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This is why you need to provide separate power and grounds to your P-mags!
This can't be stressed enough! Also, the LED's on your P-mags should be either Red, Green, or off. If they are Orange, there is an internal fault and they need to go back to Emag for repairs. Again, please rewire your P-mags! |
David,
My standard switches for Master, Mags and anything important are now the Honeywell Locking Toggle Switches. No if's but's or maybe's. Please use them. |
Well Im glad we finally got an answer, the benefit here is hopefully this may help someone with a similar problem. We all need to support each other, this is why this site exists. When you are dealing with a car a bad day is that your stuck on the side of the road, in aviation you end up in the desert on a river bed with your nose wheel in the sand,, if your LUCKY!
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I'm with Bill R., the wiring doesn't sound right. There should be no "shared wire" for both PMAGs. Each PMAG should connect to the bus independently. The wiring diagram on pg 28 shows a wire from the bus to a breaker to a switch to the PMAG. I chose to use a switch-breaker combination.
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A very nice apology
Dear David,
After receiving criticism for your style of post and your moral character as well, you simply responded with an explanation and a sincere apology. Not only that, after realizing that ?perhaps? this was not the most popular way to approach problem solving on this forum, that you would change your ways in the future. These things indeed take a great deal of moral character! So, I tip my hat to you, good job, and have a nice day. Sincerely, Rick Meyer |
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David,
Thank you for providing the cause. This was my first guess for the issue since each time it happened during low RPM. Just to share or suggestion, I have a LED connected to the PMAG power switch on the panel which goes on when the power to the PMAG is cut off . This serves two purpose for me, one that I know my source of power to each PMAG is good (no blown fuse) and the second purpose is if I accidently flip the toggle switch or had forgotten to flip it back to ON during the run up test, the LED light will remind me of that. |
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Like all ignitions, a pre-flight check should be performed, including dropping ship's power to each igntion, one at a time, to make sure their internal generators are functioning properly. The OP's issue had nothing to do with the P-mags and everything to do with his installation. 1. He connected the power feed for both P-mags to one connector, which failed. 2. He connected the ground wires to the firewall, not the engine as recommended by Emag. 3. When he performed his stall, the engine RPM dropped below the point where it would self power the P-mags and because of the faulty installation the ignitions stopped producing sparks. Then during the OP's emergency actions, he inadvertently grounded the P-mags while in flight. Had he not done this, there is a very good chance the P-mags would have started firing once he lowered the nose and the engine RPM picked up. As I said, this situation had nothing to do with the P-mags and everything to do with the installation and pilot actions. In essence he took two independent ignition systems and introduced a couple of single points of failures. Thank goodness the outcome was as good as it was. The following was told to me by someone who supplies products to the E-AB market, "You don't have a proven product until you have 500 units installed in 500 homebuilts by 500 amateurs." |
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