oil leak fixed - breaking in new cylinders

When I installed my EI 14 channel EGT/CHT I used the two free channels
for OAT and carb temp. I have had it for four years and it has worked
perfectly. Kind of a gee whiz thing though. Since I fly out here in
the west carb ice is not a factor.

Montblack wrote:
("Michael 182")

I don't think I have one - have an egt and a carb temp. I'll look again

when

I get in the plane, but I can't picture it.


I read my share of posts and this is the first time I've noticed someone
mentioning a carb temp gauge.

Is it a nice luxury, or not overly necessary?

Is it a standard piece of equipment on turbo's?

Are they ok in reliability (accuracy) and longevity?

Do people, without them, install them because carb temp gauges are on their
*someday* list?

Ron Natalie wrote:

"Michael 182" wrote in message news:uR2ab.374025$cF.110854@rwcrnsc53...


On the other jand I've been told to maintain CHT of 325-350, which is quite
a trick given no cylinder thermometer. One mechanic said to just keep it in
the green for the first 20 hours to keep the turbo from generating too much
heat.


You don't have a CHT or you don't have one on that cylinder? I thought 182's
had at least a single point CHT.

Bottom left gauge in the six pack. Although there is no temps shown
except a middle one and a red line.

All right, I'm sufficiently embarrassed.

Any clue where 325-350 would reside on the gauge?

Michael

"Newps" wrote in message
news:w86ab.488884$Ho3.82663@sccrnsc03...


Ron Natalie wrote:

"Michael 182" wrote in message
news:uR2ab.374025$cF.110854@rwcrnsc53...


On the other jand I've been told to maintain CHT of 325-350, which is
quite
a trick given no cylinder thermometer. One mechanic said to just keep it
in
the green for the first 20 hours to keep the turbo from generating too
much
heat.


You don't have a CHT or you don't have one on that cylinder? I thought
182's
had at least a single point CHT.

Bottom left gauge in the six pack. Although there is no temps shown
except a middle one and a red line.

Michael 182 wrote:
All right, I'm sufficiently embarrassed.

Any clue where 325-350 would reside on the gauge?

Exactly? No, not without pulling it out and putting it in the oven.
About 2/3 to the red though.

"Newps" wrote in message news:w86ab.488884$Ho3.82663@sccrnsc03...
..

Bottom left gauge in the six pack. Although there is no temps shown
except a middle one and a red line.

The operating limitations book probably tells you what the red line
is. On my plane, the red line is just the top of the normal operating
range. keeping a needles width (knowning the stock cerssna guages)
below it is probably fine.

Ron Natalie wrote:

"Newps" wrote in message news:w86ab.488884$Ho3.82663@sccrnsc03...
.

Bottom left gauge in the six pack. Although there is no temps shown
except a middle one and a red line.


The operating limitations book probably tells you what the red line
is.

The book and the gauge list it.

"Michael 182" wrote:
On one hand I've been told, in capital letters,
"DO NOT BABY THE ENGINE"

On the other jand I've been told to maintain
CHT of 325-350

Both correct. Running at high power is necessary to seat the rings. Low
temperature is necessary to prevent glazing the cylinders.

Keep the cowl flaps open and the mixture rich. Keep the power high - don't
fly so high that power is reduced below 75% until the cylinders are broken
in.

How come you don't have a CHT gauge?
--
Dan
C172RG at BFM

"Dan Luke" c172rgATbellsouthDOTnet wrote in message ...
"Michael 182" wrote:

Keep the cowl flaps open and the mixture rich. Keep the power high - don't
fly so high that power is reduced below 75% until the cylinders are broken
in.

Here's Mattituck's take on it.

http://www.mattituck.com/new/articles/engbrkin.htm

Just an update - flew a 2.5 hour break in flight today (Longmont to the
South Dakota line and back). What a difference. 5-8 knots greater IAS,
better climb with lower MP settings, and just a better feel - kind of more
solid feeling in the vibration. Of course, all of this might be
rationalization for a 5-6K bill...

Michael


"Michael 182" wrote in message
news:uR2ab.374025$cF.110854@rwcrnsc53...
A while ago I posted about an incurable oil leak in my '79 TR-182. Turned
out to be rings. Decided to get a top overhaul. Now I am breaking in the
new
cylinders.

On one hand I've been told, in capital letters, "DO NOT BABY THE ENGINE"

On the other jand I've been told to maintain CHT of 325-350, which is
quite
a trick given no cylinder thermometer. One mechanic said to just keep it
in
the green for the first 20 hours to keep the turbo from generating too
much
heat.

Any comments?

Thanks,

Michael

Just an update - flew a 2.5 hour break in flight today (Longmont to the
South Dakota line and back). What a difference. 5-8 knots greater IAS,
better climb with lower MP settings, and just a better feel - kind of more
solid feeling in the vibration. Of course, all of this might be
rationalization for a 5-6K bill...

Michael, I highly recommend adding a little (in aviation terms!) to your
bill at this time, and add a multi-channel engine monitor to your panel.

When we put in our rebuilt O-540 last year, I considered it a "must have".
As opposed to the old single-channel EGT/CHT meter, our JPI EDM-700 enables
us to graphically monitor each cylinder's performance in real-time, and
allows us to adjust mixture and throttle settings in order to equalize
temperatures between cylinders. It also gives precise oil temperature and
fuel flow information.

Compared to the cost of an engine, the cost of installation is
insignificant.
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com