George

I look forward to when I can offer my experience and knowledge as time goes on...right now I am taking it all in to keep the plane healthy and my boys safely building time. Going to fly a couple short legs tomorrow to see if the plugs were the problem.

Thank you all for your input. May have found the problem. I pulled plugs today and three of the four bottom plugs had lead deposits. Lower number 4 cylinder plug had a large deposit of lead. After cleaning the plugs we took it up for about 15 minutes and did not notice any issues with roughness. I will keep my fingers crossed in hopes that the lead deposits were in fact the problem. Did someone say something about leaning aggressively? LOL However I do have another question...With the build up of lead on the plugs would we not notice an issue while doing mag check? GHW

Thanks...parts on the way. GHW

1964 M20c 2746

Hi all.. Noticed a bolt missing on the exhaust where the exhaust pipe connects to the muffler. Is there a part number associated with that bolt spring nut and cotter pin or do I just order the various pieces to put together? Thanks again GHW

Thanks...will let you know what we find.. GHW

Engine was field overhaul 1996 and currently has almost 500 SMOH...I'm guessing they seals would have been replaced during overhaul. I will check the logs in morning. Have not looked in the tubes will pass along to A&P. Tempest plugs (Dec.12) all new 15 - 20 hrs since installation with no issues until now. Will take a look at lower plugs tomorrow. Thank you for your input.. GHW

Will give this a try tomorrow weather permitting. Will also check bolts as well. Am I correct to assume the order of cylinders starts with farthest forward as #1? Which would make #4 closest to firewall? Thanks GHW

So not water issue best I can tell. No water present when I checked the fuel this morning. Mag checks at 1700 rpm showed maybe a 50 rpm drop L&R. Flew the plane in the pattern and first lap at pattern altitude no issue. Second & third lap the occasional rough engine / knock... at 25 squared. Was getting a 100 rpm drop during the occasional rough engine bouts when I check the L&R mags...it seemed to make the roughness worse / more noticeable. No maintenance today hopefully tomorrow I can pass along the forum thoughts.. GHW

I have Insight 602 GEM not sure if you can download info. I will have to check or perhaps the forum can answer. Have not tried LOP mag check on the Slick Mags. Will try today after oil change and some additional investigative work. On 2 of the 3 legs the #4 cylinder was peaking well before the remaining cylinders. "PP thoughts" ?? Thank you for the ideas. GHW

Mag sent off for overhaul during prebuy at DMs facility. They could not get the engine started and found that left mag cam points were worn. Did not do inflight mag check. Oil change and investigation today w mechanic if it happens again inflight will try mag check.

I hope or wish it was as easy as water in the tanks but my boys and I are pretty thorough when checking for water in fuel. We do rock the wings to help any water that may be in the tank work it's way to the sumps. I did sump the fuel prior to last leg home in which I found a trace of water about the size of a BB on right tank only. Flew home in left. We do not pour sump fuel back in tanks. Sumped again this am with no traces of water. Not sure on the age of O rings.. will check. Thanks for input. GHW

Great day for flying today...however my engine is causing me some concern! First leg 60 miles at 5500ft seemed to run okay..with the exception of the number 4 EGT temp approx. 100 degrees higher than the others on the GEM. Thought it might be a instrument problem and leaned the engine by watching for rpm drop and then increasing mixture (seemed to be in-line with remaining normal EGTs) and then turned my attention to my son navigating around some class B airspace. Second leg took off and climbed to 2000ft and pulled the power back to 25 inches and then as I reduced RPM to 2500 the engine acted as if I were leaning the mixture and started occasionally running rough...as if it was too lean and I had not even touched the mixture yet. I don't recall what the GEM was indicating. Quickly turned back to airport and as I pulled power back as I entered the pattern it again ran rough for a second or two. Next flight I took the plane around the pattern by myself and it seemed fine. EGTs all approx. same temp...no major difference as on first leg. So I headed 35 miles back home at 4500ft at 23 inches and 2300 rpm. I did not start the leaning process until level at 4500 and it seemed like the EGTs were peaking with very little movement of the mixture control?? Again the number 4 cylinder seemed higher than the rest of the cylinders. Pulled power back to around 20 inches as I started to descend and the engine roughness was back so I increased power back to 23/23 which seemed to get rid of roughness. As I entered the pattern and reduced power once again the 1 to 2 second bouts of roughness which seemed to go away as power was backed to around 11-12 inches. Needless to say the aircraft is tied up until we can fix the problem. - O-360 engine 500 SMOH - Mag checks prior to each take off were about 50 rpm drop L&R. - Left mag overhauled 50 hours ago. - New plugs all cylinders 15 hours ago. - Wednesday night Thursday morning flew 11 hours and ran great..all EGTs and other temps seemed to be in order - Fuel pressure high end of green w/o boost pump. - Teaspoon or two of water removed prior to first leg out of each tank. Engine roughness happened on both L and R tanks. No fuel added during this trip. Looking forward to your ideas of what might be going on with this engine. Thanks a bunch.. GHW

I like your covers...I would not need the extensions as my tube stem extends a half inch beyond my cover. I'll take care of the other items that need tending and maybe work on holes in the covers later...

I am kinda leaning towards leaving the wheel covers off as it is easier to service the air. We also performed a gear swing and there is more than enough room in the wheel well for the extra 1/2 inch stem length. GHW

Changed L main tire and tube yesterday...I guess I ordered with the wrong tube (06-01229 valve TR-67A angle 90) the valve stem is longer than the one I replaced and I can not install the wheel cover as the stem is about half inch too long. Any issues with leaving the wheel cover off with longer stem? What tube/stem should I be looking for on the next main tube/tire change? Thanks GHW

Nuts...Not much better pic..

No..the doors were fairly tight..Brake assembly and main gear hanging out a bit...same on left side as well...again kinda surprised there is that much hanging out!

Yes...may have found one...Dallas Air salvage is going to clean it up and do some testing to check for cracks..hopefully on the way tomorrow if all goes well.

Had mine up on jacks yesterday...This is pic of right main. I was surprised to see how much hangs out and was going to ask all if that was normal...I guess so! GHW

eman1200 - Not new to area....New to MS and aircraft ownership as of about a month ago.. GHW

Bob - I'm in Monroe EQY....That's great with a MSC in MRN...Was not sure where to go for annual....I need to head up your way and say hello to the both of you! I try and do as much maintenance as I can with the assistance of friend / A&P. Replaced some leaking valve cover gaskets and tires today. My right wheel has some small cracks...two on left half and one on right half less than 1/2" long and crack width maybe paper thick/wide. What might one suggest for finding new wheel assembly? GHW

Thanks guys...Have annual coming due in February perhaps a good time for replacement. GHW

Controls looks to be original and don't recall any mention of replacement in the logs. Prop was overhauled 2006 and has accumulated 500 hour since... no balance mentioned in the prop logs. I would like some new vernier controls especially for the mixture.. GHW

Unfortunately this control does not have the friction lock....I have been resting my hand on the control to keep the knob from vibrating to high rpm..