Barnstormer wrote:Had I decided to install the optional E-Mag Interactive Control And Display I would have the ability to adjust the maximum advance while in flight as well as get status reporting etc. I chose not to go that route due to the added cost and weight, with the only real benefit (as I saw it) of changing timing at other then full throttle operations.

Yeah that is what I was trying to figure out.

Are these mags adjusting the spark timing based upon the RPM and MAP, to increase efficiency in a clever way?

Or, are they simply providing a more powerful spark and claiming efficiency because you can pull the red knob back a little further than before?

I certainly like the idea. I have emailed the manufacturer to express my interest in buying a non-cert 6-cyl set.

I recently discovered the G3i-SC-E. Works with 1 normal mag and 1 P-mag and syncs both sets of plugs to the P-mag as well as increasing spark duration to 20 deg or so. When turned off or failed, the P-mag and normal mag function as they normally would.

I think it's what I'm going to end up doing... Not 100% decided and I have a little while left to figure it out.

Battson wrote:...Are these mags adjusting the spark timing based upon the RPM and MAP, to increase efficiency in a clever way?

Or, are they simply providing a more powerful spark and claiming efficiency because you can pull the red knob back a little further than before?

I don't know the answer to that. But as soon as OSH is over I'll give em a call.

Sure looks the the six-cylinder version is near release.
http://www.emagair.com/200-series/

CamTom12 wrote:I recently discovered the G3i-SC-E. Works with 1 normal mag and 1 P-mag and syncs both sets of plugs to the P-mag as well as increasing spark duration to 20 deg or so. When turned off or failed, the P-mag and normal mag function as they normally would.

I think it's what I'm going to end up doing... Not 100% decided and I have a little while left to figure it out.

I'll have to read up on that.

Battson wrote:

Barnstormer wrote:Had I decided to install the optional E-Mag Interactive Control And Display I would have the ability to adjust the maximum advance while in flight as well as get status reporting etc. I chose not to go that route due to the added cost and weight, with the only real benefit (as I saw it) of changing timing at other then full throttle operations.

Yeah that is what I was trying to figure out.

Are these mags adjusting the spark timing based upon the RPM and MAP, to increase efficiency in a clever way?

Or, are they simply providing a more powerful spark and claiming efficiency because you can pull the red knob back a little further than before?

I certainly like the idea. I have emailed the manufacturer to express my interest in buying a non-cert 6-cyl set.

Based on the available info, it seems like they are a full RPM/MAP based variable spark electronic ignition contained within a magneto housing.

CamTom12 wrote:
Based on the available info, it seems like they are a full RPM/MAP based variable spark electronic ignition contained within a magneto housing.

This from Brad via email:

Electronic ignition provides two key benefits for engine performance. Much hotter spark (wider plug gaps) and variable timing (typically 20 to 39 degrees depending on RPM and MAP). The net-net is a 10% to 15% improvement of fuel consumption in cruise. There are several other features in our set, but I'll have to defer to a later date.

I am going to put a deposit down, I am pretty sure I want these. Thanks Phil
With that benefit, it pays for itself in 200hrs of flying, less if you aren't replacing existing mags - then it's really a no-brainer

Phil - I would be keen to hear what fuel savings you are actually seeing in the cruise, for the same MAP and RPM settings as you were using before.

CamTom12 wrote:I recently discovered the G3i-SC-E.

Never heard of the G3i system before. Looks pretty awesome. I'll have to do some more looking but I'm thinking my Bearhawk might need one.

Battson wrote:

Zzz wrote:

Battson wrote:He expects their 6 cylinder production run to start in 30-60 days. So they are obviously getting close.

They told me the same thing 7-years ago.

blackrock wrote:They told me the same thing 7-years ago.

This seems to be a recurring message.
In the email I sent this afternoon, I said I'd wait until production started before sending a deposit. I'll stick to my guns, thanks.

Sorry for the thread drift Phil, I should have started a new one.

Yesterday my A&P/IA and I did this year's conditional. Actually used the PA-18's 500 hour checklist, with changes of course for Slats, Roll Spoilers, Disc brakes, etc. No surprises, other then pleasant ones.

Some of you may recall that last year's conditional had No. 1 cylinder compression around 40 something. Which prompted me to purchase a bore scope, identify the problem as carbon/lead build up on the exhaust valve, then go through a bunch of tanks of fuel laced with double doses of Techron, and pulling the rocker arm and smacking the valve with a mallet.

Happy to say yesterday compression test yielded 74/80, 79/80, 79/80, 78/80. Whoo hoo!

Been flying with the PMags for 40 hours now. Automotive Iridium spark plugs looked great. And as an unexpected bonus the engine oil is remarkably cleaner, at 20 hrs it still has the nice amber translucent look of new oil.

EarthX battery is doing fantastic, never a problem.

Well I just can't leave well enough alone apparently. Finally was talked in to upgrading the suspension on the SQ2. Still need to get a Nitrogen bottle/gauge/regulator setup which hopefully I'll do this week sometime. Then replace my AOSS Suspension with this from TK 1 Racing. Time to replace all the landing gear bolts as well. I'll post more next weekend.

Barnstormer wrote:Well I just can't leave well enough alone apparently. Finally was talked in to upgrading the suspension on the SQ2. Still need to get a Nitrogen bottle/gauge/regulator setup which hopefully I'll do this week sometime. Then replace my AOSS Suspension with this from TK 1 Racing. Time to replace all the landing gear bolts as well. I'll post more next weekend.

That looks mighty fancy! Any chance that AOSS gear will be up for sale?

Unsure at this point. Might keep it as a backup for awhile. If not you know I'll post it for sale here.

TradeCraft wrote:

Barnstormer wrote:Well I just can't leave well enough alone apparently. Finally was talked in to upgrading the suspension on the SQ2. Still need to get a Nitrogen bottle/gauge/regulator setup which hopefully I'll do this week sometime. Then replace my AOSS Suspension with this from TK 1 Racing. Time to replace all the landing gear bolts as well. I'll post more next weekend.

That looks mighty fancy! Any chance that AOSS gear will be up for sale?

Barnstormer wrote:Well I just can't leave well enough alone apparently. Finally was talked in to upgrading the suspension on the SQ2. Still need to get a Nitrogen bottle/gauge/regulator setup which hopefully I'll do this week sometime. Then replace my AOSS Suspension with this from TK 1 Racing. Time to replace all the landing gear bolts as well. I'll post more next weekend.

What's the weight difference between that setup and the AOSS or standard bungees/hydrosorbs?

MTV

Don't know about the bungee/hydrasorb weight, but a set of AOSS for 3" extended gear weighs 14lbs 4oz. These weigh a bit over 16lbs for the set. I chose to go with the bigger shocks so if one were to fail the other could support the aircraft during normal operations. I shed 12lbs from the front when I replaced the Odyssey with the EarthX and the Slick Mags with the PMags. Happy to put a little back to get additional suspension travel and improved absorption/rebound.

TK 1 Racing is the company that built the suspension for the Breedon Glacier Cub. This is the same principle but without the suspension travel Glacier Cub has since it is a direct replacement. At the shock it has about 3/4" more travel then the AOSS, so out at the wheel (6" extended gear) maybe another 3"? Math was never my strong suit.

In a true off-airport bird, I think the landing gear is one place where you have to accept a little extra weight.

Battson wrote:In a true off-airport bird, I think the landing gear is one place where you have to accept a little extra weight.

There's sure truth in that. What really spurred me on was flying the Obstacle STOL™ event at the Alliance Airshow. I was able to get the SQ2 over the 25' pylon, down and stopped in just a bit over 200' from the pylon. I know I can do it in probably just a bit over a 100' but even with 3.5 lbs in the 35's the descent rate is high enough to bounce and bounce and bounce a few inches off the ground- no braking while in the air.

I've since translated that into tight off-airport landings and the safety margin would increase (or I'd try riskier spots ) once I can keep the wheels on the ground.

TK 1 is working on a tail spring replacement. Prototype went on Glacier Cub and Bob Breedon loves it. Says you hardly feel anything from the tail going over big rocks.

You're going to really like those....I really like the air shock rebound dampers (I still have bungees, these are additional to them, all in one shock strut) I have on my aftermarket gear on the S-7S. It makes bounced landings a thing of the past, almost. I gained about 8 lbs though....worth it though as Battson mentioned.Everything nice and faired also. The big problem I would have with the gear on the Breeden bird is all that round/unfaired tubing hanging way down below the CG, one reason it has, what, 200+ horsepower? But a small weight gain for better rebound control is worth it, for me anyway.

Installed the new struts today. Didn't get to test fly it though. Was sitting on my mechanics chair with wheels and I guess I leaned back too far. Shot out from under me and I landed on my tail bone, which is apparently connected to me head bone (who knew?) cause I immediately got light headed and flushed. Feel fine now but figured I should hold off on my test flight till tomorrow. Discretion being the better part of valor.

Okay test flew the SQ2 today. This suspension system is awesome! So much softer over big stuff. I did bottom it out dropping it in from 3', so they are sending me the larger shocks to swap out (which I thought we were using from the outset).

Anyway, here is a video from the test flight. FRIGGIN AWESOME MOD.



https://vimeo.com/144569279