Maintenance questions

There are ADs against many mags, some of them dealing with
impulse failures. Get the mechanic to check for any that apply to this
mag.
Corrosion and sludging often cause sticky impulse couplings.
Neither are good, especially the corrosion, which can cause spring
breakage and power loss. Mags on infrequently-flown airplanes, or those
mags that haven't been off for a long time, definitely need checking.

Dan

All the AD's are complied with. I use Aeroshell 15W - 50 semi-synthetic oil, changed every 50 hours and will be
surprised if things are gunked up or corroded but I might get shocked. I put over 100 hours on the Cherokee this
year including the 2000 nm cross country trip to Canada and back. I've averaged somewhere between 80 to 120 hours
per year on her for the 7 years I've owned her and have installed rebuilt mags once. We are going to pull the mag in
question and take a closer look. Thanks for confirming what my conscience was already subtly telling me to do.



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"DL" wrote in message ink.net...
If the impulse coupler spring breaks, you have, at best, a dead mag. If you don't notice the subtlety in flight
(as I once did) you will notice it as a dead mag on your next run-up.

May I ask how you detected a broken impulse coupler spring in flight, DL? I might learn something here.



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Long time ago ('82). As best I can remember, slightly unusual EGT readings
and maybe a slight roughness (Continental O-470). The next time I was
directly over an airport I reduced power and did a mag check (at 9000 feet).
One mag was dead. I switched back to both and announced that we would be
landing at that airport, where the spring got replaced.

Another time, after a fuel stop, in doing the runup, one mag was dead. That
turned out to be a defectively manufactured Bendix capacitor (terminal
crimped over insulation) that had worked for almost a year. Later, that day
in talking with my daughter (who was 10, then, and had been riding in the
right front seat on the previous leg), she mentioned that she had noticed
some slight roughness in the flight leg that preceded the failed mag check.
I agreed with her. Apparently, it had not not been pronounced enough to
lead me to do another one of those "enroute" mag checks.

"JJS" jschneider@remove socks cebridge.net wrote in message
...

"DL" wrote in message
ink.net...
If the impulse coupler spring breaks, you have, at best, a dead mag. If
you don't notice the subtlety in flight (as I once did) you will notice
it as a dead mag on your next run-up.

May I ask how you detected a broken impulse coupler spring in flight, DL?
I might learn something here.


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"DL" wrote in message nk.net...
Long time ago ('82). As best I can remember, slightly unusual EGT readings and maybe a slight roughness
(Continental O-470). The next time I was directly over an airport I reduced power and did a mag check (at 9000
feet). One mag was dead. I switched back to both and announced that we would be landing at that airport, where the
spring got replaced.

Another time, after a fuel stop, in doing the runup, one mag was dead. That turned out to be a defectively
manufactured Bendix capacitor (terminal crimped over insulation) that had worked for almost a year. Later, that
day in talking with my daughter (who was 10, then, and had been riding in the right front seat on the previous
leg), she mentioned that she had noticed some slight roughness in the flight leg that preceded the failed mag
check. I agreed with her. Apparently, it had not not been pronounced enough to lead me to do another one of those
"enroute" mag checks.

"JJS" jschneider@remove socks cebridge.net wrote in message

May I ask how you detected a broken impulse coupler spring in flight, DL? I might learn something here.

Thanks, DL. I ordered a copy of "The Magneto Book" from Sacramento Sky Ranch and should be getting it any time now.
Hopefully it will help me with some of my questions about magnetos and impulse couplers. I didn't realize a broken
impulse spring coupler would disable the mag. Obviously, I've never seen one apart. BTW the A&P IA pulled mine
after I asked him too. He found nothing amiss. All tolerances were acceptable and there was no gunk or corrosion.
He lubricated it and reinstalled it. The Cherokee is back in my hangar waiting on me to reinstall the interior. The
annual is complete except for that and the paperwork.



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depending on the Mag, there is a service AD for the magneto on the impulse
coupler fly weight tolerances (or something like that). I'd ask about the AD
and ask if your mag requires that inspection. I think it is due at each
annual.

BT

"JJS" jschneider@remove socks cebridge.net wrote in message
...
Okay, the Cherokee 140 annual is nearly finished. Compressions are 80,
80, 80, & 78 over 80 after 5 1/2 years and 650 hours of mostly autogas
use.

So far everything looks very good except for two things. My A&P IA was
inspecting the propeller spinner back plate and was turning the prop real
slow by hand as he did so. He noticed that the impulse coupler on the
left mag wasn't clicking. He turned it a little faster and it works fine.
Tried it slow again and sometimes... no clicky. Since I've had no
starting problems, he suggests I just keep flying it unless it begins to
give trouble. The mags won't be due for overhaul for at least another
year. My question is: Is there a slow death type "normal" failure mode
in which progressively harder starts occur or do impulse couplers usually
fail suddenly and leave you stranded? I really don't want to throw away
money. On the other hand I'd rather not get stranded after dark at an
airport away from home with no mechanics around or parts to be had.

Question #2 The nose strut is not leaking, but there is a spot in which
the chrome plating is beginning to blister. It is hard to see and is low
on the strut where it would take some extremely hard braking or a big
bump, (or one of my not so good landings, come to think of it) to get the
top portion of the strut to pass over it. Eventually I suspect, it will
need attention. Is it still possible to have these struts rechromed? A
Google search turned up a post from 2002 listing these guys:

Industrial Plating Co. Inc.
1300 Clydesdale Avenue
P.O. Drawer 2365
Anniston, AL 36201
800-525-6408
Fax 256-237-1579

FAA Repair Station # IPBR525K

Can anyone who has had this done in the not to distant past recommend
additional business possibilities and perhaps relate a cost to do it?


--
Joe Schneider
8437R
(Remove No Spam to Reply)



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Given the possible consequences, I would pull both mags and have then
looked over. Why? As you said, you risk a failure away from home at an
inconvenient place and time (at night, on Sunday, on a field with no FBO).

Why both? If you have another year to go before overhaul time (which I
trust you are doing every 500 hours), and one is flaky, there is a
chance that whoever did them last time was less that perfect.

But, that's just me. I take both Slicks in every 400-500 hours. We
usually wind up replacing one and overhauling the other. The next time
around, the new one gets overhauled and the overhauled one gets
replaced. Usually costs around $550 or so. Cheap piece of mind for me.

I have no experience with Bendix mags. So, if you have them, others will
need to chime in.

Good Luck,
Mike

He noticed that the impulse coupler on the left mag wasn't
clicking. He turned it a little faster and it works fine. Tried it slow again and sometimes... no clicky. Since
I've had no starting problems, he suggests I just keep flying it unless it begins to give trouble. The mags won't be
due for overhaul for at least another year. My question is: Is there a slow death type "normal" failure mode in
which progressively harder starts occur or do impulse couplers usually fail suddenly and leave you stranded? I
really don't want to throw away money. On the other hand I'd rather not get stranded after dark at an airport away
from home with no mechanics around or parts to be had.