If you have ever been told, “That’s just how piston engines work,” this episode of Aviation Masters might make you raise an eyebrow and then start asking more questions.

In this episode, host Mike Busch sits down with George Braly, one of the most influential (and unapologetically analytical) minds in modern general aviation. Braly is an inventor, trial lawyer, entrepreneur, and the co-founder and chief engineer of General Aviation Modifications, Inc. (GAMI)—the company behind GAMjectors, Tornado Alley Turbo systems, and the FAA-approved high-octane unleaded avgas G100UL.

This is not a surface-level conversation. It is a deep, technical, and refreshingly honest look at how innovation actually happens in aviation and why it is often resisted at every step of the way.

Meet George Braly: Engineer, Heretic, Problem-Solver

Mike introduces Braly with equal parts respect and amusement, describing him as an iconoclast, a destroyer of old wives’ tales, and the “Archbishop of the Church of Lean-of-Peak.” The titles fit.

Braly grew up in Ada, Oklahoma, building model airplanes as a kid and catching the aviation bug early. He soloed at 17, earned his private certificate shortly after, and went on to study aerospace engineering at Brown University. While still a student, he instructed on weekends and evenings, already blending theory with real-world flying.

Then came a turning point familiar to many engineers of his generation: the post-Apollo mass layoffs of NASA engineers. With NASA layoffs in full swing and engineering jobs evaporating, Braly pivoted to law school. That detour would later become one of his greatest strengths, equipping him to navigate–and challenge–the regulatory realities of aviation innovation.

How Lean-of-Peak Became a Business (and a Controversy)

One of the most compelling threads in the episode is the origin story of lean-of-peak (LOP) engine operation.

After installing an early engine monitor in his Bonanza and diving into an MIT internal combustion engine text during a family vacation, Braly noticed something most people had missed: the problem was not the mixture itself, but fuel-air distribution. Specifically, the order in which individual cylinders reached peak EGT mattered far more than traditional rules of thumb suggested.

By physically modifying fuel injectors to balance those ratios, Braly discovered his engine ran smoother, cooler, and happier at 100 degrees lean-of-peak. That realization laid the groundwork for GAMIjectors and eventually a new way of thinking about piston engine operation.

Those early experiments did not remain personal tinkering for long. In the mid-1990s, Braly co-founded General Aviation Modifications (GAMI) to turn these ideas into certifiable, production-ready solutions for the broader GA fleet. A key part of that transition was Braly’s partnership with Tim Roehl, whose manufacturing expertise complemented Braly’s engineering insight and helped transform innovative concepts into reliable, FAA-approved products.

The Lean-of-Peak Controversy

Not everyone was thrilled.

As lean-of-peak concepts and GAMIjectors gained visibility, resistance followed. Lycoming publicly discouraged lean mixtures. Myths proliferated. Yet, as Braly points out in the episode, neither Lycoming nor Continental has ever denied a warranty claim solely because an engine was operated lean-of-peak. The data simply does not support the fear.

Fixing a Broken System (With Data)

Braly’s collaboration with Carl Goulet, the legendary former senior VP of engineering at Continental Motors, is another highlight. When Braly explained his EGT-based fuel-air ratio balancing concept, Goulet’s reaction was immediate:

“Hot damn! Somebody’s finally going to fix this problem.”

That partnership led to the construction of an engine test facility in Ada, Oklahoma–one Braly believes is unmatched anywhere in the world for aircraft piston engine research. The facility became operational in 1999 and stands as a testament to what happens when experience, data, and curiosity collide.

Turbocharging the SR22—and Changing the Market

The episode also dives into Braly’s work on the Cirrus SR22 turbocharging system. When both Cirrus and Continental failed to develop a workable solution, Braly’s team quietly bought an SR22, built their own system, and proved it could be done.

Cirrus, facing market pressure from turbocharged competitors, eventually contracted Braly’s company to develop the production system. It is a classic example of innovation coming not from committees, but from engineers willing to test, measure, and iterate.

The Long, Brutal Road to Unleaded Avgas

Perhaps the most sobering part of the conversation is Braly’s account of the 12-year struggle to certify G100UL.

What should have been a technical process became a political one. Braly recounts repeated resistance, shifting standards, and even direct threats aimed at derailing the effort. Only years later did the full story emerge, including behind-the-scenes pressure that pushed major fuel players away from the project.

Yet G100UL survived and today represents a real path forward for piston GA.

Why This Episode Matters

This episode of Aviation Masters is not just about history. It is about how progress actually happens in aviation: through data, persistence, and people willing to challenge assumptions when the evidence demands it.

If you care about engines, maintenance, certification, or the future of general aviation, this conversation is required listening.

Watch or listen to the full episode now.
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