AeroElectric-List Digest Archive

Fri 02/23/07


Total Messages Posted: 18



Today's Message Index:
----------------------
 
     1. 04:27 AM - Re: Magneto failure in general, Was: P Mags (David Abrahamson)
     2. 05:18 AM - Re: Magneto failure in general, Was: P Mags (Matt Prather)
     3. 05:38 AM - Contactor arc suppression diodes? (Robert L. Nuckolls, III)
     4. 06:02 AM - Re: Magneto failure in general, Was: P Mags (BobsV35B@aol.com)
     5. 06:03 AM - Re:P-mags and the RV-7 Off Field Landing  (Stucklen, Frederic W UTPWR)
     6. 06:57 AM - Re: mags / EIS debate (Kevin Horton)
     7. 08:39 AM - Re: Magneto failure in general, Was: P Mags (Bill Hibbing)
     8. 09:22 AM - Re: Magneto failure in general, Was: P Mags (Mike)
     9. 09:52 AM - Converting Old Cat Whisker Antenna To VOR/LOC/GS (Jerry Grimmonpre)
    10. 10:13 AM - Re: Will SVLA charge on a sustaining voltage? (Bill Dube)
    11. 10:51 AM - Re: [Spam] How to connect to 2" aluminium tube? (springcanyon)
    12. 11:54 AM - Magneto failure in general, Was: P Mags (BobsV35B@aol.com)
    13. 03:08 PM - How to solder Mini DIN connectors (Bill Bradburry)
    14. 04:12 PM - Re: How to solder Mini DIN connectors (N395V)
    15. 04:12 PM - Re: How to solder Mini DIN connectors (Matt Prather)
    16. 05:18 PM - Re: mags / EIS debate (Charlie England)
    17. 07:39 PM - P mag troubles. (DEAN PSIROPOULOS)
    18. 09:10 PM - Re: Converting Old Cat Whisker Antenna To VOR/LOC/GS (Robert L. Nuckolls, III)
 
 
 


Message 1


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    Time: 04:27:47 AM PST US
    From: David Abrahamson <dave@abrahamson.net>
    Subject: Re: Magneto failure in general, Was: P Mags
    I am running a Slick mag (4371) and a Lightspeed Plasma II+ electronic ignition on my TMXO-360. Haven't started the engine yet, so I don't know what a Lightspeed failure and good mag, or mag failure and good Lightspeed, would sound like/do to the RPM, CHT, and EGT. Nevertheless, here's my thinking. I am pretty sure that the second case (mag failure) would be undetectable in flight, or hard to detect since the Lightspeed does most of the ignition work. Should I get a MP drop, EGT rise, and roughness in flight, however, I'd probably be justified in first suspecting a Lightspeed failure. Emergency action would be to turn the Lightspeed switch to OFF to see if there was any change in the fault conditions. If not, assume I'm on my one mag and divert to an airport with services. However, if the engine ran rougher, turn the Lightspeed switch back on, enrich, carb heat on, see what happens, divert. Lastly, if engine quits, implying mag failure, pull mixture to idle cut-off, wait 10 seconds, turn Lightspeed back on, slowly move mixture to full rich (maintain glide slope, declare emergency, locate rabbit's foot), and hope for the engine to come back on. Does that sound right? Thanks. David


    Message 2


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    Time: 05:18:26 AM PST US
    Subject: Re: Magneto failure in general, Was: P Mags
    From: "Matt Prather" <mprather@spro.net>
    It's possible that a mag can fail in such a way that it's timing is dramatically off. In such a case, it would make sense to turn off the magneto and fly just on your LSE. I don't see that in your procedure. Regards, Matt- > <dave@abrahamson.net> > > I am running a Slick mag (4371) and a Lightspeed Plasma II+ > electronic ignition on my TMXO-360. Haven't started the engine yet, > so I don't know what a Lightspeed failure and good mag, or mag > failure and good Lightspeed, would sound like/do to the RPM, CHT, and > EGT. Nevertheless, here's my thinking. I am pretty sure that the > second case (mag failure) would be undetectable in flight, or hard to > detect since the Lightspeed does most of the ignition work. Should I > get a MP drop, EGT rise, and roughness in flight, however, I'd > probably be justified in first suspecting a Lightspeed > failure. Emergency action would be to turn the Lightspeed switch to > OFF to see if there was any change in the fault conditions. If not, > assume I'm on my one mag and divert to an airport with > services. However, if the engine ran rougher, turn the Lightspeed > switch back on, enrich, carb heat on, see what happens, > divert. Lastly, if engine quits, implying mag failure, pull mixture > to idle cut-off, wait 10 seconds, turn Lightspeed back on, slowly > move mixture to full rich (maintain glide slope, declare emergency, > locate rabbit's foot), and hope for the engine to come back on. > Does that sound right? Thanks. David > >


    Message 3


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    Time: 05:38:42 AM PST US
    From: "Robert L. Nuckolls, III" <nuckollsr@cox.net>
    Subject: Contactor arc suppression diodes?
    >Comments/Questions: I am building an RV-6A I bought my master cantacter >and starter relay from VANS Aircraft. I have read several of the posts on >your website and I am confused about the diode that should go across the >contactor coils, > >I want to use plan Z13-8, I have two P-Mags. > >1 Should a resister be in series with the diode? No . . . >2 If so what value and wattage ? N/a >3 What is the best diode to use? Anything you can find is electrically adequate. My personal favorites are the 1N5400 series devices. While electrically super-robust to the task, you can get them locally at Radio Shack. See http://www.radioshack.com/product/index.jsp?productId 62577&cp These are two in a package for $1.39 They are pictured in the various applications shown here: http://www.aeroelectric.com/Pictures/Contactors/s701-1.jpg http://www.aeroelectric.com/Pictures/Contactors/s701-2.jpg I favor them for their mechanical robustness and ease of installation compared to the smaller devices. Bob . . . ---------------------------------------- ( IF one wishes to be "world class" at ) ( anything, what ever you do must be ) ( exercised EVERY day . . . ) ( R. L. Nuckolls III ) ----------------------------------------


    Message 4


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    Time: 06:02:51 AM PST US
    From: BobsV35B@aol.com
    Subject: Re: Magneto failure in general, Was: P Mags
    Good Morning David, Sounds Good To Me! However, I am not familiar as to what Lightspeed uses to adjust it's timing so it is difficult for me to evaluate your scenario. Does the Lightspeed unit adjust it's timing based on reading some parameter of the actual combustion event or does it adjust based on mapped parameters? I am sure you are aware that if you have fixed timing for both ignition systems and one fails, there will be a substantial increase in EGT. Given the existence of a good all cylinder EGT system, it is easy to find a faulty spark plug or bad harness lead by observing the action of the EGTs. If all is well, the EGTs on each cylinder will rise about the same amount when one ignition system is not firing.. If one plug or harness lead is bad, the EGT will stay nice and steady when the good one is lighting the fire and drop precipitously when the bad plug should be firing the cylinder. If you could educate me on the operation of the Lightspeed, I would certainly appreciate the education! Happy Skies, Old Bob AKA Bob Siegfried Ancient Aviator Stearman N3977A Brookeridge Air Park LL22 Downers Grove, IL 60516 630 985-8503 In a message dated 2/23/2007 6:31:25 A.M. Central Standard Time, dave@abrahamson.net writes: I am running a Slick mag (4371) and a Lightspeed Plasma II+ electronic ignition on my TMXO-360. Haven't started the engine yet, so I don't know what a Lightspeed failure and good mag, or mag failure and good Lightspeed, would sound like/do to the RPM, CHT, and EGT. Nevertheless, here's my thinking. I am pretty sure that the second case (mag failure) would be undetectable in flight, or hard to detect since the Lightspeed does most of the ignition work. Should I get a MP drop, EGT rise, and roughness in flight, however, I'd probably be justified in first suspecting a Lightspeed failure. Emergency action would be to turn the Lightspeed switch to OFF to see if there was any change in the fault conditions. If not, assume I'm on my one mag and divert to an airport with services. However, if the engine ran rougher, turn the Lightspeed switch back on, enrich, carb heat on, see what happens, divert. Lastly, if engine quits, implying mag failure, pull mixture to idle cut-off, wait 10 seconds, turn Lightspeed back on, slowly move mixture to full rich (maintain glide slope, declare emergency, locate rabbit's foot), and hope for the engine to come back on. Does that sound right? Thanks. David <BR><BR><BR>**************************************<BR> AOL now offers free email to everyone. Find out more about what's free from AOL at http://www.aol.com.


    Message 5


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    Time: 06:03:11 AM PST US
    Subject: Re:P-mags and the RV-7 Off Field Landing
    From: "Stucklen, Frederic W UTPWR" <Fred.Stucklen@UTCPower.com>
    Bob, I think there is confusion between "putting the PMAG into the Test/Setup mode" and cycling the "P" lead to the OFF mode. Both the PMAG and EMAG are put into the test/setup mode ONLY by cycling the POWER off, then, with the "P" lead grounded, cycling the power back ON again. Once the "P" lead ground is removed,with the power ON, the test/Setup mode is exited, and cannot be re-entered unless the above power/P lead sequence has been repeated. If the "P" lead is grounded while the engine is running, it will always disable the ignition. Switching it ON again, while the engine is running, (removing the ground) will cause the ignition to resume normal operation. Unless there was some other failure in BOTH PMAGs at the same time (highly unlikely), the only other way to possibly effect PMAG timing in flight, is to enter into the Test/Setup Mode with the serviced bulletined software installed (and even this fact has not been totally proven). Because of the fact that PMAGs generate their own power while the engine is running (at an RPM at or above the minimum RPM for the PMAG to generate self power), it is impossible to get them into the setup mode while in flight, unless the engine were to stop turning, or fall below the minimum RPM to generate power to the PMAG.. I don't have all the facts for this off field landing, but in order for PMAGS to have caused an engine timing problem, the following would have had to have happened: 1. The Serviced Bulletined software would have to be in one or both PMAGS. 2. The ignition switch would have had to be placed into the OFF position while in flight (both "P" leads grounded). 3. The engine RPM's would have had to be reduced to something under 600RPM (or the minimum to have both PMAGs supply their own power). 4. Aircraft power to the PMAGS would need to be removed while in flight. 5. Aircraft power tot he PMAGs restored, with the ignition switch still in the OFF position. The above sequence assumes that the vacuum advance hose was hooked up. If it wasn't, there is absolutely no way that the timing could have changed while in flight...... IMO, I find it highly unlikely that the PMAG timing has caused the engine problem that brought down the RV-7. But I will delay total judgment until all the flight condition related details are learned. There are other engine related failures that could have caused this off field landing: 1. A bad set of ignition wires 2. An sparkplug with a hotspot ( I've had auto plug related failures that caused pre-ignition, that caused a precautionary landing) 3. A fuel related problem.... Fred Stucklen RV-6A N926RV 720 Hrs Two PMAGs..... Time: 10:03:58 AM PST US From: "Robert L. Nuckolls, III" <nuckollsr@cox.net> Subject: Re: P Mags At 02:59 PM 2/22/2007 +0000, you wrote: ><frank.hinde@hp.com> > >Yes, OFF being the Plead is grounded. > >I certainly would not advocate trying to put the E/pmag in test mode in >flight, too complex and to lengthy to think through. How does one do this? Perhaps I'm behind the curve on this but I thought that powering up a Emagair product with the p-lead grounded offered the mechanic a built in "buzzer" used to set the mechanical timing. Are there "test" functions beyond this capability? >All you need to do is shut one unit down hard..I.e ground the P >lead...If it gets better great, if not simply repeat in the other >e/pmag. > >I have a small bone of contention with the most recent incident. The >story goes the timing was so advanced the charge simply puffed thru the >open exhaust valve, implying this is a relatively harmless event. In my >reading of the effects of excessively advanced timing it seems this can >be very destructive pre-ignition. Remember that I and our friend saw >very high oil temps and CHT's. According to my reading of some of the >maintenance articles published by engine shops, preignition is caused by >the charge being ignited while the piston is still travelling UP the >bore. The piston then has to compress the rapidly expanding (and hot) >charge. If someone observes high temps . . . then this implies that the condition existed for some period of time. From onset of a problem to the time that any temperature becomes "high" has to be on the order of minutes. The image painted by these words suggests a sort of mental paralysis . . . the fact that the pilot chose an off-field landing further suggests that he didn't have a good understanding of how his equipment worked nor did he have a "plan" for dealing with things that have proven to be in-flight diagnosed and dealt with toward the goal of a happy ending. >Apparently the very high cylinder pressures can then force this hot >charge past the rings and heat the oil directly. It also adds >considerable stress to the bottom end bearings. Higher than those pressures/stresses that occur when timing is optimized for maximum realization of available energy from the fuel? >As you can see from the above description this stuation can be very >destructive. I didn't want folks to think this was a relatively harmless >situation as it could (from what has been explained to me) destroy the >engine in short order. I'm not sure that the combustion physics teamed with knowledge of the strengths of engine components and stresses encountered in NORMAL operations support the notion that the engine is mechanically at risk for the hypothesized failure. George Braley - are you watching this thread? Can you help with a dissertation on the underlying simple-ideas? Bob . . .


    Message 6


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    Time: 06:57:37 AM PST US
    From: Kevin Horton <khorton01@rogers.com>
    Subject: Re: mags / EIS debate
    On 22 Feb 2007, at 14:30, Charlie England wrote: > Interesting coincidence, posted on another list yesterday... > > -------- Original Message -------- > Subject: [ThorpList] Rough Engine > Date: Wed, 21 Feb 2007 22:05:09 -0600 > From: <hkaribian@yahoo.com> > To: thorp t18 (thorp t18) <thorplist@yahoogroups.com> > > > My rough engine turned out to be mag coils. Started up and ran fine > when > cold but after flying a while my electronic tach started jumping all > over the gage, and I mistakenly assumed instrument problems, until the > engine quit and put me down on a dirt road in the woods. Charlie. Do you know what type engine and ignition system he has? As near as I can tell from the postings on the Thorp List, his latest Thorp has a rotary engine, so I doubt it has a magneto. Or was he talking about a problem on his first Thorp? Kevin Horton RV-8 (finishing kit) Ottawa, Canada http://www.kilohotel.com/rv8


    Message 7


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    Time: 08:39:49 AM PST US
    From: "Bill Hibbing" <n744bh@bellsouth.net>
    Subject: Re: Magneto failure in general, Was: P Mags
    David, I'm using one mag and one Lightspeed Plasma II+ also on an IO-360. I can almost guarantee that if the Lightspeed unit fails you will know it immediately by the sound of the engine. I've tried turning off one or the other in cruise and the difference between a mag being off and the Lightspeed being off is very audible. And when switching from mag only to mag and Lightspeed together you can feel the difference in the seat of your pants. Your only issue here is, as you have said, telling if there has been a mag failure. Bill Glasair Super IIS ----- Original Message ----- From: BobsV35B@aol.com To: aeroelectric-list@matronics.com Sent: Friday, February 23, 2007 8:01 AM Subject: Re: AeroElectric-List: Magneto failure in general, Was: P Mags Good Morning David, Sounds Good To Me! However, I am not familiar as to what Lightspeed uses to adjust it's timing so it is difficult for me to evaluate your scenario. Does the Lightspeed unit adjust it's timing based on reading some parameter of the actual combustion event or does it adjust based on mapped parameters? I am sure you are aware that if you have fixed timing for both ignition systems and one fails, there will be a substantial increase in EGT. Given the existence of a good all cylinder EGT system, it is easy to find a faulty spark plug or bad harness lead by observing the action of the EGTs. If all is well, the EGTs on each cylinder will rise about the same amount when one ignition system is not firing.. If one plug or harness lead is bad, the EGT will stay nice and steady when the good one is lighting the fire and drop precipitously when the bad plug should be firing the cylinder. If you could educate me on the operation of the Lightspeed, I would certainly appreciate the education! Happy Skies, Old Bob AKA Bob Siegfried Ancient Aviator Stearman N3977A Brookeridge Air Park LL22 Downers Grove, IL 60516 630 985-8503 In a message dated 2/23/2007 6:31:25 A.M. Central Standard Time, dave@abrahamson.net writes: I am running a Slick mag (4371) and a Lightspeed Plasma II+ electronic ignition on my TMXO-360. Haven't started the engine yet, so I don't know what a Lightspeed failure and good mag, or mag failure and good Lightspeed, would sound like/do to the RPM, CHT, and EGT. Nevertheless, here's my thinking. I am pretty sure that the second case (mag failure) would be undetectable in flight, or hard to detect since the Lightspeed does most of the ignition work. Should I get a MP drop, EGT rise, and roughness in flight, however, I'd probably be justified in first suspecting a Lightspeed failure. Emergency action would be to turn the Lightspeed switch to OFF to see if there was any change in the fault conditions. If not, assume I'm on my one mag and divert to an airport with services. However, if the engine ran rougher, turn the Lightspeed switch back on, enrich, carb heat on, see what happens, divert. Lastly, if engine quits, implying mag failure, pull mixture to idle cut-off, wait 10 seconds, turn Lightspeed back on, slowly move mixture to full rich (maintain glide slope, declare emergency, locate rabbit's foot), and hope for the engine to come back on. Does that sound right? Thanks. David ------------------------------------------------------------------------- ----- AOL now offers free email to everyone. Find out more about what's free from AOL at AOL.com.


    Message 8


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    Time: 09:22:53 AM PST US
    From: "Mike" <mlas@cox.net>
    Subject: Magneto failure in general, Was: P Mags
    The LSE ignition system uses manifold pressure for detection for the timing advance. Their is an option for electrically advancing the system as well. But I haven=92t used that function. Mike -----Original Message----- From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of BobsV35B@aol.com Sent: Friday, February 23, 2007 7:02 AM Subject: Re: AeroElectric-List: Magneto failure in general, Was: P Mags Good Morning David, Sounds Good To Me! However, I am not familiar as to what Lightspeed uses to adjust it's timing so it is difficult for me to evaluate your scenario. Does the Lightspeed unit adjust it's timing based on reading some parameter of the actual combustion event or does it adjust based on mapped parameters? I am sure you are aware that if you have fixed timing for both ignition systems and one fails, there will be a substantial increase in EGT. Given the existence of a good all cylinder EGT system, it is easy to find a faulty spark plug or bad harness lead by observing the action of the EGTs. If all is well, the EGTs on each cylinder will rise about the same amount when one ignition system is not firing.. If one plug or harness lead is bad, the EGT will stay nice and steady when the good one is lighting the fire and drop precipitously when the bad plug should be firing the cylinder. If you could educate me on the operation of the Lightspeed, I would certainly appreciate the education! Happy Skies, Old Bob AKA Bob Siegfried Ancient Aviator Stearman N3977A Brookeridge Air Park LL22 Downers Grove, IL 60516 630 985-8503 In a message dated 2/23/2007 6:31:25 A.M. Central Standard Time, dave@abrahamson.net writes: I am running a Slick mag (4371) and a Lightspeed Plasma II+ electronic ignition on my TMXO-360. Haven't started the engine yet, so I don't know what a Lightspeed failure and good mag, or mag failure and good Lightspeed, would sound like/do to the RPM, CHT, and EGT. Nevertheless, here's my thinking. I am pretty sure that the second case (mag failure) would be undetectable in flight, or hard to detect since the Lightspeed does most of the ignition work. Should I get a MP drop, EGT rise, and roughness in flight, however, I'd probably be justified in first suspecting a Lightspeed failure. Emergency action would be to turn the Lightspeed switch to OFF to see if there was any change in the fault conditions. If not, assume I'm on my one mag and divert to an airport with services. However, if the engine ran rougher, turn the Lightspeed switch back on, enrich, carb heat on, see what happens, divert. Lastly, if engine quits, implying mag failure, pull mixture to idle cut-off, wait 10 seconds, turn Lightspeed back on, slowly move mixture to full rich (maintain glide slope, declare emergency, locate rabbit's foot), and hope for the engine to come back on. Does that sound right? Thanks. David _____ AOL now offers free email to everyone. Find out more about what's free from AOL at AOL.com. "http://www.matronics.com/Navigator?AeroElectric-List"http://www.matroni cs.com/Navigator?AeroElectric-List "http://forums.matronics.com"http://forums.matronics.com -- 2/8/2007 -- 2/8/2007


    Message 9


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    Time: 09:52:54 AM PST US
    From: "Jerry Grimmonpre" <jerry@mc.net>
    Subject: Converting Old Cat Whisker Antenna To VOR/LOC/GS
    Bob ... I have an old never installed cat whisker vor antenna. The whiskers are 24" stainless molded into what looks to be bakelite. Two stainless #4 studs protruding and go through a 1" diameter phenolic disk with nuts, check nuts and fiber lock nuts. The old, I mean old paper work, describes the antenna as vor 108-117.8 Mhz dated 1/76. It describes how not to drill holes where it says "DO NOT DRILL HOLES IN THIS AREA" (a rectangle molded into the bakelite). Mfd by The Antenna Specialists Co. My fondest hope is to modify the reception so as to receive vor/loc/gs ... can this be done and how? I have an antenna splitter from Ant to G/S and Nav. I can solder, follow directions, links and pointing if the lights are turned up bright. Can you help with this? Many thanks ... Jerry Grimmonpre Huntley, IL


    Message 10


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    Time: 10:13:57 AM PST US
    From: Bill Dube <William.P.Dube@noaa.gov>
    Subject: Re: Will SVLA charge on a sustaining voltage?
    To charge a lead-acid battery 100%, you must go to to at least 13.8 volts. It will take _forever_ at this voltage. To charge it more quickly, and to help remove any sulfation, you have to go above 14 volts. Ideally, you would want to go to 14.7 volts (or a bit more,) let the current taper off, then go to 13.8 volts to maintain the charge. Bill Dube' Robert L. Nuckolls, III wrote: > <nuckollsr@cox.net> > > After a 3.0A discharge to 11.0 volts where the battery > delivered at total of 11.2 ah of capacity, I connected > the battery to a 13.0 volt power supply and waited 18+ > hours until the 're-charge' current was down to under > 30 milliampers. > > A subsequent 3.0A discharge produced only 8.8 AH of > useful output. The same battery is back on a Battery > Tender Jr for another charge/discharge cycle. > > This experiment suggests that there's something to > the notion of carrying the battery's recharge profile > up to the point where rate-of-change for voltage takes > the upward inflection which is the battery's way of > letting the outside world know that it's getting pretty > close to full. > > > Bob . . . > > ---------------------------------------- > ( IF one aspires to be "world class", ) > ( what ever you do must be exercised ) > ( EVERY day . . . ) > ( R. L. Nuckolls III ) > ---------------------------------------- > >


    Message 11


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    Time: 10:51:00 AM PST US
    From: "springcanyon" <springcanyon@methow.com>
    Subject: How to connect to 2" aluminium tube?
    I used 1/2" copper tape (purchased from stained-glass store) with adhesive back. I attached several strips to the plastic tank, soldered them together with aircraft wire then attached the wire to the filler neck. I don't know if it works, but it looks real good! Don Owens I want to ground a 2" aluminium tube used below the fuel filler of a Europa (plastic). I suppose I could weld a tab on it, or was thinking could order a few Adel clamps (with aluminium straps), and discard the rubber and see if I could get proper size and connect the ground wire to mounting screw after I cleaned off any finish on areas I want to conduct. Any other ideas? There are hoses clamped on this elbow at both ends, I am looking for a way to dissipate static charge. Think by sneaking a flat thin piece of aluminium half under the clamp and attaching to this would be an OK resolution? Thx. Ron Parigoris -- 10:22 AM -- 1:26 PM


    Message 12


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    Time: 11:54:58 AM PST US
    From: BobsV35B@aol.com
    Subject: Magneto failure in general, Was: P Mags
    Good Afternoon Mike, Very interesting! I guess I will have to check their website and see if I can figure out what they are doing. Do you run one LSE and a magneto or two LSEs? If you do run one of each, have you noticed what the EGTs do during a pre takeoff run up/ignition check and how that changes if a high cruise power ignition system check is performed in flight? I would assume that the pre takeoff check would have all EGTs rise when either ignition system is off and fall when they are both operating. Does it do that? For the high power check, I would assume the change night be variable based on any number of factors including the altitude. If the engine uses LSEs only, I would imagine the EGTs would react the same as with dual magnetos. Any thought? Happy Skies, Old Bob AKA Bob Siegfried Ancient Aviator Stearman N3977A Brookeridge Air Park LL22 Downers Grove, IL 60516 630 985-8503 In a message dated 2/23/2007 11:34:59 A.M. Central Standard Time, mlas@cox.net writes: The LSE ignition system uses manifold pressure for detection for the timing advance. Their is an option for electrically advancing the system as well. But I haven't used that function. Mike <BR><BR><BR>**************************************<BR> AOL now offers free email to everyone. Find out more about what's free from AOL at http://www.aol.com.


    Message 13


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    Time: 03:08:18 PM PST US
    From: Bill Bradburry <bbradburry@allvantage.com>
    Subject: How to solder Mini DIN connectors
    I could use little assistance... I am trying to solder the pins on a mini din connector and I melted the plastic on the first one! The pins do not look like they are removable, but if the plastic is that easy to melt... Can someone give me a little advice? Thanks, Bill B


    Message 14


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    Time: 04:12:48 PM PST US
    Subject: Re: How to solder Mini DIN connectors
    From: "N395V" <n395v@hughes.net>
    Get a good crimper, some pins and new connectors. Crimp don't solder. -------- Milt N395V F1 Rocket www.excaliburaviation.com Read this topic online here: http://forums.matronics.com/viewtopic.php?p'958#96958


    Message 15


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    Time: 04:12:54 PM PST US
    Subject: Re: How to solder Mini DIN connectors
    From: "Matt Prather" <mprather@spro.net>
    Assuming it needs to be solder.. How hot is your iron (how many watts)? Having a hot/high wattage iron means the area of the pin where the soldering needs to be done can get hot quickly enough to melt the solder while the end of the pin embedded in the plastic remains cool enough to not melt the plastic. A slow/small iron will take relatively longer to locally heat the pin enough to melt the solder, and the extra time will heat the whole pin more - melting the plastic. Use a freshly cleaned iron tip. And freshly tin the tip. The iron can transfer heat faster if the tip has tin on it. Another trick I have used with some amount of success is to take a pair of small forceps and grip the pin being soldered right where the pin goes into the plastic. This creates a heat sink which causes there to be steeper temperature gradient along the length of the pin. At least that's the theory I use to explain it to myself.. The trick is to get onto and off of the pin as quickly as possible. Use a hot, clean, freshly tinned iron.. Matt- > <bbradburry@allvantage.com> > > I could use little assistance... > I am trying to solder the pins on a mini din connector and I melted the > plastic on the first one! The pins do not look like they are removable, > but if the plastic is that easy to melt... > Can someone give me a little advice? > > Thanks, > Bill B > >


    Message 16


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    Time: 05:18:04 PM PST US
    From: Charlie England <ceengland@bellsouth.net>
    Subject: Re: mags / EIS debate
    Kevin Horton wrote: > <khorton01@rogers.com> > > On 22 Feb 2007, at 14:30, Charlie England wrote: > >> Interesting coincidence, posted on another list yesterday... >> >> -------- Original Message -------- >> Subject: [ThorpList] Rough Engine >> Date: Wed, 21 Feb 2007 22:05:09 -0600 >> From: <hkaribian@yahoo.com> >> To: thorp t18 (thorp t18) <thorplist@yahoogroups.com> >> >> >> >> My rough engine turned out to be mag coils. Started up and ran fine when >> cold but after flying a while my electronic tach started jumping all >> over the gage, and I mistakenly assumed instrument problems, until the >> engine quit and put me down on a dirt road in the woods. > > Charlie. > > Do you know what type engine and ignition system he has? As near as I > can tell from the postings on the Thorp List, his latest Thorp has a > rotary engine, so I doubt it has a magneto. Or was he talking about a > problem on his first Thorp? > > Kevin Horton RV-8 (finishing kit) > Ottawa, Canada > http://www.kilohotel.com/rv8 I don't know of anyone actually flying a T-18 with a rotary at this time. There are a couple that are in the works. I went back through some other posts from him & all refer to valves, pistons, etc & in one post he mentions that he is flying an O-320. To add some validity to this story, I had 2 mags fail within a couple of hours of flight due to bad coils. This was about 15 years ago; there is an old AD on that mag due to insulation failure in the coils. Sorry, I don't remember the make/model of the mag; the plane is long gone (it was also a Thorp). Charlie


    Message 17


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    Time: 07:39:16 PM PST US
    From: "DEAN PSIROPOULOS" <dean.psiropoulos@verizon.net>
    Subject: P mag troubles.
    Ah...the pitfalls of using software for safety critical functions!!! An ASIC or PAL design (ala Light Speed or Unison) with a positive hardware lockout for setting the timing may have been a wiser choice to eliminate (99.999%) this kind of "failure". Time will tell, I'm still intrigued by them and may yet install one in place of my magneto. In the meantime I guess I'll stick with one mag and one LSE CDI, at least until it's time for mag overhaul. Dean Psiropoulos RV-6A N197DM Closing on 1st flight ---------------------original message----------------------------- >Subject: AeroElectric-List: Re: P Mags >From: "Stucklen, Frederic W UTPWR" <Fred.Stucklen@UTCPower.com> > >Interesting problem... EMAG does have a service bulletin out on their >latest software change. See http://emagair.com/Service%20Notes.htm This is >for software updates that occurred between 12/06 and 2/07, and it involves >how the engine timing is set while in the setup mode.


    Message 18


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    Time: 09:10:59 PM PST US
    From: "Robert L. Nuckolls, III" <nuckollsr@cox.net>
    Subject: Re: Converting Old Cat Whisker Antenna To VOR/LOC/GS
    At 11:51 AM 2/23/2007 -0600, you wrote: > >Bob ... >I have an old never installed cat whisker vor antenna. The whiskers are >24" stainless molded into what looks to be bakelite. Two stainless #4 >studs protruding and go through a 1" diameter phenolic disk with nuts, >check nuts and fiber lock nuts. The old, I mean old paper work, >describes the antenna as vor 108-117.8 Mhz dated 1/76. It describes how >not to drill holes where it says "DO NOT DRILL HOLES IN THIS AREA" (a >rectangle molded into the bakelite). Mfd by The Antenna Specialists Co. > >My fondest hope is to modify the reception so as to receive vor/loc/gs ... >can this be done and how? I have an antenna splitter from Ant to G/S and >Nav. I can solder, follow directions, links and pointing if the lights >are turned up bright. A comm antenna is generally mounted vertically out the top or bottom of the airplane to most closely match the polarization of comm facilities both ground based and airborne (vertical). VOR/LOC/GS signals are horizontally polarized which is why you see the dual cat whiskers mounted in a horizontal plane on older airplanes. You can use the antenna you've described but with degrade performance. The optimum length for the VOR/LOC reception is LONGER than for a Comm antenna . . . about 26". So using this antenna as is will further degrade performance due to not being centered at the frequency band of interest. Now, I can't quantify 'degraded' . . . you can give it a try, go fly it and see if it does what you need to have done. If you find that you're not hearing VOR stations as far out as you'd like, you'll have to do something different. LOC/GS signals are so strong that a wet string hung out the window would probably work okay so I suspect you'll find the antenna is reasonably useful off the approach end of a runway. Let us know what you discover. Bob . . . ---------------------------------------- ( IF one aspires to be "world class", ) ( what ever you do must be exercised ) ( EVERY day . . . ) ( R. L. Nuckolls III ) ----------------------------------------




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