Jvon811
Well Known Member
I run dual P-Mag's on my O-320. Using the recommended NGK BR8EIX Iridium Spark Plugs. No fuss, no muss, works good, last long time. I throw them out and buy 4 new bottom plugs every oil change, makes me feel good...
Anyways, I do like LOP ops when cruising on a long XC. Just under 200 hours on my airplane last year cruising around of trouble free enjoyment using LOP. I would regularly see 60-90* LOP across all 4 cylinders on the GRT EIS before one of them would get upset if I tried to go leaner.
My question is: Does anyone have experience with NGK's Ruthenium plugs? I'm just a pilot, not an engineer but they advertise them as "High Ignitability" plugs which I'm wondering if it could help with low AFMs.
I don't have any trouble starting with P-Mags, but maybe these could someone help with cold starts? Hot Starts?
I got suckered in by the advertising department and their "Flame Kernel Growth Test" pictures on the website.
https://ngksparkplugs.com/en/products/ignition-parts/spark-plugs/ruthenium-spark-plugs
Also, in my use of the BR8EIX Iridium plugs, I have noticed that LOP ops get harder to achieve as the plugs get some hours on them. Dirty, maybe... I lean as much as possible on the ground and do what I can to prevent them from loading up. Not convinced that their spark efficiency doesn't change due to electrode erosion after 25 hours or so or what... They're definitely not as pretty when they come out as they were when they went in, and I can't go as far LOP after 25 hours as when they were new, that's all I know.
But the webpage also mentions "better durability at higher temperatures" which has an included picture that got my attention. Maybe these plug's electrodes would hold up better at LOP ops? I understand my CHT's and EGT's go down LOP (hence lower combustion chamber temps), but are Lycoming combustion chambers "higher temperature" engines? Compared to what? Is our LOP temps still "higher temperature" compared to the car engines these plugs are probably designed for?
Anyways, I do like LOP ops when cruising on a long XC. Just under 200 hours on my airplane last year cruising around of trouble free enjoyment using LOP. I would regularly see 60-90* LOP across all 4 cylinders on the GRT EIS before one of them would get upset if I tried to go leaner.
My question is: Does anyone have experience with NGK's Ruthenium plugs? I'm just a pilot, not an engineer but they advertise them as "High Ignitability" plugs which I'm wondering if it could help with low AFMs.
I don't have any trouble starting with P-Mags, but maybe these could someone help with cold starts? Hot Starts?
I got suckered in by the advertising department and their "Flame Kernel Growth Test" pictures on the website.
https://ngksparkplugs.com/en/products/ignition-parts/spark-plugs/ruthenium-spark-plugs
Also, in my use of the BR8EIX Iridium plugs, I have noticed that LOP ops get harder to achieve as the plugs get some hours on them. Dirty, maybe... I lean as much as possible on the ground and do what I can to prevent them from loading up. Not convinced that their spark efficiency doesn't change due to electrode erosion after 25 hours or so or what... They're definitely not as pretty when they come out as they were when they went in, and I can't go as far LOP after 25 hours as when they were new, that's all I know.
But the webpage also mentions "better durability at higher temperatures" which has an included picture that got my attention. Maybe these plug's electrodes would hold up better at LOP ops? I understand my CHT's and EGT's go down LOP (hence lower combustion chamber temps), but are Lycoming combustion chambers "higher temperature" engines? Compared to what? Is our LOP temps still "higher temperature" compared to the car engines these plugs are probably designed for?