Today's Message Index:
----------------------
1. 05:48 AM - Balancing the fuel injectors (Carl Froehlich)
2. 05:48 AM - Re: Difference in diameters between engine mount ears and dynafocal (davidsoutpost@comcast.net)
3. 06:17 AM - Re: Balancing the fuel injectors (Alan Mekler MD)
4. 06:50 AM - Re: Balancing the fuel injectors (Jesse Saint)
5. 06:58 AM - Re: Balancing the fuel injectors (Carl Froehlich)
6. 07:32 AM - Re: Balancing the fuel injectors (Cooprv7)
7. 07:57 AM - Re: Balancing the fuel injectors (Kelly McMullen)
8. 09:32 AM - Re: Difference in diameters between engine mount ears and dynafocal (Michael Kraus)
9. 09:41 AM - Re: Balancing the fuel injectors (Michael Kraus)
10. 09:59 AM - Re: Balancing the fuel injectors (Robin Marks)
11. 10:34 AM - Re: Balancing the fuel injectors (Bob Turner)
12. 10:48 AM - Re: Re: Balancing the fuel injectors (Robin Marks)
13. 11:21 AM - Re: Balancing the fuel injectors (Jesse Saint)
14. 12:03 PM - Re: Re: Balancing the fuel injectors (Carl Froehlich)
15. 01:53 PM - Re: RV-10 Electric system (marcausman)
16. 04:18 PM - Electronic Ignition (Robin Marks)
17. 05:15 PM - Re: Electronic Ignition (chazking)
18. 05:24 PM - Re: Balancing the fuel injectors (Alan Mekler MD)
19. 08:47 PM - Re: Electronic Ignition (Don McDonald)
20. 09:30 PM - Re: Electronic Ignition (Sean Stephens)
Message 1
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| Subject: | Balancing the fuel injectors |
All,
It took a couple of iterations but I have been able to balance the fuel
injectors to where the cylinders peak within 0.1 to 0.2 gph. With the stock
engine (XIO-540 from Van's) the spread from first to peak to last to peak
was 0.7 to 1.0 gph. I also now note the absence of any engine roughness
even when well below LOP.
The Dynon SkyView data log function provided unbiased information on the
fuel flow when each cylinder peaked. I also looked over a series of data
runs (as in the each cross country) to make sure the information was
repeatable. The standard injector nozzle for this engine is 0.028". This
is my final nozzle set up for each cylinder:
#1: .028
#2: .029
#3: .027
#4: .027
#5: .029
#6: .0275
Note this is for my specific engine - your results will most likely be
different.
Don at Airflow Performance provided valuable information on this effort as
well as the nozzles themselves. His nozzles fit both Bendix or Precision
fuel injection system.
Carl
Message 2
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| Subject: | Re: Difference in diameters between engine mount ears and |
dynafocal
You need the smaller ones. A.E.R.O. http://www.aeroinstock.com/ carries them and they are really nice machined mounts. I fooled around and bought a used set of lycoming ears off ebay that were really worn so I bit the bullet and purchased new ones.
David Clifford
RV-10 Builder
Howell, MI
----- Original Message -----
From: "Andy and Jen Johnson" <noconwud@earthlink.net>
Sent: Sunday, May 12, 2013 9:05:21 PM
Subject: RV10-List: Difference in diameters between engine mount ears and dynafocal
All,
My engine mount ears have an inner diameter of ~2", while my dynafocal
mounts have outer diameters of ~1.375". I've attached a pic to illustrate.
I have an older narrow deck that I just had rebuilt...is it possible I need
to get engine mount ears with a smaller inner diameter?
Has anyone else seen this problem before?
Thanks.
Andy Johnson
Getting ready to mount the engine.
Message 3
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| Subject: | Re: Balancing the fuel injectors |
Good to hear. I also am working with Don after having no luck with GAMI.
My engine is. TMX IO 540
Stock is 0.025
Alan
Sent from my iPhone
On May 13, 2013, at 8:47 AM, "Carl Froehlich" <carl.froehlich@verizon.net> w
rote:
> All,
>
> It took a couple of iterations but I have been able to balance the fuel in
jectors to where the cylinders peak within 0.1 to 0.2 gph. With the stock e
ngine (XIO-540 from Van's) the spread from first to peak to last to peak was
0.7 to 1.0 gph. I also now note the absence of any engine roughness even w
hen well below LOP.
>
> The Dynon SkyView data log function provided unbiased information on the f
uel flow when each cylinder peaked. I also looked over a series of data run
s (as in the each cross country) to make sure the information was repeatable
. The standard injector nozzle for this engine is 0.028". This is my final
nozzle set up for each cylinder:
> #1: .028
> #2: .029
> #3: .027
> #4: .027
> #5: .029
> #6: .0275
>
> Note this is for my specific engine - your results will most likely be dif
ferent.
>
> Don at Airflow Performance provided valuable information on this effort as
well as the nozzles themselves. His nozzles fit both Bendix or Precision f
uel injection system.
>
> Carl
>
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
Message 4
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| Subject: | Re: Balancing the fuel injectors |
I have done this a number of times. In my talks with the guys at Airflow
Performance, they said stock injectors are .028", but they recommended,
for our application, to get a set of .026" nozzles before running the
tests then go up and down from there, but I have done it both ways. It
is a very easy and inexpensive way to do exactly what GAMI does,
basically, except you aren't changing the injectors themselves, but
rather just the $25 nozzles. Great product and great way to get LOP
operations and a smooth running engine.
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
C: 352-427-0285
F: 815-377-3694
On May 13, 2013, at 9:16 AM, Alan Mekler MD <amekler@metrocast.net>
wrote:
> Good to hear. I also am working with Don after having no luck with
GAMI.
> My engine is. TMX IO 540
> Stock is 0.025
> Alan
>
> Sent from my iPhone
>
> On May 13, 2013, at 8:47 AM, "Carl Froehlich"
<carl.froehlich@verizon.net> wrote:
>
>> All,
>>
>> It took a couple of iterations but I have been able to balance the
fuel injectors to where the cylinders peak within 0.1 to 0.2 gph. With
the stock engine (XIO-540 from Van's) the spread from first to peak to
last to peak was 0.7 to 1.0 gph. I also now note the absence of any
engine roughness even when well below LOP.
>>
>> The Dynon SkyView data log function provided unbiased information on
the fuel flow when each cylinder peaked. I also looked over a series of
data runs (as in the each cross country) to make sure the information
was repeatable. The standard injector nozzle for this engine is 0.028".
This is my final nozzle set up for each cylinder:
>> #1: .028
>> #2: .029
>> #3: .027
>> #4: .027
>> #5: .029
>> #6: .0275
>>
>> Note this is for my specific engine - your results will most likely
be different.
>>
>> Don at Airflow Performance provided valuable information on this
effort as well as the nozzles themselves. His nozzles fit both Bendix
or Precision fuel injection system.
>>
>> Carl
>>
>>
>>
>> ========================
>> ://www.matronics.com/Navigator?RV10-List
>> ========================
>> cs.com
>> ========================
>> matronics.com/contribution
>> ========================
>>
>
>
>
Message 5
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| Subject: | Balancing the fuel injectors |
At $27 per nozzle from Airflow Performance - also a lot less expensive route
than GAMI.
Carl
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Alan Mekler MD
Sent: Monday, May 13, 2013 9:16 AM
Subject: Re: RV10-List: Balancing the fuel injectors
Good to hear. I also am working with Don after having no luck with GAMI.
My engine is. TMX IO 540
Stock is 0.025
Alan
Sent from my iPhone
On May 13, 2013, at 8:47 AM, "Carl Froehlich" <carl.froehlich@verizon.net>
wrote:
All,
It took a couple of iterations but I have been able to balance the fuel
injectors to where the cylinders peak within 0.1 to 0.2 gph. With the stock
engine (XIO-540 from Van's) the spread from first to peak to last to peak
was 0.7 to 1.0 gph. I also now note the absence of any engine roughness
even when well below LOP.
The Dynon SkyView data log function provided unbiased information on the
fuel flow when each cylinder peaked. I also looked over a series of data
runs (as in the each cross country) to make sure the information was
repeatable. The standard injector nozzle for this engine is 0.028". This
is my final nozzle set up for each cylinder:
#1: .028
#2: .029
#3: .027
#4: .027
#5: .029
#6: .0275
Note this is for my specific engine - your results will most likely be
different.
Don at Airflow Performance provided valuable information on this effort as
well as the nozzles themselves. His nozzles fit both Bendix or Precision
fuel injection system.
Carl
==================================
://www.matronics.com/Navigator?RV10-List
==================================
cs.com
==================================
matronics.com/contribution
==================================
Message 6
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| Subject: | Re: Balancing the fuel injectors |
Jesse,
Just curious, but what is the reasoning behind switching to .026 prior t
o tweaking if it is running well?
Thanks,
Marcus
Do not archive
Sent from my iPad
On May 13, 2013, at 9:49, Jesse Saint <jesse@saintaviation.com> wrote:
I have done this a number of times. In my talks with the guys at Airflow Per
formance, they said stock injectors are .028", but they recommended, for our
application, to get a set of .026" nozzles before running the tests then go
up and down from there, but I have done it both ways. It is a very easy and
inexpensive way to do exactly what GAMI does, basically, except you aren't c
hanging the injectors themselves, but rather just the $25 nozzles. Great pro
duct and great way to get LOP operations and a smooth running engine.
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
C: 352-427-0285
F: 815-377-3694
On May 13, 2013, at 9:16 AM, Alan Mekler MD <amekler@metrocast.net> wrote:
> Good to hear. I also am working with Don after having no luck with GAMI.
> My engine is. TMX IO 540
> Stock is 0.025
> Alan
>
> Sent from my iPhone
>
> On May 13, 2013, at 8:47 AM, "Carl Froehlich" <carl.froehlich@verizon.net>
wrote:
>
>> All,
>>
>> It took a couple of iterations but I have been able to balance the fuel i
njectors to where the cylinders peak within 0.1 to 0.2 gph. With the stock e
ngine (XIO-540 from Van's) the spread from first to peak to last to peak was
0.7 to 1.0 gph. I also now note the absence of any engine roughness even w
hen well below LOP.
>>
>> The Dynon SkyView data log function provided unbiased information on the f
uel flow when each cylinder peaked. I also looked over a series of data run
s (as in the each cross country) to make sure the information was repeatable
. The standard injector nozzle for this engine is 0.028". This is my final
nozzle set up for each cylinder:
>> #1: .028
>> #2: .029
>> #3: .027
>> #4: .027
>> #5: .029
>> #6: .0275
>>
>> Note this is for my specific engine - your results will most likely be di
fferent.
>>
>> Don at Airflow Performance provided valuable information on this effort a
s well as the nozzles themselves. His nozzles fit both Bendix or Precision f
uel injection system.
>>
>> Carl
>>
>>
>>
>> =========
>> ://www.matronics.com/Navigator?RV10-List
>> =========
>> cs.com
>> =========
>> matronics.com/contribution
>> =========
>>
>
>
> href="http://www.matronics.com/Navigator?RV10-List">http://www.matronics
.com/Navigator?RV10-List
> href="http://forums.matronics.com/">http://forums.matronics.com
> href="http://www.matronics.com/contribution">http://www.matronics.com/co
ntribution
>
==========================
========
==========================
========
==========================
========
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Message 7
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| Subject: | Re: Balancing the fuel injectors |
Probably better atomization. If your engine is running well, and all
cylinders peak within .5 gph or less, leave well enough alone and be happy.
IIRC, if you are going to be anywhere in the Southeast, making the trip to
Airflow and having them do the adjustments is the quickest and best way to
get them all balanced.
On Mon, May 13, 2013 at 7:32 AM, Cooprv7 <cooprv7@yahoo.com> wrote:
> Jesse,
> Just curious, but what is the reasoning behind switching to .026 prior
> to tweaking if it is running well?
>
> Thanks,
> Marcus
> Do not archive
>
> Sent from my iPad
>
>
Message 8
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| Subject: | Re: Difference in diameters between engine mount ears and |
dynafocal
Or post on the Rocket list. They use the larger mounts. Years ago I found s
omeone to swap mounts. Saved us both s lot of money.
-Mike Kraus
RV-4 sold :-(
RV-10 flying :-)
KitFox SS7 Radial building :-)
On May 13, 2013, at 8:47 AM, davidsoutpost@comcast.net wrote:
> You need the smaller ones. A.E.R.O. http://www.aeroinstock.com/ carri
es them and they are really nice machined mounts. I fooled around and bough
t a used set of lycoming ears off ebay that were really worn so I bit the bu
llet and purchased new ones.
>
> David Clifford
>
> RV-10 Builder
> Howell, MI
>
> From: "Andy and Jen Johnson" <noconwud@earthlink.net>
> To: rv10-list@matronics.com
> Sent: Sunday, May 12, 2013 9:05:21 PM
> Subject: RV10-List: Difference in diameters between engine mount ears and d
ynafocal
>
> All,
>
> My engine mount ears have an inner diameter of ~2", while my dynafocal
> mounts have outer diameters of ~1.375". I've attached a pic to illustrate
.
> I have an older narrow deck that I just had rebuilt...is it possible I nee
d
> to get engine mount ears with a smaller inner diameter?
>
> Has anyone else seen this problem before?
>
> Thanks.
>
> Andy Johnson
> Getting ready to mount the engine.
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
Message 9
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| Subject: | Re: Balancing the fuel injectors |
I received a new set of GAMI injectors with an engine I purchased in parts.
Once I started flying (years later), GAMI set me up with the flow test set-
up and swapped out 4 of my injectors with no questions asked. I had great s
ervice from them, even though I was not the original buyer.
Just a data point...
-Mike Kraus
RV-4 sold :-(
RV-10 flying :-)
KitFox SS7 Radial building :-)
On May 13, 2013, at 9:16 AM, Alan Mekler MD <amekler@metrocast.net> wrote:
> Good to hear. I also am working with Don after having no luck with GAMI.
> My engine is. TMX IO 540
> Stock is 0.025
> Alan
>
> Sent from my iPhone
>
> On May 13, 2013, at 8:47 AM, "Carl Froehlich" <carl.froehlich@verizon.net>
wrote:
>
>> All,
>>
>> It took a couple of iterations but I have been able to balance the fuel i
njectors to where the cylinders peak within 0.1 to 0.2 gph. With the stock e
ngine (XIO-540 from Van's) the spread from first to peak to last to peak was
0.7 to 1.0 gph. I also now note the absence of any engine roughness even w
hen well below LOP.
>>
>> The Dynon SkyView data log function provided unbiased information on the f
uel flow when each cylinder peaked. I also looked over a series of data run
s (as in the each cross country) to make sure the information was repeatable
. The standard injector nozzle for this engine is 0.028". This is my final
nozzle set up for each cylinder:
>> #1: .028
>> #2: .029
>> #3: .027
>> #4: .027
>> #5: .029
>> #6: .0275
>>
>> Note this is for my specific engine - your results will most likely be di
fferent.
>>
>> Don at Airflow Performance provided valuable information on this effort a
s well as the nozzles themselves. His nozzles fit both Bendix or Precision f
uel injection system.
>>
>> Carl
>>
>>
>>
>> =========================
=========
>> ://www.matronics.com/Navigator?RV10-List
>> =========================
=========
>> cs.com
>> =========================
=========
>> matronics.com/contribution
>> =========================
=========
>>
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
Message 10
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| Subject: | Balancing the fuel injectors |
It may be less expensive than GAMI (happy) but it still can be expensive an
d time consuming. Between 2 airplanes (10 cylinders) I have a collection of
12 extra restrictors and I still don't have the right mix to balance my -1
0.
I think it would be a cool thing to have an RV-List collection of injectors
that we send around to builders. Pay for what you use and/or restock so we
all don't end up with so many extra restrictors.
If I ever build & order another engine I will request to start with 0.026 a
s I have a bunch of 0.028's I may never use.
Robin
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@m
atronics.com] On Behalf Of Carl Froehlich
Sent: Monday, May 13, 2013 6:58 AM
Subject: RE: RV10-List: Balancing the fuel injectors
At $27 per nozzle from Airflow Performance - also a lot less expensive rout
e than GAMI.
Carl
From: owner-rv10-list-server@matronics.com<mailto:owner-rv10-list-server@ma
tronics.com> [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Ala
n Mekler MD
Sent: Monday, May 13, 2013 9:16 AM
Subject: Re: RV10-List: Balancing the fuel injectors
Good to hear. I also am working with Don after having no luck with GAMI.
My engine is. TMX IO 540
Stock is 0.025
Alan
Sent from my iPhone
On May 13, 2013, at 8:47 AM, "Carl Froehlich" <carl.froehlich@verizon.net<m
ailto:carl.froehlich@verizon.net>> wrote:
All,
It took a couple of iterations but I have been able to balance the fuel inj
ectors to where the cylinders peak within 0.1 to 0.2 gph. With the stock e
ngine (XIO-540 from Van's) the spread from first to peak to last to peak wa
s 0.7 to 1.0 gph. I also now note the absence of any engine roughness even
when well below LOP.
The Dynon SkyView data log function provided unbiased information on the fu
el flow when each cylinder peaked. I also looked over a series of data run
s (as in the each cross country) to make sure the information was repeatabl
e. The standard injector nozzle for this engine is 0.028". This is my fin
al nozzle set up for each cylinder:
#1: .028
#2: .029
#3: .027
#4: .027
#5: .029
#6: .0275
Note this is for my specific engine - your results will most likely be diff
erent.
Don at Airflow Performance provided valuable information on this effort as
well as the nozzles themselves. His nozzles fit both Bendix or Precision f
uel injection system.
Carl
=========
://www.matronics.com/Navigator?RV10-List
=========
cs.com
=========
matronics.com/contribution
=========
http://www.matronics.com/Navigator?RV10-List
http://forums.matronics.com
http://www.matronics.com/contribution
________________________________
No virus found in this message.
Checked by AVG - www.avg.com<http://www.avg.com>
Message 11
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| Subject: | Re: Balancing the fuel injectors |
Don at AF told me that he liked to go a little smaller to start because at the
low cruise fuel flows I was shooting for (
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=400528#400528
Message 12
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| Subject: | Re: Balancing the fuel injectors |
I think the other reason to start at 0.026 is that 0.026 still exceeds max fuel
flow required (most applications) and gives the owner room to move up and down
size wise. Sizes above 0.028 were more rare and I think at one point special
order while restrictor sizes above & below 0.026 are stock items.
Robin
-----Original Message-----
From: owner-rv10-list-server@matronics.com [mailto:owner-rv10-list-server@matronics.com] On Behalf Of Bob Turner
Sent: Monday, May 13, 2013 10:34 AM
Subject: RV10-List: Re: Balancing the fuel injectors
Don at AF told me that he liked to go a little smaller to start because at the
low cruise fuel flows I was shooting for (
--------
Bob Turner
RV-10 QB
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=400528#400528
-----
No virus found in this message.
Checked by AVG - www.avg.com
Message 13
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| Subject: | Re: Balancing the fuel injectors |
That's exactly what AP said.
Jesse Saint
Saint Aviation, Inc.
jesse@saintaviation.com
C: 352-427-0285
F: 815-377-3694
On May 13, 2013, at 10:56 AM, Kelly McMullen <apilot2@gmail.com> wrote:
> Probably better atomization. If your engine is running well, and all
cylinders peak within .5 gph or less, leave well enough alone and be
happy.
> IIRC, if you are going to be anywhere in the Southeast, making the
trip to Airflow and having them do the adjustments is the quickest and
best way to get them all balanced.
>
>
> On Mon, May 13, 2013 at 7:32 AM, Cooprv7 <cooprv7@yahoo.com> wrote:
> Jesse,
> Just curious, but what is the reasoning behind switching to .026
prior to tweaking if it is running well?
>
> Thanks,
> Marcus
> Do not archive
>
> Sent from my iPad
>
>
>
>
>
Message 14
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| Subject: | Re: Balancing the fuel injectors |
Don did recommend I start at 0.026" if I establish cruise below 12gph as the
primary driver.
As this was an iterative process however, I got this recommendation after I
first installed a couple of .029" nozzles to fix two cylinders peaking way
early. After that got me a lot closer, I did the two .027" injectors on the
cylinders peaking late (I had them left over from doing this on my 8A) and
then put in a .0275" as the final change. This is now so close that one
small tweak on the mixture knob has all cylinders peaking at the same time -
in other words I can't really measure the difference between the cylinders.
I don't think I'll mess with success.
If starting from scratch, I'd install .026" in the two or three cylinders
peaking late, then go from there. I don't think I would go smaller than
.026".
Carl
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Robin Marks
Sent: Monday, May 13, 2013 1:48 PM
Subject: RE: RV10-List: Re: Balancing the fuel injectors
I think the other reason to start at 0.026 is that 0.026 still exceeds max
fuel flow required (most applications) and gives the owner room to move up
and down size wise. Sizes above 0.028 were more rare and I think at one
point special order while restrictor sizes above & below 0.026 are stock
items.
Robin
-----Original Message-----
From: owner-rv10-list-server@matronics.com
[mailto:owner-rv10-list-server@matronics.com] On Behalf Of Bob Turner
Sent: Monday, May 13, 2013 10:34 AM
Subject: RV10-List: Re: Balancing the fuel injectors
Don at AF told me that he liked to go a little smaller to start because at
the low cruise fuel flows I was shooting for (
--------
Bob Turner
RV-10 QB
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http://forums.matronics.com/viewtopic.php?p=400528#400528
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Message 15
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| Subject: | Re: RV-10 Electric system |
bob88,
The VP-X should be used by itself without other bus managers like the one you mention.
The VP-X installation manual (available here: http://verticalpower.com/documents/ ) shows you how to provide system-level redundancy in case of a failure.
Hope that helps. :D
--------
Marc Ausman
http://www.verticalpower.com "Move up to a modern electrical system"
RV-7 IO-390 Flying
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=400558#400558
Message 16
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| Subject: | Electronic Ignition |
Dear Listers,
As it looks like I will be retiring from flying long before e-Mag produces
a 6 cylinder P-Mag I think it is time to search for an alternative electron
ic ignition for my -10. I would like a referral to the best choices availab
le assuming I am I a flying retrofit situation vs. building from scratch. D
o any of you have strong preferences in systems?
Thanks,
Robin
Message 17
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| Subject: | Re: Electronic Ignition |
I've used the ElectroAir / Jeff Rose system on an earlier plane. It worked flawlessly.
I plan to install it on N1XS this Winter. In my experience it gives the
engine a noticeably stronger sound. I do not have empirical data, though.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=400583#400583
Message 18
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| Subject: | Re: Balancing the fuel injectors |
Sent from my iPhone
On May 13, 2013, at 2:21 PM, Jesse Saint <jesse@saintaviation.com> wrote:
> That's exactly what AP said.
>
> Jesse Saint
> Saint Aviation, Inc.
> jesse@saintaviation.com
> C: 352-427-0285
> F: 815-377-3694
>
> On May 13, 2013, at 10:56 AM, Kelly McMullen <apilot2@gmail.com> wrote:
>
>> Probably better atomization. If your engine is running well, and all cyli
nders peak within .5 gph or less, leave well enough alone and be happy.
>> IIRC, if you are going to be anywhere in the Southeast, making the trip t
o Airflow and having them do the adjustments is the quickest and best way to
get them all balanced.
>>
>>
>> On Mon, May 13, 2013 at 7:32 AM, Cooprv7 <cooprv7@yahoo.com> wrote:
>>> Jesse,
>>> Just curious, but what is the reasoning behind switching to .026 pri
or to tweaking if it is running well?
>>>
>>> Thanks,
>>> Marcus
>>> Do not archive
>>>
>>> Sent from my iPad
>>>
>>
>>
>>
>>
>
>
>
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=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
>
Message 19
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| Subject: | Re: Electronic Ignition |
Been flying with dual Lightspeeds for 500+ hours.... only issue, lost one c
oil.- Easy to find which one based on egt's, and I think Klaus and I dete
rmined it was from heat after shutdown.- I have a plenum and from that po
int on, whenever I stop the plane and put it in my hangar, the next thing i
s to turn on a fan placed in front of one of the intake holes in the cowl..
.. about 15 minutes brings the temp down substantially.- No issues since.
- Suggest all with single or dual Lightspeed do the same.
Don McDonald
--- On Mon, 5/13/13, Robin Marks <robin@PaintTheWeb.com> wrote:
From: Robin Marks <robin@PaintTheWeb.com>
Subject: RV10-List: Electronic Ignition
=0A=0A =0A =0A=0A=0A=0A=0ADear Listers, =0AAs it looks like I will be retir
ing from flying long before e-Mag produces a 6 cylinder P-Mag I think it is
time to search for an alternative electronic ignition for my -10.=0A I wou
ld like a referral to the best choices available assuming I am I a flying r
etrofit situation vs. building from scratch. Do any of you have strong pref
==============0A=0A
Message 20
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| Subject: | Re: Electronic Ignition |
I was going to try the G3i system, but decided to wait until after the
bird is flying. Hadn't heard about any RV-10s with it.
http://www.g3ignition.com/
-Sean #40303
On 5/13/13 10:46 PM, Don McDonald wrote:
> Been flying with dual Lightspeeds for 500+ hours.... only issue, lost
> one coil. Easy to find which one based on egt's, and I think Klaus
> and I determined it was from heat after shutdown. I have a plenum and
> from that point on, whenever I stop the plane and put it in my hangar,
> the next thing is to turn on a fan placed in front of one of the
> intake holes in the cowl.... about 15 minutes brings the temp down
> substantially. No issues since. Suggest all with single or dual
> Lightspeed do the same.
> Don McDonald
>
> --- On *Mon, 5/13/13, Robin Marks /<robin@PaintTheWeb.com>/* wrote:
>
>
> From: Robin Marks <robin@PaintTheWeb.com>
> Subject: RV10-List: Electronic Ignition
> To: "rv10-list@matronics.com" <rv10-list@matronics.com>
> Date: Monday, May 13, 2013, 6:18 PM
>
> Dear Listers,
>
> As it looks like I will be retiring from flying long before e-Mag
> produces a 6 cylinder P-Mag I think it is time to search for an
> alternative electronic ignition for my -10. I would like a
> referral to the best choices available assuming I am I a flying
> retrofit situation vs. building from scratch. Do any of you have
> strong preferences in systems?
>
> Thanks,
>
> Robin
>
> *tp://www.matronics.com/Navigator?RV10-List">http://www.matronics.com/Naviga_blank" href="http://forums.matronics.com">http://forums.matronics.com
>
>
> *
>
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