Oh leadie also as your such an expect on magneto timing can you please explain how to find tdc.

That easy for you

Cheers

It couldn’t possibly be as easy as explained here: http://www.ritesystem.net/images/Ins...20Brochure.pdf

If it were that easy, even a pilot could do it.

So as i thought a key board warrior able to quote a web site. So how do you do it if you dont have a timerite. Btw the timerite is not a prefect method and can give a degree of error. So how do you do it exact.
Then maybe you can answer the other questions now if they not to hard for you.

Easier than that, just use a big screw driver.

Idle is not referring to N1, but fuel flow. The throttle may be at idle as indicated by bolding.

Once again you need to read and understand what is going on.

The limiting factor is the egt. The power lever is reduced to maintain a maximum of 750lbs per hour. The compressor speed would be at its maximum hence the higher egt. In this state the engine is not in idle. Its no where near idle. Only the flow fuel is near idle. The fcu will maintain compressor speed to the set figque. The engine has no more fuel to give due to the air ratio to continue to climb or maintain operation above this flight level. Idle speed is a factor of compressor speed and not wf. Wf on the ground and prefromance runs is a factor of compressor speed and must be within it graph for compressor speed to wf.
The engine is not in an idle condition due to the speed of the compressor. The engine would not be consided as in idle.

Connedrod, it seems like people keep trying to explain it to you, and you keep trying not to understand. N1 is back at idle rpm, not at its maximum, at that point, which is what the flight manual says. In flight, at high altitude, the maximum allowable N1 reduces, not increases, for those engines. Again, from the manual, at 50,000ft, max allowable N1 is 90%. At 60,000ft, max allowable N1 is 88%. Above those altitudes other limits are more restrictive so maximum N1 figures aren't published, but the N1 achieved will be reducing.
No, no it won't, the flight manual states this clearly. At the maximum cruising levels N1 is at idle RPM, fuel flow and power produced are all at their lowest levels, and the power lever is on or near the idle stop. I don't know how else this can be described as other than at idle power.

Have a look through the manual if you like, here's the link I found to it: https://www.scribd.com/document/1194...-Hb-1-Mar-1959 the engine limitations are on around page 244. Takeoff is done at around 94-96% N1, idle N1 is 55-57% N1, which will be close to the N1 achieved at maximum cruising altitudes; all this is in the flight manual which is freely available to read.

That's not a Time-Rite. It's a Mag-Rite. Different device. Essentially it's an electronic version of the protractor you put on the spinner. I have one. Procedure is the same as with a mechanical protractor but the electronic protractor is more accurate, easier to read and not subject to friction like the mechanical ones. I would venture to say that this is what he was referring to earlier about the "timing fairy" telling him one of his mags was set at 25 Deg. BTDC.

Good guess, A2.

Fortunately the timing fairy has a CAR 42ZC(6) maintenance authority. :ok:

Rod: I have no clue what I’m talking about and nobody should take seriously anything I say.

Hmmm
I flew from Coffs to Syd at FL160 today with my Turbo IO-550 engine at sea level. Yep one of the high compression ones.
Had I ran my engine at 84% ROP I am sure I would be on the evening news.
I will not let an engineer touch my plane unless I am part of the process. Get it..My Plane!
AWOL in the FL's

You dangerous out-of-control fool.

How could FL160 possibly be sea level for your engine?

Don’t you know your aircraft is the plaything of the regulator and engineers, so that you remain “safe”?

I set 100ROP because it gives me best power. Not all our aircraft have EDMs and as commercial operation we have to obey the SOP in the ops manual that is based on a single analogue instrument whose probe is mounted on the collector. Our SOP is min 75ROP. We do not have discretion to operate LOP and we are not equipped to anyway.

The mixture with the smallest detonation margin at any given power setting is peak EGT.

So for the aircraft that don’t have EDMs, how do you know where on the lean curve each cylinder happens to be when leaning is by reference to a single probe? If we assume that LOP operations are not only “not approved” but “unsafe”, how do you know that each cylinder is peak or rich of peak far enough? Do the laws of physics and safety only apply to the cylinder with the probe?

You say that the mixture with the smallest detonation margins at any given power setting is peak EGT. Are you sure about that?

Where is Andrewr? He has gone missing since post 95 where I suggested he find out a bit more about how the 520s work so he can understand the problem and why gami injectors are an affordable solution because they don't involve rebuilding the induction system. Perhaps he has been busy with work or just possibly he took me seriously and found there is much to learn from sources other than rev heads in car engine shops.

Post 95 still stands.

https://imgs.xkcd.com/comics/duty_calls.png

I was trying to resist getting sucked back in.

I did read up on the Continental fuel injection but I didn't figure out what you are trying to say. One thing I learnt is that the nozzles seem to be matched to cylinders in the factory (see the proviso in my post you were referring to) which seems to suggest that if the fuel flows or mixtures are uneven it is by design.

Can you be a bit less cryptic?

(Haven't been talking to rev heads in car engine shops.)

Rich and lean are relative concepts, not absolute. You can pick your reference point. It could be:
rich/lean of stoich
rich/lean of best power
rich/lean of peak egt
or simply rich/lean of the intended mixture.

The logic here doesn't make sense. Sure, keeping temperatures under control is essential for an engine.

However, to avoid engine overheating, should you:
a) adjust the mixture to settings that are not recommended by the manufacturer?
or
b) ensure that you have adequate cooling?

Thanks for finding that Lycoming doc. I was only able to find the quotes from it by John Deakin.

Key phrases in that document:

Lycoming is in complete agreement that it is possible to operate an engine on the lean side of peak

we can attest to the fact that things that work well in the test laboratory have not always proven successful in service

the technique of operating lean of peak and power recovery was discontinued due to the resulting increase in service issues

For optimum service life, Lycoming suggests operating 50 degrees rich of peak EGT or TIT

Lycoming are in the best position to gather data about service issues. That information is direct enough and specific enough that I am prepared to assume they are not lying, and follow their recommendations.

Oh sorry my mistake however same still applies. Dont matter if its a digital or a normal protractor unless it set on tdc for intital calibration it will be out.
So leadie please explain how you get tdc.
A timerite is gets tdc but as i said it still has a degree of error.

No clearly you dont know wtf is going on out side your aps course. This is not your fault you had no formal training so why do you continue to promote yourself as some sort of expert.

Yep that sums it up ! Once again its turbo engine !