lml@lancaironline.net Mailing List Archive

In a message dated 2/13/2005 6:05:15 P.M. Central Standard Time, Walter@advancedpilot.com writes:

**Electronic ignitions and "fine wire" plugs each can also reduce EGT
temps and, as I have both,**

Could you postulate WHY or HOW that can happen? I know of no reason
and have never noticed:

A) ANY change in EGT with massive vs. Fine wire plugs. Test data does
not confirm the claim.

B) ANY change in EGT based on what generates the spark. Test data does
not confirm the claim.

To get a lower EGT, you MUST have the spark advanced. That will not
result in a better situation.

The TIMING of the spark event is what will alter the EGT, not the
intensity of the spark or where it comes from or through what type of
plug. Until someone comes up with a plausible scientific explanation
of how the source of the spark can alter the EGT and can show test data
to confirm it, I don't believe it. The physics is still everywhere the
same. If you are getting lower EGTs, the spark is occurring EARLIER.
Period. That will result in higher ICPs and decreased durability.

Walter,

You are all alone..................................... Evidence counts....................

I never said what constitutes an electronic ignition - almost all advance the spark under certain conditions of RPM and/or MAP and/or cyl pressure. I am tired of hearing constant claims about what does not happen when others have experiences that do not match whatever it is that you measure.

From a Unison ad:

Unison Industries now offers a new line of Autolite XL Fine Wire Aviation
Spark Plugs. The $72 plugs have iridium wires that are less susceptible
to corrosion than conventional plugs. The company promises the plugs will
last longer and provide better combustion. Bruce Bohannon, who in November
will attempt to set a world altitude record of 50,000 feet in his piston-
powered Exxon "Flyin' Tiger," said he recently installed the plugs and
noticed a 100-degree drop in exhaust gas temperatures.

And, from the GAMI PRISM ad:

GAMI's Electronic Ignition, PRISM™

PRISM™
(Pressure Reactive Intelligent Spark Management)

Features:
•Optimized Spark Timing to achieve maximum brake torque

•Simple, fewer moving parts, fiber optic design

•Increased horsepower at all power settings

•Smoother engine operation- reduces coefficient of variation of combustion- even on lean mixtures

•More efficient engine operation-CDI produces larger spark at optimized time BTDC

•Replaces both magnetos- no overhaul required prior to TBO

•Fully redundant design- proven electronic durability with quad redundant ignition

•Includes GAMI's Supplenator™ Supplemental Alternator- back-up power to primary alternator and battery and GAMI's PDU™ Panel Display Unit

•Automatic detection/prevention of detonation

•Maintains lower peak cylinder pressures- reduced loads on power train components, longer engine life

•Allows for the future use of lower octane, unleaded fuels. This is the only system on the millennial horizon that is inherently compatible with lower octane, unleaded fuels.

•Champion® ignition components (spark plugs, wires, coils)

•Optional panel display of actual real-time horsepower and torque

•Optional digital tachometer

•Optional extensive on-board engine diagnostic capability

•Improved fuel economy- lower BSFCs than previously possible

•Significantly lower EGTs/TITs for reduced exhaust system maintenance <<<<<<<<<<<<<<<<<<<<<<<<

FAA STC certification expected soon!

<<<<<<<<<<<<<<<<<<<<<<<<<<<

From Light Speed Engineering:

PLASMA III
CAPACITIVE DISCHARGE IGNITION SYSTEM

Light Speed Engineering has introduced a new ignition system to its line of products. The new Plasma III Capacitor Discharge System is the latest high performance ignition for all 4-cyl and 6-cyl aircraft engines. Its long duration spark and optimized timing curve makes more horsepower and improves fuel efficiency- at all altitudes. Other benefits include quick starts, reduced maintenance, light weight, lower EGT’s and up to 20% more range. As with all LSE ignitions, RPM and manifold pressure inputs are used for our proprietary timing curves. The Plasma III is also capable of displaying the current timing advance, manifold pressure and rpm on an optional lightweight LCD display.

And, from my own experience, I have seen the changes that I claimed CAN occur........

BTW, Advancing the spark under certain conditions and with certain engines improves the performance and fuel economy. Period. Certain components can contribute to a reduction in EGTs. Stop making general claims about the few unidentified cases where this does not work. Too many have reported us where it does work, including PRISM, LASAR, FADEC, Light Speed Engineering, Bruce Bohannon, et al. Get out of the lab and into the air.............................

Scott Krueger AKA Grayhawk
Lancair N92EX IO320 SB 89/96
Aurora, IL (KARR)

Fair and Balanced Opinions at No Charge!
There is an oxymoron in that, somewhere...