X-Virus-Scanned: clean according to Sophos on Logan.com
Return-Path: <lehanover@gmail.com>
Received: from an-out-0708.google.com ([209.85.132.250] verified)
  by logan.com (CommuniGate Pro SMTP 5.2.14)
  with ESMTP id 3747701 for flyrotary@lancaironline.net; Tue, 07 Jul 2009 09:01:01 -0400
Received-SPF: pass
 receiver=logan.com; client-ip=209.85.132.250; envelope-from=lehanover@gmail.com
Received: by an-out-0708.google.com with SMTP id c3so1851772ana.7
        for <flyrotary@lancaironline.net>; Tue, 07 Jul 2009 06:00:26 -0700 (PDT)
DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed;
        d=gmail.com; s=gamma;
        h=domainkey-signature:mime-version:received:date:message-id:subject
         :from:to:content-type;
        bh=ZgIdoiZi+gOzqHxR87qNyuHG102o6+1eYRRTQ9o28KI=;
        b=O86uptNuFP6YXCns8psY+u60DiNJMVLpc901Q/K2jwGyrOqBhks/eW4CtllZ1ffSp6
         ufibeEU3dpzVxLm8ro+8XSj4hRFUhCPhxqmbqfBaECaI1rNR68SN4KRC5q/bjqZJiVmN
         fvWp+a4Rakuxnps02Z7/REK1ZmhinxkzLD7Xw=
DomainKey-Signature: a=rsa-sha1; c=nofws;
        d=gmail.com; s=gamma;
        h=mime-version:date:message-id:subject:from:to:content-type;
        b=V1ziaon0FaBJRFviHtkAkG5LeLKdOaKwl10zAYJKZgmFdVtfbFMo6t/H/42dvhNZhc
         LdjiHq/XwIaETLpOrn4BVZEcM45gIdYcwwRyMRKI2LZ3BHcGCP2XnJeBlHtZQ/lEUvqn
         /GaHKm3teGJfcOalg1H67snf50mY5cJ6W7xNQ=
MIME-Version: 1.0
Received: by 10.100.9.18 with SMTP id 18mr10556893ani.122.1246971626276; Tue, 
	07 Jul 2009 06:00:26 -0700 (PDT)
Date: Tue, 7 Jul 2009 06:00:26 -0700
Message-ID: <1ab24f410907070600y63e8958occ380a81e62d3e36@mail.gmail.com>
Subject: SAG
From: Lynn Hanover <lehanover@gmail.com>
To: flyrotary@lancaironline.net
Content-Type: multipart/alternative; boundary=0016e647130ad4485d046e1d3430

--0016e647130ad4485d046e1d3430
Content-Type: text/plain; charset=ISO-8859-1
Content-Transfer-Encoding: 7bit

 In a message dated 7/6/2009 10:50:48 P.M. Pacific Daylight Time,
bartrim@gmail.com writes:

Interesting theory about the increased manifold pressure adding to this SAG
problem. I recall Ed's thought on this from the past as well.
Since I use a turbo for mild boost (usually just for climb performance), I'm
seeing increased pressures often, but never any SAG that I can remember.
(it's been a few years since I last flew)
Dave & John both use turbos for far more sustained boost than I do. Have
either reported SAG? And with what fuel?


  Todd
C-FSTB
RV9 Turbo13B

 The higher the cylinder pressure, the higher the voltage required to jump
any gap. The slow rise time of a Kettering system allows for voltage to leak
across debris on a dirty center electrode. Eventually enough voltage will
follow the leak path and a misfire will occur.

To test for SAG while under way, just pull off some throttle. The cylinder
pressure will be reduced, and the plug will start firing as normal.
Returning to full throttle will return the misfire.

You can cure the problem by installing new plugs on a time basis. You can
clean the plugs. You can shorten the gap on medium tip ice cold
racing plugs.

Or, you can use a capacitor discharge ignition system on the leading, or
both plugs. The plug gap is just a big variable resistor. Low cylinder
pressure=low resistance. High cylinder pressure=high resistance.

Not only a disorder of rotary engines. Common in all internal combustion
engines.


Lynn E. Hanover

--0016e647130ad4485d046e1d3430
Content-Type: text/html; charset=ISO-8859-1
Content-Transfer-Encoding: quoted-printable

<div>
<div>In a message dated 7/6/2009 10:50:48 P.M. Pacific Daylight Time, <a hr=
ef=3D"mailto:bartrim@gmail.com">bartrim@gmail.com</a> writes:</div>
<blockquote style=3D"BORDER-LEFT: blue 2px solid; PADDING-LEFT: 5px; MARGIN=
-LEFT: 5px"><font style=3D"BACKGROUND-COLOR: transparent" color=3D"#000000"=
 size=3D"2" face=3D"Arial">Interesting theory about the increased manifold =
pressure adding to this SAG problem. I recall Ed&#39;s thought on this from=
 the past as well.<br>
Since I use a turbo for mild boost (usually just for climb performance), I&=
#39;m seeing increased pressures often, but never any SAG that I can rememb=
er. (it&#39;s been a few years since I last flew)<br>Dave &amp; John both u=
se turbos for far more sustained boost than I do. Have either reported SAG?=
 And with what fuel?<br>
<br><br>
<table cellspacing=3D"0" cellpadding=3D"0">
<tbody>
<tr>
<td>Todd<br>C-FSTB<br>RV9 Turbo13B </td></tr></tbody></table></font></block=
quote></div>
<div></div>
<div>The higher the cylinder pressure, the higher the voltage required to j=
ump any gap. The slow rise time of a Kettering system allows for voltage to=
 leak across debris on a dirty center electrode. Eventually enough voltage =
will follow the leak path and a misfire will occur. </div>

<div>=A0</div>
<div>To test for SAG while under way, just pull off some throttle. The cyli=
nder pressure will be reduced, and the plug will start firing as normal. Re=
turning to full throttle will return the=A0misfire. </div>
<div>=A0</div>
<div>You can cure the problem by=A0installing new=A0plugs on a time basis. =
You can clean the plugs. You can shorten the gap on=A0medium tip ice cold r=
acing=A0plugs. </div>
<div>=A0</div>
<div>Or, you can use a=A0capacitor discharge ignition system on the leading=
, or both plugs. The plug gap is just a big variable resistor. Low cylinder=
 pressure=3Dlow resistance. High cylinder pressure=3Dhigh resistance.</div>
<div>=A0</div>
<div>Not only a disorder of rotary engines. Common in all internal combusti=
on engines.</div>
<div>=A0</div>
<div>=A0</div>
<div>Lynn E. Hanover</div>

--0016e647130ad4485d046e1d3430--