Guys,

The Jetcat ECU will save the last run data for display on the GSU even after power off and on,but will erase it when the engine is started.
The other detailed data(every 1 second ) for download via 232 adapter to a PC or laptop must be done before a power down or the info used for graphing will be erased. That kinda means a Laptop should be used.
What Lee is saying using a volt meter is a way of checking for amp draw,but should be done using an ammeter in series to checkfor amps. Voltage drop will only show on some volt meters if the draw is really excessive. The meter that Lee uses doesn't check the ECU battery status at all. The JetCat GSU can be used to determine Engine battery volts. Nothing can substitute for good battery cycling/charging and testing. That would have caught the battery showing just over 7.00 volts but with a bad cell that would go to very high resistance when the fuel pump amp was demand high.
The battery then would then basically go below 5 volts and the ECU would sign off. Batteries can fail in many varied ways and not at all predictable.
The Cat ECU is internally regulated to 5.0 volts. Bob has told me that he has (on the test cell) deliberately dropped a P-120 to 6.6 volts battery supply with the engine at full power with no problems.
I for one always charge the turbine pack between flights.
There was also was a T-33 that the engine would quit on every takeoff roll. The GSU showed "Power Fail". what was happening after much testing to determine the cause was that the receiver battery switch/harness would go open circuit when hosteled or vibrated.
This receiver power interruption was much less than a second but long enough for the ECU to see power cut to the receiver and turn off the turbine. At no time did we notice any radio dropout.
Lee and I now believe in 2 switches to the receiver with one or 2
batteries.
The 4.0 ver of the JetCat Ecu with its expanded troubleshooting allowed us to isolate and determine the cause of the flame out.



Nat