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#51
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A Simple Auto Engine Conversion
wrote in message ... On Sep 3, 3:14 pm, (Drew Dalgleish) wrote: On Wed, 3 Sep 2008 11:12:15 -0700 (PDT), wrote: Guess not. Now we can put a magneto on any old engine and go flying! Considering that the magneto has a much higher failure rate than the old battery point-and-condenser ignition, and therefore we need two of them, I have no idea why, in this age of electronic everything, the homebuilder market hasn't come up with a self-powered electronic ignition module for conversions. It would look like a magneto, and have the rotating magnet alternator to generate some power, but wouldn't use the troublesome points or impulse couplings or distributor and the alternator part would have many magnets, not just one, so that the magneto dynamics that sometimes lead to drive failure wouldn't be there. Dave Blanton found those dynamics in his conversions and had to modify the mag drives to take it. Dan http://www.emagair.com/Index.htm I have these on my lycoming and I think that it would be possible to machine some kind of mount to fit it to an auto engine. Well. There it is! I wonder when they'll get certification? I'd like to try a pair on one of our 172s to see if fuel economy and performance are better. Should be, with variable timing. The one drawback I can see: They use battery power, with a built-in alternator in case the aircraft's electrics die. Without an impulse coupleing, they wouldn't generate enough power for hand- propping, so my old A-65 non-electric systemed Jodel is out of luck. Dan Dan: I've been flying a Lightspeed ignition on one side and a Slick mag on the other on my Lycoming 0320 for several years. The only problem that I have had is that with real low battery voltage, the timing can get wrong and cause a kick back and damage the starter. As I understand it the newer units have fixed this problem. Impulse coupling?? You don't need it. This thing fires so much better than a magneto at any speed that mag checks, turning the mag off gets no rpm drop and turning the Lightspeed off gets about 100rpm drop. The spark coming off the light speed fed plug looks like something from science fiction. Also I'm using automotive platinum plugs @ $4.50 each and the A/C equivalent would be about 10X that. A small isolated battery takes care of a backup for electrical system failures. I do not have one installed yet and it has been about 10 years now and have never needed the back up. |
#52
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A Simple Auto Engine Conversion
"Morgans" wrote in message
... "Peter Dohm" wrote The damper, which is indeed a relatively expensive part, is on the other end of the engine and is intended to eliminate resonance within the engine. A breif treatise, which probably started as an an internal document at one of the big three auto makers, has been included on this forum a number of times and is probably in an issue of Contact! Magazine as well; but I can't find a copy on my current computer. I could easily be incorrect about the purpose of the springs, but another article from Contact! regarding the development of the BD-5 drive train (which I also can not find) does provide some food for thought. You are thinking of two different things. The thing on the accessory end of the engine is the harmonic balancer, and it does indeed dampen resonance in the crankshaft. Dampeners also exist that go between the engine and the load, usually found in industrial applications, or in marine applications. -- Jim in NC Very true, I had momentarily forgotten those. They would require some mathematical analysis to specify correctly and I believe that Molt Taylor may have used something of the sort on the IMP or Mini IMP. There are also some so-called "dry fluid couplings" that I sort of understand, but not completely. Peter |
#53
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A Simple Auto Engine Conversion
Peter Dohm wrote:
"Morgans" wrote in message ... "Peter Dohm" wrote The damper, which is indeed a relatively expensive part, is on the other end of the engine and is intended to eliminate resonance within the engine. A breif treatise, which probably started as an an internal document at one of the big three auto makers, has been included on this forum a number of times and is probably in an issue of Contact! Magazine as well; but I can't find a copy on my current computer. I could easily be incorrect about the purpose of the springs, but another article from Contact! regarding the development of the BD-5 drive train (which I also can not find) does provide some food for thought. You are thinking of two different things. The thing on the accessory end of the engine is the harmonic balancer, and it does indeed dampen resonance in the crankshaft. Dampeners also exist that go between the engine and the load, usually found in industrial applications, or in marine applications. -- Jim in NC Very true, I had momentarily forgotten those. They would require some mathematical analysis to specify correctly and I believe that Molt Taylor may have used something of the sort on the IMP or Mini IMP. There are also some so-called "dry fluid couplings" that I sort of understand, but not completely. Peter A coupling consisting of a pair of "wavy" plates and a dry fluid (like bird shot) that does the actual connecting. IIRC, it was adapted from an early automotive "automatic clutch" ?? -- Richard (remove the X to email) |
#54
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A Simple Auto Engine Conversion
"cavelamb himself" wrote in message
m... Peter Dohm wrote: "Morgans" wrote in message ... "Peter Dohm" wrote The damper, which is indeed a relatively expensive part, is on the other end of the engine and is intended to eliminate resonance within the engine. A breif treatise, which probably started as an an internal document at one of the big three auto makers, has been included on this forum a number of times and is probably in an issue of Contact! Magazine as well; but I can't find a copy on my current computer. I could easily be incorrect about the purpose of the springs, but another article from Contact! regarding the development of the BD-5 drive train (which I also can not find) does provide some food for thought. You are thinking of two different things. The thing on the accessory end of the engine is the harmonic balancer, and it does indeed dampen resonance in the crankshaft. Dampeners also exist that go between the engine and the load, usually found in industrial applications, or in marine applications. -- Jim in NC Very true, I had momentarily forgotten those. They would require some mathematical analysis to specify correctly and I believe that Molt Taylor may have used something of the sort on the IMP or Mini IMP. There are also some so-called "dry fluid couplings" that I sort of understand, but not completely. Peter A coupling consisting of a pair of "wavy" plates and a dry fluid (like bird shot) that does the actual connecting. IIRC, it was adapted from an early automotive "automatic clutch" ?? -- Richard I remembered that he used the Flexidyne coupling, essentially a centrifugal clutch, in that little twin engine machine with a single prop; but had forgotten what he used in the IMP series. It centainly would have been a valid cure for the BD-5 problems, which occured at or below idle speed, as well. Apparently, it is most commonly used for industrial applications of electric motors and here is a link to a product description: http://www.dodge-pt.com/products/pt_...flexidyne.html Peter |
#55
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A Simple Auto Engine Conversion
On Thu, 28 Aug 2008 18:18:08 -0400, "Morgans"
wrote: "Bill Daniels" bildan@comcast-dot-net wrote If after a few years I still couldn't break it, then maybe in an airplane. Ground testing is the expensive part. 2000 hours at 10GPH = 20,000 gallons at $4 each = $80,000. Nobody said it was cheap. While I agree with the need to thouroughly test a unit, I do question the need to do 2,000 hours, unless you are going for certification. Running it, tearing it down occasionally and carefully inspecting (including magnafluxing) will give you all the information you need for deciding whether it is going to go the distance, IMHO. -=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=- Morgans. You never fail to amaze! ;-) You know so much.... - NOT - - Barnyard BOb - The more people I meet, the more I like my dog and George Carlin humor. May he now rest in peace. |
#56
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A Simple Auto Engine Conversion
On Sep 5, 4:49*am, Barnyard BOb wrote:
On Thu, 28 Aug 2008 18:18:08 -0400, "Morgans" wrote: "Bill Daniels" bildan@comcast-dot-net wrote If after a few years I still couldn't break it, then maybe in an airplane. Ground testing is the expensive part. *2000 hours at 10GPH = 20,000 gallons at $4 each = $80,000. *Nobody said it was cheap. While I agree with the need to thouroughly test a unit, I do question the need to do 2,000 hours, unless you are going for certification. *Running it, tearing it down occasionally and carefully inspecting (including magnafluxing) will give you all the information you need for deciding whether it is going to go the distance, IMHO. -=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=- Morgans. You never fail to amaze! *;-) You know so much.... * * * - NOT - - Barnyard BOb - The more people I meet, the more I like my dog and George Carlin humor. May he now rest in peace. This is the Rec. Aviation. HOMEBUILT group. Feel free to wander over to the Rec. Aviation. CERTIFIED group to voice your concerns. You really need to be addressing the correct group to get any respect.. Tailwinds. Ben www.haaspowerair.com |
#57
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A Simple Auto Engine Conversion
On Fri, 5 Sep 2008 06:24:52 -0700 (PDT), stol
wrote: Morgans. You never fail to amaze! *;-) You know so much.... * * * - NOT - - Barnyard BOb - The more people I meet, the more I like my dog and George Carlin humor. May he now rest in peace. This is the Rec. Aviation. HOMEBUILT group. Feel free to wander over to the Rec. Aviation. CERTIFIED group to voice your concerns. You really need to be addressing the correct group to get any respect.. Tailwinds. Ben -=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=-=- Unless your name is Morgans... ** PHUCK OFF ** Get a life... and sense of humor! - Barnyard BOb - |
#58
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A Simple Auto Engine Conversion
"Barnyard BOb" wrote Unless your name is Morgans... ** PHUCK OFF ** Get a life... and sense of humor! Uhhh, Bob? As you always seemed to like correcting my speeling errarhs, I need to point out that you spelled "PHUCK" wrong. You seem to think this word is like a phone, somehow? gg -- Jim in NC |
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