The field repair made to get me out of Virginia after my in-flight engine stoppage was the replacement of both sets of contacts in my dual Bendix mag. Since the contact gap had been checked during annual only a couple of weeks previously, I was concerned as to the cause of the rapid wear (contact point gap from .016" to 0" on BOTH sets in less than 5 hours!). So we checked mag capacitors (within spec but replaced anyway), continuity of P-leads to ground (OK), and reset timing. Yesterday, did a series of runups on the ramps and everything checked out. We put the cowlings back on, taxied out to the hold short line, did a run up and the plug on #4 left mag wasn't firing (I love my engine analyzer). Pulled cowling, checked plug (top of cylinder) and it was not fouled.
Very frustrating. Could be something deeper in the mag; could be the wiring harness; could even be the plug. But I'm getting very tired of the time and expense of swapping parts. Plus I need 100% confidence in this engine to fly IMC, night, long xcountries, over mountainous areas and water (not necessarily all at the same time, though).
So this situation plus various aggravating oil leaks have driven me to consider having this whole engine rebuilt with less than 1500 hours SMOH even though it is strong and has high compressions.
Advice on such a rebuild are welcome.
Very frustrating. Could be something deeper in the mag; could be the wiring harness; could even be the plug. But I'm getting very tired of the time and expense of swapping parts. Plus I need 100% confidence in this engine to fly IMC, night, long xcountries, over mountainous areas and water (not necessarily all at the same time, though).
So this situation plus various aggravating oil leaks have driven me to consider having this whole engine rebuilt with less than 1500 hours SMOH even though it is strong and has high compressions.
Advice on such a rebuild are welcome.