6.2.4 Ignition Systems
The basic requirement of any ignition system is to deliver a high-tension electrical current to the spark plugs. This ignites the fuel/air mixture in each cylinder. Since the valve are closed at this point, the expanding gasses force the pistons down producing work so to turn crankshaft and thus the propeller.
A magneto uses a permanent magnet rotating about a conductor and coil to generate an electrical current completely independent of the aircraft’s electrical system. The mechanically/ engine driven magneto generates sufficiently electrical energy to the spark plugs in each cylinder. The system begins to fire when the starter is engaged and the crankshaft begins to turn. It continues to operate whenever the crankshaft is rotating.
2502299114631500Most aircraft make use of a dual ignition system with two individual magnetos. Separate sets of wires and spark plugs increase redundancy and reliability of the ignition system. Each magneto operates independently to fire its own spark plug in each cylinder. Combustion of the fuel-air mixture is improved with dual spark ignition and results in a slightly higher power output. If one of the magnetos fails, the other is unaffected. This redundancy allows the engine to continue normal operation, although engine RPM can be expected to be slightly reduced. Operation of the magnetos are controlled in the cockpit through the five ignition switch positions:
BOTH / START
A malfunctioning ignition system can be identified during the pre-takeoff run-up checks by observing the decrease in R.P.M that occurs between the LEFT and RIGHT ignition. The allowable decrease is listed in the POH as well as the maximum difference between the two. If the engine stops running when switched to one magneto or if the rpm drop exceeds the allowable limit, do not fly the aircraft until the problem is corrected.
Possible causes of unacceptable mag drops could be fouled plugs, damaged wires between the magneto and the spark plugs, or incorrect timing. “No drop” in R.P.M is not normal either and considered another cause for concern. In this case, the aircraft should not be flown and sent in for immediate inspection.
“No drop” means one of the magnetos is not grounding and can result in an untimely start, by simply turning the propeller. Even with the battery and master switches OFF, the engine can fire and turn over if the ignition switch is left ON and the propeller is moved because the magneto is self-exciting. If this occurs, the only way to stop the engine is to move the mixture lever to the Idle Cut-Off (I.C.O) position, then have the system checked by a qualified AMO. Ensure the magneto switch is turned to the OFF position after flight and be extremely cautious when in the vicinity of the propeller.
In order to produce a spark in the plugs, the magneto spins a magnet within an iron coil core. This generates an alternating current within the coil and produces up to 20 000 volts which is used to fire the spark plugs. In order for sparks to be effective, the magnet needs to be rotating at speeds of at least 500 R.P.M. Anything below this results in weaker sparks and reduces engine start-up efficiency. A premature power stroke known as kick-back results from normal magneto timing set for a higher R.P.M setting. Ultimately, this can lead to the crankshaft being forced in the wrong direction. On startup (during low R.P.M operation) the ignition therefore needs to be delayed.
This start-up problem is solved through the use of Impulse coupling. This device works in two ways. The magneto uses spring weights and a spring-loaded coupling which prevents the magneto from turning at first. Once the spring is fully wound it releases the magnet at an accelerated rotational velocity. The benefits of this are two-fold. First, it accelerates the rotation of the magnet producing a higher voltage or, better spark, and second the ignition spark is delayed during start-up. Once the engine is running, the centrifugal force of the flyweights ensures the impulse coupling is disconnected and does not interfere during normal operations.
The spark plug is a useful indicator of engine condition. At each Mandatory Periodic Inspection (M.P.I) the plugs are removed for inspection and testing. Normal engine operation is indicated by a light grey coating of the end of the plugs. Excessive wear may indicate detonation. Black sooty-like deposits will appear in cases where mixture has not been sufficiently leaned. Whereas engines operated with too lean a mixture will leave white powdery traces behind. Black oily deposits suggest excessive oil consumption. If hard brittle deposits are found lodged in the spark plug gap, it means fuel lead is not being removed during combustion. If disregarded, these deposits can build up sufficiently causing the plugs to ground without a spark. This often results in a “mag drop” which can be identified by a rough running engine and an excessive loss in R.P.M. If this is detected on the ground during magneto checks, the flight should be aborted immediately.