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  1. Thank you! I’m only 7.7 hours into the break-in process and getting rpm drops of 140 on the EIS and 70 on the Mag, with massive plugs gaped at the lower standard recommended gap. Maybe as the break-in continues the numbers will change some more. I do plan to change the gaps and mark the EIS leads as you did and determine what that results in. Sent from my iPhone using Tapatalk
  2. What results did you get? What is your run-up rpm drop like? Any noticeable change in takeoff or cruise performance? Sent from my iPhone using Tapatalk
  3. Also consider setting the spark plug gap to the lower standard value for your engine on the plugs fired by the mag and to the larger gap on the plugs fired by the Surefly. I just installed a Lycoming EIS and Slick Mag combo on my IO-360-A3B6 and got that recommendation to deal with the large rpm drop I get on the EIS only during run-up because all my massive plugs are gaped to the lower, standard gap value recommended. I have not made the change yet so cannot report how well or not it works on my engine. Sent from my iPhone using Tapatalk
  4. I could not have said it better and share in your respect and admiration for Junkman and Mike Elliot. Sent from my iPhone using Tapatalk
  5. So what about factory rebuilt engines? Is it correct that Lycoming ground tests have essentially completed the break-in before Lycoming ships the engine? Sent from my iPhone using Tapatalk
  6. Thanks! Reading about all the 28V installation problems has me quite concerned. The Lycoming EIS and Slick Mag configuration for A3B6 comes with fixed 20 deg BTDC timing, and advanced timing is not an option for the that EIS.
  7. Anyone reporting problems with the Lycoming EIS on a14V system? If so, what kind of problems? I am expecting delivery of a factory re-manufactured IO-360-A3B6 with one Slick Mag and one EIS, instead of the two Slick Mag configuration. Reading about all the problems reported on the 28V installations, and particularly with the Lycoming EIS and software based approach to the voltage spikes has me increasingly concerned about my decision. Thanks in advance for any thoughts and recommendations. Hank
  8. Thanks Paul, the rebuilt engine and Mag/EIS configuration are being delivered from the factory under warranty to replace what i have. The install is 14V, so it appears i should avoid the issues some have reported with 24V installations. Sent from my iPad using Tapatalk
  9. Hi Paul, on a somewhat related topic, any thoughts you are willing to share on choosing one Slick Mag and one EIS vs two Slick Mags installed by Lycoming on a factory rebuilt IO-360-A3B6? Thanks -Hank Sent from my iPad using Tapatalk
  10. Add to that resurfacing instead of replacing the cam and tappets, not overhauling or even flushing the oil cooler or the prop governor, over size boring all the cylinders instead of replacing with overhauled or new cylinders, the list is probably longer….all apparently allowable for an overhaul. Sent from my iPhone using Tapatalk
  11. What say you Byron, any data you are willing to share? On a related note, I asked Lycoming today about changing the EIS timing on a factory rebuilt A3B6 with a Slick Mag and EIS combination, and the response was: "Currently there is no option to adjust the timing of the EIS system in the field. If you wanted to run your engine at 25 BTDC you would need to order a different EIS system that is set for 25 BTDC." all the best - Hank
  12. Really appreciate that clarification! What Lycoming told you, ".... that all the engines originally certificated with 25 deg BTDC timing would make rated power with 20 deg timing...", is actually consistent with what I reported Lycoming told me, that the IO-360-A3B6 is certificated to produce 200 Hp with 20 deg BTDC timing. The TCDS clearly shows that engine is certificated to use either 20 or 25 deg BTDC timing, and also shows the A3B6D is only certificated to use 25 deg BTDC timing. Based on the TCDS, what appears to be incorrect is that using 25 deg BTDC timing is not a choice for the A3B6 engine when configured with either two slick mags or one slick mag and one EIS. Of course if the EIS timing can not changed to use 25 deg BTDC, and assuming the Slick mag can be changed, then stating the A3B6 with the Slick mag and EIS combination cannot be used with 25 deg BTDC timing would actually appear to be correct. It the EIS timing cannot be changed to 25 deg BTDC, would it perhaps be a better choice to the two Slick mags configuration, that can be set to 20 or 25 deg BTDC as allowed by the TCDS, instead of the Slick mag / EIS combination? What did you use for your A3B6 factory rebuilt? Regarding the power loss reported by some in this forum, per the TCDS and Lycoming responses to you and me, that appears to not apply for an A3B6 delivered with 20 deg BTDC timing. What seems questionable, without providing objective data to support it, was my attribution of the power loss reported by some to using 20 deg BTDC timing on an engine certificated only for 25 deb BTDC, such as the A3B6D. all the best!
  13. Well I just spoke with a Lycoming representative who answered my question, so I'm sharing it for the other inquiring minds in the forum. He confirmed the IO-360-A3B6 is certified for 200 Hp using 20 degree BTDC timing, and that going to 25 BTDC is not a choice for that engine when configured with either two slick mags or one slick mag and one EIS. It therefore appears that the issue of reduced power applies only when setting the timing at 20 deg BTDC on an engine that is certificated for 25 deg timing, such as the IO-360-A3B6D with the single dual mag.
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