Lycoming O-290-3 4/SALE
Question:
O-290-3 FOR SALE O-290-3 It is a Lycoming Aviation Engine Model O-290-3 , Eng No. 140-6 ATC 229 Rating at 0 ft. Altitude Normal Rated HP 125 at 2450 RPM Compression Ratio 6.25:1 Fuel 78 Oct. Min 2450 Maximum RPM with Fixed Pitch Propellor Spark Advance 25 degrees, Carb Venturi Dia. 1.625 inches AVIATION MANUFACTURING CORPORATION LYCOMING DIVISION, WILLIAMSPORT, PENN. Includes both Maint. and parts books. The engine is absolutley 0 hrs since brand new and propellor hub is standard Lycoming and includes Lycoming insignia and crush plate, bolts and mount donuts (cones). The carburator is a Marvel Schebler MA-3 S/N 3908173 The mags are Bendix Scentilla S/N as Right mag 43131, left mag 48572 This engine is currently fitted with unshielded O-290-1 harness but is normally eguipped with a shielded harness. It has very minor rust on two or three external case NUTS but other wise pickeled and perfect. Note: This is NOT a O-290-G or O-290-D or O-290-D2. To reiterate the price is $3,500. F.O.B. Outright and does not include exhaust, starter, generater, fuel pump or vacuum pump. Will Trade Thanks…Jim Sacramento Ca.(916)-922-3197 eves All opinions expressed are my own and are opinions formed by my experiences with what the hell I may be talking about. I might know a lot of things about some things, but I don’t know much about anything in particular. Take my word for it… Misspell’ings are free of charge even when un intentional. Jim Lewis
Response:
Just found out the Lycoming O-320 I’m resurrecting for my Lancair has Bendix Mags that are useless–need magnets and coils. Planning on Slick replacement but would like to replace one mag with electronic ignition. Who does a good one for Lycoming 4 cylinders? Can I avoid the complication of impulse coupling and start on the electronic? Other advice? Tanks in advance for advice and help. Bbart91
My dad showed me a electronic Mag replacement recently. A friend of his is using one on his RV4. I think he said Steve Whitman was the first maker of the thing. It uses parts from a crysler automotive electronic ignition, a coffee can and an old dead mag casting. Timing is adjustable from the cockpit by mechanical linkage (No need for impulse) I can’t remember all the details but… if you contact. Mark Landoll at Mark Landoll Starter and Alternators 1205 Redbud Lane Newcastle, OK. 73065 405-392-3847 He can answer all your questions! He has an ad in Sport Aviation Classifieds under Engines Good Luck!!!
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I have flown with several different brands of electronic ignition on my plane/// Tom Staggs
I’m very interested in this topic. I would like to see a discussion of EI. What’s the typical power input. Where’s the favored timing take-off. How does the spark per revolution idea work in practice in a 4-stroke? If you would care to offer more, I’d be pleased. Brian
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To answer your questions, most electronic ignitions use what is called a Waste Spark System. This means they fire twice per cycle (power and exhaust stroke), though the firing during exhaust has no effect on the engine; its just an easy way to set the system up; it doesn’t have to differentiate between the two, allowing for greater simplicity. THe reason that people want electronic magnetos, in addition to solid-state reliability, is their ability to advance the spark as the manifold pressure decreases (result of either low RPM settings or high altitude). This basically allows you to retain more power at higher altitudes. With all of the units, should the computers and/or pressure sensors fail, they revert to firing just like a magneto with no spark advance. There are three common electronic ignition units available, as well as several others being developed. The Slick System (I forget the brand name) is a conventional mag that also works as an electronic igntion. I am the least familiar with this unit, but there was a nice write-up on it in AOPA Pilot last year, I believe. The Light Speed Engineering Unit (designed by Klaus Savier) uses an MSD motorcycle ignition unit as its primary power source. This patented system actually fires a pulsed spark, allowing for more efficient fuel burn. Other features of the system are a set of magnetic coils that pick up the disturbance created by small steel bolts passing a fraction of an inch away on the inside of the flywheel. The disadvantage of the system is the time it takes to install and trouble-shoot (get a recent copy of the RVator Magazine; it details the whole process). This system consists of the MSD Unit (lookls and feels like a brick), a small featherweight processor, two spark coils about the size of a baby food jar, and a condensor the size of a coke can. There is a small maze of wiring, but certainly within the ability of any homebuilder. The unit also includes a graphical LED display which gives you a very nice indication of the unit’s functioning. The ElectroAir Unit (designed by Jeff Rose) uses an integral processor/coil assembly that bolts quite nicely to the firewall. It picks up a signal from a crenalated ring that clamps on the engine’s drive shaft, though Jeff plans to introduce a unit any day now that plugs into the existing mag hole. There are no other boxes to squirrel away or wire up, just a power and ground lead. Installation if you’re familiar with the unit is just a couple of hours. You can, for an additional fee, purchase a digital cockpit display. Also, there is a digital tach available that reads directly off your electronic as well as magneto ignition systems. Both units can greatly increase your plane’s high altitude performance. The Light Speed Unit is more expensive, but does include the cockpit display, though purchasing one for the ElectroAir unit is still less expensive. Tom Staggs Long-EZ N13YV
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I have flown with several different brands of electronic ignition on my plane, and would give the best recommendation to ElectroAir’s unit for the following reasons: * Rapid installation (approx 4 hours versus 30+ for other brands) * Reliable * Fantastic customer support (owner Jeff Rose stands by his product and is a real pleasure to work with.) * Cost is 25% less than the other common brands Other brands might give you slightly better fuel specifics (only important if you’re setting world distance records), but, on the whole, their performance is the same as Electroair’s but with more installation hassles. For information, contact Electroair at (615) 622-8825 Tom Staggs Long-EZ N13YV
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Klaus Savier’s (Light Speed Engineering) is what we use. It has some features that the other’s don’t (multiple spark discharge, high amperage long dwell), and great service. Richard Riley
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// Planning on Slick replacement but would like to replace one mag with electronic ignition. // Can I avoid the complication of impulse coupling and start on the electronic? Other advice?
I’d like to tag along with your general ‘electronic ignition’ query. I put together a bug engine for a minimal airplane like Teenie II, and I’m hung between a rear-drive single magneto and some kind of electronic ignition. The latter drags along the generator, battery, emergency reserve supply, coils: all that stuff – not so minimal any more. I’d like to think there’s a simple approach that beats the ugly Scintilla mag down the distributor hole approach. Thanks in advance, Brian
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If you don’t have quite as many bucks, you could call me @310-318-2788. Kurt A. Kuhlmann – Empire Development Avionics "Any aircraft can last a lifetime if you’re careless enough." http://user.aol.com/chanik/ed
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I understand that Slick is now offering an approved electronic ignition system for the Lycoming O-320. In fact, it was due out this month, I believe it was call "lazar"? B. J. BOYLE
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: If you have the $$$, Slick has just developed an electronic-ignition : magneto, which is fully certified and discussed in this month’s Flying. : It functions as an electronic ignition, but if the electronics or the : power fail, an internal backup mechanical magneto automatically kicks in. If you have the bucks you might as well go with Klaus Savier’s system. Even if you do not decide to go with his system give him a call and ask for his ideas on electrinic ignition and what you should look for in a good setup. LightSpeed Engineering – (805) 933-3299 I am not afiliated with LightSpeed Engineering, the number is offered as a convenience.
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If you have the $$$, Slick has just developed an electronic-ignition magneto, which is fully certified and discussed in this month’s Flying. It functions as an electronic ignition, but if the electronics or the power fail, an internal backup mechanical magneto automatically kicks in.
Response:
Just found out the Lycoming O-320 I’m resurrecting for my Lancair has Bendix Mags that are useless–need magnets and coils. Planning on Slick replacement but would like to replace one mag with electronic ignition. Who does a good one for Lycoming 4 cylinders? Can I avoid the complication of impulse coupling and start on the electronic? Other advice? Tanks in advance for advice and help. Bbart91
