Continental IO 360 Hot CHT
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Continental IO 360 Hot CHT
My M5 -210 still seems to run hot. Both the CHT and the oil temp run near the top at normal cruise and at the red line during max power climb.
I have cleaned the oil cooler and made sure my baffeling is good.
Has any one added a lip to the lower cowel exit? Would this help?
I want to be on floats next summer and worry that I will be running too hot with the extra load.
Is there any issue with which cylinder the CHT or EGT goes to?
I am running the stock gages and wonder at their accuracy.
I have cleaned the oil cooler and made sure my baffeling is good.
Has any one added a lip to the lower cowel exit? Would this help?
I want to be on floats next summer and worry that I will be running too hot with the extra load.
Is there any issue with which cylinder the CHT or EGT goes to?
I am running the stock gages and wonder at their accuracy.
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Valdez, AK.
Valdez, AK.
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Last edited by MauleWacko on Thu Nov 12, 2009 1:24 pm, edited 1 time in total.
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I changed the baffling (seals) when I got mine and saw some diff. I never get over 380 degrees with a red line of 440. The factory CHT always shows over 400 but my EI UBG 16 does not agree. I have never seen a CHT over 400 even on a 100 degree day.
I would follow Jeremy's advice and find a way to check that factory CHT. They suck!
my $.02.
J
I would follow Jeremy's advice and find a way to check that factory CHT. They suck!
my $.02.
J
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IO 360 running hot
Just a quick note to make sure your fuel flows are set properly on the TCM fuel injection system
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I've been flying my M5-210 since I finished restoration in April. I didn't own it when it was flyable before, so I don't have old data to compare it to, but here's what I see now:
I'm flying in Mississippi in the summer. I've never seen over 380 and am usually around 350-360 as well. I have the JPI EDM-700, which displays each cylinder's EGT and CHT. My factory probe is on #5 (because of the up-gross weight mod) and it shows considerably higher - near redline. I'd suspect the gauge and possibly the baffle seal. I replaced the baffle seal at restoration. It had several large gaps where it fit poorly and buckled up. Get a flash light and a mirror and make sure you have a good seal all the way around the cowling.
I'm flying in Mississippi in the summer. I've never seen over 380 and am usually around 350-360 as well. I have the JPI EDM-700, which displays each cylinder's EGT and CHT. My factory probe is on #5 (because of the up-gross weight mod) and it shows considerably higher - near redline. I'd suspect the gauge and possibly the baffle seal. I replaced the baffle seal at restoration. It had several large gaps where it fit poorly and buckled up. Get a flash light and a mirror and make sure you have a good seal all the way around the cowling.
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Duane,
I too have to work at keeping the CHT under control. I dont have any trouble with oil temp though. Perhaps it is the baffling. Or maybe our gauges just suck! I just ordered an oil pressure guage and a single CHT and probe from spruce to see where I'm at on those two items.
I give it a lot of fuel in the climb. I use a lower power setting at the lower altitudes in the climb if I can. Throttle positon on that simple system controls fuel flow as you know. So when I get up around five or six thousand feet where the throttle can go all the way in, it gets more fuel and cools better. I'm thinking mine could use a little adjusting.
At altitude I either go 75 ROP to keep temps down or go 40 LOP with cowl flaps cracked open a little. I like the LOP at altitudes above seven thousand.
Yeah, I have cowl flaps. Were on there when I bought it.
Mark
I too have to work at keeping the CHT under control. I dont have any trouble with oil temp though. Perhaps it is the baffling. Or maybe our gauges just suck! I just ordered an oil pressure guage and a single CHT and probe from spruce to see where I'm at on those two items.
I give it a lot of fuel in the climb. I use a lower power setting at the lower altitudes in the climb if I can. Throttle positon on that simple system controls fuel flow as you know. So when I get up around five or six thousand feet where the throttle can go all the way in, it gets more fuel and cools better. I'm thinking mine could use a little adjusting.
At altitude I either go 75 ROP to keep temps down or go 40 LOP with cowl flaps cracked open a little. I like the LOP at altitudes above seven thousand.
Yeah, I have cowl flaps. Were on there when I bought it.
Mark
1975 Maule M5-210C
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That sort of like putting a spoiler on a pickup truck isn't it?cbcfly wrote:Cowl flaps?? Cool! Is the air dam that forms the egress tunnel flush now? Do you know if it makes much difference from the stock version speed-wise? Was it a field approval?
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John, Which Cylinder runs the warmest? How much was the EI UBG? Do you like it?jmtgt wrote:I changed the baffling (seals) when I got mine and saw some diff. I never get over 380 degrees with a red line of 440. The factory CHT always shows over 400 but my EI UBG 16 does not agree. I have never seen a CHT over 400 even on a 100 degree day.
I would follow Jeremy's advice and find a way to check that factory CHT. They suck!
my $.02.
J
1975 Maule M5-210C
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