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CHTs with electronic ignition

 
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dmasys(at)cox.net
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PostPosted: Thu May 18, 2006 4:34 pm    Post subject: CHTs with electronic ignition Reply with quote
Putting an electronic ignition in seems almost like a no brainer with fuel prices over $5/gal, but one of the potential downsides is higher CHTs (presumably due to more complete combustion). Could those who have flying -10s say whether they are limited in climb out by CHTs hitting high values (and whether they have electronic ignitions)? Am sort of spoiled by my -7A climbing at 2500 fpm with CHTs never higher than about 400, even on 'high, hot' kind of days.

Thanks,
-Dan Masys
Making engine decision...

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recapen(at)earthlink.net
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PostPosted: Thu May 18, 2006 4:52 pm    Post subject: CHTs with electronic ignition Reply with quote
My LASAR on my O360 has a CHT sensor and drops the advance back
automatically.

Ralph
RV6AQB
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johnwcox(at)pacificnw.com
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PostPosted: Thu May 18, 2006 7:14 pm    Post subject: CHTs with electronic ignition Reply with quote
Dan this is an excellent topic and should be followed with widespread
interest. The advantages and the disadvantages should be posted. It is
important for any poster to note whether running two mags, one mag / one
electronic or complete electronic dependence. Those with the BPA
package and the close test results from GAMI should provide an eye
opener.
It will not be a complete discussion until everyone knows the advantages
and risks of LOP and ROP first.

John Cox

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Tdawson(at)avidyne.com
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PostPosted: Thu May 18, 2006 8:00 pm    Post subject: CHTs with electronic ignition Reply with quote
Sounds like a great discussion for an "Engines" email list or Vans Air Force forum thread . . .

TDT
do not archive

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dmasys(at)cox.net
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PostPosted: Fri May 19, 2006 4:44 am    Post subject: CHTs with electronic ignition Reply with quote
---- Tim Dawson-Townsend <Tdawson(at)avidyne.com> wrote:
Quote:

Sounds like a great discussion for an "Engines" email list or Vans Air Force forum thread . . .

TDT

I'd like to get feedback from flying RV-10's as well, since it is as much a question of how good the cooling design is on the -10 as it is a general discussion of engines and ignitions. The general discussion is pretty well covered in online documents from the CAFE foundation (http://cafefoundation.org/v1/aprs/ignition1.pdf ), where in their test platform CHTs went up enough to cause them to have to modify the cowl outlets of their test plane. The AVWEB discussion of the LASAR system ( http://avweb.com/news/reviews/182489-1.html ) notes CHTs about 30 degrees higher than with stock ignition but concludes it isn't a problem if the engine is still in the green.

Some airframes are pretty famous for being tightly cowled and having CHTs as the limiting parameter on hot day climbouts. Some its no biggee. Just would like some anecdotes about the early RV10 experience on this. Not trying to cause ignition of any flame wars (pun intended).

-Dan Masys
#40448 installing wiring

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