How Mags Work
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- เผยแพร่เมื่อ 25 ส.ค. 2024
- The spark plugs in most piston aircraft engines are still powered by 120-year-old technology. Since so many of us are still flying behind these archaic “tractor mags” it’s probably a good idea for us to understand how they work. In this webinar, Mike Busch A&P/IA takes you on a guided tour of the internal construction and functioning of aircraft magnetos. Savvy Aviation offers Professional Maintenance Services to owners of General Aviation aircraft, such as: SavvyMx (Professional Maintenance Management), SavvyQA (Expert Consulting), SavvyPrebuy, SavvyAnalysis (Engine Data Analysis) and Breakdown Assistance. Savvy also publishes a monthly newsletter with lots of interesting information for the general aviation enthusiast; subscribe to it at www.savvyaviat.... For more information, visit us at savvyaviation.com. This webinar was hosted by the Experimental Aircraft Association (EAA).
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For someone who is a career computer scientist, I find this gentleman a satisfactory resource for engine information and maintenance.
I'm not an aviator (or any other kind of gear head) at all, but I found this really interesting and informative. Well done to the presenter, and I'll probably keep coming back to this channel just because I like learning how things work.
As a non aviator but die hard gear head, I found your presentation quite thorough. Mags are an ignition system type I've not looked into much. I've often laughed at guys with mags on their Harleys kicking themselves into a coma trying to start them. I look forward to the webbinar.
Even though I am *NOT* a pilot I still am fascinated by these things. Keep up the good videos and fly safe!
Absolutely top notch!!! Every one of us pilots should watch all your videos. Helps to diagnose problems before they occur. As a homebuilt guy this info is vital for self maintenance.
Incredible! All of your seminars are simply incredible. I have learned so much. Thank you!
The purpose of split timing on some Continentals was to fire the spark plug in the leanest part of the combustion chamber first in order to give the flame front a head start. On a C90 the right mag fires at 26 degrees BTDC and the left mag at 28. The right mag on this engine fires the top plugs.
mike is a fountain of information
Really enjoyed the lesson . Thank you !
Great. Thanks.
Nit-picking: +38:15 should be "impulse coupling" not "induction coupling" (twice)
Great job!
Awesome. Thank you
Great video lesson! Thank you sir for posting.
Thanks for this amazing video, I learned a lot (all of your videos are excellent). When I have anything hurting with my stomach, I juice A B C ( apple, beet and carrot) and drink a large glass of it for 2 or 3 days, I dont know why but it is like a miracle cure for me, (always has been for years). Get well soon because we need more great videos and congrats on the number 1, 2, and 3 positions of your books, I will order all 3. Thx again.
Excellent.....thx
Why is the coil grounded to the case? The ground for the primary circuit should be through the points. The ground for the secondary circuit should be through the spark plug. Grounding the coil to the case creates a direct short to ground for any current created by the magnet or collapse of the primary circuit.
Slick mags were factory-sealed and not repairable when first introduced, but that did change after several years. A spark plug's ability to fire depends on condition of the mag, engine power setting, aircraft altitude, spark plug fouling and plug gap. New plugs are typically gapped to 0.016" (0.015 - 0.019). My experience is that the plug gap will erode .002-.003" in the first 100 hours after new or re-gapping to 0.016", but the gap erodes .004 - .006" in the second 100 hours, and .008 - .012" in the third 100 hours. This brings the gap to approximately .035". At this point, the plugs are worn out. I did have a set in a trainer run 1100 hours by re-gapping every 100 hours. The wider the gap, the higher the altitude, the higher the cylinder pressure, the harder it is to fire the plug.
All of these factors relate to the function and efficiency of the mag.
It is my understanding that AOPA is giving away soon a Tiger with dual EIS, apparently the first small plane to be so equipped.
Seen impulse magnetos on some HD motorcycles. Morris I believe. Only need one though.
Magnetos are usually split time because the fuel Dilution around the exhaust valve
excellent, this is a master class about magnetos, thanks a lot.
Hello hi I like your videos but I have one comment if you change the mugs the more you will have problems in the ignition for sure thanks
Why would the EGT _rise_ when one mag is grounded out?
i forget why, but losing a spark plug does the same thing in that cylinder
Fuel charge is taking longer to complete combustion. So it lasts closer to the exhaust stroke.
Dear sir, please advice me, I watched your old video "The EGT Myth" . It is great. I have nice two seat aircraft and it has Rotax 912 ULS which is using two Bing carburators. I live in Czech Republic. Rotax does´not have the mixture control knob. I plan to buy HACMAC system which is supposed to be added to ROTAX or Jabiru for mixture control. Rotax has got also water cooling system and that is why I think, that what you explained about importance of controling CHT is unfortunately not much usable in water cooled engines. Am I right? Now I control just oil and water temperature and I will buy probes for controling EGT. I called Rotax and I realy found out, that they no longer offer any means for measuring CHT, so I can only measure (as I am doing) watter temperature which is coolig CH...
In this case I probably will have to concentrate or rely on EGT only. Please let, me know: What to do to run my motor for maximum longevity and how many degrees below peak EGT do you recomend to run my engine ? ( I most probably will prefer to run it on rich side of peak, since I am afraid of detonation ). We measure in Celsius. Thanks a lot for any advice. Best regards M.Š.
Busco partes para Magneto bush de dos cilindros para motor estacionario
Besides acting as a spark snubber for the points, wouldn't the capacitor/condensor also create a resonant circuit with the coil and generate a series of pules to the plug and not just one pulse?
On no load, yes. However the spark plugs pull so much energy out of the system when they fire that there isn't enough left to fire a second time.
The Magneto the only problem is the contact breakers at least you can see them you can clean clean them and and you can know where you are with what you don't have no when it's fail
Is there any way you can improbably the audio quality on these. I absolutely love them but to be honest the audio sounds horrible especially when I’m listening through a tv while doing things around the house. If the audio could be cleared up it would be amazing.
Yeah, that would be really cool. The poor audio quality makes it even harder for a non-native speaker like me to follow Mike (and following him is definitely worh it).
How do I get on your mailing list?
Some engines do have different timing between left and right mags, I haven’t seen more than a 2 degree difference though.
There is an AD to check the ignition by turning the key to off and seeing if the engine wants to shut off, wouldn’t be a bad idea to check that on pre or post flight ground run/taxi back. Don’t shut it down that way, just check it.
I wish someone would re-do this presentation with a better mic and clearer dialogue
Great videos but way to long !
You can always fix a mechanical failure ; electronics is a rats nest. Solid-state electronics fail short most of the time. Fisk short is a catastrophic failure. I get FAA, but the design looks like it does need upgrading to at least modern mechanical materials. So, from this vantage point it seems electronics maybe a benefit, but keep the magneto in the back pocket.