Today's Message Index:
----------------------
1. 07:55 AM - Re: Z-12 question (Dr. Andrew Elliott)
2. 08:20 AM - Re: Re: Z-12 question (Lyn Robertson)
3. 08:45 AM - Re: Re: Z-12 question (Robert L. Nuckolls, III)
4. 08:59 AM - Re: Re: Z-12 question (Sebastien)
5. 01:51 PM - Re: Re: Z-12 question (Lyn Robertson)
6. 03:03 PM - Re: Re: Z-12 question (Charlie England)
Message 1
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| Subject: | re: Z-12 question |
My plane has a Precision Airmotive "Eagle" dual electronic ignition with electronic
fuel injection - almost a FADEC, but it has a
potentiometer for mixture control override. (This unit is no longer in production.)
Their simple method of handling the power issue is a dedicated small 12V sealed
battery (I think it is 5 or 6 AH.) with a panel
charging indicator. According to the docs, this should run the system for > 1hour
after a main power failure. I check it after by
simply shutting off the battery and alternator.
FWIW,
Andy
---------------------------------
Andy Elliott, RV-8, N303RV, @KFFZ
CL: 480-695-9568
Message 2
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| Subject: | Re: re: Z-12 question |
Thanks Dr. Elliot! Simple but effective. There=99s a lot to be said
for
that.
Lyn
On Mon, Oct 15, 2018 at 08:00 Dr. Andrew Elliott <a.s.elliott@cox.net>
wrote:
> My plane has a Precision Airmotive =9CEagle=9D dual electroni
c ignition with
> electronic fuel injection - almost a FADEC, but it has a potentiometer fo
r
> mixture control override. (This unit is no longer in production.)
>
>
> Their simple method of handling the power issue is a dedicated small 12V
> sealed battery (I think it is 5 or 6 AH.) with a panel charging indicator
.
> According to the docs, this should run the system for > 1hour after a mai
n
> power failure. I check it after by simply shutting off the battery and
> alternator.
>
>
> FWIW,
>
> Andy
>
>
> ---------------------------------
>
> Andy Elliott, RV-8, N303RV, @KFFZ
>
> CL: 480-695-9568
>
>
Message 3
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| Subject: | Re: re: Z-12 question |
At 09:53 AM 10/15/2018, you wrote:
>My plane has a Precision Airmotive "Eagle" dual electronic ignition
>with electronic fuel injection - almost a FADEC, but it has a
>potentiometer for mixture control override. (This unit is no longer
>in production.)
>
>Their simple method of handling the power issue is a dedicated small
>12V sealed battery (I think it is 5 or 6 AH.) with a panel charging
>indicator. According to the docs, this should run the system for >
>1hour after a main power failure. I check it after by simply
>shutting off the battery and alternator.
But why this extra hardware? How does one
experience a total failure of the DC
power system in an airplane?
Bob . . .
Message 4
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| Subject: | Re: re: Z-12 question |
Electrical fire requiring the master switch be selected off?
I also met a C182 that had apparently had a sudden and complete electrical
failure at night but don't know the details. It's possible it was the
typical "not noticing the alternator has failed until the battery is
discharged" but I think all 182s have a warning light for this. Hard to
miss at night and would not be sudden.
On Mon, Oct 15, 2018, 08:49 Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
> At 09:53 AM 10/15/2018, you wrote:
>
> My plane has a Precision Airmotive =9CEagle=9D dual electroni
c ignition with
> electronic fuel injection - almost a FADEC, but it has a potentiometer fo
r
> mixture control override. (This unit is no longer in production.)
>
> Their simple method of handling the power issue is a dedicated small 12V
> sealed battery (I think it is 5 or 6 AH.) with a panel charging indicator
.
> According to the docs, this should run the system for > 1hour after a mai
n
> power failure. I check it after by simply shutting off the battery and
> alternator.
>
>
> But why this extra hardware? How does one
> experience a total failure of the DC
> power system in an airplane?
>
>
> Bob . . .
>
Message 5
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| Subject: | Re: re: Z-12 question |
Here's what I got back from Ross Farnham at SDS:
*There is a schematic for the 6 cylinder setup here: *
*http://www.sdsefi.com/tcad15sm.pdf <http://www.sdsefi.com/tcad15sm.pdf>
Fusing requirements are the same for *
*the 4 cylinder setups so 10 amps for each coil pack and 2 amps for each *
*CPI module. At 2700 rpm, current draw is around 1.5 amps each. *
Lyn
On Mon, Oct 15, 2018 at 8:49 AM Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
> At 09:53 AM 10/15/2018, you wrote:
>
> My plane has a Precision Airmotive =9CEagle=9D dual electroni
c ignition with
> electronic fuel injection - almost a FADEC, but it has a potentiometer fo
r
> mixture control override. (This unit is no longer in production.)
>
> Their simple method of handling the power issue is a dedicated small 12V
> sealed battery (I think it is 5 or 6 AH.) with a panel charging indicator
.
> According to the docs, this should run the system for > 1hour after a mai
n
> power failure. I check it after by simply shutting off the battery and
> alternator.
>
>
> But why this extra hardware? How does one
> experience a total failure of the DC
> power system in an airplane?
>
>
> Bob . . .
>
Message 6
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| Subject: | Re: re: Z-12 question |
> On Mon, Oct 15, 2018 at 8:49 AM Robert L. Nuckolls, III
> <nuckolls.bob@aeroelectric.com <mailto:nuckolls.bob@aeroelectric.com>>
> wrote:
>
> At 09:53 AM 10/15/2018, you wrote:
>> My plane has a Precision Airmotive Eagle dual electronic
>> ignition with electronic fuel injection - almost a FADEC, but it
>> has a potentiometer for mixture control override. (This unit is
>> no longer in production.)
>>
>> Their simple method of handling the power issue is a dedicated
>> small 12V sealed battery (I think it is 5 or 6 AH.) with a panel
>> charging indicator. According to the docs, this should run the
>> system for > 1hour after a main power failure. I check it after
>> by simply shutting off the battery and alternator.
>
> But why this extra hardware? How does one
> experience a total failure of the DC
> power system in an airplane?
>
>
> Bob . . .
>
On 10/15/2018 3:49 PM, Lyn Robertson wrote:
> Here's what I got back from Ross Farnham at SDS:
>
> *There is a schematic for the 6 cylinder setup here: *
> *http://www.sdsefi.com/tcad15sm.pdf Fusing requirements are the
> same for *
> *the 4 cylinder setups so 10 amps for each coil pack and 2 amps
> for each *
> *CPI module. At 2700 rpm, current draw is around 1.5 amps each. *
>
>
> Lyn
For Bob:
Note that this is for their *ignition only* system. If I'm doing the
math right, this should be minimum draw of 2 A for the control module,
and 1.5 A * 2 coil packs for a 4 cyl Lyc, or 5 amps total.
SDS (and other mfgrs) also makes a system that is a complete automotive
style, high pressure fuel injection system plus electronic ignition. The
Walbro electric pumps typically used for auto style injection draw
between 4 & 6 amps continuous, and their recommended fusing is 15 amps.
Add to this around 2 A for one controller, 1.5 A each for the coil packs
(3 A for a pair), and <??> amps each for the 4 injectors required. So,
you'd have the 5 A for controller & coils, plus 4-6 A for the fuel pump,
plus some ? amperage for the injectors. Users of similar systems on
automotive conversion engines in a/c are seeing total consumption in the
15 A range for the whole engine control system. The few real-world tests
have shown ~40 minutes of battery-only operation from a fresh Odyssey
PC-680 battery. This aligns with Odyssey's data for the battery.
http://www.odysseybattery.com/documents/US-ODY-TM-002_1214.pdf
For me, it means to either be on the ground in 30 minutes or less after
an alternator failure (not a reasonable number, IMO), or have a second
alternator with some real grunt; not just a 'sustainer' type alternator.
Charlie
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