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02-11-2013, 10:31 PM
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Join Date: Sep 2007
Location: BC
Posts: 1,674
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Quote:
Originally Posted by RV7AV8R
I have 2 pmags and use a battery tender 24/7 and never had an issue. However, I manually time them to TDC first. Then use the blow technique. This way the software pointer and the default pointer are set to the same place, TDC. If if jumps from the software pointer it goes to default which is the same spot.
Seems to be rock stable.
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Can you explain the two pointers in more detail please?
Bevan
__________________
RV7A Flying since 2015
O-360-A1F6 (parallel valve) 180HP
Dual P-mags
Precision F.I. with AP purge valve
Vinyl Wrapped Exterior
Grand Rapids EFIS
Located in western Canada
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02-12-2013, 07:37 PM
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Join Date: Jan 2005
Location: SC
Posts: 12,887
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Quote:
Originally Posted by RV7AV8R
I have 2 pmags and use a battery tender 24/7 and never had an issue. However, I manually time them to TDC first. Then use the blow technique. This way the software pointer and the default pointer are set to the same place, TDC. If if jumps from the software pointer it goes to default which is the same spot.
Seems to be rock stable.
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I wanted to verify with E-mag before I replied to this post and they confirmed my understanding of how the P-mags are programmed.
There is no ?default pointer?, as described above.
Back when the early E & P-mags were experiencing lost timing marks E-mag implemented a ?default pointer? but once they resolved the lost timing bug, they removed the ?default pointer?. So if you are running 114 P-mags there is no ?default pointer? and if you have had your 113 E & P-mags back for the software upgrade (This upgrade came out a few years back, nothing current), there is no ?default pointer?.
All John did was accept the timing mark, wherever that happened to be when the P-mags were manufacture.
The ?Blow in the tube? method of timing is the method to set the P-mag TDC mark.
PS. If you don?t know if your 113 E & P-mags have been upgraded, contact E-mag with your serial number(s).
__________________
Bill R.
RV-9 (Yes, it's a dragon tail)
O-360 w/ dual P-mags
Build the plane you want, not the plane others want you to build!
SC86 - Easley, SC
www.repucci.com/bill/baf.html
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02-16-2013, 04:21 PM
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Join Date: Apr 2006
Location: Okemos, Michigan
Posts: 45
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Update to my original P-Mag thread
For all who were interested in this thread -
I contacted Brad at P-Mags. Because one of my P-Mags has lost its timing information on more than one occasion without an obvious reason (i.e. using a battery charger) he requested I remove them both and send them back to P-Mags for repairs or replacement. I will keep you posted as to the final results.
__________________
Steve Houghton
RV7a
Okemos, MI
N807SH
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02-16-2013, 09:57 PM
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Join Date: Feb 2005
Posts: 426
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Quote:
Originally Posted by N941WR
I wanted to verify with E-mag before I replied to this post and they confirmed my understanding of how the P-mags are programmed.
There is no ?default pointer?, as described above.
Back when the early E & P-mags were experiencing lost timing marks E-mag implemented a ?default pointer? but once they resolved the lost timing bug, they removed the ?default pointer?. So if you are running 114 P-mags there is no ?default pointer? and if you have had your 113 E & P-mags back for the software upgrade (This upgrade came out a few years back, nothing current), there is no ?default pointer?.
All John did was accept the timing mark, wherever that happened to be when the P-mags were manufacture.
The ?Blow in the tube? method of timing is the method to set the P-mag TDC mark.
PS. If you don?t know if your 113 E & P-mags have been upgraded, contact E-mag with your serial number(s).
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Thanks for the correction! Here I thought I was being real smart. Oh well.
__________________
John Adams
Seattle
RV7 600+hrs
Paid 12/2014
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02-17-2013, 06:46 AM
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Join Date: Nov 2005
Location: Asheville, NC
Posts: 2,692
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Quote:
Originally Posted by N941WR
There is no ?default pointer?, as described above.
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Thats unfortunate. I was banking in it after reading the old posts. I guess I will have to look elsewhere for my EI when I upgrade in a few years. I have no intention of relying on the blow in the tube software setting method.
__________________
Bill Pendergrass
ME/AE '82
RV-7A: Flying since April 15, 2012. 850 hrs
YIO-360-M1B, mags, CS, GRT EX and WS H1s & A/P, Navworx
Unpainted, polished....kinda'... Eyeballin' vinyl really hard.
Yeah. The boss got a Silhouette Cameo 4 Xmas 2019.
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02-17-2013, 07:34 AM
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Join Date: Jan 2005
Posts: 626
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From the Installation & Operating Guide, page 5, item 5, Note 2:
Note 2: DO NOT power the ignition ON if/when you have a battery charger connected to the buss. Some chargers are designed to pulse the battery with high voltage that can damage electronics.
I read this to mean that with the master switch off, charging the battery is fine. If the master switch is on while connected to a battery charger, I would think the PMag switch ("ignition") should be off (or pull the PMag breaker.) How would the PMag be subject to damage with the PMag switch or breaker off?
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02-17-2013, 08:19 AM
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VAF Moderator / Line Boy
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Join Date: Jan 2005
Location: Dayton, NV
Posts: 12,256
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Quote:
Originally Posted by rzbill
I have no intention of relying on the blow in the tube software setting method.
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Huh? Sounds a little prejudicial, unless you have tried it and found that it doesn't work. It takes me about 20 seconds to set/check timing on our two dual-P-Mag airplanes. Setting traditional Slicks with a buzz box takes quite a bit longer, since every time you tighten down the nuts, the timing changes slightly, and you have to play with it.
There's nothing wrong with "not liking" a method if you've tried it and found it has issues, but give it a try first...
__________________
Paul F. Dye
Editor at Large - KITPLANES Magazine
RV-8 - N188PD - "Valkyrie"
RV-6 (By Marriage) - N164MS - "Mikey"
RV-3B - N13PL - "Tsamsiyu"
A&P, EAA Tech Counselor/Flight Advisor
Dayton Valley Airpark (A34)
http://Ironflight.com
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02-17-2013, 08:24 AM
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Join Date: Aug 2009
Location: Redding,Ca
Posts: 633
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Quote:
Originally Posted by mikehoover
From the Installation & Operating Guide, page 5, item 5, Note 2:
Note 2: DO NOT power the ignition ON if/when you have a battery charger connected to the buss. Some chargers are designed to pulse the battery with high voltage that can damage electronics.
I read this to mean that with the master switch off, charging the battery is fine. If the master switch is on while connected to a battery charger, I would think the PMag switch ("ignition") should be off (or pull the PMag breaker.) How would the PMag be subject to damage with the PMag switch or breaker off?
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The on/off switch does not remove power from the EMAG, it only turns off the ignition, so pulling the breaker is the only way to isolate it.
And keep in mind many people, I think, wire it direct to the battery ala' Bob Knuckles or even Light Speed recommendations. So turning the master off will not isolate it, pulling the breaker is the only way to electrically disconnect. Its a pitfall for sure, the need to remember to do that if ever you charge the battery.
I think I'll make a placard to remind me and put it on the battery.
Tim
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02-17-2013, 09:03 AM
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Join Date: Dec 2008
Location: na
Posts: 1,457
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Quote:
Originally Posted by tim2542
The on/off switch does not remove power from the EMAG, it only turns off the ignition, so pulling the breaker is the only way to isolate it.
And keep in mind many people, I think, wire it direct to the battery ala' Bob Knuckles or even Light Speed recommendations. So turning the master off will not isolate it, pulling the breaker is the only way to electrically disconnect. Its a pitfall for sure, the need to remember to do that if ever you charge the battery.
I think I'll make a placard to remind me and put it on the battery.
Tim
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This depends entirely on how it is wired. I have my P-mag wired to the output side of the battery contractor through a fuse which is de-energized whenever the master is off. The only time the p-mag can be energized with the master off is above about 700 or so RPM at which point the internal generator supplies the power. This is independent of the p-lead switches. I would not wire a p-mag directly to the battery as this is a sure fire way to have a dead battery if the plane sits for any length of time off a charger. They left the units off their current draw chart in the install manual but if the units are AMPS then you'd kill your PC680 in about 7 days. If units are mA then you'd kill it in 70 days if wired directly to the battery. I've kept mine on a charger almost 100% of the time for the past 2.5 years. Charger connected directly to battery through a fuse - no issues.
break break
The Blow in the tube method of timing is brilliant application of the KISS principle. It is nothing more than using the MAP pressure sensor as a switch. Eliminates the need for extra hardware, wiring, tools, etc.. Sure beats the method used for normal mags and certainly easier than using timing lights, magnets, and voodoo like some of the other EI.
unsolicited .02
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02-17-2013, 09:25 AM
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Join Date: Feb 2005
Location: Bridgewater, MA - KPYM
Posts: 458
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For the first year I had my dual Pmags wired to my battery buss and often used a trickle charger without problems. However, I once forgot to shut off the Pmags after a flight and the draw drained my PC680 after a week.
At my last annual I rewired my Pmags to my e-buss. The are now powered up/down with the master.
__________________
Mike Draper
RV-8 N468RV
First Flight 11/13/2011
TMX0360, Pmags, CS
Bridgewater, MA
KPYM
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