E-MAG E-113 Guide de dépannage
Product Documentation
Installation &
Operating Guide
V L113.6
Guide Applicable to E-MAG Ignition Models
E-113 and P-113 Ignitions on Lycoming 4 Cylinder
Engines.
Experimental Aircraft Only
E-Mag ignitions are not (currently) certified and are not approved for installation on certified
aircraft.
Warranty
Your E-MAG electronic ignition is warranted for one (1) year from the date of purchase.
Any unit returned must first receive a return authorization number prior to shipping (postage
paid). E-MAG will repair or replace ignition modules within the warranty period that, in E-
MAG’s sole opinion, have not been subjected to abuse or any attempted field repairs.
Note: This represents a reduction in our warranty compared to earlier releases. This has been done in response to the unexpected
impact our previous (3 year) warranty was having on our banking and credit card merchant account relationships. In lieu of a 3 year
“warranty” we have instituted an extremely lenient “policy” of service and support for our products covering 3 years or 1000 hours, which
ever comes first. Caution
The aircraft operator has the SOLE responsibility of determining how to appropriately and
safely control engine leaning. Nothing stated by E-MAG, its employees, owners, agents or
affiliates should be construed as overriding or invalidating the engine manufacturer’s
instructions (including lean operation warnings).
Patents Pending
Copyright © E-MAG Ignitions, All rights reserved.
649 Boling Ranch Road
Azle, Texas 76020
Phone (817) 448 0555
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Table of Contents
OVERVIEW.......................................................................................................................................................................................................2
DRIVE GEAR....................................................................................................................................................................................................4
CONTROLS ......................................................................................................................................................................................................5
SPARK PLUGS & HARNESS ..........................................................................................................................................................................6
INSTALLATION AND TIMING........................................................................................................................................................................10
OPERATING NOTES......................................................................................................................................................................................13
WIRING DIAGRAM.........................................................................................................................................................................................15
CURRENT DRAW...........................................................................................................................................................................................16
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Using This Manual
Your E-MAG is designed to make installation as straightforward and as simple as
possible. To further assist you, this manual includes a variety of comments and tips.
These tips are shown in italics and in dark blue for easier identification and printing.
Please note, the term “E-MAG” shall apply to both E-MAG and P-MAG models,
unless specifically stated otherwise.
Installation
Overview
Installing your E-MAG ignition will require you to:
1. Install the drive gear on your ignition.
2. Install wiring:
a. Attach three (four if you use the tack) leads to the Control Plug.
b. Spark plugs and the spark plug harness
c. MAP (manifold pressure) sensor tube
3. Install your E-MAG ignition on the engine, set the timing, select the
maximum timing advance.
CAUTION: Do NOT strike or apply significant inward force to the ignition
shaft. Doing so could cause it to shift, and lose proper position sensor
alignment.
CAUTION: Operating the ignition without all connections – 1) power, 2) ground, 3) p-
lead, 4) plug wires with plugs (and all plugs grounded) can result in damage to the
ignition and/or cause an electrical shock to the installer. Please resist the
temptation to do a quick (incomplete) hook up so you can watch the ignition spark or
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make the LED light up. Firing the ignition without all connections could damage the
unit, and void your warranty.
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Drive Gear
E-MAG ignitions are indexed to the engine through a drive
gear. The drive gear from a non-impulse magneto can be
recovered and, if in good condition, be reinstalled on your
E-MAG. Gears from an impulse magneto are different,
and cannot be reused.
To recover the drive gear from an existing magneto:
1. Remove the cotter key, castle nut, and washers. A strap wrench is helpful
while removing (or re-installing) the castle nut from the ignition shaft.
2. Remove the drive gear from the magneto shaft. A gear puller will be
necessary to remove the gear without damaging it, or the magneto.
NEVER strike the magneto or the gear.
3. Install the drive gear on the E-MAG shaft using the woodruff key,
washer(s), castle nut, and cotter key provided. Your kit includes three
washers (one thick and two thin). The thick washer should always be
used. The thinner washers can be used, as needed, to align the hole for
the cotter key with the castle nut when tightened. Make certain the cotter
key ends lay flat and do not extend past the open face of the gear. The
back wall of the accessory case will be close to the face of the drive gear,
and you don’t want any protrusions that can make contact and wear
against the back.
Woodruff Key
installed in shaft
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Anchor Screws
Controls
Control Wiring – Control leads are connected to the ignition via a Control Plug that
captures each lead with a screw cage mechanism. The plug is then attached to the
ignition and secured with anchor screws on either side. A wiring diagram is included
at the end of this manual. The numbering system for the plug terminals is 1 thru 6 as
viewed looking at the cage screw heads with wires oriented below (see fig). The
wire/plug assignments are as follows: Use the cushioned anchor strap to provide a
mechanical strain relief for the wires.
1. “1” connects directly to a nearby
engine case ground using 18 gauge
wire. Note 1: You cannot rely on the
ignition’s mechanical attachment to the
engine to provide ground. Aluminum
anodizing acts as an electrical
insulator, so the clamp connection to
the anodized flange will not serve as a
reliable ground.
2. “2” Control Alternate (future use)
3. “3” Control Alternate (future use)
4. “4” connects to your ignition
ON/OFF (ground) p-lead switch
using 20 gauge wire or larger.
Note 1: If you are replacing a
magneto, your old P-Lead can
serve this purpose, and may
already be wired to a suitable
switch. Note 2: Non-starting
magnetos require a mechanism to
prevent them from firing during
start-up. Keyed ignition switches
have a jumper on the back that serves this purpose. When installing an E-
MAG in place of a non-starting magneto that was controlled by such a
switch, make sure you remove this jumper. You do NOT want a start-up
block on any circuit controlling your E-MAG(s).
5. “5” connects to your main 12 volt aircraft buss through a dedicated circuit
breaker (not provided) using 18 gauge wire. E-MAGs should use a 5-amp
breaker, and P-MAGs should use a 3-amp switchable breaker. The
switch is needed to test the P-MAG internal alternator during ground run
up – see Operating Notes. Note 1: Whenever the aircraft buss is
powered up, the ignition is “awake”. It draws a small amount of current
Tack
1
Control Plug
4 5 6
3
A
L
T
2
A
L
T
6
MAP hose
connection
LED
Cylinders 1 & 2
Cylinders 3 & 4
LED
Indicator
even when not firing the plugs. Use the main buss switch (or breakers if
necessary) to power down the ignitions when not in use
6. ”6” is a courtesy (optional) connection to provide a digital tack signal – two
pulses per revolution. Note 1: Collect your tack signal from only one, not
both, ignitions. This applies to dual E-MAG ignitions as well as split
systems (E-MAG in tandem with a magneto or other EI). Note 2: Your E-
MAG will generate a tack signal even when it is disabled at the key (or
other) p-lead ignition switch, so you won’t loose tack when you switch the
E-MAG OFF during a preflight ignition check. Note 3: E-MAG’s tack
output is a courtesy feature that is unrelated to the ignition’s primary
purpose. Due to the variety of instrument options available, our ability to
support and troubleshoot tack interface issues is limited.
MAP Sensor
Connect one end of the sensor hose
to the MAP nipple on the back of the
ignition case next to the coil base, and
secure with nylon clamp. Route the
line to a convenient connection point
(connecting hardware not included)
where you can tee into the line going
to your manifold pressure gauge.
Note 1: The MAP sensor is a fail-safe
input; i.e. if the tube comes loose or
fails in-flight, timing will retard to an
operable, but much less efficient
range.
Spark Plugs & Harness
Post Assignments – The plug wire
assignments are as follows:
1. Cylinders 1 and 2 connect to the
coil pair nearest the LED indicator
2. Cylinders 3 and 4 connect to the
coil pair furthest from the LED
indicator.
Note: It does not matter which cylinder is
connected to which post within a given
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pair. They are completely interchangeable, which can be convenient to help fine
tune the wire lengths.
Aircraft Plugs - One advantage of electronic ignition is the ability to fire across a
wider spark plug gap (0.030” to 0.035” in the case of E-MAG). Some aircraft plug
styles are difficult/impossible to adjust this wide. Plug styles
similar to REM37BY have an extended electrode arm that is
easier to adjust. Caution: You will need to support the base
of the arm when adjusting plug gap, as it can break off where
it attaches to the rim.
Auto Plugs - There are a number of auto spark plug styles
and temperature ranges available through automotive outlets.
E-MAG has NOT undertaken studies to compare the relative durability/suitability of
different plugs. We do offer a standard “starter” plug for convenience. Customers
need to monitor plug condition and evaluate/adjust as necessary. We offer the
following list of plug alternatives that is reported (BY OTHERS) to work.
1. NGK BR8ES 2.5mm Center Electrode (our standard "set-up" plug)
2. NGK BR8ET 3-Ground Electrode
3. NGK BR8EV Gold Palladium Center Electrode
Auto Spark Plug Adapters - Plug adapters permit the
use of 14mm automotive type plugs with a ¾” reach.
[Not suitable with engines that use long-reach (13/16”)
aircraft plugs.] First, install adapters with the supplied
gasket on the spark plugs finger tight. Then, insert in
engine and tighten to 15 in/lb (standard plug torque).
Note: If you install and torque the adapters separately,
stresses will be more focused on the adapter neck and can cause it to fail during
installation.
E-MAG Aircraft Lead Kit – E-MAG’s aircraft plug leads
have traditional “cigarette and spring” threaded fittings
pre-installed on one end of our auto style wires. The hex
cap end attaches to standard 5/8” x 24 spark plugs.
There is currently no harness option for 3/4” x 20 plugs.
The other end connects to the coil and is trimmed, and
fitted in the same manner as our standard Auto Lead Kit –
see below. Note: Aircraft kits use our standard auto wire (not shielded). To date,
we've had no (zero) reports of noise problems from customers using this wire. Even
so, builders have the option, if needed, of adding a shield over the leads and
grounding them at the spark plug end.
E-MAG Auto Lead Kit – E-MAG’s auto style harness is provided as an assembly kit.
It gives the builder greater latitude in routing and permits a cleaner more custom
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installation. Note: Auto leads should be kept
separated when installed. Do NOT bundle
them together as is common with shielded
aircraft wires, as this can cause them to be
inductively coupled. Wire looms can be
purchased at auto parts stores, but a simple
separator can be fabricated out of tie-wraps
and ¼” segments of left over MAP sensor hose – see photo.
Auto Lead Fabrication
1) Plan your route and lay out one lead at a time, starting with
the longest leads first. Cut leads with about three extra
inches. It will be easier to make the terminal connections at
your workbench, so mark the cut leads so you know where
they belong when you return.
2) Install COIL end boots and terminals (only) on each lead – see “Crimping
Terminals” below. Your lead kit includes 2 extra terminals with each set so
don’t panic if you make a “practice piece”.
3) Connect all four leads to the coil and review the wire
route. You might even install the wire separators (if
you plan to use them) so you can more accurately
determine the correct length. Cut the plug wire end
where it meets the plug tip. Install the spark plug
boots and terminals. Now that you’ve had some
practice with crimping terminals, it may be more
convenient to install them with the wires on the
engine.
4) Crimping Terminals
Identification: The shorter steel terminals and rounded boots are for the
spark plugs. The longer brass terminals and flat-
backed boots are for the coil end attachment.
a) First, run the wire through the boot so it’s a
couple of inches from the end. This will give
you room to work with the wire and terminal.
A light coating of silicone spray (not included)
is needed to lubricate the wire as you work it
through the boot. It is best to push the boot
down the wire (rather than pulling) to avoid
straining the wire core. Note: You can push
on the heel of the boot and straighten the opening so it is aligned with the
wire as you push it through.
Ce manuel convient aux modèles suivants
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