Today's Message Index:
----------------------
1. 07:37 AM - Mag timing (Warren Hill)
2. 09:32 AM - Re: Mag timing (Anthony Savarese)
3. 10:29 AM - Re: Mag timing (Walter Lannon)
4. 12:53 PM - Re: Mag timing (Warren Hill)
5. 02:41 PM - Re: Magnetic heading sensor (ZH-4) (Justin Drafts)
6. 04:18 PM - Re: Mag timing (Mark Pennington)
7. 04:25 PM - Re: Mag timing (Mark Pennington)
8. 04:45 PM - Re: Mag timing (A. Dennis Savarese)
9. 04:45 PM - Re: Mag timing (A. Dennis Savarese)
10. 09:25 PM - Re: Re: Magnetic heading sensor (ZH-4) (Walter Lannon)
11. 10:38 PM - Re: Re: Magnetic heading sensor (ZH-4) (Justin Drafts)
Message 1
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Gents,
I ordered two of Richard=99s mag coils a while ago. Lovely
workmanship and quality. Highly recommend.
After taking apart the mags to install the coils, my mechanic told me
that for the timing, there is an easier way to connect the alligator
clips from the E-50 buzz box that does not involve taking the rotor cap
off.
Using an extra set of P-lead connectors (George Coy has these), it=99
s possible to make a simple adaptor using a 6-32 brass nut, a 2-inch
6-32 brass machine screw with the head cut off and some teflon spacers.
Attached are some images. Here are the steps and some images.
1. Drill (7/64) and tap the metal center of the phenolic connector
for a 6-32 thread.
2. Grind down a 6-32 brass nut so it=99s a snug fit inside the
the phenolic connector. This adds support for the machine screw.
3. Tin just the tip of a 2-inch 6-32 brass machine screw with the
head cut off. Be careful not to damage the threads.
4. Add the brass nut. Assemble and advance the 6-32 brass screw down
to the end of the metal tip.
6. Solder the tip of the brass screw in place.
7. Screw on the P-lead cap.
8. Place 1-2 mm of heat shrink tubing to the machine screw just above
the brass nut.
9. Grind down some teflon washers so they fit securely inside the
brass sleeve. Enough if these are needed so they extend several mm
beyond the top of the brass sleeve.
10. A washer and nut secures everything tightly. The alligator clip
attaches to the protruding machine screw.
Screwing one of these into the P-lead hole of each mag now allows you to
check the timing without taking off the rotor cap. An adaptor like this
should last forever.
Warren Hill
N464TW
Mesa, AZ
> On Apr 20, 2020, at 6:45 AM, Richard Goode
<richard.goode@russianaeros.com> wrote:
>
> I hope that Matt will allow me a little bit of advertising!
>
> We have known for a number of years that the original Russian coils
are failing and indeed in Europe have had several forced landings as
result of this. We consulted with a UK company who overhaul magnetos for
historic racing cars who felt that the main problem was that the
capacitor, an important part of the coil sits inside the coil of hotwire
and over a period of time through a combination of age and heat will
slowly degrade until it fails, and even if it is only in one magneto,
the symptoms are a total, if momentary stoppage. Over a period of time
this will get worse until the engine will stop for a significant period.
>
> Working with this company we developed, some 30 months ago, a new coil
with a high-technology Panasonic capacitor bonded to the outside of the
coil, as well as improvements to the materials used. These have been
very successful, but this small company could not produce sufficient
coils for us. Then, UK CAA realise that we were selling coils, but
without any paperwork =93 this being deliberate. Of course we do
not have the freedoms that you lucky guys have in the USA, and they
began grounding various perfectly airworthy aircraft belonging to our
customers. And at the same time, they asked us (quite nicely) if we
could make a formal application to certify the coils.
>
> I had absolutely no idea of the amount of bureaucracy and testing that
this would involve =93 but I suspect it would be the same if one
wanted to get full certification for a new coil with the FAA! Before
this, we had also decided to investigate a larger capacity manufacturing
unit, and came to an agreement with AYC Ltd in China. They are one of
the largest oil manufacturers in the world; making over 1 million a
year, ranging from lawnmowers up to Ferrari cars. Although we represent
incredibly small business in their terms, they were extremely
enthusiastic about getting into the aviation business. We have found
them superb partners; technically incredibly capable and very
responsive. So it has been the AYC coils that went through this testing
process for certification, and through the use of much better materials,
these coils give a spark that is 15% to 20% stronger than a perfect
Russian coil, and we now have them in full production.
>
> Importantly we now have full certification from UK CAA and EASA who
control all aviation in Europe, which must be an indication of quality!
>
> Please contact us if you need any more information about these coils.
>
>
> RICHARD GOODE AEROBATICS
> Rhodds Farm, Lyonshall, Hereford, HR5 3LW, UK
> Tel: +44 (0)1544 340120 Fax: +44 (0)1544 340129
> e-mail: richard.goode@russianaeros.com
<mailto:richard.goode@russianaeros.com>
> www.russianaeros.com <http://www.russianaeros.com/>
> WORLD LEADERS IN RUSSIAN SPORTING AIRCRAFT & ENGINES
> In partnership with Aerometal Kft, Hungary.
Message 2
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That=99s all well and good, except;
One - you can not verify the point gap without removing the mag cap. And the
point gap directly affects the timing. And you can not check the wear on th
e point foot either. The foot wear (mostly because the oil wick is dry or wo
rn to the point where it is not rubbing on the point cam) will cause the poi
nt gap to change. Ultimately to the point where the mag goes dead because th
e points won=99t open.
Secondly, without removing the mag cap you can not =9Cfine tune=9D
the mag timing which includes easily synchronizing the mags.
Third, and this is something many people ignore; unless you remove the mag c
ap you can not check the =9CE gap=9D which is aligning the rotor
finger to the scribe mark on the mag cover surface precisely when the point
s open.
These are the steps required when you check the timing which I don=99t
believe you can do without removing the mag cover and distributor cap.
Dennis
Sent from my iPhone
> On Apr 28, 2020, at 10:40 AM, Warren Hill <k7wx@earthlink.net> wrote:
>
> =EF=BB
> Gents,
>
> I ordered two of Richard=99s mag coils a while ago. Lovely workmansh
ip and quality. Highly recommend.
>
> After taking apart the mags to install the coils, my mechanic told me that
for the timing, there is an easier way to connect the alligator clips from t
he E-50 buzz box that does not involve taking the rotor cap off.
>
> Using an extra set of P-lead connectors (George Coy has these), it=99
s possible to make a simple adaptor using a 6-32 brass nut, a 2-inch 6-32 br
ass machine screw with the head cut off and some teflon spacers. Attached ar
e some images. Here are the steps and some images.
>
> 1. Drill (7/64) and tap the metal center of the phenolic connector for a
6-32 thread.
> 2. Grind down a 6-32 brass nut so it=99s a snug fit inside the th
e phenolic connector. This adds support for the machine screw.
> 3. Tin just the tip of a 2-inch 6-32 brass machine screw with the head c
ut off. Be careful not to damage the threads.
> 4. Add the brass nut. Assemble and advance the 6-32 brass screw down to
the end of the metal tip.
> 6. Solder the tip of the brass screw in place.
> 7. Screw on the P-lead cap.
> 8. Place 1-2 mm of heat shrink tubing to the machine screw just above t
he brass nut.
> 9. Grind down some teflon washers so they fit securely inside the brass
sleeve. Enough if these are needed so they extend several mm beyond the to
p of the brass sleeve.
> 10. A washer and nut secures everything tightly. The alligator clip att
aches to the protruding machine screw.
>
> Screwing one of these into the P-lead hole of each mag now allows you to c
heck the timing without taking off the rotor cap. An adaptor like this shoul
d last forever.
>
> Warren Hill
> N464TW
> Mesa, AZ
>
>
>
> <nut.png>
>
> <support.png>
>
> <tip.png>
>
> <Assembled.png>
>
>> On Apr 20, 2020, at 6:45 AM, Richard Goode <richard.goode@russianaeros.co
m> wrote:
>>
>> I hope that Matt will allow me a little bit of advertising!
>>
>> We have known for a number of years that the original Russian coils are f
ailing and indeed in Europe have had several forced landings as result of th
is. We consulted with a UK company who overhaul magnetos for historic racing
cars who felt that the main problem was that the capacitor, an important pa
rt of the coil sits inside the coil of hotwire and over a period of time thr
ough a combination of age and heat will slowly degrade until it fails, and e
ven if it is only in one magneto, the symptoms are a total, if momentary sto
ppage. Over a period of time this will get worse until the engine will stop f
or a significant period.
>>
>> Working with this company we developed, some 30 months ago, a new coil wi
th a high-technology Panasonic capacitor bonded to the outside of the coil, a
s well as improvements to the materials used. These have been very successfu
l, but this small company could not produce sufficient coils for us. Then, U
K CAA realise that we were selling coils, but without any paperwork =93
this being deliberate. Of course we do not have the freedoms that you lucky
guys have in the USA, and they began grounding various perfectly airworthy a
ircraft belonging to our customers. And at the same time, they asked us (qui
te nicely) if we could make a formal application to certify the coils.
>>
>> I had absolutely no idea of the amount of bureaucracy and testing that th
is would involve =93 but I suspect it would be the same if one wanted t
o get full certification for a new coil with the FAA! Before this, we had al
so decided to investigate a larger capacity manufacturing unit, and came to a
n agreement with AYC Ltd in China. They are one of the largest oil manufactu
rers in the world; making over 1 million a year, ranging from lawnmowers up t
o Ferrari cars. Although we represent incredibly small business in their ter
ms, they were extremely enthusiastic about getting into the aviation busines
s. We have found them superb partners; technically incredibly capable and ve
ry responsive. So it has been the AYC coils that went through this testing p
rocess for certification, and through the use of much better materials, thes
e coils give a spark that is 15% to 20% stronger than a perfect Russian coil
, and we now have them in full production.
>>
>> Importantly we now have full certification from UK CAA and EASA who contr
ol all aviation in Europe, which must be an indication of quality!
>>
>> Please contact us if you need any more information about these coils.
>>
>>
>> RICHARD GOODE AEROBATICS
>> Rhodds Farm, Lyonshall, Hereford, HR5 3LW, UK
>> Tel: +44 (0)1544 340120 Fax: +44 (0)1544 340129
>> e-mail: richard.goode@russianaeros.com
>> www.russianaeros.com
>> WORLD LEADERS IN RUSSIAN SPORTING AIRCRAFT & ENGINES
>> In partnership with Aerometal Kft, Hungary.
>
Message 3
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Well said Dennis!
Shortcuts in this business can be a direct line to serious consequences.
Walt
From: Anthony Savarese uSent: Tuesday, April 28, 2020 9:29 AM
Subject: Re: Yak-List: Mag timing
That=99s all well and good, except;
One - you can not verify the point gap without removing the mag cap. And th
e point gap directly affects the timing. And you can not check the wear on
the point foot either. The foot wear (mostly because the oil wick is dry or
worn to the point where it is not rubbing on the point cam) will cause the
point gap to change. Ultimately to the point where the mag goes dead becau
se the points won=99t open.
Secondly, without removing the mag cap you can not =9Cfine tune
=9D the mag timing which includes easily synchronizing the mags.
Third, and this is something many people ignore; unless you remove the mag
cap you can not check the =9CE gap=9D which is aligning the rot
or finger to the scribe mark on the mag cover surface precisely when the po
ints open.
These are the steps required when you check the timing which I don=99
t believe you can do without removing the mag cover and distributor cap.
Dennis
Sent from my iPhone
On Apr 28, 2020, at 10:40 AM, Warren Hill <k7wx@earthlink.net> wrote:
=EF=BB
Gents,
I ordered two of Richard=99s mag coils a while ago. Lovely workmans
hip and quality. Highly recommend.
After taking apart the mags to install the coils, my mechanic told me tha
t for the timing, there is an easier way to connect the alligator clips fro
m the E-50 buzz box that does not involve taking the rotor cap off.
Using an extra set of P-lead connectors (George Coy has these), it
=99s possible to make a simple adaptor using a 6-32 brass nut, a 2-inch 6-3
2 brass machine screw with the head cut off and some teflon spacers. Attach
ed are some images. Here are the steps and some images.
1. Drill (7/64) and tap the metal center of the phenolic connector for
a 6-32 thread.
2. Grind down a 6-32 brass nut so it=99s a snug fit inside the t
he phenolic connector. This adds support for the machine screw.
3. Tin just the tip of a 2-inch 6-32 brass machine screw with the head
cut off. Be careful not to damage the threads.
4. Add the brass nut. Assemble and advance the 6-32 brass screw down t
o the end of the metal tip.
6. Solder the tip of the brass screw in place.
7. Screw on the P-lead cap.
8. Place 1-2 mm of heat shrink tubing to the machine screw just above
the brass nut.
9. Grind down some teflon washers so they fit securely inside the bras
s sleeve. Enough if these are needed so they extend several mm beyond the
top of the brass sleeve.
10. A washer and nut secures everything tightly. The alligator clip at
taches to the protruding machine screw.
Screwing one of these into the P-lead hole of each mag now allows you to
check the timing without taking off the rotor cap. An adaptor like this sho
uld last forever.
Warren Hill
N464TW
Mesa, AZ
<nut.png>
<support.png>
<tip.png>
<Assembled.png>
On Apr 20, 2020, at 6:45 AM, Richard Goode <richard.goode@russianaeros.
com> wrote:
I hope that Matt will allow me a little bit of advertising!
We have known for a number of years that the original Russian coils are
failing and indeed in Europe have had several forced landings as result of
this. We consulted with a UK company who overhaul magnetos for historic ra
cing cars who felt that the main problem was that the capacitor, an importa
nt part of the coil sits inside the coil of hotwire and over a period of ti
me through a combination of age and heat will slowly degrade until it fails
, and even if it is only in one magneto, the symptoms are a total, if momen
tary stoppage. Over a period of time this will get worse until the engine w
ill stop for a significant period.
Working with this company we developed, some 30 months ago, a new coil
with a high-technology Panasonic capacitor bonded to the outside of the coi
l, as well as improvements to the materials used. These have been very succ
essful, but this small company could not produce sufficient coils for us. T
hen, UK CAA realise that we were selling coils, but without any paperwork
=93 this being deliberate. Of course we do not have the freedoms that
you lucky guys have in the USA, and they began grounding various perfectly
airworthy aircraft belonging to our customers. And at the same time, they
asked us (quite nicely) if we could make a formal application to certify th
e coils.
I had absolutely no idea of the amount of bureaucracy and testing that
this would involve =93 but I suspect it would be the same if one want
ed to get full certification for a new coil with the FAA! Before this, we h
ad also decided to investigate a larger capacity manufacturing unit, and ca
me to an agreement with AYC Ltd in China. They are one of the largest oil m
anufacturers in the world; making over 1 million a year, ranging from lawnm
owers up to Ferrari cars. Although we represent incredibly small business i
n their terms, they were extremely enthusiastic about getting into the avia
tion business. We have found them superb partners; technically incredibly c
apable and very responsive. So it has been the AYC coils that went through
this testing process for certification, and through the use of much better
materials, these coils give a spark that is 15% to 20% stronger than a perf
ect Russian coil, and we now have them in full production.
Importantly we now have full certification from UK CAA and EASA who con
trol all aviation in Europe, which must be an indication of quality!
Please contact us if you need any more information about these coils.
RICHARD GOODE AEROBATICS
Rhodds Farm, Lyonshall, Hereford, HR5 3LW, UK
Tel: +44 (0)1544 340120 Fax: +44 (0)1544 340129
e-mail: richard.goode@russianaeros.com
www.russianaeros.com
WORLD LEADERS IN RUSSIAN SPORTING AIRCRAFT & ENGINES
In partnership with Aerometal Kft, Hungary.
--
This email has been checked for viruses by Avast antivirus software.
https://www.avast.com/antivirus
Message 4
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All good points Dennis.
Warren
> On Apr 28, 2020, at 9:29 AM, Anthony Savarese
<dsavarese0812@bellsouth.net> wrote:
>
> That=99s all well and good, except;
> One - you can not verify the point gap without removing the mag cap.
And the point gap directly affects the timing. And you can not check the
wear on the point foot either. The foot wear (mostly because the oil
wick is dry or worn to the point where it is not rubbing on the point
cam) will cause the point gap to change. Ultimately to the point where
the mag goes dead because the points won=99t open.
>
> Secondly, without removing the mag cap you can not =9Cfine
tune=9D the mag timing which includes easily synchronizing the
mags.
>
> Third, and this is something many people ignore; unless you remove the
mag cap you can not check the =9CE gap=9D which is aligning
the rotor finger to the scribe mark on the mag cover surface precisely
when the points open.
>
> These are the steps required when you check the timing which I don
=99t believe you can do without removing the mag cover and distributor
cap.
>
> Dennis
>
> Sent from my iPhone
>
>> On Apr 28, 2020, at 10:40 AM, Warren Hill <k7wx@earthlink.net> wrote:
>>
>> =EF=BB
>> Gents,
>>
>> I ordered two of Richard=99s mag coils a while ago. Lovely
workmanship and quality. Highly recommend.
>>
>> After taking apart the mags to install the coils, my mechanic told me
that for the timing, there is an easier way to connect the alligator
clips from the E-50 buzz box that does not involve taking the rotor cap
off.
>>
>> Using an extra set of P-lead connectors (George Coy has these),
it=99s possible to make a simple adaptor using a 6-32 brass nut, a
2-inch 6-32 brass machine screw with the head cut off and some teflon
spacers. Attached are some images. Here are the steps and some images.
>>
>> 1. Drill (7/64) and tap the metal center of the phenolic connector
for a 6-32 thread.
>> 2. Grind down a 6-32 brass nut so it=99s a snug fit inside
the the phenolic connector. This adds support for the machine screw.
>> 3. Tin just the tip of a 2-inch 6-32 brass machine screw with the
head cut off. Be careful not to damage the threads.
>> 4. Add the brass nut. Assemble and advance the 6-32 brass screw
down to the end of the metal tip.
>> 6. Solder the tip of the brass screw in place.
>> 7. Screw on the P-lead cap.
>> 8. Place 1-2 mm of heat shrink tubing to the machine screw just
above the brass nut.
>> 9. Grind down some teflon washers so they fit securely inside the
brass sleeve. Enough if these are needed so they extend several mm
beyond the top of the brass sleeve.
>> 10. A washer and nut secures everything tightly. The alligator
clip attaches to the protruding machine screw.
>>
>> Screwing one of these into the P-lead hole of each mag now allows you
to check the timing without taking off the rotor cap. An adaptor like
this should last forever.
>>
>> Warren Hill
>> N464TW
>> Mesa, AZ
>>
>>
>>
>> <nut.png>
>>
>> <support.png>
>>
>> <tip.png>
>>
>> <Assembled.png>
>>
>>> On Apr 20, 2020, at 6:45 AM, Richard Goode
<richard.goode@russianaeros.com <mailto:richard.goode@russianaeros.com>>
wrote:
>>>
>>> I hope that Matt will allow me a little bit of advertising!
>>>
>>> We have known for a number of years that the original Russian coils
are failing and indeed in Europe have had several forced landings as
result of this. We consulted with a UK company who overhaul magnetos for
historic racing cars who felt that the main problem was that the
capacitor, an important part of the coil sits inside the coil of hotwire
and over a period of time through a combination of age and heat will
slowly degrade until it fails, and even if it is only in one magneto,
the symptoms are a total, if momentary stoppage. Over a period of time
this will get worse until the engine will stop for a significant period.
>>>
>>> Working with this company we developed, some 30 months ago, a new
coil with a high-technology Panasonic capacitor bonded to the outside of
the coil, as well as improvements to the materials used. These have been
very successful, but this small company could not produce sufficient
coils for us. Then, UK CAA realise that we were selling coils, but
without any paperwork =93 this being deliberate. Of course we do
not have the freedoms that you lucky guys have in the USA, and they
began grounding various perfectly airworthy aircraft belonging to our
customers. And at the same time, they asked us (quite nicely) if we
could make a formal application to certify the coils.
>>>
>>> I had absolutely no idea of the amount of bureaucracy and testing
that this would involve =93 but I suspect it would be the same if
one wanted to get full certification for a new coil with the FAA! Before
this, we had also decided to investigate a larger capacity manufacturing
unit, and came to an agreement with AYC Ltd in China. They are one of
the largest oil manufacturers in the world; making over 1 million a
year, ranging from lawnmowers up to Ferrari cars. Although we represent
incredibly small business in their terms, they were extremely
enthusiastic about getting into the aviation business. We have found
them superb partners; technically incredibly capable and very
responsive. So it has been the AYC coils that went through this testing
process for certification, and through the use of much better materials,
these coils give a spark that is 15% to 20% stronger than a perfect
Russian coil, and we now have them in full production.
>>>
>>> Importantly we now have full certification from UK CAA and EASA who
control all aviation in Europe, which must be an indication of quality!
>>>
>>> Please contact us if you need any more information about these
coils.
>>>
>>>
>>> RICHARD GOODE AEROBATICS
>>> Rhodds Farm, Lyonshall, Hereford, HR5 3LW, UK
>>> Tel: +44 (0)1544 340120 Fax: +44 (0)1544 340129
>>> e-mail: richard.goode@russianaeros.com
<mailto:richard.goode@russianaeros.com>
>>> www.russianaeros.com <http://www.russianaeros.com/>
>>> WORLD LEADERS IN RUSSIAN SPORTING AIRCRAFT & ENGINES
>>> In partnership with Aerometal Kft, Hungary.
>>
Message 5
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| Subject: | Re: Magnetic heading sensor (ZH-4) |
Ok, in this season of electrical gremlins for me, I have a fresh
issue that's just come up...
My magnetic heading indicator (p/n *ZH-4*) in the fwd cockpit has always
read
flawlessly when compared w/ wet compass, and it's snapped to attention
when I depress the small "Synch" button above it. My mag heading sensor
unit (p/n *GHC-2*) is back in the empennage.
Lately it's been reading 30- 45 deg off from the wet compass.
Fixing a loose wire in the synch switch hasn't improved it's accuracy.
Otherwise I haven't touched anything.
Other ideas for adjusting or correcting the issue?
Are there adjustments on the sensor in the tail?
Inputs, experiences, and advice welcome!
Thanks-
Justin Drafts
N280NC
Message 6
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Hey guys.
All of you guys need to screen shot the info below and put that in your
technical data folder for condition inspections. It doesn=99t get an
y
clearer than that.
If Dennis was one of the X-Men. He would be Mr Magneto.
Mark Pennington
N621CJ
On Tue, Apr 28, 2020 at 12:37 PM Anthony Savarese <
dsavarese0812@bellsouth.net> wrote:
> That=99s all well and good, except;
> One - you can not verify the point gap without removing the mag cap. And
> the point gap directly affects the timing. And you can not check the wear
> on the point foot either. The foot wear (mostly because the oil wick is d
ry
> or worn to the point where it is not rubbing on the point cam) will cause
> the point gap to change. Ultimately to the point where the mag goes dead
> because the points won=99t open.
>
> Secondly, without removing the mag cap you can not =9Cfine tune
=9D the mag
> timing which includes easily synchronizing the mags.
>
> Third, and this is something many people ignore; unless you remove the ma
g
> cap you can not check the =9CE gap=9D which is aligning the r
otor finger to the
> scribe mark on the mag cover surface precisely when the points open.
>
> These are the steps required when you check the timing which I don
=99t
> believe you can do without removing the mag cover and distributor cap.
>
> Dennis
>
> Sent from my iPhone
>
> On Apr 28, 2020, at 10:40 AM, Warren Hill <k7wx@earthlink.net> wrote:
>
> =EF=BB
> Gents,
>
> I ordered two of Richard=99s mag coils a while ago. Lovely workmans
hip and
> quality. Highly recommend.
>
> After taking apart the mags to install the coils, my mechanic told me tha
t
> for the timing, there is an easier way to connect the alligator clips fro
m
> the E-50 buzz box that does not involve taking the rotor cap off.
>
> Using an extra set of P-lead connectors (George Coy has these), it
=99s
> possible to make a simple adaptor using a 6-32 brass nut, a 2-inch 6-32
> brass machine screw with the head cut off and some teflon spacers. Attach
ed
> are some images. Here are the steps and some images.
>
> 1. Drill (7/64) and tap the metal center of the phenolic connector for
> a 6-32 thread.
> 2. Grind down a 6-32 brass nut so it=99s a snug fit inside the t
he
> phenolic connector. This adds support for the machine screw.
> 3. Tin just the tip of a 2-inch 6-32 brass machine screw with the head
> cut off. Be careful not to damage the threads.
> 4. Add the brass nut. Assemble and advance the 6-32 brass screw down t
o
> the end of the metal tip.
> 6. Solder the tip of the brass screw in place.
> 7. Screw on the P-lead cap.
> 8. Place 1-2 mm of heat shrink tubing to the machine screw just above
> the brass nut.
> 9. Grind down some teflon washers so they fit securely inside the bras
s
> sleeve. Enough if these are needed so they extend several mm beyond the
> top of the brass sleeve.
> 10. A washer and nut secures everything tightly. The alligator clip
> attaches to the protruding machine screw.
>
> Screwing one of these into the P-lead hole of each mag now allows you to
> check the timing without taking off the rotor cap. An adaptor like this
> should last forever.
>
> Warren Hill
> N464TW
> Mesa, AZ
>
>
> <nut.png>
>
> <support.png>
>
> <tip.png>
>
> <Assembled.png>
>
> On Apr 20, 2020, at 6:45 AM, Richard Goode <richard.goode@russianaeros.co
m>
> wrote:
>
> I hope that Matt will allow me a little bit of advertising!
>
> We have known for a number of years that the original Russian coils are
> failing and indeed in Europe have had several forced landings as result o
f
> this. We consulted with a UK company who overhaul magnetos for historic
> racing cars who felt that the main problem was that the capacitor, an
> important part of the coil sits inside the coil of hotwire and over a
> period of time through a combination of age and heat will slowly degrade
> until it fails, and even if it is only in one magneto, the symptoms are a
> total, if momentary stoppage. Over a period of time this will get worse
> until the engine will stop for a significant period.
>
> Working with this company we developed, some 30 months ago, a new coil
> with a high-technology Panasonic capacitor bonded to the outside of the
> coil, as well as improvements to the materials used. These have been very
> successful, but this small company could not produce sufficient coils for
> us. Then, UK CAA realise that we were selling coils, but without any
> paperwork =93 this being deliberate. Of course we do not have the f
reedoms
> that you lucky guys have in the USA, and they began grounding various
> perfectly airworthy aircraft belonging to our customers. And at the same
> time, they asked us (quite nicely) if we could make a formal application
to
> certify the coils.
>
> I had absolutely no idea of the amount of bureaucracy and testing that
> this would involve =93 but I suspect it would be the same if one wa
nted to
> get full certification for a new coil with the FAA! Before this, we had
> also decided to investigate a larger capacity manufacturing unit, and cam
e
> to an agreement with AYC Ltd in China. They are one of the largest oil
> manufacturers in the world; making over 1 million a year, ranging from
> lawnmowers up to Ferrari cars. Although we represent incredibly small
> business in their terms, they were extremely enthusiastic about getting
> into the aviation business. We have found them superb partners; technical
ly
> incredibly capable and very responsive. So it has been the AYC coils that
> went through this testing process for certification, and through the use
of
> much better materials, these coils give a spark that is 15% to 20% strong
er
> than a perfect Russian coil, and we now have them in full production.
>
> Importantly we now have full certification from UK CAA and EASA who
> control all aviation in Europe, which must be an indication of quality!
>
> Please contact us if you need any more information about these coils.
>
>
> *RICHARD GOODE AEROBATICS*
> *Rhodds Farm, Lyonshall, Hereford, HR5 3LW, UK*
> Tel: +44 (0)1544 340120 Fax: +44 (0)1544 340129
> e-mail: richard.goode@russianaeros.com
> www.russianaeros.com
> *W**ORLD LEADERS IN RUSSIAN SPORTING AIRCRAFT & ENGINES*
> *In partnership with Aerometal Kft, Hungary.*
>
>
Message 7
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Hey guys.
All of you guys need to screen shot the info below and put that in your
technical data folder for condition inspections. It doesn=99t get an
y
clearer than that.
If Dennis was one of the X-Men. He would be Mr Magneto.
Mark Pennington
N621CJ
On Tue, Apr 28, 2020 at 12:37 PM Anthony Savarese <
dsavarese0812@bellsouth.net> wrote:
> That=99s all well and good, except;
> One - you can not verify the point gap without removing the mag cap. And
> the point gap directly affects the timing. And you can not check the wear
> on the point foot either. The foot wear (mostly because the oil wick is d
ry
> or worn to the point where it is not rubbing on the point cam) will cause
> the point gap to change. Ultimately to the point where the mag goes dead
> because the points won=99t open.
>
> Secondly, without removing the mag cap you can not =9Cfine tune
=9D the mag
> timing which includes easily synchronizing the mags.
>
> Third, and this is something many people ignore; unless you remove the ma
g
> cap you can not check the =9CE gap=9D which is aligning the r
otor finger to the
> scribe mark on the mag cover surface precisely when the points open.
>
> These are the steps required when you check the timing which I don
=99t
> believe you can do without removing the mag cover and distributor cap.
>
> Dennis
>
> Sent from my iPhone
>
> On Apr 28, 2020, at 10:40 AM, Warren Hill <k7wx@earthlink.net> wrote:
>
> =EF=BB
> Gents,
>
> I ordered two of Richard=99s mag coils a while ago. Lovely workmans
hip and
> quality. Highly recommend.
>
> After taking apart the mags to install the coils, my mechanic told me tha
t
> for the timing, there is an easier way to connect the alligator clips fro
m
> the E-50 buzz box that does not involve taking the rotor cap off.
>
> Using an extra set of P-lead connectors (George Coy has these), it
=99s
> possible to make a simple adaptor using a 6-32 brass nut, a 2-inch 6-32
> brass machine screw with the head cut off and some teflon spacers. Attach
ed
> are some images. Here are the steps and some images.
>
> 1. Drill (7/64) and tap the metal center of the phenolic connector for
> a 6-32 thread.
> 2. Grind down a 6-32 brass nut so it=99s a snug fit inside the t
he
> phenolic connector. This adds support for the machine screw.
> 3. Tin just the tip of a 2-inch 6-32 brass machine screw with the head
> cut off. Be careful not to damage the threads.
> 4. Add the brass nut. Assemble and advance the 6-32 brass screw down t
o
> the end of the metal tip.
> 6. Solder the tip of the brass screw in place.
> 7. Screw on the P-lead cap.
> 8. Place 1-2 mm of heat shrink tubing to the machine screw just above
> the brass nut.
> 9. Grind down some teflon washers so they fit securely inside the bras
s
> sleeve. Enough if these are needed so they extend several mm beyond the
> top of the brass sleeve.
> 10. A washer and nut secures everything tightly. The alligator clip
> attaches to the protruding machine screw.
>
> Screwing one of these into the P-lead hole of each mag now allows you to
> check the timing without taking off the rotor cap. An adaptor like this
> should last forever.
>
> Warren Hill
> N464TW
> Mesa, AZ
>
>
> <nut.png>
>
> <support.png>
>
> <tip.png>
>
> <Assembled.png>
>
> On Apr 20, 2020, at 6:45 AM, Richard Goode <richard.goode@russianaeros.co
m>
> wrote:
>
> I hope that Matt will allow me a little bit of advertising!
>
> We have known for a number of years that the original Russian coils are
> failing and indeed in Europe have had several forced landings as result o
f
> this. We consulted with a UK company who overhaul magnetos for historic
> racing cars who felt that the main problem was that the capacitor, an
> important part of the coil sits inside the coil of hotwire and over a
> period of time through a combination of age and heat will slowly degrade
> until it fails, and even if it is only in one magneto, the symptoms are a
> total, if momentary stoppage. Over a period of time this will get worse
> until the engine will stop for a significant period.
>
> Working with this company we developed, some 30 months ago, a new coil
> with a high-technology Panasonic capacitor bonded to the outside of the
> coil, as well as improvements to the materials used. These have been very
> successful, but this small company could not produce sufficient coils for
> us. Then, UK CAA realise that we were selling coils, but without any
> paperwork =93 this being deliberate. Of course we do not have the f
reedoms
> that you lucky guys have in the USA, and they began grounding various
> perfectly airworthy aircraft belonging to our customers. And at the same
> time, they asked us (quite nicely) if we could make a formal application
to
> certify the coils.
>
> I had absolutely no idea of the amount of bureaucracy and testing that
> this would involve =93 but I suspect it would be the same if one wa
nted to
> get full certification for a new coil with the FAA! Before this, we had
> also decided to investigate a larger capacity manufacturing unit, and cam
e
> to an agreement with AYC Ltd in China. They are one of the largest oil
> manufacturers in the world; making over 1 million a year, ranging from
> lawnmowers up to Ferrari cars. Although we represent incredibly small
> business in their terms, they were extremely enthusiastic about getting
> into the aviation business. We have found them superb partners; technical
ly
> incredibly capable and very responsive. So it has been the AYC coils that
> went through this testing process for certification, and through the use
of
> much better materials, these coils give a spark that is 15% to 20% strong
er
> than a perfect Russian coil, and we now have them in full production.
>
> Importantly we now have full certification from UK CAA and EASA who
> control all aviation in Europe, which must be an indication of quality!
>
> Please contact us if you need any more information about these coils.
>
>
> *RICHARD GOODE AEROBATICS*
> *Rhodds Farm, Lyonshall, Hereford, HR5 3LW, UK*
> Tel: +44 (0)1544 340120 Fax: +44 (0)1544 340129
> e-mail: richard.goode@russianaeros.com
> www.russianaeros.com
> *W**ORLD LEADERS IN RUSSIAN SPORTING AIRCRAFT & ENGINES*
> *In partnership with Aerometal Kft, Hungary.*
>
>
Message 8
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|
You are too kind Mark.
Dennis
A. Dennis Savarese
334-546-8182 (mobile)
www.yak-52.com
Skype - Yakguy1
On 4/28/2020 7:04 PM, Mark Pennington wrote:
> Hey guys.
>
> All of you guys need to screen shot the info below and put that in
> your technical data folder for condition inspections. It doesnt get
> any clearer than that.
>
> If Dennis was one of the X-Men. He would be Mr Magneto.
>
> Mark Pennington
> N621CJ
>
> On Tue, Apr 28, 2020 at 12:37 PM Anthony Savarese
> <dsavarese0812@bellsouth.net <mailto:dsavarese0812@bellsouth.net>> wrote:
>
> Thats all well and good, except;
> One - you can not verify the point gap without removing the mag
> cap. And the point gap directly affects the timing. And you can
> not check the wear on the point foot either. The foot wear (mostly
> because the oil wick is dry or worn to the point where it is not
> rubbing on the point cam) will cause the point gap to change.
> Ultimately to the point where the mag goes dead because the points
> wont open.
>
> Secondly, without removing the mag cap you can not fine tune the
> mag timing which includes easily synchronizing the mags.
>
> Third, and this is something many people ignore; unless you remove
> the mag cap you can not check the E gap which is aligning the
> rotor finger to the scribe mark on the mag cover surface precisely
> when the points open.
>
> These are the steps required when you check the timing which I
> dont believe you can do without removing the mag cover and
> distributor cap.
>
> Dennis
>
> Sent from my iPhone
>
>> On Apr 28, 2020, at 10:40 AM, Warren Hill <k7wx@earthlink.net
>> <mailto:k7wx@earthlink.net>> wrote:
>>
>>
>> Gents,
>>
>> I ordered two of Richards mag coils a while ago. Lovely
>> workmanship and quality. Highly recommend.
>>
>> After taking apart the mags to install the coils, my mechanic
>> told me that for the timing, there is an easier way to connect
>> the alligator clips from the E-50 buzz box that does not involve
>> taking the rotor cap off.
>>
>> Using an extra set of P-lead connectors (George Coy has these),
>> its possible to make a simple adaptor using a 6-32 brass nut, a
>> 2-inch 6-32 brass machine screw with the head cut off and some
>> teflon spacers. Attached are some images. Here are the steps and
>> some images.
>>
>> 1. Drill (7/64) and tap the metal center of the phenolic
>> connector for a 6-32 thread.
>> 2. Grind down a 6-32 brass nut so its a snug fit inside the
>> the phenolic connector. This adds support for the machine screw.
>> 3. Tin just the tip of a 2-inch 6-32 brass machine screw with
>> the head cut off. Be careful not to damage the threads.
>> 4. Add the brass nut. Assemble and advance the 6-32 brass
>> screw down to the end of the metal tip.
>> 6. Solder the tip of the brass screw in place.
>> 7. Screw on the P-lead cap.
>> 8. Place 1-2 mm of heat shrink tubing to the machine screw
>> just above the brass nut.
>> 9. Grind down some teflon washers so they fit securely inside
>> the brass sleeve. Enough if these are needed so they extend
>> several mm beyond the top of the brass sleeve.
>> 10. A washer and nut secures everything tightly. The alligator
>> clip attaches to the protruding machine screw.
>>
>> Screwing one of these into the P-lead hole of each mag now allows
>> you to check the timing without taking off the rotor cap. An
>> adaptor like this should last forever.
>>
>> Warren Hill
>> N464TW
>> Mesa, AZ
>>
>>
>>
>> <nut.png>
>> <support.png>
>> <tip.png>
>> <Assembled.png>
>>
>>> On Apr 20, 2020, at 6:45 AM, Richard Goode
>>> <richard.goode@russianaeros.com
>>> <mailto:richard.goode@russianaeros.com>> wrote:
>>>
>>> I hope that Matt will allow me a little bit of advertising!
>>> We have known for a number of years that the original Russian
>>> coils are failing and indeed in Europe have had several forced
>>> landings as result of this. We consulted with a UK company who
>>> overhaul magnetos for historic racing cars who felt that the
>>> main problem was that the capacitor, an important part of the
>>> coil sits inside the coil of hotwire and over a period of time
>>> through a combination of age and heat will slowly degrade until
>>> it fails, and even if it is only in one magneto, the symptoms
>>> are a total, if momentary stoppage. Over a period of time this
>>> will get worse until the engine will stop for a significant period.
>>> Working with this company we developed, some 30 months ago, a
>>> new coil with a high-technology Panasonic capacitor bonded to
>>> the outside of the coil, as well as improvements to the
>>> materials used. These have been very successful, but this small
>>> company could not produce sufficient coils for us. Then, UK CAA
>>> realise that we were selling coils, but without any paperwork
>>> this being deliberate. Of course we do not have the freedoms
>>> that you lucky guys have in the USA, and they began grounding
>>> various perfectly airworthy aircraft belonging to our customers.
>>> And at the same time, they asked us (quite nicely) if we could
>>> make a formal application to certify the coils.
>>> I had absolutely no idea of the amount of bureaucracy and
>>> testing that this would involve but I suspect it would be the
>>> same if one wanted to get full certification for a new coil with
>>> the FAA! Before this, we had also decided to investigate a
>>> larger capacity manufacturing unit, and came to an agreement
>>> with AYC Ltd in China. They are one of the largest oil
>>> manufacturers in the world; making over 1 million a year,
>>> ranging from lawnmowers up to Ferrari cars. Although we
>>> represent incredibly small business in their terms, they were
>>> extremely enthusiastic about getting into the aviation business.
>>> We have found them superb partners; technically incredibly
>>> capable and very responsive. So it has been the AYC coils that
>>> went through this testing process for certification, and through
>>> the use of much better materials, these coils give a spark that
>>> is 15% to 20% stronger than a perfect Russian coil, and we now
>>> have them in full production.
>>> Importantly we now have full certification from UK CAA and EASA
>>> who control all aviation in Europe, which must be an indication
>>> of quality!
>>> Please contact us if you need any more information about these
>>> coils.
>>> *RICHARD GOODE AEROBATICS***
>>> *Rhodds Farm, Lyonshall, Hereford, HR5 3LW, UK*
>>> Tel: +44 (0)1544 340120 Fax: +44 (0)1544 340129
>>> e-mail:richard.goode@russianaeros.com
>>> <mailto:richard.goode@russianaeros.com>
>>> www.russianaeros.com <http://www.russianaeros.com/>
>>> *W**ORLD LEADERS IN RUSSIAN SPORTING AIRCRAFT & ENGINES***
>>> *In partnership with Aerometal Kft, Hungary.*
>>
Message 9
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Thank you Walt.
Dennis
A. Dennis Savarese
334-546-8182 (mobile)
www.yak-52.com
Skype - Yakguy1
On 4/28/2020 1:25 PM, Walter Lannon wrote:
> Well said Dennis!
> Shortcuts in this business can be a direct line to serious consequences.
> Walt
> *From:* Anthony Savarese <mailto:dsavarese0812@bellsouth.net> u*Sent:*
> Tuesday, April 28, 2020 9:29 AM
> *To:* yak-list@matronics.com <mailto:yak-list@matronics.com>
> *Subject:* Re: Yak-List: Mag timing
> Thats all well and good, except;
> One - you can not verify the point gap without removing the mag cap.
> And the point gap directly affects the timing. And you can not check
> the wear on the point foot either. The foot wear (mostly because the
> oil wick is dry or worn to the point where it is not rubbing on the
> point cam) will cause the point gap to change. Ultimately to the point
> where the mag goes dead because the points wont open.
> Secondly, without removing the mag cap you can not fine tune the mag
> timing which includes easily synchronizing the mags.
> Third, and this is something many people ignore; unless you remove the
> mag cap you can not check the E gap which is aligning the rotor
> finger to the scribe mark on the mag cover surface precisely when the
> points open.
> These are the steps required when you check the timing which I dont
> believe you can do without removing the mag cover and distributor cap.
> Dennis
>
> Sent from my iPhone
>
>> On Apr 28, 2020, at 10:40 AM, Warren Hill <k7wx@earthlink.net> wrote:
>>
>>
>> Gents,
>> I ordered two of Richards mag coils a while ago. Lovely workmanship
>> and quality. Highly recommend.
>> After taking apart the mags to install the coils, my mechanic told me
>> that for the timing, there is an easier way to connect the alligator
>> clips from the E-50 buzz box that does not involve taking the rotor
>> cap off.
>> Using an extra set of P-lead connectors (George Coy has these), its
>> possible to make a simple adaptor using a 6-32 brass nut, a 2-inch
>> 6-32 brass machine screw with the head cut off and some teflon
>> spacers. Attached are some images. Here are the steps and some images.
>> 1. Drill (7/64) and tap the metal center of the phenolic connector
>> for a 6-32 thread.
>> 2. Grind down a 6-32 brass nut so its a snug fit inside the the
>> phenolic connector. This adds support for the machine screw.
>> 3. Tin just the tip of a 2-inch 6-32 brass machine screw with the
>> head cut off. Be careful not to damage the threads.
>> 4. Add the brass nut. Assemble and advance the 6-32 brass screw
>> down to the end of the metal tip.
>> 6. Solder the tip of the brass screw in place.
>> 7. Screw on the P-lead cap.
>> 8. Place 1-2 mm of heat shrink tubing to the machine screw just
>> above the brass nut.
>> 9. Grind down some teflon washers so they fit securely inside the
>> brass sleeve. Enough if these are needed so they extend several mm
>> beyond the top of the brass sleeve.
>> 10. A washer and nut secures everything tightly. The alligator
>> clip attaches to the protruding machine screw.
>> Screwing one of these into the P-lead hole of each mag now allows you
>> to check the timing without taking off the rotor cap. An adaptor like
>> this should last forever.
>> Warren Hill
>> N464TW
>> Mesa, AZ
>> <nut.png>
>> <support.png>
>> <tip.png>
>> <Assembled.png>
>>
>>> On Apr 20, 2020, at 6:45 AM, Richard Goode
>>> <richard.goode@russianaeros.com
>>> <mailto:richard.goode@russianaeros.com>> wrote:
>>> I hope that Matt will allow me a little bit of advertising!
>>> We have known for a number of years that the original Russian coils
>>> are failing and indeed in Europe have had several forced landings as
>>> result of this. We consulted with a UK company who overhaul magnetos
>>> for historic racing cars who felt that the main problem was that the
>>> capacitor, an important part of the coil sits inside the coil of
>>> hotwire and over a period of time through a combination of age and
>>> heat will slowly degrade until it fails, and even if it is only in
>>> one magneto, the symptoms are a total, if momentary stoppage. Over a
>>> period of time this will get worse until the engine will stop for a
>>> significant period.
>>> Working with this company we developed, some 30 months ago, a new
>>> coil with a high-technology Panasonic capacitor bonded to the
>>> outside of the coil, as well as improvements to the materials used.
>>> These have been very successful, but this small company could not
>>> produce sufficient coils for us. Then, UK CAA realise that we were
>>> selling coils, but without any paperwork this being deliberate. Of
>>> course we do not have the freedoms that you lucky guys have in the
>>> USA, and they began grounding various perfectly airworthy aircraft
>>> belonging to our customers. And at the same time, they asked us
>>> (quite nicely) if we could make a formal application to certify the
>>> coils.
>>> I had absolutely no idea of the amount of bureaucracy and testing
>>> that this would involve but I suspect it would be the same if one
>>> wanted to get full certification for a new coil with the FAA! Before
>>> this, we had also decided to investigate a larger capacity
>>> manufacturing unit, and came to an agreement with AYC Ltd in China.
>>> They are one of the largest oil manufacturers in the world; making
>>> over 1 million a year, ranging from lawnmowers up to Ferrari cars.
>>> Although we represent incredibly small business in their terms, they
>>> were extremely enthusiastic about getting into the aviation
>>> business. We have found them superb partners; technically incredibly
>>> capable and very responsive. So it has been the AYC coils that went
>>> through this testing process for certification, and through the use
>>> of much better materials, these coils give a spark that is 15% to
>>> 20% stronger than a perfect Russian coil, and we now have them in
>>> full production.
>>> Importantly we now have full certification from UK CAA and EASA who
>>> control all aviation in Europe, which must be an indication of quality!
>>> Please contact us if you need any more information about these coils.
>>> *RICHARD GOODE AEROBATICS***
>>> *Rhodds Farm, Lyonshall, Hereford, HR5 3LW, UK*
>>> Tel: +44 (0)1544 340120 Fax: +44 (0)1544 340129
>>> e-mail:richard.goode@russianaeros.com
>>> <mailto:richard.goode@russianaeros.com>
>>> www.russianaeros.com <http://www.russianaeros.com/>
>>> *W**ORLD LEADERS IN RUSSIAN SPORTING AIRCRAFT & ENGINES***
>>> *In partnership with Aerometal Kft, Hungary.*
>
>
> ------------------------------------------------------------------------
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>
> This email has been checked for viruses by Avast antivirus software.
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Message 10
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| Subject: | Re: Magnetic heading sensor (ZH-4) |
Hi Justin;
The Gyro stabilized magnetic compass system in the CJ is a complex
=9Cgyrosyn=9D system most of which I am certainly not qualified to gi
ve any guidance on with one possible exception.
The primary unit (GHC-2) unlike more modern systems is in fact a very large
and very accurate WET magnetic compass. It=99s output is fed throug
h the stabilizing gyro which corrects turning errors, etc. before display
on the cockpit indicator. It looks, not surprisingly, like a WW2 era Briti
sh unit. As such it does require some periodic maintenance.
Your problem of course may be electrical in nature in, or between, any one
of the three units. But it could also be a purely magnetic compass problem
like loss of fluid or fluid contamination over the years. I have known pe
ople to top-up or re-fill a compass with petroleum solvent (Varsol, Stoddar
d, etc.) since it looks and smells like compass fluid. It is also loaded w
ith bacteria that over time can gum up a compass.
Compass fluid is basically kerosene, triple distilled to kill the bugs. D
on=99t use anything else.
Unlike your standby compass this one takes a lot of fluid!
Cheers;
Walt
From: Justin Drafts
Sent: Tuesday, April 28, 2020 2:38 PM
Subject: Yak-List: Re: Magnetic heading sensor (ZH-4)
Ok, in this season of electrical gremlins for me, I have a fresh
issue that's just come up...
My magnetic heading indicator (p/n ZH-4) in the fwd cockpit has always read
flawlessly when compared w/ wet compass, and it's snapped to attention
when I depress the small "Synch" button above it. My mag heading sensor
unit (p/n GHC-2) is back in the empennage.
Lately it's been reading 30- 45 deg off from the wet compass.
Fixing a loose wire in the synch switch hasn't improved it's accuracy.
Otherwise I haven't touched anything.
Other ideas for adjusting or correcting the issue?
Are there adjustments on the sensor in the tail?
Inputs, experiences, and advice welcome!
Thanks-
Justin Drafts
N280NC
--
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Message 11
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| Subject: | Re: Magnetic heading sensor (ZH-4) |
Excellent background & info, much appreciated Walt!
Not having looked at the GHC-2 in years, I presume there's a
straightforward way to check/service the fluid?
(Will also clean all the cannon plugs.) -Justin
On Wed, Apr 29, 2020 at 8:59 AM Walter Lannon <wlannon@shaw.ca> wrote:
> Hi Justin;
>
> The Gyro stabilized magnetic compass system in the CJ is a complex
> =9Cgyrosyn=9D system most of which I am certainly not qualifi
ed to give any
> guidance on with one possible exception.
>
> The primary unit (GHC-2) unlike more modern systems is in fact a very
> large and very accurate WET magnetic compass. It=99s output is fed
through
> the stabilizing gyro which corrects turning errors, etc. before display
on
> the cockpit indicator. It looks, not surprisingly, like a WW2 era Britis
h
> unit. As such it does require some periodic maintenance.
>
> Your problem of course may be electrical in nature in, or between, any on
e
> of the three units. But it could also be a purely magnetic compass probl
em
> like loss of fluid or fluid contamination over the years. I have known
> people to top-up or re-fill a compass with petroleum solvent (Varsol,
> Stoddard, etc.) since it looks and smells like compass fluid. It is also
> loaded with bacteria that over time can gum up a compass.
> Compass fluid is basically kerosene, triple distilled to kill the bugs.
> Don=99t use anything else.
>
> Unlike your standby compass this one takes a lot of fluid!
>
> Cheers;
> Walt
>
>
> *From:* Justin Drafts <draftsjust417@gmail.com>
> *Sent:* Tuesday, April 28, 2020 2:38 PM
> *To:* yak-list@matronics.com
> *Subject:* Yak-List: Re: Magnetic heading sensor (ZH-4)
>
> Ok, in this season of electrical gremlins for me, I have a fresh
> issue that's just come up...
>
> My magnetic heading indicator (p/n *ZH-4*) in the fwd cockpit has always
> read
> flawlessly when compared w/ wet compass, and it's snapped to attention
> when I depress the small "Synch" button above it. My mag heading sensor
> unit (p/n *GHC-2*) is back in the empennage.
>
> Lately it's been reading 30- 45 deg off from the wet compass.
>
> Fixing a loose wire in the synch switch hasn't improved it's accuracy.
> Otherwise I haven't touched anything.
>
> Other ideas for adjusting or correcting the issue?
> Are there adjustments on the sensor in the tail?
>
> Inputs, experiences, and advice welcome!
>
> Thanks-
> Justin Drafts
> N280NC
>
>
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