AOPA Pilot Magazine - November 2010 - 102

FRUGALFLIER
Lean-of-peak operations have typically been limited to fuel-injected engines with precisely matched nozzles. But the electronic ignition with its variable timing allows carbureted engines to get some of the same benefits. I accompanied Regen on a recent flight to document some of the changes. At 7,500 feet msl on a nearly standard-temperature day, Regen ran his engine rich of peak at full power (23 inches manifold pressure and 2,500 rpm), and the airplane was soon traveling 156 KIAS with a fuel flow of 9.4 gph. With one long pull on the mixture knob, Regen watched all four CHTs and EGTs peak and then fall while the engine continued to run smoothly. At its leanest setting before the onset of engine roughness, Regen’s speed had dropped to 136 KIAS and the fuel flow to 7.2 gph. By slightly enriching the mixture, he settled on 140 KIAS at 7.4 gph. Put another way, Regen traded an 11-percent reduction in airspeed for a 20-percent drop in fuel consumption. (CHTs stayed below 400 degrees Fahrenheit while rich of peak and about 70 degrees cooler when lean of peak; EGTs were in the mid-1,300degree range while running rich, and about 1,400 degrees at the lean setting.) “I’ve noticed that the spark plugs are much cleaner,” he said. “The longer-duration spark allows the fuel in the cylinders to burn more completely, so there’s less chance of lead fouling the plugs.” The variable timing that electronic ignitions provide also makes hot starts easier, and promises far greater efficiency at high altitudes where the fixed timing of magnetos becomes a major disadvantage. Also, electronic ignitions are designed to last longer than aircraft engines and shouldn’t require periodic maintenance like magnetos. ElectroAir electronic ignition systems retail for $1,200 for Experimental versions, and prices for Standard-category versions will be about $3,400 after FAA certification, company officials said. ElectroAir has applied for FAA certification to replace one of the two magnetos on Lycoming O-235s, O-290s, O-320s, and O-360s. The company intends to get FAA certification on the Continental O-200 next, and then seek FAA approval for a variety of six-cylinder aircraft engines. For more information visit the website (www.electroair.net). E-mail the author at dave.hirschman@ aopa.org.
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102 • NOVEMBER

2010

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AOPA Pilot Magazine - November 2010

Table of Contents for the Digital Edition of AOPA Pilot Magazine - November 2010