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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.
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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,
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!
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