I have seen that full-rich full power takeoff for Lycoming engines has the EGT typically quoted around 200-250F ROP.
I typically see only about 100-120F difference from the takeoff EGT to peak EGT. I suspect I am running a bit lean at takeoff, though the fuel flow value does not seem to be unusually low. CHTs will jump slightly above 400F if I maintain a full power climb without rolling back MP a bit. Engine has about 125hours. I am trying to determine if an adjustment should be made.
I have a Thunderbolt IO-540 with AFP FM-150 and 1 Surefly + 1 MAG ignition.
Injectors are balanced - spread is usually .3 GPH at peak EGT.
At takeoff (full-rich) Fuel flow is 22.8GPH, RPM 2690, MAP 28.2", OAT 25C, field elevation 980ft.
EGTs are 1315-1365F - peak EGT is around 1450-1460F.
Take off at time 14:25, peak EGT at 22:44 -
Actual Engine Data
I typically see only about 100-120F difference from the takeoff EGT to peak EGT. I suspect I am running a bit lean at takeoff, though the fuel flow value does not seem to be unusually low. CHTs will jump slightly above 400F if I maintain a full power climb without rolling back MP a bit. Engine has about 125hours. I am trying to determine if an adjustment should be made.
I have a Thunderbolt IO-540 with AFP FM-150 and 1 Surefly + 1 MAG ignition.
Injectors are balanced - spread is usually .3 GPH at peak EGT.
At takeoff (full-rich) Fuel flow is 22.8GPH, RPM 2690, MAP 28.2", OAT 25C, field elevation 980ft.
EGTs are 1315-1365F - peak EGT is around 1450-1460F.
Take off at time 14:25, peak EGT at 22:44 -
Actual Engine Data