LOOSE BOLTS were badly stripped and stretched. A CASE OF ELUSIVE HIGH CHT Wade's Cirrus SR22 was based in Wisconsin where it's frigid in the winter and hot in the summer. The airplane performed fine in the winter, but in the summer Wade couldn't keep the number 3 cylinder head temperature under 400 degrees Fahrenheit no matter how hard he tried. The other five cylinders of his turbonormalized Continental IO-550-N seemed well behaved, but cylinder number 3 was simply hot-headed. Wade had been battling this problem for two years. He'd asked his shop in Wisconsin to fix it. He'd taken it to a Cirrus service center in Minnesota. He'd even taken it to the developer of the Cirrus turbonormalizing supplemental type certificate-Tornado Alley Turbo in Oklahoma-for an annual inspection. Nobody was able to cure the problem. It wasn't for lack of trying. These shops had checked the cooling baffles and baffle seals, checked the magneto timing, borescoped the cylinders, replaced the spark plugs, cleaned and tweaked the fuel nozzles, and swapped CHT probes. Nothing seemed to help. Wade contacted Continental Aerospace Technologies, where the technical representative said they never worry about CHT unless it exceeds 420 degrees F, and pointed out that Continental's CHT redline is 460 degrees F. Wade remained unconvinced; he believed his number 3 cylinder was unlikely to live long and prosper at such a high CHT. aopa.org/pilot AOPA PILOT | 89http://aopafinance.org/business http://www.aopa.org/pilot