Today's Message Index:
----------------------
1. 06:02 AM - Single electronic ignition (Gary Casey)
2. 06:30 AM - Re: Exhaust ball joints...... (flyv35b)
3. 06:33 AM - Re: Single electronic ignition (flyv35b)
4. 07:00 AM - Re: Single electronic ignition (jrc)
5. 07:06 AM - Re: Single electronic ignition (Ken Johnson)
6. 07:22 AM - Re: Single electronic ignition (Gary Casey)
7. 07:30 AM - Re: Re: Single electronic ignition (BPA)
8. 07:36 AM - Re: Single electronic ignition (Tracy Crook)
9. 08:22 AM - Re: Single electronic ignition (Craig Berland)
10. 10:52 AM - Re: Single electronic ignition (steve korney)
11. 10:55 AM - Re: Re: Single electronic ignition (steve korney)
12. 11:07 AM - Re: Re: Single electronic ignition (steve korney)
13. 01:05 PM - Re: Single electronic ignition (J. R. Dial)
Message 1
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| Subject: | Single electronic ignition |
--> Engines-List message posted by: Gary Casey <glcasey@adelphia.net>
I have a IO-540 parallel-valve with 10:1 compression, a single Slick
mag and one Lightspeed ignition. I now have about 5 flight hours on
the engine. The engine was set up with 25 degrees timing on both
ignitions, but I was worried about peak cylinder pressures and
retarded the mag to about 21.5 degrees. Runups are a problem in that
there is a slight drop going to the electronic ignition (I expected
that), but a drop of maybe 300 rpm from 1700 on the mag and running
on the mag almost always misfires until I run lean for several
seconds to dry out the plugs. The misfire situation is getting
better, I assume because the engine is breaking in and using less oil
and partly because I'm doing less ground running than before. I'm
wondering if the large mag drop is normal, possibly because the
Lightspeed is giving quite a bit of advance during runup because of
the low manifold pressure (I forgot to read the MAP during runup).
Doe anyone know what the advance "curve" looks like for the
Lightspeed? I understand others have asked for an official answer
and it was supposedly "proprietary", but I also understand you can
get a readout from Lightspeed that gives the actual advance. All one
would have to do is plot the displayed number against rpm and MAP to
extract the algorithm. Anyone done that? If I wanted to reduce the
advance on the Lightspeed by maybe 5 degrees is there a simple way to
do that? I don't have any travel in that direction on the pickup
plate and I don't want to retard the cranking advance.
Gary Casey
Message 2
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| Subject: | Re: Exhaust ball joints...... |
--> Engines-List message posted by: "flyv35b" <flyv35b@ashcreekwireless.com>
The Bonanza also uses a 3 bolt ball joint coupling with springs. I would
bet that they would also work and should be readily available.
Cliff
----- Original Message -----
Sent: Tuesday, June 27, 2006 3:21 PM
> --> Engines-List message posted by: "Dale Fultz" <dfultz7@earthlink.net>
>
> I have a set of Cessna bolts and springs and nuts I believe there is 3 of
> each would have to look for sure. I will sell ,, Make me an offer ...Dale
> Fultz
> ----- Original Message -----
> Sent: Tuesday, June 27, 2006 5:40 PM
>
>
>> --> Engines-List message posted by: "Jim Baker" <jlbaker@msbit.net>
>>
>> I'm a Viking driver and am having a rebuilt engine shipped from
>> Cont. shortly. The issue is this...the original Bellanca exhaust
>> used a V clamp on the tailpipe/header joint and I'm having that
>> modified to a ball joint w/triangular flanges and bolts/springs as
>> the retainers, similar to the mod the Bellanca factory made
>> around '76. My problem is the "factory" no longer really exists
>> and parts/specs are unavailable, even from other Bellanca
>> specialists. I have the bolt length/size but don't have the spring
>> specs and they're no longer available. I'm told that these are
>> probably the same as used on Cessna 210 and 206 models.
>> Anyone have the spring part number or specs? Also told that
>> these are Wall Colmonoy 650K ball kits but haven't talked to
>> them to see if they included the bolts/springs or just the joint kits.
>>
>> Thanks.
>>
>> Jim Baker
>> 580.788.2779
>> Elmore City, OK
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
> http://www.matronics.com/Navigator?Engines-List
> http://wiki.matronics.com
>
>
>
Message 3
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| Subject: | Re: Single electronic ignition |
--> Engines-List message posted by: "flyv35b" <flyv35b@ashcreekwireless.com>
Very interesting comments and questions. I would be interested in knowing
the answers when you find out some more info.
How are you CHT's and oil temperature with the 10:1 pistons? What kind of
plane is the engine in?
Cliff A&P/IA
----- Original Message -----
Sent: Wednesday, June 28, 2006 5:57 AM
> --> Engines-List message posted by: Gary Casey <glcasey@adelphia.net>
>
> I have a IO-540 parallel-valve with 10:1 compression, a single Slick mag
> and one Lightspeed ignition. I now have about 5 flight hours on the
> engine. The engine was set up with 25 degrees timing on both ignitions,
> but I was worried about peak cylinder pressures and retarded the mag to
> about 21.5 degrees. Runups are a problem in that there is a slight drop
> going to the electronic ignition (I expected that), but a drop of maybe
> 300 rpm from 1700 on the mag and running on the mag almost always
> misfires until I run lean for several seconds to dry out the plugs. The
> misfire situation is getting better, I assume because the engine is
> breaking in and using less oil and partly because I'm doing less ground
> running than before. I'm wondering if the large mag drop is normal,
> possibly because the Lightspeed is giving quite a bit of advance during
> runup because of the low manifold pressure (I forgot to read the MAP
> during runup). Doe anyone know what the advance "curve" looks like for
> the Lightspeed? I understand others have asked for an official answer
> and it was supposedly "proprietary", but I also understand you can get a
> readout from Lightspeed that gives the actual advance. All one would
> have to do is plot the displayed number against rpm and MAP to extract
> the algorithm. Anyone done that? If I wanted to reduce the advance on
> the Lightspeed by maybe 5 degrees is there a simple way to do that? I
> don't have any travel in that direction on the pickup plate and I don't
> want to retard the cranking advance.
>
> Gary Casey
>
>
> http://www.matronics.com/Navigator?Engines-List
> http://wiki.matronics.com
>
>
>
Message 4
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| Subject: | Re: Single electronic ignition |
--> Engines-List message posted by: "jrc" <jrccea@bellsouth.net>
To me, a 300 rpm drop sounds about normal for a mag set to 21.5 degrees.
Have you thought about setting it back to 25, in order to reduce the drop
and the misfiring?
----- Original Message -----
Sent: Wednesday, June 28, 2006 7:57 AM
> --> Engines-List message posted by: Gary Casey <glcasey@adelphia.net>
>
> I was worried about peak cylinder pressures and retarded the mag to about
> 21.5 degrees. ....., but a drop of maybe 300 rpm...on the mag
Message 5
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| Subject: | Re: Single electronic ignition |
--> Engines-List message posted by: "Ken Johnson" <glasair@epix.net>
Gary,
What aircraft is your Lightspeed system in?
I have a Glasair III , IO-540K1A5 angle valve with Klaus' system replacing
one mag for a period of time as I built the courage to install both
Lightspeed systems. One electronic unit works better than none. Two are far
superior in all parameters. I now have about six or eight years and several
hundred hours on Klaus' units and have found them to be totally reliable and
trouble free.
Don't mean to sound like a salesman but if you want to contact me by
phone I would be glad to discuss this topic.
Regards,
Ken Johnson
----- Original Message -----
Sent: Wednesday, June 28, 2006 8:57 AM
> --> Engines-List message posted by: Gary Casey <glcasey@adelphia.net>
>
> I have a IO-540 parallel-valve with 10:1 compression, a single Slick mag
> and one Lightspeed ignition. I now have about 5 flight hours on the
> engine. The engine was set up with 25 degrees timing on both ignitions,
> but I was worried about peak cylinder pressures and retarded the mag to
> about 21.5 degrees. Runups are a problem in that there is a slight drop
> going to the electronic ignition (I expected that), but a drop of maybe
> 300 rpm from 1700 on the mag and running on the mag almost always
> misfires until I run lean for several seconds to dry out the plugs. The
> misfire situation is getting better, I assume because the engine is
> breaking in and using less oil and partly because I'm doing less ground
> running than before. I'm wondering if the large mag drop is normal,
> possibly because the Lightspeed is giving quite a bit of advance during
> runup because of the low manifold pressure (I forgot to read the MAP
> during runup). Doe anyone know what the advance "curve" looks like for
> the Lightspeed? I understand others have asked for an official answer
> and it was supposedly "proprietary", but I also understand you can get a
> readout from Lightspeed that gives the actual advance. All one would
> have to do is plot the displayed number against rpm and MAP to extract
> the algorithm. Anyone done that? If I wanted to reduce the advance on
> the Lightspeed by maybe 5 degrees is there a simple way to do that? I
> don't have any travel in that direction on the pickup plate and I don't
> want to retard the cranking advance.
>
> Gary Casey
>
>
> http://www.matronics.com/Navigator?Engines-List
> http://wiki.matronics.com
>
>
>
Message 6
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| Subject: | Re: Single electronic ignition |
--> Engines-List message posted by: Gary Casey <glcasey@adelphia.net>
I forgot to mention - one characteristic of this setup is that when
going LOP at 10% less fuel flow than at peak the EGT's will drop less
than 50 degrees(F) before they start going up again. At that time
the engine is obviously on the ragged edge and will start to run very
rough, occasionally even back-firing. I haven't seen - or haven't
noticed - this upward EGT trend and such a sharp lean limit on other
engines. Is it because of the higher compression? Should I worry?
Gary Casey
On Jun 28, 2006, at 5:57 AM, Gary Casey wrote:
> I have a IO-540 parallel-valve with 10:1 compression, a single
> Slick mag and one Lightspeed ignition. I now have about 5 flight
> hours on the engine. The engine was set up with 25 degrees timing
> on both ignitions, but I was worried about peak cylinder pressures
> and retarded the mag to about 21.5 degrees. Runups are a problem
> in that there is a slight drop going to the electronic ignition (I
> expected that), but a drop of maybe 300 rpm from 1700 on the mag
> and running on the mag almost always misfires until I run lean for
> several seconds to dry out the plugs. The misfire situation is
> getting better, I assume because the engine is breaking in and
> using less oil and partly because I'm doing less ground running
> than before. I'm wondering if the large mag drop is normal,
> possibly because the Lightspeed is giving quite a bit of advance
> during runup because of the low manifold pressure (I forgot to read
> the MAP during runup). Doe anyone know what the advance "curve"
> looks like for the Lightspeed? I understand others have asked for
> an official answer and it was supposedly "proprietary", but I also
> understand you can get a readout from Lightspeed that gives the
> actual advance. All one would have to do is plot the displayed
> number against rpm and MAP to extract the algorithm. Anyone done
> that? If I wanted to reduce the advance on the Lightspeed by maybe
> 5 degrees is there a simple way to do that? I don't have any
> travel in that direction on the pickup plate and I don't want to
> retard the cranking advance.
>
> Gary Casey
Message 7
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| Subject: | Re: Single electronic ignition |
--> Engines-List message posted by: "BPA" <BPA@BPAENGINES.COM>
Gary:
Have you contacted your engine builder? They should be able to provide
you with detailed information and help trouble shoot your concerns.
Regards,
Allen Barrett
Barrett Precision Engines, Inc.
2870-B N. Sheridan Rd.
Tulsa, OK 74115
(918) 835-1089 phone
(918) 835-1754 fax
www.barrettprecisionengines.com
"Visit us at Airventure 2006, Bldg. C, Booth 3025"
DO NOT ARCHIVE
-----Original Message-----
[mailto:owner-engines-list-server@matronics.com] On Behalf Of Gary Casey
Sent: Wednesday, June 28, 2006 8:20 AM
--> Engines-List message posted by: Gary Casey <glcasey@adelphia.net>
I forgot to mention - one characteristic of this setup is that when
going LOP at 10% less fuel flow than at peak the EGT's will drop less
than 50 degrees(F) before they start going up again. At that time
the engine is obviously on the ragged edge and will start to run very
rough, occasionally even back-firing. I haven't seen - or haven't
noticed - this upward EGT trend and such a sharp lean limit on other
engines. Is it because of the higher compression? Should I worry?
Gary Casey
On Jun 28, 2006, at 5:57 AM, Gary Casey wrote:
> I have a IO-540 parallel-valve with 10:1 compression, a single
> Slick mag and one Lightspeed ignition. I now have about 5 flight
> hours on the engine. The engine was set up with 25 degrees timing
> on both ignitions, but I was worried about peak cylinder pressures
> and retarded the mag to about 21.5 degrees. Runups are a problem
> in that there is a slight drop going to the electronic ignition (I
> expected that), but a drop of maybe 300 rpm from 1700 on the mag
> and running on the mag almost always misfires until I run lean for
> several seconds to dry out the plugs. The misfire situation is
> getting better, I assume because the engine is breaking in and
> using less oil and partly because I'm doing less ground running
> than before. I'm wondering if the large mag drop is normal,
> possibly because the Lightspeed is giving quite a bit of advance
> during runup because of the low manifold pressure (I forgot to read
> the MAP during runup). Doe anyone know what the advance "curve"
> looks like for the Lightspeed? I understand others have asked for
> an official answer and it was supposedly "proprietary", but I also
> understand you can get a readout from Lightspeed that gives the
> actual advance. All one would have to do is plot the displayed
> number against rpm and MAP to extract the algorithm. Anyone done
> that? If I wanted to reduce the advance on the Lightspeed by maybe
> 5 degrees is there a simple way to do that? I don't have any
> travel in that direction on the pickup plate and I don't want to
> retard the cranking advance.
>
> Gary Casey
Message 8
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| Subject: | Re: Single electronic ignition |
Don't blame you for wanting to know as much as you can about your
aircraft systems and hope this does not come off as condescending.
Having said that, I would encourage you to follow the manufacturers'
recommendation on setting up the system.
I make EFI/Ignition engine controllers (for auto engine conversions) and
the algorithms for ignition timing can be devilishly difficult to
describe in a reasonable amount of time. There are so many if, ands, or
buts that only a spreadsheet can accurately illustrate the timing. It's
not a simple curve, at least not in a sophisticated ignition system.
Don't take this as an indication that I know anything about the
Lightspeed system, I don't. But I have had several builders come close
to damaging their engines by trying to second guess what my controllers
are doing. If you are going to entrust your machine to a manufacturer's
widget, you might as well follow the instructions.
I (and Lightspeed) ought to provide the spreadsheet that illustrates the
timing curve and I intend to do that as soon as I find the time. The
number of different engines that I make controllers for has grown to
around 20 (timing is different on all of them) so it won't be easy.
Tracy Crook
----- Original Message -----
From: Gary Casey<mailto:glcasey@adelphia.net>
To: engines-list@matronics.com<mailto:engines-list@matronics.com>
Sent: Wednesday, June 28, 2006 8:57 AM
Subject: Engines-List: Single electronic ignition
--> Engines-List message posted by: Gary Casey
<glcasey@adelphia.net<mailto:glcasey@adelphia.net>>
I have a IO-540 parallel-valve with 10:1 compression, a single Slick
mag and one Lightspeed ignition. I now have about 5 flight hours on
the engine. The engine was set up with 25 degrees timing on both
ignitions, but I was worried about peak cylinder pressures and
retarded the mag to about 21.5 degrees. Runups are a problem in that
there is a slight drop going to the electronic ignition (I expected
that), but a drop of maybe 300 rpm from 1700 on the mag and running
on the mag almost always misfires until I run lean for several
seconds to dry out the plugs. The misfire situation is getting
better, I assume because the engine is breaking in and using less oil
and partly because I'm doing less ground running than before. I'm
wondering if the large mag drop is normal, possibly because the
Lightspeed is giving quite a bit of advance during runup because of
the low manifold pressure (I forgot to read the MAP during runup).
Doe anyone know what the advance "curve" looks like for the
Lightspeed? I understand others have asked for an official answer
and it was supposedly "proprietary", but I also understand you can
get a readout from Lightspeed that gives the actual advance. All one
would have to do is plot the displayed number against rpm and MAP to
extract the algorithm. Anyone done that? If I wanted to reduce the
advance on the Lightspeed by maybe 5 degrees is there a simple way to
do that? I don't have any travel in that direction on the pickup
plate and I don't want to retard the cranking advance.
Gary Casey
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Message 9
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| Subject: | Re: Single electronic ignition |
--> Engines-List message posted by: "Craig Berland" <cberland@systems3.net>
Gary, I suspect that the mag is misfiring as you lean causing the burn
time to increase and therefore the exhaust temps to climb as you
continue to lean rather than the expected further temp decrease. I
would be more inclined to set both ignitions at 22 or 23 deg BTDC. By
setting the mag retarded it must fire against a slightly higher
combustion chamber pressure due to the electronic ign has already fired
and the pressure is rising. The mag is already being challenged by the
10 to 1 CR and LOP operation.
Craig Berland
I forgot to mention - one characteristic of this setup is that when
going LOP at 10% less fuel flow than at peak the EGT's will drop less
than 50 degrees(F) before they start going up again. At that time the
engine is obviously on the ragged edge and will start to run very rough,
occasionally even back-firing. I haven't seen - or haven't noticed -
this upward EGT trend and such a sharp lean limit on other engines. Is
it because of the higher compression? Should I worry?
Gary Casey
On Jun 28, 2006, at 5:57 AM, Gary Casey wrote:
> I have a IO-540 parallel-valve with 10:1 compression, a single Slick
> mag and one Lightspeed ignition. I now have about 5 flight hours on
> the engine. The engine was set up with 25 degrees timing on both
> ignitions, but I was worried about peak cylinder pressures and
> retarded the mag to about 21.5 degrees. Runups are a problem in that
> there is a slight drop going to the electronic ignition (I expected
> that), but a drop of maybe 300 rpm from 1700 on the mag and running on
> the mag almost always misfires until I run lean for several seconds to
> dry out the plugs. The misfire situation is getting better, I assume
> because the engine is breaking in and using less oil and partly
> because I'm doing less ground running than before. I'm wondering if
> the large mag drop is normal, possibly because the Lightspeed is
> giving quite a bit of advance during runup because of the low manifold
> pressure (I forgot to read the MAP during runup). Doe anyone know
> what the advance "curve"
> looks like for the Lightspeed? I understand others have asked for an
> official answer and it was supposedly "proprietary", but I also
> understand you can get a readout from Lightspeed that gives the actual
> advance. All one would have to do is plot the displayed number
> against rpm and MAP to extract the algorithm. Anyone done that? If I
> wanted to reduce the advance on the Lightspeed by maybe
> 5 degrees is there a simple way to do that? I don't have any travel
> in that direction on the pickup plate and I don't want to retard the
> cranking advance.
>
> Gary Casey
Message 10
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| Subject: | Single electronic ignition |
--> Engines-List message posted by: "steve korney" <s_korney@hotmail.com>
Gary...
One malfunction in the MAP sensor, and your engine could be toasted... I
recommend you run the slick mag at 23 degrees for the 10:1 compression...
Your light speed could be as much as 40 degrees at run-up... No wonder there
is such a difference in drop-off in rpm's...
Best... Steve
----Original Message Follows----
--> Engines-List message posted by: Gary Casey <glcasey@adelphia.net>
I have a IO-540 parallel-valve with 10:1 compression, a single Slick mag
and one Lightspeed ignition. I now have about 5 flight hours on the
engine. The engine was set up with 25 degrees timing on both ignitions,
but I was worried about peak cylinder pressures and retarded the mag to
about 21.5 degrees. Runups are a problem in that there is a slight drop
going to the electronic ignition (I expected that), but a drop of maybe 300
rpm from 1700 on the mag and running on the mag almost always misfires
until I run lean for several seconds to dry out the plugs. The misfire
situation is getting better, I assume because the engine is breaking in and
using less oil and partly because I'm doing less ground running than
before. I'm wondering if the large mag drop is normal, possibly because
the Lightspeed is giving quite a bit of advance during runup because of
the low manifold pressure (I forgot to read the MAP during runup). Doe
anyone know what the advance "curve" looks like for the Lightspeed? I
understand others have asked for an official answer and it was supposedly
"proprietary", but I also understand you can get a readout from Lightspeed
that gives the actual advance. All one would have to do is plot the
displayed number against rpm and MAP to extract the algorithm. Anyone done
that? If I wanted to reduce the advance on the Lightspeed by maybe 5
degrees is there a simple way to do that? I don't have any travel in that
direction on the pickup plate and I don't want to retard the cranking
advance.
Gary Casey
http://www.matronics.com/Navigator?Engines-List
http://wiki.matronics.com
Message 11
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| Subject: | Re: Single electronic ignition |
--> Engines-List message posted by: "steve korney" <s_korney@hotmail.com>
If your going to run your engine lean of peak at high altitude, you should
have two electronic ignitions...
Best... Steve
----Original Message Follows----
--> Engines-List message posted by: Gary Casey <glcasey@adelphia.net>
I forgot to mention - one characteristic of this setup is that when going
LOP at 10% less fuel flow than at peak the EGT's will drop less than 50
degrees(F) before they start going up again. At that time the engine is
obviously on the ragged edge and will start to run very rough, occasionally
even back-firing. I haven't seen - or haven't noticed - this upward EGT
trend and such a sharp lean limit on other engines. Is it because of the
higher compression? Should I worry?
Gary Casey
On Jun 28, 2006, at 5:57 AM, Gary Casey wrote:
>I have a IO-540 parallel-valve with 10:1 compression, a single Slick mag
>and one Lightspeed ignition. I now have about 5 flight hours on the
>engine. The engine was set up with 25 degrees timing on both ignitions,
>but I was worried about peak cylinder pressures and retarded the mag to
>about 21.5 degrees. Runups are a problem in that there is a slight drop
>going to the electronic ignition (I expected that), but a drop of maybe
>300 rpm from 1700 on the mag and running on the mag almost always misfires
>until I run lean for several seconds to dry out the plugs. The misfire
>situation is getting better, I assume because the engine is breaking in
>and using less oil and partly because I'm doing less ground running than
>before. I'm wondering if the large mag drop is normal, possibly because
>the Lightspeed is giving quite a bit of advance during runup because of
>the low manifold pressure (I forgot to read the MAP during runup). Doe
>anyone know what the advance "curve" looks like for the Lightspeed? I
>understand others have asked for an official answer and it was supposedly
>"proprietary", but I also understand you can get a readout from Lightspeed
>that gives the actual advance. All one would have to do is plot the
>displayed number against rpm and MAP to extract the algorithm. Anyone
>done that? If I wanted to reduce the advance on the Lightspeed by maybe
>5 degrees is there a simple way to do that? I don't have any travel in
>that direction on the pickup plate and I don't want to retard the cranking
>advance.
>
>Gary Casey
http://www.matronics.com/Navigator?Engines-List
http://wiki.matronics.com
Message 12
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| Subject: | Re: Single electronic ignition |
--> Engines-List message posted by: "steve korney" <s_korney@hotmail.com>
Craig...
You are right about......
"I would be more inclined to set both ignitions at 22 or 23 deg
BTDC. By setting the mag retarded it must fire against a slightly higher
combustion chamber pressure due to the electronic ign has
already fired and the pressure is rising. The mag is already being
challenged
by the 10 to 1 CR and LOP operation."
But, that doesn't happen on run-up... The EI is turned off...
Best... Steve
----Original Message Follows----
--> Engines-List message posted by: "Craig Berland" <cberland@systems3.net>
Gary, I suspect that the mag is misfiring as you lean causing the burn
time to increase and therefore the exhaust temps to climb as you
continue to lean rather than the expected further temp decrease. I
would be more inclined to set both ignitions at 22 or 23 deg BTDC. By
setting the mag retarded it must fire against a slightly higher
combustion chamber pressure due to the electronic ign has already fired
and the pressure is rising. The mag is already being challenged by the
10 to 1 CR and LOP operation.
Craig Berland
I forgot to mention - one characteristic of this setup is that when
going LOP at 10% less fuel flow than at peak the EGT's will drop less
than 50 degrees(F) before they start going up again. At that time the
engine is obviously on the ragged edge and will start to run very rough,
occasionally even back-firing. I haven't seen - or haven't noticed -
this upward EGT trend and such a sharp lean limit on other engines. Is
it because of the higher compression? Should I worry?
Gary Casey
On Jun 28, 2006, at 5:57 AM, Gary Casey wrote:
> I have a IO-540 parallel-valve with 10:1 compression, a single Slick
> mag and one Lightspeed ignition. I now have about 5 flight hours on
> the engine. The engine was set up with 25 degrees timing on both
> ignitions, but I was worried about peak cylinder pressures and
> retarded the mag to about 21.5 degrees. Runups are a problem in that
> there is a slight drop going to the electronic ignition (I expected
> that), but a drop of maybe 300 rpm from 1700 on the mag and running on
> the mag almost always misfires until I run lean for several seconds to
> dry out the plugs. The misfire situation is getting better, I assume
> because the engine is breaking in and using less oil and partly
> because I'm doing less ground running than before. I'm wondering if
> the large mag drop is normal, possibly because the Lightspeed is
> giving quite a bit of advance during runup because of the low manifold
> pressure (I forgot to read the MAP during runup). Doe anyone know
> what the advance "curve"
> looks like for the Lightspeed? I understand others have asked for an
> official answer and it was supposedly "proprietary", but I also
> understand you can get a readout from Lightspeed that gives the actual
> advance. All one would have to do is plot the displayed number
> against rpm and MAP to extract the algorithm. Anyone done that? If I
> wanted to reduce the advance on the Lightspeed by maybe
> 5 degrees is there a simple way to do that? I don't have any travel
> in that direction on the pickup plate and I don't want to retard the
> cranking advance.
>
> Gary Casey
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| Subject: | Single electronic ignition |
--> Engines-List message posted by: "J. R. Dial" <jrdial@hal-pc.org>
My engine is an XP-360 and I always taxi and idle on the ground
with the mixture at almost idle cut off. It won't hurt your engine and
the plugs will stay clean. I am flying 200 hours a year and the plugs
are clean when I pull them once a year. I have the same set up you have
but my mag is set at factory setting of 25 degrees. I have great
performance with the Lightspeed system and I received excellent customer
service on some initial questions to Klaus. I get no drop during run up
on the Lightspeed and about 50 RPM on the mag.
Good luck
-----Original Message-----
[mailto:owner-engines-list-server@matronics.com] On Behalf Of Gary Casey
Sent: Wednesday, June 28, 2006 7:58 AM
--> Engines-List message posted by: Gary Casey <glcasey@adelphia.net>
I have a IO-540 parallel-valve with 10:1 compression, a single Slick
mag and one Lightspeed ignition. I now have about 5 flight hours on
the engine. The engine was set up with 25 degrees timing on both
ignitions, but I was worried about peak cylinder pressures and
retarded the mag to about 21.5 degrees. Runups are a problem in that
there is a slight drop going to the electronic ignition (I expected
that), but a drop of maybe 300 rpm from 1700 on the mag and running
on the mag almost always misfires until I run lean for several
seconds to dry out the plugs. The misfire situation is getting
better, I assume because the engine is breaking in and using less oil
and partly because I'm doing less ground running than before. I'm
wondering if the large mag drop is normal, possibly because the
Lightspeed is giving quite a bit of advance during runup because of
the low manifold pressure (I forgot to read the MAP during runup).
Doe anyone know what the advance "curve" looks like for the
Lightspeed? I understand others have asked for an official answer
and it was supposedly "proprietary", but I also understand you can
get a readout from Lightspeed that gives the actual advance. All one
would have to do is plot the displayed number against rpm and MAP to
extract the algorithm. Anyone done that? If I wanted to reduce the
advance on the Lightspeed by maybe 5 degrees is there a simple way to
do that? I don't have any travel in that direction on the pickup
plate and I don't want to retard the cranking advance.
Gary Casey
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