N6893U Posted October 24, 2013 Report Posted October 24, 2013 Hey All, Trying to get a feel for the larger six-cylinder Continental engines from the folks that fly behind them. Any thoughts on reliability, operating cost and maintenance, comparison to similar sized Lycomings, and general impressions are most appreciated. Thanks, Jerry Quote
RocketAviator Posted October 24, 2013 Report Posted October 24, 2013 I have recently had both now have just the Continental, I can tell you little about the Continental but the Lycoming TSIO 540 was a bit expensive to maintain in the over 800 hrs I flew it I replaced 3 cylinders and 1 waste gate control butterfly! The cylinder & piston set was around 2k for the set! I purchased 1 rebuilt (never again) and 2 new. Found one new in someone's excess inventory for $900. The Lycoming seemed to run smoother at LOP than the Continental but I believe that has more to do with fuel / air balance than the brand of engine. The Lycoming TSIO 540 ran hotter than the Continental TSIO 520.. (hope I got the model # correct on the Continental, both turbo charged, Lycoming was not the wet head like most Bravo's) I think both were ok both operate a little differently in my opinion. My Rocket has the 520. Good luck, Fly safe 1 Quote
Joe Zuffoletto Posted October 24, 2013 Report Posted October 24, 2013 I'm no engine guru but I love the TSIO-550G on my Acclaim. It starts up quick and easy, idles smoothly, runs very smoothly LOP, and gives me pretty consistent CHT's across the board at all power settings. I've had the plane for just over 2 years and haven't incurred any unusual maintenance expenses, but then again the plane and engine are almost brand new. Quote
carusoam Posted October 24, 2013 Report Posted October 24, 2013 It is the best engine in private aviation!!!* *At least it is for me and my Ovation. Maintenance and complexity similar to my C's O-360... Add $50% for the extra pair of cylinders. If you run it hard, there will be more cylinder work. If you run it easy, LOP, the cylinders go the distance (for some, they did for me). The TNIO550(g) is the sweetest version, with full power at altitude. Expect additional cylinders will be used when you fly for business. The IO550(n) is the coolest and one of the most powerful at 310hp N/A engine for ordinary people (non-proffesional pilots, non-engineers), this powers the O3. The IO550(a) on the Missle wins a special prize for the best glide ratio, with a full feathering prop. Get a good engine monitor to go with it. Best regards, -a- 2 Quote
Hank Posted October 24, 2013 Report Posted October 24, 2013 Wow!! I never realized as an engineer that I qualified for a different engine than "ordinary people." Wonder if I can graft an IO550(n) onto the nose of my C? All it would take would be a DER, new mounts, some fancy sheet metal and a new bank account to pay for the fuel. Quote
carusoam Posted October 24, 2013 Report Posted October 24, 2013 Yes you do Hank. Yes you do.... The Missle conversion on a C with 100gal tanks? That's my idea of a retirement plane... The TN would be nice as well. Now, you make me sound like SkyNew. Start working on you DER relationship...The front end is a piece or two of fiberglass. Somebody is going to need to run the torque balance equations before committing to this idea. I'm still a big fan of factory built machinery. Best regards, -a- Quote
Hank Posted October 24, 2013 Report Posted October 24, 2013 I'll start working on a DER. Are you providing the new bank account? Quote
carusoam Posted October 24, 2013 Report Posted October 24, 2013 Somebody here once discussed financing his plane using futures contracts of the QQQs... Have you seen that thread? I can't find it. I'd like to see how that theory has worked over time. He has probably moved up. If he stayed on that course... As you know, I am neither a professional pilot nor am I a professional finance guy... Best regards, -a- Quote
Danb Posted October 24, 2013 Report Posted October 24, 2013 I have a Bravo Gx since 2006 about 600 hours with no mechanical issues except a small leak I the turbo at 400 hours....always serviced by Msc's. Therefore the big lycoming 6 was just as reliable as my 2 m20 J models I had a 1977. 1988. Seems like the controversy is how the pilot flys and maintains the plane...heat kills both shock fooling, high cht and starting in the cold... Quote
ghovey Posted October 25, 2013 Report Posted October 25, 2013 my IO550 has 1478 hours and just went in the shop for 6 cylinders. Those are the first cylinders replaced in this engine. I change the oil every 35 hours, the engine has always run hotter than is recommended with CHT in the 400-425 range on climb out and high CHT around 400 in cruise below 8500'. Above 8500 I fly LOP using 11.5 GPH at 12,500 at 170 TAS with CHT below 360. I run GAMI injectors and fine wire plugs. Typically I always fly for 1 hour minimum and many 3+ hour trips. About 200 hours per year. No problems with this engine. I have had issues with the air conditioner, avionics, lights, oxygen, electric trim, exhaust. A mechanic did crack an injector leading to a mid flight failure of one cylinder-but the plane flies fine on five cylinders, just a little noisy, rough and obviously disconcerting. My previous plane had an io360 lycoming. Great little engine. But when you are caught in a 1500 foot per minute downdraft or want your normally aspirated plane to take you to 17,500 over the Rockies the IO 550 cannot be beat (at 17500 fuel burn is around 10 gph). Quote
DAVIDWH Posted October 25, 2013 Report Posted October 25, 2013 IO550G, starts on first or second blade, brings me home at night, 2440 hours. Enough said. Quote
benpilot Posted October 25, 2013 Report Posted October 25, 2013 Agree the big bore 550R is one amazing engine. I see a few Mooney and Bonanzas with it. Would be useful for getting over those mountains out west safely. Quote
N6893U Posted October 27, 2013 Author Report Posted October 27, 2013 Thanks for sharing guys, Fly Safe. Quote
Jamie Posted October 27, 2013 Report Posted October 27, 2013 Somebody here once discussed financing his plane using futures contracts of the QQQs... jesse livermore said to never, ever try to make the market give you something. This sounds like a really bad idea... Quote
carusoam Posted October 27, 2013 Report Posted October 27, 2013 Jamie, That was earned. It was not a gift. The risk is real... Futures require a fair amount of knowledge compared to 401k(s). Like Mooneys, they're not for everyone... No financial advice is intended in this statement, but I am wondering if anyone remembers that thread??? Best regards, -a- Edit: Jesse Livermore had some serious issues as well.... http://en.wikipedia.org/wiki/Jesse_Lauriston_Livermore Quote
Jamie Posted October 27, 2013 Report Posted October 27, 2013 I made 600% on LEH puts right before they imploded. And then spent a year trying to repeat that. A man's got to know his limitations, and mine is: "don't f with futures, not even the emini's". Options are as far as I'll go. Still, I totally get livermore's point... invest to invest, not for a specific goal, because having the goal influences your decisions. Bleah. what do I know, anyway... I'm nearly 100% cash because I'm too stupid to BTFD like the Fed wants me to. Stupid me, looking at "fundamentals" and "value". Quote
carusoam Posted October 27, 2013 Report Posted October 27, 2013 We've reached a top in the market.... Ordinary people talking about the market at the equivalent of a dinner party. Best regards, -a- Quote
Jamie Posted October 28, 2013 Report Posted October 28, 2013 you sure enough about that to short something? Quote
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