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Brent,

I have a single electronic ignition (EI by Klaus Savier) and a mag with both
ignitions set at 24 degrees BTDC at manifold pressures greater than 25".
They fire separate plugs in each cylinder with the EI plugs set at 0.032"
gap. Since almost all of the flight is above 25", both plugs fire together
during climb and cruise. The EI advances to about 40-45 degrees BTDC at low
manifold pressures for a very smooth idle and is set to TDC for starting
(rpm < 150). I purchased the IV-P with the ignition system as outlined
above. I believe that detonation should be even less likely in my
configuration then standard dual mags. I do like the system, however, it
could be the source of my heating problems during climb. I'm open for any
suggestions.

It is of interest to me that you climb at 85% power rather than 75%. I was
parked near you at OSH and saw your beautiful Lycoming installation. Would
you consider climbing at 85% with the Continental engine?
Also, my typical climb is at 160-165 KIAS with about 800 - 1000 fpm climb.

The major difference in our climbs seems to be that your EGTs and CHTs
remain in a reasonable range all the way up to FL280 while mine only make it
to FL190 or slightly higher depending on the OAT. Again, I do start to
notice a fall in my fuel flow from 30 gph to about 28 gph at the same time
the temperatures start to rise. Do you think that pulling the mixture back
to 28-30 gph from your normal 30-32 gph would produce an excessive heat rise
during your climb? Does your fuel flow remain constant during climb? What do
you think could be causing a fuel flow decrease in my case? Remember that my
manifold pressure and rpm are rock solid at 32" and 2500 rpm.

respectfully John
N411WB

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Please send your photos and drawings to marvkaye@olsusa.com.
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