Do you disagree with the disassembly, inspection, cleaning suggestion?
No, but it wouldn't surprise me if it didn't show up anything. The symptoms mentioned, to me, don't necessarily indicate a worn out engine, or one damaged by lean runs. It's actually harder to damage a small ABC engine with lean runs than most people think. (many of the 'old hands' with engines are more used to ringed engines, which are much more easily damaged by lean runs).
Do you disagree that there might be somthing wrong with the fuel delivery system?
It's possible, but he said it has no trouble starting, just won't reach peak power. Fuel system problems usually do more than just reduce peak RPM.
Do you disagree with the possibility that the engine has been too lean all along? If it idles well but won't reach max RPM at WOT isn't this a possibility?
Yes, it's possible that the origional poster was wrong when he said "I know it is lean enough, and I know it is not too lean". Also, based on the other info in the post, it sounded to me like the engine ran fine, but just didn't hit peak RPM. Overly lean engines tend to sag, surge, and/or quit. He mentioned none of that. Doesn't mean it's not happening, I just didn't think it likely.
Do you disagree that 2lb(aka 32oz) is a hell of a lot of weight for a .15 size plain bearing engine? What weight are you combat pilots flying your .15 size planes at. And if it's approaching 32oz what's the wing area?
Actually, SSC combat planes have a MINIMUM weight of 40oz. Many are heavier than that. Most have 500-600sqin though. The A class planes tend to be around 32oz +/- a few, the heaviest are close to the max weight of 40oz. The wings here are in the 300-500sqin range mostly. So, depending on what you expect from the plane, how you prop it, and the wing, 32oz is not at all too much plane for a typical .15
Do you dissagree that the engine could be assembled incorrectly?
Here I agree with you. However, as I said, from what I've seen, everything the origional poster described could be explained by the carb and muffler. Is the liner or other assembly issue worth looking at? Sure, it should only take a few moments, so why not. But I don't expect it to solve the issue, and I don't expect it to make a stock AP turn up with the more commonly used .15's
Pardon my ignorance, but do you use a throttle in .15 size combat or is it eassentially a WOT application? Opening the venturi is great for high end performance but degrades throttle responce substantialy.
Most of the time we do actually run at WOT, however, the throttles on most of the planes out there are functional, and I actually sport fly my combat planes, including use of the throttle, etc. I agree that opening the venturi too much causes fuel draw problems, espeically at idle and in transition. But if you compare the AP's venturi with the LA .15 or the Mag .15, you'll find the AP's is much smaller. Since neither of those engines have problems with idle or transition, I'd suggest that the venturi could be opened with out the idle or trasition suffering.
Is the fuel you use in combat regulated in reguards to nitro content? Can the guy's your flying against use different fuel than you ?
Nope, no fuel rules. But I run Omega 15% as it is. I do like caster in my fuel, so I use Omega.