Magneto Maintenance 101. Understanding magnetos and manufacturer recommendations for maintenance can help ensure your safety. The following is an excerpt from Bill Ross’ book “Engine Management 101.”. Published by Superior Air Parts Inc., this book is a compilation of what Bill has learned during his 35-plus years of experience as a pilot ...
Jan 29, 2018 · http://m0a.com Wrapping up our series with Champion Aerospace by sharing more about our Magnetos. Will the engine keep running if the battery dies? Should we...
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The slots are for adjustment, so don’t remove them. Clean, brush, and blow out the inside of the case. Wipe the back plate with a clean cloth to reveal timing marks.
A magneto that has been stored for even a half year can develop erratic performance. And those in long-term storage, especially outdoors, often require extensive diagnosis. After dissembling and cleaning up a a magneto, it’s time to look inside the magneto to find its rotor. Located under that device is a set of points and a condenser.
Clean this off. Obtain a diamond point file and place it between the open points filing back and forth a few times to remove the corrosion and uneven surfaces in both faces.
Lift off the rotor to examine it for cracks and also spark pathways. A rotor can be an electrical leakage problem and should be fairly easy to replace. The metal tip of the rotor may look burned but can be filed clean, magneto expert Cork Groth advises.
If things worked out for you up to this point, you can reinstall the rotor and the cap on the magneto. The engine should come back to life but will run irregularly since the magneto isn’t timed. Learn the process of timing a magneto at this link .
However, when you consider how vital the magnetos are to the operation of your engine and just how many problems can be hiding inside, the importance of the 500 hour inspection should be obvious. It really is best to go ahead and invest in the 500 hour magneto inspection during the annual.
Often, this is a timing issue. Of course the magneto must be timed to the engine, ensuring the spark fires when the piston is in the correct position. Additionally, the magneto must also be timed internally. Inside, a magnet is spinning next to a coil. This is generating a current flow that is increasing and decreasing with rotation. When the points open, it instantly stops the flow of current in the primary coil, which generates a 20,000-volt spike in the secondary coil. The timing of the points is critical. If they don’t open at the correct time, the voltage spike will be weak, thereby producing a weak spark.
However, if the spring breaks, it throws off the timing of the magneto —even when the engine is running at full speed.
Over time points can get severely pitted and burned. They may still operate, but they can stick shut without warning. If the points don’t open , the magneto won’t fire. Often burned and stuck points are a symptom of a bad capacitor. Another common cause for a sudden failure is a broken impulse coupling spring.
Inside the coupling is a coil spring which gets wound tightly by the shaft from the engine. At the correct time, the spring is released and spins the magneto very quickly to generate the necessary current flow. This is the click you hear when you turn the engine by hand.
Let me explain. The magneto generates electricity by spinning a magnet inside a coil. During start up, the magneto isn’t spinning fast enough to generate the required electrical current, so some engines drive the magneto through an impulse coupling.
When the points open, it instantly stops the flow of current in the primary coil, which generates a 20,000-volt spike in the secondary coil. The timing of the points is critical. If they don’t open at the correct time, the voltage spike will be weak, thereby producing a weak spark.
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