Looking for any advise (or other folks with similar issues) - 1997 Cessna 182S with a IO-540-AB1A5 engine running hot. We are seeing CHT's during climb in the 380-415 range depending on climb speed. 21 GPH fuel flow on takeoff / climb with cowl flaps open.

We operate near Phoenix so outside temps are a factor but our Bonanza operates so much cooler I wanted to see if anyone else had issues with later model 182 temps.

Thanks!

Shooting from the hip . . . 21 GPH seems a little low . . . What's the HP and compression ratio?

I just looked at my takeoff yesterday from MSL 2400'. I was 22 GPH at takeoff.

It was around 95° and high CHT was around 355°.

I generally climb about 100-105 KTAS.

check your baffles?

Which cylinder? 5-6 might be a baffle problem. What does the poh say for gph on takeoff? My t182t states to set the ff at 24 gph. No engine monitor? You need one!
Tim

Mag timing. Did you just come out of annual? Mag overhaul? I had a tsio520m with magntiming set and couldn't keep my temps blow 400f. They screwed up the timing.

At 235hp and a Lycoming I would expect a bit more FF, even at those elevations and temps. What MP are you making at T/O? If anywhere near 26-27MAP I would check the FF and the timing. Do you have an EMS that can provide DL of data?

Granted I fly an O-470R 182 but in summer in Louisiana it is not uncommon for 1 or 2 cylinders, usually 3 or 5, to get near 400 even when I am running 22-23gph.

RAS

Same problem-1998 182S. I have not found a solution yet.

No solution but hard to believe Lyc redlines these at 450! The T182T I fly can't get below 400-410 in cruise at around 16-18 GPH at altitude.

Redline is 500 AFAIK

Michael,

To keep things going. I have adjusted baffling multiple times, Silicone sealed everywhere I could, had new mags overhauled, had it inspected by zephyr, and two separate local shops. No change. I wish I knew more lycoming powered 182's to get an idea of a baseline.

When I first bought my 182 I could not get it warm except on really hot days. Had to use oil cooler tape whenever it got warm. The engine seemed to run warmer with the old engine towards the end of its life. With the new engine it has always ran a little too hot.

Using silicone baffle seals. Do I need thicker ones?

I had a video showing a millimeter gap at the back of the engine at cruise speeds. I think I posted it here?

What are the best silicone baffle seals available?

In the past flew a 182T in a club. Same problem. Open cowl flaps in cruise, richer flow, did a bit better. No multi probe EGT/CHT either. I cringe to think what everything else was doing.

AMS3320-.093 Smooth not the textured fabric finish

Service life is 2600 hours with this spec

I fly a rental C-182S that has the same issue.

Guy,

Pictures and details?