P210 fuel flow question
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P210 fuel flow question
I've been flying a 1978 p210 for a year now and love it. After my recent annual inspection my CHTs in climb only are 30-40 degrees higher than normal. Takeoff and cruise are fine. Anyone know what proper fuel flow should be at 31 inches and 2500 through out the climb? Mixture full rich as well. I can't keep the Temps below 440 above 13000 feet. I feel the fuel schedule in the club is too lean. I'm seeing 24-25 gallons per hour at full rich at climb power. Thanks
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Based on experience with C177 Cardinals this could point to advanced ignition timing or problems with cooling airflow due poor refitting of engine baffles.
Temps of 440f are a bit high maybe inside the max limit. but I would consider grounding the aircraft at these temps and sorting it out.
Is there a full engine monitor fitted this would give a clue.
Advanced ignition normally shows as higher cylinder head temps but lower EGT. Detonation looks similar.
Baffling is just higher cyl temps but normal EGT.
I have found running with high temps over time can anneal the oil control ring which relies on spring pressure to seal
with no spring pressure the ring leaks oil into the cylinder, causing oil detonation also it can roll over and break damaging the bore.
If no engine work on the annual then go for the baffles if engine work have the mag timing checked or could be both.
Cessna did not do a good job of cooling on the Cardinal as the 210 is the big brother maybe similar problems.
On the Lycoming 360 any cyl temp over 380f is not good and over 400f eating into reliability with possibility of shock cooling problems.
Hope this helps Brian
Temps of 440f are a bit high maybe inside the max limit. but I would consider grounding the aircraft at these temps and sorting it out.
Is there a full engine monitor fitted this would give a clue.
Advanced ignition normally shows as higher cylinder head temps but lower EGT. Detonation looks similar.
Baffling is just higher cyl temps but normal EGT.
I have found running with high temps over time can anneal the oil control ring which relies on spring pressure to seal
with no spring pressure the ring leaks oil into the cylinder, causing oil detonation also it can roll over and break damaging the bore.
If no engine work on the annual then go for the baffles if engine work have the mag timing checked or could be both.
Cessna did not do a good job of cooling on the Cardinal as the 210 is the big brother maybe similar problems.
On the Lycoming 360 any cyl temp over 380f is not good and over 400f eating into reliability with possibility of shock cooling problems.
Hope this helps Brian
Cylinder temp should never be above 400 deg F and ideally not above 380 for any significant period. First thing I would look at is fuel flow at max power. It should be right at the high red line or even a touch over. There is no mid range fuel flow adjustment so if the high end is OK then climb power fuel flows will be fine. My bet is you are short at least 5 GPH fuel flow at full power.
24-25 gph at full rich/climb power sounds a bit lean. Continental has a fuel setup procedure for the TSIO520, I believe it's an SID- bulletin, don't have time to look it up right now.
To summarize something got buggered up during your annual.
Baffle plates and baffle seals need to be inspected but doesn’t mean it was done and/or installed correctly.
Could be as simple as taking the cowling off and folding the seals back and closing up.
If those appear to be ok then it maybe a problem with your fuel injection unit or fuel injectors installed in a different cylinder then from which they came.
As in a “lean” injector reinstalled in a hot cylinder while it came from a cool running cylinder.
How are your EGT’s?
In any case go back to the shop.
Im thinking you bought this plane a year ago and it was previously maintained somewhere else by a mechanic who “knew” the plane and tinkered with it till he got it right.
Youre now at a different shop where they may have ‘reset everything to factory spec’ and now it runs hot.
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On my normally aspirated IO520 I see about 29GPH on full rich/full power; on another IO550TN I see about 31GPH. I think 25GPH is way too lean for full rich/full power.
If you have too lean 'full rich' setting, you will notice that the CHTs keep climbing after take-off. If mixture is properly set (richer) they remain fairly steady.
If you have too lean 'full rich' setting, you will notice that the CHTs keep climbing after take-off. If mixture is properly set (richer) they remain fairly steady.
This sounds more like a question for the Cessna Pilots Association forums.
A few years back I had an annual and my CHTs went through the roof. Turned out they had changed the ignition cables, which for some reason made things run hotter. But the baffling was in poor shape. They fixed the baffling and things were fine - in other words two unrelated old-age issues were cancelling each other out, at least as far as the CHTs were concerned.
I would definitely get the baffling looked at.
A few years back I had an annual and my CHTs went through the roof. Turned out they had changed the ignition cables, which for some reason made things run hotter. But the baffling was in poor shape. They fixed the baffling and things were fine - in other words two unrelated old-age issues were cancelling each other out, at least as far as the CHTs were concerned.
I would definitely get the baffling looked at.
