Today's Message Index:
----------------------
1. 12:30 AM - Re: P-Mags (Bob Barrow)
2. 07:10 AM - Re: P-MagsP-Mags (Darwin N. Barrie)
3. 07:17 AM - Re: World's best airplane battery (John Huft)
4. 10:45 AM - Congrats to Mark at the "Possum Works"!!! (James Clark)
5. 04:27 PM - Electronic ignition conversion (Doug Weiler)
6. 05:12 PM - Re: Electronic ignition conversion (Kevin Horton)
7. 06:54 PM - Re: World's best airplane battery (jay pearlman)
8. 08:00 PM - Re: World's best airplane battery (Bill Dube)
Message 1
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--> RV-List message posted by: "Bob Barrow" <bobbarrow10@hotmail.com>
Recommend you go to this group with your question.
http://www.matronics.com/listbrowse/aeroelectric-list/index.html
>--> RV-List message posted by: "Karen and Robert Brown"
><bkbrown@ashcreekwireless.com>
>
>Great and not so great...
>After much trying I fired up the engine for the first time today. After
>purging all the lines, I attempted a start. It took many tries to get the
>engine fired up, but it finally ran. Once it ran, it ran great...until I
>tried
>to test the P-Mags by individually cycling their breakers. The engine
>stumbled
>hard when I switched the right breaker to the off position, but recovered
>when I
>switched it back on. I THINK this indicates that it was not generating
>it's own
>power. When I switched off the left P-Mag, the engine monitor showed an
>800 RPM
>increase, but that was bogus because you could not hear any change at all
>in the
>engine. As called out in the manual, only one ignition is wired to the
>ACS2000.
>All temps were even on CHT/EGT. While the engine was running, I tested
>both
>radios, as the engine monitor showed 13.7V. After I shut down, both ICOM
>A-200's went blank. All other avionics and electronics work fine. No
>fuses
>popped, no burned wires.
>
>I guess it's back to the drawing board and YES, I'm more than a little
>depressed
>about it. I'll call the Emagair boys this week to see what ideas they
>have.
>The P-Mags were installed by the engine builder, and I have not addressed
>the
>issue of their timing...but it is disheartening to see that they are
>apparently
>not making their own power.
>
>I'll keep the group informed as I stumble through this...
>
>Bob Brown
>RV-7A
>Wingtips and wing root fairings
>
>do not archive
>
>
New year, new job there's more than 100,00 jobs at SEEK
http://a.ninemsn.com.au/b.aspx?URL=http%3A%2F%2Fninemsn%2Eseek%2Ecom%2Eau&_t=752315885&_r=Jan05_tagline&_m=EXT
Message 2
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| Subject: | Re: P-MagsP-Mags |
--> RV-List message posted by: "Darwin N. Barrie" <ktlkrn@cox.net>
I have the Emag and Pmag set up. 55 hours now. My Pmag cut off point is 680 rpm.
Don't know where you get the 900 rpm figure.
Darwin N. Barrie
Chandler AZ
Message 3
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| Subject: | Re: World's best airplane battery |
--> RV-List message posted by: John Huft <rv8@lazy8.net>
Bill, sign me up! For several.
John Huft
one flying all electric airplane, and another under construction.
BillDube@killacycle.com wrote:
>--> RV-List message posted by: "BillDube@killacycle.com" <billdube@killacycle.com>
>
> I am considering producing state-of-the art, very lightweight, ultra
>long life, starting batteries for experimental aircraft. They won't
>be cheap to make, however. I'd like to get some feedback as to the
>market for these before I put a big effort into this.
>
> Here are the specs:
>
>14 volts
>480 cranking amps
>8.8 amp-hours
>2.7 pounds (Yes, really just 2.7 pounds.)
>10 year warrantee (prorated)
>Completely sealed battery
>Safer than lead acid or NiCad
>Built-in electronic monitoring system warns of over-voltage,
>under-voltage, over heating, or internal battery fault.
>
> That is all the good news. The downside is that they will cost about
>$475. I'm not sure how many folks would want a 10 year battery (at
>least) that weighs about 1/3 as much as an "ordinary" battery, but
>costs four times as much.
>
> The specs above are real. I have personally tested these batteries
>and they do, indeed, perform this well, so that is not an issue. I
>know I can make these. I'm going to make one for myself. The question
>is, will folks buy them if I more of them?
>
> Let me know if you think you would be interested in such a high-tech
>battery at this cost.
>
> Bill Dube'
>
>
>
>
>
>
>
>
>
>
>
>
>
Message 4
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| Subject: | Congrats to Mark at the "Possum Works"!!! |
--> RV-List message posted by: "James Clark" <jclarkmail@gmail.com>
Mucho CONGRATS (!!!) Mark.
* BEST METAL*
N51PW 2004 PHILLIPS/VANS RV-6A MARK A. PHILLIPS
COLUMBIA, TN 38401
And in the spirit of th e"Possum Works" vernacular ....
I jes **KNEW** yewd be gitt'n sup 'in!
James
... mighty proud to have had you flying "off my wing"
--
This is an alternate email. Please continue to email me at
james@nextupventures.com .
Message 5
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| Subject: | Electronic ignition conversion |
--> RV-List message posted by: "Doug Weiler" <dcw@mnwing.org>
Fellow Listers:
I am considering converting my RV-4 from a magneto ignition system to a dual
Lightspeed EI system. Do any of you know whether making this conversion is
considered a major airframe change which would require an additional flight
test period (I think it is 5 hours on my airworthiness certificate, which I
do not have with me at the moment).
Thanks
Doug Weiler
RV-5, N722DW, 280 hours TT
Message 6
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| Subject: | Re: Electronic ignition conversion |
--> RV-List message posted by: Kevin Horton <khorton01@rogers.com>
On 11 Apr 2006, at 19:22, Doug Weiler wrote:
> --> RV-List message posted by: "Doug Weiler" <dcw@mnwing.org>
>
> Fellow Listers:
>
> I am considering converting my RV-4 from a magneto ignition system
> to a dual
> Lightspeed EI system. Do any of you know whether making this
> conversion is
> considered a major airframe change which would require an
> additional flight
> test period (I think it is 5 hours on my airworthiness certificate,
> which I
> do not have with me at the moment).
>
> Thanks
>
> Doug Weiler
> RV-5, N722DW, 280 hours TT
>
>
Major and minor mods are defined in FAR 21.93:
Sec. 21.93
Classification of changes in type design.
(a) In addition to changes in type design specified in paragraph (b)
of this section, changes in type design are classified as minor and
major. A "minor change" is one that has no appreciable effect on the
weight, balance, structural strength, reliability, operational
characteristics, or other characteristics affecting the airworthiness
of the product. All other changes are "major changes" (except as
provided in paragraph (b) of this section).
The change in ignition system would be a major mod in the type-
certificated world in which I work. No question about it.
I think a simple way to think about it is to ask yourself the
following question: If this mod is not done correctly, could it
affect safety?
If the answer is yes, then you should put the aircraft back into the
flight test phase, and do some proper testing to confirm everything
is working properly.
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://www.kilohotel.com/rv8
Message 7
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| Subject: | Re: World's best airplane battery |
--> RV-List message posted by: jay pearlman <rv6jp@yahoo.com>
What is the cycle lifetime - full discharge to full charge?
jp
John Huft <rv8@lazy8.net> wrote: --> RV-List message posted by: John Huft
Bill, sign me up! For several.
John Huft
one flying all electric airplane, and another under construction.
BillDube@killacycle.com wrote:
>--> RV-List message posted by: "BillDube@killacycle.com"
>
> I am considering producing state-of-the art, very lightweight, ultra
>long life, starting batteries for experimental aircraft. They won't
>be cheap to make, however. I'd like to get some feedback as to the
>market for these before I put a big effort into this.
>
> Here are the specs:
>
>14 volts
>480 cranking amps
>8.8 amp-hours
>2.7 pounds (Yes, really just 2.7 pounds.)
>10 year warrantee (prorated)
>Completely sealed battery
>Safer than lead acid or NiCad
>Built-in electronic monitoring system warns of over-voltage,
>under-voltage, over heating, or internal battery fault.
>
> That is all the good news. The downside is that they will cost about
>$475. I'm not sure how many folks would want a 10 year battery (at
>least) that weighs about 1/3 as much as an "ordinary" battery, but
>costs four times as much.
>
> The specs above are real. I have personally tested these batteries
>and they do, indeed, perform this well, so that is not an issue. I
>know I can make these. I'm going to make one for myself. The question
>is, will folks buy them if I more of them?
>
> Let me know if you think you would be interested in such a high-tech
>battery at this cost.
>
> Bill Dube'
>
>
>
>
>
>
>
>
>
>
>
>
>
---------------------------------
Message 8
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| Subject: | Re: World's best airplane battery |
--> RV-List message posted by: Bill Dube <william.p.dube@noaa.gov>
The cycle life is discharge rate dependent. It is at least 1000 100% DOD
cycles for 10C discharge. For 1 C discharge, it is over 2000 cycles.
This is retaining 80% capacity. If 50% capacity is acceptable, the cycle
life is much much longer.
Bill D.
jay pearlman wrote:
>--> RV-List message posted by: jay pearlman <rv6jp@yahoo.com>
>
>What is the cycle lifetime - full discharge to full charge?
> jp
>
>
>
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