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06-14-2007, 02:42 PM
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Join Date: Mar 2005
Location: ...
Posts: 2,049
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Quote:
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Originally Posted by frankh
Turned out the rotor magnet was hitting the sensor and had caused a displacement shift.
Frank 7a
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Is that the same issue Darwin had?
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Dan Checkoway RV-7
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06-14-2007, 06:03 PM
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Join Date: Jun 2005
Location: Cedar Park, TX
Posts: 3,156
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I have some more P-mag info that I can share:
I just got my P-mags back two days ago from more updates (v.25) and to my surprise, the "blow-in-the-tube" mechanism is totally disabled. I was trying to just erase any stored position before mechanically timing. I called Brad after a couple of hours thinking I had done something wrong and he confirmed that they are currently temporarily disabling that functionality while they... I didn't ask him to go into too many details. I happily timed them how I was intending and rocked on. I'm personally happy that I now have units that can't be timed via the manifold pressure tube.
Just some more data for the record.
__________________
Scott Card
CQ Headset by Card Machine Works
CMW E-Lift
RV-9A N4822C flying 2200+hrs. / Cedar Park, TX
RV8 Building - fuselage / showplanes canopy (Done!)
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06-14-2007, 09:48 PM
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Join Date: Jan 2005
Location: Chandler, AZ
Posts: 2,904
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Same with mine
Quote:
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Originally Posted by frankh
Turned out the rotor magnet was hitting the sensor and had caused a displacement shift.
Frank 7a
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Hi Frank,
The housing that holds the magnet broke loose on mine causing the rapid advance. I switched mags and flew on.
__________________
Darwin N. Barrie
Chandler AZ
www.JDair.com
RV-7 N717EE-Flying (Sold)
RV-7 N717AZ Flying, in paint
EMS Bell 407,
Eurocopter 350 A-Star Driver
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06-14-2007, 09:57 PM
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Join Date: Jan 2005
Location: Chandler, AZ
Posts: 2,904
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Good!!!
Quote:
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Originally Posted by scard
I have some more P-mag info that I can share:
I just got my P-mags back two days ago from more updates (v.25) and to my surprise, the "blow-in-the-tube" mechanism is totally disabled. and he confirmed that they are currently temporarily disabling that functionality while they... I didn't ask him to go into too many details. I happily timed them how I was intending and rocked on. I'm personally happy that I now have units that can't be timed via the manifold pressure tube.
Just some more data for the record.
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After my failure and Mark Chamberlins failures I recommended they do away with the "blow timing." Although not a scientific process, it seems that most of the failures occurred after the quick time method was introduced. Maybe they listened to this.
They just need to insure that the mags will time with a green light on a low spot when the gear is turned. One of mine would get the green light on a high point. Any bumping would knock it off time. Unfortunately, this was the left mag and I couldn't turn it enough once engaged to get the green light back because of the oil cooler lines and engine case. What a pain in the arse.
Sounds like they are headed in the right direction. I continue to believe in this technology. A friend recently had far more problems with his electronic ignition than I've ever had with my Pmags but because his system has been around it didn't get any press. This despite two emergency landings!!!!
__________________
Darwin N. Barrie
Chandler AZ
www.JDair.com
RV-7 N717EE-Flying (Sold)
RV-7 N717AZ Flying, in paint
EMS Bell 407,
Eurocopter 350 A-Star Driver
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06-15-2007, 02:57 AM
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Join Date: May 2005
Location: Mandeville, Louisiana
Posts: 179
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Terminals
I have not bought an engine for my RV-6 yet, but was considering P-Mags. I really like the concept.
This is my first look at a picture of the terminal setup, and I'm concerned. I am an engineer with past experience with what I think are these exact same terminals. I believe the terminal vendor would state that this design is suitable for a static installation only. If these are the terminals I am thinking of, they are designed to go into a control cabinet where wire density is a concern and vibration is not. I expect there will be lots of failures as hours on these installations mount. Several posters are correct about tinning the wire as well. Due to vibration, there will be a stress concentration point where the solder ends. The wire will work harden and break just behind the solder unless the wire is totally immobilised. Even still, I would not be comfortable with this terminal being used for any critical connection in an airplane, much less in the engine compartment.
I don't know the guys at PMAG , but I think they should put an urgent effort to re-engineer this termination and issue a mandatory feild retrofit before someone gets hurt. There are many suitable automotive types available that would fit quite nicely.
Sorry for speaking so strongly on this issue and re-iterating points others have made, but I genuinly beleive this is a serious safety problem.
Dale Lambert
RV-6 finishing kit
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06-15-2007, 09:09 AM
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Join Date: Jan 2005
Location: Chandler, AZ
Posts: 2,904
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Terminal block
Although these don't appear the best application for the purpose, I have not had any problems with this. A block with "Fast on" terminals would be much better.
The Advanced Systems brain box for the engine monitor is the same system only smaller screws and ports. There's got to be at least 20 wires into that box. No issues at all.
What you might be missing from the big picture is an adel clamp near the terminal block. The wires are ran through the adel then inserted into the block. I secured the wires on each side of the adel with zip ties. There no lever or way for these wires to start and vibration.
I had thought of putting a dab of Goop on each wire at the block and on each screw port to lock things in place, but I haven't had any issues with this at all.
We might be overthinking this 
__________________
Darwin N. Barrie
Chandler AZ
www.JDair.com
RV-7 N717EE-Flying (Sold)
RV-7 N717AZ Flying, in paint
EMS Bell 407,
Eurocopter 350 A-Star Driver
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06-19-2007, 10:12 PM
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Join Date: Jul 2006
Location: Corvallis Oregon
Posts: 3,547
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What the?....
Hey guys,
Just got my latest Pmag back....Cleared the offset timing (blow in the tube to get the red flashing LED, cycled the power, found the green spot), installed and went flying...So far so good.
Had the cowl off this evening, thought Id better double check the timing...Turned power on with P lead grounded and.....the LED flashed RED....What?...Cycled power and it came back still flashing red.
I've Just gotten this unit back, I didn't try to start the motor and I can't see any reference on the emag website.
Anyone have any clue?
Thanks
Frank 7a...
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06-20-2007, 10:47 AM
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Banned
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Join Date: May 2006
Location: Phoenix, Az
Posts: 920
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How Do You Spell Relief?
S
L
I
C
K
!
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06-20-2007, 11:50 AM
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Join Date: Jul 2006
Location: Corvallis Oregon
Posts: 3,547
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It turns out
This is a new issue...Or at least one the Emag boys have not seen before.
They have asked me to run a diagnostic check and they are sending me a new unit in the meantime.
Frank
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06-20-2007, 03:56 PM
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Join Date: Feb 2006
Location: Fort Worth, Tx
Posts: 180
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P-MAG
When you put power to the mags they are in the setup mode.
Unground the p-lead will put the mag into run mode.
You should get a green lite at 25% before top dead center.
Be carefull the mags are HOT at this point.
Rich
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