X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sun, 13 Jan 2008 08:30:15 -0500 Message-ID: X-Original-Return-Path: Received: from fmailhost03.isp.att.net ([204.127.217.103] verified) by logan.com (CommuniGate Pro SMTP 5.2c4) with ESMTP id 2642736 for lml@lancaironline.net; Sat, 12 Jan 2008 20:40:27 -0500 Received-SPF: pass receiver=logan.com; client-ip=204.127.217.103; envelope-from=paulhershorin@bellsouth.net Received: from fwebmail02.isp.att.net ([204.127.218.102]) by isp.att.net (frfwmhc03) with SMTP id <20080113013948H0300i1i9ee>; Sun, 13 Jan 2008 01:39:48 +0000 X-Originating-IP: [204.127.218.102] Received: from [74.233.220.24] by fwebmail02.isp.att.net; Sun, 13 Jan 2008 01:39:48 +0000 From: paulhershorin@bellsouth.net X-Original-To: "Lancair Mailing List" Subject: Re: [LML] Re: One mag, One electronic ignition X-Original-Date: Sun, 13 Jan 2008 01:39:48 +0000 X-Original-Message-Id: <011320080139.21818.47896BE30009106A0000553A22216125569B0A02D2089B9A019C04040A0DBF02079D01089C9D0A08049A0E9F@att.net> X-Mailer: AT&T Message Center Version 1 (Oct 30 2007) X-Authenticated-Sender: cGF1bGhlcnNob3JpbkBiZWxsc291dGgubmV0 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="NextPart_Webmail_9m3u9jl4l_21818_1200188388_0" --NextPart_Webmail_9m3u9jl4l_21818_1200188388_0 Content-Type: text/plain Content-Transfer-Encoding: 8bit I had problems with my brakes-left master cylinder would work some times and both would not hold the plane at 1800 rpm to do my run up--I ordered the larger master cylinders from Matco (4a I believe without checking) . Now I can run up to 2350-2400 before the plane will move. Paul Hershorin 360 471LA -------------- Original message from gerardoconnell@optusnet.com.au: -------------- > Got the aircraft spruce brakes installed sucessfully but after a fair bit of > trouble bleeding the right breke whichh was sticking on. The LAME reckons the > master cylinder might be on the way out. > > Any suggestions for new master cylinders or should I just go for the Lancair > "standard" replacement > > Regards > > Gerard > > > > > Sky2high@aol.com wrote: > > > > > > > > In a message dated 1/9/2008 8:11:07 P.M. Central Standard Time, > > walter@advancedpilot.com writes: > > > > I cannot honestly give more details for two reasons, 1) I don't know > > them > > all, and 2) This was an R&D run on a NA TCM engine set up like TCM wants > > it set > > up with only the one difference of advancing the timing 2 degrees. The > > resultant ICPs were 1130-1140psi and it was not at max power or at max > > ICP > > mixture! It could easily have been made worse--and it wasn't even > > TC'd. > > > > > > My point, Scott, is that we see folks diddling with timing changes who > > have > > no hard ICP data--only what they *think* will be the result or some > > *calculation* and we now know, from hard data, that that decision tree > > in this > > instance could be flawed--with nasty results. Some of the guys who who > > have seen > > this data and were common choice builders of engines for the exp. > > market will > > no longer build/warrant an engine on which the owner plans to use EI. > > I find > > that telling. > > > > > > My current position on EIs is that the jury is still out on what's being > > > > done by some folks who are doing so without hard ICP data--and as far as > > I can > > tell, that's most of them. > > > > Walter, > > > > Fine. > > > > A good example of your point is LASAR. Whatever method they used to > > arrive > > at their secret timing curve for a carbureted Lyc 360 in a C172 sure > > didn't > > work very well when installed and used on an injected 320 with a higher > > CR. > > > > Another example might be the EMAG/PMAG group. When I first considered > > their > > equipment they had very limited experience with any variety of engines. > > 24 > > software changes indicates they may be getting much needed experience. > > > > Perhaps that is why they allow the user to alter the timing. > > > > The dual Light Speed Engineering Plasma III (sustained spark) has > > worked > > quite effectively for me. I do not know about any other engine. While > > I could > > "adjust" the timing, I have no interest in doing so because I don't > > think I > > could improve anymore on the engine operation and I sure could easily > > harm it > > or just make it worse... > > > > Scott Krueger AKA Grayhawk > > Lancair N92EX IO320 SB 89/96 > > Aurora, IL (KARR) > > > > Pilot not TSO'd, Certificated score only > 70%. > > > > > > > > **************Start the year off right. Easy ways to stay in shape. > > > > http://body.aol.com/fitness/winter-exercise?NCID=aolcmp00300000002489 > > -- > For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html --NextPart_Webmail_9m3u9jl4l_21818_1200188388_0 Content-Type: text/html Content-Transfer-Encoding: 8bit

I had problems with my brakes-left master cylinder would work some times and both would not hold the plane at 1800 rpm to do my run up--I ordered the larger master cylinders from Matco (4a I believe without checking) .  Now I can run up to 2350-2400 before the plane will move.

Paul Hershorin

360

471LA 

-------------- Original message from gerardoconnell@optusnet.com.au: --------------


> Got the aircraft spruce brakes installed sucessfully but after a fair bit of
> trouble bleeding the right breke whichh was sticking on. The LAME reckons the
> master cylinder might be on the way out.
>
> Any suggestions for new master cylinders or should I just go for the Lancair
> "standard" replacement
>
> Regards
>
> Gerard
>
>
>
> > Sky2high@aol.com wrote:
> >
> >
> >
> > In a message dated 1/9/2008 8:11:07 P.M. Central Standard Time,
> > walter@advancedpilot.com writes:
> >
> > I cannot honestly give more details for two reasons, 1) I don't know
> > them
> > all, and 2) This was an R&D run on a NA TCM engin e set up like TCM wants
> > it set
> > up with only the one difference of advancing the timing 2 degrees. The
> > resultant ICPs were 1130-1140psi and it was not at max power or at max
> > ICP
> > mixture! It could easily have been made worse--and it wasn't even
> > TC'd.
> >
> >
> > My point, Scott, is that we see folks diddling with timing changes who
> > have
> > no hard ICP data--only what they *think* will be the result or some
> > *calculation* and we now know, from hard data, that that decision tree
> > in this
> > instance could be flawed--with nasty results. Some of the guys who who
> > have seen
> > this data and were common choice builders of engines for the exp.
> > market will
> > no longer build/warrant an engine on which the owner plans to use EI.
> > I find
> > that tel ling.
> >
> >
> > My current position on EIs is that the jury is still out on what's being
> >
> > done by some folks who are doing so without hard ICP data--and as far as
> > I can
> > tell, that's most of them.
> >
> > Walter,
> >
> > Fine.
> >
> > A good example of your point is LASAR. Whatever method they used to
> > arrive
> > at their secret timing curve for a carbureted Lyc 360 in a C172 sure
> > didn't
> > work very well when installed and used on an injected 320 with a higher
> > CR.
> >
> > Another example might be the EMAG/PMAG group. When I first considered
> > their
> > equipment they had very limited experience with any variety of engines.
> > 24
> > software changes indicates they may be getting much needed experience.
> > ;
> > Perhaps that is why they allow the user to alter the timing.
> >
> > The dual Light Speed Engineering Plasma III (sustained spark) has
> > worked
> > quite effectively for me. I do not know about any other engine. While
> > I could
> > "adjust" the timing, I have no interest in doing so because I don't
> > think I
> > could improve anymore on the engine operation and I sure could easily
> > harm it
> > or just make it worse...
> >
> > Scott Krueger AKA Grayhawk
> > Lancair N92EX IO320 SB 89/96
> > Aurora, IL (KARR)
> >
> > Pilot not TSO'd, Certificated score only > 70%.
> >
> >
> >
> > **************Start the year off right. Easy ways to stay in shape.
> >
> > http://body.aol.com/fitness/winter-exercise?NCID=aolcmp00300000002489
>
> --
> For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html
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