V1VRV2

I’ve got a cylinder from an IO-550G I’d like to have overhauled. What shop does everyone recommend and what’s the going price?

Well beyond ring flush. Pulled the cylinder and found 1 and 2 compression rings were considerably worn, oil control ring was frozen. Piston had scoring. Cylinder was scored and glazed. Exhaust valve seal was leaking oil. #3 cylinder had the hottest CHT in cruise and 2nd highest EGT. I’ll post pics of the carnage. All other cylinder compressions were in the 70’s. #3 was 60. Master orifice was 45. So the compression was still well within limits. No oil contamination on the spark plugs in cylinder #3. It was good to get to the bottom of this. Takeaway… always be observant and be vigilant of trending data. I think I’m going to switch the injector from the coldest cylinder to the # 3 which was the hottest.

OK! Number 3 cylinder compression was 60. Ther rest were in the 70’s. The leakdown showed air pressurizing the crankcase from #3 blowing oil out the breather. Replacing #3 cylinder with new including piston, rings etc.

UPDATE…. I’ve had the engine looked at by 3 mechanics. 2 compression/leak down checks. No one can find anything wrong. To note…. I have been still flying the plane and the oil loss is down to 1 quart every 4 hours instead of 1 quartevery hour. Compressions were 60 - 70. Master office was 45. So not brand new engine compressions but more than acceptable. Brian Kendrick is doing my annual so we will get to the bottom of it in October. My guess is a valve guide. Very strange! Thanks for everyone’s input. I will update after the annual.

Pulled the bottom plugs today. No oil contamination. Exhaust is clean. No oil. The only source of the oil on the belly has to be coming from the breather. Why would the crankcase be pressurizing?

Thanks for the replies. I have a mechanic coming out to look at it next week. The oil has 3.8 hrs on it and looks much darker than it should for that little time in use. We are starting to believe it’s a broken oil control ring. I will report back once I know.

I started losing oil at an alarming rate. IO550G in an Ovation. About 870 hrs. I changed my oil the other day and added 8 quarts ran the motor and did a leak check. Then topped it off with an additional quart. Showed 8 on the dipstick. Flew for 3.8 hrs. Rechecked oil 2 days after landing and I was 3 quarts low. Showing 5 on the dipstick. Previous to the oil change I did a compression check. All cylinders were 60-70. The exhaust pipes are not oily. Top plugs were inspected and five of the plugs were clean. and one was a little bit oil fouled. But not bad. I didn’t pull the bottom plugs. Engine run up and mag check is normal. No unusual loss of RPM. Belly is clean on the pax side. Dirty on the pilot side. Pilot side is where the crank case breather is located. I’m having a hard time believing this oil is being burned in the cylinders. Any ideas? Valve guide?

Am I the only one that hated it? Terrible! Save some cash and watch the real thing on YouTube. Growlers Ball! I can watch it over and over again. Amazing camera work!

Suicide… that’s where my money is going.

Made the news tonight! I was flying out of CXO and taxi’d past some cool looking water bombers. Was watching the news back at the hotel and saw this report on the water bombers training at CXO. Photobombed the news clip! All the way at the end! https://www.fox26houston.com/news/montana-aerial-firefighting-company-comes-to-conroe-for-training

I disagree with your thinking. Climb is based on airspeed not attitude. Attitude is secondary to airspeed. If you’re flight director is getting corrupted airspeed then so are you. TOGA is a generic cue. Not specific to aircraft model.

Yes… vertical nav mode. Sorry for the confusion!

Revisiting this topic… I am setting up my GFC500 flight director for IFR departure by setting the VNAV to IAS mode at 105kts which is VY in the Ovation. On climb out the FD gives me pitch commands to maintain 105 kts. PERFECT! For LNAV mode I am am bugging the runway heading and departing in heading mode. Depending on ATC I’m either getting vectors which allows me to stay in heading mode or I’m proceeding on course in which case I engage NAV mode. GFC500 has been flawless! About 100hrs of flight time now and I am loving this thing!

Not gone. It applies to 121 and 135 operators in AK and it’s 15% of MGTOW.

I have an O2 cruise at 65% power burning 12.5 gph and a TAS of 164 kts at 8,000’. Descent fuel burn I leave the same because i usually don’t pull the power back fort decent. Are you freighter trash as well? Freight Dawgs Anonymous… order of the sleepless nights!

Get on that Phil…. Expecting a better showing next year!

As 2021 comes to a close I reflect on the previous 12mo of logbook entries. In the 2021 calendar year I tallied up 169.4 hrs in my Ovation 2. I would have flown a lot more but my Mooney was in the shop getting a new panel for 4 months. Memorable trips included a trip from PBG in upstate NY to HYI in TX and back and a trip from PBG to F45 in S FL and back. Only 1 fuel stop to and from TX. Ovation is a traveling machine! This was my first year of ownership. 100% dispatch reliability. Good stuff! My 2 favorite pics from 2021…

Saddleback flight bag as mentioned already.

I don’t turn on my TKS unless I’m picking up ice. No visual confirmation no TKS. I’ve used it like this with 100% success. I put it on high until the ice is gone then switch to low. Any accumulated ice usually disappears in about 30 seconds. I always have it primed before I enter expected icing conditions. I use foreflight flight plan profile view to plan my out. No out and I won’t fly. It’s a bitch not being able to use spoilers when icing has been encountered. Descents need good planning without spoilers since the plane can be a handful to slow down without shock cooling th engine.

I went out to dinner with my new boss last night… captain on the business jet I’m going to be flying. He dropped me off at the airport to fly my Mooney back home after dinner. He told me the tower was closed and told me how to pickup my IFR clearance etc. Started up and started taxiing to the runway still in a non movement/ramp area. Made my CTAF call with my intentions only to be replied to by the tower! SHM!

Just found an SIC job flying a Hawker 400XP! The process took 2 years but I’m back in the cockpit getting paid! I’m submitting my paperwork for 6mo renewal now. Shouldn’t be a problem. Blood sugar has been well within limits… except for that week in Vegas! I’m only human!

I don't think this is priced correctly. Sellers seem to be giving these away lately. Compare it to an equally equipped bonanza. These planes are bargains at these prices! Selling at 35% discounts to a Bonanza.

I installed the new style switches when I renovated my panel. They were cheap… about $40 a piece. We installed circuit breakers on the lower panel for each switch. The switches are lighted so they demand some attention when illuminated. Easier to spot a pitot heat switch left on.

No aircraft is approved to fly through SLD. Not even jets with hot wings. My experience flying through ice in the Ovation is that it does what it’s supposed to do if used correctly. I live in the NE and we get icing here September through May. Just about every IFR flight between those months I pick up ice. I have only experienced moderate icing at the worst case but TKS took care of it no problem. If I didn’t have TKS I wouldn’t be able to fly 8 months out of the year. The TKS system is much better than boots.

I just had one removed from my Ovation 2 panel. Let me see if the avionics shop still has it. Will get back to you on Monday.