X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from zproxy.gmail.com ([64.233.162.199] verified) by logan.com (CommuniGate Pro SMTP 5.0c4) with ESMTP id 765420 for flyrotary@lancaironline.net; Fri, 14 Oct 2005 23:00:50 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.233.162.199; envelope-from=wdleonard@gmail.com Received: by zproxy.gmail.com with SMTP id z3so1045041nzf for ; Fri, 14 Oct 2005 20:00:05 -0700 (PDT) DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=beta; d=gmail.com; h=received:message-id:date:from:to:subject:in-reply-to:mime-version:content-type:references; b=TV7DfK37Gbv64Qaw6MilSOVDSV22gaix0K1KxCt190R26KyHSCAvShIsuu9WB2p4jpwheCJFgs4VXihy5eSGOWB4nNTkdCY5ZuWa/xWRgBa/a4vInxaFNF1bV6+Iu8FhT2RBGFiXMz5dYibPZCsnoB859uGQMjB2fYLsyfJEd9U= Received: by 10.37.15.64 with SMTP id s64mr88726nzi; Fri, 14 Oct 2005 20:00:05 -0700 (PDT) Received: by 10.36.222.6 with HTTP; Fri, 14 Oct 2005 20:00:05 -0700 (PDT) Message-ID: <1c23473f0510142000k6780b69fiab6fa6ec794c9e9@mail.gmail.com> Date: Fri, 14 Oct 2005 20:00:05 -0700 From: David Leonard To: Rotary motors in aircraft Subject: Re: [FlyRotary] Re: injector size In-Reply-To: MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_Part_454_28964037.1129345205650" References: ------=_Part_454_28964037.1129345205650 Content-Type: text/plain; charset=ISO-8859-1 Content-Transfer-Encoding: quoted-printable Content-Disposition: inline On 10/14/05, David Staten wrote: > > If I remember my documentation, the injectors can power the Engine > Controller. Specifically, the EC manual calls out for a switch to disconn= ect > the injectors from the power supply, so that the EC doesn't remain powere= d > and run the battery down. Tracy does not recommend using the injectors to power the EC2 as the power from them is erratic at best. Also, whatever component is causing the bleed over was never intended to provide all the power to the EC2. That being said, it has functioned as an alternate power supply and will work in a pinch. My main power to my EC2 is from an automotive key switch that I do not have the utmost in confidence in. However, I fee reasonably comfortable knowing that the injector bleed through seems to work fine. Also, if you have a standard aircraft master there should be no risk of them running down the battery. Except for an "always hot" line for clocks and stuff, the contactor should be the first thing that the battery power sees. Having such a set-up does not mean that turning off you master will kill the engine. Once the engine is running the alternator will power everything even with the master switch off. IMHO, the best way to turn off the engine is to turn of the fuel pump. Thi= s minimizes the fuel in the manifold and especially the engine itself - where it can cause the apex seal to stick if not used frequently. Same reason you turn off a lycoming by making the mixture full lean and opening up the throttle. . If the Engine Controller is powered by this circuit, and the engine > controller is connected to the monitor, its possible that there is some > bleed current running to the EM as well. I am not sure specifically if th= ere > is supposed to be a path for current to bleed over or loop around like th= at, > but it appears in your case that it does. > > Sounds like we (chris and I) will need to come up with an "engine master > switch" that will power the EC, EM, Injectors, Fuel Pump and Radiator Fan= (s) > on a common bus... in adition to a "master" and an "avionics master" This is what Tracy recommends, but I don't think it is necessary. -- Dave Leonard Turbo Rotary RV-6 N4VY http://members.aol.com/_ht_a/rotaryroster/index.html http://members.aol.com/_ht_a/vp4skydoc/index.html ------=_Part_454_28964037.1129345205650 Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: quoted-printable Content-Disposition: inline

On 10/14/05, David Staten <Dastaten@ea= rthlink.net> wrote:
If I remember my documentation, = the injectors can power the Engine Controller. Specifically, the EC manual = calls out for a switch to disconnect the injectors from the power supply, s= o that the EC doesn't remain powered and run the battery down.
 
Tracy does not recommend using the injectors to power the EC2 as the p= ower from them is erratic at best.  Also, whatever component is causin= g the bleed over was never intended to provide all the power to the EC2.&nb= sp; That being said, it has functioned as an alternate power supply and wil= l work in a pinch.  My main power to my EC2 is from an automotive key = switch that I do not have the utmost in confidence in.  However, I fee= reasonably comfortable knowing that the injector bleed through seems to wo= rk fine.
 
Also, if you have a standard aircraft master there should be no risk o= f them running down the battery.  Except for an "always hot"= line for clocks and stuff, the contactor should be the first thing that th= e battery power sees. =20
 
Having such a set-up does not mean that turning off you master will ki= ll the engine.  Once the engine is running the alternator will power e= verything even with the master switch off.
 
IMHO, the best way to turn off the engine is to turn of the fuel pump.=   This minimizes the fuel in the manifold and especially the engine it= self - where it can cause the apex seal to stick if not used frequently.&nb= sp; Same reason you turn off a lycoming by making the mixture full lean and= opening up the throttle.

. If the Engine Controller is po= wered by this circuit, and the engine controller is connected to the monito= r, its possible that there is some bleed current running to the EM as well.= I am not sure  specifically if there is supposed to be a path for cur= rent to bleed over or loop around like that, but it appears in your case th= at it does.=20
 
Sounds like we (chris and I) will need to come up with an &qu= ot;engine master switch" that will power the EC, EM, Injectors, Fuel P= ump and Radiator Fan(s) on a common bus... in adition to a "master&quo= t; and an "avionics master"
 
This is what Tracy recommends, but I don't think it is necessary.

--
Dave Leonard
Turbo Rotary RV-6 N4VY
http://members.ao= l.com/_ht_a/rotaryroster/index.html
http:= //members.aol.com/_ht_a/vp4skydoc/index.html
------=_Part_454_28964037.1129345205650--