Flying the Injected Engine
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- čas přidán 23. 07. 2024
- General Aviation Modifications presents "Flying The Injected Engine" with Barry Schiff
GAMI has developed and certified specifications for a set of precision fuel injectors for almost all engines in the current Continental and Lycoming fleet of fuel injected engines. We have STCs and PMAs on over 300 different engine models.
After watching this presentation we hope you will agree that you should make sure your engine is equipped with a set of GAMIjector fuel injectors. For more information please visit us at www.gami.com.
My friend Lee has a GAMI-tuned IO-550 in his C185 and its the best and most smooth running engine I know, it also has persistent the best Mag Check that I ever see. He operates it LOP at Cruise and has the good EGT & CHT.
Best Regards from Alaska!
I don't have a continental nor am I pilot. I don't specifically even have an interest in internal combustion engines. I just really like this video. It's really nostalgic. Reminds me of the pre-9/11 world for some reason. Extremely well produced. Seems like a decent company.
I'm here for Barry, what a legend with a legendary voice!
Very good
The fuel injection guy is the Dr Phill of aviation lol 😂
What if you have a single analog gauge for all cylinders ??
same music as my Sporty's DVD
11:00 john deakin saying he operates 50ºF ROP?
lmao I guess they hadn't invented The Red Box just quite yet
Our nozzles are the best lol :)...never mind 10 o'clock instrumentation screw coming out of the panel at 10:20, that's a customer issue rofl...wonder if something is behind that screw preventing it from fully fastening ? :) LMFAO Nice plane though Bon 35V.
Good eye. You must have watched many times to catch that.
@@johnwhitehead5457 Watch on second or third monitor, while autopilot MSFS etc :), and day trading stocks.
It's a button.
What is the reason for not using electronic injection Systems which would solve all These issues ? They could be fulle redundant, alls sensors redundant an even redundant injectory.. pilots could concentrate on flying the aircraft and not Managing the engine all the time
bobl78 lol your asking why they use mechanical fuel injection in a piston engine operated airplane from the 60s
because manufactures are lazy
If you worked in auto repair and saw the volume of problems related to electronics, you'd think differently. There's no "pulling to the shoulder" at 9k feet ...
@@SmittySmithsonite My dad and I own our own auto repair shop, and my Dad has 40 years of experience in the field.
In Automobiles things only have to be reliable enough so that they usually don't break before the warranty expires, which is usually something like "5 years / 100k-150k miles" or less.
Reliability is not sacrificed to save money in aircraft, in fact quite the opposite. More often than not, a part in an aircraft will cost more simply because it's more reliable and has much more tightly defined statistics regarding various failure modes.
Also, please explain how new airliners are as a rule Fly-By-Wire? That's a COMPLETE reliance on electronics to connect the stick to the control surfaces. If it breaks, you lose control.
In even more detail:
In automotive applications the question is "How cheap can I make it and still have it not break before the warranty period expires?"
Compare that with aircraft, where the questions are "How can I maximize the Mean Time Between Failures?, How can I maximize the Mean Time Between Overhauls, and How can I minimize the impact those failures have on safety of the aircraft and crew?"
I hope I have made my point understandable, and I also hope that I'm talking to a reasonable human being and not just another internet troll. You wouldn't believe the number of well-founded arguments I've wasted on internet trolls. Sometimes I want to stop, but still I continue because despite what our current president thinks, Facts can't be argued with.
(On a side note, I'm going to do my part to try to make him the first single-term president in like 20 years, I don't know if I can take 2 more years of him, let alone 6)
@@44R0Ndin - You're 100% right on that ... but I was commenting on the OP's statement about why they don't use FI on every PISTON engine today. Why change what has worked for 100 years? Sure, electronics in engines might get you a little bit of efficiency, but magnetos, points, and carburetors just plain work, and more importantly, are extremely simple to maintain and repair. I could've paid $12k and up for a modern motorcycle where I can just hit a button in any temperature and the bike will run. I chose a '74 Yamaha RD350 2-stroke, dual carb, dual points, & kick start because it's extremely simple, reliable, and works VERY well, oh, and it was less than HALF the cost of new, even after a full restoration.
Everything they say in the video is perfectly accurate and correct. Gami's are an excellent product that will make your engine run smooth and will save fuel. That said, to be fair, after installation of Gami's, there is no given benefit of running lean of peak FOR A GIVEN AIRSPEED. (Notice that the word AIRSPEED was never mentioned in their video). In other words, when an engine is leaned beyond peak (for example, say 25 degrees lean of peak), the engine loses power, CHT and EGT decrease accordingly, AND THE AIRCRAFT LOSES AIRSPEED. At that point, write down the airspeed, fuel burn and all the temperatures. Now, leaving the throttle in the same position, enrichen the engine back to well rich of peak and let the engine stabilize. Lean the engine to peak, then enrichen to say 25 degrees rich of peak. Let the engine and aircraft stabilize in cruise. You'll notice that the aircraft is going faster now than the 25 degrees lean of peak number you wrote down earlier. That's because the engine is producing more power because it is receiving more fuel. Now, begin reducing power using the throttle until the aircraft stabilizes at the same airspeed you wrote down while running 25 degrees lean of peak. Once you've reduced the power until the aircraft is running at that same airspeed, you can now RE-LEAN the engine to peak and enrichen back to 25 degrees rich of peak. Now, write down the fuel burn and all the temperatures. You'll find that these numbers are exactly the same numbers you wrote down while running 25 degrees lean of peak. My point is,,,, the performance advantage (smoother engine and lower fuel burn) comes from the Gami injectors. There is no actual benefit of running your engine lean of peak however. For the same given cruise or climb airspeed, your fuel burn and temperatures will be identical no matter whether you run rich of peak or lean of peak. The Gami injectors only allow you to safely operate your engine smoothly at lean of peak,,,,,, if you so desire. The fuel savings (for a given airspeed) is the same, regardless of whether your operate lean of peak or rich of peak. It makes no difference.
TheFlyboySouth not so! At the same airspeed, the LOP power setting will result in lower CHTs, due to lower ICPs.
You don't know what you are talking about.
TheFlyboySouth Any balanced injector / inductor combo will allow LOP, on LL or UL of the appropriate AKI.
I'm curious about that, because the engine efficiency (hp per gallon) is better when running slightly LOP than when running ROP. Also, I doubt that reducing your speed by 5 kts while running ROP will result in 5gph of saving. But I will in try when I can.
Wow these are like the worst fuel injectors on the planet... did you see the spray pattern that came out of those things. it was like a garden hose. I bet the same could get 50 to 70% more fuel economy with a modern fuel injection system on it with individual cylinder trim... hell just the 80s batch injection system would work better. I'm not sure how thick the piston rings are in there but I bet you they have to be Mighty thick to not be washed out by all that fuel in there. I don't understand why aircraft engines we're so far behind the times automobile engines are way better. people say automobile engines aren't as reliable well that's because they engineer them to fail. if they engineered them to be reliable with some redundancy would put these engines to shame.
That is a common misunderstanding. What you are seeing in the video is the process by which the flow is measured during manufacturing. During operation in the engine, air is sucked in through the aspiration holes in the sides of the nozzle and the fuel comes out as a fine mist.
Automotive fuel injection systems are designed to handle stop-and-go situations, which they do very well. The constant RPM operation seen by aircraft engines (and to some extent boats) respond very well to continuous flow injection without the weight and parts count of a more complex system.
Agree