Today's Message Index:
----------------------
1. 01:38 AM - Re: yak 50 with electronic ignition (Richard.Goode)
2. 02:24 AM - Re: yak 50 with electronic ignition (Jan Mevis)
3. 04:48 AM - Snow (Russ)
4. 08:46 AM - BPE Electronic Ignition for M14P/PF (Rhonda Bewley)
5. 10:22 AM - Re: BPE Electronic Ignition for M14P/PF (Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E)
6. 10:42 AM - Re: yak 50 with electronic ignition (Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E)
7. 10:56 AM - Re: BPE Electronic Ignition for M14P/PF (Rhonda Bewley)
8. 11:08 AM - Re: Re: BPE Electronic Ignition for M14P/PF (Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E)
9. 05:22 PM - Re: BPE Electronic Ignition for M14P/PF (csprjm@aol.com)
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| Subject: | Re: yak 50 with electronic ignition |
Hi Jan,
I was really making the point to our friends across the water that it is so
much easier for them to experiment.
I got the plugs accepted quite easily by EASA.but to use the excellent
Barrett pistons requires 350 hours of formal testing on a test-bed-when we
already have 10 aircraft flying well when fitted with them!!
Regards
Richard
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
Im currently in Sri Lanka but this Mail is working,and my local phone is
+94 779 132 160.
----- Original Message -----
From: "Jan Mevis" <jan.mevis@informavia.be>
Sent: Thursday, January 13, 2011 12:23 PM
Subject: RE: Yak-List: yak 50 with electronic ignition
Hello Richard,
I took care to talk about this with the Russian inspector before installing,
and I got his permission to test. They saw NO objection, since I did not
change anything that could jeopardize the airworthiness of the plane. If the
electronics quit, I still have the left mag to land asap. Of course the
electronics depend upon the electrical installation of the aircraft. In the
case of the 50, this system is not heavily loaded. But if necessary, today
there are backup alternator systems that could be employed.
Our main goal (Mark and I) was to prove the feasibility.
Indeed we do not have much freedom in Europe anymore. The results of this
over-regulation (European Community, legions of administration and
regulations guys and girls) are catastrophic. New ideas and concepts (and
not only in aviation) are stopped even before they are tried out. Try to
imagine if there would be any aviation at all, if the Wright brothers and
the other pioneers would have been hindered the way we are today?
Indeed, the people in the USA are fortunate, compared to us. Our own fault
(Europe) because progress and advance does not originate from Europe
anymore. Or very often, a good idea from here has to be developped elsewhere
...
Maybe indeed I will get reprimanded now for having tried out an idea without
the tons of paperwork (and months of negotiation) that normally are
imperative.
But "I'll chew it thru".
All the best,
Jan
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Richard.Goode
Sent: donderdag 13 januari 2011 3:04
Subject: Re: Yak-List: yak 50 with electronic ignition
<richard.goode@russianaeros.com>
The problem for Europeans is certification.Jan Mevis is flying his 50 on the
old Russian registration,which gives a lot of freedom,but some countries
like the UK and Italy will not allow it,and we have no "experimental"
category within which one can try such things.
Sure you can apply for a formal modifiction,and then you have to do the same
test procedure as Lycoming has to for a certificated engine.
You guys in the US do not know how fortunate you are [in this one area at
least!!!].
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
Im currently in Sri Lanka but this Mail is working,and my local phone is
+94 779 132 160.
----- Original Message -----
From: "Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E"
<mark.bitterlich@navy.mil>
Sent: Thursday, January 13, 2011 4:38 AM
Subject: RE: Yak-List: yak 50 with electronic ignition
MALS-14 64E" <mark.bitterlich@navy.mil>
Bill,
I think George Coy indeed has something like that in mind. And indeed there
are several fuel injection projects underway as well, including one in
Russia (see Richard Goode for info). None of them are closed loop that I am
aware of. One of the key requirements for a closed loop system is a valid
oxygen sensor, as you probably know. This is hard to accomplish considering
our exhaust arrangement. However, an ECU open loop design is still very
viable and would make a great project.
I concur that what you are suggesting is a wonderful way to go and is
starting to be realized on experimental (and a few certificated) engines,
the most exotic of which are being used at Reno and especially in the Red
Bull series. With Red Bull funding the whole thing.... which they just put
an end to. :-)
Seriously, anything can be done... it just takes cash. Lots of it.
The big difference between what you are talking about, and what Jan and I
are talking about can be summarized with one (plural) symbol: $$$$$
A very safe and very powerful ignition system, that costs a few hundred
dollars and can be installed by any A&P in about a day or so is what we are
talking about here. Not to be confused with a complete engine and ignition
redesign. It also will not fail like the current coils do in the Russian
mags, and offers a real improvement overall, especially to guys running
M-14's in aerobatic contests, where a failed mag in flight can impact their
routine. This same project can easily be done with a CJ-6 as well using the
Housai engine and mags.
I'm just extremely happy with the success we have had so far. Realize that
I am not an M-14 expert, nor someone with the extensive background and
knowledge such as a person like George Coy represents. I'm just an old race
car builder/driver, with a pretty good knowledge of electronics,
specializing in RF and not ignition systems. However, one day I just put 2
and 2 together and came up with a simple idea. I ran it up the flagpole with
MSD design engineers and they concurred it should work. Jan Mevis
understood the premise and took on the job of installing and testing it...
at his own expense, risking a very valuable engine in the process by the
way. We collaborated in the overall design and went through a lot of teeth
gnashing along the way to come up with a SAFE system, and not just one that
"works".
So far, no one on this list (except for one French fellow :-) have
expressed much of an interest, but that's ok. This project is just an
extension of Dennis's original idea using high quality racing plugs and
wires on the M-14. Took awhile, but eventually people realized how much
improvement they would get and how cheap it was for the quality gained. The
same thing will happen here... it'll just take awhile. I expect the really
serious aerobatic guys will go with it at first, as soon as they are dead
sure it is fully reliable, which is the test that comes next.
Sadly, no one I know is really rushing into the mix for a system like you
are describing. Sure wish they were.
Mark
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of bill wade
Sent: Tuesday, January 11, 2011 7:59 PM
Subject: Re: Yak-List: yak 50 with electronic ignition
Hay guys and gals lets kick it up a notch. Due you think we could leave the
carburetor on an M14 just turn the fuel off to it and use it as a backup and
a place to mount the throttle position unit until were comfy with EFI take a
bunch of lower intake tubes and put electronic fuel injectors in them and
coil over plug ignition with a programmable electronic control unit?
SAWEEEET
Bill Wade
Programmable ECUs
A special category of ECUs are those which are programmable. These units do
not have a fixed behavior, but can be reprogrammed by the user.
Programmable ECUs are required where significant aftermarket modifications
have been made to a vehicle's engine. Examples include adding or changing of
a turbocharger <http://us.mg6.mail.yahoo.com/wiki/Turbocharger> , adding or
changing of an intercooler <http://us.mg6.mail.yahoo.com/wiki/Intercooler> ,
changing of the exhaust system
<http://us.mg6.mail.yahoo.com/wiki/Exhaust_system> , and conversion to run
on alternative fuel <http://us.mg6.mail.yahoo.com/wiki/Alternative_fuel> .
As a consequence of these changes, the old ECU may not provide appropriate
control for the new configuration. In these situations, a programmable ECU
can be wired in. These can be programmed/mapped with a laptop
<http://us.mg6.mail.yahoo.com/wiki/Laptop> connected using a serial or USB
<http://us.mg6.mail.yahoo.com/wiki/USB> cable, while the engine is running.
The programmable ECU may control the amount of fuel to be injected
<http://us.mg6.mail.yahoo.com/wiki/Fuel_injection> into each cylinder. This
varies depending on the engine's RPM and the position of the accelerator
pedal (or the manifold air pressure
<http://us.mg6.mail.yahoo.com/wiki/MAP_sensor> ). The engine tuner can
adjust this by bringing up a spreadsheet
<http://us.mg6.mail.yahoo.com/wiki/Spreadsheet> -like page on the laptop
where each cell represents an intersection between a specific RPM value and
an accelerator pedal position (or the throttle position
<http://us.mg6.mail.yahoo.com/wiki/Throttle_position_sensor> , as it is
called). In this cell a number corresponding to the amount of fuel to be
injected is entered. This spreadsheet is often referred to as a fuel table
or fuel map <http://us.mg6.mail.yahoo.com/wiki/Map_(higher-order_function)>
.
By modifying these values while monitoring the exhausts using a wide band
lambda probe <http://us.mg6.mail.yahoo.com/wiki/Lambda_probe> to see if the
engine runs rich or lean, the tuner can find the optimal amount of fuel to
inject to the engine at every different combination of RPM and throttle
position. This process is often carried out at a dynamometer
<http://us.mg6.mail.yahoo.com/wiki/Dynamometer> , giving the tuner a
controlled environment to work in. An engine dynamometer gives a more
precise calibration for racing applications. Tuners often utilize a chassis
dynamometer for street and other high performance applications.
Other parameters that are often mappable are:
* Ignition: Defines when the spark plug
<http://us.mg6.mail.yahoo.com/wiki/Spark_plug> should fire for a cylinder.
* Rev. limit: Defines the maximum RPM
<http://us.mg6.mail.yahoo.com/wiki/Revolutions_per_minute> that the engine
is allowed to reach. After this fuel and/or ignition is cut. Some vehicles
have a "soft" cut-off before the "hard" cut-off.
* Water temperature correction: Allows for additional fuel to be added when
the engine is cold (choke) or dangerously hot.
* Transient fueling: Tells the ECU to add a specific amount of fuel when
throttle <http://us.mg6.mail.yahoo.com/wiki/Throttle> is applied. The term
is "acceleration enrichment"
* Low fuel pressure modifier: Tells the ECU to increase the injector fire
time to compensate for a loss of fuel pressure.
* Closed loop lambda: Lets the ECU monitor a permanently installed lambda
probe <http://us.mg6.mail.yahoo.com/wiki/Oxygen_sensor> and modify the
fueling to achieve stoichiometric
<http://us.mg6.mail.yahoo.com/wiki/Stoichiometric> (ideal) combustion. On
traditional petrol powered vehicles this air:fuel ratio is 14.7:1.
Some of the more advanced race ECUs include functionality such as launch
control <http://us.mg6.mail.yahoo.com/wiki/Launch_control_(automotive)> ,
limiting the power of the engine in first gear to avoid burnouts. Other
examples of advanced functions are:
* Wastegate control: Sets up the behavior of a turbocharger
<http://us.mg6.mail.yahoo.com/wiki/Turbocharger> 's wastegate
<http://us.mg6.mail.yahoo.com/wiki/Wastegate> , controlling boost
<http://us.mg6.mail.yahoo.com/wiki/Turbocharger#Pressure_increase> .
* Banked injection: Sets up the behavior of double injectors per cylinder,
used to get a finer fuel injection control and atomization over a wide RPM
range.
* Variable cam timing
<http://us.mg6.mail.yahoo.com/wiki/Variable_cam_timing> : Tells the ECU how
to control variable intake and exhaust cams.
* Gear control: Tells the ECU to cut ignition during (sequential gearbox
<http://us.mg6.mail.yahoo.com/wiki/Semi-automatic_transmission> ) upshifts
or blip the throttle during downshifts.
A race ECU is often equipped with a data logger recording all sensors for
later analysis using special software in a PC. This can be useful to track
down engine stalls, misfires or other undesired behaviors during a race by
downloading the log data and looking for anomalies after the event. The data
logger usually has a capacity between 0.5 and 16 megabytes
<http://us.mg6.mail.yahoo.com/wiki/Megabytes> .
In order to communicate with the driver, a race ECU can often be connected
to a "data stack", which is a simple dash board presenting the driver with
the current RPM, speed and other basic engine data. These race stacks, which
are almost always digital, talk to the ECU using one of several proprietary
protocols running over RS232 <http://us.mg6.mail.yahoo.com/wiki/RS232> or
CANbus <http://us.mg6.mail.yahoo.com/wiki/CANbus> , connecting to the DLC
connector (Data Link Connector) usually located on the underside of the
dash, inline with the steering wheel
________________________________
From: Didier Blouzard <didier.blouzard@gmail.com>
Sent: Tue, January 11, 2011 4:51:49 PM
Subject: Re: Yak-List: yak 50 with electronic ignition
Hi George, Hi Jan,
BRAVO and congratulation Jan and thanks to you and Mark. This sounds really
promissing and I must say that with all that mind power I am not any more
worried about the future of our planes and motors.
Reading your mail Mark it is a pitty that nobody wanted to test your mag. I
would love to test it on my M14P with certainly the help of Jan (Jan???) to
set it up.
Do you think it could be of any use???
If yes then I would be very enthousiastic about that testing...
best regards from Paris - France (1h from NAMUR!!!)
Didier
2011/1/11 George Coy <george.coy@gmail.com>
It sounds interesting. We developed an electronic mag several years ago and
are waiting for someone to do the test flying. It worked well on the test
stand. They claimed easier starts, much more stable operations. We gave it
to an individual for flight test and they never installed it. We finally got
it back.
It is basically the same thing as you describe. We took a regular
mag, had a reluctor wheel machined to replace the cam and used a Toyota
magnetic pick up. It then uses the standard GM ignition module and a Toyota
coil is installed in the base of the magneto case. It uses the regular rotor
and cap. The result is a 12 volt electronic magneto that is a drop in
replacement for the M9 magneto.
It sounds like you have a multiple coil system and it could
benefit from the reluctor wheel and magnetic pick up. Contact me off list
and I can supply the parts to replace the cam and points.
We are also developing a true electronic system with multiple
coils and a micro processor to do the timing. The hardware is done and the
software is now being tested. It has been a slow process and has to fit in
the available time. It has the advantage in that it allows different timing
depending on multiple variables. (RPM, temperature, fuel octane, manifold
pressure etc.). It is also a step to an electronic fuel injection system.
George Coy
Motorstar NA
714 Airport Rd.
Swanton VT 05488
802-868-5633 off
802-363-5782 cell
george.coy@gmail.com
SKYPE george.coy
motorstarna.com <http://motorstarna.com/>
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Jan Mevis
Sent: Tuesday, January 11, 2011 6:55 AM
Subject: Yak-List: yak 50 with electronic ignition
Hi all,
Yesterday I did a first succesful test flight with an electronic ignition
system on my Yak 50 (with M14R engine, 29 hours since new).
The idea and concept belongs to Mark Bitterlich, who also helped me thru a
lot of technical details. Thanks, Mark! I am indebted to you!
I have replace the coil and the high tension lead from the right mag with a
multiple spark, capacitive discharge system. The original points and also
the distributor from the mag are left in place.
First results are very promising. Theres a noticeable difference in RPM
between the left mag (unmodified, only 20 hours since new) and the
electronics on the right. Particularly at low RPM and with a still cold
engine, the difference is obvious: the electronics delivers a series of very
hot sparks per cylinder. That is, multiple sparks per time.
Of course much more test results are necessary in order to prove the
reliability of the system, but after several ground runs since weeks and now
finally a first test flight, I am rather confident.
Originally I also thought about replacing the coil on the left mag, but for
safety reasons (general power failure) Mark and I decided not doing this and
leaving the left mag unaltered. Although it should be possible when
installing an independent backup alternator system.
Furthermore the extra performance gain with a second electronic system would
probably be very marginal.
It is also obvious that this electronic system necessitated the plug wiring
kit from Dennis Savarese. It is out of the question using a > 45000 volt
system on the Russian solid core plug wires.
One of the main goals was to find out if theres a workable alternative for
the mag coils. This has been proven.
BR,
Jan Mevis
YK50 RA2005K
YK52 RA1453K
http://www.matronics.com/Navigator?Yak-List
http://forums.matronics.com <http://forums.matronics.com/>
http://www.matronics.com/contribution
et="_blank">http://www.matronics.com/Navigator?Yak-List
tp://forums.matronics.com _blank">http://www.matronics.com/contribution
--
Didier BLOUZARD
didier.blouzard@gmail.com
0624243672
http://www.matronics.com/contributio============
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| Subject: | yak 50 with electronic ignition |
Of course, I understood very well what you ment!
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of Richard.Goode
Sent: donderdag 13 januari 2011 10:42
Subject: Re: Yak-List: yak 50 with electronic ignition
Hi Jan,
I was really making the point to our friends across the water that it is so
much easier for them to experiment.
I got the plugs accepted quite easily by EASA.but to use the excellent
Barrett pistons requires 350 hours of formal testing on a test-bed-when we
already have 10 aircraft flying well when fitted with them!!
Regards
Richard
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
Im currently in Sri Lanka but this Mail is working,and my local phone is
+94 779 132 160.
----- Original Message -----
From: "Jan Mevis" <jan.mevis@informavia.be>
Sent: Thursday, January 13, 2011 12:23 PM
Subject: RE: Yak-List: yak 50 with electronic ignition
Hello Richard,
I took care to talk about this with the Russian inspector before installing,
and I got his permission to test. They saw NO objection, since I did not
change anything that could jeopardize the airworthiness of the plane. If the
electronics quit, I still have the left mag to land asap. Of course the
electronics depend upon the electrical installation of the aircraft. In the
case of the 50, this system is not heavily loaded. But if necessary, today
there are backup alternator systems that could be employed.
Our main goal (Mark and I) was to prove the feasibility.
Indeed we do not have much freedom in Europe anymore. The results of this
over-regulation (European Community, legions of administration and
regulations guys and girls) are catastrophic. New ideas and concepts (and
not only in aviation) are stopped even before they are tried out. Try to
imagine if there would be any aviation at all, if the Wright brothers and
the other pioneers would have been hindered the way we are today?
Indeed, the people in the USA are fortunate, compared to us. Our own fault
(Europe) because progress and advance does not originate from Europe
anymore. Or very often, a good idea from here has to be developped elsewhere
...
Maybe indeed I will get reprimanded now for having tried out an idea without
the tons of paperwork (and months of negotiation) that normally are
imperative.
But "I'll chew it thru".
All the best,
Jan
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Richard.Goode
Sent: donderdag 13 januari 2011 3:04
Subject: Re: Yak-List: yak 50 with electronic ignition
<richard.goode@russianaeros.com>
The problem for Europeans is certification.Jan Mevis is flying his 50 on the
old Russian registration,which gives a lot of freedom,but some countries
like the UK and Italy will not allow it,and we have no "experimental"
category within which one can try such things.
Sure you can apply for a formal modifiction,and then you have to do the same
test procedure as Lycoming has to for a certificated engine.
You guys in the US do not know how fortunate you are [in this one area at
least!!!].
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
Im currently in Sri Lanka but this Mail is working,and my local phone is
+94 779 132 160.
----- Original Message -----
From: "Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E"
<mark.bitterlich@navy.mil>
Sent: Thursday, January 13, 2011 4:38 AM
Subject: RE: Yak-List: yak 50 with electronic ignition
MALS-14 64E" <mark.bitterlich@navy.mil>
Bill,
I think George Coy indeed has something like that in mind. And indeed there
are several fuel injection projects underway as well, including one in
Russia (see Richard Goode for info). None of them are closed loop that I am
aware of. One of the key requirements for a closed loop system is a valid
oxygen sensor, as you probably know. This is hard to accomplish considering
our exhaust arrangement. However, an ECU open loop design is still very
viable and would make a great project.
I concur that what you are suggesting is a wonderful way to go and is
starting to be realized on experimental (and a few certificated) engines,
the most exotic of which are being used at Reno and especially in the Red
Bull series. With Red Bull funding the whole thing.... which they just put
an end to. :-)
Seriously, anything can be done... it just takes cash. Lots of it.
The big difference between what you are talking about, and what Jan and I
are talking about can be summarized with one (plural) symbol: $$$$$
A very safe and very powerful ignition system, that costs a few hundred
dollars and can be installed by any A&P in about a day or so is what we are
talking about here. Not to be confused with a complete engine and ignition
redesign. It also will not fail like the current coils do in the Russian
mags, and offers a real improvement overall, especially to guys running
M-14's in aerobatic contests, where a failed mag in flight can impact their
routine. This same project can easily be done with a CJ-6 as well using the
Housai engine and mags.
I'm just extremely happy with the success we have had so far. Realize that
I am not an M-14 expert, nor someone with the extensive background and
knowledge such as a person like George Coy represents. I'm just an old race
car builder/driver, with a pretty good knowledge of electronics,
specializing in RF and not ignition systems. However, one day I just put 2
and 2 together and came up with a simple idea. I ran it up the flagpole with
MSD design engineers and they concurred it should work. Jan Mevis
understood the premise and took on the job of installing and testing it...
at his own expense, risking a very valuable engine in the process by the
way. We collaborated in the overall design and went through a lot of teeth
gnashing along the way to come up with a SAFE system, and not just one that
"works".
So far, no one on this list (except for one French fellow :-) have
expressed much of an interest, but that's ok. This project is just an
extension of Dennis's original idea using high quality racing plugs and
wires on the M-14. Took awhile, but eventually people realized how much
improvement they would get and how cheap it was for the quality gained. The
same thing will happen here... it'll just take awhile. I expect the really
serious aerobatic guys will go with it at first, as soon as they are dead
sure it is fully reliable, which is the test that comes next.
Sadly, no one I know is really rushing into the mix for a system like you
are describing. Sure wish they were.
Mark
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of bill wade
Sent: Tuesday, January 11, 2011 7:59 PM
Subject: Re: Yak-List: yak 50 with electronic ignition
Hay guys and gals lets kick it up a notch. Due you think we could leave the
carburetor on an M14 just turn the fuel off to it and use it as a backup and
a place to mount the throttle position unit until were comfy with EFI take a
bunch of lower intake tubes and put electronic fuel injectors in them and
coil over plug ignition with a programmable electronic control unit?
SAWEEEET
Bill Wade
Programmable ECUs
A special category of ECUs are those which are programmable. These units do
not have a fixed behavior, but can be reprogrammed by the user.
Programmable ECUs are required where significant aftermarket modifications
have been made to a vehicle's engine. Examples include adding or changing of
a turbocharger <http://us.mg6.mail.yahoo.com/wiki/Turbocharger> , adding or
changing of an intercooler <http://us.mg6.mail.yahoo.com/wiki/Intercooler> ,
changing of the exhaust system
<http://us.mg6.mail.yahoo.com/wiki/Exhaust_system> , and conversion to run
on alternative fuel <http://us.mg6.mail.yahoo.com/wiki/Alternative_fuel> .
As a consequence of these changes, the old ECU may not provide appropriate
control for the new configuration. In these situations, a programmable ECU
can be wired in. These can be programmed/mapped with a laptop
<http://us.mg6.mail.yahoo.com/wiki/Laptop> connected using a serial or USB
<http://us.mg6.mail.yahoo.com/wiki/USB> cable, while the engine is running.
The programmable ECU may control the amount of fuel to be injected
<http://us.mg6.mail.yahoo.com/wiki/Fuel_injection> into each cylinder. This
varies depending on the engine's RPM and the position of the accelerator
pedal (or the manifold air pressure
<http://us.mg6.mail.yahoo.com/wiki/MAP_sensor> ). The engine tuner can
adjust this by bringing up a spreadsheet
<http://us.mg6.mail.yahoo.com/wiki/Spreadsheet> -like page on the laptop
where each cell represents an intersection between a specific RPM value and
an accelerator pedal position (or the throttle position
<http://us.mg6.mail.yahoo.com/wiki/Throttle_position_sensor> , as it is
called). In this cell a number corresponding to the amount of fuel to be
injected is entered. This spreadsheet is often referred to as a fuel table
or fuel map <http://us.mg6.mail.yahoo.com/wiki/Map_(higher-order_function)>
.
By modifying these values while monitoring the exhausts using a wide band
lambda probe <http://us.mg6.mail.yahoo.com/wiki/Lambda_probe> to see if the
engine runs rich or lean, the tuner can find the optimal amount of fuel to
inject to the engine at every different combination of RPM and throttle
position. This process is often carried out at a dynamometer
<http://us.mg6.mail.yahoo.com/wiki/Dynamometer> , giving the tuner a
controlled environment to work in. An engine dynamometer gives a more
precise calibration for racing applications. Tuners often utilize a chassis
dynamometer for street and other high performance applications.
Other parameters that are often mappable are:
* Ignition: Defines when the spark plug
<http://us.mg6.mail.yahoo.com/wiki/Spark_plug> should fire for a cylinder.
* Rev. limit: Defines the maximum RPM
<http://us.mg6.mail.yahoo.com/wiki/Revolutions_per_minute> that the engine
is allowed to reach. After this fuel and/or ignition is cut. Some vehicles
have a "soft" cut-off before the "hard" cut-off.
* Water temperature correction: Allows for additional fuel to be added when
the engine is cold (choke) or dangerously hot.
* Transient fueling: Tells the ECU to add a specific amount of fuel when
throttle <http://us.mg6.mail.yahoo.com/wiki/Throttle> is applied. The term
is "acceleration enrichment"
* Low fuel pressure modifier: Tells the ECU to increase the injector fire
time to compensate for a loss of fuel pressure.
* Closed loop lambda: Lets the ECU monitor a permanently installed lambda
probe <http://us.mg6.mail.yahoo.com/wiki/Oxygen_sensor> and modify the
fueling to achieve stoichiometric
<http://us.mg6.mail.yahoo.com/wiki/Stoichiometric> (ideal) combustion. On
traditional petrol powered vehicles this air:fuel ratio is 14.7:1.
Some of the more advanced race ECUs include functionality such as launch
control <http://us.mg6.mail.yahoo.com/wiki/Launch_control_(automotive)> ,
limiting the power of the engine in first gear to avoid burnouts. Other
examples of advanced functions are:
* Wastegate control: Sets up the behavior of a turbocharger
<http://us.mg6.mail.yahoo.com/wiki/Turbocharger> 's wastegate
<http://us.mg6.mail.yahoo.com/wiki/Wastegate> , controlling boost
<http://us.mg6.mail.yahoo.com/wiki/Turbocharger#Pressure_increase> .
* Banked injection: Sets up the behavior of double injectors per cylinder,
used to get a finer fuel injection control and atomization over a wide RPM
range.
* Variable cam timing
<http://us.mg6.mail.yahoo.com/wiki/Variable_cam_timing> : Tells the ECU how
to control variable intake and exhaust cams.
* Gear control: Tells the ECU to cut ignition during (sequential gearbox
<http://us.mg6.mail.yahoo.com/wiki/Semi-automatic_transmission> ) upshifts
or blip the throttle during downshifts.
A race ECU is often equipped with a data logger recording all sensors for
later analysis using special software in a PC. This can be useful to track
down engine stalls, misfires or other undesired behaviors during a race by
downloading the log data and looking for anomalies after the event. The data
logger usually has a capacity between 0.5 and 16 megabytes
<http://us.mg6.mail.yahoo.com/wiki/Megabytes> .
In order to communicate with the driver, a race ECU can often be connected
to a "data stack", which is a simple dash board presenting the driver with
the current RPM, speed and other basic engine data. These race stacks, which
are almost always digital, talk to the ECU using one of several proprietary
protocols running over RS232 <http://us.mg6.mail.yahoo.com/wiki/RS232> or
CANbus <http://us.mg6.mail.yahoo.com/wiki/CANbus> , connecting to the DLC
connector (Data Link Connector) usually located on the underside of the
dash, inline with the steering wheel
________________________________
From: Didier Blouzard <didier.blouzard@gmail.com>
Sent: Tue, January 11, 2011 4:51:49 PM
Subject: Re: Yak-List: yak 50 with electronic ignition
Hi George, Hi Jan,
BRAVO and congratulation Jan and thanks to you and Mark. This sounds really
promissing and I must say that with all that mind power I am not any more
worried about the future of our planes and motors.
Reading your mail Mark it is a pitty that nobody wanted to test your mag. I
would love to test it on my M14P with certainly the help of Jan (Jan???) to
set it up.
Do you think it could be of any use???
If yes then I would be very enthousiastic about that testing...
best regards from Paris - France (1h from NAMUR!!!)
Didier
2011/1/11 George Coy <george.coy@gmail.com>
It sounds interesting. We developed an electronic mag several years ago and
are waiting for someone to do the test flying. It worked well on the test
stand. They claimed easier starts, much more stable operations. We gave it
to an individual for flight test and they never installed it. We finally got
it back.
It is basically the same thing as you describe. We took a regular
mag, had a reluctor wheel machined to replace the cam and used a Toyota
magnetic pick up. It then uses the standard GM ignition module and a Toyota
coil is installed in the base of the magneto case. It uses the regular rotor
and cap. The result is a 12 volt electronic magneto that is a drop in
replacement for the M9 magneto.
It sounds like you have a multiple coil system and it could
benefit from the reluctor wheel and magnetic pick up. Contact me off list
and I can supply the parts to replace the cam and points.
We are also developing a true electronic system with multiple
coils and a micro processor to do the timing. The hardware is done and the
software is now being tested. It has been a slow process and has to fit in
the available time. It has the advantage in that it allows different timing
depending on multiple variables. (RPM, temperature, fuel octane, manifold
pressure etc.). It is also a step to an electronic fuel injection system.
George Coy
Motorstar NA
714 Airport Rd.
Swanton VT 05488
802-868-5633 off
802-363-5782 cell
george.coy@gmail.com
SKYPE george.coy
motorstarna.com <http://motorstarna.com/>
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Jan Mevis
Sent: Tuesday, January 11, 2011 6:55 AM
Subject: Yak-List: yak 50 with electronic ignition
Hi all,
Yesterday I did a first succesful test flight with an electronic ignition
system on my Yak 50 (with M14R engine, 29 hours since new).
The idea and concept belongs to Mark Bitterlich, who also helped me thru a
lot of technical details. Thanks, Mark! I am indebted to you!
I have replace the coil and the high tension lead from the right mag with a
multiple spark, capacitive discharge system. The original points and also
the distributor from the mag are left in place.
First results are very promising. Theres a noticeable difference in RPM
between the left mag (unmodified, only 20 hours since new) and the
electronics on the right. Particularly at low RPM and with a still cold
engine, the difference is obvious: the electronics delivers a series of very
hot sparks per cylinder. That is, multiple sparks per time.
Of course much more test results are necessary in order to prove the
reliability of the system, but after several ground runs since weeks and now
finally a first test flight, I am rather confident.
Originally I also thought about replacing the coil on the left mag, but for
safety reasons (general power failure) Mark and I decided not doing this and
leaving the left mag unaltered. Although it should be possible when
installing an independent backup alternator system.
Furthermore the extra performance gain with a second electronic system would
probably be very marginal.
It is also obvious that this electronic system necessitated the plug wiring
kit from Dennis Savarese. It is out of the question using a > 45000 volt
system on the Russian solid core plug wires.
One of the main goals was to find out if theres a workable alternative for
the mag coils. This has been proven.
BR,
Jan Mevis
YK50 RA2005K
YK52 RA1453K
http://www.matronics.com/Navigator?Yak-List
http://forums.matronics.com <http://forums.matronics.com/>
http://www.matronics.com/contribution
et="_blank">http://www.matronics.com/Navigator?Yak-List
tp://forums.matronics.com _blank">http://www.matronics.com/contribution
--
Didier BLOUZARD
didier.blouzard@gmail.com
0624243672
http://www.matronics.com/contributio============
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Dear Mr. PITA,
As one of many that choose to live where the seasons have distinct character
(cold, cool, warm, hot & Repeat) and where there is great opportunities to
enjoy frozen precipitation with various winter sports, we pity your (&
Pappy's) inability to thicken your blood enough to enjoy it with us, but
then when you get as OLD as you are, some of us wonder how you get up in the
morning (& I mean that in all its possible connotations). :-) (Just kidding
Craig etla)
Russ 'Mr. Russ'
Adaptive ski instructor
South East Wisconsin Adaptive Ski Program (SEWASP)
Blind Outdoor Leadership Development (BOLD)
Message 4
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| Subject: | BPE Electronic Ignition for M14P/PF |
BPE is currently testing an DUAL electronic ignition that will be
available once the testing is complete. All tests are being conducted
on the bench and in BPE's M14 test cell on an engine in accordance with
FAR airworthiness standards. A brief description of the system is
below:
Coil I is located near the plug (18 small coils) and drives from the
original pads on the M14 engines. The system uses ZERO parts from the
Russian magnetos and uses 14mm sparkplugs, operating between 9 to 28
Vdc. The system is Hall effect triggered and employs 7 mm high tension
wires, with Mil-spec wiring and connectors. The system is approximately
7 lbs. lighter than the magnetos. The system is programmed for a modest
advance in ignition timing when the engine is in the proper cruise power
range for fuel economy. It also features a built in retard for
starting, making the centrifigal advance or starting vibrator obsolete.
The system can be installed in the field and comes with all hardware,
grommets, wiring harness, both timers and installation instructions.
The system is built from state of the art electronics with architecture
built in for EFI at a later date. The system set up timing is done with
a standard aircraft magneto timing light, and each timers contains a
built in power source to eliminate dependence on external power once the
engine is started.
We hope to have the system on display at Sun-n-Fun at the end of March.
However, we do not expect the testing to be completed before June 2011.
Rhonda Barrett-Bewley
Barrett Precision Engines, Inc.
2870-B N. Sheridan Rd.
Tulsa, OK 74115
(918) 835-1089 phone
(918) 835-1754 fax
www.barrettprecisionengines.com
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| Subject: | BPE Electronic Ignition for M14P/PF |
Sounds way cool!
How much do you anticipate charging for this system?
Mark Bitterlich
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of Rhonda Bewley
Sent: Thursday, January 13, 2011 11:49 AM
Subject: Yak-List: BPE Electronic Ignition for M14P/PF
BPE is currently testing an DUAL electronic ignition that will be available once
the testing is complete. All tests are being conducted on the bench and in
BPE's M14 test cell on an engine in accordance with FAR airworthiness standards.
A brief description of the system is below:
Coil I is located near the plug (18 small coils) and drives from the original
pads on the M14 engines. The system uses ZERO parts from the Russian magnetos
and uses 14mm sparkplugs, operating between 9 to 28 Vdc. The system is Hall
effect triggered and employs 7 mm high tension wires, with Mil-spec wiring and
connectors. The system is approximately 7 lbs. lighter than the magnetos. The
system is programmed for a modest advance in ignition timing when the engine
is in the proper cruise power range for fuel economy. It also features a built
in retard for starting, making the centrifigal advance or starting vibrator
obsolete. The system can be installed in the field and comes with all hardware,
grommets, wiring harness, both timers and installation instructions. The
system is built from state of the art electronics with architecture built in
for EFI at a later date. The system set up timing is done with a standard aircraft
magneto timing light, and each timers contains
a built in power source to eliminate dependence on external power once the engine
is started.
We hope to have the system on display at Sun-n-Fun at the end of March. However,
we do not expect the testing to be completed before June 2011.
Rhonda Barrett-Bewley
Barrett Precision Engines, Inc.
2870-B N. Sheridan Rd.
Tulsa, OK 74115
(918) 835-1089 phone
(918) 835-1754 fax
www.barrettprecisionengines.com
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| Subject: | yak 50 with electronic ignition |
You're right. We are very lucky.
Mark
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of Richard.Goode
Sent: Wednesday, January 12, 2011 9:04 PM
Subject: Re: Yak-List: yak 50 with electronic ignition
The problem for Europeans is certification.Jan Mevis is flying his 50 on the
old Russian registration,which gives a lot of freedom,but some countries
like the UK and Italy will not allow it,and we have no "experimental"
category within which one can try such things.
Sure you can apply for a formal modifiction,and then you have to do the same
test procedure as Lycoming has to for a certificated engine.
You guys in the US do not know how fortunate you are [in this one area at
least!!!].
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
Im currently in Sri Lanka but this Mail is working,and my local phone is
+94 779 132 160.
----- Original Message -----
From: "Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E"
<mark.bitterlich@navy.mil>
Sent: Thursday, January 13, 2011 4:38 AM
Subject: RE: Yak-List: yak 50 with electronic ignition
MALS-14 64E" <mark.bitterlich@navy.mil>
Bill,
I think George Coy indeed has something like that in mind. And indeed there
are several fuel injection projects underway as well, including one in
Russia (see Richard Goode for info). None of them are closed loop that I am
aware of. One of the key requirements for a closed loop system is a valid
oxygen sensor, as you probably know. This is hard to accomplish considering
our exhaust arrangement. However, an ECU open loop design is still very
viable and would make a great project.
I concur that what you are suggesting is a wonderful way to go and is
starting to be realized on experimental (and a few certificated) engines,
the most exotic of which are being used at Reno and especially in the Red
Bull series. With Red Bull funding the whole thing.... which they just put
an end to. :-)
Seriously, anything can be done... it just takes cash. Lots of it.
The big difference between what you are talking about, and what Jan and I
are talking about can be summarized with one (plural) symbol: $$$$$
A very safe and very powerful ignition system, that costs a few hundred
dollars and can be installed by any A&P in about a day or so is what we are
talking about here. Not to be confused with a complete engine and ignition
redesign. It also will not fail like the current coils do in the Russian
mags, and offers a real improvement overall, especially to guys running
M-14's in aerobatic contests, where a failed mag in flight can impact their
routine. This same project can easily be done with a CJ-6 as well using the
Housai engine and mags.
I'm just extremely happy with the success we have had so far. Realize that
I am not an M-14 expert, nor someone with the extensive background and
knowledge such as a person like George Coy represents. I'm just an old race
car builder/driver, with a pretty good knowledge of electronics,
specializing in RF and not ignition systems. However, one day I just put 2
and 2 together and came up with a simple idea. I ran it up the flagpole with
MSD design engineers and they concurred it should work. Jan Mevis
understood the premise and took on the job of installing and testing it...
at his own expense, risking a very valuable engine in the process by the
way. We collaborated in the overall design and went through a lot of teeth
gnashing along the way to come up with a SAFE system, and not just one that
"works".
So far, no one on this list (except for one French fellow :-) have
expressed much of an interest, but that's ok. This project is just an
extension of Dennis's original idea using high quality racing plugs and
wires on the M-14. Took awhile, but eventually people realized how much
improvement they would get and how cheap it was for the quality gained. The
same thing will happen here... it'll just take awhile. I expect the really
serious aerobatic guys will go with it at first, as soon as they are dead
sure it is fully reliable, which is the test that comes next.
Sadly, no one I know is really rushing into the mix for a system like you
are describing. Sure wish they were.
Mark
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of bill wade
Sent: Tuesday, January 11, 2011 7:59 PM
Subject: Re: Yak-List: yak 50 with electronic ignition
Hay guys and gals lets kick it up a notch. Due you think we could leave the
carburetor on an M14 just turn the fuel off to it and use it as a backup and
a place to mount the throttle position unit until were comfy with EFI take a
bunch of lower intake tubes and put electronic fuel injectors in them and
coil over plug ignition with a programmable electronic control unit?
SAWEEEET
Bill Wade
Programmable ECUs
A special category of ECUs are those which are programmable. These units do
not have a fixed behavior, but can be reprogrammed by the user.
Programmable ECUs are required where significant aftermarket modifications
have been made to a vehicle's engine. Examples include adding or changing of
a turbocharger <http://us.mg6.mail.yahoo.com/wiki/Turbocharger> , adding or
changing of an intercooler <http://us.mg6.mail.yahoo.com/wiki/Intercooler> ,
changing of the exhaust system
<http://us.mg6.mail.yahoo.com/wiki/Exhaust_system> , and conversion to run
on alternative fuel <http://us.mg6.mail.yahoo.com/wiki/Alternative_fuel> .
As a consequence of these changes, the old ECU may not provide appropriate
control for the new configuration. In these situations, a programmable ECU
can be wired in. These can be programmed/mapped with a laptop
<http://us.mg6.mail.yahoo.com/wiki/Laptop> connected using a serial or USB
<http://us.mg6.mail.yahoo.com/wiki/USB> cable, while the engine is running.
The programmable ECU may control the amount of fuel to be injected
<http://us.mg6.mail.yahoo.com/wiki/Fuel_injection> into each cylinder. This
varies depending on the engine's RPM and the position of the accelerator
pedal (or the manifold air pressure
<http://us.mg6.mail.yahoo.com/wiki/MAP_sensor> ). The engine tuner can
adjust this by bringing up a spreadsheet
<http://us.mg6.mail.yahoo.com/wiki/Spreadsheet> -like page on the laptop
where each cell represents an intersection between a specific RPM value and
an accelerator pedal position (or the throttle position
<http://us.mg6.mail.yahoo.com/wiki/Throttle_position_sensor> , as it is
called). In this cell a number corresponding to the amount of fuel to be
injected is entered. This spreadsheet is often referred to as a fuel table
or fuel map <http://us.mg6.mail.yahoo.com/wiki/Map_(higher-order_function)>
.
By modifying these values while monitoring the exhausts using a wide band
lambda probe <http://us.mg6.mail.yahoo.com/wiki/Lambda_probe> to see if the
engine runs rich or lean, the tuner can find the optimal amount of fuel to
inject to the engine at every different combination of RPM and throttle
position. This process is often carried out at a dynamometer
<http://us.mg6.mail.yahoo.com/wiki/Dynamometer> , giving the tuner a
controlled environment to work in. An engine dynamometer gives a more
precise calibration for racing applications. Tuners often utilize a chassis
dynamometer for street and other high performance applications.
Other parameters that are often mappable are:
* Ignition: Defines when the spark plug
<http://us.mg6.mail.yahoo.com/wiki/Spark_plug> should fire for a cylinder.
* Rev. limit: Defines the maximum RPM
<http://us.mg6.mail.yahoo.com/wiki/Revolutions_per_minute> that the engine
is allowed to reach. After this fuel and/or ignition is cut. Some vehicles
have a "soft" cut-off before the "hard" cut-off.
* Water temperature correction: Allows for additional fuel to be added when
the engine is cold (choke) or dangerously hot.
* Transient fueling: Tells the ECU to add a specific amount of fuel when
throttle <http://us.mg6.mail.yahoo.com/wiki/Throttle> is applied. The term
is "acceleration enrichment"
* Low fuel pressure modifier: Tells the ECU to increase the injector fire
time to compensate for a loss of fuel pressure.
* Closed loop lambda: Lets the ECU monitor a permanently installed lambda
probe <http://us.mg6.mail.yahoo.com/wiki/Oxygen_sensor> and modify the
fueling to achieve stoichiometric
<http://us.mg6.mail.yahoo.com/wiki/Stoichiometric> (ideal) combustion. On
traditional petrol powered vehicles this air:fuel ratio is 14.7:1.
Some of the more advanced race ECUs include functionality such as launch
control <http://us.mg6.mail.yahoo.com/wiki/Launch_control_(automotive)> ,
limiting the power of the engine in first gear to avoid burnouts. Other
examples of advanced functions are:
* Wastegate control: Sets up the behavior of a turbocharger
<http://us.mg6.mail.yahoo.com/wiki/Turbocharger> 's wastegate
<http://us.mg6.mail.yahoo.com/wiki/Wastegate> , controlling boost
<http://us.mg6.mail.yahoo.com/wiki/Turbocharger#Pressure_increase> .
* Banked injection: Sets up the behavior of double injectors per cylinder,
used to get a finer fuel injection control and atomization over a wide RPM
range.
* Variable cam timing
<http://us.mg6.mail.yahoo.com/wiki/Variable_cam_timing> : Tells the ECU how
to control variable intake and exhaust cams.
* Gear control: Tells the ECU to cut ignition during (sequential gearbox
<http://us.mg6.mail.yahoo.com/wiki/Semi-automatic_transmission> ) upshifts
or blip the throttle during downshifts.
A race ECU is often equipped with a data logger recording all sensors for
later analysis using special software in a PC. This can be useful to track
down engine stalls, misfires or other undesired behaviors during a race by
downloading the log data and looking for anomalies after the event. The data
logger usually has a capacity between 0.5 and 16 megabytes
<http://us.mg6.mail.yahoo.com/wiki/Megabytes> .
In order to communicate with the driver, a race ECU can often be connected
to a "data stack", which is a simple dash board presenting the driver with
the current RPM, speed and other basic engine data. These race stacks, which
are almost always digital, talk to the ECU using one of several proprietary
protocols running over RS232 <http://us.mg6.mail.yahoo.com/wiki/RS232> or
CANbus <http://us.mg6.mail.yahoo.com/wiki/CANbus> , connecting to the DLC
connector (Data Link Connector) usually located on the underside of the
dash, inline with the steering wheel
________________________________
From: Didier Blouzard <didier.blouzard@gmail.com>
Sent: Tue, January 11, 2011 4:51:49 PM
Subject: Re: Yak-List: yak 50 with electronic ignition
Hi George, Hi Jan,
BRAVO and congratulation Jan and thanks to you and Mark. This sounds really
promissing and I must say that with all that mind power I am not any more
worried about the future of our planes and motors.
Reading your mail Mark it is a pitty that nobody wanted to test your mag. I
would love to test it on my M14P with certainly the help of Jan (Jan???) to
set it up.
Do you think it could be of any use???
If yes then I would be very enthousiastic about that testing...
best regards from Paris - France (1h from NAMUR!!!)
Didier
2011/1/11 George Coy <george.coy@gmail.com>
It sounds interesting. We developed an electronic mag several years ago and
are waiting for someone to do the test flying. It worked well on the test
stand. They claimed easier starts, much more stable operations. We gave it
to an individual for flight test and they never installed it. We finally got
it back.
It is basically the same thing as you describe. We took a regular
mag, had a reluctor wheel machined to replace the cam and used a Toyota
magnetic pick up. It then uses the standard GM ignition module and a Toyota
coil is installed in the base of the magneto case. It uses the regular rotor
and cap. The result is a 12 volt electronic magneto that is a drop in
replacement for the M9 magneto.
It sounds like you have a multiple coil system and it could
benefit from the reluctor wheel and magnetic pick up. Contact me off list
and I can supply the parts to replace the cam and points.
We are also developing a true electronic system with multiple
coils and a micro processor to do the timing. The hardware is done and the
software is now being tested. It has been a slow process and has to fit in
the available time. It has the advantage in that it allows different timing
depending on multiple variables. (RPM, temperature, fuel octane, manifold
pressure etc.). It is also a step to an electronic fuel injection system.
George Coy
Motorstar NA
714 Airport Rd.
Swanton VT 05488
802-868-5633 off
802-363-5782 cell
george.coy@gmail.com
SKYPE george.coy
motorstarna.com <http://motorstarna.com/>
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Jan Mevis
Sent: Tuesday, January 11, 2011 6:55 AM
Subject: Yak-List: yak 50 with electronic ignition
Hi all,
Yesterday I did a first succesful test flight with an electronic ignition
system on my Yak 50 (with M14R engine, 29 hours since new).
The idea and concept belongs to Mark Bitterlich, who also helped me thru a
lot of technical details. Thanks, Mark! I am indebted to you!
I have replace the coil and the high tension lead from the right mag with a
multiple spark, capacitive discharge system. The original points and also
the distributor from the mag are left in place.
First results are very promising. Theres a noticeable difference in RPM
between the left mag (unmodified, only 20 hours since new) and the
electronics on the right. Particularly at low RPM and with a still cold
engine, the difference is obvious: the electronics delivers a series of very
hot sparks per cylinder. That is, multiple sparks per time.
Of course much more test results are necessary in order to prove the
reliability of the system, but after several ground runs since weeks and now
finally a first test flight, I am rather confident.
Originally I also thought about replacing the coil on the left mag, but for
safety reasons (general power failure) Mark and I decided not doing this and
leaving the left mag unaltered. Although it should be possible when
installing an independent backup alternator system.
Furthermore the extra performance gain with a second electronic system would
probably be very marginal.
It is also obvious that this electronic system necessitated the plug wiring
kit from Dennis Savarese. It is out of the question using a > 45000 volt
system on the Russian solid core plug wires.
One of the main goals was to find out if theres a workable alternative for
the mag coils. This has been proven.
BR,
Jan Mevis
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Didier BLOUZARD
didier.blouzard@gmail.com
0624243672
http://www.matronics.com/contributio============
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Message 7
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| Subject: | RE: BPE Electronic Ignition for M14P/PF |
Thanks Mark: It has been a long time in development, and it never goes
as quickly as you would like. I don't have a price point on the system
at this time. I hope to have some better feel for that in the next
couple of months.
Rhonda Barrett-Bewley
Barrett Precision Engines, Inc.
2870-B N. Sheridan Rd.
Tulsa, OK 74115
(918) 835-1089 phone
(918) 835-1754 fax
www.barrettprecisionengines.com
Message 8
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| Subject: | RE: BPE Electronic Ignition for M14P/PF |
Understood. Thanks for your efforts and participation. I am sure that
anything your company gets involved with will result in an amazing
product. Yes, I have met Monty and not only think he is a great person,
but I have a HUGE amount of respect for your whole organization.
Mark Bitterlich
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Rhonda Bewley
Sent: Thursday, January 13, 2011 2:03 PM
Subject: Yak-List: RE: BPE Electronic Ignition for M14P/PF
Thanks Mark: It has been a long time in development, and it never goes
as quickly as you would like. I don't have a price point on the system
at this time. I hope to have some better feel for that in the next
couple of months.
Rhonda Barrett-Bewley
Barrett Precision Engines, Inc.
2870-B N. Sheridan Rd.
Tulsa, OK 74115
(918) 835-1089 phone
(918) 835-1754 fax
www.barrettprecisionengines.com
Message 9
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| Subject: | Re: BPE Electronic Ignition for M14P/PF |
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