Experience With Electroair Electronic Ignition

[Steve Pierce]

Anybody have any experience with electroair electronic ignition? Have a certified O-360 engine with less than 100 hours since new that started running rough, loosing power, altitude and airspeed. Pilot enrichened the mixture to almost 15 gallons an hour and turned to the airport. By the time he made the runway and pulled the power back and it died all the CHTs had exceeded 560 degrees. Fuel was tested and came back to speck so we are looking at detonation due to timing. Mag was set at 29 degrees but don't know anything about the electronic and don't want to tear into anything since airframe, engine and accessory manufacturer will all point fingers at each other. looking for any information. Didn't gain much at Oshkosh except a rumor that a couple of 540s had detonated due to a timing drift. Any info would be greatly appreciated. I learned a long time ago that there usually isn't just one instance so hoping to gain knowledge on the cause of this. One thing that was real handy was all the data that came off of the Electronics International CGR30P engine instrument that was coupled to the GPS. Pilot was asked why he pushed the power up and he pointed to the altitude and airspeed falling in very inhospitable terrain. Trash the engine and save yourself or wad up the plane and possibly get hurt but save the engine. Duh.

 

[Pete D]

I have installed and troubleshot a couple of ElectroAir systems on O-360s.

The problem I have seen on more than one installation was wires bundled together that the installation manual says to keep separate. (I think it is the small wires going to the coil pack and maybe the alternator output?) EIS would cutout at lower RPMs was the most noticeable symptom, nothing quite like what you describe though.

They have all their manuals online. I would review the installation (especially if you didn't install it yourself) as there are some nuances that are easy to overlook like the above mentioned wire routing. Then go through the troubleshooting guide. Pg16 has something like what you are talking about (High CHTS Engine missing, surging). From the troubleshooting steps there looks like maybe suspect something going on with the MTH?

Won't let me post a link, but pretty easy to find the docs by searching for ElectroAir, look for Tech Support at the top of the page and "troubleshooting" on the drop down menu.

 

[Cub Builder]

Sure sounds like runaway detonation/pre-ignition. I saw the same with a different electronic ignition system when the owner dialed in just a tiny bit too much timing advance on a angle valve IO-360 (max advance at 30° BTDC). Once the detonation heated things up to where it went into pre-ignition, his CHTs went through 550° and the Oil temp hit 255°. The engine ran very rough as it was dieseling (pre-ignition). The pre-ignition was also quite noisy (he described it as sounding like a diesel truck). He also went full rich and just made his way to an airport. As soon as he throttled back, the engine died. The oil was full of Aluminum powder/grit from the pistons. The owner changed the oil and filter, then safely flew it back home.

Compression check once it was home showed that the engine was damaged. Internal damage to the engine was significant. Top ring grooves were eroded out. Cylinders were blasted so clean inside it was impressive. Rod bearings showed some stress and were replaced. We put it back in service with a top overhaul, and new rod bearings (per owners request). But on a certificated engine, you may want to tear it down to have the crank magnafluxed as it most assuredly took a serious beating when the engine went into pre-ignition.

-Cub Builder

 

[btracy]

http://www.electroair.net/pdfs/troubleshooting_the_EIS.pdf

why was mag set at 29 degrees?
If the mag was installed 4 degrees advanced the electroair system may of also been installed too far advanced. Either intentionally or accidentally
Electroair system should be set to 0 degrees. There is a small hole in the back of the magnetic pick up unit to stick a nail in that fits at #1 TDC. Use extreme caution doing this with the unit installed. Looks like it would be very easy to shear the nail off inside the unit while turning the propeller. Any evidence of the pick up unit moving or being loose? With the certified system there is no external adjustment of the timing. But reading on the RV sites they try to fake the system out and install the pick up unit at settings other than 0
The design of the electronic system advances the time based on RPM and MAP. If it was installed incorrectly it could of ended up in the detonation range

 

[btracy]

The electroair system also requires a different plug that is gapped at .035. The controller should be placarded for 25 degree advance. Apparently they make a unit with different software for applications other than lycoming.
Did you boroscope the engine?