Single drive dual magneto. Magneto Timing Check. Bendix-Scintilla Magneto.
EBooks Bendix Scintilla Magneto Timing Manual Sb9rn are currently available in various formats such as PDF, DOC and ePUB which you can directly download.
Paul, I don't remember where I got this, but it should help: Timing Your Magneto Ignition If you do major engine work, or just want to clean and paint your engine, chances are you have to remove the magneto and spark plug wires. And, you probably dread when you reach the point where you have to put it all back together and make it run. You might try carefully making a diagram of the wires, tape the magneto in the position it comes off, and be careful not to turn the engine over while you have these components off. But after the cleanup and painting is done and it is time to put the magneto back on and start it up, you usually find that the tape didn't stick too well and your diagram is long gone. You could bolt it on as near as you can remember and hook up the wires according to the diagram (if you can find it). But the best you can usually do is crank till you have massive blisters and all you can get is an occasional pop or sputter.
Sound familiar? You won't usually have the luxury of keeping the components aligned correctly. Magneto setup is a simple process that every old car guy should understand. Rough Timing Aligning the Cap There is a gear on the magneto shaft that drives a gear on the rotor. These gears must mesh at the proper point.
On some magnetos, there are 2 teeth with bevels on the magneto side and a tooth with a timing mark on the cap side. The marked tooth meshes in between the bevel teeth.
The intent of this process (in case all the marks are gone), is to get the points to open and close at the correct times to provide voltage out to the plug wires. Knowing this, it is possible to guess the meshing in the case of missing markings. Lining up the Engine The engine should be at the top of the compression stroke on the number 1 piston. There were many ways that this can be marked on engines, and these timing marks are often missing. There are a couple of sure-fire ways to know.
Bendix-scintilla Magneto Timing Light
Make a tool using small fittings with the same thread as the spark plug on one side and a nipple for a hose on the other side (These are commonly made for compression testers). With this screwed in to the number 1 spark plug hole, attach a hose to the other side, & crank the engine until air begins to rush out the hose (put a balloon on the end of the hose if you want to get some visual feedback). When the air starts coming out, it means you are headed into the compression stroke. Slowly continue turning the engine until the number 1 piston reaches its highest point.
(You can use a long thin plastic rod or straw to feel & see how high the piston is. Bolting on the Magneto To get your magneto to mesh to the engine, you must turn the magneto (in the direction it was designed to operate in) until the rotor is positioned over the number 1 plug wire terminal. Bombardier quest 650 xt 2017 manual. When positioned correctly, the dogs or slots on the mag should line up with the corresponding dogs or slots on the engine and slide right in. Loosely bolt on the magneto so it can still be turned while being held in place. Connect a grounding wire or kill switch in the off position to prevent the engine from starting unexpectedly during the final timing. Plug Wires The plug wires should be connected in the order specified in your manual (Note: if you are not using what your manual, hook the number 1 wire to the cap terminal that you timed to be number 1). The firing order and direction of magneto rotation are the keys to hooking up the rest of the wires.
Some engines use 1-2-4-3, others use 1-3-4-2. If no engine manual is available, you can determine the firing order by watching the order in which the intake valves open (the rocker arm will go down when the valve opens). Determining the firing order this way will work for modified engines.
Final Timing At this stage, you have rough timing but don't try to start it this way. Make sure the magneto is grounded or you might just break your arm or worse.
In this state the engine can backfire and run pretty ragged. If you are using a hand-crank, it can furiously spin backward and seriously injure you. To get that final timing, rotate the body of the magneto counterclockwise (Note: whether counterclockwise or clockwise will depend on the rotational direction your magneto is designed for, the rotation you want here is the opposite of the normal rotation). Slowly turn the engine through its strokes till you have the number 1 piston at the top of its compression stroke again. Now gently rotate the magneto clockwise until you hear the pronounced click of the impulse coupler. This indicates that the magneto is right at the point where it will fire the number one piston. Tighten up the bolts, remove your temporary safety ground wire (if you put one on) and try starting the engine.
This is the point where, if you are hand-cranking the engine, you must follow hand-cranking safety precautions. Since you are trying to start an untested engine, there are several factors involving timing that can cause your engine to backfire, making this the most dangerous time for hand-cranking. After this process is complete, it is up to you to figure out if any further minor adjustments will help your engine run at speed. In general, your timing should be very close at this point. Problems You may have timed your magneto correctly but the engine still won't start. There are many things that can go wrong that are beyond the scope of this article.
A few related problems are as follow. An audible click was mentioned that should occur when the engine comes to the top of any compression stroke. This click is made by an impulse coupler that allows an engine to start at cranking speed with an extra hot spark by accelerating the action of the magneto.
Bendix Scintilla Magneto Timing Msnual Ebook
If you do not hear that click, your magneto may not have an impulse coupler, or it may be broken. It is possible to start an engine with a dysfunctional Impulse Coupler, but to do so requires a starter that can crank the engine at fairly high RPM.
Confused on Number 1? Some caps have a #1 at the contact where, by convention, the number 1 spark plug wire should plug in.
In some cases, this conflicts with what the operators manual may indicate is the number 1 plug contact. In this case, if you time the magneto according to the manual but hook up the wires according to the number on the cap, the machine might not be timed correctly. What's important is for you to hook up the number 1 wire to the contact on the cap with the contact you are timing the rotor to inside the magneto. Before you spend too many days cranking, check the spark. If the magneto is functioning, you should be able to get a spark. Most auto parts stores carry a spark tester that makes it pretty easy.
It looks like a spark plug with a large alligator clip. Hook this tool to a plug wire and connect the clip to ground. When cranked, it will flash if you have sufficient spark. If you can't see a spark, you are wasting a lot of energy cranking. If you aren't getting spark, disconnect your ground wire at the magneto and try again. Remove all the plug wires from the plugs to keep the engine from starting since you are testing for spark, not trying to start it. The kill switch could be shot and permanently grounding the magneto.
Pulling the ground wire off is the same thing as disabling the kill switch or more directly 'turning the key on'. When the engine does start, ground the magneto immediately with a jumper to kill the engine. This is critical since, depending on the wiring of your electrical system, you may be running with it disabled (since the ignition switch is the component in question).
This could damage the generator if you have one.
These magneto repair kits are designed to simplify the Bendix magneto overhaul process by providing all of the commonly needed overhaul parts in one convenient kit. The Repair Kits contain the parts needed for minor repair such as a 500 hour inspection. The Deluxe Repair Kits contain the parts needed for major repair such as a magneto overhaul. These parts are highest quality direct replacement parts and are approved for installation and use on certificated aircraft.
The Repair Kit and Deluxe Repair Kit for the Bendix -200, -201, and -202 series magnetos contain two sets of contact assembly kits. Some parts that may be need replacing during magneto overhaul are not included in these kits. Repair Kit Deluxe Repair Kit 1-CONTACT ASSY. KIT 1-CONTACT ASSY.
KIT 1-CAPACITOR 1-COIL KIT 2-BEARINGS 1-DIST. BLOCK KIT 1-OIL SEAL 1-GEAR KIT 1-OIL SLINGER 1-CAPACITOR 3-WOODRUFF KEYS 2-BEARINGS 1-COTTER PIN 1-OIL SEAL 1-CAM SCREW 1-OIL SLINGER 1-FELT WASHER 3-WOODRUFF KEYS 1-FELT STRIP 1-COTTER PIN 1-SNAP RING 1-CAM SCREW 1-CARBON BRUSH.The component part kits contain installation hardware.The Repair Kit and Deluxe Repair Kit for the Bendix -200, -201, and -202 Series Magnetos contain two sets of Contact Assembly Kits.
This article focuses on one specific item of maintenance performed during an effective 100 hr. inspection on R985 and R1340 engines: Ignition timing check.
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- Oil Change with filter/screen & sump checks.
- Valve adjustment – Positive or compression.
- Ignition timing check – Spark plug servicing.
- Compression check – differential.
- Air filter and carb – heat system check.
- Fuel System Screens.
- Cylinder Head Checks.
Ignition timing check: The only “external” timing position indicator the engine has is on the steel thrust-bearing-liner flange underneath the thrust bearing cover! You have to establish timing position with some type of mechanical indicator like a Time-Rite piston position indicator or some other type of mechanical indicator that attaches to the propeller. On the geared engines you will need a probe such as a fiberglass or plastic rod to insert in the front sparkplug hole to feel for the #1 piston travel. And of course, a timing-light or buzz-box with leads capable of reaching the magneto points or P-leads will be necessary.
The magnetos time to 25 deg. BTC #1 cylinder, compression stroke. If your timing is off more than 1-1/2 deg., the timing should be adjusted. It is important to determine why the timing is off before removing a magneto to reset timing. Bosch magneto points are set with a 0.008 inch to 0.010 inch point-gap at overhaul or bench check. Magneto timing to the engine will become retarded if the cam follower on the magneto wears. This wear can result in point gap that is too close for the magneto to function properly if the magneto is removed and timing adjusted by rotating the drive grommet. If the cam follower wears to the extent that the points can no longer open, then the magneto will no longer work.
Check the Distributor Rotor and Cam attach nut/timing collar for rotational slack prior to adjusting timing. Normal rotational slack in this rotor shaft should be 0.002 to 0.010 inch. More rotational slack than prescribed can indicate worn distributor rotor gearing or a loose gear ring on the distributor rotor.
Point follower wear is much more of a problem on the Bosch magneto than it is on the Bendix magnetos. Point gap is also less on the Bosch (.008: to .010″ at overhaul). A physical point gap check should be made on the Bosch magnetos every time magneto timing is checked. It is recommended to put a few drops (2-3) of 60 wt. on the felt lubricator around the cam of the Bosch magneto. One “small” drop should be placed on the lubricator portion of the point spring-half on the Bendix SB9RN and SB9RN-4 magnetos.
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Bosch magneto point sets have two platinum plated contacts, one on a leaf spring and the other on an “L” shaped point base. If Bosch magneto ignition point closure below 0.008 inch is found, point gap can be readjusted as follows: Set the engine to #1 cylinder, 25 degrees before top dead center, compression stroke and slightly loosen the magneto point base retainer screw. Place the timing light on that magneto’s P-lead or spring half attach screw being careful to avoid grounding of the lead and turn the timing light on (magneto switch must also be switched on). Turn the eccentic adjusting screw in the point base until the timing light indicates points open. Re-tighten the point base attach screw. Re-check magneto timing by rotating the prop.
If timing is off more than three degrees the magneto should be removed and bench checked for bearing wear, point follower wear, gear wear, etc., and reinstalled.
The overhaul manual calls for 0.020 inch to 0.030 inch slack or clearance are maintained on the rubber magneto drive grommets at installation. This is very critical on the Bendix SB9RN magnetos to prevent preloading the rear rotor shaft bearing thus causing distress.
Removing the magneto and resetting timing: Mark the grommet and its gears with a visible marker, remove the magneto-attach screws (bolts) and lift the magneto up and back. It is best to keep the drive grommet against the magneto gear while preventing the magneto gear from turning. With the magneto held in one hand rotate the rubber drive-grommet right or clockwise to retard, left to advance. One (1) tooth equals .7 degrees. It works to consider each tooth as 1 degree timing change unless more than 5 degrees is required. Place the magneto back on the mount pad, install and tighten one bolt then verify the timing. Install the remaining bolts and torque to 200- 270 in. lbs. and safety.
It is important to verify that you are installing the magneto with it in the #1 cylinder firing order! The markings for #1 firing position differ on all three types of magnetos used on these engines!
TIP: A #2 Phillips screwdriver bent to approximately 35 degrees- 1 ½ inches down from the tip makes a good installation tool. You’ll need something to overcome compression of the rubber drive grommet during installation!
Let me say a word or two on spark plugs. Massive electrode spark plugs should be serviced every hundred hours or so, cleaned, gapped .016″ to .019” and fresh anti-seize applied.
Caution: Nothing kills a spark plug quicker than excessive or sloppily applied anti-seize. 3 1/2 threads up from the gasket are sufficient. If you can’t screw a sparkplug in all the way by hand, the sparkplug bushing threads should be cleaned with a thread-chase tap. A thread tap will lock up in a heli-coiled hole so avoid using them in anything other than original brass sparkplug bushings. Remember to apply air pressure to the other plug hole to blow chips out of the cylinder during chasing/tapping. If air isn’t available, use a coating of grease on the chase-tap.
Ya’ll Fly Safe!