I’m based in Montana and our field elevation is 3620. My plane had the #1 needle in it when I bought it with a cooked engine and I thought it should have the #2.
I’ve been flying it with the #2 and opening up the lower cowl to combat the usual high CHT’s.
I’m bringing my CHT’s down and seeing EGT’s of 1300+ with CHT’s 370-370 level flight at 5600ft.
If I lean any more than that the engine stumbles. Lean for taxi at idle is about 1/2 turn from the engine quitting.
Today I put the #1 needle in and gave it 3/4 rich from the Sonex starting point.
We routinely fly at 6500 to 8500 just to get out of our valley.
Any input on using the #1 needle?
I didn’t realize we had #1 needles! So I probably won’t be much help. But your temps, 1300+ and 370, sound pretty good. Here in the flatlands when I fly at 6500+ feet I am pretty leaned out. I’ve got a #2 needle.
Leaning at idle with the AeroInjector is not horribly effective, because the flow is so low. At higher flows, like cruise or climb, the mixture will have a greater effect on flow and therefore mixture because there is greater pressure drop across the mixture valve with higher flow. I find the ideal idle mixture is just before it quits, but that’s hard to operate with. So I just lean it a bunch and remember to push it in before I takeoff. If I forget it reminds me down here at 850 msl.
You didn’t say which engine, so I’m guessing an AeroVee.
Lots of good experiments in there that I am currently flying. My CHTs might hit 370 on an extended climb at hot weight in high temps. Fresh air induction, also to be found as a topic in the AeroVee section, is a big help. Not my original idea at all, but I definitely am happy to have stolen it!
I’ve read your post on baffling several times. Very detailed and thorough. I just finished installing baffling on the heads between each intake port. I’ll keep working on it.
