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  #11  
Old 07-21-2016, 05:01 PM
Dustyone Dustyone is offline
 
Join Date: Oct 2012
Location: Brisbane,Austalia
Posts: 126
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Hi Michael,

Removing the L/H Mag and mounting the coils on top sure gives you a lot more access to the back of the engine.
I am actually looking forward to my next oil change,it wasn't that hard to get to before,but now it is so easy to get to.
The improved access is going to be handy for future maintenance on the control cables and front gear tower.

I chose to keep the toggle switches and push-button start. I have a VP-X (awesome) dual alternator and single battery.
However the CPI will operate on its own simple E-Bus.

I can understand your logic with no switchs,maybe it's a pilot thing

Cheers
__________________
Ashley Miller
RV-10 #40597
Dual SDS CPI
http://www.vansairforce.com/communit...d.php?t=140051
Airflow Systems Air-Con
http://www.vansairforce.com/communit...4&postcount=15
VH-XTE 500hrs +
Redcliffe,Brisbane
Australia
Photos : https://goo.gl/photos/zsfBeVofHMe4ze7i7
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  #12  
Old 07-24-2016, 08:26 AM
WrightsRV7 WrightsRV7 is offline
 
Join Date: Aug 2015
Location: Hurricane Utah
Posts: 148
Default performance advantage....?

Could someone comment on the performance advantage seen in the RV-10 for the electronic ignition over the traditional mags, would love to hear some real numbers on the IO-540 to help make a decision. Sold my RV7 to a person who had complete engine failure with dual electronic ignition system, so that alone has me concerned. So want to hear more about the realized performance advantages. The oil change & "extra room" is a non-factor for me but I get that it is for some. Thanks in advance, Mike.
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  #13  
Old 07-24-2016, 10:34 AM
Toobuilder's Avatar
Toobuilder Toobuilder is offline
 
Join Date: Jul 2009
Location: Mojave
Posts: 4,061
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Can you comment more about the "complete engine failure" ? Was the failure caused by the EI in some way?

Concerning the performance benefits, you can certainly look to my threads on CPI with my Rocket. You are not going to get my speed in a -10, but since it is the same engine you can sure extrapolate the results easily enough.

Short of that, I know there are a few -10 CPI "show and tell" threads in the making that will include performance data.
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WARNING! Incorrect design and/or fabrication of aircraft and/or components may result in injury or death. Information presented in this post is based on my own experience - Reader has sole responsibility for determining accuracy or suitability for use.

Michael Robinson
______________
Harmon Rocket II -SDS EFI instalation in work
RV-8 - Flying
1940 Taylorcraft BL-65 -flying
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  #14  
Old 07-24-2016, 05:15 PM
WrightsRV7 WrightsRV7 is offline
 
Join Date: Aug 2015
Location: Hurricane Utah
Posts: 148
Default dual EI failure...

this was not my plane that went powerless and my understanding it is under investigation, since it should not happen due to a single point power source "issue". I look forward to seeing the upside of a CPI dual EI system, always open to improvement, but always using my risk assessment chart too. Cheers, Mike
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  #15  
Old 07-24-2016, 07:55 PM
rv6ejguy's Avatar
rv6ejguy rv6ejguy is offline
 
Join Date: Mar 2005
Location: Calgary, Canada
Posts: 4,712
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Quote:
Originally Posted by WrightsRV7 View Post
this was not my plane that went powerless and my understanding it is under investigation, since it should not happen due to a single point power source "issue". I look forward to seeing the upside of a CPI dual EI system, always open to improvement, but always using my risk assessment chart too. Cheers, Mike
The upside is you can have any timing curve that suits your compression ratio and the fuel you use plus you have an advance switch to optimize LOP operation as Michael's flight testing showed. You also might find the price point attractive for the features you get and the CPI won't do something funny or dangerous to your total advance if the MAP hose falls off.

Any dual EI system should have separate power sources available and possibly another backup as in 2nd small battery or alternator. With the cruise current draw being down under 2 amps, you don't need much battery to stay running for a couple of hours.

If 2 EIs makes you very uncomfortable, you could retain one mag and just install one EI. This gives you something like 75% of the benefit of two, once programmed correctly.
__________________

Ross Farnham, Calgary, Alberta
Turbo Subaru EJ22, Marcotte M-300, IVO, RV6A C-GVZX flying from CYBW since 2003- 424.4 hrs. on the Hobbs,
RV10 95% built- Sold 2016
http://www.sdsefi.com/aircraft.html
http://sdsefi.com/cpi.htm


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  #16  
Old 07-25-2016, 09:15 AM
WrightsRV7 WrightsRV7 is offline
 
Join Date: Aug 2015
Location: Hurricane Utah
Posts: 148
Default great info/options

Thanks Ross, nice summary of benefits. Really have been looking at the one-mag replacement, especially with the lack of an impulse mag on the IO-540 from Lycoming and having to buy the separate electric spark booster. Not sure if I can get credit from Lycoming if I have them hold back on shipping out the left mag with the new engine. Cheers & thanks again for the info, Mike
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  #17  
Old 08-26-2016, 04:16 PM
Dustyone Dustyone is offline
 
Join Date: Oct 2012
Location: Brisbane,Austalia
Posts: 126
Default CPI Install Part 2

Hello all,

Just an update,

Since returning from Oshkosh, I have completed my CPI install and Annual Inspection.

For the CPI module to know where it is in relation to the timing marks,you first have to do an Initial Timing of the CPI.
The instructions explain that you set the timing to 10deg BTDC and then trans scribe a mark on the case that can be see while the engine is running using a Timing Light hooked up to No1 Spark Plug.


I used a piece of masking tape to show the new 10deg BTDC mark on the back side of the flywheel.


Then with the engine running and an assistant inside the aircraft, you adjust the Initial timing until the timing marks line up.


Timing marks adjusted ,



Now this position is slightly different depending on your flywheel.

SAFETY WARNING :This can be done very safely with the correct briefing and safety instructions to your assistant.The aircraft is securely chocked,Brakes are on,all loose articles from the aircraft and myself were secured. I am wearing safety googles and although the photo looks like I am near the front of the engine,I am behind the rear baffling on a small step stool looking forward. A good quality Timing Light that is "Daylight Readable " should be used.

Once this is completed, and the engine shut down,you simply enter in the timing map that Ross has supplied.His map can be adjusted up or down depending on your compression ratio and fuel type used.

The CPI displays hide behind my iPad, but the could be mounted anywhere.

Now you see them,


Now you don't,




I have completed two short test flights and the engine was smooth and the temps cool. LOP showed the fuel savings others have reported and the easier starting was very obvious. I used Ross's standard timing map straight from the instructions.

My aircraft is now grounded awaiting the MT SB31 and once flying again I'll do a full report and test flight data.

Cheers,
__________________
Ashley Miller
RV-10 #40597
Dual SDS CPI
http://www.vansairforce.com/communit...d.php?t=140051
Airflow Systems Air-Con
http://www.vansairforce.com/communit...4&postcount=15
VH-XTE 500hrs +
Redcliffe,Brisbane
Australia
Photos : https://goo.gl/photos/zsfBeVofHMe4ze7i7

Last edited by Dustyone : 08-29-2016 at 12:18 AM.
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  #18  
Old 08-26-2016, 04:17 PM
Dustyone Dustyone is offline
 
Join Date: Oct 2012
Location: Brisbane,Austalia
Posts: 126
Default CPI Test Flight Data

(space saver)
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Ashley Miller
RV-10 #40597
Dual SDS CPI
http://www.vansairforce.com/communit...d.php?t=140051
Airflow Systems Air-Con
http://www.vansairforce.com/communit...4&postcount=15
VH-XTE 500hrs +
Redcliffe,Brisbane
Australia
Photos : https://goo.gl/photos/zsfBeVofHMe4ze7i7
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  #19  
Old 08-29-2016, 12:28 AM
Dustyone Dustyone is offline
 
Join Date: Oct 2012
Location: Brisbane,Austalia
Posts: 126
Default Dual Coil Mount

While I was in Oshkosh, Ross had shipped out the second Coil pack and Module.

As I have already installed the Dual Hall Sensor and all the wiring required,after I have run the single CPI for a couple of months and my new Back-up battery arrives,I'll install the second CPI.

The "mock up" looks good .








(previous posts have been updated with more photos )
__________________
Ashley Miller
RV-10 #40597
Dual SDS CPI
http://www.vansairforce.com/communit...d.php?t=140051
Airflow Systems Air-Con
http://www.vansairforce.com/communit...4&postcount=15
VH-XTE 500hrs +
Redcliffe,Brisbane
Australia
Photos : https://goo.gl/photos/zsfBeVofHMe4ze7i7

Last edited by Dustyone : 08-29-2016 at 12:30 AM.
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  #20  
Old 08-29-2016, 05:48 AM
rv6ejguy's Avatar
rv6ejguy rv6ejguy is offline
 
Join Date: Mar 2005
Location: Calgary, Canada
Posts: 4,712
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Thanks for sharing many photos of your installation Ashley and how you set up your timing marks and Magnet Position values. You need good clear marks to see with the light.

I'm glad you also posted about safety precautions around the spinning prop- this cannot be stressed enough. Maybe sure one hand is always on something back near the firewall while holding the timing light with the other hand to limit travel towards the prop and stabilize your body. When clearing the prop area, I always have one hand on the wing leading edge as well.
__________________

Ross Farnham, Calgary, Alberta
Turbo Subaru EJ22, Marcotte M-300, IVO, RV6A C-GVZX flying from CYBW since 2003- 424.4 hrs. on the Hobbs,
RV10 95% built- Sold 2016
http://www.sdsefi.com/aircraft.html
http://sdsefi.com/cpi.htm


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