in the long run. They do that by catching little problems before they become bigger, more expensive, ones. When is the last time you put something in your airplane that actually paid for itse...

Or use the exhaust side of a "shop Vac" (with a CLEAN filter), plugged into the airbox to pressurize the intake system Another option, however, one that is much more dangerous for obvious reasons. Nonetheless, one that I find quicker, easier and more diagnostic but is not for everyone. Spr...

Thad That more or less mirrors my results at sea level too. Enlarging the jet increased total FF but, even distribution was still lacking. Clearly there is a "sweet spot", where the fuel distribution is better balanced and all of the CHT's are under control, below 400. And for whatever rea...

Sorry to hear that.

Did the EGT on #2 change at all?

And how many degrees ROP is it?

I wonder how many thousands of others, besides me and the thousands who never read this discussion, who have run their engines for years without valve problems or snake oils just like these things were designed? How many thousands of others HAVE lost their engine prematurely to a spalled cam and li...

bagarre wrote:Does he have a "horsepower" package?

I hear that's next!

I don't know how this helps stuck valves...if it did I'm sure they'd market it as valveguard as well. Actually there is a "Valve" package, along with a "seals" package, among other things included in CamGuard. Ed Kollin, the inventor, owns a 210 and is a member in The Cessna Pil...

Jean777, How do we judge "success"? Well, one form of unbiased "success" would be an improvement in the wear metals in your oil analysis. The company doing the analysis has no vested interest in the outcome of the report. They report, you decide! Our "control group" eng...

My engine monitor shows the best fuel distribution at 7500 feet wide open throttle at 2400 rpm................. More evidence our intakes are "tuned for cruise flight"! I'm kidding of course. :D Yep, Ive experienced the same thing, sometimes. Others times, cocking the throttle helps, some...

gahorn wrote, Operating on ONE MAG is the most incorrect thing one might do. It dramatically increases EGT (proven by looking at an EGT gauge, if you have one) because it mimics a 'retardation' of spark.....more fuel is burned OUTSIDE the cylinder, in the exhaust where it does you no good but harms...

Well...this is likely to enflame you guys, but I promise that is not my intention... The carb runs slightly richer at full throttle by design, for a reason..... improved cooling. (Reducing throttle from full on takeoff or climb drastically changes the mixture along with the Manifold Pressure (MP). ...

Thad I have the JPI Classic scanner and the EI fuel flow indicator. Good, I'm familar, that's what I have. What is your EGT for number 2 (your leanest) at take-off? Are you familiar with the concept of leaning to a target EGT while in the climb? Makes leaning for take off at any altitude almost a &q...

I like the fact that you are not afraid to experiment with your engine. I'm of the same thought proces as you. I have also tried some of your experiments and found similar results. The number two cylinder is the leanest and hottest in climb and that makes sense to me with the placement of that cyli...

6000' DA, 22.5/28.5 * 24000/2700 = 101.74 Hp

FF should be between @ 9.15- 10.17 GPH

At first glance, your FF seems more than adequate.

Climb at a higher airspeed and/or check your baffles.

I guess maybe I should ask the obvious though, what airspeed are you climbing out at, Vx, Vy, Vcc?