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CrownLJ(at)verizon.net
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 Posted: Tue Apr 18, 2006 7:17 pm Post subject: 582 EGT Survey |
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1. What egt do you like to see at cruise?
2. Do you tolerate seeing an occasional transitory increase to or
beyond 1200?
3. What is your max acceptable egt at anytime/duration?
4. How low of a temp do you accept?
5. What temperature variation (range) do you accept?
Have you personally seen, or have evidence to support your comfort
levels?
Thanks,
Larry
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jeburke94je(at)direcway.c
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| Posted: Wed Apr 19, 2006 2:55 am Post subject: 582 EGT Survey |
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bmwebb(at)cox.net
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| Posted: Wed Apr 19, 2006 3:12 am Post subject: 582 EGT Survey |
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Here's mine: 582 Grey head, B-box, IVO 66. 6250 Max rpm, pod filters, Rotax
exhaust.
1> 1120-1150
2> Yes, but only on throttle back to ~4000rpm
3> ~1250 for a minute or so
4> cruise? 1000
5> Mine varies from 0 to 60. Suspect carbs not synch'd very well. Varies
with throttle setting. Cruise seems very close most of the time.
Bradley
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morid(at)northland.lib.mi
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| Posted: Wed Apr 19, 2006 3:25 am Post subject: 582 EGT Survey |
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You'll get lots of opinions on this one Larry. Egt gauges, thermocouple,
and wiring will mean temps are only approximate. My numbers below.
Deke
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1. What egt do you like to see at cruise?
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1200
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2. Do you tolerate seeing an occasional transitory increase to or
beyond 1200?
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Yes, 1300 for very short duration
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3. What is your max acceptable egt at anytime/duration?
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1300
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4. How low of a temp do you accept?
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1100
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5. What temperature variation (range) do you accept?
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1100-1200
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Have you personally seen, or have evidence to support your comfort
levels?
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400 hours using those figures and engine went on to over 600 hours with new
owner before overhaul
582 B-box
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algate(at)attglobal.net
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| Posted: Wed Apr 19, 2006 4:42 am Post subject: 582 EGT Survey |
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Like others have noted EGT's really are only an indication due to
Inaccuracies and wiring variations. I still check my plugs to make sure
EGT's and plug color are in harmony.
| Quote: |
1. What egt do you like to see at cruise?
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1100 - 1150 (I Have in-flight adjustable prop so my EGT's vary with pitch)
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2. Do you tolerate seeing an occasional transitory increase to or
beyond 1200?
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No - if I see the EGT's climb to 1200 when retarding the throttle I change
the throttle setting immediately or increase pitch to reduce EGT's
I have seen a friend seize his engine in flight on a long approach with
EGT's reading 1300. It all depends on accuracy of the gauges.
| Quote: |
3. What is your max acceptable egt at anytime/duration?
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1200
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4. How low of a temp do you accept?
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1050 - Once again when in coarse pitch this will lower EGT's - Even at this
rich setting I have never had to replace a plug due to carbon build up and
when my engine was re-built at 325 hrs there was no unusual build up in
cylinders or rings.
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5. What temperature variation (range) do you accept?
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Not sure what you mean here - do you mean between cylinders or average High
to low. My cylinder EGT's vary at WOT by up to 60 degrees depending on
ambient but in cruise they are pretty much in synch. Standard operating
range is normally 1100 - 1175
| Quote: |
Have you personally seen, or have evidence to support your comfort
levels?
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As stated above seeing my friend make a forced landing due to high EGT
reinforced my feelings as I have yet to see an engine stop suddenly due to
running below 1200. It's really not rocket science as Aluminum has a
pre-determined melting point and if you go beyond it you will have problems.
I really don't think the EGT's are remarkably accurate so I would prefer to
stay within the manufacturers recommended range. In another life I used to
tune Go-Kart engines and the biggest cause of engine failure was High EGT's
and piston seizure (They didn't run EGT gauges!)
My thoughts only - total time on Aircraft 2 stroke engines is 1000 hrs and
maximum interval between total overhaul has been 350 hrs. At overhaul time
there was no imminent failure problems noted but crank bearings were notably
loose and their was minor discoloration around little end of con-rod. Bob
Robertson (Light Engine Services) has carried out the last couple of
re-builds.
Gary Algate
Lite2/582
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morid(at)northland.lib.mi
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| Posted: Wed Apr 19, 2006 12:26 pm Post subject: 582 EGT Survey |
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Aha! Another one that may generate some different techniques. Good question.
Generally accepted is to look for a medium tan to light brown color at the plug. This is when the mixture is burning most efficiently. A shade either way is acceptable, but be careful with lighter shades as it can get too lean and possibly cause damage to the piston or cylinder walls. Now, how do we accomplish this? Well, some folks just go flying for awhile, land, taxi back, pull the cowls, plugs, then read 'em. The problem with this is that by the time you get taxiied back the reading is corrupted because what you were looking for was cruise color and by the time you get back to the hangar it'll be all changed.
Back when I used to race motocross we would go out and ride the crap out of it then suddenly pull the clutch while hitting the kill switch. Then right there on the spot we'd pull the plug for a look.
You can do this in the airplane too, but be careful. A good way is to fly at cruise power for about 30+ minutes then fly back to the airport and right over the runway (still at cruise power) chop it. I mean kill the engine. Then just dead stick it in, pull over to the side of the runway and pull your plugs. This all sounds pretty drastic and a bit risky, but if you want to know what your plugs are really looking like, I can't think of any other way of doing it.
Let the flames begin. 
Deke
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