I have a 3300 (Gen 3) fitted in an aircraft I have fairly recently purchased. The EGT's in the climb at WOT are higher than recommended - mid 700's centigrade, with rpm at 2860. Initial question, should there be a washer between the main jet and the spacer? Some images of Bing carbs seem to have one, others don't.
Thanks.
Normally there is a washer there, but I can't say what effect it has.
The normal fix to a high EGT at WOT will be to put a bigger main or needle jet in (depending on your aircraft).
Regards,
Doug.
I’m unsure regarding EGT temps. In manual it says the EGTS’s are up to 700 or 740° depending on power setting, as opposed to CHT temps which are described as a maximum temperature. (180° max continuous)
In other aircraft I have flown in earlier days there was not even an EGT temp gauge with actual temperature in degrees, just a guage with tick marks to find highest EGT to set lean or rich of peak. Indeed some aircraft didn’t have any EGT gauge, the pilot just went off rpm.
CHT on the other hand was in degrees and it was very important.
my question is, are the EGT temps in the manual what could be “expected” on the EGT at those power settings as opposed to actual “limits”
I have a 3300 (Gen 3) fitted in an aircraft I have fairly recently purchased. The EGT's in the climb at WOT are higher than recommended - mid 700's centigrade, with rpm at 2860. Initial question, should there be a washer between the main jet and the spacer? Some images of Bing carbs seem to have one, others don't.
Thanks.
Sounds like you may be using too course a prop, which prevents the carby from transitioning to full rich?
Also, check if you have sufficient fuel flow. At WOT the engine may ask 40l/hr. Your airframe should be able to deliver 50l/hr at least. If you have an electric boost pump, does switching it on make a difference?
A week ago I sent pics to the engine dept of damaged heads and posted a question on this forum and nothing. Maybe you guys are real busy?
