As a renter, I've run across fouled plugs a LOT. This time, I had an engine analyzer handy. Cessna 182T with G1000, CAP transition instruction.
During taxi, I commented that the engine felt a little rough, and we'd check it out at run-up. The initial run-up showed a nice 50 RPM drop on the right mag, and 250 RPM on the left. Obviously no good.
We turned on the "lean" page, and it showed rather clearly what was happening. On left, the #6 cylinder had no EGT reading. Consistent misfire. On both, the #6 EGT was extremely high.
That high reading told us when to stop "clearing." It needed quite a bit; more than two minutes aggressively leaned at 2000 RPM. But when #5 had the highest EGT on both, we retried, and it was all good.
The no-reading EGT was really obvious to explain, but I'm not sure I understand the high EGT when running "both." Is that telling us that the mixture is still burning at BDC on the power stroke?
During taxi, I commented that the engine felt a little rough, and we'd check it out at run-up. The initial run-up showed a nice 50 RPM drop on the right mag, and 250 RPM on the left. Obviously no good.
We turned on the "lean" page, and it showed rather clearly what was happening. On left, the #6 cylinder had no EGT reading. Consistent misfire. On both, the #6 EGT was extremely high.
That high reading told us when to stop "clearing." It needed quite a bit; more than two minutes aggressively leaned at 2000 RPM. But when #5 had the highest EGT on both, we retried, and it was all good.
The no-reading EGT was really obvious to explain, but I'm not sure I understand the high EGT when running "both." Is that telling us that the mixture is still burning at BDC on the power stroke?
