I just rescued my new-to-me Turbo Aztec E from the avionics shop sitting in the putative path of Hurricane Irma. The shop - having had it for 2-1/2 months - just finished the panel upgrades, and the timing couldn't have been better. Whew!
In any event, part of the upgrade was a JPI 790 engine monitor, which paid for itself on the trip home. On climbout, (full-rich) while my instructor and I were concentrating on teaching me to fly the damn thing, the left #3 cylinder CHT began immediately heading for the ceiling, reaching 460°F before I had the presence of mind to pull the power back. The EGT was also far higher than any others, although I don't remember the numbers.
I had done the engine monitor online course, but can't really get a handle on the combined high CHT/EGT. This airplane had not been flown much in the last year, and on runup I had some roughness in the left engine. My thoughts are this: partially-clogged injector preventing full-rich condition (high CHT), combined with a dead plug causing a high EGT. Any comments welcome.
In any event, part of the upgrade was a JPI 790 engine monitor, which paid for itself on the trip home. On climbout, (full-rich) while my instructor and I were concentrating on teaching me to fly the damn thing, the left #3 cylinder CHT began immediately heading for the ceiling, reaching 460°F before I had the presence of mind to pull the power back. The EGT was also far higher than any others, although I don't remember the numbers.
I had done the engine monitor online course, but can't really get a handle on the combined high CHT/EGT. This airplane had not been flown much in the last year, and on runup I had some roughness in the left engine. My thoughts are this: partially-clogged injector preventing full-rich condition (high CHT), combined with a dead plug causing a high EGT. Any comments welcome.
