EGTs between 1420 and 1430 on climb out.

[Ned Gravel]

Went for my first flight since the beginning of Dec (we were away) and after it was warmed up and started up, things looked really good (normal). I have an A1A. On climb out, I noted that the JPI was showing me EGTs about 100 degrees higher than anticipated. CHTs were low 300's. Mag check was normal OAT was close to minus 15 Celsius. Sent from my iPad

[N201MKTurbo]

Higher air density from the cold air?

[jetdriven]

Ned, it also depends on where the probe is from the cylinder head. If it is closer than the 2-2.5" recommended, it may read higher.  FWIW our probes are 2.5" from the head, and read 1250-1285 or so for Target. Peak is around 1510 F for 65-75% power.

 

EDIT: If Ottawa is 1322 feet above sea level, a -15C temperature and a 29.92 altimeter yields a -4600 foot density altitude.  Your air is way denser than sea level, and your fuel delivery system  may not deliver enough fuel for that.  The result is leaner operation.  Also, you are producing more than rated HP and ICP. A 330 CHT at -16F may be running usafe ICP but you wouldnt know it from the guage.

 

What was your FF and altitude?

[Ned Gravel]

So it was the same as me leaning to run LOP? That would make sense. I only ever see temps like that when leaning. Sent from my iPad

[Ned Gravel]

Ned, it also depends on where the probe is from the cylinder head. If it is closer than the 2-2.5" recommended, it may read higher. FWIW our probes are 2.5" from the head, and read 1250-1285 or so for Target. Peak is around 1510 F for 65-75% power.

Understood but these have been installed for over five years. Sent from my iPad

[stevesm20b]

Sometimes my egt temps run hot like that.

[Parker_Woodruff]

Went for my first flight since the beginning of Dec (we were away) and after it was warmed up and started up, things looked really good (normal). I have an A1A. On climb out, I noted that the JPI was showing me EGTs about 100 degrees higher than anticipated. CHTs were low 300's. Mag check was normal OAT was close to minus 15 Celsius. Sent from my iPad

 

Do you have fuel flow instrumentation?

[AndyFromCB]

Ned, it also depends on where the probe is from the cylinder head. If it is closer than the 2-2.5" recommended, it may read higher.  FWIW our probes are 2.5" from the head, and read 1250-1285 or so for Target. Peak is around 1510 F for 65-75% power.

 

EDIT: If Ottawa is 1322 feet above sea level, a -15C temperature and a 29.92 altimeter yields a -4600 foot density altitude.  Your air is way denser than sea level, and your fuel delivery system  may not deliver enough fuel for that.  The result is leaner operation.  Also, you are producing more than rated HP and ICP. A 330 CHT at -16F may be running usafe ICP but you wouldnt know it from the guage.

 

What was your FF and altitude?

 

I'm not buying into the whole unsafe ICP with our little engines. My Bravo engine is a IO540 that normally produced 250hp and without any changes to the engine, they turned it into 270hp engine running 38 inches of manifold pressure on take off (I actually have mine dialed down to 36 for better cooling and not having to have to touch anything for a while after take off), still making better than book numbers. Granted, most fell apart after 500 hours or so before the introduction of the "wet head" (the best thing lycoming has ever done) so I wouldn't be too much concerned about pulling 220hp out of the engine designed for 200hp every now and then as long as cylinders stay cool. 

 

If you're truly concerned, don't pull full power off on take off in negative density altitude situations.

[jetdriven]

I'm not buying into the whole unsafe ICP with our little engines. My Bravo engine is a IO540 that normally produced 250hp and without any changes to the engine, they turned it into 270hp engine running 38 inches of manifold pressure on take off (I actually have mine dialed down to 36 for better cooling and not having to have to touch anything for a while after take off), still making better than book numbers. Granted, most fell apart after 500 hours or so before the introduction of the "wet head" (the best thing lycoming has ever done) so I wouldn't be too much concerned about pulling 220hp out of the engine designed for 200hp every now and then as long as cylinders stay cool. 

 

If you're truly concerned, don't pull full power off on take off in negative density altitude situations.

 

But your engine is certified at 270HP and is turbocharged and intercooled.  His naturally-aspirated IO-360-A1A was certified at 200HP in a much smaller engine and the HP per CID is significantly more, IE the engine is more stressed at maximum power. Taking off in a -4600 DA situation means it is exceeding rated horsepower, and with that, certificated structural limits on ICP, crank, rods, pistons, the whole thing. 

 

Regarding your TIO-540, take a look at what Lycoming says to do if you overboost it.  Exceed 5" of MP or any overboost more than ten seconds, they require a complete engine overhaul. Overboost it 10" for any duration, and they require overhaul and replacement of the crankshaft.   Continental is even more restrictive.

[Ned Gravel]

Ned, it also depends on where the probe is from the cylinder head. If it is closer than the 2-2.5" recommended, it may read higher. FWIW our probes are 2.5" from the head, and read 1250-1285 or so for Target. Peak is around 1510 F for 65-75% power. EDIT: If Ottawa is 1322 feet above sea level, a -15C temperature and a 29.92 altimeter yields a -4600 foot density altitude. Your air is way denser than sea level, and your fuel delivery system may not deliver enough fuel for that. The result is leaner operation. Also, you are producing more than rated HP and ICP. A 330 CHT at -16F may be running usafe ICP but you wouldnt know it from the guage. What was your FF and altitude?

Ottawa is 182' msl. I don't have fuel flow on my JPI. Sent from my iPad

[Ned Gravel]

Went for my first flight since the beginning of Dec (we were away) and after it was warmed up and started up, things looked really good (normal). I have an A1A. On climb out, I noted that the JPI was showing me EGTs about 100 degrees higher than anticipated. CHTs were low 300's. Mag check was normal OAT was close to minus 15 Celsius. Sent from my iPad Do you have fuel flow instrumentation?

Nope. JPI 700 without fuel flow. Sent from my iPad

[jlunseth]

I have had my M20K for a few years, but have not had occasion to fly during the deep cold of winter (Dec. - Feb. here).  I am doing it a little this year and seeing all kinds of readings that don't look the same as summer.  CHT's are much lower than normal when the temp gets down around 0F (-18C).  I have not noticed the EGT's, meaning I have been watching the CHT's and other things so intently I could not tell you what the EGT's have been.