Dual Pmag issues from owners?

[Toobuilder]

Originally Posted by tmbg

This is exactly backwards with what every expert on the subject preaches. Crimped connections done correctly with quality terminals and proper crimpers are absolutely the most durable way to terminate wires for aircraft. Soldered connections are subject to breakage from vibrations and not recommended.

Yep, you rarely see a ring terminal or Cannon plug with solder cups anymore. Crimping is the aviation standard.

For the wire terminations at the Pmag connectors, I used a small ferrule fastened with a crimper used on cannon plug pins - the type that crimps from 4 sides... This gave the setscrew in the connector something to bite into.

[tmbg]

Originally Posted by Toobuilder

Yep, you rarely see a ring terminal or Cannon plug with solder cups anymore. Crimping is the aviation standard.

For the wire terminations at the Pmag connectors, I used a small ferrule fastened with a crimper used on cannon plug pins - the type that crimps from 4 sides... This gave the setscrew in the connector something to bite into.

That's probably the best way to terminate these... good thing I have a DMC crimper

[RV7AV8R]

Originally Posted by Bavafa

Can some of the existing users that moved from mag to Pmag provide some tangible data? Affect on fuel consumption, perceived power gain and perhaps temps.
I have heard that we should expect higher CHTs, if so by how much did your CHT raise compare to regular meg?

Thanks in advance for all info.

I flew round trip to OSH from Seattle with my friend, both of us in RV7s with O-360 with Harzell BA prop and one person on board. We flew virtually together the whole trip. He has Fuel injection and two Slick Mags. I have a Carb and two Pmags. I stay rich of peak with my carb. The net difference after 25.5 hrs of flying was that I burned 19.9 gal less with a carb and dual Pmags. We cruised at about 160mph. He ran some lean of peak and some rich of peak.
On a previous trip when I had Slick mags I flew with a friend who had an RV8 with fuel injection and LightSpeed Ignition I believe. I do not have data from this trip but at all the fuel stops he burned less fuel than I did with a Carb and two Slicks.
Regarding CHTs, I have not noticed much difference. Regarding power, it feels more powerful on take off with dual Pmags but that may be because I just spent a bunch of money on them

[RV8R999]

John - this is a good example of mission representative operational data. Did you fly the same altitudes? What is the difference in GW of the two planes as you were both loaded for the trip? Any significant modification or configuration differences between the two airplanes other than ignition source such as wheel pants, cowl, wingtips, fairings, etc..?

[RV7AV8R]

Originally Posted by RV8R999

John - this is a good example of mission representative operational data. Did you fly the same altitudes? What is the difference in GW of the two planes as you were both loaded for the trip? Any significant modification or configuration differences between the two airplanes other than ignition source such as wheel pants, cowl, wingtips, fairings, etc..?

The planes are identical except one is a slider and one a tip up. We were loaded similarly and flew together the whole trip except one leg where we seperated due to poor visibility but had the same target destination. Oh, we also have differnt paint jobs

[RV8R999]

Thanks! I should have asked..what was your total fuel burn in gals?

[RV7AV8R]

Originally Posted by RV8R999

Thanks! I should have asked..what was your total fuel burn in gals?

I burned 216.0 he burned 235.8 gals, I see I made a math mistake, the dif is 19.8 gals.

[RV7AV8R]

The take home message for me is that the claims for a reduction in fuel burn with EI over standard Mags are probably real in a long cruise. YMMV.

[nucleus]

I had a problem the first summer with mine. I put another cooling tube to that pmag and really sealed up my plenum - which lowered my already good CHTs another 20 degrees.

Haven't had a problem since. I've been running an experiment where I ran the NGK Iridium (EIX) plugs on one and regular NGKs on the other - amazing difference when running lean. I am looking forward to running both pmags on EIXs.

In my opinion running auto plugs is a huge advantage.

Hans

[N941WR]

Originally Posted by nucleus

I had a problem the first summer with mine. I put another cooling tube to that pmag and really sealed up my plenum - which lowered my already good CHTs another 20 degrees.

Haven't had a problem since. I've been running an experiment where I ran the NGK Iridium (EIX) plugs on one and regular NGKs on the other - amazing difference when running lean. I am looking forward to running both pmags on EIXs.

In my opinion running auto plugs is a huge advantage.

Hans

There are a lot of stories regarding P-mag issues early on and a number of the early adopters were very lucky. The good news is that the root cause of the issues were identified and resolved. E-mag (the company) has not made a change to the P-mag software or hardware in over two years (or is it now three years?) and the reported issues have dropped off to the point where it is unusual if someone reports a problem.

Hans, I look forward to hearing about your experience with the EIX plugs! I?m still running the cheap NGK?s and simply replace them every year.