All About EGT & CHT
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- čas přidán 22. 07. 2024
- Presenter: Mike Busch Debunks myths about CHT and EGT, explains what they really mean and how they should be used in the operation and troubleshooting of piston aircraft engines, etc. Savvy Aviation offers Professional Maintenance Services to owners of General Aviation aircraft, such as: Savvy Mx (Professional Maintenance Management), Savvy QA (Expert Consulting), Savvy Prebuy, SavvyAnalysis (Engine Data Analysis) and Savvy Breakdown Assistance. For more info see savvyaviation.com and www.sportys.com/pilotshop/spor.... This channel offers videos about those services, and webinars hosted by Mike Busch which were produced by the Experimental Aircraft Association (EAA) and sponsored by Aircraft Spruce and Specialty.
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Many thanks for this very useful information.
Wow 244p video. :-) But great information. My interest is in understanding this instrument when it crops up on a flight simulator cockpit.
Great video. Just to clarify at 36:20, cylinders 3,4,5,6 are the richest cylinders and 1,2 are the leanest (the GPH scale along the bottom of the graph runs from right to left)
Cylinders 1 & 2 are the richest because they peak at the lowest total flow rate so they are getting more than their 'fair share' of the fuel being delivered to the engine.
@@ashleylaurens234 OK. i get that now, thanks.
Thanks for a very informative and useful webinar.
Did you really say TIT prob here 13:16 / 1:43:52 (lots of correlation going on too), EGT and TIT aren't or are turbine references?
Copainization TIT is the intake air for the turbo
I have a issue with my egt at idle or low power that has up to 400 degree different on number 1 and 6. The rest are all good and very even. But at full power they are all most dead even. That is ever cylinder is almost perfect. I have had it at 3 different shops. All that are very reputable places. They haven't been able to find the issue. I have it currently at the signature Engine in Ohio. They rebuilt it around a year ago and they had all the external things. Like fuel injection, intake and other things checked and rechecked by 3 places. Signature hasn't been able to figure it out and I been without a properly working plane for 3 months. I'm not sure ehere to go or what to do. I have spent 7000.00 out of pocket to have all the external stuff checked and rechecked. PLEASE HELP ME. THANKS
Great presentation, minor quibble: at 20:30 Mike Busch says airspeed is proportional to the square root of the power output of the engine. This is incorrect; airspeed is proportional to the cube root of the power output of the engine. Put differently: parasitic drag (and thrust) increases with the square of airspeed, power required increases with the cube of airspeed. At higher speeds it takes more power to produce the same thrust.
honestly, while you are correct - this is 0% relevant to pilots; only aero engineers would care about such things. This is a video to average GA owners/operators.
@@ghostrider-be9ek Well, I did say it was a minor quibble. Yet it is relevant because in terms of fuel & efficiency, it means the cost of going faster, and the benefits of going slower, are both greater than expected.
@@michaelclements4664 question thats related - under water, the drag curve is is cubed (not squared) , does this mean power output is to the 4th root ?
@@ghostrider-be9ek Where do you get cubed for water? Years ago back in physics class I learned that the drag vs speed curve is squared for both fluids & gases (2x speed = 4x drag).
@@michaelclements4664 that was from my physics class - the drag under water, increases to the power of 3, as opposed to air which is to the power of 2 (as you mentioned)
@ 25:50 Trying to understand why an EGT probe temperature rise if u kill the ignition source ( shutting off a mag)? Shouldnt it be a cold cylinder? shouldn’t a dead plug in a 2-plug system essentially mean richer condition? Trying to learn EGTs for racing application. many thanks.
I heard Mike answer this question in another webinar video (can't remember which one) but he explained that with only one spark plug firing from one corner, the time it takes for the fuel to be burned across the combustion chamber is longer than if you had both spark plugs igniting the fuel. Because the fuel-burning event takes a longer period of time with one plug, there is more time spent at that higher temp with less time between cycles for things to cool down. With both plugs firing, the fuel is burned quickly and efficiently toward the middle of the chamber and therefore allows more time for cooling. This is the best I can remember how Mike explained it, hope it helps.
no turning off a mag or having a fouled plug with a cylinder having more than one spark plug prolongs the fuel burn making the exhaust gases hotter when the exhaust valve opens. With both plugs firing in an aircraft engine the fuel burn happens more rapidly and effciently
mikenj2 - ibam understanding that now. I just want to know the optimum temperature EGT...How hot should it be when running properly?
While this is 3 years late you will get your answer watching the first half of the video. The answer is that there is no optimum EGT in raw temperature terms. It should be as hot as it needs to be provided that everything is working correctly, the CHT is in safe range, and you are either lean or rich of peak.