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  #11  
Old 02-11-2013, 10:31 PM
Bevan Bevan is offline
 
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Location: BC
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Quote:
Originally Posted by RV7AV8R View Post
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.
Can you explain the two pointers in more detail please?

Bevan
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  #12  
Old 02-12-2013, 07:37 PM
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N941WR N941WR is offline
 
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Location: SC
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Quote:
Originally Posted by RV7AV8R View Post
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.
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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  #13  
Old 02-16-2013, 04:21 PM
SteveHRV7 SteveHRV7 is offline
 
Join Date: Apr 2006
Location: Okemos, Michigan
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Default 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.
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  #14  
Old 02-16-2013, 09:57 PM
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RV7AV8R RV7AV8R is offline
 
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Quote:
Originally Posted by N941WR View Post
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).
Thanks for the correction! Here I thought I was being real smart. Oh well.
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  #15  
Old 02-17-2013, 06:46 AM
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rzbill rzbill is offline
 
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Quote:
Originally Posted by N941WR View Post
There is no ?default pointer?, as described above.
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.
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  #16  
Old 02-17-2013, 07:34 AM
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mikehoover mikehoover is offline
 
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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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  #17  
Old 02-17-2013, 08:19 AM
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Ironflight Ironflight is offline
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Quote:
Originally Posted by rzbill View Post
I have no intention of relying on the blow in the tube software setting method.
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...
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  #18  
Old 02-17-2013, 08:24 AM
tim2542 tim2542 is offline
 
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Quote:
Originally Posted by mikehoover View Post
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?
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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  #19  
Old 02-17-2013, 09:03 AM
RV8R999 RV8R999 is offline
 
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Quote:
Originally Posted by tim2542 View Post
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
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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  #20  
Old 02-17-2013, 09:25 AM
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drill_and_buck drill_and_buck is offline
 
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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.
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