Bald Eagle Aviation

[51fixer]

Hi Rich,

What kind of life do you get out of the automotive plugs in the Merlin? I'm thinking of going that route in our next engine to save cost...don't need to tell you how much Lodge plugs are running these days!

I like the Roush method of timing the cams. Do you have a cut sheet that details it or should I call them?

How often do you change oil in BE?

Thanks,
John

Talk to Big Jim at Roush.
PM me if you need the number.
Rich

[Lynn Allen]

When do you all change the oil in BE? Do the screens tell the tell or do you change it everything 10-15hrs or so? Do you all have a set way after every Horsemen show??

Thanks

[Jim Beasley]

Every 25 hours which is also when we torque the heads, check the camshafts, plugs, etc. Screens checked then and we still have the standard screen setup. Might switch to the Roush screens in the near future. Nothing specific after a show; just look for anything funny coming out of it. I don't use a lot of power in leading that act (maybe I'll push to 42" at 2700 going downhill between maneuvers if I need a bit of speed, but will pull back to 38/40" before I start a vertical maneuver) so it's not hard on the engine at all. jb

[51fixer]

When do you all change the oil in BE? Do the screens tell the tell or do you change it everything 10-15hrs or so? Do you all have a set way after every Horsemen show??

Thanks

With the Roush engine it's a little different now from what I did in the past.
I still do basically a 25 hr insp and a 50 hr insp and it pertains to both the engine and airframe.
With the Roush engine we have their spark plugs which will be 25 hr insp and replace at 50.
The cylinder assy is held in place by 14 studs and large nuts. The stock Packard nuts are made from a brass alloy IIRC. These are prone to cracks and I would check torque on them each 25 hr insp in the past. Roush has made these from steel now under a PMA.
Also the cam racks get inspected at 25 and 50 hrs.
In addition we have the 620 type heads and banks and the maint instructions for transport engines has the 1st re-torque of the heads at 150 hrs. I'll keep an eye on things there and see if I'm comfortable waiting to 150 hr.
I do oil changes and screen insp every 25 hrs.
Rich

[Lynn Allen]

Every 25 hours which is also when we torque the heads, check the camshafts, plugs, etc. Screens checked then and we still have the standard screen setup. Might switch to the Roush screens in the near future. Nothing specific after a show; just look for anything funny coming out of it. I don't use a lot of power in leading that act (maybe I'll push to 42" at 2700 going downhill between maneuvers if I need a bit of speed, but will pull back to 38/40" before I start a vertical maneuver) so it's not hard on the engine at all. jb

Thank you for the feedback. Looking forward to seeing you all in October at the Navy Ft. Worth show.....

Fly safe

[Lynn Allen]

When do you all change the oil in BE? Do the screens tell the tell or do you change it everything 10-15hrs or so? Do you all have a set way after every Horsemen show??

Thanks

With the Roush engine it's a little different now from what I did in the past.
I still do basically a 25 hr insp and a 50 hr insp and it pertains to both the engine and airframe.
With the Roush engine we have their spark plugs which will be 25 hr insp and replace at 50.
The cylinder assy is held in place by 14 studs and large nuts. The stock Packard nuts are made from a brass alloy IIRC. These are prone to cracks and I would check torque on them each 25 hr insp in the past. Roush has made these from steel now under a PMA.
Also the cam racks get inspected at 25 and 50 hrs.
In addition we have the 620 type heads and banks and the maint instructions for transport engines has the 1st re-torque of the heads at 150 hrs. I'll keep an eye on things there and see if I'm comfortable waiting to 150 hr.
I do oil changes and screen insp every 25 hrs.
Rich

Thank you for the info. Its a little differrent for my C-140A, after 25hrs, change the oil and go to lunch...

[Obergrafeter]

At least in Fort Worth you won't have to worry about a certain FAA monitor rom the San Antonio FSDO!

[mivey]

This could be the best thread in the history of threads!!

Thank you Rich and Jim for making us feel like we are a little part of your world!! I have learned more about what goes into making a warbird stay flying but also the dedication to do so. I really enjoy reading the updates and looking at the pictures. Thanks again for entertaining and educating us!!

[Lynn Allen]

At least in Fort Worth you won't have to worry about a certain FAA monitor from the San Antonio FSDO!

Keep him busy in October plz...

[Lynn Allen]

This could be the best thread in the history of threads!!

Thank you Rich and Jim for making us feel like we are a little part of your world!! I have learned more about what goes into making a warbird stay flying but also the dedication to do so. I really enjoy reading the updates and looking at the pictures. Thanks again for entertaining and educating us!!

Has to be the best ever as its gives you the inside.....

[51fixer]

Spit is now ready for Jim to fly.
Ended up getting into the magneto to adjust points and replace part of the distributor.
Mag is Rotax and has some parts similar or the same as the Rotax Merlin mags such as the point assys.
Big difference is the Griffon uses a Duplex arrangement. That is 2 mags in one housing. Same cam but running 2 sets of points with 2 sets of condensers and coils.
For maint this mag breaks down into segments.

Top lid off. Bottom of the lid has a large insulator with 2 rings molded into it with a pickup that connects to each ring.

Next section has the wiring for the leads and transfer paths to connect upper lid rings to the coils which are located in the base of the mag body.

Looking at the top portion. The rows of holes have set screws to attach internal wiring to contacts for the rotating finger. There is an upper row and lower row. The wiring connects to the 4 cannon plugs that connect to the 4 spark plug harnesses.

Bottom view of the same.

Close up of the distributor block with the pegs for each spark plug.

Close up of 1 of 4 of the connectors for the spark plug harnesses. This is the B bank Intake spark plugs or B1.
Each harness connects to 6 spark plugs with 24 spark plugs per engine, 2 per cylinder.

The connector for the mag switch wiring. By grounding each contact you shut off the corresponding mag. The connector is label A and B. Of course the cockpit switch is labeled 1 and 2. Wiring works out that 1 goes to B and 2 goes to A. B is the exhaust plugs or lower outboard set. A is the intake or upper, inner set.

Connector on the spark plug harness.

Magneto base attached to the engine. Distributor finger with both leads is seen.

B set of points located on the rear of the cam.

A set of points located fwd of the cam. Point gap is .009" the same as the Merlin Rotax points.

Ready to go.
Rich

[Lynn Allen]

That is along way and deeper than from the Delco D-112P and D-204, points and condenser in my Camaro......

[51fixer]

That is along way and deeper than from the Delco D-112P and D-204, points and condenser in my Camaro......

Wish we could go to NAPA or Pep Boys for parts.
At least on BE we have GM made magnetos built by Northeast.
Rich

[Lynn Allen]

You think at some point Roush will make those parts as well to go with the sparks plugs and wires they already have?

[Lightjug]

That is along way and deeper than from the Delco D-112P and D-204, points and condenser in my Camaro......

Good one Lynn. I was thinking something similar to my old 3/4 ton GMC

Rich, thank you for your posts once again. The pictures, the time it takes to post... it's most appreciated. I enjoy the unique inside look at what you do to keep these birds in the air