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I'm more or less asking for opinions on it, not the rules or requirements.

I met the complex requirements. Have around 25 hours in an Arrow logged.

I currently have logged approximately 180 hours. I have nearly completed all of my part 141 instrument school and requirements, but it's been awhile since I've gone through the training. I plan on installing a new IFR GPS in the plane, then finishing my IFR in my own aircraft. While I'm...

I believe I have the oil thing figured out now. Besides that I was following the lycoming protocols for a new cylinder break in. It says to open the throttle up to full for approximately 30 minutes while in cruise. I’m guessing my tach must be off, but in a flight today when I did it, the tach...

Sorry. Didn’t seem that confusing to me and/or the others posters on here. Oil consumption improved after replacing the cracked cylinder.

Thanks for this explanation which makes the most sense to me as oil is not there During shutdown but a streak of oil appears a day or so later. Given this explanation, I can only assume, and hope, this is all normal? The mechanics aren’t concerned at all.

Been doing the break in as per lycoming recommnedations. 75% power, doing shorter cross countries. Nose seal was checked after power washing the engine. No leaks.

The engine was cleaned and ran with no leaks being found. Since the cylinder replacement, no Oil is observed inside the cowling at all, where a leak would be suspected. Just a drop or so streaking down the wheel pant under the breather tube. Curious why that would happen after shutdown...

As far as the oil consumption, I was told by the mechanic and in the Lycoming paperwork, high oil consumption is to be expected during the break in period, which is up to 20 hours or whenever the consumption stabilizes. Since the cylinder replacement I’ve only put approximately 5 hours on the...

Ironically mine appears to be the same. When I shut it down there’s nothing there I come back the next day and there’s a drip coming from the engine compartment in

In my never ending quest to figure this out, I have a 1969 Cherokee which was using a lot of oil. Long story short, had a crack in cylinder number 3 and it was replaced. I’ve been putting hours on it and the oil consumption during breakin has Improved so far to 4-5 hours per quart, after 5...

Thanks for your insight on this. I’ll do some more cross countries with the throttle at cruise for a bit then. That way I’ll be able to judge my oil usage a little better also.

I recently had a new, number 3 cylinder installed, as a crack was found in my old cylinder while investigating excessive oil usage. I’ve read the lycoming and it basically says to fly it at 75% for two hours at cruise, with no power offs or long power off decents. With that said I have a two...

I’ll get more info tomorrow when I stop and look at it again. He said I need a cylinder replacement for that cylinder.

Well this gets a bit more interesting now. I have not had a chance to fly the aircraft since this encounter. Today the AP calls e and said my number 3 cylinder is out of spec, making the aircraft unairworthy. Curious how he came to that conclusion? No obvious damage, cracks. Compression...

Thanks for the info. So I’m curious why are the compressions still good but increasing oil consumption? Does the cylinder still need to be changed with good compressions?

The AP did mention the rings may be lined up now and can possibly correct themselves. I have the formula for the oil consumption but did he happen to say at what point is too much?

Hmmm…I take that as a bad sign?

This is a bit of a change from my last post so I figured I’d start a new thread. My Cherokee O320 is using more oil than usual. I have the numbers and I’m going to plot them out to see the usage increase. With that, the AP pulled all the plugs and my number 3 cylinder has oil on the bottom...

As far as the alternator, the wire is an old braided, fiber wire which had some chafing. All good now.