In a message dated 8/11/2006 7:21:33 P.M. Central Standard Time,
lancair@USTEK.COM writes:
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.
Robert,
Although I am unfamiliar with the Continental setup, the sensor and magnet
must pass very close to each other for the timing and rpm report to be accurate
per the EI specs. Another area to check. Include accounting for the
fwd/aft movement of the crank - go ahead, pull and push on it and measure the
difference. Note that when the prop is actually pulling the aircraft, the
crank is at its most forward position and the distance between the magnet and
sensor may exceed the limit..
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.
Again, if there is too much slop in the magnet/sensor distance, the LSE RPM
will be low, as will important timing marks be also missed. Does
Chelton require a diode with the plus side to the EI RPM source? VM does
for any EI. Of course, in those cases the engine monitor is displaying a
higher RPM, like 2 times the actual.
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.
Get this fixed before the engine is lost. Your oil pressure should
match the engine manual requirements at startup, idle and cruise rpm. Lyc
engines usually have an easily adjustable oil pressure controller. You
have a serious problem, consult an A&P. Do this before some under
oiled component fails. OH, now I read the info below...........
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.
How about something like a rag plugging the oil pump source -- or perhaps
some internal part of the engine has come loose and is blocking the input to the
oil pump............ Remember, the engine builder just ran it on the
ground - he wasn't in the air where his @#%^$##&( depended on it operating
correctly.
Do not fly again until the oil problem is fixed AND.......
You must check the timing. In today's world, I do not understand why
someone would split the ignition system between one mag and one EI - it is so
confusing...
If the mag timing is correct, when you were in flight did you shut off the
EI system? If so, your engine should have lost a little power and
continued to run on nicely - that is why you are using the mag as backup,
right? The reverse is true too - shut the mag and the EI should power the
engine so that there is very little RPM drop. If these conditions are not
true, there is no reason to enter the air until all are resolved.
You can check the timing for each cylinder and the EI system with an
automotive timing light, an inductive pickup and some marks that
indicate where the ignition timing should occur. Check with Klaus.
Do not fly until the timing issue is resolved.
These days I tell those folks that I consult with that they should make
sure each system is correct before proceeding to the next. With respect to
the engine, it is simple -- throttle, mixture, fuel supply - then air (uh,
throttle is air and fuel) - then spark........
Where are you at - if you are close enough, I would be happy to drop by and
harass you.......
Scott Krueger
AKA Grayhawk
Lancair N92EX IO320 SB 89/96
Aurora, IL
(KARR)
Abnegate Exigencies!