T210M Cylinder 5 CHT
Greetings, I fly a 1978 T210M with a TSIO 520R. The number 5 cylinder at 380-390 is consistently higher then the others by 40-60 degrees. Cylinder 1 is typically 300-310, The others are 320-340. I have GAMI injectors and have changed a couple of them out per GAMI. I am concerned that there is such a large spread between the cylinders. I know the Centurions seem to have an issue with the CHTs on #5. Do I need to be concerned? Is there a fix to get them closer? I did have all new baffle seals installed. Appreciate any input.
Comments
Well first of all your CHTs are well in line with operational limits that's for sure. Many people would kill to have your high numbers. What are your EGTs?
Check probe connections and swap a probe
Were those numbers the same before New baffles? And definitely check all sealing areas around cylinder number 5
When was the last time you had the fuel system checked and set up.
If you're EGT and fuel system is set to spec then that's just happens to be that cylinders happy place. You could go farther and check rotocoils on the intake valve but you're definitely not doing any damage to a cylinder from what you're showing us.
Carl
IA 47yr A&P DAL A/C Inspector 172n
I have a C210M (IO520L W/new GAMIs) also, and had high cylinder #5 CHTs and #3. They crept up over a year to the point where on climb-out they would go 405+ unless I increased airspeed to 120kts & (decreased AOA) and reduced power to lean of peak. I cut the top of the baffle off that is just behind the oil cooler with a little success. Then I had my mechanic change the FF from about 23.5GPH to a little over 26GPH and that immediately fixed the high temp problem. Then I also did the Savvy cylinder wash which fixed the high oil consumption issue.
I trust your mechanic did a full fuel set up per TCM standard practice manual. Just cranking up ( full power adj) using the cockpit gauge not the best practice. If you were showing the 23.5 on the gauge, your pump unmetered pressure has migrated low over time. Just wondering. Carl
IA 47yr A&P DAL A/C Inspector 172n
With the oil cooler in front of #5, it will tend to run hotter.
You should check the intercylinder baffle between #3 and #5 to be sure that it's positioned correctly, and seal all the little 'cracks' in the baffles to cylinder.
Make sure that the flex baffles are sealing to the upper cowl.
I use a digital camera and take pics of the baffles vs the upper cowl. My cowl has a stiffener going across the cowl and was holding the baffle away. I had to cut a slot about 1 inch wide to get the baffle to seal tightly.
I own T210N with the TISO 520R and had the same problem. I replaced the baffles as you did with little improvement. I kept thinking I was missing something so kept filling any gaps I could find but with little success. I developed a small leak on the oil cooler so we pulled the oil cooler to replace the gasket and found the problem. There was about a 3/8” gap where the air through the filter could escape without going through the fins of cylinder. We made a small metal piece and glued it in place so air couldn’t escape except through the fins. I know the air is hotter but it made a big difference just getting more air to the cylinder. FF the book says 29-30 gallons and I show 29. I climb out at 30”, 2500 RPM, 110-120kts burning 22-23gals and #5 doesn’t go over 390. On cruise with cowl flaps fully closed all are under 370. Hope this helps you.