Mags to EI

[rv6ejguy]

Richard's issue is not the first I've heard of now with regards to mag drives.

Over the last few years, several people have contacted us looking for a different ignition solution which does not drive off the back of the engine. They've reported bearing failures, drive failures and gear problems. I'm starting to think that this stuff is not as reliable as many people believe. There's simply more to go wrong with all those parts than a crank sensor setup and if something starts chewing itself up back there, the bits will fall into the engine which could get very expensive.

I'd be interested in hearing how many people have had mag drive stuff go bad and also how many people have had an alternator belt break which was properly maintained?

[tspear]

Originally Posted by rv6ejguy

I'd be interested in hearing how many people have had mag drive stuff go bad and also how many people have had an alternator belt break which was properly maintained?

I have lost multiple alternator belts on an Aerostar. Every case, it was a symptom of other problems.

Tim

[DanH]

Originally Posted by RV10@boyercreative.com

My left mag on my -10 has a stripped shaft and nut.

"Stripped shaft and nut" doesn't sound like something that happened in service....which is not to say there is never any trouble with mags, mag hole EI triggers, or the accessory gear train.

[rv6ejguy]

Originally Posted by DanH

"Stripped shaft and nut" doesn't sound like something that happened in service....which is not to say there is never any trouble with mags, mag hole EI triggers, or the accessory gear train.

It seems like the cush drive failed in this case. That's my understanding talking from Richard on this. Maybe Richard can step in and comment or correct that notion.

[RV10@boyercreative.com]

I can tell you I installed the mags about 75 hours prior. They were used mags, but visual inspection showed they were in good condition. The problem manifested during a mag check before takeoff. I got a large rpm drop but the engine continued to run smooth.

you can see the wear in the pictures below.

http://www.barkingpixel.com/mags/leftmag.jpg
http://www.barkingpixel.com/mags/leftmag2.jpg
http://www.barkingpixel.com/mags/magvideo.m4v

If you get the video to play, the impulse coupling did not do that at all when installed. It was good at that time.

[rv6ejguy]

Originally Posted by RV10@boyercreative.com

I can tell you I installed the mags about 75 hours prior. They were used mags, but visual inspection showed they were in good condition. The problem manifested during a mag check before takeoff. I got a large rpm drop but the engine continued to run smooth.

you can see the wear in the pictures below.

http://www.barkingpixel.com/mags/leftmag.jpg
http://www.barkingpixel.com/mags/leftmag2.jpg
http://www.barkingpixel.com/mags/magvideo.m4v

If you get the video to play, the impulse coupling did not do that at all when installed. It was good at that time.

Nasty. Were you able to retrieve all the bits out of the engine? Mags scare me like EI scares some folks. To each their own I suppose. Lots to go wrong inside there...

[DanH]

Originally Posted by RV10@boyercreative.com

you can see the wear in the pictures below.
http://www.barkingpixel.com/mags/leftmag.jpg

Can't blame Mr. Slick for that one.

The assembly is missing the washer (Slick M3172) under the nut. Nut bottomed on root thread (look at the shaft), but a little "extra effort" got it snug enough to make the mechanic happy...which stripped the threads.

Let's keep it real. It's not reasonable to blame EI installations for builder error, or vice-versa. Good for the goose, good for the gander...

[RV10@boyercreative.com]

It is impossible to tell if the original repair station made the error or someone long, or not so long, after. I can only tell you that it didn't do that when I installed them and they came off a running engine.

Regardless, it is the catalyst for moving to something a little more modern.

[tspear]

Originally Posted by RV10@boyercreative.com

Regardless, it is the catalyst for moving to something a little more modern.

Or with fewer moving parts....

Tim

[DanH]

Gents, I'm not suggesting you should not switch. If I were rigging a 540 for myself right now, I would select a system that triggered right behind the prop, because the 6-cyl engines naturally exhibit more torsional vibration issues at the accessory end even with pendulum absorbers. That's why they have rubber couplers.

A 4-cyl with pendulums? I'm running dual EI with mag hole triggers right now. I think the timing light is showing me some torsional chatter at around 1500, but run time and inspection says it's not a problem. A 4-cyl without pendulums? A wild card. I have no idea. Front-triggered is probably better.

And allow me to be clear on something. If you think I'm somehow opposed to EI, or electronic fuel injection, you're dead wrong. I am greatly opposed to BS about what they can do, or apples-to-oranges comparisons, or ignorance of how to install or operate them. And I'm definitely opposed to illustrations of "system failure" that are in fact human failure, for mags or for EI.