X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from fed1rmmtao06.cox.net ([68.230.241.33] verified) by logan.com (CommuniGate Pro SMTP 5.1.0) with ESMTP id 1486625 for flyrotary@lancaironline.net; Thu, 19 Oct 2006 13:11:29 -0400 Received-SPF: none receiver=logan.com; client-ip=68.230.241.33; envelope-from=alventures@cox.net Received: from fed1rmimpo02.cox.net ([70.169.32.72]) by fed1rmmtao06.cox.net (InterMail vM.6.01.06.01 201-2131-130-101-20060113) with ESMTP id <20061019171056.KWNP6235.fed1rmmtao06.cox.net@fed1rmimpo02.cox.net> for ; Thu, 19 Oct 2006 13:10:56 -0400 Received: from BigAl ([72.192.132.90]) by fed1rmimpo02.cox.net with bizsmtp id cHAz1V00j1xAn3c0000000 Thu, 19 Oct 2006 13:11:00 -0400 From: "Al Gietzen" To: "'Rotary motors in aircraft'" Subject: RE: [FlyRotary] Powering fuel injectors Date: Thu, 19 Oct 2006 10:11:04 -0700 Message-ID: <000001c6f3a1$8f7c4c90$6400a8c0@BigAl> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0001_01C6F366.E31FE590" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.6626 Importance: Normal In-Reply-To: X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2962 This is a multi-part message in MIME format. ------=_NextPart_000_0001_01C6F366.E31FE590 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Bill; =20 I have dual batteries. The 'engine critical' bus (actually a fuse = holder) is connected to both batteries with a Schottky diode in each line for isolation. From the fuse holder terminals go the leads for each set of injectors, each set of coils, backup fuel pump, backup ECU, and backup = EFIS. Then to switches on the panel. I concluded that was as direct and = reliable as I could get. =20 It requires turning off the injector and ignition disable switches when shutting down the engine. All other power (including normal pump, ECU = and EFIS) goes through battery contactors, one for each battery.=20 =20 Be aware (as I learned later) that this leads to a complication when = trying to reset the EC2 mixture correction table back to default of zeros. = With the injector disable switches off, it is equivalent to having the cold = start switch on; which - at least on my 20B controller - results in some = legacy default correction table. =20 FWIW, =20 Al =20 -----Original Message----- From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On Behalf Of Bill Bradburry Sent: Thursday, October 19, 2006 7:53 AM To: Rotary motors in aircraft Subject: [FlyRotary] Powering fuel injectors =20 I am using Z-19 from the Aeroelectric Connection as a guide for wiring my plane. I would like to power the injectors from the battery buss. Looking at Z-19, do I need to install a complete switch and diode system for the injectors like is done for the fuel pump and ECU, or can I tie on to the fuel pump OR the ECU system after either the switch (add a separate diode) or after one of the diodes? There will be the two DPDT switches to disable the primary and secondary injectors after this connection. My panel is becoming somewhat switch festooned and I would like to keep more switches to a minimum. How have you guys accomplished this? =20 Thanks. Bill B =20 =20 -- Homepage: http://www.flyrotary.com/ Archive and UnSub: http://mail.lancaironline.net/lists/flyrotary/ ------=_NextPart_000_0001_01C6F366.E31FE590 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Bill;

 

I have dual batteries. The ‘engine = critical’ bus (actually a fuse holder) is connected to both batteries with a = Schottky diode in each line for isolation.  From the fuse holder terminals = go the leads for each set of injectors, each set of coils, backup fuel pump, = backup ECU, and backup EFIS.  Then to switches on the panel.  I = concluded that was as direct and reliable as I could get.

 

It requires turning off the injector and ignition = disable switches when shutting down the engine.  All other power (including = normal pump, ECU and EFIS) goes through battery contactors, one for each = battery.

 

Be aware (as I learned later) that this leads to a complication when trying to reset the EC2 mixture correction table back = to default of zeros.  With the injector disable switches off, it is equivalent to having the cold start switch on; which – at least on = my 20B controller – results in some legacy default correction = table.

 

FWIW,

 

Al

 

-----Original Message-----
From: Rotary motors in aircraft [mailto:flyrotary@lancaironline.net] On = Behalf Of Bill Bradburry
Sent: Thursday, October 19, 2006 7:53 AM
To: Rotary motors in aircraft
Subject: [FlyRotary] Powering fuel injectors

 

I am using Z-19 from the Aeroelectric Connection as a guide for = wiring

my plane.  I would like to power the injectors from the battery = buss.

Looking at Z-19, do I need to install a complete switch and diode = system

for the injectors like is done for the fuel pump and ECU, or can I = tie

on to the fuel pump OR the ECU system after either the switch (add = a

separate diode) or after one of the diodes?

There will be the two DPDT switches to disable the primary and = secondary

injectors after this connection.

My panel is becoming somewhat switch festooned and I would like to = keep

more switches to a minimum.

How have you guys accomplished this?

 

Thanks.

Bill B

 

 

--

Homepage:  http://www.flyrotary.com/

Archive and UnSub:   = http://mail.lancaironline.net/lists/flyrotary/

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