Time in service? What does that mean, then?chocolatecake wrote: ↑Fri Aug 05, 2022 4:40 am Lean was on the way there, rich on the way back. Roughly 2 hours apart and same altitude.
EGT spread LOP vs ROP
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Re: EGT spread LOP vs ROP
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Re: EGT spread LOP vs ROP
Sorry. That sounds kind of snarky. But it looks like the second screen is like 6.5 flight hours later and likely a different day and on a kind of long flight.Rich wrote: ↑Fri Aug 05, 2022 4:44 amTime in service? What does that mean, then?chocolatecake wrote: ↑Fri Aug 05, 2022 4:40 am Lean was on the way there, rich on the way back. Roughly 2 hours apart and same altitude.
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Re: EGT spread LOP vs ROP
Oh lol, you are right. The pic of the MFD is in fact from a previous day, the one I took that day turned out blurry so I used an earlier one just to illustrate the kinda EGT stepdown pattern that is always there. The flight logs are from the same day though.Rich wrote: ↑Fri Aug 05, 2022 5:25 amSorry. That sounds kind of snarky. But it looks like the second screen is like 6.5 flight hours later and likely a different day and on a kind of long flight.Rich wrote: ↑Fri Aug 05, 2022 4:44 amTime in service? What does that mean, then?chocolatecake wrote: ↑Fri Aug 05, 2022 4:40 am Lean was on the way there, rich on the way back. Roughly 2 hours apart and same altitude.
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Re: EGT spread LOP vs ROP
The very close balance among cylinders suggests you don't have a problem to worry much about. But the non-correspondence and severe variation among the EGTs makes me think there is a problem in the EGT thermocouples or their wiring. Keep in mind the variation between 1400 and 1500 degF for type K thermocouples is a couple of microvolts. In addition I've seen deposits build up on these probes where it's hard to remove them from the exhaust. Some variation is to be expected in the actual EGTs but your indications (1 and 4) stretch credulity.
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Re: EGT spread LOP vs ROP
I wouldn't worry about it. Quoting Busch:
Source: https://resources.savvyaviation.com/und ... and-egt-2/The absolute value of EGT is not important. It is quite common for different cylinders of the same engine to indicate quite different EGTs, and that’s perfectly normal. What’s important is the relative value of EGT for a particular cylinder compared to that cylinder’s peak EGT value. In other words, we really don’t care whether a cylinder’s EGT is 1390°F or 1460°F – what we care about is whether the cylinder’s EGT is 80°F ROP or 30°F LOP.