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I have a O-360-A3A engine with only 600 TT on it and I am looking for a Cherokee 180 airframe to put it in. I am partial to the D model but it came with the A4A which is exactly the same engine without the hollow crank. After installation I would like to pursue mounting a constant speed prop on it. First up though is whether the A3A is legal to mount on the D. I would head back to the C if it is not allowed..
Thanks,
Steve
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Update after talking to Suzanne at Merlyn. There are no lubrication points on the Black Magic system. So send the Mouse Milk back. Suzanne also told me that there are no time or calendar mandate actions required to maintain the system.
Merlyn does recommend that the system be sent back to it for inspection and repair as necessary when an engine is changed.
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Hi Jamie;
Thanks for taking the time to weigh in; and thanks for spotting my Mouse Milk/wastegate error.
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Thanks Jamie. I’d love to talk with about how you run your engine. Sounds like you found the sweet spot for it. I’ll send you my phone number. Thanks for all the info. Good stuff. Great plane.
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I fly a normally-aspirated '77 Lance that has what I consider to be very low CHTs. Normal operation in summer (85F) shows CHTs in the 300F range (280 - 320). In winter, these fall to the low 200's (220-250). I have an Insight GEM-610 6-channel engine monitor, with Insight CHT probes. I run ~50F LOP with GAMIjectors. I am concerned that the CHTs are too cool. Should I be? I certainly get lead deposits in the plugs at those temps, but nothing biannual plug cleaning can't manage.
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Also, as a side note, My engines are well over TBO. The previous owner was changing cylinder almost every annual. Also a top OH. He sold it because it was coming up on TBO and didn't want to spend the money. Since I've been flying this plane (2 1/2 years), I've had to replace 1 cylinder. All my compressions are in the 70s. I borescope the cylinders and send out my oil for spectra analysis each oil change. I also use CamGuard as directed. Since using CamGuard, there has been a significant reduction in the metals in the oil. While changing the cylinder I inspected the interior of the engine. All cam lobes and lifter faces are in great shape. These engines will run forever if well taken care of and flown properly and often. The most important is not letting the plane sit too long between flights. I try and fly mine at least one a week for at least an hour or two. This gives enough time to burn off and moisture in the crankcase. Also keeping you cylinder temps low, but not too low. Somewhere around 320F but no higher than 380F. Your plane looks great. I see you also have the Micro VGs too. I have also installed those on mine. Anni Brogan is the person to speak with at Micro AeroDynamics. The Seneca II is a great plane. I love mine. It's a stable platform, and plenty of room. (I'm 6'4" 300# LOL).
Happy Flying,
Jamie
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I own a Seneca II. I installed the Merlyn waste gates as soon as I bought it. First, there was one reply saying to spray mouse milk on the waste gate butterfly. The Seneca II has a fixed waste gate, there is no butterfly valve. It is just a bypass that allows a certain amount of exhaust gases to bypass the turbo charger. It is manually adjust on the ground. The Merlyn waste gates has an internal bellow and replaces this bypass tube. It senses upper deck pressure and MP to change to amount of bypass gases. It gives a little higher critical alt. The throttles are very sensitive and will take some time getting used to. If you feel you have some sort of problem with the waste gates, Call Merlyn. Suzanne is the owner and will most likely answer and is very knowledgeable. If she can't answer the questions, she will most likely put you in contact with Hugh. I've spoken to him several times and he knows his stuff. I've flow as high at FL210. The only thing I've noticed is I can't get the MP up running 2300RPM when I'm at Altitudes above around 17 or 18k. So I run the engines at 2400RPM and whatever the MP setting is for that ALT, Temp and RPM. I'm also running LOP with GAMI injectors. Usually around 25deg on the lean side. I burn around 20GPH total. Merlyn's phone number is (509) 838-7500. Hope this helps.
Jamie
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Hello everyone, I am new to this community. I just bought a Cherokee 6/300 from 1974 but it has no tow bar with it. Would anyone recommend a... Show more
Many thanks for the picture. Hard to believe that Piper wants $100 for a piece of bent aluminum. If you are able to send the dimensions that would be great.
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Can anyone tell me if it makes any difference which direction the oil flow is through our Harrison oil coolers, as I do not see any "IN" and "OUT" markings nor is there any obvious check valve arrangement.
Clarification appreciated;-)
M. K. Chisholm
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I have flown my Turbo Arrow IV with a Merlyn for more than 20 years. I believe your Seneca also has Cont TSIO 360's. The sensitivity of the throttle is normal. Below the flight levels you won't need full throttle. At 65% 0r 75% I usually use about 2/3 throttle at 30" @ 2300 for 65% and 34" @ 2300 for 75%. I have had the aircraft up to 20K and still had full power. I'm not sure what the limit of boost is for your Seneca, but my boost limit is 41".
I climb at 75% ROP. At times I climb at 100% when needed as I do not have a limitation at 100% power.
I fly longer flights in cruise lean of peak (LOP). As a graduate of GAMI's Advanced Pilot Seminars, I am a firm believer in LOP operation. CHT's are what I use to monitor my engine operation and I typically operate in the low 300's LOP. Operated LOP properly you can expect lower CHT's, lower internal cylinder pressures, and lower fuel burn. This equates to longer engineering life. I typically run about 50 LOP at 65% HP. Rich of peak I operate at 75% or 100% without reservation. GAMI generally advises to either run LOP or very rich for operation with a turbo charged engines. Please don't take my word for it, Take GAMI's seminar and learn how and why to operate your engines LOP.
I have never experienced the "sticking" you describe so I have no comment. Call Merlyn. They are very helpful on the phone.
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This is just a jpeg file. The one with the label is the original. The other one was made for a friend with the same aircraft. It does not have to fit exactly. The original one is loose when installed. It has holes for two screws but I typically only put one in. I will measure it when I get a chance and send the dimensions. It would be easy to just make it using the oil cooler opening as a template.
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