X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 03 Jun 2008 07:45:33 -0400 Message-ID: X-Original-Return-Path: Received: from sfa.gami.com ([68.89.254.162] verified) by logan.com (CommuniGate Pro SMTP 5.2.3) with ESMTP id 2950379 for lml@lancaironline.net; Mon, 02 Jun 2008 19:11:34 -0400 Received-SPF: none receiver=logan.com; client-ip=68.89.254.162; envelope-from=gwbraly@gami.com Received: from localhost (localhost.localdomain [127.0.0.1]) by sfa.gami.com (Postfix) with ESMTP id 950F629C05E for ; Mon, 2 Jun 2008 18:10:56 -0500 (CDT) Received: from gamimail1.Gami.local (unknown [10.10.10.33]) by sfa.gami.com (Postfix) with ESMTP id 39A1629C073 for ; Mon, 2 Jun 2008 18:10:56 -0500 (CDT) Received: from gamimail1.Gami.local ([10.10.10.33]) by gamimail1.Gami.local ([10.10.10.33]) with mapi; Mon, 2 Jun 2008 18:10:51 -0500 From: George Braly X-Original-To: Lancair Mailing List X-Original-Date: Mon, 2 Jun 2008 18:10:56 -0500 Subject: RE: [LML] Sparking plugs, corrected, expanded Thread-Topic: [LML] Sparking plugs, corrected, expanded Thread-Index: AcjE6ehBxeKHowZUSG+t2ApD1Un4WAAG62Hw X-Original-Message-ID: References: In-Reply-To: Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: X-MS-TNEF-Correlator: acceptlanguage: en-US Content-Type: multipart/alternative; boundary="_000_C273A1B35F3C6748B52EE0CC2FCEE96C6E38E2591Agamimail1Gami_" MIME-Version: 1.0 X-Virus-Scanned: by amavisd-new-2.3.2 (20050629) (Debian) at gami.com --_000_C273A1B35F3C6748B52EE0CC2FCEE96C6E38E2591Agamimail1Gami_ Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable >> ... said that those fellows running full-out at 250 mph TAS or more on= the 1.5 hr race to Oshkosh at 2000' have 2" MAP boost and are running at = or above 100% power the whole way! To his knowledge none of those racing wh= o have LSE EI have had a problem with detonation or pre-ignition.<< Well, if that is the pass-fail criteria - - then I continue to respectfull= y disagree. Those are not necessarily the most adverse conditions. I would prefer to see the numbers - - the data. Regards, George ________________________________ From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Paul= Lipps Sent: Monday, June 02, 2008 2:50 PM To: lml@lancaironline.net Subject: [LML] Sparking plugs, corrected, expanded I spoke with Klaus of LSE about this plug thingy, and he said he did resear= ch on this with instrumented plugs around 1989 which resulted in recommendi= ng Automotive plugs with the right heatrange in place of the Aircraft plugs= he recommended up to then. He specifically protested the use of the Champi= on 386 plugs sold by another vendor in an article in Sport Aviation about = that time. He says that a plug in the proper heat range will have two shade= s of tan on the insulator with the darker side near the electrode. if it is= no change, the heat range is too hot or too cold. Cracked insulators on a = plug is a sign of detonation not temperature. He reminded me that those pla= nes racing at Reno with LSE ignition and recommended automotive plugs have = never had a cylinder go bad, but several planes with aircraft plugs and Mag= netos have. He also said that those fellows running full-out at 250 mph TAS= or more on the 1.5 hr race to Oshkosh at 2000' have 2" MAP boost and are = running at or above 100% power the whole way! To his knowledge none of thos= e racing who have LSE EI have had a problem with detonation or pre-ignition= . However, there is always a way to over- advance the timing, regardless of= the ignition device used. --_000_C273A1B35F3C6748B52EE0CC2FCEE96C6E38E2591Agamimail1Gami_ Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable
 
>>   ... s= aid that=20 those fellows running full-out at 250 mph TAS or more on the 1.5 hr ra= ce to=20 Oshkosh at 2000'  have 2" MAP boost and are running at or above 100% p= ower=20 the whole way! To his knowledge none of those racing who have LSE EI have h= ad a=20 problem with detonation or pre-ignition.<<
 
Well,  if that is the pass-fail criteria - = - then=20 I continue to respectfully disagree.
 
Those are not necessarily the most adverse=20 conditions.
 
I would prefer to see the numbers - - the=20 data.
 
Regards,  George
 = ;
 = ;
 
 
 
 
 
 
 
 
 
 

From: Lancair Mailing List=20 [mailto:lml@lancaironline.net] On Behalf Of Paul Lipps
Sent:=20 Monday, June 02, 2008 2:50 PM
To:=20 lml@lancaironline.net
Subject: [LML] Sparking plugs, corrected,=20 expanded


 
I spoke with Klaus of LSE about this plug thingy,= and he=20 said he did research on this with instrumented plugs around 1989 which=20 resulted in recommending Automotive plugs with the right heatrange in pla= ce of=20 the Aircraft plugs he recommended up to then. He specifically protested t= he=20 use of the Champion 386 plugs sold by another vendor  in an article = in=20 Sport Aviation about that time. He says that a plug in the proper heat ra= nge=20 will have two shades of tan on the insulator with the darker side near th= e=20 electrode. if it is no change, the heat range is too hot or too cold. Cra= cked=20 insulators on a plug is a sign of detonation not temperature. He reminded= me=20 that those planes racing at Reno with LSE ignition and recommended automo= tive=20 plugs have never had a cylinder go bad, but several planes with aircraft = plugs=20 and Magnetos have. He also said that those fellows running full-out at 25= 0 mph=20 TAS or more on the 1.5 hr race to Oshkosh at 2000'  have 2" MAP= =20 boost and are running at or above 100% power the whole way! To his knowle= dge=20 none of those racing who have LSE EI have had a problem with detonation o= r=20 pre-ignition. However, there is always a way to over- advance the timing,= =20 regardless of the ignition device=20 used.

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