My airplane has the "certified" version of the Lycoming O-360 that was new in 1999, and AFAIK it has the carb that was included with the engine (see PN in the header.) I have been investigating high 420+ CHTs on takeoff, and relatively high ~360-380 in cruise during hot and humid conditions (aka East Coast summers) at relatively low ~3K-ish altitudes. I've replaced cowl seals, plugged gaps with Fireseal and red RTV, and even added a cowl flap - all with little change in temps. I did a pressure differential test with a manometer several years ago, and it *seemed* OK - but will run the tests again.
Anyway, Alan from ASA suggested I check my FF at takeoff power. Luckily I've retained the data from the G3X system, and examining flights over the past 2 years reveals the FF at takeoff ranges from 14.9 - 15.9 GPH, which I understand is low. I've also read that there are "lean" carbs that came stock with O-360s engines. How can one determine if their carb is a "lean" model, or inappropriate for a Vans RV-8A installation? I'm beginning to think re-jetting might be applicable in my situation.
Thanks in advance for helpful replies!
Anyway, Alan from ASA suggested I check my FF at takeoff power. Luckily I've retained the data from the G3X system, and examining flights over the past 2 years reveals the FF at takeoff ranges from 14.9 - 15.9 GPH, which I understand is low. I've also read that there are "lean" carbs that came stock with O-360s engines. How can one determine if their carb is a "lean" model, or inappropriate for a Vans RV-8A installation? I'm beginning to think re-jetting might be applicable in my situation.
Thanks in advance for helpful replies!
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