Electronic ignition question.

[N427EF]

Proper connections are important for all installations.
I can't tell if components are up to aviation standards on the LSE ignition.
What I do know is that it works extremely well under all conditions,
provided you install it as per Klaus's instructions.
Don't forget the fact that his ignition has been around for many years and
has a proven track record in hundreds if not thousands of airplanes.
The redundancy factor is becoming less of a concern with more and more airplanes using electric only systems and thus provide for ample redundancy
not only for ignition but also for other systems.
One mag and one LSE is hard to beat.

[jclark]

Originally Posted by KRviator

While I'm a little ways off needing to order the donk, I am still in two minds as to what kind of EI I'll install on it.

At this stage I'm torn between the E-Mag (self-powered, no possibility of phone calls to a cranky Klause) vs the LSE Plasma III that appears to be a better performer, but reportedly comes with some "not-quite-aviation-standard" wires and things.

For use in a -9A, with an IO-320 and a FP prop, what's everyone's recommendations?

Installed P-Mag on a friend's ..
RV-9A, IO-320, FP (Catto 3-blade).

1. Easily done. Just as directions indicate
2. Quickly done (right mag replaced. Kept the left (impulse) mag on)
3. Noticeable improvement (QUICKER!!! start, smoother running)

Cannot make any claims about fuel flow or performance simply because I did not do any specific tests for same.

FYI ...
I fly behind a Jeff Rose (Electro-Air), have a LSE in another project and am impressed with the P-Mag.

[jimbo]

A few points.....I haven't heard any comments about Electroair http://www.electroair.net/ and how it compares with those discussed.

I like the size and compactness of the E-mags product (P-Mag now) and that it generates its own power beyond 800 rpm.

The E-Mag Company notes that they recommend going all electronic ignition. Using no mags but 2 of their P-mags instead. They suggest you get a little more performance using two P-mags vs one P mag and one magnito. Not sure this is hype/sales tactic or truth. Can you expect almost as good of boost using one P-mag and one magnito vs two P-mags?

Jim

[Jekyll]

Originally Posted by jimbo

The E-Mag Company notes that they recommend going all electronic ignition. Using no mags but 2 of their P-mags instead. They suggest you get a little more performance using two P-mags vs one P mag and one magnito. Not sure this is hype/sales tactic or truth. Can you expect almost as good of boost using one P-mag and one magnito vs two P-mags?

Jim

I view this similar to the shampoo tactic: "Wash, rinse, repeat". When do you stop repeating? Emag Air sells Pmags, not magnetos. Why leave half of the revenue on the table? There is significant anecdotal evidence that most of the benefit comes from the 1st EI.

[rvmills]

Originally Posted by jimbo

A few points.....I haven't heard any comments about Electroair http://www.electroair.net/ and how it compares with those discussed.

I replaced an older LSE Plasma I (was on my airplane when I purchased it) with an Electroair. Really good folks to work with, and the system has been trouble-free for over 250 hours to date. I used the crank sensor and I run it with an impulse coupled mag, and start with both on. There is an option to install a guage to show timing advance, but I didn't use it. Install was straight forward (nice manual), and I've been really happy with the system. No experience with E/P mags, so can't compare there...but I'm a happy customer.

Cheers,
Bob

[N941WR]

Originally Posted by Jekyll

I view this similar to the shampoo tactic: "Wash, rinse, repeat". When do you stop repeating? Emag Air sells Pmags, not magnetos. Why leave half of the revenue on the table? There is significant anecdotal evidence that most of the benefit comes from the 1st EI.

From what I have learned, you get about 2/3rds the benefit (power, fuel burn, etc.) from installing one EI, anyone's EI. You are leaving the 1/3rd on the table by running a magneto. You have to ask yourself is the cost of the 2nd EI worth that 1/3rd.

The reason for most of the benefit results from one EI is they typically light the fuel/air charge before the fixed timing magneto. Most, if not all, EI's revert to around the same timing as the magneto down low and at high power settings. It is really up at cruise, where you spend most of your time, when you see most of the benefits of EI, other than the ease of starting.

[Dmadd]

fellas,
Would it be true to say there is a benefit to EI at lower power settings?
Do the carburetor equipped aircraft also gain smoothness at idle and lower cruise powers?
Any O-320 fuel flow numbers you want to share?
Just reading their web sites, allowing for terms I don't understand, it SEEMS like the Jeff Rose system might be the easiest to install.
I do very much appreciate all your responses... :-)
Dennis

[penguin]

When I installed an E-mag 7 years ago my static rpm increased 50 rpm - O-320 and fixed pitch Sensenich. Climb is better, high altitude is better, leaning is better - more like fuel injection (no roughness as you lean, rpm just falls away). Can't provide any fuel flow numbers, but is certainly no worse. Plugs are much cheaper, starting is better, timing is easier.

Pete

[N941WR]

Originally Posted by Dmadd

fellas,
Would it be true to say there is a benefit to EI at lower power settings?
Do the carburetor equipped aircraft also gain smoothness at idle and lower cruise powers?
Any O-320 fuel flow numbers you want to share?
Just reading their web sites, allowing for terms I don't understand, it SEEMS like the Jeff Rose system might be the easiest to install.
I do very much appreciate all your responses... :-)
Dennis

I started with a 135 hp O-290-D2 in my RV-9 fired by dual P-mags. The answer is yes, any engine will benefit from EI, regardless of size. The fuel burn is your choice. You can keep the same fuel burn and run at higher power settings or you can run the same power setting as before with lower fuel burn. This is true for any (?) EI installation.

As for ease of installation, take another look at the P-mags. There is only one item to install and that goes in the same location as the old mag. Remember, you have to find a location for all those parts and support the wires.

[petercavallo]

I have a Plasma III and an impulse coupled mag, I start on both, 4 years 300 hrs no problems , Fuel injected hot starts are no problem. Lean of peak works well with the Plasma III. I have the crank trigger, its rock solid no moving parts.
Using DENSO Iridium Racing plugs with the Plasma III nice a smooth idle at 600 rpm

I am happy
Peter RV6