Today's Message Index:
----------------------
1. 12:01 AM - Magneto P-leads (DEAN PSIROPOULOS)
2. 05:59 AM - Re: Re: Lycoming EGT, IO 540 (Wayne Sweet)
3. 06:03 AM - Re: Lycoming EGT, IO 540 (Gary Casey)
4. 06:36 AM - Re: Magneto P-leads (Kelly McMullen)
5. 06:44 AM - Re: Re: Lycoming EGT, IO 540 (Kelly McMullen)
6. 08:41 AM - Re: Re: Lycoming EGT, IO 540 (Mike)
7. 09:26 AM - 540 EGT (Bob & Toodie Marshall)
8. 10:42 AM - Post Mortem - Matronics List Pummeled By Spam... (Matt Dralle)
9. 03:49 PM - Re: Re: Lycoming EGT, IO 540 (steve korney)
Message 1
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I did a test on my magneto P-leads (one mag on left side, electronic on
right side)with an ohm meter. Thinking that when the key switch is in the
off position, the resistance across the p-leads should measure close to dead
short and, it does. By the same logic, I thought that when the mag was
ungrounded the resistance across the p-leads (I used a shielded wire with
the shield grounded at the magneto through the key switch, no local
grounding). But when I measured across the p-leads at the magneto the
resistance only went from 0.2 ohms to 0.4 ohms when I turned the key. Not
an appreciable increase in resistance but it was consistent (happens every
time) and measurable. I thought maybe I had a faulty key switch but not so,
I removed one p-lead from the mag and made the same measurement and the
resistance with the key in that mag's position read infinite. I suspect
that there is some thing about magnetos I don't know and that this is not a
problem but would like to be sure. Anybody ever done this test? Did you get
the same results? Thanks.
Dean
RV-6A N197DM
closer to 1st flight.
Message 2
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| Subject: | Re: Lycoming EGT, IO 540 |
----- Original Message -----
From: "Gary Casey" <glcasey@adelphia.net>
Sent: Saturday, November 10, 2007 6:47 AM
Subject: Engines-List: Re: Lycoming EGT, IO 540
> questions is to measure it using the "lean sweep" method. Starting well
> rich, record all exhaust temperatures and fuel flow (it's handy to record
> CHT's and flight data as well, but it is not necessary for good results).
> Lean the engine a step at a time - the finer the steps the better,
> although it will start to take too long if done to the extreme. After
> all cylinders have peaked continue to go lean until you get at least 2 or
> 3 data points on the lean side of the leanest cylinder. The biggest
> problem I've had is not waiting long
It should be the richest cylinder, since it will be the last cylinder to go
lean.
I have GAMI's on my converted O-360A1A to an EXP IO-360 and find the only
time I can't run LOP is at high altitude and hot temperatures. For some
reason (even after engine overhaul and new intake tubes), it gets too rough
before the richest cylinder is 25F LOP.
Wayne
Message 3
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| Subject: | Re: Lycoming EGT, IO 540 |
Bob's comment brings up a question I have. I've got a parallel-valve
IO-540 with 10:1 compression and electronic ignition on the top
plugs, mag on the bottom, timing set at 22. The cylinders are very
closely matched for air/fuel, within about 1.5%. When I lean the
engine LOP the temperatures drop just a little before it goes rough
and sometimes go flat or back up, so I typically operate just barely
LOP. I don't have a good explanation for this behavior unless my
ram air induction is working so well that the injectors have no air
flow in them to atomize the fuel. However, I don't see any fuel
stains around the injectors, so there apparently isn't any fuel
coming out the vents. There is no way the engine would run 150 LOP
as Bob suggests below. Any ideas on why this engine seems to operate
different than the norm?
Gary Casey
> ....Once they all achieve
> their peak temp at the same throttle position you should be able to
> get
> as much as 150 degrees lean of peak before missfire.
>
> Bob
Message 4
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| Subject: | Re: Magneto P-leads |
Was the P lead connected to the magneto when you measured resistance to
ground? If so, and the points were closed, you were measuring resistance of
the points. You need the P lead off the mag, or the points open to get a
good resistance reading. I've seen a couple instances, (with old P-leads)
of the internal insulation cracking and grounding to shield, but not too
likely with relatively new wiring.
On Nov 11, 2007 12:59 AM, DEAN PSIROPOULOS <dean.psiropoulos@verizon.net>
wrote:
> dean.psiropoulos@verizon.net>
>
>
> I did a test on my magneto P-leads (one mag on left side, electronic on
> right side)with an ohm meter. Thinking that when the key switch is in the
> off position, the resistance across the p-leads should measure close to
> dead
> short and, it does. By the same logic, I thought that when the mag was
> ungrounded the resistance across the p-leads (I used a shielded wire with
> the shield grounded at the magneto through the key switch, no local
> grounding). But when I measured across the p-leads at the magneto the
> resistance only went from 0.2 ohms to 0.4 ohms when I turned the key. Not
> an appreciable increase in resistance but it was consistent (happens every
> time) and measurable. I thought maybe I had a faulty key switch but not
> so,
> I removed one p-lead from the mag and made the same measurement and the
> resistance with the key in that mag's position read infinite. I suspect
> that there is some thing about magnetos I don't know and that this is not
> a
> problem but would like to be sure. Anybody ever done this test? Did you
> get
> the same results? Thanks.
>
> Dean
> RV-6A N197DM
> closer to 1st flight.
>
>
Message 5
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| Subject: | Re: Lycoming EGT, IO 540 |
I run an IO-360 angle valve engine. It will run nicely lean of peak to about
60-70 lean of peak. At that point EGT can start back up or the engine start
to quit. You are right...you only need 10-20 LOP if you are running 70% or
less power. As your power goes up, you need to be leaner, maybe 30-40 LOP at
75% or higher. Unless you have a turbo, you are unlikely to run much over
85% LOP, so forget about much leaner. The turbo guys will cruise up to 90
LOP on a big Continental. The Lyc turbo 540, at least as used in the Mooney
TLS Bravo generally won't run LOP without turbine inlet temps going above
redline. It is one of the few engines that simply doesn't like LOP.
On Nov 11, 2007 7:02 AM, Gary Casey <glcasey@adelphia.net> wrote:
>
> Bob's comment brings up a question I have. I've got a parallel-valve
> IO-540 with 10:1 compression and electronic ignition on the top
> plugs, mag on the bottom, timing set at 22. The cylinders are very
> closely matched for air/fuel, within about 1.5%. When I lean the
> engine LOP the temperatures drop just a little before it goes rough
> and sometimes go flat or back up, so I typically operate just barely
> LOP. I don't have a good explanation for this behavior unless my
> ram air induction is working so well that the injectors have no air
> flow in them to atomize the fuel. However, I don't see any fuel
> stains around the injectors, so there apparently isn't any fuel
> coming out the vents. There is no way the engine would run 150 LOP
> as Bob suggests below. Any ideas on why this engine seems to operate
> different than the norm?
>
> Gary Casey
>
> > ....Once they all achieve
> > their peak temp at the same throttle position you should be able to
> > get
> > as much as 150 degrees lean of peak before missfire.
> >
> > Bob
>
>
Message 6
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| Subject: | Re: Lycoming EGT, IO 540 |
Gary,
One problem I see with your setup is the electronic ignition with a
fixed timing mag. I see why you went this way but you should be aware
that when both systems fire, the first one is more or less the only one
that counts. So in order to get optimum performance you must know
exactly when you electronic ignition fires and it must be the same as
the mag at cruse and higher power or your working against yourself. In
other words for performance a single ignition system.
Just a thought,
Mike Larkin
-----Original Message-----
From: owner-engines-list-server@matronics.com
[mailto:owner-engines-list-server@matronics.com] On Behalf Of Gary Casey
Sent: Sunday, November 11, 2007 7:03 AM
Subject: Engines-List: Re: Lycoming EGT, IO 540
Bob's comment brings up a question I have. I've got a parallel-valve
IO-540 with 10:1 compression and electronic ignition on the top
plugs, mag on the bottom, timing set at 22. The cylinders are very
closely matched for air/fuel, within about 1.5%. When I lean the
engine LOP the temperatures drop just a little before it goes rough
and sometimes go flat or back up, so I typically operate just barely
LOP. I don't have a good explanation for this behavior unless my
ram air induction is working so well that the injectors have no air
flow in them to atomize the fuel. However, I don't see any fuel
stains around the injectors, so there apparently isn't any fuel
coming out the vents. There is no way the engine would run 150 LOP
as Bob suggests below. Any ideas on why this engine seems to operate
different than the norm?
Gary Casey
> ....Once they all achieve
> their peak temp at the same throttle position you should be able to
> get
> as much as 150 degrees lean of peak before missfire.
>
> Bob
10/2/2007 11:10 AM
10/2/2007 11:10 AM
Message 7
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The EGT questions on my 540 could have many answers and I have now a
lot to look at, Since the winters are long here in the high Sierra
Nevada mountains this will give me enough info to continue forward. To
all the guys who responded, Thank you all very much. Bob
Message 8
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| Subject: | Post Mortem - Matronics List Pummeled By Spam... |
Dear Listers,
Over a 3-day period, Thursday 11/8 though Saturday 11/10, the Matronics Lists were
pummeled with over 450,000 spam emails causing posting delays and a few duplicate
messages. Yeah, I really said nearly half a million spams! The good
news is that I don't believe a single one of them actually made it to the Lists
thanks to the aggressive List filtering code and the Barracuda spam filter.
The bad news was that it caused quite a back log of email messages starting Friday
and continuing until late Saturday when I noticed that delivery seemed a bit
sluggish. By about 11pm on Saturday night, I had managed to get the backlog
cleared out of the spam filter by temporarily adjusting some of the filtering.
A check of the queues this morning, and everything looks like its working great
and there are no incoming filtering delays and spam levels appear to be back
to "normal".
There were a number of people asking what was going on, so I thought that I'd send
out a follow up post mortem on the event...
November is the annual List Fund Raiser. Your contribution directly enables me
to buy systems like the Barracuda spam filter that keep the List free of that
garbage. Please make a contribution to support your Lists!
http://www.matronics.com/contribution
Thank you!
Matt Dralle
Matronics Email List Administrator
Message 9
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| Subject: | Re: Lycoming EGT, IO 540 |
Gary...
What brand of electronic ignition do you have....? I would think the EI wo
uld have a lot more advance then the mag at almost any manifold pressure ot
her then maybe sea level...
Best... Steve
> From: glcasey@adelphia.net
> Subject: Engines-List: Re: Lycoming EGT, IO 540
> Date: Sun, 11 Nov 2007 06:02:45 -0800
> To: engines-list@matronics.com
>
>
> Bob's comment brings up a question I have. I've got a parallel-valve
> IO-540 with 10:1 compression and electronic ignition on the top
> plugs, mag on the bottom, timing set at 22. The cylinders are very
> closely matched for air/fuel, within about 1.5%. When I lean the
> engine LOP the temperatures drop just a little before it goes rough
> and sometimes go flat or back up, so I typically operate just barely
> LOP. I don't have a good explanation for this behavior unless my
> ram air induction is working so well that the injectors have no air
> flow in them to atomize the fuel. However, I don't see any fuel
> stains around the injectors, so there apparently isn't any fuel
> coming out the vents. There is no way the engine would run 150 LOP
> as Bob suggests below. Any ideas on why this engine seems to operate
> different than the norm?
>
> Gary Casey
>
> > ....Once they all achieve
> > their peak temp at the same throttle position you should be able to
> > get
> > as much as 150 degrees lean of peak before missfire.
> >
> > Bob
>
>
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