X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Fri, 27 May 2005 01:01:33 -0400 Message-ID: X-Original-Return-Path: Received: from imo-m26.mx.aol.com ([64.12.137.7] verified) by logan.com (CommuniGate Pro SMTP 4.3.2) with ESMTP id 964512 for lml@lancaironline.net; Thu, 26 May 2005 17:41:06 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.137.7; envelope-from=Sky2high@aol.com Received: from Sky2high@aol.com by imo-m26.mx.aol.com (mail_out_v38_r1.7.) id q.89.27c5b51c (4214) for ; Thu, 26 May 2005 17:40:20 -0400 (EDT) From: Sky2high@aol.com X-Original-Message-ID: <89.27c5b51c.2fc79c43@aol.com> X-Original-Date: Thu, 26 May 2005 17:40:19 EDT Subject: Re: [LML] LSE Electronic Ignition, mixture adjustment X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1117143619" X-Mailer: 9.0 Security Edition for Windows sub 5000 -------------------------------1117143619 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 5/26/2005 3:12:09 P.M. Central Standard Time, patrick.hayoz@bluemail.ch writes: Anyway, I have a question. How did you manage to adjust a "perfect" idle mixture? I think my adjustment is fine, maybe I can do it better. By the way my engine is an IO 320-B1A. Patrick, Yeah, it is "perfect" at one specific idle (720 rpm) in that I get a 40 RPM rise if I slowly pull the mixture knob. For me, everything changes with temperature - outside temperature, engine temperature, pilot temperature, etc. Klaus insists that the idle mixture be reset because it will probably need to be leaned from its' magneto setting and the idle speed will probably have to be lowered because the spark advance at idle will definitely raise the idle speed. Also, I am sure he is concerned that one might foul the plugs with an over rich idle mixture and a great deal of time spent idling (taxiing). However, I always lean to approximately peak shortly after starting the engine. So for me, I am not concerned about fouling the plugs because of that. Also, I was pretty close anyway since I had been running the LASAR electronic system but my hot engine idle had jumped 200 RPM after everything was cleaned up. BTW, I have no complaints with the performance of the LSE system. I have mentioned some things I would like to see improved. The plug fouling occurred because of the Permatex anti-seize and not because of anything related to the LSE ignition. The LSE system was a suspect only for a short time since new plugs would work fine for a short while - they should not have fouled so quickly - the system either works or it doesn't. Now, how to do the idle adjustments is a piece of cake. You must have a trustworthy friend to adjust the idle and idle mixture whilst you remain in the airplane. Get the engine hot. Test a setting, shut down the engine but stay in the airplane, have your friend make an adjustment, re-start the engine, etc. etc. This is easy because engine restart is quickly accomplished with the LSE system. Make sure you take the friend out for beers later. I have a Krueger IOP 320 B++ (P is for pressure compensated injectors). Scott Krueger AKA Grayhawk Lancair N92EX IO320 SB 89/96 Aurora, IL (KARR) -------------------------------1117143619 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

In a message dated 5/26/2005 3:12:09 P.M. Central Standard Time,=20 patrick.hayoz@bluemail.ch writes:

<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size= =3D2>Anyway,=20 I have a question. How did you manage to adjust a "perfect"=20 idle
mixture?
I think my adjustment is fine, maybe I can do it bette= r.=20 By the way my engine
is an IO 320-B1A.

Patrick,

Yeah, it is "perfect" at one specific idle (720 rpm) in that I get a 40= RPM=20 rise if I slowly pull the mixture knob. For me, everything changes wit= h=20 temperature - outside temperature, engine temperature, pilot temperature,=20 etc. Klaus insists that the idle mixture be reset because it will prob= ably=20 need to be leaned from its' magneto setting and the idle speed will probably= =20 have to be lowered because the spark advance at idle will definitely ra= ise=20 the idle speed. Also, I am sure he is concerned that one might foul th= e=20 plugs with an over rich idle mixture and a great deal of time spent idling=20 (taxiing). However, I always lean to approximately peak shortly after=20 starting the engine. So for me, I am not concerned about fouling=20= the=20 plugs because of that. Also, I was pretty close anyway since I ha= d=20 been running the LASAR electronic system but my hot engine idle had jum= ped=20 200 RPM after everything was cleaned up.

BTW, I have no complaints with the performance of the LSE system. = I=20 have mentioned some things I would like to see improved. The plug foul= ing=20 occurred because of the Permatex anti-seize and not because of anything rela= ted=20 to the LSE ignition. The LSE system was a suspect only for a short tim= e=20 since new plugs would work fine for a short while - they should not have fou= led=20 so quickly - the system either works or it doesn't.

Now, how to do the idle adjustments is a piece of cake. You must=20= have=20 a trustworthy friend to adjust the idle and idle mixture whilst you remain i= n=20 the airplane. Get the engine hot. Test a setting, shut down the engine= but=20 stay in the airplane, have your friend make an adjustment, re-start the engi= ne,=20 etc. etc. This is easy because engine restart is quickly accomplished=20= with=20 the LSE system. Make sure you take the friend out for beers later.

I have a Krueger IOP 320 B++ (P is for pressure compensated=20 injectors).

=20

Scott Krueger=20 AKA Grayhawk
Lancair N92EX IO320 SB 89/96
Aurora, IL=20 (KARR)

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