BPF
Forgive me if I have this wrong, but this forum section is private flying, not ab-initio training, and I would think even there a greater need for education exists. So I do not subscribe to your 2% theory. We should not be catering for the lowest common denominator, we should be trying to raise the bar. Always!
As you say, all engines run a bit different, but you know, the subtle differences are not that significant. I can get out of one and into another and if something is amiss it is not found by absolute numbers (except where is rather obvious) it is from trends. Believe me, if you have a preignition event, it will not be hidden in the subtle differences you mention.
For the other 98% of people, I think the rest of my post is even more relevant as it requires even greater understanding to operate with a high degree of efficiency sans the instruments. Sure you can run around full rich all day long, but for the most part people use aeroplanes to go places, not just do circuits. Well at least here they do anyway!
will only consist of a basically useless single probe EGT, and or CHT and maybe a carb temp gauge.
Indeed!
However with some really good knowledge, you can get by with this operationally, running LOP even, however it is sub optimal in fault diagnosis. In fact the carby temp sensor is a very useful tool for running a Carby engine LOP
As this thread is about engine checks, having an EMS really helps in knowing things are right or wrong Vs only thinking they are right or wrong. The point here being, if the readers of this thread have any influence at all on the machine they operate, they should be thinking harder about this. For example, you have a slightly rough engine doing a runup/mag check, done LOP or at peak you can detect the fault and most likely diagnose exactly what it is. Done ROP and no instruments, you might not even detect the problem that is developing over time. This in itself can save thousands of dollars in mechanics bills. Being able to taxi to the workshop and say, No5 cylinder bottom plug needs replacing sure beats the hours and hours of hit and miss diagnosis and maintenance.
Not having this stuff and dismissing its promotion to those who do not is kind of like saying, hey, back 40 years ago we did not have seat belts, ABS, radial tyres, disc brakes, coil springs and airbags. So why buy that BMW, or better still buy it but rip out all that complicated and heavy stuff. Those who still drive around in less capable cars today do so with greater safety than years ago, why? Because they do not know how many accidents they have avoided because everyone else is driving better equipment and not hitting them. Same goes for aviation technology.
Therefore IMHO the knowledge delta isn't about a pilots not knowing how to run LOP, it is how to properly lean a carburated engine with no good EGT information.
Indeed, however I wonder how many can actually do this, and to do it really well you do need another instrument not even mentioned thus far. But I digress.
A while ago I was asked to help out at a flying school. On the first lesson, flying a C 150, I thought the engine was a bit rough on runup. Sure enough on the takeoff as soon as the student had applied full throttle I checked the RPM and it was 150 RPM below the POH minimum static RPM range. We rejected the takeoff and maintenance confirmed a dead cylinder and metal in the filter which resulted in an engine change. The sad part of this story was that when the news of the engine condition became known the dispatcher said " You know the instructors have been complaining for 2 weeks that that airplane was a dog "
Education in flying schools, dummed down, full of Old Wives Tales, resistant to change to data based facts, and taught by 200 hour pilots who know nothing about flying more than to pass an exam, which are often full of the above problems as well.
So am I surprised at your story.....not one bit!