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Date: Sun, 13 Aug 2006 15:28:40 -0400
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Subject: RE: [LML] EI observations
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From: "Lancair" <lancair@USTEK.COM>

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Thanks for the observations Scott.  We did meet at the first Sporty's =
meet-and-greet but I came in my GlaStar from CMH.  However now the ES-P =
and I are stuck in the high desert - some place called Redmond - where =
Mark Mahnke and quite a few others are puzzeling over these problems.  =
Feel free to stop by and I'll buy you a cold one.=20

________________________________

From: Lancair Mailing List on behalf of Sky2high@aol.com
Sent: Sat 8/12/2006 12:03 AM
To: Lancair Mailing List
Subject: [LML] EI observations


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,
=20
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.=20

=09
=09
	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...........

=09
=09
	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
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.
=20
Do not fly again until the oil problem is fixed  AND.......
=20
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...
=20
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.
=20
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.
=20
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........
=20
Where are you at - if you are close enough, I would be happy to drop by =
and harass you.......

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

Abnegate Exigencies!

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