Yes, I’ve heard that too. I believe the goal is to retain the oil, which would be happening anyway in an ideal scenario. The air should be headed overboard. Considering the oil is staying golden for a long time, I think my issue is more of a problem with suction versus crank case pressure.

Tony,

You pushed me to do some more research. The good news is I am in AZ with dry air.

It looks like mounting the air/oil sep is critical when it comes to condensation. I will mount a temp probe on the can to ensure it location is keeping the can at a minimum of 212dF. That shouldn’t be hard with the Toga’s updraft cooling but it is critical.

This will be an interesting experiment. I’ll watch the oil closely, as well as vapor upon landing.

Jesse, may I refer you to the "Gotta watch those DNA test" thread. I'd really like to have more customers like you
For those BT'rs that place a high degree on accuracy; I have never worked on any of Jesse's aircraft.
I think it is awesome when an owner/operator takes such an active role in managing their aircraft, and I have really been enjoying this thread.

Thanks Del. I love restoring them and especially love getting these engines to reach their full potential.

Me too Del!

Thanks much Jesse!

Murray

Turns out the Toga can handle a crosswind. Pic is tracking final. Landed RWY 03. Check out winds on Ipad. Yeeha!

You do carry new panties in your flight bag Jesse?
Love what you are doing and I was drooling over a really nice
Toga at my old home drome. It was pretty. Not a turbo though.

On the flight to ABQ I believe I have identified the issue with the slight miss is due to the engine driven pump. Ordered up an exchange today. $1,600! Lets hope my hunch is right since this pump only has 750 hrs.

Here is a quick and dirty performance vid I shot at 13,000’.

The static leak is fixed so ASI is within a knot or two. Beats the book by a mile with cool temps and low FF. Getting there!


[youtube]http://youtu.be/s7ExlHzqJAc[/youtube]

Me thinks you need a Garmin Virb so we can get some video of your journey. I know a guy who knows a bit about them. PM me if you are interested.

I wish I would have had one installed for my landing yesterday. I was surprised the Toga had that much rudder authority. Small rudder but a long arm. Very effective and vid worthy.

I have an old virb. Time to mount it.

I made it...barely!

The goal was to get the plane mechanically dialed before year-end. Tonight we had the second consecutive flight test with performance as desired.

The plane runs SMOOTH, cool, idles well, fast, etc. There is no oil on the belly.

The new fuel pump solved the idle and the intermittent rough running. If you look at the pic you can see a very small imperfection in the pump housing.

The before and after pic tells the story of rough running. The before was getting about 165kts. The after made 185kts with good temps at 12,500.

I am still going to replace the ignition harness. I want a Slick harness for my Bendix mag so it was a special order. I can tell when the exhaust gets hot, the ignition leads are stressed. I'm going to protect them with firesleeve. That's one downside of the updraft cooling, but maybe the only one.

I'm thrilled! I've had just under 100 flights and many of those were testing. Boom!

Jesse
Keep telling us about maintenance on the Cherokee 6. I'm looking at moving from my Piper Dakota to an A36 or Cherokee 6 or Saratoga. Hearing about about your recent purchase is interesting. Any tips you might share about these airplanes would be most appreciated.

Hi Steven,

To get a factory turbo to run like this, everything has to be perfect. Finding a skilled mechanic to work through tweaks and 20-30 test flights might cost a fortune.

Many Togas run in the 160-165kt range unless ROP, and then they may run hot or suck gas. The turbo plus intercooler mod is a big deal and I would not have the plane without it. From there, the fine tuning just takes time and experience (and money) :) . Even at 165kts its a great machine with more room than a Baron.

I’m enjoying learning what this thing can do. The mods add up on this plane, and the tuning is obviously very beneficial.

After the ignition harness it will be time to start some cosmetics.

I’m doing a little year-end shopping.

Man ... Piper parts are cheap and everybody has them. With so much interchangeability among the fleet, that definitely encourages keeping things fresh and new.

I’m going to go with a speed fairing and get rid of the coffee can beacon on top and the grinder on the bottom. That should be worth a few knots. They are huge, especially the belly beacon.

My overhead AC duct has seen better days. New one comin’. Also, the plane is very quiet inside, except for wind noise. 3 new door seals coming.

And the medeco locks...well, somebody is obviously gonna want to steal this thing :)

Happy New Year!

Jesse

I have the same issue on my T Lance with oil on the belly. When you talked about the wash procedure, I was confused when you spoke about draining the intake along with the oil. Is there a written instruction for doing this I can use?