Thanks for the reply. Have you tested yours to see what the rpm actually is when they stop producing power? What is your rpm setting on final?
Not scientifically, but mine is around 850, however, I understand that they can vary, 900 is the safe spot. It's just not an issue, they don't draw much, so idling around the airport isn't really a factor or problem.
You aren't going to get below 900 rpm on final, even if you try.
While my power setting on final is "whatever it needs based on all the factors" I'm typically at 18 on downwind and 13 after I turn final then idle over the threshold (shooting for 70-75kts), but even at idle on final the wind through the prop still turns it north of 1000rpm, so the PMag generators are still running.
Thanks. An EI that produces its own power, makes the most sense.
Personally not a fan of pmags on the angle valve engines, which includes the 390, due to the aggressive advance.
I will be ordering my new engine to avoid price increase. Can’t decide on Pmags. Can anyone tell me their experience. Pros and cons. What is minimum rpm to generate their own power? I’ll be going with the standard io390 210 h.p.
Fuel savings? Reliability?
Thanks
I do not agree. For either the parallel or angle head engines I recommend a maximum of 9 degrees advance. For the parallel valve engine this is 25 - 34 degree BTDC, for the angle head engines this is 20-29 degrees BTDC.
I installed dual pMags on an RV-14A with the IO-390 a few years ago. It is performing well.
Carl
Just the pMag.And how did you go about setting that advance? Did you use the EI commander or pmag program?
Not scientifically, however, I understand that they can vary, 900 is the official safe spot. It's just not an issue, they don't draw much, so idling around the airport isn't really a factor or problem.
You aren't going to get below 900 rpm on final, even if you try.
While my power setting on final is "whatever it needs based on all the factors" I'm typically at 18 on downwind and 13 after I turn final then idle over the threshold (shooting for 70-75kts), but even at idle on final the wind through the prop still turns it north of 1000rpm, so the PMag generators are still running.
Just the pMag.
- Jumper in for both parallel and angle head engines. This caps advance at 9 degrees.
- Timing set at 25 degrees BTDC for parallel valve engines (this is done by setting the pMag timing with the crank at TDC)
- Timing set at 20 degrees BTDC for angle head engines (this is done by setting the pMag timing with the crank at 5 degrees ATDC).
Some people time with a degree or so less advance - builders choice.
Note - the new six cylinder pMags provides more control over the range of timing advance - as in more options other than the 9 degrees jumper in, 14 degrees jumper out of the four cylinder pMag. Even so, installing the six cylinder pMag on an IO-540 I stayed with the 25-34 degree timing curve. It has been flying for months now and has demonstrated a significant gain in cruise efficiency over the stock dual mag setup.
Carl
So this choice shown below on the Van's engine page means you get one emag and one magneto installed?
o Replace plain magneto with e-mag + $1,200.00
Thanks
Chris Lucas
RV-14A
#140666
(RV-10 bought by Florence)