Look, folks... I'm not suggesting that it was a very likely
scenario, just that it's slightly possible. As with most things in
aviation, if you dismiss it as categorically impossible, when you think
it through completely you might find out that under the right
circumstances, it could happen. That's one reason why a min RPM static
runup is dictated (although the larger reason is that it indicates engine
power and health).

: The engine (Con?) in the TAYLOR Cub had signle ignition. Took off,
: flew and landed on the one set of plugs, each flight, all ok.

Irrelevant. If an engine is designed to have one ignition, it
will most certainly run properly as designed and tested.


: To the point in question. You need to put the BMEP into play to
: determine if a possibioity of engine damage might occur.

Nice piece of info, but again largely irrelevant. The BMEP
measures the effective pressure, but is dependent on a whole slew of
factors. If detonation or preignition is happening, the BMEP will be
higher. No surprise, no arguments, but it's no more relevant than
saying, "If the pressure is too high and causing damage, then the pressure
must be be too high."

: I went through the 'gate' on a Merlin one time and pulled about 70+
: inches vs the spec of 61. VERY rough engine (detonaton). Engine
: checked out fine after landing and crew chief went through it.

True enough, but again irrelevant. Having one data point where
one engine with one design was abused and survived doesn't extrapolate to
any other circumstances except that one.

: If your on the east coast, keep your head down since you can't fly the
: bird west out of the storm area (like the Military does).

??? Talking Isabel? Not too concerned this far inland (300
miles). Just keep it tied, and hope for the best. Worst case is the
insurance buying us another airplane....

Cheers,
-Cory

--
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* The prime directive of Linux: *
* - learn what you don't know, *
* - teach what you do. *
* (Just my 20 USm$) *
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