Greg Ellis

The airplane is not in annual. It is just their advice to not fly it.

I do have some of that in my hangar. By the way, a conundrum, if I try the ring flush and it sounds like the flush is going into the sump then the instructions say the ring is clear but how do I still know that it is not a broken oil control ring letting the solvent go by? I was told not to fly it so I can't tell if the oil burn issue is resolved either.

Oil analysis is done every oil change and I have attached the most recent report done right before the offending flight. I usually fly over 100 hours a year however the plane has been down multiple times for avionics, autopilot, etc... But it normally flies about 100-150 hours per year. It is definitely not a hangar queen. The current engine is about 1400 hours since overhaul but it has had cylinder work done on it over the last 4-5 years. This particular cylinder was off at the annual (January) for an IRAN and exhaust valve replacement. There was nothing mentioned about any other issues. The increase in oil consumption started last year and was using about 1 quart every 4 hours or so compared to 1 quart every 12-14 hours previously. This was within Lycoming specs so I was not concerned and just monitored it. However, it made rapid leap on one 3 hour cross country. I was about 5 minutes from landing and the oil pressure went from 64 or so which it usually runs down into the upper 50's. The EDM 900 alarmed me. I made the landing at my destination and had to add 4 quarts of oil to bring it up to 7 on the stick. I flew home and actually the oil burn was better. I made it back with 5 quarts and I have not flown it since from the advice of the A&P's. N6541U-230608.pdf

I have a C model with an O-360-A1D. I am going through a lot of oil (4 quarts on a 3 hour flight for instance and landed with only 3 quarts on board). Borescope showed a lot of oil in the #1 cylinder with both top and bottom spark plugs being wet. The attached photo is just one of many showing the oil in the cylinder. I have spoken to 3 A&P/IA's. They suspect a broken oil control ring. They all say the cylinder needs to come off. I know that can be an invasive procedure and if it must be done then it must be done. However, is there any way to see if it truly is a broken oil control ring or something else like a stuck ring or crud buildup causing the issue. I am reaching on this not knowing exactly what to be looking for. All mechanics say don't fly it but my regular mechanic at my airport is so backed up it has already been since August waiting for him to work on it. Would the controversial Savvy Ring flush do anything for me? Is it worth a try? Thanks for any advice.

@Glen Davis If you choose to buy a battery minder, make sure you get the one specific for your type of battery. They make specific ones for Concorde as @Marc_B showed in his post and one's for Gill and others.

A little late to the game here (and I see it has been resolved), but I was curious about the EDM 730 and 830 being primary. This is direct from JPI. Hello Greg, No, the EDM 730 and 830 are advisory instruments only. Primary ship’s gauges are required to remain in place and be operational. Regards, Branch Talley JP Instruments, Inc.

Sorry to hear about you needing new cylinders. Just a point, in my C model I will see 0 ppm at all times (taxiing, take-off, climb, cruise). The one time I saw 10 ppm was right after work was done on the exhaust during an annual and it turns out there was a leak in the exhaust.

And, the runway is 9-27 so you get to practice your crosswind landings and takeoffs almost all the time....

@hubcap Sorry I missed this entire post. I am based at KFWS and could have given you my unbiased opinion about this great airport. Glad you had a good experience.

Now that is funny...but true.

My 63 C model has something that is dirt simple. It is a push pull knob but without any sort of center button to push. You just pull it when you want the flaps to come up and it retracts on its own when you let it go. Simple. Maybe something like that would be easier for you to change to. You can see it in the attached image.

When I did my servo exchange earlier this year (my servos fell under the exchange parameters) the shop also updated the software at the same time. Charged me for neither.

Thank you for the information. I appreciate that.

I have a 1963 C model with an O-360-A1D. I have a cylinder that needs to be overhauled, however, I was thinking of buying a new cylinder, installing it, and sending the old one off for overhaul to have on the shelf if needed later. This would avoid the long wait times that seem to be occurring with overhauls, etc... I was looking through my logs on the engine and they have listed that I have cylinder part numbers TIST10.1CA. These are Continental cylinders if I am not mistaken. Is this common? For Continental cylinders to be installed on a Lycoming engine? Question #2, what is the opinion of the group on Millenium cylinders? The Lycoming cylinder that I need is on a long backorder but the Millenium cylinder is currently in stock at Aircraft Spruce. Any opinions on this brand of cylinder? Thanks.

So, you actually enjoy hard to start hot starts and flooded starts? Before anyone takes offense to this, I am just kidding of course.

I think that @Bolter is correct about this being an old story. Being as the only M20 T Predator that was ever built by Mooney is currently owned by Don Maxwell down in Longview, Texas. It was flown in the Mooney Caravan to Oshkosh this year and is currently airworthy.

I have a 63 C model. If you zoom in this photo you can see what was original on my old panel and duplicated on the new one here. The lettering may not be the exact same size or font but the wording is what was on my original panel. And, on my original panel, the word retract was on the left side of the flap retract knob like you see here split form the rest of the wording above the flap handle.

I believe we have spotted @carusoam on a few threads!!!! Welcome back!!! Better than any UFO sighting...

Maybe if you took him donuts or pizza....

This may be an obvious question but do you have either a GTX 345 transponder or a GDL-88 receiver to receive ADS-B in? Or do you have an XM datalink receiver such as a GDL-69 or GDL 69-A? If you want to receive traffic and weather you need the source from a GTX 345 transponder or a GDL-88. These will give you TIS-B and FIS-B products. The GDL-69 will provide you with XM products. Flightstream and your navigator communicate with these sources. According to Garmin website: ADS-B TRAFFIC AND WEATHER Connect your Flight Stream 510 gateway and GTN or GTN Xi series navigator to a GTX™ 345 transponder or GDL® 88 datalink, and display ADS-B traffic and subscription-free weather on devices running the Garmin Pilot, ForeFlight Mobile or FltPlan Go apps. As part of Garmin Terminal Safety Solutions™, TargetTrend™ and TerminalTraffic™ features offer added situational awareness of air or ground traffic conflicts. SIRIUSXM REMOTE CONTROL With a GDL 69 and GDL 69A SXM datalink receiver (subscription required), the Flight Stream 510 gateway supports the display of SiriusXM Aviation Weather for the U.S. and Canada on the Garmin Pilot app. Plus, you and your passengers can enjoy remote control of SiriusXM satellite music selections, volume controls and audio channels from anywhere in the cabin.

I have been doing this all wrong all these years. Instead of my office staff calling my patients back immediately or answering their phone calls and their emails, I should be ignoring them. Then they will bring me pizza and doughnuts....hmmmmmm.....

There are currently 8 F models for sale on www.controller.com

I have used air-pros.com since I have owned my Mooney (17 years I think). They have always come in less than any other insurance broker.

Looks absolutely fantastic!!!

I am having almost the exact same problem except mine is on the #1 cylinder so I am interested in following this. Mine is also moving through oil like crazy. It sits in my hangar until my mechanic can get to it. The cylinder was recently (about 40 hours or so) IRAN'd for a new exhaust valve which was replaced and looks good on the borescope. Nothing else was mentioned wrong with the cylinder and everything else looked good according to the overhaul shop and my mechanic. Both plugs very wet with oil. A couple of borescope photos of the cylinder with oil for your viewing pleasure.... I am no mechanic but looking at the photos of the walls of the cylinder I am not sure if they look good or not. It is a nitride hardened steel cylinder.