Today's Message Index:
----------------------
1. 05:59 AM - Re: Z-13/20 Questions (Robert L. Nuckolls, III)
2. 06:05 AM - Re: Re: 12v supply to stabilize avionics (Robert L. Nuckolls, III)
3. 06:12 AM - Re: 12v supply to stabilize avionics (Robert L. Nuckolls, III)
4. 06:45 AM - Re: Re: HID lights (Steve Thomas)
5. 07:30 AM - Re: X1010 HID lights (Dr. Andrew Elliott)
6. 07:50 AM - Re: Lamar SuperSwitch (hplevyak)
7. 08:57 AM - Re: Re: HID lights (Rob Housman)
8. 10:30 AM - Re: Re: HID lights (Ed Holyoke)
9. 10:38 AM - Re: Re: HID lights (Rob Turk)
10. 11:01 AM - Magnetometer Location in RV-7 (Larry L. Tompkins, P.E.)
11. 11:19 AM - Re: Re: HID lights (Rob Housman)
12. 11:35 AM - Re: SELF EXCITING DUAL POWER SUPPLY WITH OCM (Gilles Thesee)
13. 04:17 PM - Re: Re: HID lights (Carl Peters)
14. 04:19 PM - Re: Re: HID lights (Steve Thomas)
15. 04:28 PM - Re: Re: HID lights (Steve Thomas)
16. 04:55 PM - BASIC DUAL POWER SUPPLY (Peter Harris)
17. 05:09 PM - Blank Message? (Steve Thomas)
18. 05:09 PM - Re: SELF EXCITING DUAL POWER SUPPLY WITH OCM (Peter Harris)
19. 05:18 PM - Re: Blank Message? (PSILeD@aol.com)
20. 05:21 PM - Re: Blank Message? (Chuck Jensen)
Message 1
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| Subject: | Re: Z-13/20 Questions |
At 01:46 PM 4/29/2007 -0700, you wrote:
>I'm planning the electrical system for my RV-10, and really like the
>layout of the Z-13/8 system, but want the extra power of the SD-20. I
>originally was looking at the Z-12 layout, but didn't like 1) Single point
>failure of battery contactor leaves you running endurance bus on battery
>only, and 2) in the event of main alternator failure, I want to quickly
>switch to a large endurance bus and not have to start turning off loads
>individually on the main bus if I'm over 20 Amps.
>
>My question is why can't I use the Z-13/8 layout, and simply increase the
>size of the e-bus fuse on the main battery bus to 20 amps, and us an e-bus
>alternate feed switch that could handle 20 maps. The alternator field for
>the backup alternator could be run from the e-bus. It eliminates the
>S701-1 e-bus contactor which adds a lot of wire runs for the RV-10 with
>battery in the tail. Seems like a simple solution, what am I missing?
Under what conditions to you expect to exploit the
capability of so robust a standby system? And what
is the probability of experiencing such an event?
There are hundreds of thousand of airplanes flying
wired per Figure 17-1. If I were to choose to venture
into IMC with a rented airplane, what I see is what
I get. It's all "certified" and and not one pilot
I know has ever opined that he/she would never file
to go into the clouds because the airplane offered
weak, if any options for plan-b. The airplane
might still be fitted with a flooded battery that
only gets replaced when it fails to crank and engine.
The alternator is a descendant of the best-we-knew-
how-to-do in 1965 and are technological junk by
today's standards.
Given the proven track record of modern alternators,
RG batteries, and preventative maintenance philosophies
that insure minimal battery capacity, if you were still
wired per C-172, your electrical system offers a quantum
jump in reliability.
Now comes an opportunity to add still more capability
for avoiding a bad day with the wife and kids aboard.
Converting the avionics bus to a dual feed endurance
bus along with a load shedding plan that may well
offer battery only endurance that exceeds duration
of fuel aboard.
Then we have the prevalence of all electric panel
hardware that offers a rational way to get rid
of the weight and complexity of a vacuum system
that leaves a vacuum pump pad open. This is
an opportunity to support an 8A endurance bus
indefinitely and save 100% of a well maintained
battery for approach and landing.
You've said you "want" the extra power of the
SD-20 . . . under what conditions would you
expect to "need" that much endurance power? Finally,
given the demonstrated performance of modern
alternators, batteries and e-bus structures,
what is the perceived return on investment for
adding weight and complexity to a system that
is pretty close to "golden".
What you propose to do can be done. There
are many variations on a theme that can be
considered and installed in your project. My
advice is to first deduce circumstances and put
numbers to the situation that makes Z-13/8
fall short of your reliability needs. I.e,
do the failure mode effects analysis.
Recall that 99.99% of all breakers installed
on all aircraft are never called upon to do
their job but they take up space and offer
no small cost-of-ownership. If there's
something "missing" in your proposal for
a more robust endurance supply, it's for not
expressing numbers and logic that offer a
compelling argument for doing so. There
are a gazillion things all those buttons
do on my VCR, TV and cable remotes that I
would just as happy with if they were not
there. I'm always hitting the wrong button
in the dark. What you need to do is properly
convince yourself that the proposed change
is a good thing. At the moment, I can
perceive no conditions of operation that
make the SD-20 attractive, perhaps you
have some ideas that have not been considered
here on the List. But take care lest you're
simply jacking up cost-of-ownership for your
project by adding "breakers that never need
to work" and "buttons that are a pain-in-the-
arse in the dark."
In fact, I've convinced myself that Z-13/20
architecture needs to come out of the next
revision. The next step up from Z-13/8 should
be Z-14 and I'd judge that very few, perhaps
1% of OBAM aircraft projects would make good
use of a Z-14 installation. Is there a better
place to invest the cash and fuel?
Bob . . .
Message 2
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| Subject: | Re: 12v supply to stabilize avionics |
At 03:32 PM 4/29/2007 -0400, you wrote:
>That's what I did for my GRT EFIS brownout/reboot problem. I installed a
>hi-qual switch. If that switch ever fails, I have one radio, GPS and Dynon
>still good. But what are the odds? Now I just do an engine start, then
>flip R mag, Alternator, and Avionix switches on. Slick, and no pesky and
>long rebooting of GRT.
>
>BTW, my Skytec spins the XP-IO360 like crazy from a 4 yr old PC680 Batt. I
>know, Bob, I should replace it every year, but I'm VFR and cheap...
If you have "a plan" for dealing with electrical
system failure, there's nothing inherently wrong
with running a battery until it croaks an won't
start the engine any more.
My admonition for a PM program that tracks battery
condition by either measurement or periodic replacement
presumes that you fly in conditions where loss of the
system is likely to star you in a dark-n-stormy-night
story.
It has nothing to do with being "cheap" and everything
to do with failure mode effects analysis: "What's
the sweat-factor for having this part fail and what's
the most efficient investment of $time$ to mitigate
that condition? If you're in a no-sweat mode of
ownership and operation, then running the battery into
the ground IS the most efficient cost of ownership
philosophy.
Bob . . .
Message 3
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| Subject: | Re: 12v supply to stabilize avionics |
At 07:55 AM 4/29/2007 -0700, you wrote:
>As Bob Nuchols surmised, this is lighter weight than
>a second battery -- 0.1 lbs plus wiring.
>It uses an Linear LTC3780.
>http://www.linear.com/pc/productDetail.jsp?navId=H0,C1,C1003,C1042,C1116,P10090
>
>The spec sheet for the 12V supply is attached.
Take a peek at the detail specs for the i.c. at:
http://tinyurl.com/399l2x
Note that the part is rated at up to 5A continuous
with the parts described in the application example.
The larger currents cited are short term or momentary
capability.
Bob . . .
----------------------------------------
( IF one aspires to be "world class", )
( what ever you do must be exercised )
( EVERY day . . . )
( R. L. Nuckolls III )
----------------------------------------
Message 4
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I remember that someone (maybe more than one) opted to use the Hella
Micro DE HID Driving lights for their aircraft. I was wondering if
you could give us some feedback on how that lighting system has
worked for you. Do they output enough light to be effective?
See: http://www.rallylights.com/hella/Micro_DE.asp
Best Regards,
Steve
Message 5
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| Subject: | Re: X1010 HID lights |
According to the documentation, the X1010 ballasts will run from 9-16V
with 13.5 being nominal.
The "stock" wiring harness is designed for automobiles, so that the wire
runs are not long and both lights are wired to the wireless remote
switch to come on together. I plan to re-use the connectors, add relays
and wire them as is more typical for aircraft lights, but with
progressive taxi/landing light switch. Seems like a waste of a
well-thought-out wiring harness, but the cost is so low that it doesn't
hurt too much.
FWIW,
Andy Elliott, Mesa, AZ
N601GE (reserved)
601XL/TD/QB, Corvair, building...
Message 6
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| Subject: | Re: Lamar SuperSwitch |
Bob,
Thanks...I will be very interested to hear more.
I called Lamar on Friday and found out the sales person for this product was Jim
Herrington. I left him a message to try and get more info as well.
Howard
--------
Howard Plevyak
GlaStar builder
Cincinnati, OH
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=109992#109992
Message 7
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According to the Hella web site
<http://www.hella.com/produktion/HellaUSA/WebSite/Channels/Consumers/Technol
ogy/DE/DE.jsp>
http://www.hella.com/produktion/HellaUSA/WebSite/Channels/Consumers/Technolo
gy/DE/DE.jsp
the DE type of lamp assembly has an elliptical reflector. A proper landing
light would use a parabolic reflector. The significant difference is where
the lamp's image, or hot spot, is focussed.
An ellipsoidal reflector has a pair of foci, with the lamp's hot spot
located at the first focus, and the second focus somewhere in front of the
reflector, how far in front is a property of the elliptical curve chosen for
the reflector. At any distance beyond the second focus the beam diverges at
an angle determined by the ellipsoidal curve. Hella does not specify where
the second focus is located but does say that the assembly is suitable for
automotive low beams or fog lights. That sounds more like a taxi light to
me.
A paraboloid can be considered as a special case of an ellipsoid, with the
second focus at infinity. In practice this simply means that the beam
projected from the lamp assembly does not converge at any point but is more
or less a "pencil beam" out to infinity. Think: searchlight. Since there
are imperfections in the optical system the beam in fact diverges slightly
making the paraboloid suitable for illuminating the width of the runway.
The divergance of the paraboloidal system is usually less than of the
ellipsoidal system beyond its second focus. The importance of divergance is
in how much light intensity is projected to where you want it. The broader
the beam the dimmer the spot illuminated.
While Hella identifies the Micro DE Xenon as usiong a true xenon lamp, the
description at rallylights.com claims the lamp's "light is near the color of
daylight, about 4000 degrees (sic) K." The color temperature of daylight
and xenon lamps is 6000K, and tungstem lamps are around 3200K so either the
folks at rallylights.com are selling tungsten halogen at the price of xenon
or they just made a mistake. Here's where "trust but verify" is appropriate
if buying from these folks.
Best regards,
Rob Housman
Europa XS Tri-Gear
S/N A070
Airframe complete
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Steve
Thomas
Sent: Monday, April 30, 2007 6:44 AM
Subject: Re: AeroElectric-List: Re: HID lights
I remember that someone (maybe more than one) opted to use the Hella Micro
DE HID Driving lights for their aircraft. I was wondering if you could give
us some feedback on how that lighting system has worked for you. Do they
output enough light to be effective?
See: http://www.rallylights.com/hella/Micro_DE.asp
Best Regards,
Steve
Message 8
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I think this is the same system that Wick's is selling for $599.
Pax,
Ed Holyoke
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Steve
Thomas
Sent: Monday, April 30, 2007 5:44 AM
Subject: Re: AeroElectric-List: Re: HID lights
I remember that someone (maybe more than one) opted to use the Hella
Micro DE HID Driving lights for their aircraft. I was wondering if you
could give us some feedback on how that lighting system has worked for
you. Do they output enough light to be effective?
See: http://www.rallylights.com/hella/Micro_DE.asp
Best Regards,
Steve
Message 9
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Please note that there's two different Micro-DE versions. One is just an
ordinary lamp, the other is Xenon. We have integrated the Xenon-DE in
our Rans S6S cowl. Pictures available as soon as the paintjob is ready.
I can tell you that the light is just as white as any other Xenon car
headlight.
http://www.hella.com/produktion/HellaPortal/WebSite/Internet_usa/Products
Services/Performance_Lighting/Micro_DE/Micro_DE.jsp
Rob
----- Original Message -----
From: Rob Housman
To: aeroelectric-list@matronics.com
Sent: Monday, April 30, 2007 5:55 PM
Subject: RE: AeroElectric-List: Re: HID lights
According to the Hella web site
http://www.hella.com/produktion/HellaUSA/WebSite/Channels/Consumers/Techn
ology/DE/DE.jsp
the DE type of lamp assembly has an elliptical reflector. A proper
landing light would use a parabolic reflector. The significant
difference is where the lamp's image, or hot spot, is focussed.
An ellipsoidal reflector has a pair of foci, with the lamp's hot spot
located at the first focus, and the second focus somewhere in front of
the reflector, how far in front is a property of the elliptical curve
chosen for the reflector. At any distance beyond the second focus the
beam diverges at an angle determined by the ellipsoidal curve. Hella
does not specify where the second focus is located but does say that the
assembly is suitable for automotive low beams or fog lights. That
sounds more like a taxi light to me.
A paraboloid can be considered as a special case of an ellipsoid, with
the second focus at infinity. In practice this simply means that the
beam projected from the lamp assembly does not converge at any point but
is more or less a "pencil beam" out to infinity. Think: searchlight.
Since there are imperfections in the optical system the beam in fact
diverges slightly making the paraboloid suitable for illuminating the
width of the runway. The divergance of the paraboloidal system is
usually less than of the ellipsoidal system beyond its second focus.
The importance of divergance is in how much light intensity is projected
to where you want it. The broader the beam the dimmer the spot
illuminated.
While Hella identifies the Micro DE Xenon as usiong a true xenon lamp,
the description at rallylights.com claims the lamp's "light is near the
color of daylight, about 4000 degrees (sic) K." The color temperature
of daylight and xenon lamps is 6000K, and tungstem lamps are around
3200K so either the folks at rallylights.com are selling tungsten
halogen at the price of xenon or they just made a mistake. Here's where
"trust but verify" is appropriate if buying from these folks.
Best regards,
Rob Housman
Europa XS Tri-Gear
S/N A070
Airframe complete
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Steve
Thomas
Sent: Monday, April 30, 2007 6:44 AM
To: aeroelectric-list@matronics.com
Subject: Re: AeroElectric-List: Re: HID lights
I remember that someone (maybe more than one) opted to use the Hella
Micro DE HID Driving lights for their aircraft. I was wondering if you
could give us some feedback on how that lighting system has worked for
you. Do they output enough light to be effective?
See: http://www.rallylights.com/hella/Micro_DE.asp
Best Regards,
Steve
http://www.matronics.com/Navigator?AeroElectric-Listhttp://forums.matroni
cs.com
Message 10
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| Subject: | Magnetometer Location in RV-7 |
It appears that one item I wasn't smart enough to consider when I
selected the position/landing/strobe light system for the RV-7 I am
building was magnetometer location for an EFIS.
Looking through the installation manuals for Brand AFS and brand GRT,
one recommends 24" clearance and the other 12" clearance to strobe
wires.
I installed a CreativAir single power pack strobe sytem in the wings,
which means that I have power supply wires and strobe wires running
through the wings.
Even using the rib hole locations specified by Van's, the maximum
spacing between wire runs is only 6". Does this mean I will have to
replace the CreativAir sytem with individual power supplies? Or is
there an alternative? I am assuming that I need only concern myself
with the magnetometer itself and not the leads to the magnetometer, but
I don't want to get into trouble with that assumption either.
Thanks,
Larry Tompkins
Message 11
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That certainly confirms that the product is indeed xenon, and that the web
site just shows the wrong color temperature for the product.
Best regards,
Rob Housman
Europa XS Tri-Gear
S/N A070
Airframe complete
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Rob Turk
Sent: Monday, April 30, 2007 10:37 AM
Subject: Re: AeroElectric-List: Re: HID lights
Please note that there's two different Micro-DE versions. One is just an
ordinary lamp, the other is Xenon. We have integrated the Xenon-DE in our
Rans S6S cowl. Pictures available as soon as the paintjob is ready. I can
tell you that the light is just as white as any other Xenon car headlight.
http://www.hella.com/produktion/HellaPortal/WebSite/Internet_usa/ProductsSer
vices/Performance_Lighting/Micro_DE/Micro_DE.jsp
Rob
----- Original Message -----
From: Rob Housman <mailto:robh@hyperion-ef.com>
Sent: Monday, April 30, 2007 5:55 PM
Subject: RE: AeroElectric-List: Re: HID lights
According to the Hella web site
<http://www.hella.com/produktion/HellaUSA/WebSite/Channels/Consumers/Technol
ogy/DE/DE.jsp>
http://www.hella.com/produktion/HellaUSA/WebSite/Channels/Consumers/Technolo
gy/DE/DE.jsp
the DE type of lamp assembly has an elliptical reflector. A proper landing
light would use a parabolic reflector. The significant difference is where
the lamp's image, or hot spot, is focussed.
An ellipsoidal reflector has a pair of foci, with the lamp's hot spot
located at the first focus, and the second focus somewhere in front of the
reflector, how far in front is a property of the elliptical curve chosen for
the reflector. At any distance beyond the second focus the beam diverges at
an angle determined by the ellipsoidal curve. Hella does not specify where
the second focus is located but does say that the assembly is suitable for
automotive low beams or fog lights. That sounds more like a taxi light to
me.
A paraboloid can be considered as a special case of an ellipsoid, with the
second focus at infinity. In practice this simply means that the beam
projected from the lamp assembly does not converge at any point but is more
or less a "pencil beam" out to infinity. Think: searchlight. Since there
are imperfections in the optical system the beam in fact diverges slightly
making the paraboloid suitable for illuminating the width of the runway.
The divergance of the paraboloidal system is usually less than of the
ellipsoidal system beyond its second focus. The importance of divergance is
in how much light intensity is projected to where you want it. The broader
the beam the dimmer the spot illuminated.
While Hella identifies the Micro DE Xenon as usiong a true xenon lamp, the
description at rallylights.com claims the lamp's "light is near the color of
daylight, about 4000 degrees (sic) K." The color temperature of daylight
and xenon lamps is 6000K, and tungstem lamps are around 3200K so either the
folks at rallylights.com are selling tungsten halogen at the price of xenon
or they just made a mistake. Here's where "trust but verify" is appropriate
if buying from these folks.
Best regards,
Rob Housman
Europa XS Tri-Gear
S/N A070
Airframe complete
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Steve
Thomas
Sent: Monday, April 30, 2007 6:44 AM
Subject: Re: AeroElectric-List: Re: HID lights
I remember that someone (maybe more than one) opted to use the Hella Micro
DE HID Driving lights for their aircraft. I was wondering if you could give
us some feedback on how that lighting system has worked for you. Do they
output enough light to be effective?
See: http://www.rallylights.com/hella/Micro_DE.asp
Best Regards,
Steve
http://www.matronics.com/Navigator?AeroElectric-List
http://forums.matronics.com
href="http://www.matronics.com/Navigator?AeroElectric-List">http://www.matro
nics.com/Navigator?AeroElectric-List
href="http://forums.matronics.com">http://forums.matronics.com
Message 12
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| Subject: | Re: SELF EXCITING DUAL POWER SUPPLY WITH OCM |
Hi Peter,
> Re 1. Suppose I would quit the fuse link in favour of the OCM which
> automatically resets. ? It could be relocated closer to the battery.
>
I would be wary of any system automatically resetting without me being
in the loop.
> 2. The dual ebus is for the EFI covering an ECU and a fuel pump. It
> could also supply a single electronic ignition module and I would plan for
> say 8A I was planning to leave those switches normally closed and opened
> only if for some reason I wanted to isolate from either the battery or the
> alternator. Ie that is not an alternative path it is for the sole supply for
> the EFI.
>
>
I understand your engine setup is to be electrically dependent.
I had the same problem and solved it with figure Z16 and an auxiliary
battery to feed the fuel pump as a last resort. The aux battery only
connects when the bus voltage is above 13 volts, and automatically
disconnects when bus voltage falls below 13V (dead alternator/regulator,
flat main battery, etc.).
According to the Jabiru engine groups, the Jabiru voltage regulator has
a less-than-stellar service reliability. The safest current source in
your airplane is a well charged battery.
> 3. I overlooked the need for the alt relay to be closed. I would want to
> connect that line to the alternator side of the alt relay and protect it?
>
Not sure to clearly see what circumstances would lead to the necessity
to use the alternator and not the battery ?
Rememeber that the more switches you have to manage, the more likely
pilot errors.
Best regards,
Gilles
http://contrails.free.fr
Message 13
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Absolutely. They are independent systems. Regarding the voltage, maybe
Andy could give the voltage specs from the ballast, since many I have
seen can accommodate a range above 24 volts. Andy - do you know the beam
dispersion with and without the fog lens?? The website didn't specify.
Carl
Message 14
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Message 15
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Message 16
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| Subject: | BASIC DUAL POWER SUPPLY |
Hi Gilles,
Thanks for the insight on the use of a supplementary battery . Is your
alternate battery in the charging loop or switched to charge? Can you
explain circuit details how you amended Z16 as I need to treat this as a
true option?
At the same time it is hard for me to let go of the idea that the self
excited alternator is a ready alternate independent power source for the
ebus.
(I hear your caution about the reliability of the Jabiru regulator and may
need to source another anyhow as it remains to be seen if the Jab regulator
will excite work in Z25)
I have redrawn the circuit in a more simple arrangement which is now close
to the original plans issued for my Quickie but enhanced with the self
excitation feature of Z25, the OVM and with the added dual supply circuit
feature.
The DPST master switch has been working OK for 20 years but will benefit
from the OVM which I think is essential for protection of the ebus.
But have I shown it in the right place for this protection?
The original plans depend on the master switch to isolate battery from
alternator from bus . There are no alternator or battery disconnect relays.
I see an advantage in using those relays to limit heavy current wiring in
the cockpit but I already have the wiring and an amp meter with internal
shunt.
Is there another advantage in the use of these relays ?
Thanks for your patience as I am obviously at the bottom of the learning
curve.
Regards
Peter
At the same time
Message 17
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Did my last two messages come through blank?
Message 18
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| Subject: | SELF EXCITING DUAL POWER SUPPLY WITH OCM |
I have just realized that the alternator disconnect relay in Z25 is wired to
trip by the OVM and isolate the alternator if there is a spike but I am
thinking that I would not want to disconnect for the sake of a transient
which could be taken by the OVM safely to earth .
But does the OVM have sufficient current capacity to carry for a failed
regulator? Can we assume that the PM alternator will be saturated at about
20A ?
( I will run out of questions soon I promise)
Peter
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Gilles
Thesee
Sent: Tuesday, 1 May 2007 4:35 AM
Subject: Re: AeroElectric-List: SELF EXCITING DUAL POWER SUPPLY WITH OCM
<Gilles.Thesee@ac-grenoble.fr>
Hi Peter,
> Re 1. Suppose I would quit the fuse link in favour of the OCM which
> automatically resets. ? It could be relocated closer to the battery.
>
I would be wary of any system automatically resetting without me being
in the loop.
> 2. The dual ebus is for the EFI covering an ECU and a fuel pump. It
> could also supply a single electronic ignition module and I would plan for
> say 8A I was planning to leave those switches normally closed and opened
> only if for some reason I wanted to isolate from either the battery or the
> alternator. Ie that is not an alternative path it is for the sole supply
for
> the EFI.
>
>
I understand your engine setup is to be electrically dependent.
I had the same problem and solved it with figure Z16 and an auxiliary
battery to feed the fuel pump as a last resort. The aux battery only
connects when the bus voltage is above 13 volts, and automatically
disconnects when bus voltage falls below 13V (dead alternator/regulator,
flat main battery, etc.).
According to the Jabiru engine groups, the Jabiru voltage regulator has
a less-than-stellar service reliability. The safest current source in
your airplane is a well charged battery.
> 3. I overlooked the need for the alt relay to be closed. I would want
to
> connect that line to the alternator side of the alt relay and protect it?
>
Not sure to clearly see what circumstances would lead to the necessity
to use the alternator and not the battery ?
Rememeber that the more switches you have to manage, the more likely
pilot errors.
Best regards,
Gilles
http://contrails.free.fr
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| Subject: | Re: Blank Message? |
yes
************************************** See what's free at http://www.aol.com.
Message 20
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Did my last two messages come through blank?
I don't know? There wasn't anything in it!!
Chuck
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