wrote:
Ben, I misunderstood the 310-to-240 derate... however, even with that
change, YOUR numbers still do not work. In your first post (the one
I
was replying to...(you changed to 12.6 in this last post)) you stated
fuel flow of "...11.8-12.3 an hour...". If one uses 12.3, this
computes to (12.3 x 5.85)/240 = 0.3
If one uses the 11.8 number, this computes to (11.8 x 5.85)/240 =
0.29
BSFC.

Now, to say something nice..... I found the photos of your engine
installation to show nothing less than beautiful workmanship!!
Regardless of how the numbers shake-out, it is a conversion to be
proud
to show.

73,
Sid

Thank you sir. I am using a JPI 450 fuel flow gauge and it is still in
the calibrate test mode. It appears to read a bit on the low side,
maybe 8 to 10 % I am making repeated flights to verify the true flow
though it. Ya see I used the bigger transducer to be sure of proper
flow though it in case I needed to gravity feed to motor in case both
fuel pumps fail. That change probably confuses the 450 head unit. I am
sure the flows to the carb and engine are correct as all my plug cuts
show a good color and after years of being in the engine development
business I am pretty sure what a proper running engine should feel
like. To answer the other guys question, so far I have only used 100LL
just to make sure I don't get too far off baseline. I do admit I have a
new respect for test pilots,, thats for sure.. I will keep posting
results as they are produced. Ya have to keep in mind I realize this
thing might do me in on the next flight, but thats the price to pay for
pushing the envelope.

Ben Haas N801BH