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  #61  
Old 09-17-2008, 07:59 AM
RV7Guy's Avatar
RV7Guy RV7Guy is offline
 
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Default Any Mag

Quote:
Originally Posted by Captain Avgas View Post
A "Mag check" should be a mandatory engine-out protocol in all cases but is often overlooked. That oversight could be fatal with PMAGs.
Bob,

This statement applies to ALL mag type systems, not just Pmags. You are correct that you should do a mag check in the event of a problem.

The one off field landing that occurred to an RVer happened because he didn't try to isolate the mag and shut the engine down. When I had a similar problem I switched mags and flew on.

It is interesting that some people have lots of problems while others have had none. I also find it interesting that some choose to wire differently than recommended by Emagair and then complain when they have a problem.

We are our own worst enemies sometimes.
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  #62  
Old 09-17-2008, 09:06 AM
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Quote:
Originally Posted by RV7Guy View Post

We are our own worst enemies sometimes.
Boy, you said a mouthfull there.

And it applies to way more than just P-mags................
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  #63  
Old 09-17-2008, 01:08 PM
elippse elippse is offline
 
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Quote:
Originally Posted by N941WR View Post
With the E/P-mags there is the Emag Air manual and then there is Bob K's Aeroelectric diagrams. Emag Air suggests using 18 AWG wire but Bob's book lists 20 AWG wire. How many people wired these things per Bob's diagrams and then point their fingers at Emag? How about the other wires coming off the E/P-mag, did the people having issues really understand how to wire them and do it correctly, with good connectors?

Also, more than one person has wired them different that either Bob or Emag recommends and have had problems, again, only to point their finger at the product, not the installation.

Ignitions are like fuel systems, if you do something non-standard, you run a risk. Could it be that the fuel line is being blamed, not the installation?
One electrical column writer told people that they should substitute shielded wire for the 1500V 50 ohm transmission line from the unit to the coils on the LSE ignition; he never specified the voltage rating of the wire. The PI and PIII put out over 500V peak. Also, the shielded wire he recommended had over twice the capacitance per foot of the 50 ohm cable. That extra capacitance has the effect of slowing the rate-of-rise of the primary pulse and imposes greater current loading on the output transistors. When advised by LSE to cease and desist, he ignored them. You would all do well to stick to the recommendations of the manufacturer, whether LSE, E-P Mag, or ElectroAir. To do otherwise and follow someone else's suggestions puts you in the position of being your own electrical engineering specialist and voiding your warranty. When these other well-meaning people tell you to trust them and take their advice on the wire types, ask them if they will assume the product warranty if you follow their recommendation!
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  #64  
Old 09-17-2008, 01:28 PM
RVadmirer RVadmirer is offline
 
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Default Discussion

The Multiple failures reported and later removed from this site are being discussed actively and rationally on the canard forums with a lot of good question and answer sessions. Much better than the head in sand approach....
As it turns out the failure rate is much higher than reported, particularly by the planes reporting 20 whole hours of troublefree service!
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  #65  
Old 09-17-2008, 01:43 PM
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Quote:
Originally Posted by RVadmirer View Post
The Multiple failures reported and later removed from this site are being discussed actively and rationally on the canard forums with a lot of good question and answer sessions. Much better than the head in sand approach....
As it turns out the failure rate is much higher than reported, particularly by the planes reporting 20 whole hours of troublefree service!
Could you provide a Link?
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  #66  
Old 09-17-2008, 01:53 PM
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Quote:
Originally Posted by RVadmirer View Post
The Multiple failures reported and later removed from this site are being discussed actively and rationally on the canard forums with a lot of good question and answer sessions. Much better than the head in sand approach....
David, just in case you missed it, take a look at this thread.

The moderation/deletion activities here at VAF are not as you say a "Head in the sand" approach, but are in fact as Doug says in his comment.

It seems you are pretty passionate about this issue, and considering the troubles you have had ( I went back and re-read your comments on Lightspeed) you have good reason to be, which is fine.

But please dont look for non existent bogymen hiding in the shadows.

Live long and prosper.
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Flying as of 12/4/2010

Phase 1 done, 2/4/2011

Sold after 240+ wonderful hours of flight.

"Flying the airplane is more important than radioing your plight to a person on the ground incapable of understanding or doing anything about it."
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  #67  
Old 09-17-2008, 01:55 PM
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Quote:
Originally Posted by lostpilot28 View Post
Could you provide a Link?
I already read the 3 part post...how about a link to the forums? Thanks.
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  #68  
Old 09-17-2008, 03:23 PM
nucleus nucleus is offline
 
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Cool Head in Sand?

Quote:
Originally Posted by Mike S View Post

(snip)

The moderation/deletion activities here at VAF are not as you say a "Head in the sand" approach, but are in fact as Doug says in his comment.
(snip)
Mike, what I got out of Doug's comment on the moderation was that he had been threatened with a lawsuit for less. He didn't say that was what happened in this instance. I think it was overmoderation to remove that post. What if someone dies because they did not read that post? What about that lawsuit? You could make a credible argument that VAF is THE source for information related to RV aircraft. When that source effectively eliminates what could be life or death information, and then someone dies because they didn't have that information, is that source not liable in some way? I am no lawyer, and I don't play one on TV either .

I thought that post was very informative and passed the "be nice" test. I was disappointed when it disappeared.

Hans
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  #69  
Old 09-17-2008, 05:03 PM
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N941WR N941WR is offline
 
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Hans,

I read the post, it is on another RV builder's site, and it sounded like so much spam. I like the line where he asks people to forward his note to everyone he knows and how he got upset when Emagair didn't take his advice.

Well, they must have taken someone's advice because they have a fix, one that has been reviewed by an engineer.

Also, anyone who continues to fly a plane with a known bad mag has questionable decision making skills. I don't care who made the mag. When I read his entire note, the above mentioned decision making skills left me to question everything in his post. For instance, if his engine was vibrating enough to cause the P-mags to come apart when they were firing properly, why in the world was he flying it. That tells me it is time to investigate what is going on with the engine. I also wonder if it vibrated enough to ruin the P-mags, what has it done to the engine mount and other systems.

The entire note struck me as someone who was trying to blame Emagair for his engine problems, when it was his engine that caused the Pmag problem.

Just my $.02 worth.

(Yes, I have two P-mags. Yes, I understand their experimental nature. Yes, I will keep the faith.)
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  #70  
Old 09-17-2008, 09:13 PM
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Default

Well said, Bill...I was thinking the same thing. My jaw almost hit the ground when he said he took off again with only 1 ignition source!
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