Today's Message Index:
----------------------
1. 05:39 AM - WigWag switch (owner-aeroelectric-list-server@matronics.com)
2. 06:02 AM - Re: master solenoid dropout? (John Schroeder)
3. 06:05 AM - Re: [RV-8] Single Point Grounding (Mickey Coggins)
4. 08:21 AM - Architecture for 2 batteries and 1 alternator (Glaeser, Dennis A)
5. 08:31 AM - Architecture for 2 batteries and 1 Alternator (Glaeser, Dennis A)
6. 08:42 AM - Wire Stripper ()
7. 08:44 AM - Re: [RV-8] Single Point Grounding ()
8. 09:40 AM - Re: Low Audio Output (Glen Matejcek)
9. 10:41 AM - iPod and altitude (Brian Lloyd)
10. 11:48 AM - Re: Architecture for 2 batteries and 1 (William Yamokoski)
11. 12:28 PM - Re: Re: Low Audio Output (Jeff Orear)
12. 01:03 PM - Re: iPod and altitude (rd2@evenlink.com)
13. 01:07 PM - Re: iPod and altitude (Eric M. Jones)
14. 01:21 PM - Re: (Robert L. Nuckolls, III)
15. 01:30 PM - Re: Where to find Honeywell 4TL1-10 Switches (Robert L. Nuckolls, III)
16. 01:39 PM - Re: iPod and altitude (Brian Lloyd)
17. 01:52 PM - 12V VS. 24V Electrical System. (David Shani)
18. 02:10 PM - Re: Re: iPod and altitude (Brian Lloyd)
19. 02:16 PM - Re: 12V VS. 24V Electrical System. (Bruce Gray)
20. 02:20 PM - Re: iPod and altitude (bkuc1@tampabay.rr.com)
21. 02:46 PM - Re: Re: [RV-8] Single Point Grounding (Mark Ritter)
22. 03:07 PM - Re: iPod and altitude (Matt Prather)
23. 03:14 PM - Re: 12V VS. 24V Electrical System. (Eric M. Jones)
24. 03:20 PM - Re: iPod and altitude (Richard Tasker)
25. 03:23 PM - Re: 12V VS. 24V Electrical System. (Matt Prather)
26. 03:25 PM - KX 125 HELP (Mickey Billings)
27. 03:28 PM - Re: Re: 12V VS. 24V Electrical System. (BobsV35B@aol.com)
28. 05:54 PM - Re: Lightning strike (Mark Taylor)
29. 06:46 PM - Architecture for 2 batteries and 1 alternator (Glaeser, Dennis A)
30. 08:22 PM - Re: Re: 12V VS. 24V Electrical System. (Corey James)
31. 09:34 PM - master solenoid dropout? (Dave Ford)
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> AeroElectric-List message posted by:
Subject: WigWag switch
Bob,
I'm looking for a source for the Microswitch 4TL1-10 switch you call out
in your Single Switch, two power source schematic. I've looked in several
web sights to no avail. Any suggestions?
Fred Stucklen
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: master solenoid dropout? |
--> AeroElectric-List message posted by: "John Schroeder" <jschroeder@perigee.net>
Do not archive
This sounds like another data point of the curve of overwater flight in
single engined aircraft. A corollary to this axiom is the effect of such
flight on the activity of the normally docile gremlins inhabiting all
aircraft.
:-))
> I flew my RV6 to Oshkosh for the first time this past Sunday. I have
> about 100 hours on the system. About 45 minutes into the flight over
> Lake Michigan I lost all electrical power to my instruments.
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: [RV-8] Single Point Grounding |
--> AeroElectric-List message posted by: Mickey Coggins <mick-matronics@rv8.ch>
I have the same question, and I will have two batteries
in the back.
It seems like grounding on the airframe at the back,
plus a good copper cable or Super-2-CCA FatWire
http://www.periheliondesign.com/fatwires.htm also
running up front, grounded from place to place, would
be the best solution. Perhaps I'm making this more
complicated than it needs to be.
Mickey
At 11:53 06-08-04, Scott Chastain wrote:
>I took Bob Nuckoll's course last fall and am slowly getting through
>the manual. I will have an aft battery installation which presents a
>special problem. I had planned on using the Nuckoll's design for the
>single point grounding system, where the negative lead from the
>battery is brought up to a ground bus on the firewall. There, all
>avionics from the panel are grounded to a "forest" of fast-on
>connectors, and on the forward side of the firewall, the engine is
>grounded along with other components under the cowling. One benefit
>of doing this is to eliminate noise, according to Bob. However, I
>had not planned on having to run two battery leads up to the
>firewall. It would seem silly to add the extra weight by having both
>the negative and positive leads run up that far on an aluminum bird.
>Has anyone already done this to conform with the Bob Nuckoll's
>design? If not, for those of you who are aleady flying with a rear
>battery installation, where have you run the negative lead and where
>do you ground most, if not all, of your panel equipment? Have you
>encountered noise problems by not having the single point ground?
>Thanks!
--
Mickey Coggins
http://www.rv8.ch/
#82007 QB Wings/Fuselage
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Architecture for 2 batteries and 1 alternator |
--> AeroElectric-List message posted by: "Glaeser, Dennis A" <dennis.glaeser@eds.com>
I am new to this list and I've read a bunch of previous postings, but
haven't found this exact answer. If I missed it, my apologies in advance.
My oldest son is building an RV7 and I plan on doing the same - once I get
his younger siblings through college. So right now I'm doing the stuff I
can afford ($0) like research and planning. My son is just starting his
wings, and he hasn't started working electrical details yet, so being a
helpful dad I've been looking into that area ;-) Unfortunately he lives in
ABQ and I'm in Michigan, so I don't get to go out and pound rivets with him
very often.
We are looking at the Eggenfeller Subaru engines and all electric panels (of
course). The E-Subaru folks recommend using the EXPBUS, which at first
glance seemed reasonable (quick, easy). But upon deeper investigation I like
the AeroElectric approach better (I've read virtually every file available
on that site - fabulous job Bob!!). They use the EXPBUS for the ignition
switch and main fuel pump switch and (apparently) backup battery management.
I haven't been able to find any description of how the EXPBUS manages the
backup battery, and some recent postings on the RV list make me even more
wary.
So the short story is, I tried to find an existing Z-architecture which
meets these needs and while some are close, none are exact (not
surprisingly). So I've come up with the attached for your comments. It is
not up to Z standards (yet) - wire sizes are not shown and fuses shown are a
guess, but I wanted to get some input at this point. This plan uses the
internally regulated alternator that comes with the engine, so OV protection
and OV/LV warning are included. (I've read the whole discussion on internal
vs. external regulators) It seems pretty straight forward to modify an
existing Z-arch to this config, but the devil is in the details. I don't
have a CAD program so I created the drawings using Powerpoint (quit
laughing) and saved as GIFs. Bob N will undoubtedly recognize some images I
shamelessly cut/pasted from his drawings (too lazy to re-create them in
PPT). I've also attached the electrical system for the E-Subaru. This
switch/relay architecture is right out of the installation manual for that
engine. This one is really non-standard, but it shows (with color) all the
different paths for the switches and relay. Their drawings didn't do this,
so I did (I lived in Missouri for 17 years).
As a newbie, I've got to say that reading these lists is a hoot - as well as
being educational!
Dennis Glaeser
glaesers@wideopenwest.com -or- dennis.glaeser@eds.com
<<EggSubaruElect.gif>> <<ElectArch-2Bat1Alt.gif>>
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Architecture for 2 batteries and 1 Alternator |
--> AeroElectric-List message posted by: "Glaeser, Dennis A" <dennis.glaeser@eds.com>
My first newbie mistake. I confirmed that attachments are stripped from
messages (thought about it after hitting Send, then investigated). I will
put the diagrams on the web tonight and send that link.
Dennis Glaeser
Message 6
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> AeroElectric-List message posted by: <bakerocb@cox.net>
<<AeroElectric-List message previously posted by: "Steve Collins" <steveco@houston.rr.com>
I need to get a wire stripper. Anyone found one that works well with Tefzel wire
(I understand a lot of common strippers don't work well on it, but I don't have
personal experience)? With all the wiring I'll eventually be
doing, I don't mind paying a little extra for a good tool.-Steve Collins>>
8/6/2004
Hello Steve, Here is a low cost one to consider, it is the Klein 1004, a scissors-with-a-notch
type stripper.
The advantage of this stripper is that it has an infinitely adjustable notch opening
from no opening at all to 12 AWG. Tightening a screw stop keeps the notch
opening at the same setting.
The technique is to practice strip on a scrap piece of wire and keep adjusting
the notch setting until you get it just right for that particular wire. Then you
can start stripping on your system wire.
OC
Message 7
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: [RV-8] Single Point Grounding |
--> AeroElectric-List message posted by: <danobrien@cox.net>
This issue arose recently for builders of Lancair ES's, which typically mount the
battery(s) in the rear for weight and balance reasons. Awhile back Bob published
a diagram labelled Z-14RearBats.pdf, or something like that. This is a
modification of Z-14 when batteries are mounted in the rear. This diagram calls
for groundblocks in front and back with a fat wire connecting them. Then
you can ground items in back to the rear ground block.
I can send this to you if you need it, or perhaps Bob can make it available on
his site?
................
I have the same question, and I will have two batteries
in the back.
It seems like grounding on the airframe at the back,
plus a good copper cable or Super-2-CCA FatWire
http://www.periheliondesign.com/fatwires.htm also
running up front, grounded from place to place, would
be the best solution. Perhaps I'm making this more
complicated than it needs to be.
Mickey
At 11:53 06-08-04, Scott Chastain wrote:
I took Bob Nuckoll's course last fall and am slowly getting through the manual.
I will have an aft battery installation which presents a special problem. I had
planned on using the Nuckoll's design for the single point grounding system,
where the negative lead from the battery is brought up to a ground bus on the
firewall. There, all avionics from the panel are grounded to a "forest" of fast-on
connectors, and on the forward side of the firewall, the engine is grounded along
with other components under the cowling. One benefit of doing this is to eliminate
noise, according to Bob. However, I had not planned on having to run two
battery leads up to the firewall. It would seem silly to add the extra weight
by having both the negative and positive leads run up that far on an aluminum
bird. Has anyone already done this to conform with the Bob Nuckoll's
design? If not, for those of you who are aleady flying with a rear battery installation,
where have you run the negative lead and where do you ground most, if
not all, of your panel equipment? Have you encountered noise problems by not
having the single point ground?
Thanks!
--
Mickey Coggins
http://www.rv8.ch/
#82007 QB Wings/Fuselage
Message 8
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | RE: Low Audio Output |
--> AeroElectric-List message posted by: "Glen Matejcek" <aerobubba@earthlink.net>
Hi All-
I spoke with PSE about the PMA audio panels and the issue of MP3 et al
non-compatibility. As it happens, they put a more powerful pre amp in the
PMA 5000 (and up) audio panels for just this reason. Since I have a 4000
in my -8 and am working on wiring up the panel, I'd love to get some
feedback from those of you who have been experimenting with the over the
counter pre amp options discussed in this forum a month or so ago. What
works, is easy, and of course, cheap?
Glen
Message 9
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | iPod and altitude |
--> AeroElectric-List message posted by: Brian Lloyd <brianl@lloyd.com>
Some time back we were discussing the Apple iPod and other
hard-disk-based MP3 players. Someone brought up the concern that the
hard disk drives are not designed to operate much above 8000 ft
pressure altitude. I agree that there is some concern.
But I got back from a bit of a trip around the US (45 hours of flying
in two weeks) and ended up using my iPod almost at the flight levels
much of the time. Almost all of the time was at 12,500' or above and
about 15 hours were at 17,500'. The iPod never showed any signs of
distress even at 17,500'.
Does this mean that the iPod is operating within its design limits at
17,500'? No, but it does show that it will not immediately fail there
either.
BTW, I experienced something else very rare on this trip: no headwinds.
My groundspeed was less than my true air-speed for less than 30
minutes out of 45 hours of flying in a trip that covered from St.
Thomas, to the Grand Canyon, to Washington, DC, and back to St. Thomas.
Brian Lloyd 6501 Red Hook Plaza
brianl@lloyd.com Suite 201
+1.340.998.9447 St. Thomas, VI 00802
Message 10
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
alternator
| Subject: | Re: Architecture for 2 batteries and 1 |
alternator
--> AeroElectric-List message posted by: "William Yamokoski" <yamokosk@lakemichigancollege.edu>
Hi Dennis,
Just want to let you know that I've been flying my non-EXPbus Eggenfellner Glastar
for 330 hours now, using an approach similar to what you suggest. I cobbled
together a couple of Bob's drawings with a few of the requirements for
the Subaru, e.g., fuel pump fail-over relay, safe power for the computer, etc.
Wasn't very hard to do. My circuit diagrams are all freehand, so not very
easy to read. I'd be glad to help if I can.
Bill Yamokoski, N4970Y
St. Joseph, MI
We are looking at the Eggenfeller Subaru engines and all electric panels (of
course). The E-Subaru folks recommend using the EXPBUS, which at first
glance seemed reasonable (quick, easy). But upon deeper investigation I like
the AeroElectric approach better (I've read virtually every file available
on that site - fabulous job Bob!!). They use the EXPBUS for the ignition
switch and main fuel pump switch and (apparently) backup battery management..
I haven't been able to find any description of how the EXPBUS manages the
backup battery, and some recent postings on the RV list make me even more
wary.
Message 11
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: RE: Low Audio Output |
--> AeroElectric-List message posted by: "Jeff Orear" <jorear@new.rr.com>
Glen:
While at Oshkosh I visited the PS Engineering booth with the expressed
intent to try my Dell MP3 player through their displayed PMA 4000, which I
am installing in my panel. I had recalled this thread regarding low audio
output and wanted to see if I too was going to have a problem
After they hunted up a cord to connect my Dell to the 4000, I was happy to
hear that there was no problem with the audio being low. Audio from the
intercom was just as loud as that coming from the MP3 player.
Not sure if this is a function of the Dell or what, as I am not an
audiophile. All I know is the two units seem to work well with each other.
Regards,
Jeff Orear
RV6A N782P (reserved)
firewall forward
Peshtigo, WI
----- Original Message -----
From: "Glen Matejcek" <aerobubba@earthlink.net>
Subject: AeroElectric-List: RE: Low Audio Output
> --> AeroElectric-List message posted by: "Glen Matejcek"
<aerobubba@earthlink.net>
>
> Hi All-
>
> I spoke with PSE about the PMA audio panels and the issue of MP3 et al
> non-compatibility. As it happens, they put a more powerful pre amp in the
> PMA 5000 (and up) audio panels for just this reason. Since I have a 4000
> in my -8 and am working on wiring up the panel, I'd love to get some
> feedback from those of you who have been experimenting with the over the
> counter pre amp options discussed in this forum a month or so ago. What
> works, is easy, and of course, cheap?
>
> Glen
>
>
Message 12
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: iPod and altitude |
--> AeroElectric-List message posted by: rd2@evenlink.com
Forgive my ignorance - do the iPods store on hard drives (any platter
rotation) or on solid state memory?
Rumen
_____________________Original message __________________________
(received from Brian Lloyd; Date: 01:40 PM 8/6/2004
-0400)
--> AeroElectric-List message posted by: Brian Lloyd <brianl@lloyd.com>
Some time back we were discussing the Apple iPod and other
hard-disk-based MP3 players. Someone brought up the concern that the
hard disk drives are not designed to operate much above 8000 ft
pressure altitude. I agree that there is some concern.
But I got back from a bit of a trip around the US (45 hours of flying
in two weeks) and ended up using my iPod almost at the flight levels
much of the time. Almost all of the time was at 12,500' or above and
about 15 hours were at 17,500'. The iPod never showed any signs of
distress even at 17,500'.
Does this mean that the iPod is operating within its design limits at
17,500'? No, but it does show that it will not immediately fail there
either.
BTW, I experienced something else very rare on this trip: no headwinds.
My groundspeed was less than my true air-speed for less than 30
minutes out of 45 hours of flying in a trip that covered from St.
Thomas, to the Grand Canyon, to Washington, DC, and back to St. Thomas.
Brian Lloyd 6501 Red Hook Plaza
brianl@lloyd.com Suite 201
+1.340.998.9447 St. Thomas, VI 00802
Message 13
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: iPod and altitude |
--> AeroElectric-List message posted by: "Eric M. Jones" <emjones@charter.net>
--> AeroElectric-List message posted by: Brian Lloyd <brianl@lloyd.com>
>Some time back we were discussing the Apple iPod and other
>hard-disk-based MP3 players. Someone brought up the concern that the
>hard disk drives are not designed to operate much above 8000 ft
>pressure altitude. I agree that there is some concern.
Check Google "iPod altitude" and get lots of data on this. Brian you may
have gotten lucky!
Regards,
Eric M. Jones
www.PerihelionDesign.com
113 Brentwood Drive
Southbridge MA 01550-2705
Phone (508) 764-2072
Email: emjones@charter.net
"When dealing with the enemy, it helps if he thinks you're a little bit
crazy."
--Gen. Curtis LeMay
Message 14
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <rnuckolls@aeroelectric.com>
At 05:38 AM 8/6/2004 -0700, you wrote:
>--> AeroElectric-List message posted by:
>
>From: "Stucklen, Frederic IFC" <Fred.Stucklen@UTCFuelCells.com>
>To: "'aeroelectric-list@matronics.com'" <aeroelectric-list@matronics.com>
>Subject: WigWag switch
>Date: Fri, 6 Aug 2004 08:38:28 -0400
>
>Bob,
>
> I'm looking for a source for the Microswitch 4TL1-10 switch you call out
>in your Single Switch, two power source schematic. I've looked in several
>web sights to no avail. Any suggestions?
Both Allied and Carlton-Bates stock this switch normally but are
presently out of stock. They both have quantities of 4TL1-10E
lever lock see page 138 of:
http://content.honeywell.com/sensing/prodinfo/manual/catalog/c30136.pdf
The "E" version is locked in mid position. I suppose you could rewire
so that the middle, locked position is off and you move either up or down
for "landing" and "wig-wag"
Go here to order:
http://www.alliedelec.com/cart/partlookup.asp
Bob . . .
---
Message 15
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Where to find Honeywell 4TL1-10 Switches |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <rnuckolls@aeroelectric.com>
At 05:38 AM 8/6/2004 -0700, you wrote:
>--> AeroElectric-List message posted by:
>
>From: "Stucklen, Frederic IFC" <Fred.Stucklen@UTCFuelCells.com>
>To: "'aeroelectric-list@matronics.com'" <aeroelectric-list@matronics.com>
>Subject: WigWag switch
>Date: Fri, 6 Aug 2004 08:38:28 -0400
>
>Bob,
>
> I'm looking for a source for the Microswitch 4TL1-10 switch you call out
>in your Single Switch, two power source schematic. I've looked in several
>web sights to no avail. Any suggestions?
Both Allied and Carlton-Bates stock this switch normally but are
presently out of stock. They both have quantities of 4TL1-10E
lever lock see page 138 of:
http://content.honeywell.com/sensing/prodinfo/manual/catalog/c30136.pdf
The "E" version is locked in mid position. I suppose you could rewire
so that the middle, locked position is off and you move either up or down
for "landing" and "wig-wag"
Go here to order:
http://www.alliedelec.com/cart/partlookup.asp
Bob . . .
---
Message 16
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: iPod and altitude |
--> AeroElectric-List message posted by: Brian Lloyd <brianl@lloyd.com>
On Aug 6, 2004, at 3:53 PM, rd2@evenlink.com wrote:
> --> AeroElectric-List message posted by: rd2@evenlink.com
>
> Forgive my ignorance - do the iPods store on hard drives (any platter
> rotation) or on solid state memory?
The iPod uses a small rotating hard disk. That is how it gets such
high data density (up to 40GB) in a pocket-sized package. Being a hard
drive, the heads fly above the medium on a cushion of air. As air
density decreases the head flying height is reduced until the head
eventually touches the medium (head crash). My iPod showed no problems
at 17,500'.
Brian Lloyd 6501 Red Hook Plaza
brianl@lloyd.com Suite 201
+1.340.998.9447 St. Thomas, VI 00802
Message 17
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | 12V VS. 24V Electrical System. |
--> AeroElectric-List message posted by: "David Shani" <David.Shani@sanmina-sci.com>
Hello Bob,
In Oshkosh I was witnessing a heated debate on the above topic. 12V
people was arguing availability of cheap components, and the 24V guys
talked about weight savings and electric ignition functionality at
engine start.
Any thoughts about the subject from the list??
Thanks,
David Shani
LEZ - systems stage,
Message 18
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: iPod and altitude |
--> AeroElectric-List message posted by: Brian Lloyd <brianl@lloyd.com>
On Aug 6, 2004, at 4:08 PM, Eric M. Jones wrote:
> --> AeroElectric-List message posted by: "Eric M. Jones"
> <emjones@charter.net>
>
>
> --> AeroElectric-List message posted by: Brian Lloyd <brianl@lloyd.com>
>
>> Some time back we were discussing the Apple iPod and other
>> hard-disk-based MP3 players. Someone brought up the concern that the
>> hard disk drives are not designed to operate much above 8000 ft
>> pressure altitude. I agree that there is some concern.
>
> Check Google "iPod altitude" and get lots of data on this. Brian you
> may
> have gotten lucky!
I was aware of that. Most devices have some "headroom" above the
specification built in to accommodate manufacturing differences. I
took a chance it it worked just fine.
YMMV.
Brian Lloyd 6501 Red Hook Plaza
brianl@lloyd.com Suite 201
+1.340.998.9447 St. Thomas, VI 00802
Message 19
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | 12V VS. 24V Electrical System. |
--> AeroElectric-List message posted by: "Bruce Gray" <Bruce@glasair.org>
I and a few others are members of the 24v faction. Most on the list are
12v fans. I like 24v because it gives you all the power you need, a 70A
24v alternator is the equivalent of a 140A 12v one.
Just one example, my entire panel (and it's quite sophisticated) draws
only 11A. My standby alternator puts out 20A, well within its capacity.
This eliminates the need to have an endurance (emergency) bus on the
airplane.
There must be a reason why every manufacturer of certified airplanes has
moved to 24v systems.
Bruce
www.glasair.org
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of David
Shani
Subject: AeroElectric-List: 12V VS. 24V Electrical System.
--> AeroElectric-List message posted by: "David Shani"
<David.Shani@sanmina-sci.com>
Hello Bob,
In Oshkosh I was witnessing a heated debate on the above topic. 12V
people was arguing availability of cheap components, and the 24V guys
talked about weight savings and electric ignition functionality at
engine start.
Any thoughts about the subject from the list??
Thanks,
David Shani
LEZ - systems stage,
==
==
==
==
Message 20
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: iPod and altitude |
--> AeroElectric-List message posted by: bkuc1@tampabay.rr.com
More food for thought. Hard drives have to be sealed since the heads ride so close
to the platter(s). If there is an air issue with the hard drives that would
mean that air has to enter and escape and with no filter, any microscopic
dust particle would crash the heads. I think it is more important the "g" rating
of a hard drive. In smooth air, the hard drives should work in about any
altitude. Now put in a little turbulance and you might have a problem. If
would be like taking the IPOD and dropping it on the floor while it is running.
Now the screens might be another issue, since lcd's are liquid and thus might
expand at altitude and may burst.
I am not sure about the architecture of the IPOD, but it could be that the hard
drive, if it does have one, might be used to load up its memory as its buffer
so the hard drive might be starting and stopping and only runs to load up the
internal memory. From this internal memory, the songs are played. This would
allow to handle "g"s more effectively, since the spinning of the drives is very
small. But just my guess.
Bob Kuc
----- Original Message -----
From: Brian Lloyd <brianl@lloyd.com>
Subject: Re: AeroElectric-List: iPod and altitude
> --> AeroElectric-List message posted by: Brian Lloyd
> <brianl@lloyd.com>
>
> On Aug 6, 2004, at 3:53 PM, rd2@evenlink.com wrote:
>
> > --> AeroElectric-List message posted by: rd2@evenlink.com
> >
> > Forgive my ignorance - do the iPods store on hard drives (any
> platter> rotation) or on solid state memory?
>
> The iPod uses a small rotating hard disk. That is how it gets
> such
> high data density (up to 40GB) in a pocket-sized package. Being a
> hard
> drive, the heads fly above the medium on a cushion of air. As air
> density decreases the head flying height is reduced until the head
> eventually touches the medium (head crash). My iPod showed no
> problems
> at 17,500'.
>
> Brian Lloyd 6501 Red Hook Plaza
> brianl@lloyd.com Suite 201
> +1.340.998.9447 St. Thomas, VI 00802
>
>
> _-
> _-
> _-
> _-
> ========================================================================
>
>
>
>
Message 21
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: [RV-8] Single Point Grounding |
--> AeroElectric-List message posted by: "Mark Ritter" <mritter509@msn.com>
Dan,
If not to much trouble could you send me the Z-14RearBats.pdf diagram.
Thanks
From: danobrien@cox.net
Subject: AeroElectric-List: Re: [RV-8] Single Point Grounding
-- AeroElectric-List message posted by: danobrien@cox.net
This issue arose recently for builders of Lancair ES's, which typically mount the
battery(s) in the rear for weight and balance reasons.Awhile back Bob published
a diagram labelled Z-14RearBats.pdf, or something like that.This is a modification
of Z-14 when batteries are mounted in the rear.This diagram calls for
groundblocks in front and back with a fat wire connecting them.Then you can
ground items in back to the rear ground block.
I can send this to you if you need it, or perhaps Bob can make it available on
his site?
................
I have the same question, and I will have two batteries
in the back.
It seems like grounding on the airframe at the back,
plus a good copper cable or Super-2-CCA FatWire
http://www.periheliondesign.com/fatwires.htm also
running up front, grounded from place to place, would
be the best solution.Perhaps I'm making this more
complicated than it needs to be.
Mickey
At 11:53 06-08-04, Scott Chastain wrote:
I took Bob Nuckoll's course last fall and am slowly getting through the manual.
I will have an aft battery installation which presents a special problem. I had
planned on using the Nuckoll's design for the single point grounding system,
where the negative lead from the battery is brought up to a ground bus on the
firewall. There, all avionics from the panel are grounded to a "forest" of fast-on
connectors, and on the forward side of the firewall, the engine is grounded along
with other components under the cowling. One benefit of doing this is to eliminate
noise, according to Bob. However, I had not planned on having to run two
battery leads up to the firewall. It would seem silly to add the extra weight
by having both the negative and positive leads run up that far on an aluminum
bird. Has anyone already done this to conform with the Bob Nuckoll's
design? If not, for those of you who are aleady flying with a rear battery installation,
where have you run the negative lead and where do you ground most, if
not all, of your panel equipment? Have you encountered noise problems by not
having the single point ground?
Thanks!
--
Mickey Coggins
http://www.rv8.ch/
#82007 QB Wings/Fuselage
Message 22
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: iPod and altitude |
--> AeroElectric-List message posted by: "Matt Prather" <mprather@spro.net>
I had thought that most hard drives are NOT sealed, so I did a little
looking around and found the following (not the only article):
http://members.iweb.net.au/~pstorr/pcbook/book4/hdtech.htm
> --> AeroElectric-List message posted by: bkuc1@tampabay.rr.com
>
>
> More food for thought. Hard drives have to be sealed since the heads
> ride so close to the platter(s). If there is an air issue with the hard
> drives that would mean that air has to enter and escape and with no
> filter, any microscopic dust particle would crash the heads. I think it
> is more important the "g" rating of a hard drive. In smooth air, the
> hard drives should work in about any altitude. Now put in a little
> turbulance and you might have a problem. If would be like taking the
> IPOD and dropping it on the floor while it is running. Now the screens
> might be another issue, since lcd's are liquid and thus might expand at
> altitude and may burst. I am not sure about the architecture of the
> IPOD, but it could be that the hard drive, if it does have one, might be
> used to load up its memory as its buffer so the hard drive might be
> starting and stopping and only runs to load up the internal memory.
> From this internal memory, the songs are played. This would allow to
> handle "g"s more effectively, since the spinning of the drives is very
> small. But just my guess.
>
> Bob Kuc
>
>
> ----- Original Message -----
> From: Brian Lloyd <brianl@lloyd.com>
> Date: Friday, August 6, 2004 4:38 pm
> Subject: Re: AeroElectric-List: iPod and altitude
>> --> AeroElectric-List message posted by: Brian Lloyd
>> <brianl@lloyd.com>
>>
>> On Aug 6, 2004, at 3:53 PM, rd2@evenlink.com wrote:
>>
>> > --> AeroElectric-List message posted by: rd2@evenlink.com
>> >
>> > Forgive my ignorance - do the iPods store on hard drives (any
>> platter> rotation) or on solid state memory?
>>
>> The iPod uses a small rotating hard disk. That is how it gets
>> such
>> high data density (up to 40GB) in a pocket-sized package. Being a
>> hard
>> drive, the heads fly above the medium on a cushion of air. As air
>> density decreases the head flying height is reduced until the head
>> eventually touches the medium (head crash). My iPod showed no
>> problems
>> at 17,500'.
>>
>> Brian Lloyd 6501 Red Hook Plaza
>> brianl@lloyd.com Suite 201
>> +1.340.998.9447 St. Thomas, VI 00802
>>
>>
>> _-
>> _-
>> _-
>> _-
>> ========================================================================
>>
>>
>>
>>
>>
>
>
Message 23
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | RE: 12V VS. 24V Electrical System. |
--> AeroElectric-List message posted by: "Eric M. Jones" <emjones@charter.net>
--> AeroElectric-List message posted by: "David Shani"
<David.Shani@sanmina-sci.com>
>12V people ....arguing availability of cheap components, and the 24V guys
>talked about weight savings and electric ignition functionality at
>engine start.
The auto guys are going to 42 volts DC, so soon this voltage will be what
most automotive hardware will be. Increasing the DC voltage results in
smaller power conductors since delivered Watts is Amps X Volts and the size
of the conductor is a function only of Amperes. Motors of course are also
smaller.
But this trick has its limits. At 42 volts DC an arc may not always go out
on its own. This is a problem that has received much attention. By the way,
as far as I understand it, safety agencies call any voltage over 42.2 volts
no longer "low voltage" enough for human contact. Thus the 42 volt limit.
Many aircraft (like the Space Shuttle) use some DC and some AC. The Space
Shuttle is a regular old 28 VDC system for some things, but much of the
craft uses 120 VAC 400 hertz 3-phase. The advantages are tiny transformers
and motors and actuators and power conductors too.
Regards,
Eric M. Jones
www.PerihelionDesign.com
113 Brentwood Drive
Southbridge MA 01550-2705
Phone (508) 764-2072
Email: emjones@charter.net
"Then I got married. I thought...well,
I figured that...ahhh....Hell I don't know WHAT
I was thinking...."
--My friend Victor
Message 24
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: iPod and altitude |
--> AeroElectric-List message posted by: Richard Tasker <retasker@optonline.net>
1. All hard drives breathe. If you disassemble one (not a functioning
one please) you will find there is a specific section with air holes and
a filter.
2. LCDs are filled with a liquid. Liquids do not expand appreciably
with changes in external air pressure. The LCD will be fine at any
reasonable altitude.
3. The comment about Gs with a hard drive is right on, but the comment
about "any altitude" is wrong. The other email explanations regarding
the head "flying" on a film of air are correct - as the air density
decreases the lift decreases until you have no margin for any Gs and you
have a head crash. A single crash may not destroy anything - depending
on how "bad" it is. Or it may just damage the magnetic coating so the
next time it tries to record something there it doesn't work. Or it
could destroy the head and you end up with a several hundred dollar
paperweight!
I wouldn't take my operating Ipod above 10K feet for any reason unless I
was a real gambler (I am not). Turned off, it is fine to any altitude.
Your luck may vary,
Dick Tasker
bkuc1@tampabay.rr.com wrote:
>--> AeroElectric-List message posted by: bkuc1@tampabay.rr.com
>
>
>More food for thought. Hard drives have to be sealed since the heads ride so
close to the platter(s). If there is an air issue with the hard drives that
would mean that air has to enter and escape and with no filter, any microscopic
dust particle would crash the heads. I think it is more important the "g" rating
of a hard drive. In smooth air, the hard drives should work in about any
altitude. Now put in a little turbulance and you might have a problem. If
would be like taking the IPOD and dropping it on the floor while it is running.
Now the screens might be another issue, since lcd's are liquid and thus might
expand at altitude and may burst.
>I am not sure about the architecture of the IPOD, but it could be that the hard
drive, if it does have one, might be used to load up its memory as its buffer
so the hard drive might be starting and stopping and only runs to load up the
internal memory. From this internal memory, the songs are played. This would
allow to handle "g"s more effectively, since the spinning of the drives is
very small. But just my guess.
>
>Bob Kuc
>
>
>----- Original Message -----
>From: Brian Lloyd <brianl@lloyd.com>
>Date: Friday, August 6, 2004 4:38 pm
>Subject: Re: AeroElectric-List: iPod and altitude
>
>
>>--> AeroElectric-List message posted by: Brian Lloyd
>><brianl@lloyd.com>
>>
>>On Aug 6, 2004, at 3:53 PM, rd2@evenlink.com wrote:
>>
>>
>>
>>>--> AeroElectric-List message posted by: rd2@evenlink.com
>>>
>>>Forgive my ignorance - do the iPods store on hard drives (any
>>>
>>>
>>platter> rotation) or on solid state memory?
>>
>>The iPod uses a small rotating hard disk. That is how it gets
>>such
>>high data density (up to 40GB) in a pocket-sized package. Being a
>>hard
>>drive, the heads fly above the medium on a cushion of air. As air
>>density decreases the head flying height is reduced until the head
>>eventually touches the medium (head crash). My iPod showed no
>>problems
>>at 17,500'.
>>
>>Brian Lloyd 6501 Red Hook Plaza
>>brianl@lloyd.com Suite 201
>>+1.340.998.9447 St. Thomas, VI 00802
>>
>>
>>_-
>>_-
>>_-
>>_-
>>========================================================================
>>
>>
>>
>>
>>
>>
>
>
>
>
Message 25
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | 12V VS. 24V Electrical System. |
--> AeroElectric-List message posted by: "Matt Prather" <mprather@spro.net>
I agree with everything you said, but I would point out that your
systems will burn the same number of Watts, regardless of what
the Amp/Volt combination is. The number of watts determines
the amount of heat, and is the amount of power being dissipated.
You save on wire size/weight only where mechanical robustness
is not a factor.
Certified manufacturers are buying all new certified components
for their new airplane production. New certified 24v components
are not typically more expensive than their 12v equivalents, so cost
is not really a concern. Custom aircraft builders are not bound to
using certified components, and hence may choose from the much
larger group of low cost, high quality automotive items, and save
significant money compared to using blessed aircraft parts.
Regards,
Matt-
> --> AeroElectric-List message posted by: "Bruce Gray"
> <Bruce@glasair.org>
>
> I and a few others are members of the 24v faction. Most on the list are
> 12v fans. I like 24v because it gives you all the power you need, a 70A
> 24v alternator is the equivalent of a 140A 12v one.
>
> Just one example, my entire panel (and it's quite sophisticated) draws
> only 11A. My standby alternator puts out 20A, well within its capacity.
> This eliminates the need to have an endurance (emergency) bus on the
> airplane.
>
> There must be a reason why every manufacturer of certified airplanes has
> moved to 24v systems.
>
> Bruce
> www.glasair.org
>
>
> -----Original Message-----
> From: owner-aeroelectric-list-server@matronics.com
> [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of David
> Shani
> To: aeroelectric-list@matronics.com
> Subject: AeroElectric-List: 12V VS. 24V Electrical System.
>
>
> --> AeroElectric-List message posted by: "David Shani"
> <David.Shani@sanmina-sci.com>
>
>
> Hello Bob,
>
> In Oshkosh I was witnessing a heated debate on the above topic. 12V
> people was arguing availability of cheap components, and the 24V guys
> talked about weight savings and electric ignition functionality at
> engine start.
>
> Any thoughts about the subject from the list??
>
> Thanks,
>
> David Shani
> LEZ - systems stage,
>
>
> ==
> ==
> ==
> ==
>
>
Message 26
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> AeroElectric-List message posted by: "Mickey Billings" <mbilli@cox.net>
Does anyone happen to know how the KX 125 interfaces with the Flightcom 403? I
am fairly clear on the 403 but not sure which pins of the KX 125 interfaces with
it.
I built the isolated ground system shown on the 403 schematic in order to take
the CD player out put (which normally goes to speakers) to convert the 8 ohm to
600 ohm for head phone use (pins 1, 18, 19). But not being a educated electronics
guy I'm unsure which pins on the King interfaces with pins 1, 17, 21, 8
on the 403! Because I'm not using any other remote heads, I think besides the
antennas, and power, this will be the only interface.
If anyone has the know how to complete this I would appreciate any help offered.
Mickey Billings
RV7 N445BH
Message 27
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: RE: 12V VS. 24V Electrical System. |
--> AeroElectric-List message posted by: BobsV35B@aol.com
In a message dated 8/6/04 5:14:52 PM Central Daylight Time,
emjones@charter.net writes:
Many aircraft (like the Space Shuttle) use some DC and some AC. The Space
Shuttle is a regular old 28 VDC system for some things, but much of the
craft uses 120 VAC 400 hertz 3-phase. The advantages are tiny transformers
and motors and actuators and power conductors too.
Good Afternoon Eric,
I am sure you do not mean to imply that such equipment is strictly space
stuff.
The 1948 DC-6s had the same voltages and frequencies in use and it was
carried on through all of the subsequent piston powered airliners. So did every
jet powered transport I ever flew.
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Airpark LL22
Downers Grove, IL 60516
630 985-8502
Message 28
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Lightning strike |
--> AeroElectric-List message posted by: "Mark Taylor" <mtaylo17@msn.com>
Hey Dan, if you'd have used an electric drill to build your aluminium plane,
you'd have altered the molecular structure of the metal enough to not have
to worry about which primer to use for lightning protection! ;-)
Hahahaha!!! That sentence was a bit of a mouthful! Phew!
Mark Taylor
RV-7 QB
Wiring andd wiring and wiring....
Do not archive.
Subject: Re: AeroElectric-List: Lighting strike
--> AeroElectric-List message posted by: "Dan Checkoway" <dan@rvproject.com>
> > a prudent distance away from the CB - they beat the rap.
> > - Them buggers reach WAY OUT to getcha.
Guys, you may have misunderstood my comment. What I meant by CB was that I
try to stay 50 miles away from any circuit breakers. I use fuses.
What type of primer is best for lightning protection?
Man, I am SO kidding.
do not archive
)_( Dan
Message 29
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Architecture for 2 batteries and 1 alternator |
--> AeroElectric-List message posted by: "Glaeser, Dennis A" <dennis.glaeser@eds.com>
Here are the diagrams mentioned in my original post:
http://www.wideopenwest.com/~glaesers/RV7-Electrical-Architecture.html
<http://www.wideopenwest.com/~glaesers/RV7-Electrical-Architecture.html>
Dennis Glaeser
glaesers@wideopenwest.com -or- dennis.glaeser@eds.com
Message 30
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: RE: 12V VS. 24V Electrical System. |
--> AeroElectric-List message posted by: Corey James <flycmj8252@yahoo.com>
Interesting... the Apache helicopter uses the same electrical system as the space
shuttle for all of the same reasons.
Regards,
Corey
BobsV35B@aol.com wrote:
--> AeroElectric-List message posted by: BobsV35B@aol.com
In a message dated 8/6/04 5:14:52 PM Central Daylight Time,
emjones@charter.net writes:
Many aircraft (like the Space Shuttle) use some DC and some AC. The Space
Shuttle is a regular old 28 VDC system for some things, but much of the
craft uses 120 VAC 400 hertz 3-phase. The advantages are tiny transformers
and motors and actuators and power conductors too.
Good Afternoon Eric,
I am sure you do not mean to imply that such equipment is strictly space
stuff.
The 1948 DC-6s had the same voltages and frequencies in use and it was
carried on through all of the subsequent piston powered airliners. So did every
jet powered transport I ever flew.
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Airpark LL22
Downers Grove, IL 60516
630 985-8502
---------------------------------
Message 31
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | master solenoid dropout? |
--> AeroElectric-List message posted by: "Dave Ford" <dford@michweb.net>
Bob,
I have used a combination of the Z drawings to fit needs of the FADEC system.
Basically as FADEC requires two independent power sources I have chosen: 2 batteries,
one a small 7 amp battery charged by an SD-8 alternator via its own
aux alt. switch, c.b., relay, ovp. This is the FADEC primary power and also tied
to ESS buss via switch to cathode end of ess buss diode. It is hot from battery
to fadec prim. power buss.
Main starting battery has its contactor wired essentially as your Z-2 battery contactor
portion to main & Ess buss, batt/alt sw, ovp, Ford regulator, starter
& main alternator. It also is wired hot as secondary FADEC power.
The batteries are not tied together for starting and remain independent only commonly
having access to ESS buss via ess buss sw.
When I lost power I was not prepared to look at voltmeters on Dynon (which did
not lose power) to see what actual voltages were. This was essentially a glitch
but it was to me as if the main power relay lost contact momentarily. I will
be checking ground connections until I can duplicate this symptom enough to
effectively troubleshoot. Any suggestions?
Dave Ford
RV6
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|