One should keep in mind that those are very low compression engines (6:1) which operate under relatively low ICPs. I work very hard to keep my own personal P&W engines on my Twin Beech under 380. Prior to doing that I replaced five cylinders in the first 200 hours of operation. After adhering to the lower CHT, I have not replaced a single cylinder in the last 800+ hours. I realize that anecdotal evidence is a poor substitute for hard data, but it is in harmony with the hard data. Those high CHTs are a result of poor cooling baffle design. I have worked diligently to improve them with moderate success.

Walter


On Apr 24, 2006, at 11:43 PM, Paul Lipps wrote:

My airline pilot friend, who is building a Lionheart, told me what the CHTs were on the P&Ws he flew on the twin-engine Convair. Max CHT, 260C, 500F. METO, 232C, 450F. RECOMMENDED cruise, 204C, 400F. This was the temperature that they were supposed to adjust their cowl flaps to achieve during cruise! BTW, I was asked, on my first posting about CHT, to reference the source of my opinions, which I subsequently did. I hope all that respond with other views will do likewise.