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nuckolls.bob(at)aeroelect
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 Posted: Sun Oct 26, 2014 8:43 am Post subject: was RV-14, now brownouts/resets at engine crank |
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We've had this discussion on the list many times over the past few years. We can spend days pointing fingers back and forth blaming the manufacturer or whomever as to why the radio/efis/panel-goodie resets when cranking the engine, but the simple reality is that we do have equipment that resets, and going back to the manufacturer and pointing at DO-160 likely isn't going to get us anywhere in the short term. One could argue that continually pestering the manufacturer about the issue might get us somewhere in the long term, but in the meantime we aren't likely to return our $12,000+ EFIS system because of it, and we need to move forward.
Agreed. But question asked and never answered (if it was, I missed it and beg forgiveness) is where is it written that starting an engine before lighting up the electro-whizzies is a high-risk activity that flirts with $missery$ in the engine shop?
Okay, you bought a $12K EFIS system, what do the manufacturers say about their design decision to be intolerant of starter-inrush brown-out events?
We were taught to "Observe thy oil pressure during start up lest thy wings curl up and propeller fall off" but what is the foundation in physics for the modern engine asserting that KNOWING rpm and oil pressure within the first 30 seconds of start up is necessary for low risk utility of that engine?
Comparing to a 172 owner isn't really relevant since we are primarily talking about experimental avionics going into OBAM aircraft, and they'll never see the inside of a 172 without highly unlikely and significant regulatory changes.
Oh contraire . . . nobody can afford to bring a product to market that targets only new production aircraft. The C172 was an extreme example but certainly thousands of existing airplanes in the A36/C210/PA46 class are juicy targets for any new development. My MOST successful design in terms of cash flow to my boss was a field retrofit that far outpaced the production line rates.
So how do they handle this conundrum in either a current production -OR- an after-market retrofit?
It would seem the more efficient means of addressing this is to design it into the architecture from the start (pun intended), reducing battery and parts count, and making the overall system as simple as possible, and only as complex as it needs to be and no more.
I suggest the cart has run down the hill in front of the horse. How many people in the OBAM aviation community are candidates for incorporating these new electro-whizzies . . . I would judge that the after-market potential is on a par with new completions.
So the question still remains . . . just how important is it that the screens be all lit up and stable during engine start? If achievement of low risk comfort amongst all aviators is critical . . . how do the heavy iron guys do it. What, if any, modifications to electrical system architecture were made to accommodate these new products? What are the recommendations of those who offer the products in the first place?
I'm not convinced that our que of requirements ducks are yet all lined up . . .
Bob . . . [quote][b]
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user9253
Joined: 28 Mar 2008
Posts: 1934
Location: Riley TWP Michigan
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| Posted: Mon Oct 27, 2014 4:43 am Post subject: Re: was RV-14, now brownouts/resets at engine crank |
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For many of us (if not most), experimental airplanes are toys. There are other modes of transportation that are less expensive and safer. And some of these aircraft have expensive avionics (more toys). Pilots want their avionics to work without the annoyance of rebooting during engine start. It is not a matter of what is needed or what is practical. We want to play with our toys without being annoyed with brownouts. I would like to see this discussion deal with a solution that is inexpensive, lightweight and uncomplicated. Topics could include Eric's deslumpifier (capacitors), backup batteries, and DC to DC converters.
Joe
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