6 thoughts on “What The Engine Was Trying To Say

  1. we actually had a similar experience but it was with a Cirrus SR 20, 1 cylinder was replaced, and we suspect not properly torqued down. Within 100 hours, we had a lot of metal in the engine, requiring an Iran. Spun main bearings and obvious evidence that the case had shifted. Like Mike Busch says, replacing cylinders is a very big deal and has to be done properly. We were lucky because we discovered it at a routine oil change in the filter cutting.

  2. What were the pilot’s hrs, MEL, TT, C-421, total and last 90 days, recurrent training where and how long ago, his age.

  3. Those series of continental engines are
    Very tender and rarely make TBO
    Not unusual to need at least one top overhaul before TBO. It takes a gentle hand to fly them.
    A thorough preflight of the engines every time

  4. Not an excuse, just an observation. But seeing how he was picking up a “company man” how much pressure to fly was involved? This can be insidious in commercial operations.

  5. I’m a licensed, but inactive A&P. There are records of who worked on the engine, and who inspected the work. If the plane is flown for hire, it HAS to be inspected every 100 hours. When I worked at an FBO/Flying Club, every Friday, I would go to every plane in the club and replenish the oil cans in the plane, and record how many were required for each plane. That data would go into a program that tracked oil usage. I don’t know what happened to the data after that, but seems to me that if an engine’s oil issue jumps up, and plateaus (sp) or continues climbing, that that would be a cause for concern.

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