1. SureFly Ignition Module (SIM)

2. Power wire harness (84" long 14ga. wire with inline fuse holder, 10A fuse & ring terminals) If your battery is located in the tail of your aircraft, you will need to purchase a longer power wire.

3. Manifold pressure hose (36" long 1/8"ID x 1/4"OD high temp. rubber hose)

4. Engine STC paperwork

5. Airframe STC paperwork

SIM4P - 4.4 lbs.

SIM4N - 4.0 lbs.

SIM6C - 5.0 lbs.

SIM6L - 5.2 lbs.

Absolutely! Compared to a magneto, the SIM provides a more accurately retarded spark and a more consistent, higher energy spark at low engine RPM. Hot-starts are greatly aided by the installation of a SIM, but keep in mind SureFly can’t remedy fuel system shortcomings!

SureFly recommends replacing the impulse coupled magneto. This is to reduce the possibility of impulse coupler mechanical failure and also to help the engine start better.

Yes! FAA STC was issued in July, 2023. See the details in the STC here.

There is no projection date for a single-drive dual mag replacement at this time.

The SIM is compatible with all automotive and aviation spark plugs. SureFly’s FAA STC’s do not grant permission to use automotive spark plugs in FAA certified engines. You may only use spark plugs FAA-approved for your application.

The SIM is turned on and off with the existing ignition switch through the p-lead wire connected to the p-lead terminal of the SIM.

The SIM is a solid-state ignition module with the benefit of improved reliability and zero maintenance (no rebuilds & no overhauls) over the lifetime of the SIM. Another benefit is improved starting.

Return the SIM to SureFly for evaluation after 2400 hours of SIM operation.

The SIM outputs a 60Vdc spike with a 10Vdc offset on the p-lead (2 pulses per rev for 4 cylinder models & 3 pulses per rev for 6 cylinder models).

Electronics International's R-1 RPM Instrument - The R-1-4SM and R-1-6SM units are setup to interface with the SureFly system on one channel and a standard mag on the other. These units do not require the SureFly Tach2 Tachometer Signal Converter. Any R-1-xx instrument configured to monitor a standard mag will also work with a SureFly system by placing Electronics International's VI-2uf Voltage Interface module in series with the R-1-xx channel and the SureFly P-Lead.

Electronics International's MVP-50 and CGR-33 Instruments - These instruments use an EDC-33 Engine Data Converter. Place an Electronics International's VI-2uf Voltage Interface module in series with the EDC-33 RPM channel and the SureFly P-Lead.

An alternate method is to use the The SureFly Tach2 Tachometer Signal Converter. Connect the Tach2 output to an EDC-33 RPM channel (no isolators required).

Only these configurations should be used.

Note: The Tach2 outputs 1 pulse/rev for a 4-cylinder engine and 1.5 pulses/rev for a 6-cylinder engine (1/2 times the ignition events). For this reason the LSB setting in the MVP or CGR for the SureFly RPM channel must be reduced by one count.

For Horizon installations, you will need to install a TACH2 signal converter to make a SIM compatible with a Horizon tachometer.

For B&D installations, Possibly.

Customers have reported mixed results getting B&D tachometers to work with SIMs, however successful installations required a SureFly TACH2.

We tested B&D P/N 0513-019 with our TACH2 and we were unsuccessful in getting it to work.

UMA tach display P/N 19-51A-10C is 2 1/4" and can be used with the SureFly TACH2, 0-5V output terminal. This is a custom tachometer for 6 cylinder applications. If you decide to go this route, you may consider using a UMA tach drive or magneto pickup for your tachometer signal instead of P-leads and the TACH2. Contact UMA for your application.

Yes! You will need to have a magnetic pickup installed in the remaining magneto or install a TACH2 signal converter to make a SIM compatible. Please call SureFly to discuss the installation.

Upon loss of manifold pressure input, a SIM configured for variable timing will calculate advance based upon pressure altitude. In this unlikely scenario, variable timing may result in engine detonation margins too narrow to safely operate a turbocharged aircraft at high altitudes.

We have a limitation on our STC because we have only tested the variable timing schedule with 100LL fuel.

We are often asked about how "hot" our spark is. What most people actually mean when they use that term is - "How many volts will your ignition output?"

The truth is, voltage is only half of the equation. The total output energy is measured in millijoules(mJ), and the voltage at the spark plug varies in proportion to the gap of the spark plug. The SIM produces 45mJ of energy at the spark plug (the same as a Slick Mag at 2700 RPM) and 60mJ of energy during start sequence.