I fly an SR22T and CHT's are definitely something you learn to deal with, especially in hot weather (I'm based in Las Vegas). In my experience you can mitigate a lot of the CHT issue by climbing at 120-125 instead of the POH speed. The bigger issue for me was my fuel flow was topping out at 37 gph and it was really difficult to keep the hottest cylinder (typically 3) under 400 on a sustained climb. I had my fuel flow adjusted so that it (theoretically) tops out at 40.2, and that made a huge difference in keeping the CHT's down, but introduces a new issue which is the FF will frequently exceed 40 gph on level off triggering an even more disturbing RED CAS message about fuel flow. This is easily managed if you keep an eye on the FF number and adjust it down, but it's one more thing to think about. Between choosing a less aggressive climb speed and higher FF rate, it usually does the job. Incidentally, in my experience, you'll generally want to be at MP 30.5 and FF 16.3 in cruise, which will be 75%.
Thank you for this comment. I agree with you about 120 IAS climb, at the time my main concern was clearing the bravo at SFO. in hindsight, cruise climb and east or west flight would have been better till reaching altitude, then heading towards the bravo. Safe flying :)
That never happened to me. The two issue I face is over heating, and three camera always refuse to run from a power source. There is a trick where I turn on the camera on a battery, then plug the camera, then remove the battery. That only works with my left and right camera, and they also never overheat. Keep in mind that the highest I have flown is 11.5K
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I fly an SR22T and CHT's are definitely something you learn to deal with, especially in hot weather (I'm based in Las Vegas). In my experience you can mitigate a lot of the CHT issue by climbing at 120-125 instead of the POH speed. The bigger issue for me was my fuel flow was topping out at 37 gph and it was really difficult to keep the hottest cylinder (typically 3) under 400 on a sustained climb. I had my fuel flow adjusted so that it (theoretically) tops out at 40.2, and that made a huge difference in keeping the CHT's down, but introduces a new issue which is the FF will frequently exceed 40 gph on level off triggering an even more disturbing RED CAS message about fuel flow. This is easily managed if you keep an eye on the FF number and adjust it down, but it's one more thing to think about. Between choosing a less aggressive climb speed and higher FF rate, it usually does the job. Incidentally, in my experience, you'll generally want to be at MP 30.5 and FF 16.3 in cruise, which will be 75%.
Thank you for this comment. I agree with you about 120 IAS climb, at the time my main concern was clearing the bravo at SFO. in hindsight, cruise climb and east or west flight would have been better till reaching altitude, then heading towards the bravo. Safe flying :)
Your camera mount suction cups don't fall off at higher altitudes?
That never happened to me. The two issue I face is over heating, and three camera always refuse to run from a power source. There is a trick where I turn on the camera on a battery, then plug the camera, then remove the battery. That only works with my left and right camera, and they also never overheat. Keep in mind that the highest I have flown is 11.5K