Today's Message Index:
----------------------
1. 03:43 AM - Re: electronic ignition options wanted, 6 cyl fixed timing. (Trampas)
2. 05:02 AM - Re: electronic ignition options wanted, 6 (Charlie Kuss)
3. 05:58 AM - Electronic Ignition (klehman@albedo.net)
4. 06:08 AM - Re: Electronic Ignition (Mark Steitle)
5. 06:14 AM - Re: electronic ignition options wanted, 6 cyl fixed timing. (Cy Galley)
6. 06:34 AM - Re: electronic ignition options wanted, 6 cyl fixed timing. (Cy Galley)
7. 07:46 AM - Re: Electronic Ignition (Ron Triano)
8. 03:41 PM - Endurance Bus (Randy Pflanzer)
9. 03:44 PM - Re: A panel full of displays . . . (czechsix@juno.com)
10. 04:08 PM - Re: electronic ignition options wanted, 6 cyl fixed timing. (Scott, Ian)
11. 04:33 PM - Re: Endurance Bus (Matt Prather)
12. 04:36 PM - Re: Endurance Bus (Matt Prather)
13. 04:42 PM - Re: A panel full of displays . . . (Dale Martin)
14. 04:53 PM - Re: Endurance Bus (Pat Hatch)
15. 05:13 PM - Re: Endurance Bus (LarryRobertHelming)
16. 07:18 PM - Re: Architecure Choices (Robert L. Nuckolls, III)
17. 07:27 PM - New SD-8 Regulator (Robert L. Nuckolls, III)
18. 07:33 PM - Re: Endurance Bus (Robert L. Nuckolls, III)
19. 07:35 PM - Re: Endurance Bus (Robert L. Nuckolls, III)
20. 08:54 PM - Re: MAC trim troubles (Robert L. Nuckolls, III)
21. 09:22 PM - Re: Re: Architecure Choices (Richard E. Tasker)
Message 1
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| Subject: | electronic ignition options wanted, 6 cyl fixed |
timing.
--> AeroElectric-List message posted by: "Trampas" <tstern@nc.rr.com>
Scott,
Check your cap rotor, wires and plugs. If a plug wire is bad then the coil
has to generate higher voltages to arc the plug. This higher voltage can
cause premature failures of coils.
Regards,
Trampas
www.sterntech.com
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Scott,
Ian
Subject: RE: AeroElectric-List: electronic ignition options wanted, 6 cyl
fixed timing.
--> AeroElectric-List message posted by: "Scott, Ian"
<ian_scott@commander.com>
I am not sure whether they are failit because they are overdriven for the
rating, (i.e. they are off a 2 Cyl engine that only does 5000rpm and they
are being used on a 6 cyl with lost spark (12 sparks per rev) at 3300 RPM)
i.e. they are doing 4 times the duty cycle that they usually do,
or it is temperature related, I have not instrumented them up however they
are supposed to be good to 100C and they are supposed to sit about 50-60
degrees c in cruise, though the under cowl temp is possible up around the 70
or so.
Funny thing is that I had no failures during the 25hour test phase, and 3
failures n 5 hours on the first long cross country. Man the wife was
impressed.
Ian
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of George
Braly
Subject: RE: AeroElectric-List: electronic ignition options wanted, 6
cyl fixed timing.
--> AeroElectric-List message posted by: "George Braly" <gwbraly@gami.com>
Ian,
Why are the coils failing?
Regards, George
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
Scott, Ian
Subject: AeroElectric-List: electronic ignition options wanted, 6 cyl
fixed timing.
--> AeroElectric-List message posted by: "Scott, Ian"
<ian_scott@commander.com>
Hi all, after experiencing 3 coil failures in the last 5 hours, I am
considddering changing to a fixed timing electronic ignition module for
my 6 Cyl Jabiru, has anyone done this before, and if so with what
ignition module and what type of pickup?
thanks
Ian
==
==
==
==
Message 2
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| Subject: | Re: electronic ignition options wanted, 6 |
cyl fixed timing.
--> AeroElectric-List message posted by: Charlie Kuss <chaskuss@bellsouth.net>
Art,
Hmmmm? Something for you to investigate perhaps?
Charlie Kuss
>--> AeroElectric-List message posted by: "Scott, Ian" <ian_scott@commander.com>
>
>Hi all, after experiencing 3 coil failures in the last 5 hours, I am considddering
changing to a fixed timing electronic ignition module for my 6 Cyl Jabiru,
has anyone done this before, and if so with what ignition module and what type
of pickup?
>
>thanks
>
>Ian
>
>
Message 3
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| Subject: | Electronic Ignition |
--> AeroElectric-List message posted by: klehman@albedo.net
Ron
It has been done with a waste spark system off a GM Cavalier or similar.
The Coil assembly on those works fine without being connected to the
main engine computer. In standalone mode it advances something like 20
degrees linearly per 3000 rpm. I can look up exact numbers if you need
them. You need a steel disc with 7 slots mounted on the crankshaft
(typically behing the prop) to trigger the magnetic sensor. I believe
such a system to be cheaper and more reliable than most scratch built
systems.
Ken
> From: "Ron Triano" <rondefly@rtriano.com>
> Subject: AeroElectric-List: Electronic Ignition
>
> --> AeroElectric-List message posted by: "Ron Triano" <rondefly@rtriano.com>
>
> I am trying to decide what to do about electronic ignition. There are
> several on the market I have found. Are there any schematic's available to
> build your own. I prefer to use single coil at each cylinder using auto
> parts and at a later date to be able to expand to a throttle body with
> injector at each cylinder. My installation is for a 0200 continental on a
> Q200.
>
> Thanks
>
> Ron Triano
>
Message 4
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| Subject: | Re: Electronic Ignition |
--> AeroElectric-List message posted by: Mark Steitle <msteitle@mail.utexas.edu>
Ron,
Have you considered the Real World Solutions EC-2 system? It is a dual
processor unit and is user programmable in flight, no p/c required. Handles
ignition and EFI. Their website is www.rotaryaviation.com Tracy Crook is
a great guy to do business with.
Mark S.
At 07:32 AM 4/13/2004 -0700, you wrote:
>--> AeroElectric-List message posted by: "Ron Triano" <rondefly@rtriano.com>
>
>I am trying to decide what to do about electronic ignition. There are
>several on the market I have found. Are there any schematic's available to
>build your own. I prefer to use single coil at each cylinder using auto
>parts and at a later date to be able to expand to a throttle body with
>injector at each cylinder. My installation is for a 0200 continental on a
>Q200.
>
>Thanks
>
>Ron Triano
Message 5
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| Subject: | Re: electronic ignition options wanted, 6 cyl fixed |
timing.
--> AeroElectric-List message posted by: "Cy Galley" <cgalley@qcbc.org>
How will changing to fixed timing help the coils?
----- Original Message -----
From: "Scott, Ian" <ian_scott@commander.com>
Subject: RE: AeroElectric-List: electronic ignition options wanted, 6 cyl
fixed timing.
> --> AeroElectric-List message posted by: "Scott, Ian"
<ian_scott@commander.com>
>
> I am not sure whether they are failit because they are overdriven for the
rating, (i.e. they are off a 2 Cyl engine that only does 5000rpm and they
are being used on a 6 cyl with lost spark (12 sparks per rev) at 3300 RPM)
i.e. they are doing 4 times the duty cycle that they usually do,
>
> or it is temperature related, I have not instrumented them up however they
are supposed to be good to 100C and they are supposed to sit about 50-60
degrees c in cruise, though the under cowl temp is possible up around the 70
or so.
>
> Funny thing is that I had no failures during the 25hour test phase, and 3
failures n 5 hours on the first long cross country. Man the wife was
impressed.
>
> Ian
>
> -----Original Message-----
> From: owner-aeroelectric-list-server@matronics.com
> [mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of George
> Braly
> To: aeroelectric-list@matronics.com
> Subject: RE: AeroElectric-List: electronic ignition options wanted, 6
> cyl fixed timing.
>
>
> --> AeroElectric-List message posted by: "George Braly" <gwbraly@gami.com>
>
> Ian,
>
> Why are the coils failing?
>
> Regards, George
>
> -----Original Message-----
> From: owner-aeroelectric-list-server@matronics.com
> [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
> Scott, Ian
> To: aeroelectric-list@matronics.com
> Subject: AeroElectric-List: electronic ignition options wanted, 6 cyl
> fixed timing.
>
> --> AeroElectric-List message posted by: "Scott, Ian"
> <ian_scott@commander.com>
>
> Hi all, after experiencing 3 coil failures in the last 5 hours, I am
> considddering changing to a fixed timing electronic ignition module for
> my 6 Cyl Jabiru, has anyone done this before, and if so with what
> ignition module and what type of pickup?
>
> thanks
>
> Ian
>
>
> ==
> ==
> ==
> ==
>
>
Message 6
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| Subject: | Re: electronic ignition options wanted, 6 cyl fixed |
timing.
--> AeroElectric-List message posted by: "Cy Galley" <cgalley@qcbc.org>
Check plug gaps for the same reason.
----- Original Message -----
From: "Trampas" <tstern@nc.rr.com>
Subject: RE: AeroElectric-List: electronic ignition options wanted, 6 cyl
fixed timing.
> --> AeroElectric-List message posted by: "Trampas" <tstern@nc.rr.com>
>
> Scott,
>
> Check your cap rotor, wires and plugs. If a plug wire is bad then the coil
> has to generate higher voltages to arc the plug. This higher voltage can
> cause premature failures of coils.
>
> Regards,
> Trampas
> www.sterntech.com
>
>
> -----Original Message-----
> From: owner-aeroelectric-list-server@matronics.com
> [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Scott,
> Ian
> To: aeroelectric-list@matronics.com
> Subject: RE: AeroElectric-List: electronic ignition options wanted, 6 cyl
> fixed timing.
>
> --> AeroElectric-List message posted by: "Scott, Ian"
> <ian_scott@commander.com>
>
> I am not sure whether they are failit because they are overdriven for the
> rating, (i.e. they are off a 2 Cyl engine that only does 5000rpm and they
> are being used on a 6 cyl with lost spark (12 sparks per rev) at 3300 RPM)
> i.e. they are doing 4 times the duty cycle that they usually do,
>
> or it is temperature related, I have not instrumented them up however they
> are supposed to be good to 100C and they are supposed to sit about 50-60
> degrees c in cruise, though the under cowl temp is possible up around the
70
> or so.
>
> Funny thing is that I had no failures during the 25hour test phase, and 3
> failures n 5 hours on the first long cross country. Man the wife was
> impressed.
>
> Ian
>
> -----Original Message-----
> From: owner-aeroelectric-list-server@matronics.com
> [mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of George
> Braly
> To: aeroelectric-list@matronics.com
> Subject: RE: AeroElectric-List: electronic ignition options wanted, 6
> cyl fixed timing.
>
>
> --> AeroElectric-List message posted by: "George Braly" <gwbraly@gami.com>
>
> Ian,
>
> Why are the coils failing?
>
> Regards, George
>
> -----Original Message-----
> From: owner-aeroelectric-list-server@matronics.com
> [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
> Scott, Ian
> To: aeroelectric-list@matronics.com
> Subject: AeroElectric-List: electronic ignition options wanted, 6 cyl
> fixed timing.
>
> --> AeroElectric-List message posted by: "Scott, Ian"
> <ian_scott@commander.com>
>
> Hi all, after experiencing 3 coil failures in the last 5 hours, I am
> considddering changing to a fixed timing electronic ignition module for
> my 6 Cyl Jabiru, has anyone done this before, and if so with what
> ignition module and what type of pickup?
>
> thanks
>
> Ian
>
>
> ==
> ==
> ==
> ==
>
>
Message 7
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| Subject: | Electronic Ignition |
--> AeroElectric-List message posted by: "Ron Triano" <rondefly@rtriano.com>
Thanks Mark, Yes I am, real world and mega squirt & spark are the two I am
looking at.
Ron Triano
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Mark
Steitle
Subject: Re: AeroElectric-List: Electronic Ignition
--> AeroElectric-List message posted by: Mark Steitle
--> <msteitle@mail.utexas.edu>
Ron,
Have you considered the Real World Solutions EC-2 system? It is a dual
processor unit and is user programmable in flight, no p/c required. Handles
ignition and EFI. Their website is www.rotaryaviation.com Tracy Crook is
a great guy to do business with.
Mark S.
At 07:32 AM 4/13/2004 -0700, you wrote:
>--> AeroElectric-List message posted by: "Ron Triano"
>--> <rondefly@rtriano.com>
>
>I am trying to decide what to do about electronic ignition. There are
>several on the market I have found. Are there any schematic's available
>to build your own. I prefer to use single coil at each cylinder using
>auto parts and at a later date to be able to expand to a throttle body
>with injector at each cylinder. My installation is for a 0200
>continental on a Q200.
>
>Thanks
>
>Ron Triano
advertising on the Matronics Forums.
Message 8
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--> AeroElectric-List message posted by: "Randy Pflanzer" <f1rocket@comcast.net>
Using Bob's current wiring diagrams, is it okay to have both the master switch
and endurance bus switch on at the same time? I assume the diode between the
two buses keeps things from shorting out. Is there any long-term consequence
to running with both switches on all the time? It doesn't appear so to me, but
I'm not always very good at keeping all the smoke inside the wires.
Thanks,
Randy
F1 Rocket
http://f1rocket.home.comcast.net/
Message 9
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|
| Subject: | Re: A panel full of displays . . . |
--> AeroElectric-List message posted by: czechsix@juno.com
Walter,
The main thing I'd consider is that your single battery is a single point failure
for the whole system. I had planned to go the same route as you and ended
up settling on dual battery, single alternator. This gives up the advantage of
having unlimited juice in case of alternator failure, but is more robust from
the perspective of keeping the essentials going. It's also cheaper than the
SD-8, doesn't extract any engine power, and in my case is even a bit lighter
since my aux battery is small. If you wanted to keep the benefits that the SD-8
offers, but want to eliminate the chances (however small) of losing everything
due to battery (or battery lead) failure, I'd add at least a small aux battery
that can be isolated from the main battery, such that you have the SD-8 tied
to the aux, and the main alternator tied to the main battery. Then you have
true full redundancy and can fly hard IFR with no limitations imposed by any
single failure.
Just my humble .02
--Mark Navratil
Cedar Rapids, Iowa
RV-8A N2D fwf stuff these days...
--------------------------------------------
From: Walter Tondu <walter@tondu.com>
Subject: Re: AeroElectric-List: A panel full of displays . . .
<snip>
Since this is an all-electric airplane I plan on two alternators
and a single battery with Battery, Essential and Primary buses.
<snip>
I hate to ask this, but because this is a forum of intelligent
people, here goes;
Can you make a case where this would not work? And if so
what would you change.
(Go easy on me, please)
--
Walter Tondu
http://www.tondu.com/rv7
Message 10
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| Subject: | electronic ignition options wanted, 6 cyl fixed |
timing.
--> AeroElectric-List message posted by: "Scott, Ian" <ian_scott@commander.com>
on the Jabiru the coils and electrics are contained in one package that sits on
the edge of the flywheel and gets the power form magnets that pass by, as your
Honda Lawn mower or stationary motor would.
Ian
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of Cy
Galley
Subject: Re: AeroElectric-List: electronic ignition options wanted, 6
cyl fixed timing.
--> AeroElectric-List message posted by: "Cy Galley" <cgalley@qcbc.org>
How will changing to fixed timing help the coils?
----- Original Message -----
From: "Scott, Ian" <ian_scott@commander.com>
Subject: RE: AeroElectric-List: electronic ignition options wanted, 6 cyl
fixed timing.
> --> AeroElectric-List message posted by: "Scott, Ian"
<ian_scott@commander.com>
>
> I am not sure whether they are failit because they are overdriven for the
rating, (i.e. they are off a 2 Cyl engine that only does 5000rpm and they
are being used on a 6 cyl with lost spark (12 sparks per rev) at 3300 RPM)
i.e. they are doing 4 times the duty cycle that they usually do,
>
> or it is temperature related, I have not instrumented them up however they
are supposed to be good to 100C and they are supposed to sit about 50-60
degrees c in cruise, though the under cowl temp is possible up around the 70
or so.
>
> Funny thing is that I had no failures during the 25hour test phase, and 3
failures n 5 hours on the first long cross country. Man the wife was
impressed.
>
> Ian
>
> -----Original Message-----
> From: owner-aeroelectric-list-server@matronics.com
> [mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of George
> Braly
> To: aeroelectric-list@matronics.com
> Subject: RE: AeroElectric-List: electronic ignition options wanted, 6
> cyl fixed timing.
>
>
> --> AeroElectric-List message posted by: "George Braly" <gwbraly@gami.com>
>
> Ian,
>
> Why are the coils failing?
>
> Regards, George
>
> -----Original Message-----
> From: owner-aeroelectric-list-server@matronics.com
> [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
> Scott, Ian
> To: aeroelectric-list@matronics.com
> Subject: AeroElectric-List: electronic ignition options wanted, 6 cyl
> fixed timing.
>
> --> AeroElectric-List message posted by: "Scott, Ian"
> <ian_scott@commander.com>
>
> Hi all, after experiencing 3 coil failures in the last 5 hours, I am
> considddering changing to a fixed timing electronic ignition module for
> my 6 Cyl Jabiru, has anyone done this before, and if so with what
> ignition module and what type of pickup?
>
> thanks
>
> Ian
>
>
> ==
> ==
> ==
> ==
>
>
Message 11
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| Subject: | Re: Endurance Bus |
--> AeroElectric-List message posted by: "Matt Prather" <mprather@spro.net>
Hi Randy,
I assume you are talking about the 'endurance bus alternate feed'. The
only effect that you will notice by having the alternate feed turned on (at
the same time as the master) is that the endurance bus voltage will rise
by the diode drop (maybe 0.2 to 0.6V depending on the load and what
kind of diode you are using).
Regards,
Matt-
> --> AeroElectric-List message posted by: "Randy Pflanzer"
> <f1rocket@comcast.net>
>
> Using Bob's current wiring diagrams, is it okay to have both the master
> switch and endurance bus switch on at the same time? I assume the diode
> between the two buses keeps things from shorting out. Is there any
> long-term consequence to running with both switches on all the time? It
> doesn't appear so to me, but I'm not always very good at keeping all the
> smoke inside the wires.
>
> Thanks,
>
> Randy
> F1 Rocket
> http://f1rocket.home.comcast.net/
>
>
Message 12
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|
| Subject: | Re: Endurance Bus |
--> AeroElectric-List message posted by: "Matt Prather" <mprather@spro.net>
Hi Randy,
I assume you are talking about the 'endurance bus alternate feed'. The
only effect that you will notice by having the alternate feed turned on (at
the same time as the master) is that the endurance bus voltage will rise
by the diode drop (maybe 0.2 to 0.6V depending on the load and what
kind of diode you are using).
The diode does sort of keep things from shorting out, but only when you
have the master turned off. Without the diode, the main bus would be
powered through the fuse connecting the alternate feed to the battery
bus.
Regards,
Matt-
> --> AeroElectric-List message posted by: "Randy Pflanzer"
> <f1rocket@comcast.net>
>
> Using Bob's current wiring diagrams, is it okay to have both the master
> switch and endurance bus switch on at the same time? I assume the diode
> between the two buses keeps things from shorting out. Is there any
> long-term consequence to running with both switches on all the time? It
> doesn't appear so to me, but I'm not always very good at keeping all the
> smoke inside the wires.
>
> Thanks,
>
> Randy
> F1 Rocket
> http://f1rocket.home.comcast.net/
>
>
Message 13
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| Subject: | Re: A panel full of displays . . . |
--> AeroElectric-List message posted by: "Dale Martin" <niceez@cableone.net>
With all due respect...... how many of us have a had a battery failure? I
cannot believe that some of you intend medium to hard IFR with some of our
homebuilts. First consider empennage, wing and prop anti icing equipment
first.... Then I'll believe you need all the rest of the equipment.
One battery will due if it is the proper quality.....
Just my opinion,
Dale Martin
Lewiston, ID
LEZ-235
----- Original Message -----
From: <czechsix@juno.com>
Subject: Re: AeroElectric-List: A panel full of displays . . .
> --> AeroElectric-List message posted by: czechsix@juno.com
>
>
> Walter,
>
> The main thing I'd consider is that your single battery is a single point
failure for the whole system. I had planned to go the same route as you and
ended up settling on dual battery, single alternator. This gives up the
advantage of having unlimited juice in case of alternator failure, but is
more robust from the perspective of keeping the essentials going. It's also
cheaper than the SD-8, doesn't extract any engine power, and in my case is
even a bit lighter since my aux battery is small. If you wanted to keep the
benefits that the SD-8 offers, but want to eliminate the chances (however
small) of losing everything due to battery (or battery lead) failure, I'd
add at least a small aux battery that can be isolated from the main battery,
such that you have the SD-8 tied to the aux, and the main alternator tied to
the main battery. Then you have true full redundancy and can fly hard IFR
with no limitations imposed by any single failure.
>
> Just my humble .02
>
> --Mark Navratil
> Cedar Rapids, Iowa
> RV-8A N2D fwf stuff these days...
>
> --------------------------------------------
>
> From: Walter Tondu <walter@tondu.com>
> Subject: Re: AeroElectric-List: A panel full of displays . . .
>
> <snip>
>
> Since this is an all-electric airplane I plan on two alternators
> and a single battery with Battery, Essential and Primary buses.
>
> <snip>
>
> I hate to ask this, but because this is a forum of intelligent
> people, here goes;
>
> Can you make a case where this would not work? And if so
> what would you change.
>
> (Go easy on me, please)
> --
> Walter Tondu
> http://www.tondu.com/rv7
>
>
Message 14
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| Subject: | Re: Endurance Bus |
--> AeroElectric-List message posted by: "Pat Hatch" <pat_hatch@msn.com>
Randy,
When I asked Bob this question the answer was that this should be the normal
mode of operation, ESSENTIAL BUS selected, so no matter what, you will have
the essential bus powered.
Pat Hatch
RV-4
RV-6
RV-7 Finishing Kit
Vero Beach, FL
----- Original Message -----
From: "Randy Pflanzer" <f1rocket@comcast.net>
Subject: AeroElectric-List: Endurance Bus
> --> AeroElectric-List message posted by: "Randy Pflanzer"
<f1rocket@comcast.net>
>
> Using Bob's current wiring diagrams, is it okay to have both the master
switch and endurance bus switch on at the same time? I assume the diode
between the two buses keeps things from shorting out. Is there any
long-term consequence to running with both switches on all the time? It
doesn't appear so to me, but I'm not always very good at keeping all the
smoke inside the wires.
>
> Thanks,
>
> Randy
> F1 Rocket
> http://f1rocket.home.comcast.net/
>
>
Message 15
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| Subject: | Re: Endurance Bus |
--> AeroElectric-List message posted by: "LarryRobertHelming" <lhelming@sigecom.net>
----- Original Message -----
From: "Randy Pflanzer" <f1rocket@comcast.net>
Subject: AeroElectric-List: Endurance Bus
> --> AeroElectric-List message posted by: "Randy Pflanzer"
<f1rocket@comcast.net>
>
> Using Bob's current wiring diagrams, is it okay to have both the master
switch and endurance bus switch on at the same time? I assume the diode
between the two buses keeps things from shorting out. Is there any
long-term consequence to running with both switches on all the time? It
doesn't appear so to me, but I'm not always very good at keeping all the
smoke inside the wires.
((((((((()))))))))))
The diode keeps current from flowing into the master buss from the
endurance buss when the e-buss alternate feed switch is closed. The diode
allows current to flow only one way from the master buss to the endurance
buss when the master switch is on. When we have a problem and need to save
current, we turn on the endurance buss alternate feed switch and turn off
the master switch to save current by what ever is powered via the master and
that is where the diode stops the flow into the master since the endurance
is powered through the switch.
I have not thought about it and am not sure about leaving the switch on all
the time. On the spur of the moment, I don't know why there would be long
term problems with having the alternate feed e-buss switch on at all
times -- However, the e-buss would act then like a switchable battery buss
and we don't actually have an alternate power source since we have already
used it. FYI, Because my radios are wired into the e-buss, I plan to use
the e-buss to get weather info and file flight plan prior to turning the
master switch on and engine start up. I will not otherwise turn on the
alternate e-buss feed while engine is running unless I have an electrical
problem. If I have an electrical problem when running -- such as an
alternator failure, I will turn on the e-buss alternate feed right before
turning off the master switch . So, for that second or two, I would have
both the e-buss alt. feed and master switch on. Hope Bob chimes in here if
that is not the correct plan to follow. Larry
(((((((())))))))))
>
> Thanks,
>
> Randy
> F1 Rocket
> http://f1rocket.home.comcast.net/
Message 16
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| Subject: | Re: Architecure Choices |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 10:42 PM 4/14/2004 +0000, you wrote:
>--> AeroElectric-List message posted by: czechsix@juno.com
>
>
>Walter,
>
>The main thing I'd consider is that your single battery is a single point
>failure for the whole system. I had planned to go the same route as you
>and ended up settling on dual battery, single alternator. This gives up
>the advantage of having unlimited juice . . .
. . . unlimited? That must be a really BIG battery.
> in case of alternator failure, but is more robust from the perspective
> of keeping the essentials going.
the SD-8 is about as robust a power supply as you're going to find.
It's lightly stressed, has no wearing parts, a VERY long service life
and requires no periodic maintenance.
> It's also cheaper than the SD-8,
how may of those really big batteries will you use over the
foreseeable future? How long will it take for battery replacements
to add up to price of SD-8?
> doesn't extract any engine power,
120 watts at 40% efficiency comes to about 0.4 hp max. That
will add about 5 fpm to rate of climb on the average lightplane.
> and in my case is even a bit lighter since my aux battery is small.
. . . how do you get 'unlimited' energy from a battery that weighs less
than
an SD-8? Have you conducted a load analysis for the various operating
scenarios?
> If you wanted to keep the benefits that the SD-8 offers, but want to
> eliminate the chances (however small) of losing everything due to battery
> (or battery lead) failure, I'd add at least a small aux battery that can
> be isolated from the main battery, such that you have the SD-8 tied to
> the aux, and the main alternator tied to the main battery. Then you have
> true full redundancy and can fly hard IFR with no limitations imposed by
> any single failure.
Some builders have assembled an SD-8/L-40 combination into
a Figure Z-14 style architecture where the aux battery is
small, not used for engine cranking, and switches or
small relays used in lieu of contactors for crossfeed and
battery control.
Bob . . .
Message 17
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| Subject: | New SD-8 Regulator |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
Tim Hedding called from B&C today to tell me about a new, beefier
regulator being offered for the SD-8 alternator. See
http://www.aeroelectric.com/Reference_Docs/PMR1C.pdf
for copy of installation and operating data. My feeling is
that the original regulator is probably fine when mounted to
a metal surface but the regulator/rectifier cited above
was tested with especially conservative ratings in mind.
Tim didn't have anything to share on pricing. He's leaving
that up to Bill and Todd. If anyone is interested in this
product, give them a call in about 10 days . . . I think
it will be that long before they're back from Sun-n-Fun.
Bob . . .
-----------------------------------------
( Experience and common sense cannot be )
( replaced with policy and procedures. )
( R. L. Nuckolls III )
-----------------------------------------
Message 18
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| Subject: | Re: Endurance Bus |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 05:41 PM 4/14/2004 -0500, you wrote:
>--> AeroElectric-List message posted by: "Randy Pflanzer"
><f1rocket@comcast.net>
>
>Using Bob's current wiring diagrams, is it okay to have both the master
>switch and endurance bus switch on at the same time? I assume the diode
>between the two buses keeps things from shorting out. Is there any
>long-term consequence to running with both switches on all the time? It
>doesn't appear so to me, but I'm not always very good at keeping all the
>smoke inside the wires.
Nope, you can run with the e-bus alternate feed switch on all the time
and it doesn't hurt anything. Be sure to turn it off with all other
switches at shutdown.
Bob . . .
Message 19
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| Subject: | Re: Endurance Bus |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 07:53 PM 4/14/2004 -0400, you wrote:
>--> AeroElectric-List message posted by: "Pat Hatch" <pat_hatch@msn.com>
>
>Randy,
>
>When I asked Bob this question the answer was that this should be the normal
>mode of operation, ESSENTIAL BUS selected, so no matter what, you will have
>the essential bus powered.
I don't recall that conversation. I think I'd run with it off but
it's not a show stopper either way. Just make sure your preflight
checklist proves the alternate power path before startup.
Bob . . .
Message 20
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| Subject: | Re: MAC trim troubles |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 04:26 PM 4/13/2004 -0400, you wrote:
>--> AeroElectric-List message posted by: Jerry2DT@aol.com
>
>Bob and List...
>
>We have an RV6a with dual mac grips, pitch and aileron trim servos. Pitch
>servo says "MAC 8a" on it. It works fine when wired direct at the servo
>to 12V
>both up and down. When operated off stick switches, either side, "down" works
>fine, "up" is intermittent at best, inop at worst. This one has the "relay
>deck" from MAC also.
Sounds like a problem with the relay deck. Could be bad solder
joint, bad relay, etc.
> It appears to have good power to the realay deck with stick
>switches activated. Tried to call Ray Allen Co., but they are all busy at S&F
>this week. I believe we have isolated the problem to either the relay deck
>itself or a bad connection somewhere between the deck and the el trim
>servo. Has
>anyone had a bad relay deck? We'd sure a lot rather just replace that for $35
>than have to dig around under the flooring or back in the tail cone. Any and
>all comments, suggestions, hints, much appreciated.
You can build your own relay "deck" from locally acquired relays.
The circuit is not complex. Here's a compilation of options:
http://www.aeroelectric.com/Reference_Docs/PitchTrim.pdf
Bob . . .
-----------------------------------------
( Experience and common sense cannot be )
( replaced with policy and procedures. )
( R. L. Nuckolls III )
-----------------------------------------
Message 21
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| Subject: | Re: Architecure Choices |
--> AeroElectric-List message posted by: "Richard E. Tasker" <retasker@optonline.net>
Uuuh, Bob. You read his post wrong. What he said was:
>>This gives up the advantage of having unlimited juice . . .
>>
>>
Meaning, he is choosing to use batteries and one alternator - resulting
in limited juice.
>
> . . . unlimited? That must be a really BIG battery.
>
Likewise.
Other than that, your comments are right on.
Dick Tasker
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