ElectroAir Electronic Ignition project

[Zach Grant L1011jock]

All,
I am almost done with my "heart transplant" on my 180. After the debacle of an overhaul that started back in Sept., and had to be redone in January, I am very excited to get reaquanted with a new and improved old friend. So far this has been REALLY expensive vs what it should cost (I will address this in a separate post), but I figured, whats another 3 AMUs at this point, so I ordered the ElectroAir STC'd Electronic Ignition.

This is a HIGH QUALITY KIT!!!! The only complaint is that the supplied thumb drive that had all of the documentation on it crashed after the first use, but they have all of the documents online at their website so no big deal. The only additional things needed to complete the install are a 2 amp and 10 amp breaker, a toggle switch, and plumbing fittings to tap into the MP line. It has four main components. The trigger mounts in lieu of the rt mag, the brain box and MP sensor mount under the panel, and the coil box mounts to the firewall. My biggest issue was finding space behind my panel to mount the brain box and MP sensor (I have lots of remote mounted stuff behind the panle already). Otherwise, it is very straightforward, but I would say an average install on a Comanche is probably more like 8-10 hrs, not the 4-6 they quote. I haven't fired the engine yet, but should be able to when I get back home next week.

In case you haven't been following, this is the first fully STC'd electronic ignition available for the certified fleet. It is essentially the Jeff Rose ignition system that has flown thousands of hours in many experimental applications, holding several altitude and speed records in aircraft ranging from EZ types to RV types and others. It is now available for the 4 cyl lycoming powered singles primerily. For us, it is now approved for all PA-24-180s regardless of the prop installed (recent amendment to the STC adding Hartzell Props). The system still keeps the existing left mag as backup in the event of total electrical failure. The EI has a spark advance authority up to 40 degrees before TDC, so as the charge density in the combustion chamber becomes less, it advances the timing so that the peak pressure matches closer to the start of the power stroke, not after the stroke is partially completed, which is what happens with the fixed timing setup we have used for so many years. This more optimized spark translates into more power at altitude and greater efficiency. As all of you know, this follows my eternal quest that I embarked on over 6 years ago of maximizing the performance and efficiency of the 180. I hope this adds to the efficiency of this fine aircraft.

I will post again when I have some real flight results on this system. Lets hope it is all it is cracked up to be.

-Zach

[Zach Grant L1011jock]

154kts true at 9000 feet. Altimeter30.06, temp +2c...on 65% power 20.3"/2300rpm, 8.8 gph. Although I am still working on a few issues, the EI is very noticable in its performance gains. So far so good! Im happy with the Electoair system. 10.5 hrs and counting!

[Mark Anderson]

Matt, that is impressive. How much speed do you think it netted you? Does it seem to run smother? Do they have plans to get one approved for a 540?

Thanks

Mark

[9089P]

Hi Zach,

Nice! Any chance the 6 cylinder crowd will be able to join in the fun, ie approval for the O/IO 540's?

Thanks, Don

[Zach Grant L1011jock]

Guys,
I don't know what the future holds for the 6 cyl STC'd version. They do have experimental kits for the 6 cyl Lycs and Cont. A quick call to them might shed some light on that. They are great folks to talk too and they were very good at helping me through a couple of minor issues.
-Zach

[9089P]

Hi Zach,

Thank you for your suggestion. I contacted Electroair and they are working on an STC for the 6 cyl market. They hope to have it by Oshkosh time. I have gotten on their email list to receive updates and will provide any meaningful updates to this forum.

[MULEFLY]

Zach, I realize that it is not approved for the IO-320s at this time... is there any reason that you might be aware of why that couldn't eventually happen?

Thanks
Jim

[Zach Grant L1011jock]

Jim,
It is approved for some 320s already. I would call them and ask about adding the pa30 to the STC. I don't know if the VR would give the unit fits, but the can probably set it up for one.

Zach

[T210DRVR]

Those are amazing numbers for a Comanche 180 though I know yours benefits from a number of enhancements. From a purely economic point of view, what is the cost benefit? Under the same conditions what was your fuel burn before the install? I'm really interested in the system because my typical flight is 585 nm and I generally run at 9,500 ft or higher because of the terrain involved.

If I recall, a similar system called Lasar was never an economic success because fuel economy improvement was marginal.

[T210DRVR]

Zach, have you seen increased lead fouling with the electronic ignition? I'm running all the bottom plugs off of the electronic ignition as they recommend. They also suggest no fine wire plugs. If I use the standard heat range plugs in the bottom they start fouling in 25-30 hrs. At that point they all look ugly with lead and are beginning to fail. If I use the hotter plugs on the bottom I can get at least 50 hrs before they foul but have found I really need to clean and gap the plugs at each oil change (30-40 hrs) to ensure I can make it to the next oil change to avoid fouling. I'm running the gaps at .030 as directed on the massive's and I'm running Tempest plugs. ???

Jim

[Zach Grant L1011jock]

Jim,
I have not had any issues. 180+ hrs now and no issues. I am running the recommended REM37BY plugs (tempest brand) with the crab claw electrodes. They are all on the bottom plug positions and I am running fine wires on the top powered by the mag. I do run lean and the engine is tight, but my lead deposits are no more than they were with two mags, which is to say minimal.I usually operate in the 9-12K altitude area, and turn 2200 RPM so power settings are not real high. All my CHT's are in the optimum range of 370-400 on 99% of all flights except on the coldest of high altitude letdowns. I really don't see how the spark advance would add to a lead fouling issue but stranger things have happened.
-Zach

[T210DRVR]

Your CHT's are interesting. I presume that they are that high because of the speed mods. Most of mine run 325-330 DF. Do you have Dave's cowl? I'm running Tempest Massives. I haven't seen the claw design you refer to.

My top plugs are standard Tempest Massives and rarely require cleaning. I like to run at the same altitudes but 2400 RPM.

The cleaning is so easily done that I consider it a minor annoyance. Now that I've gone electronic I'm not going back. I like the high altitude performance and economy too much.

[MULEFLY]

T210... not sure what your CHTs were before the Electro aire... I assume the same. Zach is a obviously a 180, and I'm a twin, but with about the best baffles that time and effort can produce, I'm closer to his temps than yours and I was before I put the LoPresti cowls on. Typically, I run 350 to 380F... just another data point.

All the best!
Jim

[Terry Rawlins]

There is discussion on the other Forum about Electro Air Ignition and the newly granted STC for the twin.

A question: If the single can have both magnetos replaced by a dual Electro Air Ignition system, why does the twin have only one magneto replaced om each engine?

I have long thought that the time had come to get rid of antiquated magnetos so I am pleased about this STC. From the reports the engine does seem to run smoother with this mod.

Terry

[Zach Grant L1011jock]

Terry,
The singles only have one mag replaced. The left mag remains as a backup as the electronic ignition is not self generating in the event of an electrical failure. I still like the system very much!
Zach