X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 07 Jan 2008 15:51:16 -0500 Message-ID: X-Original-Return-Path: Received: from [64.12.143.100] (HELO imo-m12.mail.aol.com) by logan.com (CommuniGate Pro SMTP 5.2c4) with ESMTP id 2634822 for lml@lancaironline.net; Mon, 07 Jan 2008 13:51:08 -0500 Received-SPF: pass receiver=logan.com; client-ip=64.12.143.100; envelope-from=Sky2high@aol.com Received: from Sky2high@aol.com by imo-m12.mx.aol.com (mail_out_v38_r9.3.) id q.c9e.201623a3 (42809) for ; Mon, 7 Jan 2008 13:50:28 -0500 (EST) From: Sky2high@aol.com X-Original-Message-ID: X-Original-Date: Mon, 7 Jan 2008 13:50:28 EST Subject: Re: [LML] Re: One mag, One electronic ignition X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1199731828" X-Mailer: AOL 9.0 VR sub 5006 X-Spam-Flag: NO -------------------------------1199731828 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 1/7/2008 10:32:35 A.M. Central Standard Time, glcasey@adelphia.net writes: From data posted by Scott it looks like the curve is linear from 0 advance at 30 inches to 14 degrees at 10 inches regardless of rpm. It also looks like there is no rpm advance (except for some way to switch from zero advance during cranking to the base advance). I'd like to see more data to get a more accurate picture. Say, do a ground runup and check the advance at WOT/max rpm. Then fly at 5,000 ft or less and measure the advance at 2300, 2500 and 2700 rpm at manifold pressures of 15, 17, 19, 21, 23 and 15 inches. This would give me a good picture of the curve. From what I see so far the curve looks logical, but I would prefer to have zero advance at 25 inches and have it limited to something more like 10 degrees. The advance at 25 inches means that leaning to best power at 25 inches might get one close to the detonation limit. Having more advance that would be needed at high altitude cruise means that if the MAP sensor failed to a low value the advance could go beyond what could be tolerated by the engine. Gary, Gary, Gary....... You cannot map the timing curve from the meager data I reported. It is driven by RPM and MAP. The dual system is actually safer than a single system since LSE compares the MAP each is seeing and if there is disagreement, the MAP contribution is eliminated and the advance is retarded to more conservative timing based solely on RPM. Perhaps you should consider the PMAGs as they allow for timing modification. I have abandoned the idea of messing with the timing since I am pleased with the results I currently have. See: _http://www.emagair.com/NextGen.htm_ (http://www.emagair.com/NextGen.htm) When evaluating ignition timing please take into account that fixed timing is a compromise. That compromise works well enough if "well enough" satisfies ones requirements. Scott Krueger AKA Grayhawk Lancair N92EX IO320 SB 89/96 Aurora, IL (KARR) Pilot not TSO'd, Certificated score only > 70%. **************Start the year off right. Easy ways to stay in shape. http://body.aol.com/fitness/winter-exercise?NCID=aolcmp00300000002489 -------------------------------1199731828 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
In a message dated 1/7/2008 10:32:35 A.M. Central Standard Time,=20 glcasey@adelphia.net writes:
<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size= =3D2>From=20 data posted by Scott it looks like the curve is linear from 0 advance at 3= 0=20 inches to 14 degrees at 10 inches regardless of rpm.  It also looks l= ike=20 there is no rpm advance (except for some way to switch from zero advance=20 during cranking to the base advance).  I'd like to see more data to g= et a=20 more accurate picture.  Say, do a ground runup and check the advance=20= at=20 WOT/max rpm.  Then fly at 5,000 ft or less and measure the advance at= =20 2300, 2500 and 2700 rpm at manifold pressures of 15, 17, 19, 21, 23 and 15= =20 inches.  This would give me a good picture of the curve.  From w= hat=20 I see so far the curve looks logical, but I would prefer to have zero adva= nce=20 at 25 inches and have it limited to something more like 10 degrees.  = The=20 advance at 25 inches means that leaning to best power at 25 inches might g= et=20 one close to the detonation limit.  Having more advance that would be= =20 needed at high altitude cruise means that if the MAP sensor failed to a lo= w=20 value the advance could go beyond what could be tolerated by the=20 engine.
Gary, Gary, Gary.......
 
You cannot map the timing curve from the meager data I reported. =20= It=20 is driven by RPM and MAP.  The dual system is actually safer than a sin= gle=20 system since LSE compares the MAP each is seeing and if there is disagreemen= t,=20 the MAP contribution is eliminated and the advance is retarded to more=20 conservative timing based solely on RPM. 
 
Perhaps you should consider the PMAGs as they allow for timing=20 modification.  I have abandoned the idea of messing with the timing sin= ce I=20 am pleased with the results I currently have.
See: http://www.emagair.com/NextGen.h= tm
 
When evaluating ignition timing please take into account that fixed tim= ing=20 is a compromise.  That compromise works well en= ough=20 if "well enough" satisfies ones requirements.=20
 
Scott Krueger=20 AKA Grayhawk
Lancair N92EX IO320 SB 89/96
Aurora, IL (KARR)

Pil= ot=20 not TSO'd, Certificated score only >=20 70%.



Start th= e year off right. Easy ways to stay in shap= e in the new year.
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