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Hi Graham,
Thanks for your comments. Remember that "Lycontinentals" have a
fixed ignition timing position but it is reasonably well optimized for
cruise power settings, of say 2500 rpm or so. The difference between 700
and 2500 rpm is not so great as the difference between idle and cruise on a
Rotax.
I agree it would be wonderful to have electronic ignition and fuel metering
like all modern cars have, but the small volume of production will never
allow them to amortize the R&D costs, so we just keep on like in the
1930's. These days, Lycoming and Continental derive the majority of their
business from remanufacturing engines, or selling a few new ones to owners
who are replacing old engines in certificated aircraft. Those have to be
just like they were, just to meet the regs.
Of course, every now and then a plan hatches for something really new and
better, like the Porsche engine in the Mooney of the late seventies, but
history shows us that few pilots will buy them, and today, I bet all that
were sold have been convereterd to Lycomings.
Best regards,
Peter
>>I hope this forum can continue to provide true, clear information, not
>>just opinions and daydreams.
>>
>>Thank you,
>>Peter
>
>Very clearly put , Peter. However I am slightly puzzled by your reference
>to tickover. At 2700 rpm I would have thought that two plugs in a
>Lyconental were necessary to compensate for the slow burning plus the
>effect of the lack of ignition advance with the magnetos. Apart from the
>fact that one of the mags will fail sometime, of course.
>Higher EGTs with mags compared to electronic would also confirm this. A
>pity the Rotax doesn't have ignition timing variable with rpm. IMHO,
>maybe the would be less wear and tear on the props.
>Experience with the electronic systems with proper advance with rpm seems
>to confirm this bit of guesswork. Any comment?
>
>Graham
>
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