Greg Ellis

When I took the cylinder back, the shop did a quick measurement and as I said earlier, the bore was at its maximum limit. They called me later after actually doing close inspection and the bore was also out of round.

What was missed is the fact that the number one cylinder was pooled with oil and both upper and lower spark plugs were wet. I showed photos earlier.

That’s what I would have suspected but he didn’t say. I should have asked but I was just kind of happy to possibly find a solutIon. I’ll ask. Though my EDM 900 never showed any issues of overheating or any other problems.

An update on my cylinder. I dropped it off at the overhaul shop this morning. It is nice that they are only an hour away by car and I saved the shipping. Anywho, while I was there the mechanic measured the cylinder bore and it was at its limits. Also the rings were bad. Visually they were okay. But he took one and twisted it expecting it to break and it never did. Just kept twisting on itself. I was told that they eventually should snap but mine never did. So, they are going to have a cylinder ready for me next week. Hopefully I can put this to rest and get back in the air just in time for my annual in January.

I don't know if this helps you at all, but this is my panel in my 63 C model with a 530W, GNC355 and GFC500 all in the same column and has a small amount of wiggle room at the top. It may give you an idea of the dimensions you need to do what you want.

@Echo See above ^^^^^^^^

I cannot make out any cross hatching. I would have to check the logs to get you info on time in service, etc…. I can check tomorrow.

So, I was able to get with my mechanic. We tried the ring flush and it seemed to pass by the piston and into the sump normally. So we elected to pull the cylinder. All rings including the oil control ring were fine. Nothing broken. The piston had an interesting mark which you can see in the photo. The whole top of the piston was black with carbon except for this one spot that you see in the photo. I have also attached a photo of the cylinder bore. I have more if needed. So we are sending the cylinder off for overhaul and we will see.

The cylinder just had the exhaust valve replaced. I wonder if something went wrong there.

Compression on that cylinder is 68/80 cold so I suspect it would be much better when hot. All other things are in the normal range including CHT's, EGT's etc...

Thanks. I misunderstood. Thanks for the clarification.

Thanks to everyone who have responded. I appreciate all of the advice.

Thanks. I believe this is what I will try this weekend then go from there.

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.