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I'm no expert, but the symptoms seem compatible with a partially obstructed
fuel injector. This would cause the mixture in the affected cylinder to be leaned (ergo higher EGT if you are running ROP) and power to decrease (ergo reduction in CHT). From your post I can't tell if the temps stayed at their altered values on subsequent flights or reverted to the "before t = 0" norm. If my guess is right, the latter would indicate that whatever was clogging the injector passed through. If the temps are still shifted, I'd have my mechanic check the #1 injector. BTW, this doesn't sound like an instrumentation problem since it's unlikely that both the EGT and CHT probes and/or receiving units would go bad at the same time. -- -Elliott Drucker |
#2
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"PaulH" wrote
Were you running lean, rich, peak? Fuel injected? Yes it is Fuel injected (I did mention that it was an IO550). I was running 14.8gph at WOT (which is LOP). OAT was 52F, OilT was 188F, TAS was 160Kts, Alt was 12000ft. I'm no expert, but the symptoms seem compatible with a partially obstructed fuel injector. This would cause the mixture in the affected cylinder to be leaned (ergo higher EGT if you are running ROP) and power to decrease (ergo reduction in CHT). -Elliott Drucker Yes I agree that would be consistent. Although aren't there many other explanations for the same phenomina? From your post I can't tell if the temps stayed at their altered values on subsequent flights or reverted to the "before t = 0" norm. Yes I forgot to mention - on subsequent flights everything reverted to normal. Thanks for your inputs ~Paul |
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