Help. Chasing #1 cylinder over temp.. 0360

T

tfox

Filing Flight Plan
Joined
Feb 17, 2025
Messages
6
Location
KPIE
Display Name
Display name:
TFOX
Cannot figure out why the #1 cylinder on my 0360-D2A runs too hot (Socata TB10).. Ground runs and inflight. Temps climb north of 450. Have tested mag, no issues. Replaced all spark plugs. Checked for induction leaks. Swapped CHT probes. Checked timing. It is correct. Replaced baffle with new.
I am running out of ideas.

Any one else encounter this and were there any solutions found??
 
-between-cylinder baffles in place (if applicable)?

-did this suddenly start, or did you get the plane this way? If the former, was there any mx/etc performed just prior?

-could the exhaust be leaking near the hot cylinder, heating the head and/or probe?

-have you borescoped the cylinder in question?

Hopefully others will be along with more knowledge and insight. These just came to mind as possible ideas.
 
What temp are the other cylinders running? Are those normal? Do you have egt numbers? Do you have an engine monitor that has the ability of downloading logs? I find sometimes looking at logs on a nice graph can reveal things that you don't see in the cockpit.
 
dcat127 said:
What temp are the other cylinders running? Are those normal? Do you have egt numbers? Do you have an engine monitor that has the ability of downloading logs? I find sometimes looking at logs on a nice graph can reveal things that you don't see in the cockpit.
Click to expand...
#3 will get to 405/410 on static ground runs.. #2 & #4 stay under 400.
Insight G3 installed. And yes, We pull data to look and have graphs.
 
Omalley1537 said:
-between-cylinder baffles in place (if applicable)?

-did this suddenly start, or did you get the plane this way? If the former, was there any mx/etc performed just prior?

-could the exhaust be leaking near the hot cylinder, heating the head and/or probe?

-have you borescoped the cylinder in question?

Hopefully others will be along with more knowledge and insight. These just came to mind as possible ideas.
Click to expand...
Yes, baffles all in place..
This just started recently. We replaced #1 & #3 due to low compression. Added a Insight G3 at that time as well. And now this issue.
 
tfox said:
Yes. Verified. Even swapped probes around..
Click to expand...
Just to clarify. You disconnected the thermocouple connector at the back of the G3 and at the #1 probe and checked the wire resistance between those two points and it was to specification?
 
Bell206 said:
Just to clarify. You disconnected the thermocouple connector at the back of the G3 and at the #1 probe and checked the wire resistance between those two points and it was to specification?
Click to expand...
Ahhh.. No, we have not done that. But we will.
 
Bell206 said:
Just to clarify. You disconnected the thermocouple connector at the back of the G3 and at the #1 probe and checked the wire resistance between those two points and it was to specification?
Click to expand...
Everybody forgets the ICW (InterConnecting Wiring) when listing probable Faulty Functions. Always include ICW.

1) Symptom Recognition
2) Symptom Elaboration
3) List Probable Faulty Functions
4) Localize the Faulty Function
5) Localize the Faulty Component
6) Failure Analysis
7) Retest
 
Last edited:
tfox said:
This just started recently. We replaced #1 & #3 due to low compression. Added a Insight G3 at that time as well. And now this issue.
Click to expand...
So you recently installed an engine monitor - did the CHT#1 immediately show high values, or did that start later? If later, did it develop suddenly during an operation of the engine, or between two specific flights?
 
You must log in or register to reply here.
Back
Top