In the RealAir Scout 2007 manual, under the topic of Climb and Cruise it states that under certain conditions the mixture may be leaned to peak EGT. I can't seem to find a spec for peak EGT, can someone tell me what the peak EGT is or how to know when you've reached peak EGT? As for the Scout 2007, I can't say enough about this aircraft, it's a true work of art, visually and technically. Great plane, best one I in my fleet of GA.

In the RealAir Scout 2007 manual, under the topic of Climb and Cruise it states that under certain conditions the mixture may be leaned to peak EGT. I can't seem to find a spec for peak EGT, can someone tell me what the peak EGT is or how to know when you've reached peak EGT? As for the Scout 2007, I can't say enough about this aircraft, it's a true work of art, visually and technically. Great plane, best one I in my fleet of GA.

Top row, second gauge from the left... flip switch to get EGT read-out..

Top row, second gauge from the left... flip switch to get EGT read-out..

I do appreciate the quick reply but I'm actually looking for the value, a temperature that represents peak EGT. It may be a value or it may be a change in the value that is peak. I do know where the gage is, but thanks for responding anway. What I don't know is how to recognize when you've reached peak EGT.

The Aersoft Beav uses the RPM gauge as an indicator of how far you can lean the fuel mixture, in the Beav you keep leaning the mixture and as long as there is a slight RPM rise for a brief time then you can continue leaning the mixture until the RPM drops. As far as the Scout goes, I've been trying this idea, I lean the mix and watch the EGT, it will increase when I lean but after a while drops back down, not back to the original temp before the lean but the temp does drop, so I'm figuring I just keep leaning until it doesn't drop back down or until I hear my prop sound change apparently (haven't experienced it yet) dramatically. I guess I'll just keep experimenting until someone tells me if I'm on the right track or not or until my exhaust manifold melts off...lol.

I think I figured it out. Peak EGT is exactly that, the hottest you can get it! I was making my previous changes to the mix far too small and far too long apart and in fact had it backwards. Here's how I figure it works. You keep leaning off; still gradually (5-10% initially) and watch the EGT climb, wait till it stabilizes, then lean back a bit more and watch the EGT climb again, keep this process up until at some point when you lean off the mix the EGT begins to fall, then enrich the mix a tiny bit, further leaning off will cause an even greater drop EGT and if you continue to lean the mix, the prop noise changes quite noticably and power loss is pretty apparent. Again, can't say enough about this plane, she's sweet.

I think I figured it out. Peak EGT is exactly that, the hottest you can get it! I was making my previous changes to the mix far too small and far too long apart and in fact had it backwards. Here's how I figure it works. You keep leaning off; still gradually (5-10% initially) and watch the EGT climb, wait till it stabilizes, then lean back a bit more and watch the EGT climb again, keep this process up until at some point when you lean off the mix the EGT begins to fall, then enrich the mix a tiny bit, further leaning off will cause an even greater drop EGT and if you continue to lean the mix, the prop noise changes quite noticably and power loss is pretty apparent. Again, can't say enough about this plane, she's sweet.

You've got it! On some planes (without the EGT gauge), you adjust based on engine sound alone, but here you have a wayof monitoring the temperature.Some pilots like to lean the mixture a tad richer, just before peak, to save engine stress. Some go a tad past peak, for best fuel economy..

You've got it! On some planes (without the EGT gauge), you adjust based on engine sound alone, but here you have a wayof monitoring the temperature.Some pilots like to lean the mixture a tad richer, just before peak, to save engine stress. Some go a tad past peak, for best fuel economy..

Thanks for replying Bert. Appreciate the info regarding engine stress vs best fuel economy. It's always nice when someone confirms your on the right track.

You've got it! On some planes (without the EGT gauge), you adjust based on engine sound alone, but here you have a wayof monitoring the temperature.Some pilots like to lean the mixture a tad richer, just before peak, to save engine stress. Some go a tad past peak, for best fuel economy..

For the "tad past peak" ----- LOP (Lean of Peak), it's important to have fuel injection and EGT's for all cylinders. Carburetors usually won't allow each cylinder to be matched enough for the fuel/air ratio. And even the fuel injection engines might need the injectors orfices to be better matched. LOP is the best fuel economy, but also is less power. Even though LOP was used during WWII, it's been frowned upon for many years. But now it's becoming much more widely excepted. I have just one EGT for cylinder #3, and just lean until it's rough, and then about three turns of the red knob in (rich). I'll then fine tune it a bit, based on experience with different power settings, and the numbers I get of the one EGT.L.Adamson

I've just bought the RealAir Scout and what a great model !However, my last flight landing at a 6,500 ft airstrip was puzzling --- I had the mixture correctly leaned for this altitude, but after pulling throttle back to idle for touch down, shortly thereafter the engine stopped. I had to re-start engine and idle with a slight throttle input in order to have the engine continue running. But once I pull to idle, it quits again.Anyone any idea what's going on here?Thanks.Lep