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Testimonials



Hello Michael,

It was a pleasure to meet you and other Electroair representatives at the Reno Air Races this year. And congratulations for achieving FAA acceptance of additional Electroair products!

As we discussed at the time, my dual modified Jeff Rose Electromotive system should be updated with appropriate new Electroair components. I would like to proceed with this and will place an order through your normal process. The photo is my Glasair II-S RG.

Best Regards,
Tom Taylor








Hi Josh,

Thanks for your time, we love our electronic ignition.

We currently hold both east and westbound transcontinental flight speed records taking out Howard Hughes speed record. You can also find a few videos online you tube if you search mike and mark Patey. The video with "it's alive" in the title was of our first key on attempt of starting the 780 when we finished it with your ignition. Best first start on a new motor I have ever had..

Thanks,
Mike Patey
Orem, Utah








Mike,

Great ign system in my Rocket II . 350 HRS to date. Great factory support, really notice it in higher altitudes. Here's a recent adventure with my friend Ernst and his RV-10.

Thanks,
Bill Black








Hi Mike the aircraft has an 8 cylinder Twin turbocharged IO720 Lycoming engine with your dual electronic ignitions.

I haven't established any accurate performance data, but I have had it to 349KIAS at 2300 feet, at 40" manifold pressure. I was checking for vibration and or flutter as I have balanced my elevators differently than the design asked for and my vertical stabilizer is taller than the original by about 10 inches.

It stalls at 70KIAS at 4000 ft and breaks straight head if you keep the rudder centered. At 24" and 2400 rpm it cruises around 245 knots at 3000-4000ft. Higher up(8000ft) and with some power it will better 290 knots quite easily but the fuel burn is also up there in there about 27 to 28 gph! The ignitions have worked very well!

Kind Regards
Ron







Hi guys, just to give an update. Almost a year ago, I've installed the Electroair ignition in my 1966 Beech Musketeer with the IO-360 Lycoming. Like the sales literature says, it runs smoother. I've noticed 1GPH less fuel burn at my normal 2450rpm cruise. I have no fuel flow gauge, so I can't give exact numbers. This plane has the fixed pitch prop, and with this ignition, I've noticed more power at higher altitude airports. I've installed this system on a customer's Mooney, and he has had similar results.

Joe Ashment







The Electroair Igniton is the absolute best electronic ignition for any aircraft, anywhere, anytime!" I put one in my RV4 in 1998 and put 1300 hours on it and it's still running strong with the new owner. My current aircraft is a Harmon Rocket 2 pictured here alongside my friend Mark Culpeppers HR2. My Rocket has an electroair ignition and a Lycon modified IO-540A4B5 putting out close to 300HP at 2700 RPM. The performance is almost as much fun as the F16! Thanks for another great system!

Rob Ray





Hi Mike and Guys,

Just wanted to say thanks for great product that you and your staff back 100%. Special thanks to Josh for our custom installation, knows his stuff!

Performance!!!! Just came back from Branson, MO at 7500ft at 154true burning 9.7GPH with EGTS of 392.....that's good 1gph less and going 5kt's faster..WOW. What really fun when your just flying around for fun pulling it back to 135 to 142kts true at 8.2gpr.....not bad for certified aircraft with gross weight of 2650lbs.

Once again thanks.....will add to my next aircraft for sure!!!!!!

Chap Waters





Mike,

The pictures will come separately. I did an unexpected major on by o360 this winter when a timing gear came loose damaging the gears and the engine block. It went back together with new nickel cylinders, powerflow exhaust, and the Electroair ignition replacing my left mag/shower of sparks. I moved all of the spark plugs to the bottom for the electronic ignition and rely on this bank for startup of the battery with no problem thus far. I have also added a cowl enclosure with the rebuild but otherwise have a stock M20C.

The results have been impressive. Climb has improved by about 300fpm. My cruise speed is improved most at altitude and I can keep groundspeed at 180mph well into the 12,000 foot range and still fly at 170mph to 15,000 ft. This exceeds prior performance by about 13mph on less fuel.

I am able to lean out better and performance has the most improvement when my manifold pressure is at or below 20 at high altitudes or cruising low with partial throttle settings. I immediately realized my speed was higher on descent as the engine simply pulls harder with the spark advance that comes with partial power. As a result I am letting down with lower power settings and saving fuel.

The end result in these three modifications is best seen on a common trip I make from KOTH; North Bend Oregon to KEUL; Caldwell Idaho. Previously I made this trip on 22 gallons of fuel flying in the 13,000 foot range. Now I am using 18 gallons and getting there about 10 minutes sooner under similar conditions.

The other measure I have of performance is two similar trips I took at an altitude of 15,500 ft before and after the project. My time to run one 25 gallon tank empty before was 2.5 hours including climb. recently on a trip to Texas the tank was empty right at 3 hours; this at probably 10mph faster.

I am quite pleased my IA talked me into Electroair ignition and attribute most of the performance improvement to the ignition.

Thanks,
Doug Crane





Dear Stewart, (and Mike)

I'm writing to thank you and your staff again for your superb technical and persistent support. Customer support just doesn't get any better than the effort you made in helping and coaching me thru this recent, complex problem diagnosis. Some problems, even with exceptionally reliable electronic equipment do occasional pop-up. (In this case, a more mundane mechanical problem) And once-in-awhile one of those issues can be difficult to identify. Following logical troubleshooting, it's also logical to begin with the most probably and LEAST expensive fix. And only after exhausting the "low-lying-fruit," moving on to more complex and expensive causes. I sincerely appreciate your using that approach in my support.

I am also quite impressed with the improvements that Electroair has made in Jeff's original design. The current system is substantially more robust, and given that I'm using dual systems, I especially like the total redundancy.

Attached are a couple pictures of my Glasair IIS-RG that is flying on dual Electroair Electronic Ignitions. I took the plane for a "spin" (not literally) today, just for the pure joy of flying her again with a most smooth running engine... on either ignition, or both! What a JOY!

My highest regards and thanks to you and your entire staff,
Gene Stangel





Took my Cessna 172N (with Lycoming O-360 A4M) for a high altitude test flight yesterday with newly installed EIS 41000. Got to 15,000 at about 300 pounds under gross. OAT was 45 deg. F. so density alt. was about 17,400. Not bad! engine ran smooth, head and exhaust temps. were definitely showing timing advance was working as advertised. Nice product.

Thanks for your help!
John R. Crossen









Transpac Testimonial











 
Smoother engine operation

Longer spark plug life typical

DO -160E tested and certified

Ignition timing automatically adjusts with altitude

Reduced maintenace costs

10-15% gain in fuel efficiency

Reduces spark plug fouling

Comprehensive technical support

Improved high altitude performance

More horsepower

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