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
>
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