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1. 07:27 PM - Re: timing advance (Generation 3 Ignition)
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| Subject: | Re: timing advance |
Hello Dave,
Well first off, we all know the aircraft engine is of large
displacement, which has a very small rpm window of operation, and to top
it off also, it has very poor air/fuel atomization with a huge
combustion chamber. So, how? Well the fuel economy and extra hp comes
from the Multiple Spark Discharge (MSD). When the first firing event of
the MSD takes place, a flame front is created. As this flame front is
burning in the combustion chamber, there is a swirling turbulence that
takes place. Drawing unburned air/fuel mixture passed the spark plugs.
This is where the MSD come into play. The second and third firing event
then ignites this air/fuel mixture, which creates a quicker complete
burn of the air/fuel mixture as the piston passes through TDC. The MSD
spark is not hotter and doesn't need to be, that is why we do not use
huge spark plug air gaps. As the saying goes, screwing a 75 watt light
bulb into a 300 watt socket the bulb is not going to burn any brighter.
The others all claim to get their advantage from timing advance along
with hotter spark. The key word in the sentence is "spark" that's
singular. With one spark you need more time to get that complete
combustion since it is so slow. The only way is to ramp up (advance)
the timing close to the verge of detonation, and also deliver a hotter
spark hoping that it will have a better chance (only chance) of
ignition. With these timing advances, the cylinder pressures go up
tremendously as the piston travels towards and over TDC. This creates
more ware on engine internals from these pressures. As for a =BD and =BD
mag/electronic advance ignition system.. For example, the electronics
are firing @, let's say 35 degrees and the mag is set at 25 degrees.
Since the combustion has already started, that mag is now confronted
with firing though an incredible amount of cylinder pressure, if it can
at all. I have seen mag failure on the =BD and =BD systems. I hope this
helps some, these will be some of the topics spoken in great detail @
our booth at AirVenture this year.
Sincerely,
Thomas S.
----- Original Message -----
Sent: Sunday, March 29, 2009 9:43 PM
Subject: ***SPAM***Re: FormContactus timing advance
So you are saying there is negligible benefit to advancing timing
greater than 25 degrees BTDC below 12,500 pressure altitude and only a
1% advantage above? Where then does the fuel economy and extra hp you
see with your system come from? The hotter spark? I am really trying
to understand all the different systems out there and yours seems to be
the easiest to install, and I like the mag back-up. But the others all
claim to get their advantage from timing advance along with hotter
spark. I'll be frank, I am torn between your system and Electroair. I
would use a single mag and the Electroair system. Sell me on yours.
Thanks!!
Dave
----- Original Message -----
Sent: Friday, March 27, 2009 7:18 AM
Subject: Re: FormContactus timing advance
Hello Dave,
The G3i system dose not have a timing advance built in. A timing
control module can be added which will give you a adjustable timing
window of 15 degrees from base timing angle. We found in flight
testing/research working with different timing angles, the benefits of
economy and performance of running more than a couple of degrees higher
than the stock manufacture timing setting were not all that beneficial
below 12K. And less than 1% @ altitudes above 12,500ft and less than
60% power. All performance and economy specs.show are @ the stock engine
manufacturer timing angle.
Sincerely,
Thomas Shpakow
----- Original Message -----
Sent: Thursday, March 26, 2009 11:29 PM
Subject: ***SPAM***Re: FormContactus
Does your system advance timing?
Dave
----- Original Message -----
Sent: Thursday, March 26, 2009 9:45 AM
Subject: Re: FormContactus
Hello Dave,
Well, there is really no comparison, Slick/Unison LASAR would be
the closest since it still has the mag redundancy. There are many
benefits to electronic ignitions systems out there, however our product
has the best fall back on redundancy available. You don't have to run
half a ignition system to still have mag redunecy. Its doesn't require
back-up batteries to still operate if you lose the aircraft electrical
system, and/or if a sensor or some other electronic ignition component
fails, the G3i system reverts back to the original magnetos to still
continue ignition firing. The G3i system fires both ignition systems
together in perfect sync. which produces engine smoothness and
performance/economy gains. Fuel economy gains are realistically are from
8% to 14%. On static dynamotor test pulls, 2% - 5% has been record in
pounds of thrust @ 100% power. On starting the G3i provides multiple
spark to both L&R ignitions instantly in sync. making starting much
easier. Does not need 3 crankshaft revolutions to see a signal on when
to fire. Installation is straight forward and easily done. Please ck out
our website on the insall manual or give us a call about our product.
We will be in KOSH Airventure booth 1148 this year also.
Thank you for you inquiry.
Sincerely,
Thomas Shpakow
Interfacing Aircraft Magnetos
Electronic Multiple Spark Technology
GENERATION 3 IGNITION
2331 W. Hampden Ave. 130
Englewood, CO. 80110
T 303-781-9449
C 303-906-6846
F 303-806-5120
www.g3ignition.com
mail@g3ignition.com
----- Original Message -----
Sent: Wednesday, March 25, 2009 10:56 PM
Subject: FormContactus
> hearabout: matronics RV-10 list
> question: How does your system compare to LASAR or Electroair
and others?
> I am building an RV-10. I was considering Electroair until I
saw your product.
> Ease of install? Any better performance than others? Thanks.
>
> Dave Leikam
> RV-10
> Submit32: Submit
>
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