So they do not ever correct any issues? they still use out of date instructions? Sorry but in aviation everyone has the responsibility to update publications and make changes as necessary. Otherwise the system does not work: Rotax, Continental, Lycoming, MT propellers, Hartzell etc cannot send workers to each of the thousands of aircraft manufactures every year to make sure they are following the most recent publications. That is putting the responsibility in the wrong place (aviation does not use quality control anymore, quality assurance is better: It puts the responsibility on each person in the process, not some poor sucker trying to oversee everyones elses work)
I messed up the pin input/output tasks(I hate Mondays). Let me get some help with that.
Here is what happens.
The ECU decides what generator to use:
During engine-start the ECU switches all relays to Gen B. If the ECU is happy with GEN B the engine will continue to run. Once the rpm goes past 2300, for more than 3 seconds, the ECU tries Gen A. If Gen A is OK then the ECU switches to Gen A for the ignition and injection and allows Gen B (30 amps) to charge the battery.
If one Gen fails the ECU will switch to the other Gen and at the same time it will stop charging the battery (primary concern is keeping the engine running).
If both gens fail the pilot must turn on the Backup-power and the ECU will run off the battery power.
