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mark.bitterlich(at)navy.m
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 Posted: Wed Jun 24, 2009 8:10 am Post subject: M14P magneto |
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Michael,
Being on a roll here, I have a question for you and everyone else on the
list.
If there is an "automotive" replacement, should we actually use it?
And if anyone says that "it's A-OK" to do because our aircraft are
"Experimental", my answer is: "Yes, that's probably true, but ... It
also would surely mean that the aircraft would have to be put back into
Phase One testing as a minimum.
Mark Bitterlich
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mark.bitterlich(at)navy.m
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| Posted: Wed Jun 24, 2009 8:17 am Post subject: M14P magneto |
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Well Walter (and Dennis), I for one am surely interested. And Walter
your analysis makes sense, especially to anyone who has ever set up the
timing curve on a racing distributor, using a handful of weights and
springs in the process.
Mark Bitterlich
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n395v
Joined: 10 Jan 2006
Posts: 450
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| Posted: Wed Jun 24, 2009 8:55 am Post subject: Re: M14P magneto |
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| barryhancock wrote: | Hey Milt,
What kind of real performance are you seeing with the RR? Also, when you shove both levers in the corner, what's your IAS?
Thanks!
Barry |
I usually run 28/1800, my plane has the PF engine and I have replaced the pressure carb with an airflow performance throttle body with manual mixture control and run a MT 98" 3 blade prop.
At at these settings fully loaded I see (192IAS) 205KTS TAS (at)14GPH and CHTs averaging 380deg F
When I shove everything forward I can get (210IAS) 235KTS TAS at 50+ GPH.
IAS and TAS are with a Blue Mountain EFIS Sport G4 and correlate well with ground speed given winds.
VNE is 250 KTS IAS
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Milt |
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barryhancock
Joined: 09 Oct 2008
Posts: 285
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| Posted: Wed Jun 24, 2009 8:00 pm Post subject: Re: M14P magneto |
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Thanks, Milt. Impressive performance numbers. Those CHT numbers are hot for cruise. I'd expect them in the 310-340 range. Are your running LOP?
A PF with the Airflow system should net some serious HP.
What altitudes are you seeing those numbers at? Also, what does a typical climb profile look like?
Regards,
Barry
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Barry Hancock
Worldwide Warbirds, Inc.
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n395v
Joined: 10 Jan 2006
Posts: 450
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| Posted: Thu Jun 25, 2009 4:11 am Post subject: Re: M14P magneto |
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| barryhancock wrote: | Thanks, Milt. Impressive performance numbers. Those CHT numbers are hot for cruise. I'd expect them in the 310-340 range. Are your running LOP?
A PF with the Airflow system should net some serious HP.
What altitudes are you seeing those numbers at? Also, what does a typical climb profile look like?
Regards,
Barry |
With the single point fuel injection (throttle body) I cannot get it to go lean of peak.
I am seeing 380 deg F because that is where I lean to. It keeps me about 100deg ROP (EGT) on the 1st cylinder to peak.
Usually fly between 7 and 9000 feet. I have a problem with vapor lock above 10,000 feet that I need to resolve.
Climb on a cool day at sea level, 1 passenger and 60 Gal fuel is 4000fpm+ with 2 pax full fuel(90gal) and some baggage it drops to 2500fpm.
I will usually cruise climb at 130-140KTS at 35" and 2700RPM this gives about 1200fpm.
I have no idea what the AFP adds to the horsepower.
My only point of reference for performance is the factory prototype with the 360HP carbureted engine and I can walk away from them in every parameter.
Empty weight is only 1640 pounds .
Cruise speed is very weight sensitive fully loaded costs about 8KTS TAS.
It has fairly high wing loading.
I have added a fuel return line to the fuel system and encased the firewall forward fuel lines in a blast tube to prevent the vapor lock and am in the process of extending the wings 3 feet for better high altitude performance and hopefully decreasing the speed sensitivity to weight.
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N13472(at)aol.com
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| Posted: Thu Jun 25, 2009 7:13 pm Post subject: M14P magneto |
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WHY?, Why would it be bad to have one plug fire at the correct angle before
TDC and another in the same cyl fire
retarded ( late ) the only effect would be a small power / efficiency loss
and would be possibly not noticeable
as Pappy who has done this in real life has stated. Also you would run with
one OFF ???? so when if you needed
the other MAG and plugs they would very likely be fouled!
I think all of your arm chair B/S on the dire consequences of doing this
should stop and defer to those who have
been there and done it!
Note I have personally seen Chinese mags on a fuel injected M14P and have
flown that plane. Note all centrifugal
advance Ing systems become FIXED timing when they reach there top RPM. Also
I have more time on a SUN
DISTRU-O-SCOPE that I care to remember.
Tom Elliott
CJ-6A NX63727
702-595-2680
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