I installed the Electroair dual electronic ignition system in my 1979 TR182 in March of 2023. The engine is the O-540-L3C5D. I am happy with the EA system. I have attached an article that chronicles the installation and initial flight ops. The engine makes more power and uses less fuel than the D3000 dual magneto. The EA system removes the common mode failure associated with the D3000 Mag. I would typically operate the engine as follows: MP 23", RPM 2200, FF 13 gph. With the EA system, MP 23", RPM 2200, FF 11.7 gph. CHT are slightly higher 370-380 F. The airspeed is the same in both cases. I am happy to answer any questions that you may have.
Electroair Installation in a 1979 Cessna TR182 Page 001.jpg (291.58 KiB) Viewed 36 times
Electroair Installation in a 1979 Cessna TR182 Page 002.jpg (290.99 KiB) Viewed 36 times
Electroair Installation in a 1979 Cessna TR182 Page 003.jpg (330.22 KiB) Viewed 36 times
Electroair Installation in a 1979 Cessna TR182 Page 004.jpg (222.8 KiB) Viewed 36 times
Electroair Installation in a 1979 Cessna TR182 Page 005.jpg (140.31 KiB) Viewed 36 times
Electroair Installation in a 1979 Cessna TR182 Page 006.jpg (163.89 KiB) Viewed 36 times
Electroair Installation in a 1979 Cessna TR182 Page 007.jpg (168 KiB) Viewed 36 times
Electroair Installation in a 1979 Cessna TR182 Page 008.jpg (154 KiB) Viewed 36 times
Electroair Installation in a 1979 Cessna TR182 Page 009.jpg (162.36 KiB) Viewed 36 times
Electroair Installation in a 1979 Cessna TR182 Page 010.jpg (183.06 KiB) Viewed 36 times
Electroair Installation in a 1979 Cessna TR182 Page 011.jpg (153.26 KiB) Viewed 36 times
Electroair Installation in a 1979 Cessna TR182 Page 012.jpg (164.15 KiB) Viewed 36 times
Electroair Installation in a 1979 Cessna TR182 Page 013.jpg (156.52 KiB) Viewed 36 times
wlloyd03 wrote: Thu Sep 25, 2025 8:55 pm
I installed the Electroair dual electronic ignition system in my 1979 TR182 in March of 2023. The engine is the O-540-L3C5D. I am happy with the EA system. I have attached an article that chronicles the installation and initial flight ops. The engine makes more power and uses less fuel than the D3000 dual magneto. The EA system removes the common mode failure associated with the D3000 Mag. I would typically operate the engine as follows: MP 23", RPM 2200, FF 13 gph. With the EA system, MP 23", RPM 2200, FF 11.7 gph. CHT are slightly higher 370-380 F. The airspeed is the same in both cases. I am happy to answer any questions that you may have.
Do you have the turbonormalized induction curve programmed in to the controllers?
Electroaire within the last year or so came out with improved curves; the standard curve is the original curve which advances timing two degrees for every one inch drop of manifold pressure below 24 inches, the new so-named "Top Flow" Induction Curve that advances time two-thirds of one degree for every inch of manifold pressure loss below 24 inches, and the turbonormalized curve that does not advance the timing at all.
I had my controllers just sent back a month or so ago to have the "Top Flow" induction curve programmed in my normally aspirated R182; my controllers shipped with the Standard Curve in 2023, but since then, Electroaire has learned a lot more about CHT's etc.
An normally aspirated Lycoming owner could elect to have the controllers programmed with the turbonormalized curve.
wlloyd03 wrote: Thu Sep 25, 2025 8:55 pm
I installed the Electroair dual electronic ignition system in my 1979 TR182 in March of 2023. The engine is the O-540-L3C5D. I am happy with the EA system. I have attached an article that chronicles the installation and initial flight ops. The engine makes more power and uses less fuel than the D3000 dual magneto. The EA system removes the common mode failure associated with the D3000 Mag. I would typically operate the engine as follows: MP 23", RPM 2200, FF 13 gph. With the EA system, MP 23", RPM 2200, FF 11.7 gph. CHT are slightly higher 370-380 F. The airspeed is the same in both cases. I am happy to answer any questions that you may have.
Do you have the turbonormalized induction curve programmed in to the controllers?
Electroaire within the last year or so came out with improved curves; the standard curve is the original curve which advances timing two degrees for every one inch drop of manifold pressure below 24 inches, the new so-named "Top Flow" Induction Curve that advances time two-thirds of one degree for every inch of manifold pressure loss below 24 inches, and the turbonormalized curve that does not advance the timing at all.
I had my controllers just sent back a month or so ago to have the "Top Flow" induction curve programmed in my normally aspirated R182; my controllers shipped with the Standard Curve in 2023, but since then, Electroaire has learned a lot more about CHT's etc.
An normally aspirated Lycoming owner could elect to have the controllers programmed with the turbonormalized curve.
Great question:
I tried the full curve and the top flow curve. I found that neither was satisfactory. Both of them allowed the engine to overheat (CHT>380) during ground ops. I did not see any advantage to the curve since I run 23" MP and the advance curve is basically complete at 14 degrees BTDC. My controllers are not programmed with an advance curve. This keeps all of my CHTs <385 F in all phases of flight.
