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rshannon
Joined: 05 Sep 2007
Posts: 62
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 Posted: Tue Dec 30, 2008 1:31 pm Post subject: EI SC-5 clock doc error |
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The previous post inspired me to share this recent discovery.
The EI SC-5 clock includes a non-resettable total engine time counter, essentially a Hobbes function. The manual says that in a 12V system, the ORANGE wire should be connected via an N.O. oil pressure switch to provide +12V on closure, when oil pressure develops, which will start the engine timer. This is a little tricky with the B&P oil presure switch, where the N.O. contact is normally grounded -- I even set up a little relay to power the wire that way -- but don't bother. Contrary to the manual, any time the RED +12V main supply wire is hot, the engine timer runs, regardless of what's is or isn't happening on the ORANGE wire. For example, if you're running the panel on ground power, perhaps for training or maintenance, or just entering a flight plan into the GPS before engine start, the engine timer will be ticking up, even though the engine isn't running. (The clock is supposed to be wired to a main bus or e-bus, so it's going to be ON when most anything on the panel is on.) Incidentally, the manual also says that in a 12V system, the BROWN wire should _not_ be connected to anything.
After considerable consultation with EI, it was confirmed that the ORANGE wire is at best superfluous to the engine timer function (or any function as far as I could determine) and the BROWN wire is what must be used to control the engine timer. The BROWN wire should be grounded when the engine is OFF, i.e., wired through a N.C. contact on a B&C pressure switch, in parallel with the oil pressure warning light. When the BROWN wire's connection to ground is broken, on engine start, the engine timer begins.
So, what the manual says to do doesn't work, and what the manual says not to do is what you have to do to make it work. I suggested to EI that they should at least fix the manual, but they did not indicate any eagerness to do so. Hopefully, this work around will be useful others.
Otherwise, it's a nice clock.
Ron
[quote][b]
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jabowenjr(at)hotmail.com
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| Posted: Tue Dec 30, 2008 5:44 pm Post subject: EI SC-5 clock doc error |
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THANK YOU. I AM INSTALLING THAT SAME CLOCK AS WE SPEAK. MUCH APPRECIATED!
JIM BOWEN
Date: Tue C 30 Dec 2008 13:28:13 -0800
From: rshannon(at)CRUZCOM.COM
To: aeroelectric-list(at)matronics.com
Subject: EI SC-5 clock doc error
The previous post inspired me to share this recent discovery.
The EI SC-5 clock includes a non-resettable total engine time counter C essentially a Hobbes function. The manual says that in a 12V system C the ORANGE wire should be connected via an N.O. oil pressure switch to provide +12V on closure C when oil pressure develops C which will start the engine timer. This is a little tricky with the B&P oil presure switch C where the N.O. contact is normally grounded -- I even set up a little relay to power the wire that way -- but don't bother. Contrary to the manual C any time the RED +12V main supply wire is hot C the engine timer runs C regardless of what's is or isn't happening on the ORANGE wire. For example C if you're running the panel on ground power C perhaps for training or maintenance C or just entering a flight plan into the GPS before engine start C the engine timer will be ticking up C even though the engine isn't running. (The clock is supposed to be wired to a main bus or e-bus C so it's going to be ON when most anything on the panel is on.) Incidentally C the manual also says that in a 12V system C the BROWN wire should _not_ be connected to anything.
After considerable consultation with EI C it was confirmed that the ORANGE wire is at best superfluous to the engine timer function (or any function as far as I could determine) and the BROWN wire is what must be used to control the engine timer. The BROWN wire should be grounded when the engine is OFF C i.e. C wired through a N.C. contact on a B&C pressure switch C in parallel with the oil pressure warning light. When the BROWN wire's connection to ground is broken C on engine start C the engine timer begins.
So C what the manual says to do doesn't work C and what the manual says not to do is what you have to do to make it work. I suggested to EI that they should at least fix the manual C but they did not indicate any eagerness to do so. Hopefully C this work around will be useful others.
Otherwise C it's a nice clock.
Ron
[quote]
ww.matronics.com/contribution
-List">http://www.matronics.com/Navigator?AeroElectric-List
ronics.com
[b]
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gyoung
Joined: 09 Jan 2006
Posts: 211
Location: Republic of Texas
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| Posted: Tue Dec 30, 2008 7:47 pm Post subject: EI SC-5 clock doc error |
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Same here. I've got one on the bench waiting on a convenient time to install. Good and very timely info. Thanks.
Regards,
Greg Young
[quote] From: owner-aeroelectric-list-server(at)matronics.com [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of JAMES BOWEN
Sent: Tuesday, December 30, 2008 7:41 PM
To: aeroelectric-list(at)matronics.com
Subject: RE: EI SC-5 clock doc error
THANK YOU. I AM INSTALLING THAT SAME CLOCK AS WE SPEAK. MUCH APPRECIATED!
JIM BOWEN
Date: Tue, 30 Dec 2008 13:28:13 -0800
From: rshannon(at)CRUZCOM.COM
To: aeroelectric-list(at)matronics.com
Subject: EI SC-5 clock doc error
The previous post inspired me to share this recent discovery.
The EI SC-5 clock includes a non-resettable total engine time counter, essentially a Hobbes function. The manual says that in a 12V system, the ORANGE wire should be connected via an N.O. oil pressure switch to provide +12V on closure, when oil pressure develops, which will start the engine timer. This is a little tricky with the B&P oil presure switch, where the N.O. contact is normally grounded -- I even set up a little relay to power the wire that way -- but don't bother. Contrary to the manual, any time the RED +12V main supply wire is hot, the engine timer runs, regardless of what's is or isn't happening on the ORANGE wire. For example, if you're running the panel on ground power, perhaps for training or maintenance, or just entering a flight plan into the GPS before engine start, the engine timer will be ticking up, even though the engine isn't running. (The clock is supposed to be wired to a main bus or e-bus, so it's going to be ON when most anything on the panel is on.) Incidentally, the manual also says that in a 12V system, the BROWN wire should _not_ be connected to anything.
After considerable consultation with EI, it was confirmed that the ORANGE wire is at best superfluous to the engine timer function (or any function as far as I could determine) and the BROWN wire is what must be used to control the engine timer. The BROWN wire should be grounded when the engine is OFF, i.e., wired through a N.C. contact on a B&C pressure switch, in parallel with the oil pressure warning light. When the BROWN wire's connection to ground is broken, on engine start, the engine timer begins.
So, what the manual says to do doesn't work, and what the manual says not to do is what you have to do to make it work. I suggested to EI that they should at least fix the manual, but they did not indicate any eagerness to do so. Hopefully, this work around will be useful others.
Otherwise, it's a nice clock.
Ron
[b]
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