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Why is LOP (lean of peak) controversial?
Matt Barrow wrote:
That's not the point except you're jumping ahead in the troubleshooting sequence. Ok, but I was simply attempting to explain the reason for my "blissful" ignorance. I didn't read John Deakin's articles the first time and think, "Gee, my temperatures are so much lower than what he is cautioning against that *my engine* must have some other explainable problem." Instead, I simply read it and thought, "Hmm, looks like overheating cylinders are not my problem." The primary point is that your CHT reading were not just low, buy WAY low. Again, TA Turbo didn't say to me on the phone today that my reported CHTs were WAY low. "Lower than average, but not unbelievable" was the phrase used. It takes some "getting to" to find if it's the JPI, the probes, the baffling (do you have TA's "Liquid Air" baffles?), or any of a myriad potential problems. The aircraft has the optional TA cheek plate louvers installed for summer flying (as opposed to the shark-gill louvers, which is what I use in winter), which provides a 10-20 degree lower CHT, and it has a TA optional cooling baffling installed on the pilot's left of the cowl opening, which I believe is to allow better airflow to the back cylinders. In addition to the JPI tests pointed out elsewhere, I was also given another pointer by TA Turbo. I need to check the probe wiring and compare that with the setting in the JPI. If yellow/red wiring from the probes is present, the JPI should be set to "K thermocouple." White/red is "J thermocouple." The TATurbo maintenance director said that an incorrect setting in the EDM-800 would result in a minus 40 degree difference from actual CHT reading. He then commented that if I see 320 degrees on hot day and this error were present, he would still be impressed with an actual 360 degree CHT. -- Peter |
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