X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sun, 22 May 2005 15:18:59 -0400 Message-ID: X-Original-Return-Path: Received: from imo-d22.mx.aol.com ([205.188.144.208] verified) by logan.com (CommuniGate Pro SMTP 4.3c5) with ESMTP id 952896 for lml@lancaironline.net; Sun, 22 May 2005 14:42:15 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.188.144.208; envelope-from=Sky2high@aol.com Received: from Sky2high@aol.com by imo-d22.mx.aol.com (mail_out_v38_r1.7.) id q.76.53b65597 (2519) for ; Sun, 22 May 2005 14:41:26 -0400 (EDT) From: Sky2high@aol.com X-Original-Message-ID: <76.53b65597.2fc22c56@aol.com> X-Original-Date: Sun, 22 May 2005 14:41:26 EDT Subject: Re: [LML] Re: LSE Electronic Ignition - Post Install Notes. X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1116787286" X-Mailer: 9.0 SE for Windows sub 950 -------------------------------1116787286 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 5/22/2005 12:44:26 PM Central Standard Time, gtanner@bendcable.com writes: A side note on Scott's anti-seize situation. I contacted Mahlon at Mattituck regarding the use of anti-seize on spark plugs and was told not to use any. His comment was "Lycoming doesn't recommend the use of any anti-seize product on the spark plugs" and if any is used to be careful to apply it only to the end 2 threads and not let any get towards the electrode. Greg, From Lycoming: OTHER SPARK PLUG PROBLEMS The cure for threads that are stripped, crossed, or badly nicked is replacement of the spark plug with a new one. Dirty threads in the engine may cause the spark plug to seize before it is seated. Dirty threads also cause poor contact between the spark plug, spark plug gasket, and the engine seat. This results in poor heat transfer and will cause excessive overheating of the spark plug. This condition can be corrected by making sure that threads are clean, and by observing the torque specifications when installing new plugs. Connector well flashover is caused by an electrical path along the surface of the insulator, from contact cap to shield. It occurs when the voltage required to arc across the electrode gap exceeds the voltage required to track over the surface of the insulator. This condition is caused by a too-wide electrode gap, oil, moisture, salt track, or other conductive deposit on the terminal well surface or lead-in assembly. When flashover occurs, combustion chamber residues quickly coat the insulator tip and electrodes so that the condition may be interpreted as oil or gas fouling. If the ceramic of the plug is not broken, the plug may be cleaned and reused. Thorough cleaning of the lead in assembly may solve the problem, or it may be necessary to replace the assembly to affect a cure. Electrode Gaps The size of the electrode gap has a very definite effect on spark plug service life and also on the performance of the engine. Insufficient gap size will not only cause misfiring during idle, but will also misfire during cruise power with lean fuel/air mixture. This intermittent misfiring during cruise lowers the temperature of the insulator tip to such an extent that lead deposits forming on the insulators may not vaporize sufficiently to keep the tips clean. HINTS FOR SPARK PLUG SERVICING Spark plugs with cracked, broken or loose insulators or highly worn electrodes should not be cleaned and reused. Replace with new aircraft spark plugs. To prevent damage to spark plugs during removal and installation, use the right tools for the job. It is helpful to use anti-seize compound or plain engine oil on spark plug threads starting two full threads from the electrode, but DO NOT USE a graphite based compound. If a spark plug is dropped, discard it and replace with a new one. A torque wrench, reading in either foot pounds or inch pounds, is essential to proper installation of spark plugs. This is a subset of info at: _http://www.lycoming.textron.com/main.jsp?bodyPage=support/engineOperationTips /index.html_ (http://www.lycoming.textron.com/main.jsp?bodyPage=support/engineOperationTips/index.html) Scott Krueger -------------------------------1116787286 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
In a message dated 5/22/2005 12:44:26 PM Central Standard Time,=20 gtanner@bendcable.com writes:
<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size= =3D2>
A side note on Scott's anti-seize=20 situation. I contacted Mahlon at Mattituck regarding the use of anti-seize= on=20 spark plugs and was told not to use any. His comment was "Lycoming doesn't= =20 recommend the use of any anti-seize product on the spark plugs" and if any= is=20 used to be careful to apply it only to the end 2 threads and not let any g= et=20 towards the electrode.
 
Greg,
 
From Lycoming:
 

OTHER SPARK PLUG PROBLEMS

The cure for threads that are stripped, crossed, or badly=20= nicked=20 is replacement of the spark plug with a new one. Dirty threads in the engine= may=20 cause the spark plug to seize before it is seated. Dirty threads also cause=20= poor=20 contact between the spark plug, spark plug gasket, and the engine seat. This= =20 results in poor heat transfer and will cause excessive overheating of the sp= ark=20 plug. This condition can be corrected by making sure that threads are clean,= and=20 by observing the torque specifications when installing new plugs.

Connector well flashover is caused by an electrical path a= long=20 the surface of the insulator, from contact cap to shield. It occurs when the= =20 voltage required to arc across the electrode gap exceeds the voltage require= d to=20 track over the surface of the insulator. This condition is caused by a too-w= ide=20 electrode gap, oil, moisture, salt track, or other conductive deposit on the= =20 terminal well surface or lead-in assembly. When flashover occurs, combustion= =20 chamber residues quickly coat the insulator tip and electrodes so that the=20 condition may be interpreted as oil or gas fouling. If the ceramic of the pl= ug=20 is not broken, the plug may be cleaned and reused. Thorough cleaning of the=20= lead=20 in assembly may solve the problem, or it may be necessary to replace the=20 assembly to affect a cure.

Electrode Gaps

The size of the electrode gap has a very definite effect o= n=20 spark plug service life and also on the performance of the engine. Insuffici= ent=20 gap size will not only cause misfiring during idle, but will also misfire du= ring=20 cruise power with lean fuel/air mixture. This intermittent misfiring during=20 cruise lowers the temperature of the insulator tip to such an extent that le= ad=20 deposits forming on the insulators may not vaporize sufficiently to keep the= =20 tips clean.

HINTS FOR SPARK PLUG SERVICING

Spark plugs with cracked, broken or loose insulators or hi= ghly=20 worn electrodes should not be cleaned and reused. Replace with new aircraft=20 spark plugs.

To prevent damage to spark plugs during removal and=20 installation, use the right tools for the job.

It is helpful to use ant= i-seize=20 compound or plain engine oil on spark plug threads starting two full threads= =20 from the electrode, but DO NOT USE a graphite based=20 compound.

If a spark plug is dropped, discard it and replace with a=20= new=20 one.

A torque wrench, reading in either foot pounds or inch pou= nds,=20 is essential to proper installation of spark plugs.

This is a subset of info at:

http://www.lycoming.textron.com/main.jsp?bodyPage= =3Dsupport/engineOperationTips/index.html

Scott Krueger

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