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Recently was talking to fellow turbo Mooney pilots installing Surefly units and evidently there is some discussion of the possibility of a high altitude arcing/misfire in the ignition harness cap... Supposedly there may be cases in Cirrus aircraft with an EIS installed of arcing in the cap. I've not heard of this before and I've only found a single thread here on MS regarding this. In speaking with Surefly, they mentioned using a high-altitude ignition harness, drilling a hole in the cap and attaching to upper deck pressure line from previous mag, or both to help prevent this. I'm curious how frequently this is an issue and at what altitudes it has been documented? I also couldn't find any information documenting Cirrus issues with this, but my understanding is that is where this was first mentioned/seen? Any direct experience with this or a solution looking for a problem?

On my way out to Oshkosh this year from eastern Pennsylvania, my engine started running a little rough. I initially thought it might be my leaning technique, but the slight roughness persisted. I finally did an inflight mag check and found that my left mag was dead. Long story short, I landed at AGC, rented a car, drove to Oshkosh, and had the Slick 4372 replaced with a SureFly which I bought from Spruce at Airventure and had overnighted to the A&P at AGC. The engine is a IO360-A3B6. In the interest of simplifying the away from home installation, I did not have the manifold pressure line installed. The timing is fixed at 20 degrees BTDC. So far, so good, but my CHTs are running higher even with the fixed timing. I can't get close to POH 75% power numbers without the CHTs going over 400 degrees. I have to be either way rich, or way lean. I'll play around with that in the coming colder months. Two questions: My Slick 4372 only had about 400 hours on it since new. I bought the factory rebuilt IO360 A3B6 with the new mags in late 2019. Has anyone else experienced premature Slick failures? I talked to two other guys just on my airport alone that have. One guy had two failures! Both with lower time mags than what mine were! And my other question is: Is anyone using Tempest EAREM37HE plugs with their SureFly SIMs? Those plugs were originally developed for Electroair, but SureFly will tell you that they're OK to use if "your engine is approved for them". Frustrating stuff. I was planning to replace the Slick 4372 at 500 hours anyway. But not at the beginning of a trip, away from the home field at 400 hours. Thanks, John

Just installed a surefly due to a magneto failure and the engine runs rough. Especially when I switch to it alone, it is very rough. Has anyone else experienced this? I have even heard a backfire (not on switching to the surefly, but in the middle of a run-up)! We replaced the wires (had to), and after the first test, replaced the spark plugs (a number tested high resistance). The roughness still is there. I followed Surefly's troubleshooting, the plug wires are correct, the timing is correct, the sim blinks the correct code. I have a number of jpi traces (not sure how to post that here) of run ups and a couple of flights around the patch, but I'm not good enough at reading them to tell what's going on. It really looks to me like cylinder 4 is the one having problems, and that it persisted through a plug change. Could be a bad plug wire? Do I contact surefly? Any other ideas? I should note that my IA doesn't have a lot of experience with the surefly, so I thought I would ask here. Thanks in advance!

Hi There, I visited the SureFly booth at Oshkosh this year and they indicated they were days away from certification of their drop-in replacement electronic ignition system. I reached out to them a month ago and I didn't get a clear response from them on status. Does anyone have information about their status? For the advertised $1200 I'm eager to install one on my 67 F. Brian