N776R — G3X log review11 Nov 2026

The check the 8 Sep pass admitted it had never built, now run on every flight. Since 12 Nov the limits are Lycoming's again, from the O-360 operator's manual (60297-25, Section 3). From 14 Oct to 12 Nov the screen used Superior's O & IO-360 Model Specification Data (SVIOM01), because Ray said the engine was a Superior O-360. The engine, prop, and airframe logbooks, transcribed 12 Nov, all name a Lycoming O-360-EXP, including Ray's own 4 Sep inspection sticker, so the screen is back on Lycoming. The data plate still hasn't been photographed, so the model is the logbooks' word, not the plate's. The limits are a screen, not an airworthiness determination:

• Oil pressure 60–90 psi in normal operation, 15 psi minimum idling, 100 psi maximum starting and warm-up. "Normal" is taken as oil at 140 °F or more, the manual's floor for continuous operation. Under Superior it was 55–95 / 20 / 115.
• Oil temperature 245 °F maximum; 180 °F desired, and not below 140 °F in continuous operation. Under Superior it was 240, with a 75 °F takeoff minimum. Lycoming gives no takeoff number (the engine is warm enough when the throttle opens without faltering), so a takeoff below 75 °F is now a NOTE, not a LIMIT.
• Fuel pressure 0.5–8 psi at the carburetor inlet, about where the G3X sender on a carbureted RV-6 reads.
• CHT 500 °F maximum. For service life, below 435 °F in high-performance cruise and below 400 °F in economy cruise, counted in level cruise. 450 °F is the G3X caution, used throughout. Under Superior the cruise figure was 430.
• RPM 2,700 rated, unchanged.

The whole record against Lycoming's limits (129 flights since 7 Feb): oil at most 230 °F (3 Jul's excursion, §5), oil pressure at power never below 62 psi, at idle in flight never below 31 and at ground idle never below 22 (29 Jun, against the 15 psi minimum), at most 93 psi cold and 88 warm, oil never below 115 °F at takeoff, and fuel pressure at most 7.8 psi, close to the 8 psi maximum, probably with the boost pump on (the log has no boost-pump channel). The switch back creates no limit crossing anywhere in the record, but one margin is thinner than it was under Superior: oil pressure at power, at its lowest 62 psi, is 2 psi above Lycoming's 60 psi minimum (it was 7 above Superior's 55). §8 tracks it. No flight has had level-cruise CHT above 435 °F (outside the first three minutes after liftoff). 4 had a minute or more of cruise above Lycoming's 400 °F economy-cruise figure, the last on 24 May. That figure applies at economy power, and the screen can't tell economy from high-performance cruise, so it is a NOTE only.

The 27 Sep ground run (after a hot restart) is still the only log since 8 Sep to cross a limit: fuel pressure fell to 0.4 psi, just under the 0.5 psi minimum. That's the §3 hot-idle signature. That day's first flight, which felt down on power, measured normal on full-throttle MAP, rpm, fuel flow, EGT balance and takeoff acceleration.

On 8 Sep I reported that the right sender's noise had stepped up across the annual: 0.71% at 6–12 gal in late August against 2.77% on 5–7 Sep, "ratio 3.9×, z = 6.6". The test was three or four more flights in that band. The 27 Sep pass supplied five, and they landed between the two figures I compared, which was neither outcome I had set up. The 4 flights this pass with enough samples in the band read 4.79% (1,692 samples), above the 1.47% logged since 29 Jun, and one flight carries all of it: 11 Nov read 14.92% and the other three 0.00%.

11 Nov, the noisiest flight since June (checked 12 Nov). Before this pass the highest of 55 flights with enough band samples was 5 Sep's 12.30% (187 samples), and the median flight read 0.92%. The band here is set by each sample's own reading, so a dip can drop its own sample into a lower band. Holding the level by the rolling median instead gives the same answer: 18.8% (579 samples) against a previous high of 15.5% (10 Jul, 129 samples). The dips came on the way home, as the right tank went below about 11 gal indicated: brief readings 2–5 gal under the median, the depth seen before (27 Aug had a 5 gal dip), but 13 of them 4 gal or more, where no earlier flight had more than 5. It was the only night flight of the pass, but 9 Oct's night flight read 3.0%, and the bus load fell from about 20 to 11 A halfway home with no change in the dips, so lighting load doesn't explain it on this evidence. The log can't say which lights were on. A gauge that flickers is a nuisance, not a fuel problem.

What the level-controlled comparison does show is a clear change at a different point. Before the June layup, both channels behaved alike: right 0.50%, left 0.81% (24,420 and 18,123 samples). From the first flight after it, the right has read 1.47% (70,785 samples) while the left has logged 26 deviations in 45,826. The left gauge is not simply stuck: it falls 5–6 gal on flights that draw from the left tank, in line with integrated fuel flow. G3X software is 9.33 in every log, so a software change doesn't explain it.

The left channel. Silent this pass: 0 of 1,042 samples, against 26 in 45,826 since 29 Jun. On 31 Oct – 1 Nov (checked 1 Nov) 17 left samples were flagged on three of eight flights. Every one falls in a transient the cruise filter lets through: the end of the takeoff roll leaving KSPG on 31 Oct and KCLW on 1 Nov, where the gauge swung 3–5 gal as the tail came up, and a power reduction approaching KSPG on 31 Oct. Leaving KSPG the right gauge moved the opposite way in the same seconds. That's fuel moving in partly empty tanks, not electrical flicker, and it isn't level-dependent noise either: the left has spent many hours in this band since June almost silent. The filter (IAS over 60 kt) is left as it is, so the 8 Sep figures still reproduce; a pass of short hops can show this again.

Watch item, not a squawk, with a narrower question. A 1–3% flicker rate means the right gauge occasionally jumps 2 gal or more for a moment. That's an annoyance at mid-tank, not a hazard. 11 Nov is the first flight above the range logged since June; the next few flights at 6–12 gal will show whether that's a change or one noisy evening. The useful observation is the timing. The right channel's change and the CHT #4 fault both begin on the first flight after the month-long June layup. Two unrelated sensors changing at the same moment is worth one question for an A&P: was anything done behind the panel, to the EIS or sender wiring, or to the fuel-quantity calibration during the June layup? That is a hypothesis, not a finding. The CHT #4 fault was cured by replacing the probe, which argues against a shared cause.

On 8 Sep I wrote that 4 Sep's 0.9 psi taxi dip stood "against 2.0–3.5 psi on every prior flight", and closed it when five flights passed without a repeat. Both halves were wrong. Scanning every flight with the same statistic, the minimum taxi fuel pressure, finds 15 flights with readings below 1.5 psi. 11 of them predate the annual, going back to 15 Feb 2026, and 3 went below the 0.5 psi minimum. Lycoming states that minimum at the carburetor inlet, about where this sender most likely reads. (Superior, the basis 14 Oct – 12 Nov, stated it at the pump inlet, upstream.) On 26 Sep, departing Leesburg after about two hours on the ramp, it spent 44 seconds below 1.5 psi, bottoming at 0.6. The next evening's ground run after a hot restart went to 0.4 psi. The 20 Oct pass had one. On 16 Oct, leaving Tampa Executive, the reading touched 0.7 psi for three seconds at about 1,260 rpm, 78 seconds before liftoff. KVDF reported 31 °C at the time; the G3X probe read 36, heat-soaked on the ramp. It had sat three hours on the ramp since landing, much like 26 Sep at Leesburg. There was no runup before that leg, so the boost pump may not have been on yet. The log can't say. The 23 Oct pass had none, nor did 1 Nov's (its lowest was 2.5 psi, a warm restart at KSPG among the eight departures), nor 11 Nov's: the lowest ground reading on its 4 flights was 2.4 psi.

Re-binned 21 Oct by airport temperature. Until then the table used the G3X's own OAT, which heat-soaks on the ground. Against the airport reports it read a median 2.7 °C high (middle half 1.8–4.0, up to 7.0; 125 flights), and a little more on the hottest days (3.7 °C at 31 °C and above), so the old top band held cooler days than its label said. The finding holds, and it's sharper: 40% of departures at 31 °C and above had a dip, against 8% at everything cooler.

The shape is consistent, and it points at the boost pump. On 26 Sep and on 25 May (the deepest recent case, 0.1 psi), fuel pressure reads 5–6 psi just after start, sags to 0.5–1 psi over the next one to two minutes at idle, then steps back up by 2.2–2.5 psi at constant rpm about four minutes before takeoff. The checklist has the boost pump on for start, off for taxi, and on again for runup and takeoff. The log has no boost-pump channel, so this is inferred, not measured: the dips look like the engine-driven pump alone at hot idle. Rpm and fuel flow stayed steady through every dip, and nothing starved.

45 flights since the probe change, 0 episodes, 17,852 warm-idle seconds with 0 flagged. Corrected 23 Oct. This paragraph said the channel had "never once read below cylinders 1–3 while idling." At Oshkosh on 23 Oct it did, by 8 °F for one second at 12:37, as rpm came down from 2,020 to 1,200 at the end of the runup. Through the rest of that ground run #4 ran a median 3–10 °F warmer than the others, dipping to −2 °F once in the eight-minute departure queue. Corrected again 1 Nov. This said 23 Oct was the only post-fix flight with any idle reading below 1–3. On 31 Oct, after the warm restart at KSPG, #4 read under the others by less than 1 °F for one second as the airplane began to roll, and ran a median 4 °F warmer through the rest of that ground run. 2 of the 45 post-fix flights now have such a reading, 23 Oct's still the lowest. The old probe read as much as 146 °F low at idle, and the flag trips at 40 °F under. "Never" was an absolute drawn from an absence, and one second broke it; "only one" was the same mistake a week later. The finding stands. Before the change, the last six flights flagged 39% of idle time. Counting each 60-second idle block as one independent trial, which is deliberately conservative, the chance of this clean a run from the old probe is below 10⁻²⁰.

No excursion in 78 flights since 3 Jul. Peaks run 182–215 °F, inside the ordinary range and far from Lycoming's 245 °F limit. The vernatherm passed its bath test at the annual.

One change to how the residual is measured. The first cut of the 27 Sep pass showed new-flight residuals of −17 to +14 °F, against the ±6 °F scatter reported before. All of them came from the 19 Sep circuits, where each leg had only four to six minutes of "cruise" and the oil never reached equilibrium. Below 300 s of cruise the residual scatters with a standard deviation of 9.1 °F; above 600 s it's 4.7 °F. The residual is now reported only for flights with at least 10 minutes of cruise (75 flights; 49 excluded).

This pass. All 4 flights had ten minutes of level cruise, none more than 17, all under 2,500 ft, and they read −1.5 to −8.7 °F. 6 Nov's −8.7 is the coolest of the 75 on the page, under two scatters and in the harmless direction, and it's the kind of leg that reads cool (below). 4 Oct's formation leg, +9.8 °F, is still the second-highest on the page. Bender found the oil cooler door not opening fully and debris in the cooler's air inlet. Raw, the median residual is now +2.9 °F since Bender, +2.6 °F between the annual and Bender, and +1.1 °F before, against a scatter of 4.7 °F. Read at face value, that's warmer after the fix, not cooler.

Corrected 23 Oct: it's flight mix. Until 23 Oct the periods were compared raw, and the comparison held. It no longer does, because the residual is normalized for OAT and CHT but not for the cruise profile, and long high cruise reads warmer. Before the annual, flights cruising at 6,000 ft or above had a median of +2.3 °F (8 flights) and flights below 4,000 ft −0.1 (33). 50% of post-Bender flights cruised high, against 43% between the annual and Bender. Matched by altitude, post-Bender reads +5.1 °F high (10) against +6.0 (3), and −1.9 low (10) against +1.1 (4). Neither moved by half a scatter, so the fix still doesn't show. If the door and the debris cost cooling, it was less than this measurement can resolve.

Corrected 12 Nov: low cruise also needs its length held. The sentence above held for high cruise and stopped holding for low cruise once this pass's four flights were in. Below 4,000 ft, matched by altitude alone, post-Bender now reads −1.9 °F (10 flights) against +1.1 (4), 3.0 °F cooler, more than half a scatter. That would be the fix showing, except for a confound: short cruises end before the oil stops climbing, so they read cool. Across every low cruise on the page, those under 15 minutes read −1.4 °F (22 flights) and those of 15–25 minutes +0.8 (19). Post-Bender low cruises are short: a median of 13 minutes, against 22 between the annual and Bender and 16 before. Holding length too (under 18 minutes), post-Bender reads −2.5 (8) against −1.3 before the annual (19); annual-to-Bender has only 1 such flight. That's 1.2 °F, inside half a scatter, so the conclusion stands. This is checklist item 2 again: altitude was the confound named on 23 Oct, and length rode along with it.

A watch item, not a finding. The same match shows high cruise reading warmer since the annual than before it: +6.0 and +5.1 °F against +2.3. It's the same before and after Bender, so it isn't the restriction. It's under one flight-to-flight scatter and rests on 3 and 10 flights. Most of the post-Bender high cruises were also leaned with the lean assist, which this residual doesn't hold constant. The automatic block will show it if it grows.

The cylinder-3 squawk stays retracted: a 5 °F lead, a 10 °F spread, and 79/80 compression. After the fix, cylinder 4 holds the in-flight peak on 34 of 45 flights. In level cruise the hottest cylinder was #1 on 17, #3 on 4 and #4 on 23 of 44 flights. Spread runs 3–35 °F and peaks 371–441 °F. Which cylinder tops the list is a matter of a few degrees.

Corrected, 20 Oct: "which cylinder peaks depends on how long and how high the climb is." 13 Oct's explanation, offered below, rested on two legs. The next flights broke it. The exceptions to #4 now number 11: 13 Oct 06:53 #1 404 °F against #4's 404 at 9400 ft cruise; 13 Oct 11:59 #1 371 °F against #4's 361 at 8300 ft cruise; 16 Oct 10:04 #3 436 °F against #4's 435 at 7300 ft cruise; 16 Oct 15:00 #3 424 °F against #4's 424 at 1000 ft cruise; 20 Oct 15:16 #2 408 °F against #4's 407 at 8100 ft cruise; 23 Oct 12:29 #2 441 °F against #4's 431 at 7200 ft cruise; 23 Oct 19:14 #2 422 °F against #4's 414 at 9300 ft cruise; 31 Oct 12:15 #3 429 °F against #4's 420 at 700 ft cruise; 6 Nov 07:30 #2 412 °F against #4's 409 at 1100 ft cruise; 7 Nov 09:29 #2 399 °F against #4's 397 at 2400 ft cruise; 11 Nov 19:02 #2 410 °F against #4's 410 at 1500 ft cruise. The 16 Oct 15:00 leg was a short, low hop on a hot afternoon, a tie with no long climb in it. The G3X logs whole degrees, so a tie or a 1 °F lead is a coin toss. What the record supports is the magnitude: every exception is within 10 °F, far below any limit.

Cylinder 4 runs coolest in high cruise. On the 31 post-fix flights cruising below 6,000 ft the spread is 3–16 °F. On the 13 above it, 10–35, and #4 is the coolest. It runs 2–34 °F under the mean of #1 and #3, and its EGT runs 21–158 °F under the other three. #4 had the coolest EGT on all 13 of them. The widest spread, 35 °F on 23 Oct at 7,200 ft, read CHT 344/336/341/309 and EGT 1,337/1,313/1,269/1,148. The EGT is the independent witness: a cylinder cool on both channels is getting a richer mixture or less charge, not reading low on one probe. It was already there before the lean assist. The 3 high cruises before 13 Oct had #4's EGT 21–85 °F low and spreads up to 27 °F. Leaning roughly doubles it: on the 10 leaned high cruises since, #4's EGT ran 74–158 °F low. That fits the §10 sweeps, where #4 was among the last to peak: on a carburetor, the richest cylinder sits furthest rich of peak when the first is set 100–150 °F rich. That part is inference. The screen has no limit for spread, and every reading here is on the cool side.

Corrected, 13 Oct: "cylinder 4 holds the in-flight peak on every post-fix flight, because it heats fastest in the climb." Both 13 Oct legs broke it. On the first, #1 and #4 tied at 404 °F (the G3X logs whole degrees, and the tie went to #1). On the second, #1 reached 371 °F against #4's 361 °F. In both logs #4 peaked first, in the opening minute at full power. #1 matched or passed it later, in a climb of eight to thirteen minutes to 8,297–9,359 ft. At altitude #1 runs warmer than #4 (the §4 cruise offset depends on altitude), and a long climb gives it time to get there. Of the 13 post-fix flights that cruised above 6,000 ft, #4 kept the peak on 7, by a few degrees. Neither leg was leaned harder in the climb: their climb fuel flow, per unit of rpm and MAP, was among the richest after the fix. So the "because" was a rank promoted to a rule. Which cylinder peaks depends on how long and how high the climb is (withdrawn 20 Oct, above), and the margin (0 and 10 °F) sits far below any limit.

No flight this pass went above 2,800. The highest was 2,750, in 11 Nov's takeoff, against a median takeoff peak of 2,740 across 129 flights. Across all 129 flights, 109 touch 2,700 and 50 touch 2,750, nearly all in the normal takeoff overshoot. 3 exceed 2,800, and every one of those peaked in a descent with the throttle moving. That's governor lag with the prop unloaded, and the cure is easing the throttle in or letting the speed come back first. Peak rpm against engine hours runs −7.2 rpm per 25 h, r = -0.27: no trend.

Withdrawn, 4 Oct: "the oil change explains it." The 27 Sep review said oil pressure rose after the annual because the annual put in fresh 20W50, so the rise wasn't wear. The rise has now reversed with that same oil still in the engine: Bender Aviation didn't change or add oil. A change of oil can't explain a step that undoes itself while the oil stays the same. The cause was assigned because the timing coincided, without a second witness. Holding the oil constant was the test, and the Bender visit ran it by accident.

What was measured. Normalized to 190 °F and 2,380 rpm, for flights with at least 10 minutes of cruise: before the annual, median 69.8 psi (48 flights, 68.1–71.7), and flat across all 80 pre-annual flights with a cruise reading. From the annual to Bender, 72.8 psi (7 flights, 72.0–73.9). Since Bender, 68.2 psi (20 flights, 67.4–69.2). The lowest, 67.4, is the lowest of the 75 flights on this page. It's still inside every limit: the lowest at power this pass was 65 psi, against Lycoming's 60 psi normal minimum.

Where it has settled. On 4 Oct this was three flights from one hot day, a first look. There are now 10 legs with at least 30 minutes of ordinary level cruise since Bender. They read 67.4–68.8 psi. Matched leg by leg since 23 Oct. Until 23 Oct the legs were compared with pre-annual flights within 3 °F of their average cruise oil temperature. As autumn cooled the oil, that average (178.9 °F now) slid toward the thin bottom of the pre-annual range, and the matched set shrank to 4 flights. Each leg is now matched to pre-annual flights within 3 °F of its own cruise oil temperature. Every one reads under the median of its match, by 1.4 to 2.7 psi. None reads above the lowest. 23 Oct's evening leg comes closest, a tie: 68.5 against 68.5, at 177 °F oil. The coolest legs have as few as 1 pre-annual match, because the record before the annual has few cruises with oil that cool. Cruise altitude doesn't explain it: before the annual, flights cruising above 6,000 ft had a median of 70.2 psi (8 flights) and flights below 4,000 ft 69.8 (33). Cold-oil readings agree. The lowest post-Bender runup, 23 Oct's, read 78 psi at 111 °F, −5.5 psi from the median of 39 pre-Bender runups at that oil temperature, lower than all of them. Method fix, 1 Nov: a runup has to be stationary. The detector took any eight seconds at 1,950–2,200 rpm under 60 kt as a runup, and on 1 Nov that caught slow flight at 3,500 ft. It had caught 10 of 167 across the record, all with oil at 180–208 °F, far from the cold-oil runups compared here, so no published figure moved. A runup now also needs ground speed under 5 kt. Ground idle on 7 Nov read 57 psi at 92 °F (adjusted to 1,000 rpm), −3.3 from the pre-Bender median there. So the post-Bender level is real: about 1.6 psi under the pre-annual median, across 20 flights, hot days and cold.

Is it drifting? Not on this evidence. The lowest reading is now 20 Oct's 67.4, matched on 11 Nov. Before the annual, flight-to-flight scatter was 0.7 psi (one standard deviation). That leg had the coldest cruise oil since Bender, 172 °F, so the first suspect was the normalization. It isn't that: across 48 pre-annual flights cruising at 173–221 °F oil, the normalized figure moves −0.006 psi per °F, which is no bias. Over the 38 days since Bender the fitted slope is −0.011 psi a day, and 4 Oct's first flight (69.2) carries all of it. Without that flight the slope is −0.005. That's flat. A span of 38 days can't rule out a slow drift, and the automatic block will show it if one starts. One thing the G3X can't see: Steven added a quart of oil at KHOC before that leg. Oil quantity is not a channel, so whether the top-up moved the reading at all is open.

What the record can't say. Both steps line up with time in a shop: up at the 4 Sep annual, down across Bender's 28 Sep – 4 Oct visit. The debris was on the cooling-air side (the cooler's air inlet and the cylinder fins). Because this comparison already holds oil temperature constant, a blocked air inlet on its own shouldn't move pressure at a given oil temperature. That is inference, not measurement. The timing doesn't fit the FOD either: the rise was already there on 5 Sep (72.4 psi or more), flying home from the annual at Kaolin, before the airplane was back at KCLW. The G3X has no channel for oil quantity, oil grade or relief-valve position, and it can't tell a real pressure change from an offset in the sender. The question for an A&P: at the annual or at Bender, was the relief valve removed, reshimmed or adjusted, or the oil-pressure sender or its wiring disturbed? That decides it, not the telemetry.

Revised 12 Nov. Hartzell Manual 193 (Vol 1, Rev 4, Oct 2026) lists no rpm or manifold-pressure restriction for these HC-C2YR-1BFP / F7497 blades (72–74 in) on a Lycoming 360 with parallel valves, 180 hp, and dual magnetos, which is what the logbooks describe (Slick magnetos; the data plate and the prop diameter are still to be confirmed). Its only Lycoming 360 restriction is the 200 hp angle-valve row: no continuous operation above 24" MAP between 2,350 and 2,550 rpm. The bands this section was built on came from other rows: 2000–2250 rpm from the F7666 blades, 24" below 2,450 from the ECI/Titan 370, and the 2,600 takeoff-only figure from none. The 2000–2250 band is no longer tracked. The oversquare measure stays until the plate is read, as the nearest the logs come to the angle-valve row. Across the flight set: 123.1 h running, 93.1 h airborne.

Stopped 12 Nov: the 2000–2250 rpm band. It came from Hartzell's F7666 row, not this propeller's, so the checks no longer measure it. Its 23 Oct correction (the all-flights dip came from longer legs, not technique) stays in the record of corrections below.

181 stabilized cruise segments, 11.1 hours with rpm steady within 60, MAP within 0.8", airspeed within 4 kt and vertical speed under 100 fpm for at least two minutes. They cover 1,253–9,428 ft and 36–70% power. The 11 Sep test card added the low-power points. That card also validated the airspeed system: position error is +0.7 kt, constant within ±1 kt from 80 to 145 KIAS, and the logged OAT is static temperature. So every TAS figure here is good to about a knot.

Specific range runs 13.7–20.8 nm/gal. At 7,000–8,200 ft (107 segments) the best segment made 168.3 kt on 8.1 gph and the worst 159.5 kt on 11.18 gph: 5% slower for 38% more fuel. On 31 usable gallons (36 indicated less a 5 gal reserve; confirm against the build documentation) that is 645 nm against 425 nm of still-air range. None of this recommends leaning differently. Mixture is Lycoming's guidance and your call; the data just puts a price on the choice.

The first mixture sweeps, 13 Oct. Steven used the G3X lean assist on both legs: lean to peak EGT, then enrich, aiming for every cylinder 100–150 °F rich of peak. The second sweep (KOKZ–KGKT, 8,290 ft, 19.6") took all 4 cylinders to a confirmed peak, and the setting he chose, 8.9 gph, put them 105–160 °F rich of peak: #1 105, #2 160, #3 120, #4 150. On the first (7,370 ft, 22.2") the mixture came back in while #2 and #4 were still rising. #1 and #3 settled 115 and 120 °F rich of peak, and #2 and #4 at least 185 and 190. That's richer than intended, which is the cool side. The lean assist tracks the first cylinder to peak, so on a carbureted engine the others land further rich. The fuel flow at which each cylinder peaked spread 0.3 gph on the second sweep. On the first, #2 and #4 had still not peaked about 0.8 gph below #1's peak. Both sweeps were fast (one to two gph every ten seconds), and the probes lag. So these spreads are approximate, and they may differ with throttle position, since the first was at 22.2" and the second at 19.6".

Lycoming's leaning guidance (60297-25, Section 3; back on Lycoming since 12 Nov):

Changed 12 Nov. This block cited Superior's SVIOM01 from 14 Oct to 12 Nov, including its "do not lean below peak EGT on carbureted engines" and figures read off Superior's test-engine curves (about 2% of power lost with the lagging cylinders further rich). Lycoming's manual has neither the sentence nor comparable curves, so both are withdrawn here. It doesn't authorize lean-of-peak either; Steven's practice stays rich of peak.

Where 13 Oct sat. By the G3X's own estimate the cruise was 61% and 58% power. Steven's target, 100–150 °F rich of peak, is the figure Lycoming gives for maximum-power cruise at about 75%. At 58–61% the setting the manual names is best economy, peak EGT. Running richer than that is the cool side and nothing in the manual forbids it; which one to fly is the pilot's call. One thing the sweeps add: lean assist references the first cylinder to peak, and on this carburetor #2 and #4 run richer. With the first cylinder 100–150 °F rich of peak, the others sit further rich: at least 185 and 190 °F on the first sweep. That's the cool side. Setting the first cylinder nearer 100 than 150 keeps all four closer to maximum power. For peak-EGT economy, the first cylinder to peak is the conservative reference: the others then stay rich of their own peaks. None of this is specific to N776R's installation. The RV-6 has no engine-specific handbook, and an A&P who knows this airplane is the one to ask.

What it did to the CHTs. 13 Oct ran the warmest post-fix cruise CHTs on #1 and #3, 366 and 363 °F (the warmest on any cylinder is still 4 Sep's 367 °F on #4, low and hot, the day of the annual). On the first leg two things changed together, so the log can't separate them: the throttle was further open at altitude than on earlier high cruises, and the mixture was set by the sweep. The second leg is cleaner. Its throttle and altitude were close to 5 Sep's trip home from Kaolin, and it cruised warmer on less fuel, with higher EGTs on #1–#3. That's the mixture. Every cruise reading stayed below Lycoming's 400 °F economy-cruise guidance.

Unchanged from 8 Sep, except that the 2000–2250 band is gone (12 Nov, §9). The 2,600 takeoff-only figure can be expressed as a tach arc or G3X alert. The oversquare rule relates two instruments, so no arc can express it, and it needs a placard. Until Hartzell says whether these placards bind N776R's engine, the honest sequence is an advisory placard on the quadrant plus a G3X checklist page now, with arcs and alerts only after the answer.

Fifteen findings have been walked back. The 23 Oct pass corrected three more statements without changing their conclusions, the 1 Nov pass corrects one more and fixes a detector, and the 12 Nov pass corrects one more. §4's "never once" was an absolute drawn from an absence, and one second at the end of a runup broke it. §5 and §9 had each compared periods without holding the flight profile constant, and a run of long cross-countries moved both. 20 Oct's withdrawal was the cause offered on 13 Oct, to replace the rule withdrawn that day: an explanation fitted to two exceptions, broken by the next three. 4 Oct's was also a cause: the oil-pressure step was real, and its explanation failed.

The 27 Sep pass's two failures came from the same gap. A number from recent flights was compared against a convenient slice instead of the whole record. The fix is structural, not a matter of care: the script now computes every figure over every flight with one definition, and states each claim as a test it must pass before the page can be built. 4 Oct's withdrawal was checklist item 7: a step that coincided with a maintenance event was credited to one thing done at that event, with no independent witness. 13 Oct's was item 4 again, rank without magnitude, and its replacement explanation was item 5: two cases carrying a rule. The claim test caught both the first time the data moved. The magnitude was the finding all along: every exception is within a few degrees. 23 Oct's were items 1 and 2, the confound named but not controlled, and they surfaced the same way: three long legs in a day moved two tests that had been comparing periods with different flying in them. 1 Nov's were item 6 and an old lesson. "Only one flight" is an absence, like "never". And the run-up detector decided "on the ground" by airspeed, the same shortcut the logbook tool dropped after it broke twice; slow flight under 60 kt passed for a runup. 12 Nov's was item 2 once more: the 23 Oct altitude match controlled one part of the cruise profile and left its length, which four short legs in a row exposed.