Hello Carl. I’ve listened to many of your podcasts and am glad to see you on youtube. I’m a non pilot OTR trucker that aspires to get my certificate one day.
Mags, I believe, go back to the 30s or 40s. Considering mags have a relatively low voltage output of around 25KV, Can see where the electronic system is much better. Thanks for a wonderful video.
Having installed the Electroair system in my aircraft I would mostly agree with what James Spearman has to say. What is not in dispute is I am saving 1 USG per hour in fuel consumption , the engine runs very smoothly and starts very well. I can’t comment on the issue of lead contamination as we burn 91UL Avgas. As the ignition was installed at the same time as I fitted an overhauled engine I can’t be sure if the extra power that is apparent is due to the new engine or the new ignition system…..or both ! The installation can be an issue and depends on the aircraft, a PA28 or C172 are both types that have room in the engine bay so I would guess at two days Labour for a single system. My aircraft is very restricted on firewall forward space so the install was almost three days work but I am guessing that I could do it in two days the second time around. The big question is will it save me money ? The Answer is yes ! I would guess that the break even will be at 500 hours for my private aircraft ( based on European Avgas prices and Mag overhaul ) but this is with the aircraft being operated by experienced pilots, having rented aircraft to flight schools I had to allow for one battery and starter motor per year because of incompetence of student pilots when starting ( or not starting ) the engine. The electroair ignition will save that problem ( I fitted slickstart’s to all my rental aircraft and got rid of the starting problems but this was before the electroair was on the market ) so I think flight schools would likely see greater cost savings than a private owner.
He's really missing the point that its the automated differences in timing that assures best power and efficiency through the power and altitude range. Also, forget about leaving the org start mag because its just not as camparibly reliable....it will stick you somewhere and end up costing more in the long run.
Hello Carl. I’ve listened to many of your podcasts and am glad to see you on youtube.
I’m a non pilot OTR trucker that aspires to get my certificate one day.
Welcome aboard! I look forward to hearing about your journey towards becoming a pilot!
Mags, I believe, go back to the 30s or 40s. Considering mags have a relatively low voltage output of around 25KV, Can see where the electronic system is much better.
Thanks for a wonderful video.
Mags actually go back to 1880. Developed in Germany.
Having installed the Electroair system in my aircraft I would mostly agree with what James Spearman has to say. What is not in dispute is I am saving 1 USG per hour in fuel consumption , the engine runs very smoothly and starts very well. I can’t comment on the issue of lead contamination as we burn 91UL Avgas. As the ignition was installed at the same time as I fitted an overhauled engine I can’t be sure if the extra power that is apparent is due to the new engine or the new ignition system…..or both ! The installation can be an issue and depends on the aircraft, a PA28 or C172 are both types that have room in the engine bay so I would guess at two days Labour for a single system. My aircraft is very restricted on firewall forward space so the install was almost three days work but I am guessing that I could do it in two days the second time around. The big question is will it save me money ? The Answer is yes ! I would guess that the break even will be at 500 hours for my private aircraft ( based on European Avgas prices and Mag overhaul ) but this is with the aircraft being operated by experienced pilots, having rented aircraft to flight schools I had to allow for one battery and starter motor per year because of incompetence of student pilots when starting ( or not starting ) the engine. The electroair ignition will save that problem ( I fitted slickstart’s to all my rental aircraft and got rid of the starting problems but this was before the electroair was on the market ) so I think flight schools would likely see greater cost savings than a private owner.
He's really missing the point that its the automated differences in timing that assures best power and efficiency through the power and altitude range. Also, forget about leaving the org start mag because its just not as camparibly reliable....it will stick you somewhere and end up costing more in the long run.