This question relates to the use of WBO2 sensors in piston aircraft for leaning. I'm posting here because no-one in my aircraft group has the level of knowledge that exists around here.
The engine is a normally aspirated, fuel injected, 6 litre, twin plugged boxer 4-cylinder. I run 100LL exclusively. 100 octane "low lead". The "low" is misleading, it has 20 TIMES the amount of lead of the old automotive pump gas.
However, apparently the NGK WBO2 sensor is lead tolerant. My question does not related to lead.
In certain ops I want to operate at "best power", in others, particularly cruise, I operate Lean of Peak. Currently I leak by finding peak EGT then lean or richen from there.
It's fiddly, requires at least some time operating in the "red box" (risk of detonation), and a few other issue. I want to start using AFR for leaning ops.
I have two specific questions:
1) I frequently use smoke. Smoke is generated by spraying a moderate viscosity mineral oil (similar to former oil for concrete work) into the hot exhaust - this would be upstream of the sensor.
I don't care about accuracy of the sensor while "smoke on" - I'm looking for input on use of smoke oil on the lifespan of the sensor and/or any impact on accuracy (while "smoke off")
2) My exhaust system is a 2-into-1 on each side, they don't join. So, I have to pick which side to monitor. Does anyone have any recommendation on which would be the best side to pick (if I have a choice)? Side that peaks EGT first? Last? Widest EGT spread? Something else?
I know, quite OT, but running out of places to ask
