[DAVID MCKENNA]

DAVID MCKENNA on January 24, 2020 at 6:05 am #19695

Hi Stephen,
This summer I pulled my engines at 1750 hours and sent them both out for overhaul. Compressions were getting low on many cylinders, and there were oil leaks that annoyed me.
The engines are back and running smooth, most post-installation adjustments have been made and I have about 30 hours on them with fresh oil and filter change. During the O/H I had Gami injectors installed, so hopefully I can learn from you how to fly ‘lean of peak’.
In the past, I always flew at 65%, 31″/2400 rpm, setting mixture at the top of the TIT range around 1590F, which typically yields around 12gph/side. I have never made the ‘big pull’ with the mixture controls, because I was scared to exceed the TIT max of 1600F. My TSIO360KBs always run cool CHTs…280F in winter, and 330-360F on a hot day in the summer, so CHTs are never a problem.
Savvy Aviator engine guru Mike Busch and the Gami folks maintain you cannot hurt a piston engine with the mixture control at 65% power or less, so your power settings should be OK.
I will be flying with a co-pilot soon, so will give the ‘lean of peak’ setting a try. It is not something that I would normally use since I do not want to give up 5-10 knots.
All the best,
David
Seneca C-FJMM

[Stephen Murphy]

Stephen Murphy on January 23, 2020 at 11:24 am #19694

Hello. Since may post last year I’ve installed GAMI’s on my plane and it runs great LOP. I’ve been running it for about 8months now with the GAMI. I’m running about 20GPH at 35MFP at 2300RPM. I was wondering what your thoughts were with those settings. And yes, its a TSIO 360 EB. It seems if I drop the MP down and keep the FF at 20 for 65% power according to the charts the temps get too hot. It’s my understanding that as long as the CHT are down you’re not hurting your engine so I have not been concerned about the 35MFP. FF determines power LOP vs FF. Your thoughts? Also, what are you’re cruising settings you like to use?

[DAVID MCKENNA]

DAVID MCKENNA on May 5, 2018 at 11:23 am #18648

Hi Stephen,
Steve Ells asked me to get in touch. I have owned a Seneca III for 29 years and 3400 hours. Call me at 902-628–7324 and we can talk about your engines, etc.
All the best,
David
Seneca C-FJMMvhh

[STEVE]

STEVE on April 19, 2018 at 11:06 am #18630

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.

[STEVE]

STEVE on April 18, 2018 at 8:26 am #18629

Hi Jamie;
Thanks for taking the time to weigh in; and thanks for spotting my Mouse Milk/wastegate error.

[Stephen Murphy]

Stephen Murphy on April 17, 2018 at 2:41 pm #18628

219.308.8516
Cell

Baker

[Stephen Murphy]

Stephen Murphy on April 17, 2018 at 2:39 pm #18627

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.

[Jamie Szendrey]

Jamie Szendrey on April 17, 2018 at 1:47 pm #18625

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

[Jamie Szendrey]

Jamie Szendrey on April 17, 2018 at 1:20 pm #18624

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

[John Barco]

John Barco on April 11, 2018 at 4:50 pm #18621

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.