[Jamie Szendrey]

Jamie Szendrey on April 6, 2025 at 6:55 am #23067

Kristin,

I would love to get a copy of the package you used, along with the FSDO. I have a Seneca II I am presently doing an annual on and it would be great to have an AMOC.

[Jamie Szendrey]

Jamie Szendrey on December 2, 2023 at 4:43 pm #22321

If you look close you can see what looks like filler over where the screw holes probably are. There’s no way that should be glued on. If it came loose in flight it could cause control problems. I also doubt very much that it’s riveted, that would be a first for me. But, I’ve seen stranger things.

[Jamie Szendrey]

Jamie Szendrey on December 2, 2023 at 3:31 pm #22320

Sounds like they left out the decimal point between the 1 & the 6. Even if they needed to pull the prop to change the belt, it should be nowhere near 16 hours.

[Jamie Szendrey]

Jamie Szendrey on September 11, 2021 at 5:05 pm #20940

I have them on my Seneca II. I highly recommend them. They work well. In addition to increasing critical Altitude, they also help remove any throttle split at higher alt due to fixed wastegate settings. My engines are about 800 hrs over TBO. I like to run them at min RPM for the conditions. I can get 75% power at FL220 and 2300RPM. Best you’ll do with fixed waste gates @2300RPM is about 12K. I also run mine lean of peak. I burn about 19 GPH total. I lose a little power, but the pay off is worth it. I lose about 7 KIAS vs running rich of peak and I’m burning about 5 GPH less. With a 123 Gal tank I can fly 200NM farther, and only lose about 5 min on a 4:15 hour leg. I’ve only had one maintenance issue with one. The mount cracked. I pulled it and sent it back to them and they replaced the mount.

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[Jamie Szendrey]

Jamie Szendrey on March 7, 2019 at 2:54 pm #19057

>No need in a PA-30.

I hope they never turn on the heat then.

[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