AeroEng

I received the same 110 day threat when I ordered mine. Then it shipped in a few weeks… ignore the warning and just order one - that’s my advice. Good luck.

A long overdue update on this thread just to close the loop. The problem was with the connections that run from the engine to the g1000 system. My A&P disconnected the plugs and cleaned them (with appropriate safe spray) and all of the oddness went away. Purely an electrical issue. Didn’t solve my oil burn issues, but I’m due for an annual in a month or so and will do a deep dive then. I think maybe the reason it started when I went higher is the air flows around the engine change with different pressure and maybe some wind was blowing the connector around differently at higher altitudes, causing it to spaz out? Only a guess obviously. Thanks again for all the great advice. Truly appreciated.

Thanks for all the thoughtful feedback. I am in contact with Hector down in Texas. Seems like he really knows what he's doing.

The leather seats in my ‘07 acclaim are looking a bit tired. I’d love to get them recovered (and maybe also have some other items in the interior like the dash, elastic pockets, etc. spruced up), but I don’t want to have the plane grounded for months while the work is done. Any recommendations on how to accomplish a refresh without significant downtime? I’m located in Missouri if that makes a difference re: proximity to good shops. Thanks as always, R

With this great conversation, I thought I’d throw my cruise configuration into the data pool. ‘07 Acclaim. TAS at 205 at 17.5k, 30”, 2400 and 15.7 gph.

Thanks for the advice. Maybe 600 hours later it’s time for another top end…

I always cruise LOP, which makes the dark oil all the more frustrating…. Thanks for the thought though. Much appreciated.

My oil gets dark pretty darn quick. This is my first airplane, so I don't have much to compare to, but as an engineer I'm surprised by how quickly it goes dark...

I couldn't agree more. Paul, Bob and everyone else has been extremely helpful (and patient with me, as I learn all of this).

Got it. Thanks. I’m assuming broken ring would show up in the oil filter. I’ve had clean filters… Thanks again for all the help from this group. It is really special that us newbies can come here and get great advice.

If bad rings are the culprit, how quickly do I need to take action to get it fixed? Is this a “don’t fly the plane home” situation or a “fly the plane home, but get it looked at ASAP once you get there” situation? thanks…

Got it. I’m going to do this as soon as I’m home from this trip. I’ll also check all the wiring as Skip recommended. Thanks as always for the great advice.

I still had at least 5.5 quarts when I landed. It wasn’t in oil starvation mode.

Oil consumption seems to be about 1 quart every two hours. Up from 1 quart every four hours. I know the continental engines can slowly refill over a few days after running. I started at 7.5 quarts, then flew for four hours. The day after the flight, I checked and the oil was down to 5.5 quarts. I plan to check again tomorrow to see if it crept back up at all. But the burn rate is definitely higher. I also had some good soot on the belly of the plane behind the exhaust and all the way down the underside. But only on the left side (where the oil breather tube is located).

Sorry, should have provided those details. This is on a 2007 Acclaim with a Continental TSIO 550-G. Monitoring is done through the G1000.