JOhnH
Touchdown! Greaser!
I have about 12 hours, including bench time, on a rebuilt O360 in my 1977 Cessna 172N.
So far we have been making 2 hour flights at around 2-3000 ft at 2550 rpm (+-50rpm) and full rich.
CHT in level flight has not really gone down significantly on any cylinder yet. Maybe a tiny bit. It seems to fly very well.
According to the JPI 700 monitor:
#1 CHT runs around 399degrees
#2 CHT runs around 383
#3 CHT runs around 412
#4 CHT runs around 422
Oil temp runs around 204
OAT is high 80's low 90s.
CHT for #3 & #4 exceed 450 during takeoff (for just a few minutes).
My mechanic is mostly concerned about #2 not running hot enough to set the rings.
We are planning a trip to from FL to N.C. next week. We plan to fly around 5,500 ft msl. My question is whether we should lean it as normal or should we leave it full rich and make an extra fuel stop?
We expect to have about 25 hours on the engine when we return and will have the oil changed at that time.
So far we have been making 2 hour flights at around 2-3000 ft at 2550 rpm (+-50rpm) and full rich.
CHT in level flight has not really gone down significantly on any cylinder yet. Maybe a tiny bit. It seems to fly very well.
According to the JPI 700 monitor:
#1 CHT runs around 399degrees
#2 CHT runs around 383
#3 CHT runs around 412
#4 CHT runs around 422
Oil temp runs around 204
OAT is high 80's low 90s.
CHT for #3 & #4 exceed 450 during takeoff (for just a few minutes).
My mechanic is mostly concerned about #2 not running hot enough to set the rings.
We are planning a trip to from FL to N.C. next week. We plan to fly around 5,500 ft msl. My question is whether we should lean it as normal or should we leave it full rich and make an extra fuel stop?
We expect to have about 25 hours on the engine when we return and will have the oil changed at that time.