To resurrect this thread, our 2003 model (with 2 blade upgrade)has been for about 2 years exhibiting the very hot cyl #1 issue (i.e., >400F even at 100KIAS when operating below 2K MSL at 2400RPM, WOT), even though it has the correct passenger side air inlet dimensions for the "Arizona" mod. 80-90 knot departures generate readings in the 410-432F range rapidly. We've done all of the common sense checks, and then some since 0 SMOH. (bafflling /cowl inspections, probe swaps) This is now a 10 month old, 140SMOH engine, and the engine was exhibiting these cyl 1 temps prior to MOH.Steve wrote:
Seems as if "institutional memory" at Diamond has failed. But it was a long time ago. When we ferried our plane back from the factory in May 2002, we learned that we had to run what we considered high fuel flow settings at cruise to keep #1 cylinder head temperature under control and a pretty wide range between the hottest and coolest CHTs. W
On a recent flight at 65% power and 6000 feet, 16C OAT, 9.8GPH, I recorded the following numbers
Cyl 1 EGT: 1401, CHT 404
Cyl 3 EGT 1411, CHT 356
(Cyls 2 and 4 run 370-380 most all the time)
The oil analyses are coming back with increasing chrome, so premature ring failure is likely.
Discussions with Ontario have not generated information that would seem to lead in the direction of a resolution. Have looked at all of the high cyl temp posts, and it seems to be an airflow problem as EGTs don't support an impeded fuel flow / assymetric mixture theory. Hoping someone here has some ideas.