I like my CHT to be at least 300, never over 400. The other day flying, about -10 they were just barely over 300 w/oil cooler mosly blocked off.

My EGT's run in low-mid1500's. This can vary depending on placement of the probes. I find this number by leaning to find peak temp, then richening a little. Don't go through the process everytime, seems to be pretty consistant, but I do verify from time to time.

I also like to look at the exhaust stack, feeling that it is a pretty good indicator of proper/improper mixture.

Gary

Made a flight up to McCall yesterday. After reading the article on leaning I wanted to try his leaning practice. CHT with washer type probes were running at 325-335. Peek EGT was 1375 at 2200 RPM at 8k alt and cold outside. I enrich it back to 1275. His recommendation was 100 degrees ROP.
I tried 20 degrees LOP but my gauge did not seem to be sensitive enough.
Lycoming 0-360

Terry wrote:Lots of info here.
http://www.buy-ei.com/Information/Pilots%20Manual.pdf

MtCoyote,
At 100 ROP, or best power as the article references on page 9, what change in fuel consumption did you notice if any.

MtCoyote,
At 100 ROP, or best power as the article references on page 9, what change in fuel consumption did you notice if any.

Could not really tell. But it seemed about same.

shortfielder wrote:I like my CHT to be at least 300, never over 400. The other day flying, about -10 they were just barely over 300 w/oil cooler mosly blocked off.

My EGT's run in low-mid1500's. This can vary depending on placement of the probes. I find this number by leaning to find peak temp, then richening a little. Don't go through the process everytime, seems to be pretty consistant, but I do verify from time to time.

I also like to look at the exhaust stack, feeling that it is a pretty good indicator of proper/improper mixture.

Gary

Watching the exhaust stack makes good sense. I thought cruising along ROP in the mid to upper 1300's EGT would be to hot.
My only experience with EGT's is on diesel engines......more fuel means more black smoke and higher EGT's.
I think aluminum becomes liquid at less than 1500*. But sounds like yours are still solid.....I might just cover that EGT/CHT gauge and quit worrying

Hey Terry
I'm no authority on this stuff. I read some, and talk to others, and have thoughts made up of the inputs I get, and what makes sense to me.

Hafast posted a good link earlier in this thread. If you haven't read it, might want to. He(The guy writing the story, not Hafast ) seems to be an authority of some sort. Pretty good read anyways.
Here's the link
http://www.avweb.com/news/savvyaviator/ ... 162-1.html

But you won't melt any pistons at 1300*

Gary

shortfielder wrote:Hey Terry
I'm no authority on this stuff. I read some, and talk to others, and have thoughts made up of the inputs I get, and what makes sense to me.

Hafast posted a good link earlier in this thread. If you haven't read it, might want to. He(The guy writing the story, not Hafast ) seems to be an authority of some sort. Pretty good read anyways.
Here's the link
http://www.avweb.com/news/savvyaviator/ ... 162-1.html

But you won't melt any pistons at 1300*

Gary

I missed that, thanks.

Terry wrote:Gary,
I do just as you suggest and carb heat off on short final.
I think my EGT's are to hot...maybe not?
The numbers I posted was at 22 square.
What are you guys seeing?
O-470L

Your EGT's actual temp is not relevant, don't worry about it.