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To: lml
Date: Fri, 11 Aug 2006 20:21:12 -0400
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Subject: RE: [LML] Re: Wing Twist and EI observations
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Thread-Topic: [LML] Re: Wing Twist and EI observations
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From: "Lancair" <lancair@USTEK.COM>

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Scott,
=20
I have the Cont TSIO550 with LightSpeed, so is most of what you wrote =
applicable?  Seems like it, except I believe that Klaus does not have a =
rear crank pickup for my engine.  As it is, I have his circuit board in =
the front end where it is oh so close to the AC pully system and the =
yet-to-be- de-iced prop.  The Simpsons vary widely:  at idle (Chelton =
says 1050 rmp) the LSE readout varies from 650 to 1000.  I have three of =
the units in the panel so I do not have to switch from one to the other =
- there is always a display of firing angle, RPM, and MP.  I get to =
watch all three dance at the same time.=20
=20
Still working on a very low oil pressure problem.  Pressure tested the =
gauge and it is correct.  Startup is 45-50 psi, idle at 1,000 shows 40 =
psi at 110 F,  35 at 120 F, 30 at 130 F, 25 at 140 F.  In cruise it =
stays at about 22 psi and 185-190 F.  On landing and pulled back to idle =
pressure dromps quickly to 5 psi and if I do not goose it quickly, down =
to 2 psi!   To get back to the hanger or for another TO I have to keep =
the RPM at 1,000 and ride the brakes. =20
=20
I screwed the pressure controller all the way in and got no change.  I =
pulled it and gave it the old evil-eye (no obstruction seen), put it =
back, and no change.  Ron Munson at Performance said that they had no =
problems on testing so it leaves me scratching my head.  Today we'll =
pull the aux oil pump out of the system, cap the ends, and see what =
happens. =20
=20
Robert M. Simon
ES-P N301ES
=20

________________________________

From: Lancair Mailing List on behalf of Sky2high@aol.com
Sent: Thu 8/10/2006 2:13 PM
To: Lancair Mailing List
Subject: [LML] Re: Wing Twist and EI observations


In a message dated 8/10/2006 11:57:25 A.M. Central Standard Time, =
lancair@USTEK.COM writes:

=09
	I am still flying off hours and playing at low altitudes, but running =
way lean of peak at 12k ft I am burning 15.5 gph and seeing about 205 kt =
TAS.  These investigation hours are a mix of fun and frustration.  The =
EI readouts are all over the map and do not agree with the RPM and MAP =
displayed on the Grand Rapids EIS.  If the firing angle readout is =
correct we are at 40 degrees on take off, 32 degrees when cruising ROP =
but that drops off as we go LOP - and that seems strange.  Could anyone =
enlighten me on this?=20

Robert,
=20
You are using Light Speed EI, right?  And a Lycoming engine, right?  If =
it is a Continental engine or not LSE, ignore most of this e-mail.
=20
Otherwise, remember that the timing is tied to power as represented by =
RPM and MAP.  At idle (lo MAP, lo RPM), the timing would be quite =
advanced (35-38 DBTDC).  At takeoff power (hi MAP, hi RPM), timing =
advance is minimal, i.e. 25 DBTDC.  As power declines by an increase in =
altitude (lower MAP) and cruise RPM (2300-2500), the advance should =
increase towards 35 or so DBTDC.  If running LOP causes a reduction in =
RPM or MAP, the advance should increase a bit further.  Reduce all the =
timing numbers by 5 degrees if the compression ratio (CR) is greater =
than 8.7:1.
=20
If mag hole timing sensors are being used along with a hi CR, the =
sensors are offset and the indicator readouts are 5 degrees higher than =
actual.  However, if a big engine (6-cyl, >200 HP) is being used, the =
very accurate crank sensor should be installed. Once again, if a hi CR, =
the sensor magnets imbedded in the flywheel are offset by 5 degrees and =
the timing indications are accurately reported.=20
=20
In my airplane, the MAP and RPM are low by .5" and 60, respectively as =
against those displayed by VM instrumentation.  There is no damping of =
the display so the numbers can jump around quite a bit.
=20
Finally, if the above doesn't explain what you are seeing, re-check the =
actual timing with a timing light. If that is good, check the wiring and =
connections.  The display is a Simpson volt meter showing hundredths of =
volts.  The selector switch not only connects the appropriate source, =
but adjusts the display decimal point location.
=20
Good Luck,
=20
Scott Krueger AKA Grayhawk
Lancair N92EX IO320 SB 89/96
Aurora, IL (KARR)

Abnegate Exigencies!

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