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frank.hinde(at)hp.com
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 Posted: Wed Jun 11, 2008 8:32 am Post subject: Starting the REAL electrical work on my 601XL |
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It also very easy to have 4 swithes in a prominent location as I do on the RV (electric fuel pumps only) and did have on my 601HDS.
If the engine quits all 4 get banged upwards regardless...
As to adding points of failure this is simply untrue, you have a separate fuse, wiring, switch for each discreet component...Its a fault tolerant design.
I understand that you are comfortable with the system and if that your chocie go with it..William is a sharp guy but fuel pumps halfway up on the engine side of the firewall (at least it was that way in the last picture I saw) is a vapour lock prone design and single POF electrical system are two big no-nos for me.
Frank
601 HDS 500 hours
RV7a (IO360) all electric
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klehman(at)albedo.net
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| Posted: Wed Jun 11, 2008 9:35 am Post subject: Starting the REAL electrical work on my 601XL |
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Gig
I agree with you, keep it simple for single ignition and fuel injection.
A thought for anyone who has not followed such discussions though is the
case of systems that don't always fail passive. A real life example
would be that the the primary ignition system starts sending out
erratically timed sparks. My reflex action is to turn on the second
ignition and fuel pump if the engine hickups in any way. All switches
on. Time permitting, if that does not fix things, I next might try
turning off the primary ignition. There are cases where that restored
the engine. Can't do that though if the primary ignition is on the same
switch as single fuel injection.
Ken
Gig Giacona wrote:
| Quote: |
<wrgiacona(at)gmail.com>
No, you are right that is a single point of failure and I'm not
blowing you off on the issue but is has been discussed to death in
other forums and it has become the standard method for the William
Wynne Corvair conversion. Very quickly the theory is in the case of
an engine failure there is generally going to be only to failure
modes you can do anything about in the cockpit. One is the fuel
system and one is the ignition system. With the single switch design
you put in a fresh fuel pump and a fresh ignition system online. We
do try to use the best Mil-Spec switch we can find to at least reduce
the chance. The theory goes on that multiple switches introduces
multiple single points of failure and while we hate them they are in
every plane that ever flew and it also introduces switchology issues
that have a greater chance of pilot error than does the single
switch.
I agree the more equipment fault resistant method would be 4 switches
one for each pump and one for each ignition. But in the case of an
engine outage the pilot then has to run through multiple switch
settings to figure out the problem.
It all comes down to the guy that designed the conversion came up
with this method and there are a bunch of planes flying with it. I'm
not tempted at this point to change it.
[quote="mprather(at)spro.net]
It's possible I don't clearly understand how you'll be wiring the
fuel pumps and ignition system(s).. But it sounds like you are
saying that there will be a single switch controlling everything. If
so, I believe this switch represents a single point of failure, which
is generally undesirable for flight critical electrical items - at
least when it comes to switches... If the switch falls apart, the
engine could stop running(?).
Matt |
[/quote]
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