X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 14 Mar 2006 23:31:42 -0500 Message-ID: X-Original-Return-Path: Received: from imo-m26.mx.aol.com ([64.12.137.7] verified) by logan.com (CommuniGate Pro SMTP 5.0.8) with ESMTP id 1034510 for lml@lancaironline.net; Tue, 14 Mar 2006 23:27:37 -0500 Received-SPF: pass receiver=logan.com; client-ip=64.12.137.7; envelope-from=Sky2high@aol.com Received: from Sky2high@aol.com by imo-m26.mx.aol.com (mail_out_v38_r7.3.) id m.d.55ed1686 (62976); Tue, 14 Mar 2006 23:26:44 -0500 (EST) From: Sky2high@aol.com X-Original-Message-ID: X-Original-Date: Tue, 14 Mar 2006 23:26:44 EST Subject: Re: E-MAG Magneto gears. X-Original-To: info@emagair.com, lml@lancaironline.net X-Original-CC: bakercdb@gmail.com, swtpndoughboy@mhtc.net MIME-Version: 1.0 Content-Type: multipart/mixed; boundary="part1_d.55ed1686.3148f184_boundary" X-Mailer: 9.0 Security Edition for Windows sub 5300 X-Spam-Flag: NO --part1_d.55ed1686.3148f184_boundary Content-Type: multipart/related; boundary="part1_d.55ed1686.3148f184_rel_boundary" --part1_d.55ed1686.3148f184_rel_boundary Content-Type: multipart/alternative; boundary="d.55ed1686_alt_bound" --d.55ed1686_alt_bound Content-Type: text/plain; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en =20 14 Mar 2006 =20 Brad, =20 Thanks for your apparent final reply below, I will pass it along to the=20 Lancair Mail List community with the recommendation that any users of such =20= E-MAG=20 gears inspect them and if there is any damage, replace them with certified=20 gears. Furthermore, if purchasers have not yet used these gears, they shou= ld=20 return them and get certified gears. I am doing this because your analysis= =20 doesn't give me much comfort. =20 It is interesting to note that you have seen others (as in plural, differen= t=20 than your reply to Clark) and I am sure you will see more as people check=20 such gears after finding iron bits in their oil analyses. I think it was=20 useful to change your web site ordering information to indicate that the ge= ars are=20 for E-Mag use only, but your reason, with respect to my case, is incorrect.= =20 I am sure I made it clear that I was not using the gear with a magneto, but= =20 with Light Speed Engineering's Hall effect sensor, a device which is merely= =20 rotating a balanced light aluminum arm with a small magnet imbedded in it.=20= I=20 suppose you are also warning P-Mag (magneto like generator) customers that=20 the E-MAG gears are unsuitable for that more demanding application. =20 Again, your suggestion that the installation itself was a problem is highly= =20 unlikely. There was no cocking of the flange or gear as seen by the damage= -=20 the driving gear made its' marks in the middle of the driven gear teeth and= =20 evenly where it made such engagement. =20 =20 I am sure that others, more knowledgeable than me, will reply to you=20 directly at _info@emagair.com_ (mailto:info@emagair.com) should they have=20= further=20 thoughts. =20 Scott Krueger =20 (Note to LMLers - Try to read the communications thread from the bottom up) =20 <<<<<<<<<<<<<<< =20 In a message dated 3/14/2006 11:40:31 A.M. Central Standard Time, =20 info@emagair.com writes: =20 I am not the engineer in our shop, so please pardon my somewhat pedestrian=20 treatment of the drive gear topic.=20 We have reviewed the gear sample you sent, and do not see a safety issue=20 when our gears are properly installed on E-MAG ignitions. Your sample is=20= not=20 unlike others we=E2=80=99ve seen. Some (but not all) our gears show varyin= g degrees=20 of engagement pressure (preload). Some are simply polished while others s= how=20 a light impression, such as your sample. It is important to understand th= e=20 hardness requirement for E-MAG gears is less than it is for gears used with= =20 traditional magnetos. (Note: We have changed the description of our gear to= =20 say they match =E2=80=9Cas appropriate for E-MAG use only=E2=80=9D certified= gears.) =20 Because E-MAG shaft assemblies are lighter and more compact, the inertia ma= ss of=20 our shaft is relatively insignificant, compared to that of a magneto. With= a=20 hefty magnet attached to the shaft, magnetos work the drive gear much harde= r. =20 The dimensional requirements for E-MAG gears are the same as certified=20 gears, and we hold tight tolerances. If there was an underlying dimensional= =20 discrepancy, we would see the impression pattern 100% of the time, which is=20= not=20 the case. Note: For anyone wanting to compare, the engagement points betwe= en=20 gears determine the pitch diameter, which is different than a measurement o= f=20 overall diameter. We=E2=80=99ve seen no correlation to the length of serv= ice, and no=20 progression in the pattern over time, so we don't see this as being a safet= y=20 issue.=20 Variations in engagement pressure could be attributable to several sources,= =20 but the most likely is installation. Even small amounts of material under o= ne=20 side of the flange can cock the ignition ever so slightly to one side. But=20 regardless of the cause, the question remains what to do about it, if=20 anything. =20 We could:=20 1. Harden our gears further to eliminate the pattern. This would eliminat= e=20 the impression, but not the underlying preload, such as it is. If the gear=20 is not allowed to take the impression, the force will be transferred to the= =20 bearings. =20 2. Keep the gears as they are. In instances where a degree of preload=20 exists (from what ever source) the gear will accommodate by accepting the=20 impression. This in turn relieves the pressure, and the gear ends up with=20= a near=20 perfect fit. So long as the impression does not progress, and the evidence= =20 suggests it does not, this may be an acceptable, if not preferable, approac= h. =20 We continue to monitor this issue, and of course, welcome knowledgeable and= =20 thoughtful input.=20 Kindest Regards, =20 Brad Dement E-MAG Ignitions 649 Boling Ranch Road Azle, Texas 76020 (817) 448-0555 =20 =20 ____________________________________ From: Sky2high@aol.com [mailto:Sky2high@aol.com] =20 Sent: Friday, March 10, 2006 6:07 PM To: info@emagair.com Cc: bakercdb@gmail.com; swtpndoughboy@mhtc.net Subject: [SPAM] Re: E-MAG Magneto gears. Brad, =20 I am waiting for any information or results concerning the gear I sent back= =20 to you last week. =20 =20 Thanks, =20 Scott Krueger=20 =20 =20 >>>>>>>>>>>>>>>>>>>>> =20 =20 =20 In a message dated 3/2/2006 5:58:13 A.M. Central Standard Time, =20 info@emagair.com writes: Pardon my delay in getting back to you. It's been quite hectic around =20 here. =20 =20 We are reviewing our gear finishing specs right now to make sure we provide= =20 a serviceable product. We very much appreciate the data you sent and would= =20 like to see the gear itself. Of course we will be happy to refund your=20 money. =20 =20 I'll keep Clark posted on what we find. =20 Kindest Regards, =20 =20 Brad Dement Brad, =20 Thanks for your reply. I appreciate your offer to refund my money, but tha= t=20 is up to you as the safety issue is uppermost in my mind. The bad gear wil= l=20 be in the mail tomorrow (3 Mar 06). There are some marks on the ends that=20 were made in order to accomplish the testing. =20 I am a regular contributor the Lancair Mail List (LML, an E-mail forum with= =20 over 800 viewers) and I have already described the appearance of the gear =20 (see below) to that crowd because I think it could be a serious safety issue= . I=20 am looking forward to reading the result your analysis of this gear and any= =20 other information so that I might further report this on the LML. =20 =20 I have not yet reported the intermediate test results because, at this =20 moment, I don't know if it might be more widespread. Without additional =20 information it would seem to me that it would be wise for a gear user to ex= amine the=20 condition after maybe 25 or less hours of operation. I am also concerned=20 about a probably large number of experimental aircraft builders that have=20 purchased these gear (for whatever use) but have not yet operated their eng= ines in=20 flight. Frankly, I hope that I am the only one with a problem gear. =20 <<<<<<< Sent to LML 16 Feb 06: =20 .........................The real purpose of this missive is to note the =20 condition of an $85 mag gear (not certified,claimed to be to specs) obtain= ed=20 from the E-Mag folks. I was able to transfer the non impulse-coupled gear=20= to=20 one LSE mag sensor and I bought another for the other sensor. While the ge= ar=20 that was used on the engine for almost 700 hrs showed no wear other than=20 slightly shiny engagement area on the teeth, take a look at the one gotten=20= from=20 E-Mag and used for about 50 hours. =20 Some teeth are severely worn at the outer extremities, others are galled at= =20 the mid point. I think I know where some of the shiny iron particles found= =20 in my filter originated. =20 .....3 pictures of the gear ............. >>>>>>>>>>>>>>>>>>>> =20 =20 Scott Krueger AKA Grayhawk Lancair N92EX IO320 SB 89/96 Aurora, IL (KARR) =20 To: Brad Dement E-MAG Ignitions =20 From: Scott Krueger =20 Date: 26 February 2006 =20 Re: Magneto Gear =20 Brad, =20 On or about 10 March 05 I purchased a magneto gear from your company. It=20 was installed on a Light Speed Engineering Hall sensor timing module mounte= d in=20 the magneto opening on my Lycoming I/O 320. A second sensor utilizing a=20 gear recovered from my previous LASAR magneto was installed in the other=20 opening. I purchased the E-MAG gear because the magneto impulse coupler ge= ar was=20 not compatible with LSE's EI. This combination was first flown in May 2005= . =20 Recently (early Feb), I removed the Hall sensors to replace them with bette= r=20 crankshaft located sensors. When I pulled the gears from the sensors, I wa= s=20 amazed at the condition of the gear made by E-MAG, especially after only 55= =20 hours of operation. The other gear had been used on my engine for over 650= =20 hours thru magneto changes and even an overhaul performed 270 hours ago. =20 =20 I have attached additional pix (larger format). The E-MAG gear is in the=20 foreground. The other 650+ hour gear is in the background for comparison. =20 I did get a report with the following noted: =20 <<<< 1) There was significant spalling and deformation of the contact area. The =20 metal was actually moved, not just worn. 2) The bad gear hardness was 31 Rockwell A, good gear was 43 Rockwell A. An= =20 automotive transmission gear I have measured at 47 Rockwell A. 3) The bad gear was 0.0055" larger in diameter then the good gear as=20 measured over three 0.250 diameter pins. This was after I removed the burrs= in the=20 deformed area. Bottom line is I believe the gear was too soft and of poor quality. Being=20 oversize didn't help. The surface still has the hob marks. The good gear=20 appears to have been shot peened. What I suspect we have here is a gear tha= t hasn't=20 been heat treated or finished. >>>> =20 Also, Clark Baker is a friend of mine and he sent me your 18 Feb 06 respons= e=20 to his query. This may be your second case and there were no installation=20 or engine issues. Another friend, Arnie Christen, runs two P-Mags with gea= rs=20 that he bought last summer in his I/O 360. I have suggested that he check=20 those gears for any damage. He has not done so yet. =20 Although the gear is no longer a direct concern to me, I am writing you =20 because there may have been something wrong with the batch of gears that pr= oduced=20 the one I have. There may be others out there deteriorating as did mine. =20 Please let me know if you have any ideas about this problem. =20 Scott Krueger --d.55ed1686_alt_bound Content-Type: text/html; charset="UTF-8" Content-Transfer-Encoding: quoted-printable Content-Language: en
14 Mar 2006
 
Brad,
 
Thanks for your apparent final reply below, I will pass it along t= o=20 the Lancair Mail List community with the recommendation that any users of su= ch=20 E-MAG gears inspect them and if there is any damage, replace them with=20 certified gears.  Furthermore, if purchasers have not yet used these=20 gears, they should return them and get certified gears.  I am= =20 doing this because your analysis doesn't give me much comfort.
 
It is interesting to note that you have seen others (as in plural,=20 different than your reply to Clark) and I am sure you will see more as=20 people check such gears after finding iron bits in their oil analyses. = I=20 think it was useful to change your web site ordering information=20 to indicate that the gears are for E-Mag use only, but your reason, wit= h=20 respect to my case, is incorrect.  I am sure I made it clear that=20= I=20 was not using the gear with a magneto, but with Light Speed Engineering's Ha= ll=20 effect sensor, a device which is merely rotating a balanced light alumi= num=20 arm with a small magnet imbedded in it.  I suppose you are also=20 warning P-Mag (magneto like generator) customers that the E-MAG gears a= re=20 unsuitable for that more demanding application.
 
Again, your suggestion that the installation itself was a problem=20= is=20 highly unlikely.  There was no cocking of the flange or gear as seen by= the=20 damage - the driving gear made its' marks in the middle of the driven gear t= eeth=20 and evenly where it made such engagement. 
 
I am sure that others, more knowledgeable than me, will reply= to=20 you directly at info@emagair.com sho= uld=20 they have further thoughts.
 
Scott Krueger
 
(Note to LMLers - Try to read the communications thread from the=20 bottom up)
 
<<<<<<<<<<<<<<<
 
In a message dated 3/14/2006 11:40:31 A.M. Central Standard Time,=20 info@emagair.com writes:

I am not t= he engineer in our shop,=20 so please pardon my somewhat pedestrian treatment of the drive gear=20 topic.

 = ;

We have reviewed the gear sample=20 you sent, and do not see a safety issue when our gears are properly instal= led=20 on E-MAG ignitions.  Your sa= mple=20 is not unlike others we=E2=80=99ve seen.=  =20 Some (but not all) our gears show varying degrees of engagement=20 pressure (preload).  Some ar= e=20 simply polished while others show a light impression, such as your=20 sample.  It is important to=20 understand the hardness requirement for E-MAG gears is less than it is for= =20 gears used with traditional magnetos. (Note: We have changed the descripti= on=20 of our gear to say they match =E2=80=9Cas appropriate for E-MAG use only= =E2=80=9D certified=20 gears.)   Because E-MAG= shaft=20 assemblies are lighter and more compact, the inertia mass of our shaft is=20 relatively insignificant, compared to that of a magneto.  With a hefty magnet attached to the=20 shaft, magnetos work the drive gear much harder.  The dimensional requirements for E-MAG=20 gears are the same as certified gears, and we hold tight tolerances.  If there was an underlying dim= ensional=20 discrepancy, we would see the impression pattern 100% of the time, which i= s=20 not the case.  Note: For anyone wanting to compare, the=20 engagement points between gears determine the pitch diameter, which is=20 different than a measurement of overall diameter.   <= /SPAN>We=E2=80=99ve seen no correlation to the length=20 of service, and no progression in the pattern over time, so we don't see t= his=20 as being a safety issue.

Variations= in engagement pressure=20 could be attributable to several sources, but the most likely is installat= ion.=20 Even small amounts of material under one side of the flange can cock the=20 ignition ever so slightly to one side. But regardless of the cause, the=20 question remains what to do about it, if anything. 

 

We could:<= o:p>

1. Harden=20= our gears further to=20 eliminate the pattern.  This= would=20 eliminate the impression, but not the underlying preload, such as it is.  If the gear is not allowed= to take the=20 impression, the force will be transferred to the bearings. 

2. Keep th= e gears as they=20 are.  In instances where a d= egree=20 of preload exists (from what ever source) the gear will accommodate by=20 accepting the impression.  T= his in=20 turn relieves the pressure, and the gear ends up with a near perfect fit.<= SPAN style=3D"mso-spacerun: yes">  So long as the impression= does not=20 progress, and the evidence suggests it does not, this may be an acceptable= , if=20 not preferable, approach. =20

 = ;

We continue to monitor this issue,=20 and of course, welcome knowledgeable and thoughtful input.

 

Kindest Regards,
 
Brad Dement
E-MAG Ignitions
649 Boling Ranch Road
Azle, Texas 76020
(817) 448-0555
 

From: Sky2high@aol.com [mailto:Sky2high@aol.com= ]=20
Sent: Friday, March 10, 2006 6:07 PM
To:=20 info@emagair.com
Cc: bakercdb@gmail.com;=20 swtpndoughboy@mhtc.net
Subject: [SPAM] Re: E-MAG Magneto=20 gears.

Brad,
 
I am waiting for any information or results concerning the gear=20= I=20 sent back to you last week. 
 
Thanks,
 
Scott Krueger 
 
 
>>>>>>>>>>>>>>>>>&= gt;>>>
 
 
In a message dated 3/2/2006 5:58:13 A.M. Central Standard Time,=20 info@emagair.com writes:
Pardon my=20 delay in getting back to you.  It's been quite hectic around=20 here. 
&nbs= p;
We are revi= ewing our=20 gear finishing specs right now to make sure we provide a serviceabl= e=20 product.  We very much appreciate the data you sent and would like=20 to see the gear itself.  Of course we will be happy=20= to=20 refund your money.  =
&nbs= p;
I'll keep C= lark=20 posted on what we find.
&nbs= p;
Kindest=20 Regards,
&nbs= p;
&nbs= p;
Brad Dement
Brad,
 
Thanks for your reply.  I appreciate your offer to refund my mon= ey,=20 but that is up to you as the safety issue is uppermost in my mind.  T= he=20 bad gear will be in the mail tomorrow (3 Mar 06).  There are some mar= ks=20 on the ends that were made in order to accomplish the testing.
 
I am a regular contributor the Lancair Mail List (LML, an E-mail foru= m=20 with over 800 viewers) and I have already described the appearance of the=20= gear=20 (see below) to that crowd because I think it could be a serious safety iss= ue.=20 I am looking forward to reading the result your analysis of this= =20 gear and any other information so that I might further report this on= the=20 LML. 
 
I have not yet reported the intermediate test results because, at thi= s=20 moment, I don't know if it might be more widespread.  Without additio= nal=20 information it would seem to me that it would be wise for a gear user to=20 examine the condition after maybe 25 or less hours of operation. = ; I=20 am also concerned about a probably large number of experimental aircr= aft=20 builders that have purchased these gear (for whatever use) but have n= ot=20 yet operated their engines in flight.  Frankly, I hope that I am= the=20 only one with a problem gear.
 
<<<<<<< Sent to LML 16 Feb 06:
.........................The real purpose of this missive is to note=20= the=20 condition of an $85 mag gear  (not certified,claimed to be to specs)=20 obtained from the E-Mag folks.  I was able to transfer the=20 non impulse-coupled gear to one LSE mag sensor and I bought another f= or=20 the other sensor.  While the gear that was used on the engine=20 for almost 700 hrs showed no wear other than slightly shiny engagemen= t=20 area on the teeth, take a look at the one gotten from E-Mag and used for a= bout=20 50 hours.
 
Some teeth are severely worn at the outer extremities, others ar= e=20 galled at the mid point.  I think I know where some of the shiny iron= =20 particles found in my filter originated.
 
.....3 pictures of the gear .............
>>>>>>>>>>>>>>>>>&= gt;>>
 
 
Scott=20= Krueger AKA=20 Grayhawk
Lancair N92EX IO320 SB 89/96
Aurora, IL=20 (KARR)
 =20
To:    Brad Dement
        E-MAG Ignitions
 
From: Scott Krueger
 
Date: 26 February 2006
 
Re:    Magneto Gear
 
Brad,
 
On or about 10 March 05 I purchased a magneto gear from your=20 company.  It was installed on a Light Speed Engineering Hall sensor tim= ing=20 module mounted in the magneto opening on my Lycoming I/O 320.  A second= =20 sensor utilizing a gear recovered from my previous LASAR magneto was=20 installed in the other opening.  I purchased the E-MAG gear becaus= e=20 the magneto impulse coupler gear was not compatible with LSE's EI. = ;=20 This combination was first flown in May 2005.
 
Recently (early Feb), I removed the Hall sensors to replace them with=20 better crankshaft located sensors.  When I pulled the gears from the=20 sensors, I was amazed at the condition of the gear made by E-MAG, especially= =20 after only 55 hours of operation.  The other gear had been used on= my=20 engine for over 650 hours thru magneto changes and even an overhaul performe= d=20 270 hours ago.
 
 
I have attached additional pix (larger format).  The E-MAG gear is= in=20 the foreground.  The other 650+ hour gear is in the background for=20 comparison.
 
I did get a report with the following noted:
 
<<<<
1) There was significant spalling and deformation of the contact area.=20= The=20 metal was actually moved, not just worn.

2) The bad gear hardness was= 31=20 Rockwell A, good gear was 43 Rockwell A. An automotive transmission gear I h= ave=20 measured at 47 Rockwell A.

3) The bad gear was 0.0055" larger in diam= eter=20 then the good gear as measured over three 0.250 diameter pins. This was afte= r I=20 removed the burrs in the deformed area.

Bottom line is I believe the=20= gear=20 was too soft and of poor quality. Being oversize didn't help. The surface st= ill=20 has the hob marks. The good gear appears to have been shot peened. What I=20 suspect we have here is a gear that hasn't been heat treated or finished.
>>>>
 
Also, Clark Baker is a friend of mine and he sent me your 18 Feb=20 06 response to his query.  This may be your second case and t= here=20 were no installation or engine issues.  Another friend, Arnie Christen,= =20 runs two P-Mags with gears that he bought last summer in his I/O 360.&n= bsp;=20 I have suggested that he check those gears for any damage.  He has not=20= done=20 so yet.
 
Although the gear is no longer a direct concern to me, I am writing you= =20 because there may have been something wrong with the batch of gears that=20 produced the one I have.  There may be others out there deteriorating a= s=20 did mine.
 
Please let me know if you have any ideas about this problem.
 
Scott Krueger
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