ALLUMAGE E-MAG P114-L4 EMA01401

Note: New installation requires a harness, and possibly a gear, depending on the application (See Accessories). Verify requirements before ordering.

Of all the E-MAG innovations, the self-powering capability of the "P" Model is the most significant. It solves the largest single issue faced by all electronic ignitions - their need for an uninterruptible power supply.
Power back-up strategies that a) compromise ignition effectiveness, b) solve only half the problem, or c) require additional maintenance are less than ideal. Next-Generation ignitions need a better solution. So what does a next-generation electrical back-up need to do?

• Above all, it has to be reliable. When it's needed, it has to work - period.
• It should operate for as long as needed. Whether it's the last 10 minutes of a Sunday pleasure flight, or you're crossing the Atlantic.
• It should be maintenance-free. Benign neglect should not prevent it from working.
• On the rare occasion it's needed, it should automatically engage without operator intervention.
• A simple and convenient pre-flight check should confirm it's working properly.
• This P model ignition has an internal three phase brushless alternator that produce enough power to sustain the ignition when the engine is turning 800 rpm, or more. If the aircraft buss voltage goes off-line, the ignition has an internal alternator. With this arrangement, dual electronic ignitions can be run "clean". No back-up batteries and no back-up magnetos.

The P Model Built-In Alternator

• Adds no (zero) mechanical contact/wear parts to the system
• Adds only a few ounces of weight
• Requires no additional hardware to install
• Will operate as long as the engine is turning

"Next-Generation" means improving on products that came before. Prior to the P model, electronic ignitions addressed the risk of electrical power loss by:

Installing back-up batteries, together with switching circuits, to A) engage the back-up battery when needed, and possibly B) keep the back-up battery charged. This solution:

• Adds wiring, switches, and batteries not part of the ignition kit typically provided by the manufacturer.
• Adds installation complexity.
• Adds maintenance.
• Offers a finite interval of back-up power.
• Offers marginal confidence insofar as batteries are not known for unquestioned reliability.

Converting only one ignition to electronic, and maintain one magneto as a power failure back-up. This solution:

• Compromises the advantages of variable ignition timing and dual spark. Most of the time, mag timing (fixed) will fire before or after an electronic ignition using variable timing. Aircraft engines are designed for simultaneous firing from two plugs. Firing on one plug is not optimal.
• Compromises the maintenance advantage of electronic ignitions. The owner has the same inspection, maintenance, and cost components as before, albeit for one vs. two magnetos.

Maintaining dual magnetos and piggy-back an electronic ignition on each. In the event of electrical power loss, both ignitions can revert to magneto operation. This solution:

• Doesn't reduce the maintenance associated with magnetos. It adds what ever (minimal) attention is required for the electronic side.
• Doesn't eliminate underlying reliability issues associated with magnetos.
• Doesn't streamline the cost and complexity of the ignition package, as a whole. It makes it more complicated and much more expensive to produce.
• Requires spark plug gaps be set so magnetos are able to fire. A key advantage of electronic ignitions is the ability to increase spark plug gap to nearly double that of a magneto. You can't do that if your power back-up plan has the plug firing from a magneto.

• Weight - roughly 3 pounds (naked - without drive gear and harness)
• Length - 6.25 inches measuring from the flange mounting face to the back of the plug harness.

E-Mag 3 Step Installation

Estimated Time: 2-4 Hours

1. Install Drive Gear: Recover the non-impulse drive gear from your old mag and install it on your E-MAG. If you don't have a suitable drive gear, E-MAG can provide one.

2. Connect Control Leads & Harness:

• Switch - Connect your existing ignition switch ("P Lead").
• Power - From your 12 volt power buss.
• Ground - Connect directly to engine case ground.
• Tach - (optional)
• MAP - Connect MAP sensor tube to fitting on ignition.
• Spark Plugs and Harness Kit

3. Install & Set Timing with Quick-Set TM:

• Pre-install the ignition(s) at any orientation that's convenient. You won't move them again so secure for operation. Position the engine at TDC.
• Power the ignition ON. Disconnect the MAP tubing where it ties into the craft and blow into it (minimum 1/2 psi for 1 second). The built-in LED will flash RED. Blow into the tube a second time and the LED will flash GREEN, indicating that timing has been set. Power cycle the ignition and your done.

Note: You can set timing on two E-MAGs in exactly the same way in exactly the same amount of time - 30 to 60 seconds.

Will this unit (part number 07-01292) work on all size engines?
There is no application chart for this item with specific engine listings. However, per the manufacturer, it will work for most 4 cylinder Lycomings except dual single pad models, which would be known if that is the type you had.

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Is it recommended that the auto ignition harness and spark plugs be used or my existing aircraft ignition leads and plugs?
Per the supplier: You'll want/need to use our harness with auto plugs. We stopped offering an aircraft harness back in 2010.

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Can I use my present lycoming spark plugs and harness? Is there a disadvantage to using present aircraft spark plugs and harness?
Per the supplier: No, you cannot use your old magneto harness or aircraft plugs.

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Is the E-Mag P Model ignition for certificated aircraft or experimentals only? I didn't see anything about any STC's needed.
Per the supplier: Currently, we only have ignitions for experimentals.

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