![]() |
Quote:
The last post here shows a photo of the mount and armor mounting holes: http://www.vansairforce.com/communit...d.php?t=143608 Go to Page 5, post #44 last page. I should mention that the early LS crank sensor setup has been superseded by a new design which has the cabling mostly inside the baffle sheet metal. |
And another few examples using "Distributor" as the faulty part:
Quote:
|
Quote:
https://www.aopa.org/asf//ntsb/narra...20050815X01247 This is also thought as part of the emergency checklist at least by my flight instructor and AOPA points it out too: https://www.aopa.org/news-and-media/...-magneto-check So not just a problem on the other side of the world.... . Oliver |
Quote:
Quote:
Quote:
Quote:
Yes, the P-mags had some teething problems, most, if not all, of which are behind us. With thousands in use around the world, they are a proven ignition. Quote:
|
Quote:
I asked the gentleman if it would be possible to certify a traditional magneto today. His response was that there is no way to certify a magneto to today's reliability standards. |
Quote:
|
Quote:
What we're talking about with PMAGs is something completely different. We're talking about a condition where the timing can advance suddenly and without any warning to such an extreme degree that it causes the engine to quit (or suffer damage). We need to see this issue in perspective. I'm guessing that there might be at least 400,000 conventional magnetos in service today in GA just in the United States. And yet engine failure caused by a properly maintained magneto suddenly (and without any warning) becoming wildly advanced is virtually unheard of. Now compare that to the PMAG of which there may be no more than a few thousand in service and yet with a well known history of incidents related directly to extreme timing loss. Maybe the PMAG is now beyond its loss-of-timing issues. I certainly hope so. I see that many PMAG owners claim that V40 has solved the problem. But I've heard that claim before many times over the last 10 years. It also puzzles me as to why, if V40 is the ultimate solution to the timing problem, it is not a mandatory revision. I'm not sure what that says. |
Quote:
You're a smart guy. You have developed and brought to market your own product. Though we understand your product owes its very existence to the shortcomings of the P-mag ignition, I'm not about to believe that you actually think the engineering required to accurately and reliably time a spark event is difficult. Hall effect sensors have been around a very long time. They are proven to be stone axe reliable - and hanging them on the crank and block/case has been used reliably for millions and millions of hours in rain, dirt, chemicals, heat and vibration without fail. So why then did P-mag have such issues with their own application when the rest of the motorsports world does not? It's because they took the "hard way" to force a non optimal engineering solution in exchange for favor in the market as an "easy to install" option. To their credit, many have bought in to this concept (including me) and their outstanding (in my experience) customer service has kept them around long enough to gain market share. Good for them, but that's of little consequence to those who have not realized the dream of trouble free ignition performance. Quote:
Both are meaningless statements. The real answer is a connector either meets requirements of the operating environment, or it does not. And it is abundantly clear that the weatherproof, locking, strain relieved connectors common in the current automotive world are more than up to the the task. Billions of hours of use illustrate this in spades. You can not invent a problem that has already been solved. Try again. ...Besides, do you really want to bring up connectors in light of the cheeseball stuff P-mag uses? |
Quote:
Had Ross's CPI not had such an ugly green control box I likely would have gone with CPI as my ignition of choice, but there was no way I was going to have a green monster in my cockpit! :p When it comes time for our impulse-coupled Slick to be replaced, Ross's CPI-2 might well get the nod. I've got a spot where I can mount the controller on a mechanism which would allow it to be stowed most of the time and swung out into view only those times when its needed. And I've got an essential bus with its own battery so who knows when a CPI might make its way into our airplane. |
Quote:
Quote:
Quote:
Quote:
|
| All times are GMT -6. The time now is 12:56 AM. |