correct baffling, now we have relatively good control over our CHT's and can keep them under 400, which wasn't the case before which is why we have decided to get at least ONE element on the engine looked at and reset to where it should be and then start going through the checks again, otherwise we will just be chasing our tail forever. but many of them point back to an irregular fuel delivery into the piston. So now you will all be saying to yourselves "but many of those symptoms can be a myriad of other problems", and I agree. leaning is no an even process, you can screw out the mixture, temps slowly climb, then suddenly within a ⅛th of a turn the CHT starts climbing and won't settle till it is 40+✯ higher, I know there is always a "hump" after which it gets a lot more sensitive but this seems extreme to me. higher fuel flow readings than we should be getting for this engine - as mentioned above also irregularħ. irregular Manifold pressure readings, and unusually low manifold pressure readingsĦ. irregular starting, I know the injected engines can be tricky but usually you can figure out a system that works, we keep having to figure out new tricks.ĥ.
Fuel flow irregular - at a specific power setting fuel flow will jump around, pressure is stable at around 24psi, when you put on the electric fuel pump fuel flow goes up briefly and then settles at a LOWER fuel flow than it was reading beforeģ. CHT's and EGT's we have higher temps on #3 (which is often the case with these engines) but the real problem is that we set up the engine in cruise and not 10 minutes later one of the temps will change significantly (not talking the usual small changes because of lift/sink)Ģ. We aren't 100% sure what exactly is wrong with the engine, we have several symptoms:ġ.
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