X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 28 Apr 2008 21:06:53 -0400 Message-ID: X-Original-Return-Path: Received: from [64.12.143.101] (HELO imo-m13.mail.aol.com) by logan.com (CommuniGate Pro SMTP 5.2.2) with ESMTP id 2874561 for lml@lancaironline.net; Sun, 27 Apr 2008 17:12:13 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.143.101; envelope-from=Sky2high@aol.com Received: from Sky2high@aol.com by imo-m13.mx.aol.com (mail_out_v38_r9.3.) id q.c86.2d00909a (39954) for ; Sun, 27 Apr 2008 17:11:32 -0400 (EDT) From: Sky2high@aol.com X-Original-Message-ID: X-Original-Date: Sun, 27 Apr 2008 17:11:32 EDT Subject: Re: [LML] Lightspeed Plasma III in Performance Engine X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1209330692" X-Mailer: Unknown sub 34 X-Spam-Flag: NO -------------------------------1209330692 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit John, I have been running the dual Plasma III system for several years with the computers located aft of the firewall. I have a non-recommended Canon plug arrangement for the timing signal data to pass thru the firewall. I had some badly crimped pins on the engine compartment side and after a certain amount of heat built up (about an hour of flight), the timing would get screwed up because of missed signals. Very lumpy engine performance resulted and the bad side required shut down but the engine kept running. This crimp condition was easily fixed with no problems since. 'Tis better to run continuous signal wire from the timing sensors to the computers. (Do as I say, not as I do.) One physical connection between the two boxes is two wires used to pass coordination information so that if one system is shut down or fails, the other continues with slightly altered timing. See the Lightspeed Manual. If all the directions and suggestions were followed, the dual system has only one single point for catastrophic failure - the crank mounted timing sensors could be destroyed if some sort of misalignment occurs with the resultant loss of all timing. I have one ignition wired to the main bus and one to the essential bus (direct to main battery if selected). If some sort of complete collapse of the electrical system and the main battery fail, a dedicated backup battery can be switched to one ignition. The units are set up pretty independently if installed as called out in the instructions. Scott Krueger AKA Grayhawk Lancair N92EX IO320 SB 89/96 Aurora, IL (KARR) Pilot not TSO'd, Certificated score only > 70%. In a message dated 4/27/2008 3:33:30 P.M. Central Daylight Time, 2thman@cablespeed.com writes: Does anyone have data or anecdotal information on problems with Plasma III EI system? A recent accident in California involving off airport landing of a IVP has brought up concerns in my mind. I have a Performance Engines TSIO 550 with the Plasma III ignition (not flying yet) and so did the referenced aircraft. I am told that the cause of the accident was sudden engine stoppage and evidence points to failure of one of the redundant EI systems, the failure of which may have brought on the failure of the second. I'd like to know if anyone has data on the Plasma III. I'm also interested in anecdotal accounts positive or negative that might help allay concerns or lead to solutions of problems with the system. Has anyone used a single Plasma III and a magneto backup with a TSIO 550 **************Need a new ride? Check out the largest site for U.S. used car listings at AOL Autos. (http://autos.aol.com/used?NCID=aolcmp00300000002851) -------------------------------1209330692 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
John,
 
I have been running the dual Plasma III system for several years w= ith=20 the computers located aft of the firewall.  I have a non-recommended Ca= non=20 plug arrangement for the timing signal data to pass thru the=20 firewall.  I had some badly crimped pins on the engine compartment=20 side and after a certain amount of heat built up (about an hour of flig= ht),=20 the timing would get screwed up because of missed signals.  Very lumpy=20 engine performance resulted and the bad side required shut down but the engi= ne=20 kept running.  This crimp condition was easily fixed with no=20 problems since.  'Tis better to run continuous signal wire from the tim= ing=20 sensors to the computers. (Do as I say, not as I do.)
 
One physical connection between the two boxes is two wires=20 used to pass coordination information so that if one system is shu= t=20 down or fails, the other continues with slightly altered timing.  See t= he=20 Lightspeed Manual. 
 
If all the directions and suggestions were followed, the dual syst= em=20 has only one single point for catastrophic failure - the crank mounted=20 timing sensors could be destroyed if some sort of misalignment occurs with t= he=20 resultant loss of all timing. 
 
I have one ignition wired to the main bus and one to the essential bus=20 (direct to main battery if selected).  If some sort of complete collaps= e of=20 the electrical system and the main battery fail, a dedicated backup battery=20= can=20 be switched to one ignition.  The units are set up pretty independently= if=20 installed as called out in the instructions.
 
Scott Krueger=20 AKA Grayhawk
Lancair N92EX IO320 SB 89/96
Aurora, IL (KARR)

Pil= ot=20 not TSO'd, Certificated score only > 70%.
 
In a message dated 4/27/2008 3:33:30 P.M. Central Daylight Time,=20 2thman@cablespeed.com writes:
<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size= =3D2>Does=20 anyone have data or anecdotal information on problems with Plasma III
E= I=20 system?  A recent accident in California involving off airport landin= g=20 of
a IVP has brought up concerns in my mind.  I have a Performance= =20 Engines TSIO
550 with the Plasma III ignition (not flying yet) and so d= id=20 the referenced
aircraft.  I am told that the cause of the accident= was=20 sudden engine
stoppage and evidence points to failure of one of the=20 redundant EI systems,
the failure of which may have brought on the fail= ure=20 of the second.

I'd like to know if anyone has data on the Plasma=20 III.  I'm also interested
in anecdotal accounts positive or negati= ve=20 that might help allay concerns or
lead to solutions of problems with th= e=20 system. 

Has anyone used a single Plasma III and a magneto ba= ckup=20 with a TSIO 550=20
 



Need a new ride? Check out the largest site for U.S. used car=20= listings at AOL Autos.
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