Hi Jarek, I hope to be of some help to you based in issues I have had in the past with Limbach 2L engines.
They are a great little engine and if looked after will perform well for years. I currently “look after” ie the engineer for 3 aircraft wit hL200’s and one with an L2400. 1. Here in New Zealand we need to remove the Magneto every 2 years or 250hrs … which ever comes first and any issues with the magneto are found (usually) However sometimes not the case. The L2000 on our Dimona was ex Thai air force and the engine was not used for 20 or so years. It did around 150 hrs of trouble free running then without warning, the condenser in the Magneto broke down. Fortunately just after take off so a return landing was possible. Interestingly, it broke down less than 1 hr’s running AFTER a bench check. … so a problem COULD be a faulty condenser … though if that was the case the engine wouldn’t idle either. 2. What is possible (and has happened to me) is an issue with the impulse spring … The impulse used is a standard GA one. Usually they are internal of the engine (ie Lycoming etc) hence well oiled. The Limbach one is external and hence needs external lubrication. There is a little oil pot on top of the rear case to do that but is really quite hit and miss. We had a problem (which fits to your situation) where the spring was quite “dry” and would not release. … ie “bound up” Hence the engine would run OK at low RPM’s but no good at high. The fix was to take the magneto out (again) dismantle the impulse, give it a good clean and lubrication and reassemble .. then back on the Aircraft. The problem was solved. Just a point re advance and retard … Not a lot of point in that automatically adjusting with an engine that runs at a fairly constant RPM … the KISS principal here. However the old De Havilland Gypsy engine had a mechanical system which moved the magneto physically when the throttle was closed … for a better idle. A friend of mine put an adjusting ignition(ie replaced one magneto) system on his 150hl lycoming The idle was significantly smoother. So I think your problem is no 2 Best regards Ian Williams Drury Auckland New Zealand ZK-GCB (Dimona) ZK-GOC (Grob 109 with a 2400 Limbach) ZK-GNW (Grob 109 2000 Limbach Working on another Dimona … to be ZK-GCD (ex VH-GNW) From: [email protected] On Behalf Of Jarek Steliga Sent: Monday, 14 October 2019 8:40 p.m. To: [email protected] Subject: Re: [DOG mailing list] ignition advancement not affected by the RPMs Ric, Ian, Thank you very much. The idea of there being no advance seems bizarre for someone having only to do with 'terrestrial' engines :-) On Mon, 14 Oct 2019 at 08:07, Ric Sutton <[email protected] <mailto:[email protected]> > wrote: Hi jarek Yep you are correct, there is no advance. It stays the same throughout the rev range. From: [email protected] <mailto:[email protected]> [mailto:[email protected] <mailto:[email protected]> ] On Behalf Of Jarek Steliga Sent: Sunday, 13 October 2019 5:17 PM To: [email protected] <mailto:[email protected]> Subject: [DOG mailing list] ignition advancement not affected by the RPMs Hello, Can someone please confirm that once my L2000 starts with a 43 series Slick magneto mounted, the ignition advancement will stay the same (30%) throughout the whole RPMs range? In other words as I understand in this system there is no spark advance mechanism installed apart from the impulse coupling which only affects (delays/retards) the spark timing up until 400 RPMs (i.e. well before the engine kicks in). Thank you in anticipation Jarek
