High CHT's

G

Gmetsger

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I have a 2008 GCAA, 485TT since new that I purchased a year ago. I recently installed the EI engine analyzer so now get all the "info" My question, my two back cylinders run noticeably hotter than the front two. #3 will creep over 400 degrees in the climb. They both average 50-60 degrees hotter than #1 and #2. I sent ACA the temps and they said it was "normal". The oil cooler of course steals some of the cooling air but it is behind #4 where #3 is the hottest.

Anyway, I am just wondering if I am nuts or if this is truly normal from some others that may have CHT info.

Thanks,
Grant
 
Your biggest mistake was installing that analyzer. The small Lycomings run forever with an oil temp/press gauge. I think Bellanca delivered them that way.

I have a buddy that stuck a $9000 analyzer into a 201 Mooney. He now doesn't sleep as well. And when the monthly oil analysis comes back he doesn't eat well either.
 
I agree Bob, I have been flying for 57 years and flew many hours without all this modern day info and never had a problem. It is awesome having the fuel flow and some other info however.
 
Not to drift too far, but I am also uneasy about a lot of these fancy TV screen avionics suites. It took me too long to learn the GNC 750, and now I have to learn the GNC 215. I would much rather be able to tune the ILS with two knobs, and listen to the ID. GPS is absolutely wonderful, but it becomes less fun when you have to fumble with a bunch of different inputs just to shoot an approach. Before I learned the 750, a couple times a student (who owned the aircraft) punched the wrong button and we wound up off the tower frequency inside the Delta. I got it back, but it was only by luck. Now I am aware of all the mis-steps involved in that complicated internal "audio panel," so I know what to look for - but that doesn't mean I can jump in any old advanced aircraft and find the same things.

And don't forget - I have flown this stuff - I have an A320 rating. When I was shooting four approaches a day, the magic was easy. Now I fool with an advanced suite about once every two months, and it is like pulling teeth! I'd rather look out the window.

The Cirrus is delightful to fly, but I have never seen a busier aircraft. Never.
 
It common for the aft jugs to get less cooling (which makes sense).

Analyzers to me make more sense on big bore continentals, but it can show you some good data for some failure modes.

If you really wanted guess you could look into some cowl louvers of some sort, thats what I did on my 185 and it made a notable difference.
 
Thanks Jack, I had them on my 1984 185 as well and it did help.

Bob, I retired from AA so I know what you are talking about. The simpler the better for me now.
 
400 on climbout is perfectly fine. The lycomings tolerate heat much better than Continental. There's typically a big spread between fronts and rears. 50-60* is not uncommon.

I, for one, like analyzers. As a mechanic, it makes troubleshooting much faster. It's very difficult to replicate inflight issues on the ground.
 
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