Greg Ellis

@Scott Dennstaedt, PhD, thank you for everything you have done to help me learn about weather in aviation. I appreciate all the hard work you have done to help out countless numbers of pilots fly safe. I am so thankful for the two books that you have written as well as the Ezwxbrief app. Enjoy your retirement.

Curious, I know he is a pilot and has his own airplane (A Piper Meridian I think). Wonder if he wanted AOPA to pay for his travel expenses in his own airplane and they wouldn't do it. If they wanted him in Maryland all the time, that would get expensive.

Not sure if this helps, but I subscribe to www.adlog.com They do the AD stuff for you and send it to you to put in the logs. $43/year for single engine.

Other than how they get inflated, is there any difference in the performance between the economy model, deluxe model, or electric model?

I just love how these threads de-rail so quickly. But it is impressive for me (I am not a computer geek at all) to read what you guys were doing years ago. First foot in the door kind of stuff. My earliest recognition of anything in programming was a mandatory programming class we had to take in high school. So this would have been around 1986 and we used TRS-80's (The most I remember was reprogramming a game called TaiPan to make it easier to win). Other than that I can't tell you anything about anything. I am still of the school...if the computer doesn't do what you want it to do then shut it off and turn it back on again...hahahaha. We need a computer nerd section on Mooneyspace. I actually enjoy reading these computer history lessons.

And if you believe the decal, it does say Ranger on it in one of the photos.

Yes sir. Thanks.

Have not done that. I borescoped it yesterday just to see if there was any damage and everything looked okay. but did not move it through to look at the movement of the valves. Thanks for the advice.

I do subscribe and I have submitted the data for analysis.

I have an E5A harness tester from Aircraft Tool and Supply. The leads to the #3 spark plugs tested good according to the tester.

I am going to insepct the intake tubing, the flange, the gaskets, the rubber connector, etc…next weekend. Just ran out of time this weekend to do much with it. Thank you for the response. I will continue to post what is found out as I work on it.

Here is a very short flight done today. I changed out the spark plugs to no avail. I don't want to fly the airplane for very long running this hot on the #3 cylinder. I did an induction leak check according to Mike Busch at around the 17 minute mark. As you can see the only cylinder running hot is the #3 cylinder. https://apps.savvyaviation.com/flights/shared/flight/10328542/85e6027a-1330-4240-89d3-54b3c6395d9f

The plug swap out will happen this weekend along with other things (flight test, etc). I will report back my findings.

Same lower end. Narrow deck.

I have the rich carb and run 19 gph on take off. It is just the one cylinder and has repeated itself from the previous cylinder. Both were new and both had this happen immediately and throughout break in. The cylinder before these two ran just fine and ran relatively cool in the mid to upper 300's like my other 3 cylinders do. I don't really think it is a dog house issue or a carb issue since I have three cylinders that run in the mid to upper 300's and barely kiss 400 in climb out in a hot Texas summer and one cylinder that runs 480 on climb out and 430 in cruise on a hot or frigid day. (one day flown last week in the upper 30's. Frigid for Texas)

So, with the bayonet probe as I have mentioned the cylinder runs upwards to 480 on take off and drops down to 430 or so in cruise while the other three cylinders barely reach 400 if that on take off and run in the mid 300's in cruise. When I had the ring probe on the #3 cylinder would run in the lower to mid 300's all the time, never getting close to 400 even with a new cylinder that was not broken in yet. So the ring probe is not only registering lower than the other cylinders it is registering over 100 degrees lower than the bayonet probe in the same cylinder.

Thanks for the photos. The baffle tie rods are all attached. Two on each side. I checked that last weekend. The inter cylinder baffles are there as well. I will check their actual positioning this weekend to verify they are correct.

Thank you for your post. The intercylinder baffles are there. I saw them with the S shaped hook coming up between the #1 and #3 cylinder hooking on the top holding them in place. I will check the area you mention by the oil pressure adjustment to see if there is much of an opening there. The mixture distribution was offered up by @N201MKTurbo. Mentioned doing the GAMI test even though it is carbureted and not fuel injected to help see if the cylinder is running lean. Mike Busch also has instructions on how to check if a cylinder is running lean by the manifold pressure so I am going to try that as well. But first is to put in new spark plugs and see what happens. Thanks again.

I replaced the doghouse quite some time ago with a new one made by Airforms Alaska which apparently is now owned by McFarlane. They no longer make them for the C model and start at the J model. It is still the doghouse but not the original. I may have gotten the last one they made and then they stopped making them. It was made quite well (powder coated and all) and has held up well. Thank you for the observation offer and I will let you know.

I have not changed the plugs yet but my mechanic said that I could try that and see what happens. The plugs are the same from the first cylinder to this one and both had the issue. So the I was going to change the plugs this weekend since it is something an owner can do and I can get it done before the mechanic is able to get the airplane in. Thanks for the advice.

I will check on this on the weekend. Thank you.

Cowl flaps are the correct adjustment. The ring probe was installed underneath the bayonet fitting so it would hold it in place. There was fire sleeve around the wiring but I don't think right up to the ring itself. Take off fuel flow is 19 gph (I installed the richer carb a long time ago). No Powerflow exhaust just stock exhaust which was rebuilt about 5 or 6 years ago. Carb heat box was rebuilt 2 annuals ago. All ducting looks in good shape. Not sure about the Cam lobes when the cylinder was off. If there was a manufacturing issue with the #3 cylinder then it would have been with 2 in a row because the cylinder before this one had the same issue that was possibly masked by the ring probe. Thanks for all the ideas though. It helps tremendously.

I will try to get out there this weekend and do the tests. Thanks.

The baffling looks good and is pretty tight. I even did the flashlight check that has been mentioned in other posts and could not see any source of air leakage. I have not done a magneto check when climbing out. I do airborne mag checks in cruise (not with this issue) but have not done one while climbing out. The exhaust was removed when the cylinders were done so hopefully there is no blockage there. It is just a head scratcher that it has happened on multiple cylinders. I know you should not assume anything but I would hope that any intake leak would have been taken care of when the new cylinder was put on or any blockage in the exhaust would have been cleared between cylinder changes. The only thing that was not done of course was any mag changes or harness changes. So maybe it could be a mag issue since it has happened with two cylinders. Thanks for the advice. By the way, what could cause detonation on two new cylinders in the #3 position? Since it happened to the previous cylinder as well.

Is there a nozzle to check on a carbureted engine? I did do an induction leak check, I think on the first cylinder when it was running hot but I have not done one on this cylinder so I will. I am just mystified that the same issue is happening to the same #3 spot with two different cylinders. The intake couplers that join the intake tube to the engine were replaced, new gaskets of course with the new cylinder, etc...etc... yet seeing the exact same issue from two cylinders. That is puzzling to me. I have not tried a soapy water induction leak check but I will for sure. I just recently downloaded the data but have not sent it to Savvy yet. Was going to today but left the USB drive at home. I will fly it this weekend and do that specific test (Mike Busch has an induction leak flight test) and then send it to Savvy and upload it here. Thanks for the advice.