KSMooniac Posted September 18 Report Posted September 18 This is my used as-removed dual mag from my 77 J. I upgraded to dual ElectroAir ignitions last year and am comfortable letting this go now! Working when removed, but past the 500 inspection interval. Comes with the cap and full harness in good condition. I had no problems running deep LOP with fine wire plugs on this mag and harness when I removed it. I would at a minimum have it inspected and/or IRAN'd before putting it back in service. $1850 plus shipping, and I'll take it back if it doesn't pass your inspection, minus shipping. I'll also offer to deliver it to Midwest Aircraft Services in Newton, KS if you would like to have them inspect or IRAN after you purchase it from me. They've done that work satisfactorily for me in the past and I trust them far more than QAA/Hartzell/Kelly/etc. You can deal with them directly and have them ship it after the work if that is appealing to you. I fully expect an IRAN plus purchase price would get you a solid mag for far less than buying a big house overhaul unit from the current unreliable suppliers, plus you can keep your current unit for a core/backup. I had another one as a spare that I returned as a core with my EA ignition purchase since they required it. Sent from my motorola edge plus 2023 using Tapatalk
Robert Hicks Posted September 18 Report Posted September 18 Any reviews on the electroair system yet?
KSMooniac Posted September 18 Author Report Posted September 18 9 hours ago, Robert Hicks said: Any reviews on the electroair system yet? Eventually I need to write a detailed review, but overall I'm satisfied. I was an early adopter and we worked through some teething issues with the kit and integration. It is a VERY extensive installation and integration task that I did under supervision. I likely had 60+ hours of effort but expect an experienced shop could do it in 45-50. Maybe faster now that I've learned the backup battery harness comes with enough length so that you don't have to splice it like I did. It is expensive, especially if you're paying full-boat for installation labor, but I expect the continually increasing cost of dual mag service to eventually wash-out the cost of the kit. This system is also truly redundant and gives me more peace of mind, even though I never had any issues with the dual mag. Performance-wise, it seems to have more power on climbout and up high with the timing advance, but that also increases CHTs by ~20°F or more. That limits my power settings in LOP cruise where I have to lean further to keep temps down where I'd like in the summer vs. running more power and going faster. I've ordered a PowerFlow exhaust and expect it will reduce the CHTs after hearing some testimonials from others with similar observations. Several times this summer I exceeded 400°F in climb whereas it never got that hot before. I'm looking forward to the PF upgrade but won't truly know if I'm happy until next summer. I plan to do a rigorous test flight/profile before and after the PF change and will share the data. I wish I had done so with the old mag, but I was down for over a year during the installation due to life getting in the way, so it would have been different test conditions that I'd have to correct for during data reduction. Oh well.
Fly Boomer Posted September 18 Report Posted September 18 17 minutes ago, KSMooniac said: That limits my power settings in LOP cruise where I have to lean further to keep temps down where I'd like in the summer vs. running more power and going faster. I've ordered a PowerFlow exhaust and expect it will reduce the CHTs after hearing some testimonials from others with similar observations. I don't know much about PowerFlow, but I seem to remember reading on MooneySpace that it increases CHT. At the time, I thought it made sense. More power=more heat?
KSMooniac Posted September 18 Author Report Posted September 18 Their claim is that the power increase comes from better exhaust scavenging from the combustion chamber, which reduces back pressure and increases volumetric efficiency. Better breathing = more air = more power. They also claimed that the better flow would pull more heat through the system vs. it wicking into the cylinder walls/heads. So that makes sense to me that they can have more power and lower CHT. EA on the other hand, is increasing spark energy and duration significantly, and advancing the timing below 24" MAP, so that allows more/complete combustion of fuel and thus more power. In that case, more heat is produced and ends up going into CHT if the exhaust is unchanged. While I was at the PF booth at OSH asking these questions, a customer walked up to tell them his newly-installed 6 cyl PF (on his 182) did in fact reduce his CHTs back to "normal" after he installed a single EA system previously. He was not aware that I was asking exactly that question at the time, and mentioned his CHTs went up about 20° just like I have observed in my J. I am hopeful I'll have the same improvement, and if I get a performance boost that will be a bonus too. I know they optimized their J system for ~11,000 feet, which I previously thought was dumb since our optimal cruise altitude is 8-9000 feet, but perhaps the EA + PF combo will really shine at 10k or above. If I measure no improvements in CHT or performance, then I will remove it and return it. 1
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