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Z-12 question

 
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a.s.elliott(at)cox.net
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PostPosted: Mon Oct 15, 2018 6:55 am    Post subject: Z-12 question Reply with quote

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, (at)KFFZ
CL: 480-695-9568


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lyn.robertson(at)gmail.co
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PostPosted: Mon Oct 15, 2018 7:20 am    Post subject: Z-12 question Reply with quote

Thanks Dr. Elliot! Simple but effective. There’s a lot to be said for
that.

Lyn

On Mon, Oct 15, 2018 at 08:00 Dr. Andrew Elliott <a.s.elliott(at)cox.net>
wrote:

[quote] 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


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nuckolls.bob(at)aeroelect
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PostPosted: Mon Oct 15, 2018 7:44 am    Post subject: Z-12 question Reply with quote

At 09:53 AM 10/15/2018, you wrote:
Quote:
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 . . .


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cluros(at)GMail.com
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PostPosted: Mon Oct 15, 2018 7:59 am    Post subject: Z-12 question Reply with quote

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(at)aeroelectric.com> wrote:

[quote] 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


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lyn.robertson(at)gmail.co
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PostPosted: Mon Oct 15, 2018 12:51 pm    Post subject: Z-12 question Reply with quote

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(at)aeroelectric.com> wrote:

[quote] 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


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ceengland7(at)gmail.com
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PostPosted: Mon Oct 15, 2018 2:03 pm    Post subject: Z-12 question Reply with quote

Quote:
On Mon, Oct 15, 2018 at 8:49 AM Robert L. Nuckolls, III <nuckolls.bob(at)aeroelectric.com (nuckolls.bob(at)aeroelectric.com)> wrote:

Quote:
At 09:53 AM 10/15/2018, you wrote:
Quote:
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:

Quote:
Here's what I got back from Ross Farnham at SDS:

Quote:
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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