Ride along our trip from Ohio to Florida, cut short by an engine failure. Our #4 cylinder failed 90 minutes into flight.

04/30/2018 UPDATE!

When I was checked out on the 210 during my first 10 hours I was taught to manage mixture by keeping the EGTs at around 1400 in this aircraft. This has since proved WAY too lean for these cylinders at certain altitudes / throttle settings.

Only many flights later did I figure out on my own that the engine prefers closer to 1330 EGT in this situation. So, in hindsight, I should have enriched the mixture immediately and the problem would have probably gone away. I have since educated myself quite significantly on engine mgmt., and would advocate all pilots do the same.

Here's a great start: https://www.savvyaviation.com/wpcont...

08/21/2018 UPDATE!

This MAY have been all caused by a bad magneto, exacerbated by higher engine temps. Over the last year, running engine as I have described above, we've still had problems with the engine cylinders having consistent CHT values. In addition engine roughness was observed whenever the engine was hotter. Last week the left magneto failed on preflight runup. After replacing the magneto the engine is running extremely smooth compared to before! I've been able to run the CHTs much higher now without any roughness.