So the factory remans are in and I have 30+ hours on them. The breakin went smoothly, temps and oil consumption are down and everything is going great except for my old nemesis - high #1 rear cylinder head temps. Argh!
Up here in Canada I am flying around in 0 to -20C and even then I am breaking 400 degrees on #1 rear often and have to crack open the rear cowl flaps. Not normal and not great!
Here is the data from a very recent flight on the NEW ENGINES:
https://www.savvyanalysis.com/flight...1-9ec59eaf0ef8
I did have this problem though a little less pronounced with the old, original engines as seen here -
https://www.savvyanalysis.com/flight...0-e62f33991d3d
Obviously, the fact that this problem has followed me through both sets of engines points to the fact that the root of my problem is NOT the engines at all. In our never ending quest to fix the snag we have checked and redone all the baffling in the rear, rerouted the air intake hose that was slightly over #1R and gone so far as to use the high heat sealant to caulk and attach the metal baffles to the cylinder heads forcing all air past the cylinder fins (there were a few openings and holes etc.).
A friend of mine (Hi John) has the identical year 337G and he has difficulty getting his engines hot enough this time of year and is constantly bragging about taking off with his cowl flaps closed. This, of course drives me crazy as I am bewildered how a seemingly identical piece of hardware can create such different results. Obviously all airplanes are different and mine is French after all so it is even more so BUT I really want to get to the bottom of this puzzle.
Help!