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From: Scott E Keighan <scottekeighan@sympatico.ca>
Subject: RE: [LML] Re: E-Mag/P-Mag
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Thank you to everyone whom responded ref the e-mag.  You have been a great =
help.
=20
Scott
=20


To: lml@lancaironline.net
Date: Thu=2C 17 Nov 2011 11:44:03 -0500
From: casey.gary@yahoo.com
Subject: [LML] Re: E-Mag/P-Mag


It all depends on the spark advance schedule built into the units=2C and I =
don't know much about the p-mag.  I'm told that at high altitude cruise (lo=
w manifold pressures) the Lightspeed will advance the spark by at least 7 d=
egrees over the base timing.  That should (will) give a substantial perform=
ance benefit at altitude.  Low-elevation takeoffs won't be any different be=
cause there is no spark advance change over a standard mag.  All I can tell=
 is that my non-turbocharged ES will degrade significantly less than a norm=
al plane as the altitude goes up.  It is very happy above 12=2C000 feet and=
 still has good performance at 17=2C000.  Some say 10 to 20 percent=2C but =
I'm not sure I buy that.  "Up to 10 percent"=2C as the ads say=2C is certai=
nly believable.  If you fly a lot above 12=2C000 feet having a system that =
advances the timing is well worth it=2C in my opinion.  If you routinely fl=
y at 3=2C000 feet throttled back to less than 20 inches manifold pressure y=
ou probably wouldn't be subscribed to the Lancair list :-)


On the other hand=2C I wouldn't go to the trouble for a turbocharged engine=
=2C as the engine will never - or rarely - operate at low manifold pressure=
 for any length of time.  The only operational problem with a mag is potent=
ial cross-firing at high altitude=2C high boost conditions.  So for that re=
ason you might want a distributorless system(Lightspeed=2C e-mag=2C p-mag o=
r whatever)=2C I don't know.


Again=2C the important thing is not so much about how the spark is formed=
=2C but WHEN it fires.  Regarding the question from Scott about efficiency =
or performance - the engine always inhales the same amount of air and fuel=
=2C so the spark advance just increases the power derived - which is the sa=
me as efficiency.  More power on the same fuel.  The difference is greater =
as the engine is run leaner of peak as well as at high altitude.  Both slow=
 the burn rate=2C so more advance is welcome.


These comments apply to any open-loop system.  Adaptive systems=2C such as =
the PRISM=2C are a different story.
Gary Casey


 For those using the p-mag.  Is there any significant increase in fuel effi=
ciency or
increase in performance noticed?
=20
Thanks
Scott Keighan 		 	   		  =

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<body class=3D'hmmessage'><div dir=3D'ltr'>
Thank you to everyone whom responded ref the e-mag.&nbsp=3B You have been a=
 great help.<BR>
&nbsp=3B<BR>
Scott<BR>&nbsp=3B<BR>
<DIV>
<DIV id=3DecxSkyDrivePlaceholder></DIV>
<HR id=3DecxstopSpelling>
To: lml@lancaironline.net<BR>Date: Thu=2C 17 Nov 2011 11:44:03 -0500<BR>Fro=
m: casey.gary@yahoo.com<BR>Subject: [LML] Re: E-Mag/P-Mag<BR><BR>
<DIV style=3D"FONT-SIZE: 12pt=3B COLOR: #000=3B FONT-FAMILY: bookman old st=
yle=2C new york=2C times=2C serif=3B BACKGROUND-COLOR: #fff">
<DIV>It all depends on the spark advance schedule built into the units=2C a=
nd I don't know much about the p-mag. &nbsp=3BI'm told that at high altitud=
e cruise (low manifold pressures) the Lightspeed will advance the spark by =
at least 7 degrees over the base timing. &nbsp=3BThat should (will) give a =
substantial performance benefit at altitude. &nbsp=3BLow-elevation takeoffs=
 won't be any different because there is no spark advance change over a sta=
ndard mag. &nbsp=3BAll I can tell is that my non-turbocharged ES will degra=
de significantly less than a normal plane as the altitude goes up. &nbsp=3B=
It is very happy above 12=2C000 feet and still has good performance at 17=
=2C000. &nbsp=3BSome say 10 to 20 percent=2C but I'm not sure I buy that. &=
nbsp=3B"Up to 10 percent"=2C as the ads say=2C is certainly believable. &nb=
sp=3BIf you fly a lot above 12=2C000 feet having a system that advances the=
 timing is well worth it=2C in my opinion. &nbsp=3BIf you routinely fly at =
3=2C000 feet throttled back to less than 20 inches manifold pressure you pr=
obably wouldn't be subscribed to the Lancair list :-)</DIV>
<DIV><BR></DIV>
<DIV>On the other hand=2C I wouldn't go to the trouble for a turbocharged e=
ngine=2C as the engine will never - or rarely - operate at low manifold pre=
ssure for any length of time. &nbsp=3BThe only operational problem with a m=
ag is potential cross-firing at high altitude=2C high boost conditions. &nb=
sp=3BSo for that reason you might want a distributorless system(Lightspeed=
=2C e-mag=2C p-mag or whatever)=2C I don't know.</DIV>
<DIV><BR></DIV>
<DIV>Again=2C the important thing is not so much about how the spark is for=
med=2C but WHEN it fires. &nbsp=3BRegarding the question from Scott about e=
fficiency or performance - the engine always inhales the same amount of air=
 and fuel=2C so the spark advance just increases the power derived - which =
is the same as efficiency. &nbsp=3BMore power on the same fuel. &nbsp=3BThe=
 difference is greater as the engine is run leaner of peak as well as at hi=
gh altitude. &nbsp=3BBoth slow the burn rate=2C so more advance is welcome.=
</DIV>
<DIV><BR></DIV>
<DIV>These comments apply to any open-loop system. &nbsp=3BAdaptive systems=
=2C such as the PRISM=2C are a different story.</DIV>
<DIV>Gary Casey</DIV>
<DIV><SPAN class=3DecxApple-style-span style=3D"FONT-SIZE: 13px=3B COLOR: r=
gb(69=2C69=2C69)=3B FONT-FAMILY: arial=2C helvetica=2C sans-serif">
<DIV class=3Decxinlinemsgheader><BR></DIV>
<DIV id=3Decxyiv1024262784>
<DIV>
<DIV dir=3Dltr><BR>&nbsp=3BFor those using the p-mag.&nbsp=3B Is there any =
significant increase in fuel efficiency or<BR>increase in performance notic=
ed?<BR>&nbsp=3B<BR>Thanks<BR>Scott Keighan</DIV></DIV></DIV></SPAN></DIV></=
DIV></DIV> 		 	   		  </div></body>
</html>=

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