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Date: Thu, 24 Feb 2005 17:01:18 -0500
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From: Walter Atkinson <walter@advancedpilot.com>
Subject: Re: [LML] Re: FADEC Rough idle explanation


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Craig:

You have an excellent wish list.  The system I'm waiting on will do the=20=

things you listed as well.  I'd forgotten to mention them.  It starts=20
out with the timing near TDC for the first pop, then sets it as needed=20=

to hold the optimal thetaPP.  Each cylinder will run on it's own=20
constantly changing timing.  It keeps track of voltage requirements on=20=

the ignition system, essential and non-essential buses and shuts them=20
down in order of necessity as loads dictate (which, so far is when we=20
turn off the main alternator!).  It will continue to run on very low=20
voltage, does not require an extra battery, and the standby alternator=20=

is self exciting.  It warns of CHT and TIT limits and is hoped to have=20=

a low oil LEVEL warning capability at some point if the sensor=20
technology is worked out to the picky standards of the designer. =20
Pretty cool.

The issue of hot starts is a difficult one since the problem is with=20
the engine-driven fuel pump and not the ignition system.  It's hard for=20=

an ignition system to address the temperature of the engine-driven fuel=20=

pump <g>.  The answer is easy and I never have any trouble with hot=20
starts since once you cool the pump all starts are cold starts.  That's=20=

how I handle it.

The system has been working flawlessly for some months and is in the=20
final stages of sensor design and production.  It will run on 1 of only=20=

six sensors, so dispatchability is very high.  It is far lighter in=20
weight than anything else available and works off of an incredibly=20
small number of wires and connections as compared to other systems I've=20=

seen.  If the electronics fail completely (very unlikely since it has=20
multiple layers of redundancy), it works off of a mechanical system=20
that I'd rather have as standard in place of mags.   It is elegant. =20
The pilot controls the mission requirements.  It will not allow the=20
engine to detonate.  PERIOD.   We have tried for several years to make=20=

the engine detonate with the system working.  We have failed miserably.=20=

  It will protect the engine from any stupid pilot trick accomplished=20
with the engine controls.  It will operate the engine safely ROP or LOP=20=

at any power setting.  You choose, not the designer or manufacturer.

PRISM by General Aviation Modifications, Inc.   (I want the first one,=20=

but I will have to fight for it.  <g>)

Walter


On Feb 24, 2005, at 10:48 AM, Craig Berland wrote:

"The first system to address all of the above issues will get my
  business and will likely be quite successful.=A0 Short of fulfilling =
all
  of those requirements, any system is fighting an up-hill battle in the
  real world.=A0 I have my eye on the system that does address all of =
these
  concerns.=A0 Walter"
=A0
Very well said...I agree 100%.=A0 As a tiny bit of input to=A0your very=20=

well thought
out design requirement.=A0=A0System should produce instant starts hot, =
cold,
  and everything in between without pilot input. Also it would be nice=20=

to have
onboard diagnostics and system outputs such as "low oil temp" audio=20
and/or
  flashing light, CHT and TIT shock warning,=A0etc. Oh, and very =
aggressive
leaning on low power descents.=A0 Walter, they would also get my =
business.
Can you tip who they might be...
=A0
Craig Berland

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Craig:


You have an excellent wish list.  The system I'm waiting on will do
the things you listed as well.  I'd forgotten to mention them.  It
starts out with the timing near TDC for the first pop, then sets it as
needed to hold the optimal thetaPP.  Each cylinder will run on it's
own constantly changing timing.  It keeps track of voltage
requirements on the ignition system, essential and non-essential buses
and shuts them down in order of necessity as loads dictate (which, so
far is when we turn off the main alternator!).  It will continue to
run on very low voltage, does not require an extra battery, and the
standby alternator is self exciting.  It warns of CHT and TIT limits
and is hoped to have a low oil LEVEL warning capability at some point
if the sensor technology is worked out to the picky standards of the
designer.  Pretty cool.


The issue of hot starts is a difficult one since the problem is with
the engine-driven fuel pump and not the ignition system.  It's hard
for an ignition system to address the temperature of the engine-driven
fuel pump <<g>.  The answer is easy and I never have any trouble with
hot starts since once you cool the pump all starts are cold starts.=20
That's how I handle it.


The system has been working flawlessly for some months and is in the
final stages of sensor design and production.  It will run on 1 of
only six sensors, so dispatchability is very high.  It is far lighter
in weight than anything else available and works off of an incredibly
small number of wires and connections as compared to other systems
I've seen.  If the electronics fail completely (very unlikely since it
has multiple layers of redundancy), it works off of a mechanical
system that I'd rather have as standard in place of mags.   It is
elegant.  The pilot controls the mission requirements.  It will not
allow the engine to detonate.  PERIOD.   We have tried for several
years to make the engine detonate with the system working.  We have
failed miserably.  It will protect the engine from any stupid pilot
trick accomplished with the engine controls.  It will operate the
engine safely ROP or LOP at any power setting.  You choose, not the
designer or manufacturer.


PRISM by General Aviation Modifications, Inc.   (I want the first one,
but I will have to fight for it.  <<g>)


Walter


On Feb 24, 2005, at 10:48 AM, Craig Berland wrote:


"The first system to address all of the above issues will get my=20

 business and will likely be quite successful.=A0 Short of fulfilling
all=20

 of those requirements, any system is fighting an up-hill battle in
the=20

 real world.=A0 I have my eye on the system that does address all of
these=20

 concerns.=A0 Walter"

=A0

<fontfamily><param>Arial</param><smaller>Very well said...I agree
100%.=A0 As a tiny bit of input to=A0your very well =
thought</smaller></fontfamily>

<fontfamily><param>Arial</param><smaller>out design
requirement.=A0=A0System should produce instant starts hot, =
cold,</smaller></fontfamily>

<fontfamily><param>Arial</param><smaller> and everything in between
without pilot input. Also it would be nice to =
have</smaller></fontfamily>

<fontfamily><param>Arial</param><smaller>onboard diagnostics and
system outputs such as "low oil temp" audio =
and/or</smaller></fontfamily>

<fontfamily><param>Arial</param><smaller> flashing light, CHT and TIT
shock warning,=A0etc. Oh, and very aggressive</smaller></fontfamily>

<fontfamily><param>Arial</param><smaller>leaning on low power
descents.=A0 Walter, they would also get my =
business.</smaller></fontfamily>

<fontfamily><param>Arial</param><smaller>Can you tip who they might
be...</smaller></fontfamily>

=A0

<fontfamily><param>Arial</param><smaller>Craig =
Berland</smaller></fontfamily>


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