inadequate fuel flow on TO
 

I have a regular 360 lycoming engine with fixed pitch prop
barely broken in, 50s hrs after 12 years of work
on climb my CHT are very high (improved after 30 hrs but still high) and I cannot get enough fuel flow
I was told that the fuel flow can be improved by drilling or changing the needle that controls the flow.
any help and what needs to be done to improve flow by fiddling with the carb?
I have a precision carb LO-5193
any help appreciated

What fuel flow are you seeing, and at what RPM? - FP or CSP ?

fuel flow inadequate
 

14 gallons/hr fixed prop Sensenich 360 plain carbureted
thanks 2600 rpm

I just checked one of my takeoffs.

15.5 gpm at 2400 rpm and 5,500 ft DA runway.

Sensenich FP prop O-360-A1A with carb.

Andres,
I am not saying you have the wrong carb, but you do not have the normal carb we see for the 0-360 engine.
One normal is the MA4-5 10-3868...this one can be lean on some installs.
The richer version is the MA4-5 10-4164
There is lots of info in the archives about this topic and drilling jets.

txs for all responders

I think what he may have is a Precision (Marvel-Schebler) MA4-5 10-5193 carb.
Not sure what that dash-number means.........

For the OP: Do a search here on VAF and look for drilling jet, or similar. Lots of info here on this forum.

Also, I see you are in the Dallas-Ft. Worth area. Find a local EAA chapter, there are several in the area. They can likely help you, as well.

Sounds just like mine last Jan/Feb/Mar until I installed the gear fairings.

If you don't yet have your fairings installed, which apparently is the Vans recommendation during break-in, I think your numbers and temps are likely normal.

EDIT: I am running one P-Mag and decided to retard its timing a few degrees, which helped with CHTs until I installed the gear fairings.

Increasing fuel flow can be a fix for reducing CHTs on take-off. But if your FF is in fact already reasonable then putting a richer jet in the fuel control will only make the engine loose power (and thus produce less heat), and being over-rich can actually cause premature wear on the cylinders.

High CHTs on take-off in most cases is simply a matter of insufficient cooling and that is where I would look first. Check your baffle seals with the top cowling on by using a borescope to detect poor sealing. Oversized air dams in front of cylinders 1 and 2 can also obstruct airflow in a major way.

That's good advice re the cooling baffles etc. especially the over-rich mixture for excessive cylinder wear.
As we all know a 360 produces around 160HP at T/off with a FP prop so the FF sounds about right. Still it's great to see so much help being handed out here, Vans sure did make a LOT of happy pilots:)