You can swap the LH and RH and isolate the mags as the source of the problem. You can't do that with slicks or combo slick/Pmag.
I have done this many times... at idle
But at 2500 RPM you wouldn't get me standing behind that prop holding a timing light
Realizing having a mechanical can ruin your plans but really, trashing Emag because they are closed for a three day weekend and asking for an "emergency contact" number? I'm not sure you would get that from any of the ignition manufactures....Up until Friday May 30th, all appeared well. I like the smooth starting, did experience a bit of speed increase, engine ran very smooth.
On that Friday, at about 7:30 am, I departed for work and experience a very nerve wracking engine experience....
Saturday, Sunday and Monday pass, no response from Emagair. Tuesday I flew the airplane on my usual run, it appeared to be back to normal. Still no call back from Emagair.
Wednesday around 11:00 am I finally get the call back from Emagair. Seems to pass right over their head it's been FIVE DAYS since I called. Since the plane seems to be running OK now, we have a long discussion about plugs, etc.
...
There is NO emergency contact info on their web site that I can find.
If anyone on this forum can contact the owners of Emagair directly to let them know the situation, it would be greatly appreciated.
...
You can swap the LH and RH and isolate the mags as the source of the problem. You can't do that with slicks or combo slick/Pmag.
Sissy!
Just kiddin'...
You definitely need goggles, that's for sure, and you better have a chin strap for your headset. But, my mechanic has done that with me at the throttle many times. It isn't as bad as you imagine, at least not with a C/S prop reducing pitch to make rpm at lower power.
With all due respect, what can you learn by swapping (not replacing) the mags? I, like Joe don't understand how that helps in diagnosing the problem.
John Clark
RV8 N18U "Sunshine"
KSBA
With all due respect, what can you learn by swapping (not replacing) the mags? I, like Joe don't understand how that helps in diagnosing the problem.
John Clark
RV8 N18U "Sunshine"
KSBA
Hmm, If speaking the truth is "trashing", consider me guilty.Realizing having a mechanical can ruin your plans but really, trashing Emag because they are closed for a three day weekend and asking for an "emergency contact" number? I'm not sure you would get that from any of the ignition manufactures.
The additional two days it took them to contact you is unlike them. Brad and Tom must have taken some time off or been swamped with other issues, possibly something more dire than you being suck at home. I really don't know why the delay and didn't ask Brad. Why don't you ask him and post his reply?
While you can order a mag from Aircraft Spruce and have it next day aired to you, you can do the same with a P-mag.
Very few shops keep magnetos on the shelf, waiting for a customer to buy it.
So the argument that you can get a regular mag at any airport doesn’t really fly.
Your sympathy (or lack of it) is irrelevant.Sorry, I have little sympathy for you. As an early adopter of these things who almost had an engine melt due to a lost timing issue, I'm very happy I stuck with them.
Their customer service is second to none.
Despite your rants on this forum, which they are aware of, they will work diligently to resolve your issue.
Bendix mags regularly make engine TBO without rebuild. True about the weight savings (maybe).You can complain all you want but had you installed regular mags, they would have taken up more room, been more difficult to replace when they go bad (and they do go bad) or have to be overhauled at 500 hours. Not to mention the weight savings you gained by using the P-mags
The other thing to consider, had you gone with a regular mags and one of them went Tango Uniform, you would be paying a lot more to get it fixed than the shipping back to Emag.
They wil take care of, just give them a chance.
Getting calls or emails back from businesses like the Vetterman's, the Catto's, the Bell's or, apparently, the EMag folks in the experimental world is not always immediate, but I'm sure glad they are around!
You can complain all you want but had you installed regular mags, they would have taken up more room, been more difficult to replace when they go bad (and they do go bad) or have to be overhauled at 500 hours. Not to mention the weight savings you gained by using the P-mags
The other thing to consider, had you gone with a regular mags and one of them went Tango Uniform, you would be paying a lot more to get it fixed than the shipping back to Emag.
They wil take care of, just give them a chance.
All the hype about efficiency improvements with various electronic systems is mostly bogus as we run our engines in a very narrow range at cruise.
Here is my story. On Monday I needed to fly up to Whiteman AFB (actually KRCM) for a week. After start, I had to cycle power a few times to my left PMag to get it online. I blamed it on a power dip during start and continued on.
While it is certainly up to the builder to weigh the pros & cons of electronic ignition systems, there seems to be more than enough empirical data to support the efficiency claims. Is there data to refute the efficiency claims?
I think it is more than just empirical, since if the EI has advance from MAP, then as you fly higher, the spark will be more advanced to work with the lower flame-front propagation velocity to provide the ignition to get the peak pressure at the desired 15 deg ATDC. The other thing you get with EI is instant start, not the laborious several prop rotations that it takes with magnetos with a cold engine. My next-door hangar neighbor used to tell me how the engine start on my plane would always scare or startle him because it much faster than he expected! Mags are good, good EIs are better!
Charlie, I've had this same thing happen to my P-Mags, as well. They both have Revision 29 written on them, and I thought the "power dip" problem was resolved with that rev. I have called Brad about this problem last summer, but since a power-cycle clears the issue, I've not sent them in yet. I don't believe they have a yellow flashing LED, but I will check the next time I'm out at the hangar (tomorrow) before I fly.
Could you elaborate on what Brad told you regarding the power-dip problem? Thanks.
The other thing you get with EI is instant start, not the laborious several prop rotations that it takes with magnetos with a cold engine.
Now I don't think it was the power dip. The PMag did not come up after a single power cycle. It took multiple tries and the flashing led is telltale of a magnet that is either too close or too far away from the sensor. Time to bring it in for an adjustment.
That depends.
There is ton of info on EI on the CAFE webb site. Much of it is rather technical but what my brain gleened is EI is not particularly better below 8000 feet. In fact one conclusion was up to 8000 feet, mags may be better although I don't recall the context of that statement. From 8000' on up EI is more efficient.
QUOTE]
'Not sure where someone came up with that conclusion about the 8000' figure, since at 8000' baro the timing on one system would be advanced to about 30-34 deg BTDC. That's quite a bit over the 25 deg BTDC of a mag and has a big effect on an engine's efficiency and power. The timing for an EI will be about the same as the mag only at sea-level and WOT.
Can the Pmag be damaged by a shorting/arcing plug wire or a disconnected plug wire?
Bevan
Shorted (fouled) plugs are a way of life with 100LL,
... My primary requirement is bulletproof reliability...
I believe the P-mags have raised the bar with regard to a low MTBF. Just my opinion as I have no hard data but P-mag failures have been very rare in the last few years.