X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 21 Oct 2013 15:15:13 -0400 Message-ID: X-Original-Return-Path: Received: from nm29-vm4.bullet.mail.ne1.yahoo.com ([98.138.91.189] verified) by logan.com (CommuniGate Pro SMTP 6.0.7) with ESMTPS id 6549486 for lml@lancaironline.net; Mon, 21 Oct 2013 15:06:20 -0400 Received-SPF: none receiver=logan.com; client-ip=98.138.91.189; envelope-from=casey.gary@yahoo.com Received: from [98.138.90.51] by nm29.bullet.mail.ne1.yahoo.com with NNFMP; 21 Oct 2013 19:05:46 -0000 Received: from [98.138.89.244] by tm4.bullet.mail.ne1.yahoo.com with NNFMP; 21 Oct 2013 19:05:46 -0000 Received: from [127.0.0.1] by omp1058.mail.ne1.yahoo.com with NNFMP; 21 Oct 2013 19:05:46 -0000 X-Yahoo-Newman-Property: ymail-3 X-Yahoo-Newman-Id: 175165.19982.bm@omp1058.mail.ne1.yahoo.com Received: (qmail 98787 invoked by uid 60001); 21 Oct 2013 19:05:46 -0000 DomainKey-Signature:a=rsa-sha1; q=dns; c=nofws; s=s1024; d=yahoo.com; h=X-YMail-OSG:Received:X-Rocket-MIMEInfo:X-Mailer:Message-ID:Date:From:Reply-To:Subject:To:MIME-Version:Content-Type; b=OxCrx5cSHyJRwhI3OrxIGCBTi7jNbYcoXhjRS8gnmi/NiOJnxgm6fwMEc4byEshrmQHk+7KbnquAqW07n3qrEMa8b1EIWVaiQ+Y4v5myRP7IbsdzBxvcNSedoU7HrV4hxdQGU8rmesGqYSaWnAdWNMvZPm7Zio8MGneMFDSVLT4=; X-YMail-OSG: Q74nTdcVM1mTAya_LlDrX7sI_eL4ggsa5pInCXpDAk4j.er wcr92jlugFPx65Njd21cGRR6aPZW2ENXj4fEsq7IV.E.9G11F_Ggsbux2ya0 bou_jgkUWqzw.NZODYNiGX0KWJO6de2JMlWNcTqqrR6.YZaNQsekoG8jqIC6 z9WtvuXIBYrpmgAzOFzQV4GZNL6tkL.gE2HbVrlDb9PNN4VI1RAro1C59QQN gUHtcTkyTzErja7TTJMh3rgDNRX3dAFXSKx8QrNYebVeS5lSZ0RULMJkK9Zv 0IvOTaMhblSoqQJ4T2ySzGSxEASGrnTCVtfpvgf1YxYTVOjq7DEnvNnEjr6u u0mcQDZdUkvSXOg62gl6IwQ8cKLXa4XnTy.oojGStq9kF0y0RDW6rLaABIZ5 0S0X1o_h9e_mRhNb5seebN33_LPl567yB.rZqTpeOrSojpNClI2Cp0G0UqU_ cFP5cqM__W2G_d8Lk.F4HpkRa5FkFY_8P2VKoCbLgmdBcFIP3ye1ShTOiJFh QDTtFzlF6xYnNrCBS0Nm8Y96UApJWLsTOUFMkSZLjJn2rO24cEz28KlFinn6 W96SWRqcsUcn92nDM1g-- Received: from [97.92.63.83] by web120104.mail.ne1.yahoo.com via HTTP; Mon, 21 Oct 2013 12:05:45 PDT X-Rocket-MIMEInfo: 002.001,SSB3YXMgZ29pbmcgdG8gZ3Vlc3MgdGhhdC4gwqBIb25lc3QsIEkgd2FzIDotKS4gwqBCdXQganVzdCBvbmUgY29ycmVjdGlvbjogwqBUaGUgaGlnaCBleGhhdXN0IHRlbXBlcmF0dXJlIHdpdGggb25lIGlnbml0aW9uIG9mZiBpc24ndCBkdWUgdG8gImluY29tcGxldGUgZnVlbCBidXJuLiIgwqBUaGUgYnVybiBpcyB2aXJ0dWFsbHkgY29tcGxldGUgd2hldGhlciBydW5uaW5nIG9uIG9uZSBzcGFyayBwbHVnIG9yIHR3by4gwqBCdXQgdGhlIGJ1cm4gUkFURSBpcyBtdWNoIGRpZmZlcmVudC4gwqBXaXRoIHR3byABMAEBAQE- X-Mailer: YahooMailWebService/0.8.160.587 X-Original-Message-ID: <1382382345.98617.YahooMailNeo@web120104.mail.ne1.yahoo.com> X-Original-Date: Mon, 21 Oct 2013 12:05:45 -0700 (PDT) From: Gary Casey Reply-To: Gary Casey Subject: Hot TITs on X country leg. LIVP X-Original-To: Lancair Mailing List MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-1312421089-73694359-1382382345=:98617" ---1312421089-73694359-1382382345=:98617 Content-Type: text/plain; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable I was going to guess that. =A0Honest, I was :-). =A0But just one correction= : =A0The high exhaust temperature with one ignition off isn't due to "incom= plete fuel burn." =A0The burn is virtually complete whether running on one = spark plug or two. =A0But the burn RATE is much different. =A0With two plug= s there are two flame fronts and the burn completes sooner. =A0The slower b= urn rate on one plug means that a significant portion of the burn happens d= uring the expansion stroke and less heat is converted to power. =A0Hence th= e exhaust temperature is higher. =A0Further, when the mixture is leaned pas= t the best power (or maybe peak EGT) the flame travel is even slower and co= nsequently the exhaust temperature will likely just continue to go up when = leaning, not peak and go down.=0A=0AMost people have had great luck with th= e Lightspeed system, but I am on my fourth in just 400 hours with none of t= he failures were due to installation errors and all were different problems= . =A0The last one has been running perfectly for over 100 hours, so I guess= I'm past the near side of the bathtub curve :-). =A0Klaus was never very f= orthcoming about the failures, but here is what happened:=0A1. =A0With abou= t 10 hours on the plane the inverter power device for one channel (two spar= k plugs) quit and then after about 10 minutes it completely shorted and ble= w the fuse.=0A2. =A0One of the channels started to intermittently trigger o= ff the previous channel, putting the spark at about 140 BTC. =A0Now, THAT g= ets your attention. =A0Fortunately, it happened on the ground at the beginn= ing of the takeoff roll. =A0No real explanation, but "later model" componen= ts were installed.=0A3. =A0One of the channels would quit after 10 or 20 mi= nutes of flight. =A0Again, no real explanation was given. =A0The ignition c= oils were also replaced at that time as the "new" coils were supposedly "be= tter."=0A4. =A0Still going strong at 400 hours. =A0I will say it starts and= run faultlessly, and I REALLY like the improved performance above 10,000 f= eet produced by the extra timing advance.=0AGary Casey=0A=0A=A0=0A=0ATime t= o fess up.=A0 The failure mode turned out to be a failed electronic igni=3D= =0Ation system.=A0 I run one Plasma III lightspeed and one mag.=A0 The ligh= tspeed q=3D=0Auit and I didn't recognize it.=A0 It had to have happened dur= ing climb out or a=3D=0At level off.=A0 The run up prior to take off was en= tirely normal. =3D20=0A=0AThe hot TIT's and EGT's were the result of incomp= lete fuel burn by the mag t=3D=0Ahat was the only ignition still running.= =A0 Fuel in the exhaust stacks burns i=3D=0An the turbines and heats everyt= hing up real fast.=A0 I don't understand why le=3D=0Aaning made it worse th= ough.=A0 Can anyone explain that?=0A=0ALest anyone jump on Klaus, let me be= quick to admit it was not a failure of h=3D=0Ais system but rather=A0 an i= nstallation defect.=A0 As a matter of fact he=A0 got o=3D=0An the phone wit= h me on a weekend day and helped trouble shoot it.=A0 He overni=3D=0Aghted = a loaner to me when I didn't have enough tools or access to do adequat=3D= =0Ae system checks and did not laugh at me too badly when the loaner did no= t fi=3D=0Ax the problem.=A0 A check of the ground for the power circuit sho= wed about 2 K=3D=0Aohms resistance.=A0 The fix was to wire in another groun= d.=0A=0ABest regards,=0AJohn Barrett=0A ---1312421089-73694359-1382382345=:98617 Content-Type: text/html; charset=iso-8859-1 Content-Transfer-Encoding: quoted-printable
I was going to guess that.  Honest, I was :-). &nbs= p;But just one correction:  The high exhaust temperature with one igni= tion off isn't due to "incomplete fuel burn."  The burn is virtually c= omplete whether running on one spark plug or two.  But the burn RATE i= s much different.  With two plugs there are two flame fronts and the b= urn completes sooner.  The slower burn rate on one plug means that a s= ignificant portion of the burn happens during the expansion stroke and less= heat is converted to power.  Hence the exhaust temperature is higher.=  Further, when the mixture is leaned past the best power (or maybe pe= ak EGT) the flame travel is even slower and consequently the exhaust temper= ature will likely just continue to go up when leaning, not peak and go down.

= Most people have had great luck with the Lightspeed system, but I am on my = fourth in just 400 hours with none of the failures were due to installation= errors and all were different problems.  The last one has been runnin= g perfectly for over 100 hours, so I guess I'm past the near side of the ba= thtub curve :-).  Klaus was never very forthcoming about the failures,= but here is what happened:
1.  With about 10 hours on the plane the inverter power device f= or one channel (two spark plugs) quit and then after about 10 minutes it completely shorted and blew the fuse.
2.  One of the channels started to intermittently tri= gger off the previous channel, putting the spark at about 140 BTC.  No= w, THAT gets your attention.  Fortunately, it happened on the ground a= t the beginning of the takeoff roll.  No real explanation, but "later = model" components were installed.
3.  One of the channels would quit after 10 or 20 minutes = of flight.  Again, no real explanation was given.  The ignition c= oils were also replaced at that time as the "new" coils were supposedly "better."
4.  St= ill going strong at 400 hours.  I will say it starts and run faultless= ly, and I REALLY like the improved performance above 10,000 feet produced b= y the extra timing advance.
Gary Casey

<= /div>
 

Time to fess up.  The failure mode turned out to = be a failed electronic igni=3D
tion system.  I run one Plasma III l= ightspeed and one mag.  The lightspeed q=3D
uit and I didn't recogn= ize it.  It had to have happened during climb out or a=3D
t level o= ff.  The run up prior to take off was entirely normal. =3D20

Th= e hot TIT's and EGT's were the result of incomplete fuel burn by the mag t= =3D
hat was the only ignition still running.  Fuel in the exhaust s= tacks burns i=3D
n the turbines and heats everything up real fast. = I don't understand why le=3D
aning made it worse though.  Can anyo= ne explain that?

Lest anyone jump on Klaus, let me be quick to admit= it was not a failure of h=3D
is system but rather  an installation defect.&nb= sp; As a matter of fact he  got o=3D
n the phone with me on a weeke= nd day and helped trouble shoot it.  He overni=3D
ghted a loaner to= me when I didn't have enough tools or access to do adequat=3D
e system = checks and did not laugh at me too badly when the loaner did not fi=3D
x= the problem.  A check of the ground for the power circuit showed abou= t 2 K=3D
ohms resistance.  The fix was to wire in another ground.
Best regards,
John Barrett
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