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1. 08:29 AM - Re: Merlyn 320 Conversion (nico css)
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| Subject: | Re: Merlyn 320 Conversion |
--> Commander-List message posted by: "nico css" <nico@cybersuperstore.com>
Great review, Larry. That sounds like about the right config for the B. It
appears to rival the speed of the Aerostar a bit with the comfort of the
Commander.
Nico
----- Original Message -----
From: "Larry Wokral" <l.wokral@ix.netcom.com>
Subject: Commander-List: Merlyn 320 Conversion
> --> Commander-List message posted by: "Larry Wokral"
<l.wokral@ix.netcom.com>
>
> >Can you tell us more about the Merlyn 320 conversion? In the Mirage
> installation, those engines were blamed for excessive vibration, oil
> consumption and temperatures. How does it behave in the 500B?
>
> Jimmy>
>
> Scott Dickey, who also has one, described it here several months ago and
> probably did a better job than I can. Here are the basics.
>
> Hugh Evans calls it a "Merlyn 320 Shrike Conversion." The 500B, S, & U are
> currently eligible for this new STC (#SA01212SE). Mine was the prototype,
> although Scott's was completed first. The original engines are removed and
> replaced with Lycoming TIO540AE2A(MC) engines. These are wide deck engines
> with a 2,000 hr TBO that were originally rated at 350 HP. He buys them
from
> the company in Spokane that removes them from the Malibu's that change to
> the turboprop STC. Mine had around 200 hours each since new. He then puts
> new Millennium up exhaust cylinders on them and adds his single
turbocharger
> and exhaust setup. The Hartzell HC-C3YR-2UF/FC8468( )-6R props are
required,
> so they have to be purchased if the plane hasn't already been upgraded
with
> them previously. I elected to order them with the electric hot prop kit.
>
> The turbo waste gates are throttle linkage controlled and, since the turbo
> is mounted high, it requires no scavenge pump. The 70 amp alternators from
> the Piper installation are reused as are several other items including
> remote mounted oil filters, better air oil separators, the pressurized
> magnetos, and the electric hot prop assemblies if requested. He installs
all
> new fire sleeved oil hoses and new engine lord mounts.
>
> The engines are derated to 320 HP at 38"/2500RPM. The maximum prop RPM is
> 2500. 42" MP (maximum intermittent) is allowed up to 18,000'. This gives
an
> unofficial 15 more HP (approximate) for a high performance takeoff (in
fact
> the pop off valve is set to allow this extra boost). Since the engines
were
> originally rated at 350 HP, I don't expect any problem from doing the
> 42"/2500RPM takeoff, and I often do. The new single engine service ceiling
> (at 7,200 lbs.) is 16,000'. Scott says he gets 200 KTAS in the upper teens
> at 75% with about 36 gph. I haven't been up there yet, but I've been
getting
> over 170 KTAS down low on local flights at 26"/2200 RPM (about 60%) with a
> burn of under 30 gph and TIT leaned to 1640 (about 65 ROP). The CHTs have
> always been well under limits (although its been cold here), I've seen no
> vibrations, and the engines seem to keep 9 quarts (when I put in more, it
> blows it out).
>
> The conversion includes a gross weight increase to 7,200 lbs. (up from the
> stock 6,750 lbs.). The extra weight of the new components is about 100
lbs.,
> so you actually get a net increase of about 350 lbs. You can also opt for
> his 70 gallon fuel increase kit which takes the allowed gross weight to
> 7,400 lbs. (any weight over 7,200 lbs. must be in fuel). I have not yet
> added this, but I'm considering it. His certification has some other
options
> too. I elected to take out the original fuel flow gauge and replace it
with
> a Shadin Digidata fuel flow/ADC as the new primary. I believe that Scott
> went with a Shadin Micro Flow. Neither of these are approved by Shadin as
> primary fuel flow replacements (simply due to the lack of demand), but
Hugh
> got them approved as options under his certification.
>
> The new performance is really awesome compared to stock. My C177 Cardinal
RG
> was turbonormalized, and I had gotten used to flying high and from high DA
> fields without much thought. I missed that ability with the Commander. I
> first tried to get someone to do a simple turbonormalized system on the
> stock engines, but didn't get any interest - even from Merlyn initially.
> (Now, Merlyn does a turbonormalized system based on the work he did for
the
> 320 conversion. He has installed 2 or 3 of those). After several
discussions
> with Hugh, he decided that a reduced version of his already STCd Merlyn
350
> just might be a good idea. It all evolved from there.
>
> Larry Wokral
>
>
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