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After the airplane was back together I took another opportunity to adjust the aerocarb. I tried a number 2.5 needle but changed back after one flight. The original number two needle is back in and by richening up the mixture and leaning while on the ground it is working fine for now. I may change back however now that I have got the engine mixture correct at WOT. The slope of the needle is what changes and the 2.5 needle is a steeper slope which makes it richer at WOT than the number 2. Now that I have a better feel for the adjustment process, I think I may be able to achieve a better result with the 2.5. I also adjusted the timing of the secondary at this point, but I was finding it hard to get consistent placement of the magnet. At this point I thought I had the secondary adjusted correctly but in fact I was still advanced and that was a major component of my high CHTs. I looked at a number of other cooling solutions that all had some modest effects. These pictures show the removal of the oil separator. I was unhappy with its performance. I am not using it to return oil to the crankcase. I’m just trying to capture the oil going out the vent and keep it off the bottom of the airplane. This device was not doing that so I just took it off. The main reason I did so however was because I have it mounted down low and in the last picture you can see that it blocks a large portion of the left cowl exit area. I only saw a slight temp difference however with it removed. The most successful change at this point was enlarging the opening. You can see two holes and two rivets in the last picture that are holding the deflector. The holes are where the rivets used to be before I moved the deflector opening up the vent by a half inch.
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