It is November 2012.
I first heard of Gami Prism ignition in 2002.
Ten years ago.
I like the attributes listed especially what seems to be retarding spark if it senses detonation.
But it's been ten years.
I am putting together a IO-540-C4B5 with new cylinders. RSA10, Cold Air Induction, 6 into 1 exhaust, and 9.5:1 pistons. The pressure detonation sensor abilities sound great.
But is Prism on the back shelf now?
Below is their website I copy and pasted it here.
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Pressure Reactive Intelligent Spark Management
At last, technology that will not only update our ignition systems to the 21st Century, but will go beyond the multi-sensor automobile style FADEC systems of the OEMs.
Using proprietary hardware and software developed by GAMI, the PRISM system continuously monitors and controls the cylinder combustion pressures for location relative to top dead center and for safeguarding the engine from detonation. This allows for the use of lower octane, unleaded fuels and improved performance at the same time. Certification is expected soon.
Read what Kitplanes had to say about GAMI's PRISM in this article on the future of AvGas.
Features:
•Optimized Spark Timing to achieve maximum brake torque.
•Simple: Fewer moving parts and a fiber optic design.
•Increased horsepower at all power settings.
•Smoother engine operation - reduces coefficient of variation of combustion - even on lean mixtures.
•More efficient engine operation - CDI produces larger spark at optimized time BTDC.
•Replaces both magnetos - no overhaul required prior to TBO.
•Fully redundant design - proven electronic durability with quad redundant ignition.
•Includes GAMI's Supplenator. Supplemental Alternator - back-up power to primary alternator and battery and GAMI's PDU Panel Display Unit.
•Automatic detection/prevention of detonation.
•Maintains lower peak cylinder pressures - reduced loads on power train components, longer engine life.
•Allows for the future use of lower octane, unleaded fuels.
•Champion� ignition components (spark plugs, wires, coils).
•Improved fuel economy- lower BSFCs than previously possible.
•Significantly lower EGTs/**** for reduced exhaust system maintenance.
•*Optional panel display of actual real-time horsepower and torque.
•*Optional digital tachometer.
•*Optional extensive on-board engine diagnostic capability.
http://www.gami.com/prism/prism.php
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First time I heard about it in 2002 I paste below.
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cnsanford Posted: 9 Aug 2002 13:13
rated by 0 users One of the most exciting developments coming out of GAMI's engineering work on piston engines is the PRISM electronic ignition system.
The big takeaway from all of their work is the most important aspect of engine managment is the timing of the peak power pulse (PPP) in relation to the top-dead-center (TDC) event. Best mechanical advantage is provided by PPP at 15 degrees past TDC. This also provides cooler operation and eliminates detonation. But with the stoneage fixed timing systems on the engines, we are limited to shifting PPP timing by diddling the mixture, a very indirect and inefficient setup.
The principle of PRISM is so simple it is brilliant. Aided by new sensor technology, GAMI has instrumented the engines to directly sense in real time the cylinder head pressures, and then in a closed-loop control system vary the timing of the spark to place PPP at 15 past TDC. Their original goal was to allow turbocharged engines to run on unleaded gas. This they achieved, but it also results in cooler, higher power takeoffs for normally aspirated engines, and even protects from detonation if you get jet fuel mixed with your avgas. PRISM is still in final development and they are working with the FAA towards their certification.
GAMI has a partner company in ADA, Tornado Aley Turbos that makes add-on turbo kits for planes such as Bonanza's. We had a long discussion on the possibilty of turbonormalizing the SR22.
The bottom line was that if someone was willing to leave them an SR22 for 6 months, they could fit a turbonormalizer (with PRISM when approved). And subsequent installs could use the STC and would take about 4 weeks. There is plenty of room in the lower cowl, although they would probably build a new exhaust system. That would easily make this a 200kt airplane.
The fly in the ointment is weight and balance. The turbonormalizer would add 50-60pounds to the nose. That would certainly make the plane nose-heavy. We discussed ways to counteract that, such as adding an installed oxygen system to the tail, and moving BAT1 rearward. But you would still lose 60 pounds or so of useful load, and combined with the 20-50pounds of TKS, 20+ pounds of new avionics in the 2003, the plane is getting porky.
I asked how that was handled with Bonanza's. Apparently Bonanza's are tail-heavy to begin with, so the added weight up front is a plus. And there is an STC for tip-tanks for the Bonanza that adds 160 pounds of gross (sacrificing utility category to normal in the process).
Any gross weight increase on the SR22 would seem to be a big deal, since it would increase the already-near-limits stall speed, and require CAPS recertification etc.
So, I don't see a practical way to keep the utility of the SR22 with a turbonormalizer, much as I'd love one. Anyone have any ideas?
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All turbo normalizing asside...... I am just interested in the Prisim for electronic ignition, better advancement at top end for horsepower keeping in mind detonation and adjusting accordingly and easier start up due to the electronic ignition.
Linear Mode
