Sky Dynamics Corp.

United States

4cyl. Lycoming Maxi-Sump Cold Air Intake System is the lightest available at a system weight of 11.2 pounds. For aerobatic engine installs, we offer the optional aerobatic oil pickup, which increases the weight to 11.9 pounds. That's 9 pounds lighter than a standard Lycoming IO-360-A1A sumpintake, while offering better engine performance and vastly superior oiling in aerobatic flight conditions. Additionally, our magnesium sump design does not sacrifice any of the structural benefits that are necessary for the engine assembly. In the early 1980's the Maxi-Sump System was introduced to the world of aerobatics. Since then, many hours of dyno testing along with thousands of hours of flight testing have been accomplished. The Maxi-Sump system has been used throughout the world at the highest levels of aerobatic and racing competition. With the introduction of the higher horsepower Lycomings to aerobatics, there came a need for lighter components and improved oiling systems to reduce engine temperatures. In recent years, the very popular 180 hp Lycoming has been replaced with the later 200 hp (360) and 210 hp (390) versions. Competitors looking for increased performance have opted for the extra 20+ hp but have paid a weight penalty to do so, approximately 25 lbs. Much of this weight increase is due to the standard intake and oil sump assembly. Recognizing this, we developed a new cast magnesium sump with a separate intake system to replace the standard Lycoming components. This magnesium sump contributes to a weight savings of approximately 9 lbs and importantly, it does not sacrifice component strength for this weight savings. Our Maxi-Sump system is designed to be used with the Christen inverted oil system in aerobatic installations.

UltraSky Ignite electronic ignition system has been developed for use on high-performance Lycoming aircraft engines. The system incorporates unique features that increase the efficiency, performance, and safety of the engine in an easy-to-install package. No compromises. Our system uses a 3D map that is fully calibrated according to your engine configuration which provides the optimal settings during all engine operations and situations. This means that there is no trade-off between maximum high-power operation, efficient cruise, and smooth idle. The additional inputs of CHT and IAT allow us to trim the timing to a safe setting when extreme or unexpected conditions exist. Stable ignition timing. Unlike magnetos that suffer from timing scatter in operation due to both internal and external drive clearances, the electronic systems maintain accurate and consistent timing throughout all RPM, temperature, and load points. Additionally, operational timing can be easily verified, unlike static timing setting with a traditional magneto. Strong ignition output. With a powerful coil output and spark duration, leaner fuel mixture settings can be comfortably maintained when in reduced-power (cruise) flight and during ground operation. The increased output also minimizes the chance of a misfire during high-power operation. Stronger output during cranking at the proper timing value leads to easier starting when the engine sees an overly rich or too lean mixture. Enhanced engine safety. The system actively monitors supplied voltage and will automatically compensate for underover-voltage situations, as well as when abnormally high or low engine temperatures are encountered. The system also includes a soft-rev limit feature that will reduce engine power in an emergency over-rev situation such as a propeller or governor failure.

This wideband oxygen sensor system allows direct, instantaneous measurement of the engine's airfuel ratio. AFR measurement should be used in conjunction with EGTs to provide a complete picture of the engine's fueling condition. While EGT monitoring is helpful for measuring relative cylinder balance, because other things like CHT, compressionleakdown, and ignition timing can vary exhaust temperatures, they are ultimately an indirect measurement of in-cylinder mixture. Additionally, EGT's are best viewed as a trend as they are slow to respond to changes in mixture. Wiring for this kit is quick and straight-forward, just give it switched +12v (or +24v) and a quality ground source. The controller can be panel-mounted with our included bracket and has an LCD display for real time AFR readings. Optionally, you can wire the controller's signal output to an available channel on your engine monitor for data recording and display, and then mount the controller behind the panel. We supply a stainless steel fitting that is welded into your exhaust's collector section - or you can send the collector to us and we will weld in the fitting. Most importantly, we have spent the time to find the most lead-tolerant lambda sensor which we include with the kit.

• WEIGHT (POUNDS)3.15

Featherweight Flywheel is the lightest ring gear support assembly available for Lycoming 320, 340, 360, 540, and 720 engines. Due to our vast experience with Magnesium, a material that is well-known for its exceptional strength to weight ratio, coupled with our use of the latest CADFEA modeling software and in-depth testing, we are able to manufacture a starter ring gear sThe most common Lycoming ring gear supports weigh between 6.5 - 7.0 pounds. That means our Featherweight Flywheels typically drop more than 3 pounds from the nose of the aircraft.In addition to reducing static weight at typically the most beneficial area to the aircraft, a lightweight flywheel increases the rate of engine acceleration, most importantly when recovering from aerobatic maneuvers and other instances requiring quick application of the throttle. The weight reduction of our flywheel also helps to offset the weight gain associated with upgrading to a constant speed propeller or when adding a starterelectrical system to an aircraft. While it may seem like a simple item, significant development and testing has gone into creating a very lightweight assembly that can stand up to the high loads created during starting. Additional loads created by high dynamic compression engines and brutal peak loads caused by backfires during starting have been designed for and tested.