Message-ID: <000b01c1a641$400d8f00$6130b43f@f3g6s4>
Reply-To: "Dan Schaefer" <dfs155@earthlink.net>
Reply-To: lancair.list@olsusa.com
From: "Dan Schaefer" <dfs155@earthlink.net>
To: "Lancair list" <lancair.list@olsusa.com>
Subject: RE: DQ
Date: Sat, 26 Jan 2002 00:12:50 -0800
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Re: one  vs. two impulse mags.

Not always, Brent. back a few years ago, I got into the Chevron fuel debacle
in California and opted to send my O-235 to the factory for an insurance
paid  "Factory Re-man". (Very bad idea, but I've already grouched about that
on the list earlier). I sent in an engine with one impulse mag (on the left,
as you surmised) and one non-impulse. I got my engine back with two impulse
mags installed. If I had had a clearance problem on the right, I could have
had a problem, however it all fit so I didn't bitch. (Due to the impulse
coupling, the impulse mag is somewhat longer the it's non-impulse neighbor -
maybe an inch or more).

The way my ignition/start wiring is set-up, I couldn't make use of the
impulse capabilities of the right side anyway. Didn't like the idea of extra
stuff going along for the ride while not contributing, so I swapped it out
for a non-impulse unit and kept the new one as a spare for the left.

Interestingly, I've been told by an A&P at the local airport that if this
had happened to an engine destined to go back into a Cessna (my engine was
originally from a C-152) he probably couldn't have signed it off. Go figure.

Dan Schaefer

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