Iridium Spark Plugs

Iridium Spark Plugs

Let's have some pro and con on this subject,,Iridium Spark Plugs

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Re: Iridium Spark Plugs

They seem to last about three times longer than the massive plugs, but cost about three times more...  a wash.  They seem to perform well in the normally aspirated engines but have presented some interesting problems in some turbocharged engines.  The reasons are not fully understood.

Walter Atkinson
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Re: Iridium Spark Plugs

I PUT THEM IN MY IO-520-BB AND PERFORM BETTER THAN THE MASSIVE ELECTRODE TYPE. I WOULD USE THE IRIDIUM PLUGS. P.S.  MY  OLD MASSIVE STYLE PLUGS WOULD FOULED OUT WITH LEAD DEPOSITS.

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Re: Iridium Spark Plugs

Yes I agree on the fouling aspect. Had massive in my 172m and always had to lean on run up to get the right drop. Replaced them with iridiums and have never had the problem since.


Rick R.

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Re: Iridium Spark Plugs

The plug fouling problem at idle is not necessarily the plug's fault.  If your ground ops are aggressively leaned (as they should be), none of the plugs will foul.  There are other reasons to aggressively lean on the ground.  They are not all related to plug fouling.

Walter Atkinson
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Re: Iridium Spark Plugs

Hello Walter

Thanks for the insight on leaning on the ground. I have not been doing this, so if you could e-mail me and tell me the beniftis other then keeping your plugs unfouled that would be great.

Thanks

Rick r.

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Re: Iridium Spark Plugs

I'd be interested in hearing about the problems with turbocharged engines, especially as iridium plugs were supposedly developed specifically to address electrode erosion issues in heavily-boosted engines.

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Re: Iridium Spark Plugs

Walter,
I have been aggressively leaning my '81 172 immed. after startup and still have fouling by the time I get to the run-up.  The engine runs smoothly immed. after startup (I checked the mags right after starting) but gets rough while taxiing.   I then have to lean and run at 2100 rpm to clear the foul.   Any thoughts?
Bob

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Re: Iridium Spark Plugs

Bob,

I hate to sound all knowing but have checked to see that the correct plugs are installed ? A friend of mine had a 172 that had similiar problems, he replaced the plugs and no help. Unfortunately, the new plugs were just as incorrect as the old ones. After putting the correct ones and leaning as Walter suggests problems were gone.

Just my 2 cents.

Vin

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Re: Iridium Spark Plugs

Vin,
Thnaks for the advice--where can I find out exactly what the "right" plugs are for my plane?

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Re: Iridium Spark Plugs

TCM Service Information Letter SIL 03-2A, Currently Active Approved Spark Plug Application, lists approved spark plugs (both mssive electrode and iridium fine wire electrode types) for all Continental engines. It can be downloaded from Aviator Services at <http://www.tcmlink.com>.

I'm sure Textron Lycoming has a similar bulletin for Lycoming engines.

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Re: Iridium Spark Plugs

I plan on installing the REM37BY plugs in the bottom of my 0-300D to help with the fouling issue. These plugs were designed to combat the fouling problem with 100LL and they cost the same as the massive REM40E.

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Re: Iridium Spark Plugs

I'd been considering the Iridium plugs, too, for the same reason...frequent fouling. Plugs needed to be pulled and cleaned every 100 hours or so, despite cooking the lead off fouled plugs at nearly every runup.

Cheaper solution (for me, at least!) was to buy my fuel at a nearby field that had the red avgas. I'm trying to get other pilots to do the same...this will hopefully influence the county to stock the red stuff.

Not a solution for everyone, but if you can buy the red gas nearby...

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Re: Iridium Spark Plugs

this is always an interesting subject for me.. I have a 68 172 with a Lyc 0320E2D (low compression) I bought it in 97 and replaced the cruddy plugs (lead fouled)  I believe most of the problems we see are lead related.  After much research I got a mogas STC since I cannot find 80 octane gas anywhere.  I have used mogas for the last 300 hours.  In 97 I bought a spare set of plugs ($14.50 each!), which I still have.  Each time we pull them out they look about 3 weeks old..a quick clean and check and back they go. My A&P says no reason to change yet!  Admittedly there are many other issues with mogas (vapor pressure, sulfur content, varnish, etc) but plug fouling is a non issue except when I "overdose" with 100LL.  I recommmend Amoco Ultimate premium (not for the octane but for the "water clear" appearance-low sulfur!) this stuff burns clean, stores well and is still $1 / gal less than avgas

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Re: Iridium Spark Plugs

As a Cessna Mechanic for 30 years I would suggest NOT using anything but Avgas unless you want some real heavy maintenance bills. Nice to get "red" gas if you can as it has 5 times less lead than 100LL. Mogas will ruin fuel system components and if you fly over 6000 feet vaporizing problems will occur. Mr Atkinson's suggestion about leaning at taxi power is a good one. Do me this favor too. Do not start your engine unless you are ready to taxi. An aircraft engine is ONLY air cooled if air is passing the cylinder fins. No need to warm to operating temp to taxi. If you have oil pressure showing, get movin'. Take off when you have some CHT in the green. The best way to save money is to learn how to operate that engine properly. Read  (get one if you have to) the ENGINE mfgs. operating manual. They may have other info the Cessna manual leaves out.

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Re: Iridium Spark Plugs

Dear Sir or Madam:

We would like to introduce ourselves as one of the growing w/shop in India.

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MB 98210 93647

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Good day

K Fox wrote:

> As a Cessna Mechanic for 30 years I would suggest NOT using
> anything but Avgas unless you want some real heavy maintenance
> bills. Nice to get "red" gas if you can as it has 5 times less
> lead than 100LL. Mogas will ruin fuel system components and if
> you fly over 6000 feet vaporizing problems will occur. Mr
> Atkinson's suggestion about leaning at taxi power is a good
> one. Do me this favor too. Do not start your engine unless you
> are ready to taxi. An aircraft engine is ONLY air cooled if air
> is passing the cylinder fins. No need to warm to operating temp
> to taxi. If you have oil pressure showing, get movin'. Take off
> when you have some CHT in the green. The best way to save money
> is to learn how to operate that engine properly. Read  (get one
> if you have to) the ENGINE mfgs. operating manual. They may
> have other info the Cessna manual leaves out.

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