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

Thanks

Mark

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

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.

Thanks
Jim

Zach

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

Jim

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.

All the best!
Jim

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