Hi Lynn,
Yes, I should have said this applies to essentially stock engines. I have no experience with radical porting or PP engines. The specifics of operating conditions at time of my coil failure were:
stock 1988 13B NA 9.4 CR rotors
cruise flight condition at 7500 ft
5400 rpm
17.5" MP
mixture lean
fuel flow of about 6.5 GPH
EGT went up about 50 - 75 F
This is pretty low power setting, maybe 50% power
Haven't tried disabling coil at max power but I do know you can takeoff and fly with a dead leading ignition without feeling like its way down on power, just feels a bit weaker than normal. A guy in a race car would know that he wouldn't have a chance
at winning tho, so he'd probably pit.
long time Followers of this group probably remember this but if you are using the 2nd gen coils, you MUST change the ballast resistor in the leading coil. It always fails in constant high rpm use.
Still living in FL but spending more time in CO lately. Will probably be at SnF as usual even though i'm winding down the aviation side of RWS for more play time. Still supporting all the equipment in the field.
Tracy
Sent from my iPad
In a message dated 8/1/2013 7:37:44 A.M. Eastern Daylight Time,
rwstracy@gmail.com writes:
FWIW, I and other fliers have experienced loss of leading ignition on both plugs (lead coil failed when using 2nd gen coils) while in-flight. With the lead and trail timing being the same on the EC2/3, you still have 75+% power available.
Main clue is small rpm drop and higher than normal EGT. I didn't know what happened until doing coil test on next preflight.
Tracy
Good news indeed. The racer with tons of overlap drops way down on trailing only. Nearly stock engines would be better in that case.
Tracy, Will you still be doing your seminars at Sun&Fun? Still in Florida?
Hundreds of fans want to know................
Lynn E. Hanover