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.
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!
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.
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!
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!!!!!!
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.
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
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,
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
Thanks for your help!
John R. Crossen