>I like the concept of the Lasar system, but it has gotten only lukewarm
>enthusiasm from The Aviation Consumer, and it's really expensive, even
>with the rebate for the turned-in mags.
From a purely engineering perpective, the Lasar system
is a bad encarnation of two worlds never intended to
live together . . . the result is a device with too many
parts, too many places to quit working, too high a price
and no better delivery on performance or flight system
reliability than some lower cost alternatives. . .
>Reading through some of my accumulated literature (while Mrs./Ms./Miss
>Pheobe has me on otherwise on hold) I ran across a brochure from
>Electroair, a Tennessee firm, advertising an electronic ignition system.
>$785.00 FOB for a single unit, $1,350 for a dual unit. While the
>literature doesn't say so, it implies that a single unit can be used
>along side a conventional magneto.
95% of your performance increase will come with installing
the first electronic ignition. Keep in mind also that fuel
efficiency improvements come only at very low manifold pressure
cruise . . i.e. carburetor engine running full throttle at
8,000 feet and up. Unless you PLAN to spend MANY hours at
such lofty heights, your return on investment will be very
slow if there's any return at all.
The biggest leap forward will be starting performance
since the electronic ignition delivers at low battery
voltage and low rpm.
If it were my airplane, I'd do this: Since you paid for some
perfectly good mags with the engine when you bought it, I'd
take one mag off and install one electronic ignition. When
the mag finally craps (and it WILL), switch the electronic
ignition to the other side and put the first magneto you
removed back on. When THAT magento craps (and it WILL TOO),
then put on a second electronic ignition. If you're really
lucky, you'll be old enough by then to be in danger of loosing
your medical and you can let the new owner of your airplane
decide what the ignition system is going to look like. If
you're not so lucky, then at least you will have received
what ever value there was to get from the mags and you will
have forstalled purchase of one electronic ignition for
awhile . . .
>My first question is have any of you any experience with the
>Electroair direct ignition system?
>
>At the moment, my plan is to opt for Danny's main tanks. It's been
>suggested that the original SHAI tanks would/could make good long range
>tanks. As an alternative, I'm considering using the SHAI main tanks and
>Danny's under-the-baggage-floor tank for additional fuel.
>
>My seond question is if you're not using SHAI main and/or long range
>tanks, what are your fuel plans?
>
>I'm also wrestling with what to put in the custom (four-panel) panel.
>Based on the fact that I never, ever want to have to fly single-pilot
>hard IFR, my current thinking is: in front of the pilot, the usual
>3-1/8" flight instruments with HSI and AP-1 (or somebody else's
>autopilot?) plus IIMorrow's 3-1/8 moving map; near right panel, Vision
>Microsystem 1000, GPS/Com, and either NAV-Com or just Com 2.
>
>My third question is how really necessary is installed NAV? Wouldn't
>it be better to be able to rely on my handheld NAV/Com and install a
>second GPS/Com in the panel for backup? Yes, I realize this depends a
>great deal on personal preferences and how you intend or want to be able
>to fly, but I'd appreciate the thinking of others.
>
>Thanks, guys and gals, for the advice.
>
>Dick Carden #5392
>
>
Bob . . .
////
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