Today's Message Index:
----------------------
1. 06:08 AM - IO540 idling roughness (BERNDSENCO@aol.com)
2. 09:56 AM - Re: Mistral Rotary Engines (jgburns)
3. 12:43 PM - Fuel injection/ electroncs ignition (Vic Jacko)
4. 01:56 PM - Re: Fuel injection/ electroncs ignition (Kent Ashton)
5. 06:48 PM - Re: Fuel injection/ electroncs ignition (Vic Jacko)
6. 06:52 PM - Re: Fuel injection/ electroncs ignition (Trampas)
7. 08:27 PM - Re: Fuel injection/ electroncs ignition (Kent Ashton)
Message 1
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| Subject: | IO540 idling roughness |
--> Engines-List message posted by: BERNDSENCO@aol.com
I have a newly acquired Skybolt with a stock IO540-C4B5. Engine has 75 hours
since MOH. Bendix fuel injection, Slick mags. Unfortunately, only one
cylinder has EGT.
Engine tends to idle a little rough and rpm's fluctuate and surge a little
when below 700 rpm. It will idle as low as 350 rpm but doesn't want to stay
there. Fuel pressure at idle is 30 psi.
Since this is my first injected engine, I'm all ears as to the proper way to
tune and set this engine up for proper operation.
What is proper way to check fuel injector flows?
Thanks,
Jon
Message 2
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| Subject: | Re: Mistral Rotary Engines |
--> Engines-List message posted by: "jgburns" <jgburns@comcast.net>
Hi Ed,
Here are their prices copied from their website:
AVAILABILITY
The two-rotor models G-190-A1B and G-230TS-B1B can be ordered now for a 1st
quarter 2005 delivery (as of 4/13/2004). The signing of a Sale Option Contract
(see Terms & Conditions) will secure a delivery slot in MISTRAL Engines' commercial
production schedule.
Propeller Speed Reduction Units can also be purchased separately under special
conditions.
The three rotor models G-300 and G-360TS will be available in 2005. Specification
sheets will be available later this year. The company will, however,
take pre-reservations for these two models now.
Please contact the company for additional details: info@mistral-engines.com
TERMS & CONDITIONS
Prices and Special Introductory Package
Special Introductory Prices :
G-190-A1B 31,500 USD
G-230TS-A 35,900 USD
Mistral PSRU 6,950 USD
During Sun'n Fun and AirVenture 2004 airshows, as well as during the few
months in between, Mistral Engines will be offering a Special Introductory Package
(SIP) consisting of
a.. the above special introductory price
b.. extended warranty period
c.. a voucher for $ 5.000 back if and when you present your Mistral-powered
Pride and Joy at AirVenture 2005 (this offer applies only to the first 20
engines sold).
Message 3
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| Subject: | Fuel injection/ electroncs ignition |
--> Engines-List message posted by: "Vic Jacko" <vicwj@earthlink.net>
List, thanks to all for your impute concerning above topic.
I would like comments concerning the following tentative decision.
I have made a tentative decision to use one LSE electronic system and one Slick
impulse mag would in an emergency allow a hand start. For fuel delivery I will
use either an Ellison throttle body or one made by Aero Carb out of Oshkosh
WI.
Does anyone on the list have experience with www.AeroConversions.com and their Aero Carb?
Thanks for your impute,
Vic
Roswell, NM
Message 4
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| Subject: | Re: Fuel injection/ electroncs ignition |
--> Engines-List message posted by: Kent Ashton <kjashton@vnet.net>
FWIW, why use an impulse mag? It will cost $100 more to buy and $100 more
when you have to get it rebuilt at 1000 hours.
-If the LSE is not working, you're probably not going to fly that day
even if the mag will start the engine.
-If a working Lightspeed won't start the engine, it sure won't start on
the mag.
I'm running a Lightspeed and one non-impulse mag. The mag has never
been a factor. Successful starting appears to depend more on an adequate
primer system, especially when cold.
--Kent
> From: "Vic Jacko" <vicwj@earthlink.net>
> I have made a tentative decision to use one LSE electronic system and one
> Slick impulse mag would in an emergency allow a hand start.
Message 5
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| Subject: | Re: Fuel injection/ electroncs ignition |
--> Engines-List message posted by: "Vic Jacko" <vicwj@earthlink.net>
Kent, some very good and valid points! The impulse mag is already on the
engine but your comment that If the LSE gave up you would not want to fly
anyhow. The real purpose of keeping one mag is to allow you to continue
to fly for a while if the electrics gave up or the LSE quits on you in
flight.
I had a Lyc 0-235 with two LSE, s and didn't it miss a lick in either one
for over 200 hours. Sold the airplane and the new owner is just as pleased.
I plan to use a primer nozzle on each cylinder (four in total) Some
engines use only three which I don't understand. My engine would always
start on the first bump of the starter is it were primed properly.
Thanks for the info.
Vic
----- Original Message -----
From: "Kent Ashton" <kjashton@vnet.net>
Subject: Re: Engines-List: Fuel injection/ electroncs ignition
> --> Engines-List message posted by: Kent Ashton <kjashton@vnet.net>
>
> FWIW, why use an impulse mag? It will cost $100 more to buy and $100 more
> when you have to get it rebuilt at 1000 hours.
> -If the LSE is not working, you're probably not going to fly that day
> even if the mag will start the engine.
> -If a working Lightspeed won't start the engine, it sure won't start
on
> the mag.
> I'm running a Lightspeed and one non-impulse mag. The mag has never
> been a factor. Successful starting appears to depend more on an adequate
> primer system, especially when cold.
> --Kent
>
> > From: "Vic Jacko" <vicwj@earthlink.net>
> > I have made a tentative decision to use one LSE electronic system and
one
> > Slick impulse mag would in an emergency allow a hand start.
>
>
Message 6
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| Subject: | Fuel injection/ electroncs ignition |
--> Engines-List message posted by: "Trampas" <tstern@nc.rr.com>
Kent,
From what I have read on other lists the LSE will only retard the timing to
TDC, which can be a problem for hand propping on some engines. Again I do
not know this to be a fact or not, just what I have read else where.
Regards,
Trampas
www.sterntech.com
-----Original Message-----
From: owner-engines-list-server@matronics.com
[mailto:owner-engines-list-server@matronics.com] On Behalf Of Kent Ashton
Subject: Re: Engines-List: Fuel injection/ electroncs ignition
--> Engines-List message posted by: Kent Ashton <kjashton@vnet.net>
FWIW, why use an impulse mag? It will cost $100 more to buy and $100 more
when you have to get it rebuilt at 1000 hours.
-If the LSE is not working, you're probably not going to fly that day
even if the mag will start the engine.
-If a working Lightspeed won't start the engine, it sure won't start on
the mag.
I'm running a Lightspeed and one non-impulse mag. The mag has never
been a factor. Successful starting appears to depend more on an adequate
primer system, especially when cold.
--Kent
> From: "Vic Jacko" <vicwj@earthlink.net>
> I have made a tentative decision to use one LSE electronic system and one
> Slick impulse mag would in an emergency allow a hand start.
Message 7
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| Subject: | Re: Fuel injection/ electroncs ignition |
--> Engines-List message posted by: Kent Ashton <kjashton@vnet.net>
You're correct, I think, but this is essentially what the retard (impulse)
mag does. The impulse mag delays the spark until TDC rather than letting it
go at 22 BTDC, same as the LSE system. However, the electronical ignitions
put out an impressive fat spark whereas the mag is a little wimpy at low
RPM.
That said, I used to hand prop my O-320. I thought adding an LSE was going
to make it a breeze to hand prop, but it still wasn't a piece of cake when
the weather cooled off. Not until I added a primer system did it reliably
hand-start in a pull or two. I'm running two LSEs on an O-360. It always
starts in 2-3 blades (with a Starter).
--Kent
> From: "Trampas" <tstern@nc.rr.com>
> From what I have read on other lists the LSE will only retard the timing to
> TDC, which can be a problem for hand propping on some engines. Again I do
> not know this to be a fact or not, just what I have read else where.
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