Failsafe / bullet proof ignition system?

[penguin]

If you got your engine from AeroSport they may be able to do you a very good deal on new mags - send them an email, they were way cheaper than Spruce for me a year ago. I am running one mag and one P-mag, no problems with either in 300+ hours.

[petercavallo]

I will tell you what works for me , I have a light speed EI with the crank trigger and a Mag. The plugs burn clean and Hot starts are no problem on the fuel injected Aerosport IO360 I do notice that when I turn off the LSE and run only on the mag I lose 5mph (no change on switching off the mag) .
I am not much of a test pilot so I picked products that have the most time on them.
Peter Cavallo

Originally Posted by Jerry P. Sheppard

I am at a cross roads with my Unison Ignition system. I have roughly 400 hours on my current system with limited complaints. I do like the fact that when I turn the key she fires up in two turns of the prop. However, the manufacture recommends a 500 hour service. Issue is the TBO parts for that 500 service are no longer available for my particular older model. The S/N on the mags are "99" series. If I find a problem during this service I will have to replace the complete magneto(s). Spruce wants $1600 per mag.

So what must I do ? I am considering cutting bait and moving on. Rip out the old and replace with something different. Question is ? what is the right approach. I am leaning torwards a time tested magneto system ? Perhaps - Bendix / Slick Magnetos or maybe the LIGHTSPEED IGNITION I see on VANS web catalog. I have a 0-320 (160 hp) Aero Sport engine.

Any recommendations on a failsafe / bullet proof ignition system?

Thanks

[pvalovich]

I have the engine hung on my -8a with an Aerosport Io-360, but have not started it yet. Currently learning new proane fiberglass descriptors.

I spent a lot of time researching ignition options and was about to go the E-mag route. But during the research process there were a series of postings regarding E-mag / P-mag failures. Since the build process is taking about three times longer than initially estimated (I also have a real job that requires extensive travel) I got over my concerns and was still going to go the P-mag route. However, last year as I approached decision time, a whole new set of E-mag / P-mag problems arose. At which time I said the **** with it - the potential performance advantages were far outweighed by reliability concerns.

One Lightspeed / One Mag - no regrets.

[vic syracuse]

I built a 6 with the LASAR ignition, and it worked wonderfully, and has been bullet proof for over 800 hours, between myself and the new owner. I built the 10 with 1 mag and one lightspeed ignition. I really felt the high altitude performance was there due to the lightspeed ignition, as sometimes the timing would show almost 40 degrees of advance up at high altitudes, full throttle and only 16" MP. When I built the 7A recently, I thought I might try the Emag/Pmag and even bought one. As I paid attention to the teething problems mentioned on this list, I decided to go with what I knew worked--- one mag and one lightspeed. No regrets. I will probably do the same on the new 10, except I will use the crank trigger and not the hall effect, as I used the hall effect on the 7 to save some building time and now the seal leaks. Of course, I think the crank trigger is the only option for the 6 cylinders, so my choice might already be made for me.
There's certainly nothing wrong with 2 mags. They work. The electronic ignitions do seem to help with some efficiencies in various configurations.

Vic