Yes. E-MAG ignitions are designed as a drop-in replacement for traditional magnetos on compatible experimental engines, reducing installation complexity.
Yes, in many cases the existing p-lead wiring can be reused, though shielding is not required for E-MAG systems.
No. E-MAG ignitions are self-powered once the engine is running. A built-in alternator takes over at approximately 800 RPM, eliminating the need for a backup battery.
E-MAG uses a simple control plug with connections for:
Aircraft magneto installation is a straightforward but delicate process. Improper installation can lead to damage of the magneto. Installation should be handled according to the manufacturer’s specifications and procedures.
Timing is set using LED indicators and manifold pressure pulses. The system references top dead center (TDC) and stores timing electronically, eliminating the need for traditional timing tools.
It is not required to service both aircraft magnetos at the same time but it is a good idea to keep the pair of magnetos on the same maintenance schedule to avoid additional down time in the future.
No, the aircraft magneto ignition system is self-contained and independent from the aircraft electrical system. In the event of an electrical failure, the mechanical aircraft magneto will continue to provide spark to the engine.
Pressurized aircraft magnetos are usually found in turbocharged engines. Air is diverted from the turbocharging system and sent through a line to a fitting installed in the aircraft magneto. The aircraft magneto is also fitted with an opening at the bottom of the housing to allow a small air leak. This opening insures a constant flow of air through the aircraft magneto to avoid the internal air from becoming ionized.
The aircraft magneto is a self-contained generator that consists of a magnet spinning in close proximity to a high-output coil. As the magnet spins, it creates a magnetic field. Fluctuations in that field create an electrical current. Eventually, the current generated by magnetic flux undergoes a voltage spike that is strong enough to fire a spark plug.
The dual arrangement of aircraft magnetos produces a smoother and more complete combustion of the fuel mixture. It also provides for ignition redundancy, so that the engine will continue to run in the event that one magneto malfunctions.
In aircraft engines, it is important to maintain an ignition system independent of the eletrical system, so that the engine will continue to run in the event of alternator or battery malfunction. Additionally, aircraft magnetos provide a compact and reliable means for igniting the spark plugs.
Hard starting is often caused by over-priming or incorrect starting technique, especially on fuel-injected engines. Adjusting mixture and starting procedure typically resolves the issue.
Common causes include: