X-Virus-Scanned: clean according to Sophos on Logan.com X-SpamCatcher-Score: 2 [X] Return-Path: Received: from smtprh03.spirittelecom.com ([165.166.0.79] verified) by logan.com (CommuniGate Pro SMTP 5.1.8) with ESMTPS id 1985580 for flyrotary@lancaironline.net; Sat, 14 Apr 2007 18:15:03 -0400 Received-SPF: pass receiver=logan.com; client-ip=165.166.0.79; envelope-from=jewen@comporium.net X-Report-Abuse-To: abuse@spirittelecom.com X-DKIM: Sendmail DKIM Filter v0.5.2 smtprh03.spirittelecom.com l3EMEFtq004803 DKIM-Signature: a=rsa-sha1; c=relaxed/simple; d=comporium.net; s=spiritmail; t=1176588856; bh=WK1tTwB7wMk7fLQI2etjcLlRo5M=; h=Message-ID:From:To: References:Subject:Date:MIME-Version:Content-Type:X-Priority: X-MSMail-Priority:X-Mailer:X-MimeOLE:X-Virus-Scanned: X-Virus-Status; b=DVPRiX64J/1iKohwXVGU9spiJ6+uOoXW6lVnzurJHBDUyMmCV fvQmSOEgfMw8AzkVrfILaMTCLAui61tZIZhOQ== Received: from Engineer1 (208-104-80-123.lnhe.2wcm.comporium.net [208.104.80.123] (may be forged)) by smtprh03.spirittelecom.com (8.13.6/8.13.1) with SMTP id l3EMEFtq004803 for ; Sat, 14 Apr 2007 22:14:16 GMT Message-ID: <000a01c77ee2$37ed8490$6405a8c0@cooleygroup.local> From: "Joe Ewen" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Re: RWS ECU Switch call-out Date: Sat, 14 Apr 2007 18:14:06 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0007_01C77EC0.B0862370" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.3028 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.3028 X-Virus-Scanned: ClamAV 0.88/3091/Sat Apr 14 16:53:57 2007 on smtprh03.spirittelecom.com X-Virus-Status: Clean This is a multi-part message in MIME format. ------=_NextPart_000_0007_01C77EC0.B0862370 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Al, Sounds like you and I think alike (at least on this subject.) I did not = mention on my previous post, but I also follow the same redundant scheme = on my fuel pumps and ECU (funny that I labeled the panel ECU A and ECU = B, rather than EC2...) I also used diodes at the ECU end of the two = feeds (so a short in one supply line does not bring both lines down = since the two EC2 supplies are connected internal to the EC2. I would = not have expected the EC2 controller to put noise into the supply line, = but then again I have not put a scope on a running unit yet. What level = spikes have you observed? And should I consider a capacitor to = absorb/dissipate potential spikes? I used Schottky diodes on the supply = lines ( due to the low forward voltage drop characteristics.) Joe ----- Original Message -----=20 From: Al Gietzen=20 To: Rotary motors in aircraft=20 Sent: Saturday, April 14, 2007 6:35 PM Subject: [FlyRotary] Re: RWS ECU Switch call-out To: Rotary motors in aircraft Subject: [FlyRotary] Re: RWS ECU Switch call-out A thought on the injector power supply. In my installation I use a = separate=20 power supply for primary and secondary injectors (as well as for the = coils.)=20 In my case primaries are wired to battery 1 and secondaries are wired = to=20 battery 2. Even if you are using a single battery (IMO) its = beneficial to=20 have separate wiring/switches/overload devices. If a power supply = wire,=20 switch, overload, connection were to open there goes all supply to the = injectors (or coils.) =20 I agree. Fault tolerance (read reliability) is redundancy from source = to use. I designed for either of any of the engine critical items (ECU, = coils, injectors, fuel pumps) to operate from either of two batteries, = fully isolated. This required the use of some diodes which may have uncovered some = noise issues in the EC2 - don't know for sure yet. The isolation diodes = can prevent voltage spikes from traveling back to the batteries where = they would dissipate. Al ------=_NextPart_000_0007_01C77EC0.B0862370 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Al,
Sounds like you and I think alike (at = least on this=20 subject.)  I did not mention on my previous post, but I also follow = the=20 same redundant scheme on my fuel pumps and ECU (funny that I labeled the = panel=20 ECU A and ECU B, rather than EC2...)  I also used diodes at the ECU = end of=20 the two feeds (so a short in one supply line does not bring both lines = down=20 since the two EC2 supplies are connected internal to the EC2.  I = would not=20 have expected the EC2 controller to put noise into the supply line, but = then=20 again I have not put a scope on a running unit yet.  What level = spikes have=20 you observed? And should I consider a capacitor to absorb/dissipate = potential=20 spikes?  I used Schottky diodes on the supply lines ( due to the = low=20 forward voltage drop characteristics.)
 
Joe
----- Original Message -----
From:=20 Al = Gietzen=20
Sent: Saturday, April 14, 2007 = 6:35=20 PM
Subject: [FlyRotary] Re: RWS = ECU Switch=20 call-out

To: Rotary motors in=20 aircraft
Subject: [FlyRotary] Re: RWS ECU Switch call-out

 

A=20 thought on the injector power supply.  In my installation I use a = separate

power supply for primary and secondary = injectors (as=20 well as for the coils.)

In my case primaries are wired to battery 1 = and=20 secondaries are wired to

battery 2.  Even if you are using a = single=20 battery (IMO) its beneficial to

have separate wiring/switches/overload = devices. =20 If a power supply wire,

switch, overload, connection were to open = there goes=20 all supply to the

injectors (or coils.)  =

 

I = agree. =20 Fault tolerance (read reliability) is redundancy from source to use. =  I=20 designed for either of any of the engine critical items (ECU, coils,=20 injectors, fuel pumps) to operate from either of two batteries, fully=20 isolated.

 

This = required the=20 use of some diodes which may have uncovered some noise issues in the = EC2 -=20 don't know for sure yet.  The isolation diodes can prevent = voltage spikes=20 from traveling back to the batteries where they would=20 dissipate.

 

Al

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