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  #1  
Old 01-12-2020, 04:20 PM
mfshook62 mfshook62 is offline
 
Join Date: Sep 2008
Location: Windsor, Ca
Posts: 129
Default I Just Converted From Pmags to a CPI-2 Ignition

I just removed both Pmags and installed an SDS CPI-2 ignition on my RV-9a with a carburated Lycoming O235-L2C engine. There were a few reasons for this conversion;

1. I was tired of sending the Pmags back to the factory every 100 hours to get the bearings replaced.
2. Brad mentioned that my engine may have an accessory case gear train resonance that was destroying the bearings. It's a brand new Lycoming engine and I had the same problem with my last engine. I have a light weight Catto composite prop which may have caused my new and old engine to not be able to smoothly spin the low rotational inertia prop. Brad at Emagair was very helpful, but he couldn't solve my problem.
3. I did not want to remove and inspect both ignitions for bearing tightness at every oil change.
4. I wanted an ignition that would not lose its reference to TDC, which happened to me on 3 occasions requiring emergency landings, and this pre-igniton destroyed the last engine.
5. I wanted to easily "set and forget" the programmable controller after modifying the RPM and MAP advance curves to suit my particular engine to reduce CHTs while remaining in the power curve.
6. I read reviews on VAF and after a few phone calls with SDS customers, all responses mentioned that customer service at SDS was outstanding.

I started using the conservative RPM-MAP advance curve that SDS recommends as a starting point for new installations. This curve fires at 23 deg BTDC and smoothly advances to 26 deg BTDC as a function of MP. Additionally, by pressing the LOP button the curve advances another 1-5 deg when cruising at higher altitudes. Previously I had to set the PMag canned timing curve about 10 deg ATDC rather than TDC to decrease CHTs. My #4 cylinder was always about 30-40 deg F hotter than the rest and baffle changes had a small effect on reducing temperature. I was always having to compensate for high CHTs as I slowly climbed to cruising altitude. My first hour long flight at cruising speed was uneventful. On my second flight I climbed at 1100 fpm from sea level to 5000 feet and the highest #4 CHT observed was 389 deg verses the previous 415 deg that I was used to dealing with. All CHTs and the range of temperatures were lower. I was expecting lower CHTs and was delighted to observe them.

I installed a complete Dynon HDX system last year. At the same time I installed an EarthX, 6.2ah, 2.2 lb, LiFePO4, backup battery which will provide about 45 minutes of reserve power for the ignition and essential avionics in case of an alternator, main battery, or main buss fault that requires turning off the MASTER or ALT switch. The backup battery is isolated by 2 large schottke diodes from the master buss. The BACKUP battery is normally switched ON during flight to keep it charged and to supply reserve power instantly in case the master voltage is interrupted.

I have been planning this conversion for about a year waiting for the CPI-2 to get released into production and to accumulate some flight time. I have called SDS on numerous occasions to ask questions and always received a knowledgeable response. Ross and Barry were very supportive after the purchase answering questions and mailing me parts usually with over night delivery. I followed the backup battery wiring diagram outlined in the Installation Manual, and I called Barry a few times for his guidance and advice. Here are a few photos of the installation showing the dual Hall Effect sensor triggered by magnets mounted in the flywheel and the the dual ECU mounted under the throttle quadrant which is out of the way but very easy to service. I bolted an aluminum block near the sensor wires as added protection from broken fan belt issues. Also, I was able to sell my used set of Pmags on VAF for close to the same amount that it cost to purchase the complete SDS-CPI-2 package.

__________________
Mike Shook, RV-9A, Dynon HDX,
CPI-2 Ignition, Catto Prop, EAA 124

Last edited by mfshook62 : 08-15-2020 at 06:03 PM. Reason: added note for backup battery
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  #2  
Old 01-12-2020, 05:41 PM
Michael Burbidge Michael Burbidge is offline
 
Join Date: May 2006
Location: Sammamish, WA
Posts: 667
Default Pmqg

How many people have had a pmag loose it?s reference to TDC?
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Sammamish, WA
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  #3  
Old 01-12-2020, 05:57 PM
pa38112 pa38112 is offline
 
Join Date: Mar 2008
Location: Clarksboro, NJ
Posts: 888
Default

Quote:
Originally Posted by Michael Burbidge View Post
How many people have had a pmag loose it?s reference to TDC?
I hade the same question. I have duel P-mags and have not had any issues with timing drift.
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  #4  
Old 01-12-2020, 06:14 PM
Toobuilder's Avatar
Toobuilder Toobuilder is offline
 
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Location: Mojave
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Default

Quote:
Originally Posted by Michael Burbidge View Post
How many people have had a pmag loose it’s reference to TDC?
Plenty. It was one of the major operational hurdles the company had to work through. It's caused by both software and mechanical issues - the latter being one of the reasons you are required to remove and inspect the unit every CI.
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WARNING! Incorrect design and/or fabrication of aircraft and/or components may result in injury or death. Information presented in this post is based on my own experience - Reader has sole responsibility for determining accuracy or suitability for use.

Michael Robinson
______________
Harmon Rocket II -SDS EFI
RV-8 - SDS CPI
1940 Taylorcraft BL-65
1984 L39C

Last edited by Toobuilder : 01-12-2020 at 06:24 PM.
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  #5  
Old 01-12-2020, 06:23 PM
RhinoDrvr RhinoDrvr is offline
 
Join Date: Jun 2014
Location: Lemoore (Fresno), CA
Posts: 147
Default

I think (knock on wood) the loss of timing was an issue in early PMAGS that has been documented and corrected with the current versions of hardware and firmware. I have 250 hours on a dual PMAG setup and have been very happy with their performance to date.
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  #6  
Old 01-12-2020, 07:44 PM
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rv6ejguy rv6ejguy is offline
 
Join Date: Mar 2005
Location: Calgary, Canada
Posts: 5,869
Default

Thanks for posting your pix and experiences here Mike. Installation looks good and easy to get to the ECU.
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Ross Farnham, Calgary, Alberta
Turbo Subaru EJ22, SDS EFI, Marcotte M-300, IVO, Shorai- RV6A C-GVZX flying from CYBW since 2003- 445.2 hrs. on the Hobbs,
RV10 95% built- Sold 2016
http://www.sdsefi.com/aircraft.html
https://www.youtube.com/channel/UCiy...g2GvQfelECCGoQ


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  #7  
Old 01-12-2020, 09:07 PM
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GalinHdz GalinHdz is offline
 
Join Date: Mar 2010
Location: KSGJ / TJBQ
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Default

Quote:
Originally Posted by Toobuilder View Post
Plenty.
That issue was corrected YEARS ago. My dual P-Mags (2013 installation, +500hrs) have never lost their timing.

mfshook62: your install looks great.

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  #8  
Old 01-12-2020, 09:35 PM
Toobuilder's Avatar
Toobuilder Toobuilder is offline
 
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Location: Mojave
Posts: 4,737
Default

Quote:
Originally Posted by RhinoDrvr View Post
I think (knock on wood) the loss of timing was an issue in early PMAGS that has been documented and corrected with the current versions of hardware and firmware. I have 250 hours on a dual PMAG setup and have been very happy with their performance to date.
Indeed, that demon seems to have been tamed for the most part, but not eliminated. There are still very real mechanical issues that every Pmag owner needs to check for. Bearing condition and magnet position being the big ones. This requires removal of each ignition to inspect once every year, and this high level of preventative maintenance is simply not required on the CPI system. The essentially maintenance free aspect of the CPI is a product discriminator for SDS.

Pmags need to be removed from the engine and inspected on the bench once a year to ensure continued operation. In contrast, SDS is an "install and forget" system with zero moving parts. That's what the OP is getting at.
__________________
WARNING! Incorrect design and/or fabrication of aircraft and/or components may result in injury or death. Information presented in this post is based on my own experience - Reader has sole responsibility for determining accuracy or suitability for use.

Michael Robinson
______________
Harmon Rocket II -SDS EFI
RV-8 - SDS CPI
1940 Taylorcraft BL-65
1984 L39C
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  #9  
Old 01-12-2020, 09:42 PM
moosepileit moosepileit is offline
 
Join Date: Dec 2010
Location: Louisville, KY
Posts: 669
Default

Do folks up-armor the 2 wires coming off the red pickup sensor to the baffles?

Fan belt failure tearing a wire loose has happened, right?
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  #10  
Old 01-12-2020, 09:50 PM
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Toobuilder Toobuilder is offline
 
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Location: Mojave
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Default

Quote:
Originally Posted by moosepileit View Post
Do folks up-armor the 2 wires coming off the red pickup sensor to the baffles?

Fan belt failure tearing a wire loose has happened, right?
I sure do. There are provisions to attach various clamps and shields to the mount just for that purpose and most that I've seen do just that. The SDS pickup and mount themselves would withstand blows from a framing hammer. It's a simple thing to eliminate the thrown belt scenario as a viable risk.
__________________
WARNING! Incorrect design and/or fabrication of aircraft and/or components may result in injury or death. Information presented in this post is based on my own experience - Reader has sole responsibility for determining accuracy or suitability for use.

Michael Robinson
______________
Harmon Rocket II -SDS EFI
RV-8 - SDS CPI
1940 Taylorcraft BL-65
1984 L39C

Last edited by Toobuilder : 01-12-2020 at 09:53 PM.
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