Required Data
- At least one sensor channel.
Reviewed Signals
- All logged monitor channels
- Thermal traces
- Continuity and jump checks
Current Trigger
- Flags channels with enough missing, zero, out-of-range, abrupt-jump, or peer-mismatch evidence to reduce confidence in related findings.
How To Inspect
- Look for flatlines, impossible spikes, zero/dropout samples, or one thermal probe sitting apart from otherwise similar peer cylinders.
- Treat downstream cylinder findings with caution when they depend on a probe that this detector questions.
What It Does Not Mean
- A sensor finding does not prove the engine itself behaved abnormally.
- It can indicate probe, wiring, parser, export, or monitor-data quality issues.
Required Data
- At least two EGT and two CHT channels.
- Fuel flow, RPM, and MAP samples.
Reviewed Signals
- EGT, CHT, and TIT suspicion windows from the sensor analyzer
- Fuel flow, RPM, and MAP coherence while the engine is running
- Overlap of temperature anomaly windows across families
Current Trigger
- Flags windows where multiple thermocouple families move implausibly together.
- Requires fuel flow, RPM, and MAP to remain coherent enough that the pattern looks more like shared instrumentation behavior than a real engine event.
How To Inspect
- Compare EGT, CHT, and TIT channels during the marked overlap window.
- Check whether RPM, MAP, and fuel flow stayed plausible while thermal channels moved together.
- Treat related thermal findings with caution if they depend on the same shared-reference window.
What It Does Not Mean
- A probe-reference finding does not prove the engine changed temperature uniformly.
- It does not isolate the exact probe, wiring, monitor, or ground-reference fault.
- It is a data-quality boundary for interpreting other thermal findings.
Required Data
- Turbo equipment configured or inferred
- MAP, TIT, boost, or related turbo channels.
Reviewed Signals
- MAP
- TIT
- Upper-deck pressure
- Induction/compressor temperature
Current Trigger
- Flags configured or inferred turbo-system channels when they exceed expected operating limits or show abnormal control behavior during engine-run samples.
How To Inspect
- Compare MAP, TIT, RPM, fuel flow, altitude, and phase around the highlighted window.
- Confirm the aircraft profile has the correct turbo/normalizing configuration and limits.
What It Does Not Mean
- A turbo/boost finding is not a diagnosis of a wastegate, controller, or induction problem by itself.
- Incorrect aircraft configuration can make this detector misleading.
Required Data
- Oil pressure or oil temperature channel.
Reviewed Signals
- Oil pressure
- Oil temperature
- Engine-run context
Current Trigger
- Flags oil pressure or oil temperature when enough engine-run samples are outside the configured or expected review range.
How To Inspect
- Check whether the excursion happened during startup, warmup, climb, cruise, descent, or shutdown.
- Compare pressure, temperature, RPM, and phase before deciding whether the event looks operational or mechanical.
What It Does Not Mean
- A brief oil excursion does not automatically mean an oil-system fault.
- Cold starts, hot idle, sensor scaling, and aircraft-specific limits matter.
Required Data
- At least one CHT channel.
Reviewed Signals
- Per-cylinder CHT
- Peak CHT
- High-temperature sample share
Current Trigger
- Flags high CHT peaks, sustained warm operation, or one cylinder running meaningfully hotter than the group during comparable engine-run context.
How To Inspect
- Turn on all CHT traces and compare the flagged cylinder against phase, fuel flow, RPM, MAP, airspeed, and climb/descent context.
- Look for repeatability across flights before treating a single warm-cylinder event as a maintenance clue.
What It Does Not Mean
- High or warm CHT is a review cue, not a root-cause diagnosis.
- Mixture, climb speed, baffling, ambient temperature, sensor behavior, and operating technique can all affect CHT.
Required Data
- At least two EGT channels.
Reviewed Signals
- Per-cylinder EGT
- EGT spread
- High EGT sample groups
Current Trigger
- Flags unusually wide EGT spread or isolated high EGT behavior during comparable engine-run samples, with much lower weight when the spread is concentrated at idle or very low power.
How To Inspect
- Turn on all EGT traces and compare the spread during the marked window.
- Check whether fuel flow, RPM, MAP, mixture movement, or phase changes explain the spread.
What It Does Not Mean
- EGT spread by itself does not identify the cause.
- Idle or very-low-power EGT spread is common and is weaker evidence than the same spread during stable loaded operation.
- Probe placement, mixture distribution, ignition, induction, and normal operating changes can all affect EGT.
Required Data
- Multiple EGT channels
- A later steady-power segment with enough EGT samples.
Reviewed Signals
- Per-cylinder EGT
- Rhythm amplitude
- Repeat strength
Current Trigger
- The flagged cylinder must show at least about 24 F peak-to-peak residual EGT swing after detrending.
- That cylinder's swing must be at least 1.75x the median swing of peer EGT cylinders.
- The motion must have enough reversals or frequency evidence to classify as slow, fast, or mixed wobble.
- The window must be stable, loaded engine operation, not taxi, runup, landing, shutdown, or an unstable power change.
How To Inspect
- Zoom into the highlighted window and turn on the flagged EGT cylinder plus peer EGT traces.
- Temporarily hide CHT traces if the overview graph is visually crowded.
- Compare RPM, MAP, and fuel flow to confirm the engine was steady while the EGT rhythm appeared.
What It Does Not Mean
- This is a review cue, not an exhaust-valve diagnosis by itself.
- A suspect EGT probe, unstable operation, or a one-off event should lower confidence until repeatability is checked.
Required Data
- Paired CHT and EGT channels
- Stable-power windows.
Reviewed Signals
- Paired CHT/EGT movement
- Fuel flow
- RPM
- MAP
Current Trigger
- Flags same-cylinder CHT/EGT movement when the pair separates from normal peer behavior during stable-power windows.
- Classifies the shape as ignition, mixture/injector, or cold-cylinder style evidence when the surrounding fuel-flow and power context support it.
How To Inspect
- Turn on the flagged cylinder's CHT and EGT together with peer cylinders.
- Check whether fuel flow, RPM, and MAP were steady or moving in a way that explains the paired temperature change.
What It Does Not Mean
- This detector does not prove a plug, injector, ignition, or induction defect.
- It surfaces a pattern worth reviewing with operating context and repeat flights.
Required Data
- At least three EGT channels or at least three CHT channels.
- At least 45 engine-run samples after normal engine-work filtering.
Reviewed Signals
- Per-cylinder EGT spread
- Per-cylinder CHT spread
- Fuel flow, RPM, MAP, speed, altitude, OAT, and average EGT movement when available
Current Trigger
- Flags windows where EGT or CHT spread rises enough to exceed transient, sustained, or plateau thresholds.
- Softens the finding when power, mixture, speed, altitude, or OAT movement plausibly explains the split.
How To Inspect
- Turn on all EGT and CHT traces around the marked window.
- Check whether the split begins with a power, mixture, climb, descent, or cooling-airflow change.
- Look for reconvergence after the event.
What It Does Not Mean
- A transient split is not automatically a single-cylinder fault.
- Ordinary power changes, airflow changes, and mixture movement can produce temporary divergence.
Required Data
- Multiple EGT channels
- Engine-run samples with elapsed time.
Reviewed Signals
- Per-cylinder EGT
- Fuel flow
- RPM
- MAP
- Altitude
- Flight phase
Current Trigger
- Flags one EGT trace dropping sharply away from peers during a descent or low-power transition.
- Requires enough context from fuel flow, MAP, RPM, altitude, or descent phase to treat the dropout as review-worthy.
How To Inspect
- Zoom into the descent or low-power window and compare the flagged EGT against peer EGTs.
- Check fuel flow, MAP, RPM, and altitude to see whether the event was part of a normal power reduction.
What It Does Not Mean
- A descent EGT dropout is not automatically a failing cylinder.
- Low-power operation, mixture behavior, probe cooling, and sensor issues can all produce sharp EGT movement.
Required Data
- RPM samples
- Fuel-flow samples
- EGT samples.
Reviewed Signals
- RPM
- Fuel flow
- Per-cylinder EGT
- MAP when available
Current Trigger
- Flags windows where fuel-flow or MAP behavior drops while EGT and RPM context resemble an induction-leak style power/mixture cue.
- Ranks the EGT channels in the event and attributes the cue to the cylinder with the largest EGT rise.
How To Inspect
- Compare RPM, fuel flow, MAP, and the flagged cylinder EGT through the highlighted window.
- Check the ranked EGT channel changes to confirm whether one cylinder is driving the cue.
- Confirm whether pilot power or mixture changes explain the same pattern.
What It Does Not Mean
- This does not diagnose an induction leak by itself.
- Pilot inputs, sensor scaling, and normal power changes can mimic parts of the pattern.
Required Data
- Multiple EGT channels
- RPM channel.
Reviewed Signals
- RPM drop
- EGT rise
- Cylinder response consistency
- Pre-takeoff phase context
Current Trigger
- Identifies likely pre-takeoff mag-check windows from RPM and phase context, then looks for expected EGT rise and consistent cylinder response.
- Flags weak or uneven EGT response when one cylinder does not follow the expected pattern.
How To Inspect
- Review the runup segment and compare RPM drop with EGT response on each cylinder.
- Use pilot notes or switch-position context when available.
What It Does Not Mean
- The app cannot know the actual switch position from engine data alone.
- A weak EGT response is an ignition review cue, not a confirmed magneto or plug fault.
Required Data
- Carb-temperature channel
- Partial-power samples.
Reviewed Signals
- Carb temperature
- OAT
- RPM
- MAP
- Fuel flow
- Recovery cue
Current Trigger
- Flags carb-temperature risk zones when paired with OAT context, partial-power operation, and power-loss or recovery-like behavior.
How To Inspect
- Compare carb temperature, OAT, RPM, MAP, fuel flow, and phase before and after the marked window.
- Look for recovery after carb heat, power change, or environmental change if that context is available.
What It Does Not Mean
- Carb-ice risk is not proof that carb ice occurred.
- Weather, aircraft configuration, pilot action, and data availability matter heavily.
Required Data
- Multiple CHT channels
- Engine-run samples.
Reviewed Signals
- Per-cylinder CHT
- Comparable phase windows
- Cylinder heat ranking
Current Trigger
- Flags a cylinder that is persistently warmer than peers during comparable operating context, especially when EGT does not explain the difference.
How To Inspect
- Compare all CHTs during the same phase and power setting.
- Check airspeed, climb rate, OAT, mixture, and whether the same cylinder is repeatedly warm across flights.
What It Does Not Mean
- A cooling finding does not identify the exact airflow cause.
- Baffles, climb speed, OAT, probe behavior, and operating technique can all matter.
Required Data
- CHT channels
- Elapsed time.
Reviewed Signals
- Per-cylinder CHT
- Cooling rate
- Phase context
Current Trigger
- Flags CHT cooling faster than about 50 F per minute during engine-run phases when the cylinder is warm enough to matter.
- Clusters nearby rapid-cooling events so repeated samples in the same event do not look like many independent findings.
How To Inspect
- Look at the descent or power-reduction window with CHT, RPM, MAP, fuel flow, and airspeed visible.
- Check whether the rate is brief, repeated, or tied to a large operational change.
What It Does Not Mean
- A rapid-cooling cue is not proof of shock-cooling damage.
- It is a rate-of-change review cue that needs operating context.
Required Data
- Elapsed time
- Best available engine, motion, altitude, vertical-speed, or thermal channels.
Reviewed Signals
- RPM
- Fuel flow
- MAP
- EGT/CHT thermal trend
- Airspeed or groundspeed
- Altitude/vertical speed
- Engine-run segmentation
Current Trigger
- Tags every normalized sample with a phase label, confidence level, evidence text, and source basis.
- Uses air/GPS data when available, then falls back to engine power and thermal trend evidence for engine-only logs.
- Separates multiple engine-run segments and recognizes likely pattern-work cycles when repeated power and thermal changes support it.
How To Inspect
- Use the phase rail to verify that takeoff, climb, cruise, descent, landing, startup, and shutdown labels line up with the traces.
- Check the phase confidence and evidence text when a finding occurs near a transition or when the log has no air-data channels.
- Treat engine-only airborne labels as lower-confidence context unless the power and thermal shape clearly support the phase.
What It Does Not Mean
- A flight-phase label is operating context, not a finding or maintenance diagnosis.
- The detector cannot know pilot intent, switch positions, or traffic-pattern geometry from engine data alone.
- Missing air-data channels can make phase boundaries approximate, especially for engine-only logs.
Required Data
- Elapsed time
- Fuel flow
- RPM or MAP
Reviewed Signals
- Fuel flow
- RPM
- MAP
- EGT trend
- CHT trend
- Fuel pressure
- Flight phase
- Propeller type
Current Trigger
- Flags power-change windows where fuel flow is flat, opposite, delayed, noisy, or otherwise not tracking MAP/RPM context.
- Uses EGT/CHT trends, fuel pressure, flight phase, and propeller type as supporting context.
How To Inspect
- Compare fuel flow against RPM and MAP through the highlighted power-change window.
- Check whether fuel pressure, mixture movement, phase, or propeller type explains the response.
- Review EGT and CHT trends to see whether the thermal response follows the expected power change.
What It Does Not Mean
- A fuel-flow response cue does not diagnose a pump, servo, injector, or transducer fault by itself.
- Pilot input, fixed-pitch prop behavior, parser scaling, and normal mixture movement can all affect the shape.
Reviewed Signals
- Fuel-flow stability
- Fuel-flow transitions
- Repeated workload cycles
- Flight phase
- Pattern-work context
Current Trigger
- Finds stable fuel-flow windows, smooth fuel-flow transitions, repeated workload cycles, or low-workload periods when enough valid fuel-flow samples are available.
- Uses phase and pattern-work context so the fuel-flow story is treated as operating context rather than a maintenance finding.
How To Inspect
- Compare fuel flow against RPM, MAP, phase, and pattern-work labels to confirm what workload the engine was being asked to carry.
- Look for repeated climb/descent or traffic-pattern-style fuel-flow cycles before using the cue as context for other findings.
- Use stable fuel-flow windows as confidence context when interpreting cylinder or thermal behavior.
What It Does Not Mean
- Fuel-flow workload is not a fuel-system diagnosis.
- Stable or cycling fuel flow does not prove engine health by itself; it explains operating demand and helps interpret other detections.
- Missing, zero-only, or poorly scaled fuel-flow data can limit or prevent this detector.
Required Data
- EGT or CHT cylinder channels
- Elapsed time
Reviewed Signals
- Per-cylinder CHT
- Per-cylinder EGT
- Probe/sensor confidence
- Baseline comparison
- Local detector cues
Current Trigger
- Builds per-cylinder roles when there are enough usable CHT or EGT samples to compare each cylinder against its peers.
- Highlights warm, cool, active, quiet, probe-limited, or recurring outlier behavior when the evidence is strong enough to support a concise narrative.
How To Inspect
- Compare the named cylinder against peer CHT and EGT traces across the flight, especially during comparable running periods.
- Check sensor-confidence notes before interpreting a personality role as engine behavior.
- Look across recent flights when the guide mentions recurring or baseline-relative behavior.
What It Does Not Mean
- A cylinder personality role is not a diagnosis or a standalone maintenance call.
- It does not replace specific CHT, EGT rhythm, cooling, ignition, or sensor findings.
- A single flight can describe character, but repeatability is needed before treating a role as persistent.
Required Data
- Elapsed time
- At least three EGT or CHT cylinder channels
Reviewed Signals
- Per-cylinder EGT alignment
- Per-cylinder CHT alignment
- EGT/CHT spread stability
- Fuel-flow workload context
- Flight phase
Current Trigger
- Looks for loaded operating windows with enough cylinder samples, then checks whether EGT and CHT traces move together as a group.
- Classifies harmony when cylinder alignment is strong or mostly aligned and CHT/EGT spread remains stable enough for positive context.
How To Inspect
- Turn on peer EGT and CHT traces in the highlighted window and verify that cylinders move together instead of one cylinder driving the story.
- Compare fuel flow, RPM, MAP, and phase to confirm the window reflects comparable engine operation.
- Use strong harmony as positive confidence context, especially when other detectors are quiet.
What It Does Not Mean
- Cylinder harmony does not prove every cylinder is perfect.
- It should not hide a separate, specific cylinder finding that appears outside the harmonious window.
- Sparse cylinder data or weak fuel-flow/power context can limit confidence.
Required Data
- Elapsed time
- Startup/warmup samples when available
- At least two EGT or CHT cylinder channels
Reviewed Signals
- Startup coverage
- Per-cylinder EGT rise timing
- Per-cylinder CHT warmup timing
- Early-running cylinder spread
- Engine-start phase events
Current Trigger
- Evaluates captured startup and warmup windows for comparable EGT lightoff timing, CHT warmup timing, and early-running cylinder spread.
- Marks logs that begin after engine start so already-running spread is described as limited context rather than actual lightoff evidence.
How To Inspect
- Review the first few minutes of the log with all available EGT and CHT cylinder traces visible.
- Confirm whether the log captured the actual engine start or begins with the engine already running.
- Compare startup symmetry with oil pressure, RPM, fuel flow, and startup behavior context before drawing conclusions.
What It Does Not Mean
- Startup symmetry is operating context, not a diagnosis of ignition, fuel, or cylinder health by itself.
- Missing pre-start data means the detector cannot know whether cylinders actually lit off together.
- A brief uneven warmup should be interpreted with temperature, procedure, and repeat-flight context.
Required Data
- Elapsed time
- At least two of RPM, MAP, fuel flow, EGT, or CHT
Reviewed Signals
- RPM
- MAP
- Fuel flow
- EGT coordination
- CHT coordination
- Power transitions
- Single-channel steps
Current Trigger
- Flags windows where one channel family moves in a way that does not agree with the rest of the power and temperature context.
- Also looks for single-channel steps that are too abrupt relative to nearby channels.
How To Inspect
- Compare RPM, MAP, fuel flow, average EGT, and average CHT over the same window.
- Look for one channel stepping or staying flat while peer context changes normally.
- Use this cue to decide whether downstream findings should be trusted, softened, or ignored.
What It Does Not Mean
- Sensor-coherence context does not prove a probe failed.
- It does not replace the broader Sensors detector; it explains whether channels agree physically during operating changes.
Required Data
- Elapsed time
- RPM or fuel flow
- Startup/warmup samples when available.
Reviewed Signals
- Oil-pressure rise
- RPM warmup stability
- CHT/EGT light-off
- Bus voltage
- Alternator recovery
Current Trigger
- Evaluates the detected start and early warmup period for prompt oil-pressure recovery, stable RPM, thermal light-off, bus voltage, and alternator recovery.
- Softens confidence when the log starts too late or does not include enough pre-start/warmup coverage.
How To Inspect
- Review the first few minutes after engine start with RPM, fuel flow, oil pressure, bus voltage, CHT, and EGT visible.
- Check whether missing pre-start data or an already-running log limits confidence.
- Compare repeated starts before treating one rough warmup as a maintenance clue.
What It Does Not Mean
- Startup behavior is context for review and AI summaries, not a component-level diagnosis.
- Delayed oil pressure, unstable idle, or incomplete thermal light-off must be interpreted with aircraft procedure, temperature, and data coverage.
Required Data
- Bus voltage channel
- Detected engine start.
Reviewed Signals
- Bus voltage recovery
- Amps when available
- Post-start timing
Current Trigger
- Flags weak, missing, or abnormal bus-voltage recovery after an engine start, with amps used as supporting context when available.
How To Inspect
- Review bus voltage and amps from the start through the first few minutes of running.
- Compare against known alternator behavior and battery condition.
What It Does Not Mean
- A start-charge finding does not isolate the alternator, regulator, battery, wiring, or sensor as the cause.
- External power and operating procedure can affect the trace.
Reviewed Signals
- Bus voltage
- Amps when available
- Running baseline
Current Trigger
- Flags sustained low or high bus voltage, unstable voltage, or current spikes during running operation.
How To Inspect
- Compare bus voltage and amps through the marked window.
- Check whether landing lights, pitot heat, avionics changes, alternator cycling, or start/shutdown context explains the event.
What It Does Not Mean
- An electrical finding is not a component-level diagnosis.
- Load changes, sensor noise, and aircraft-specific bus architecture matter.
Required Data
- Multi-engine log with engine-scoped channels.
Reviewed Signals
- Engine-scoped CHT, EGT, RPM, MAP, fuel flow, oil, and electrical summaries
Current Trigger
- Flags engine-to-engine differences when one engine's scoped channels meaningfully diverge from the other under comparable operation.
How To Inspect
- Compare left/right or front/rear RPM, MAP, fuel flow, CHT, EGT, oil, and electrical values during the same phase.
- Confirm the parser and aircraft profile mapped engine sides correctly.
What It Does Not Mean
- An engine-delta finding does not identify which engine is faulty by itself.
- Engine loading, instrumentation, side-specific equipment, and parser mapping can influence the comparison.
No matching detections
Try a different search term or family filter.
