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EGT’s are thermocouples, (Type K), if you want to check the probes, hook a
millivolt reading DVM up to the leads, and raise them to a known temperature
(like boiling water). You can get the millivolts vs. temperature from a
handbook. My opinion, is that if the settings on the EM2 are identical, the a
difference in the EGT readings when the engine is running is probably
real.
Have you tried it with the new plugs? I have the experience that when my
plugs begin to go that I get a big spread in EGT readings, and the engine
doesn’t like full throttle/high rpm’s, put in new plugs and it smooths
out.
Bill
Schertz
KIS Cruiser #4045
N343BS
Phase one testing Completed
Sent: Wednesday, February 08, 2012 10:27 PM
Subject: [FlyRotary] Re: one more thing
The egt can't read anything below around 800-1000 accurately f if I recall
correctly. I don't recall exactly, but it's several hundred degrees, maybe
as low as 180 or so when the engine is ambient- around 50 today.
Brian Trubee
-----Original
Message----- From: Bill Bradburry <bbradburry@bellsouth.net> To:
Rotary motors in aircraft <flyrotary@lancaironline.net> Sent: Wed, Feb
8, 2012 8:17 pm Subject: [FlyRotary] Re: one more thing
Speaking of EGT
calibration. If the EGT reads ambient air temps accurately, does that mean
that it is accurate throughout its range??? If not, how do you check the
temp when it is reading 15-1600 degrees??
Bill B
Also, I forgot to
mention- in looking at the calibration for my EGTs I have the same settings for
both- Scale factor is 1.943 and the low end offset is 38. Is this the correct
factory setting?
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