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lifeofreiley2003(at)yahoo
Guest

Posted: Wed Apr 12, 2006 6:39 am Post subject: P-Mags P-Mags

I would send the P-Mags back to the manufacture for a 100% full replacement as the 900 rpm range is unacceptable!

   

   

  Darrell

   

  Do Not Archive





		

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sportav8r(at)aol.com
Guest

Posted: Wed Apr 12, 2006 7:18 am Post subject: P-Mags P-Mags

They (emagair) don't seem to think so. 

 

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khorton01(at)rogers.com
Guest

Posted: Wed Apr 12, 2006 2:08 pm Post subject: P-Mags P-Mags

On 12 Apr 2006, at 10:34, Darrell Reiley wrote:



 	  Quote: 	
		   

 <lifeofreiley2003(at)yahoo.com>



 I would send the P-Mags back to the manufacture for a 100% full  

 replacement as the 900 rpm range is unacceptable!




	


Does it really matter if the P-Mag can't handle an electrical power  

loss at idle on the ground?



What is idle rpm in flight at typical airspeeds?  What would the  

operational consequences be to having to keep the engine at 1,000 rpm  

minimum in flight, if the electrical system had failed?

Kevin Horton         RV-8 (finishing kit)

Ottawa, Canada

http://www.kilohotel.com/rv8

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lifeofreiley2003(at)yahoo
Guest

Posted: Wed Apr 12, 2006 3:11 pm Post subject: P-Mags P-Mags

No I guess you could say it doesn't matter but here's what's advertised...

   

  "P-MAG offers a unique solution.  Instead of backing-up the aircraft buss, the P-MAG produces its own power (at 700 rpm and above).  The aircraft buss acts as the back-up most of the time.  With this arrangement, dual electronic ignitions can be run "clean".  No back-up batteries and no back-up magnetos."

   

  I guess if you wanted you could take off with a 70 rpm mag drop on one mag and a 300 prm mag drop on the other mag. 

   

  When I spend my hard earned $$$'s I want to get what I paid for.

   

  Darrell

   

  Do Not Archive

  



Kevin Horton <khorton01(at)rogers.com> wrote:

  



On 12 Apr 2006, at 10:34, Darrell Reiley wrote:



 	  Quote: 	
		   

 


	


 	  Quote: 	
		  

 I would send the P-Mags back to the manufacture for a 100% full 

 replacement as the 900 rpm range is unacceptable!




	


Does it really matter if the P-Mag can't handle an electrical power 

loss at idle on the ground?



What is idle rpm in flight at typical airspeeds? What would the 

operational consequences be to having to keep the engine at 1,000 rpm 

minimum in flight, if the electrical system had failed?

Kevin Horton RV-8 (finishing kit)

Ottawa, Canada

http://www.kilohotel.com/rv8





      "Do Not Archive"

   

  Darrell Reiley 



RV7A "Reiley Rocket"

  N622DR  Reserved

   

  





		

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michele.delsol(at)microsi
Guest

Posted: Wed Apr 12, 2006 9:22 pm Post subject: P-Mags P-Mags

PMag minimum RPM has been discussed in the past. The consensus seems to have

been that the whirlwind effect would maintain the propeller spinning above

700 RPM, which means that the PMags should put out power.  Now, if the PMag

is not generating its own power above 700 RPM then it is not up to specs.

This is another issue which should definitely be taken up with eMagair and

is probably a case by case issue.



Michele - RV8 Fuselage - going the dual PMag route.



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Bob Barrow

Joined: 11 Jan 2006
Posts: 29

Posted: Thu Apr 13, 2006 12:58 am Post subject: P-Mags P-Mags

On their website EMAG is vague about the RPM required for providing 

sufficient power to run the EI. For instance on the PMAG page they say: 

"produces its own power at 700 RPM and above". However on the FAQ page they 

say: "will operate at 700 to 800 RPM".



Personally I'd be getting worried if it took 900 RPM to keep the EI 

operating because that might be getting very close to the edge if you pulled 

the throttle fully at slow speed on final. If there was cessation of ship's 

power for any reason then the engine could quit...and it would not start 

again. At altitude you might be able to push the nose over and get the RPMs 

up but at lower levels this would not be an option.



I'm inclined to agree with Michele and Darrell on this one....900 RPM is 

over EMAGs specifications and may produce a quite slender safety margin (if 

any at all).



[quote]From: Michle Delsol <michele.delsol(at)microsigma.fr>

Reply-To: rv-list(at)matronics.com

To: <rv-list(at)matronics.com>

Subject: RE: P-Mags P-Mags

Date: Thu, 13 Apr 2006 07:16:54 +0200




<michele.delsol(at)microsigma.fr>



PMag minimum RPM has been discussed in the past. The consensus seems to 

have

been that the whirlwind effect would maintain the propeller spinning above

700 RPM, which means that the PMags should put out power.  Now, if the PMag

is not generating its own power above 700 RPM then it is not up to specs.

This is another issue which should definitely be taken up with eMagair and

is probably a case by case issue.



Michele - RV8 Fuselage - going the dual PMag route.



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michele.delsol(at)microsi
Guest

Posted: Thu Apr 13, 2006 2:03 am Post subject: P-Mags P-Mags

One solution I am considering is to have a small back up rechargeable

battery just for the PMags - sort of a redundant electrical system which

would automatically turn on if current feeding the PMag were to fail.

Warning lights would tell me if the redundant system was low voltage wise,

another light would light up if the PMags were not getting their power form

the main electrical system. This should pretty well take care of just about

all risks of not getting power into the PMag.



Michle



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rv9jim(at)juno.com
Guest

Posted: Thu Apr 13, 2006 7:10 am Post subject: P-mags P-mags

If that becomes a safety issue, I intend to add to my pre-landing check

list:  "Ignition" to battery", "boost pump on" ect.   You start it that

way and leave it on until I take the active.  Another way would be to tie

it to the boost pump switch.  That way, any time you are on the ground or

getting ready to land,  boost pump on also turns on the battery feed to

the "P" mags.  BTW,  I have two "P" ignitions units on my engine.  I have

not flown yet but later this year.  Now that it is noted, I may wire it

so either way I set the switches, I will have battery power to the "P"

ign. unit.  That way I won't have to "add" to do something else.  Just

trying to follow the KISS principal.

Jim

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klwerner(at)comcast.net
Guest

Posted: Thu Apr 13, 2006 7:42 am Post subject: P-Mags P-Mags

One might as well do away with the more expensive P-Mag, and install the E-Mag if you plan to have a secondary powersource anyway besides the "MAIN" Alternator/-Battery.

What is the point of having a self-powered P-Mag if you then have to come up with multiple warning systems to monitor and possibly aid it's self-powering function? How about a magneto with no external source to worry about??? 

I would personally prefer dual Lightspeeds instead, to be powered by a small Ignition-battery to power them exclusively (...but the LSE's could also be switched to the main battery if need be).

This way you always have uninterrupted juice to the Sparklers, and this setup will also prevent the problems some very popular Starters have due to temporary voltage drop during the starting sequence.

Do not archive my two cents worth, ...but I wish to each its own, after all it is experimental!



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