Today's Message Index:
----------------------
1. 03:23 AM - Re: Comm Antenna (jetboy)
2. 05:15 AM - Re: Comm Antenna (Rhino)
3. 05:48 AM - Re: Comm Antenna (Robert L. Nuckolls, III)
4. 05:52 AM - Re: Re: P-mag Wiring (Robert L. Nuckolls, III)
5. 06:41 AM - Re: Comm Antenna (Ron Quillin)
6. 07:56 AM - Ground Plane (Dan Ballin)
7. 08:05 AM - Re: Dual Electronic Ignition (Mike)
8. 08:11 AM - Re: Ground Plane (Robert L. Nuckolls, III)
9. 09:39 AM - LED landing lights (Robert L. Nuckolls, III)
10. 10:04 AM - Re: Re: P-mag Wiring (Steve Sampson)
11. 10:09 AM - Soldering Iron Rest Upgrade (Robert L. Nuckolls, III)
12. 10:16 AM - Re: LED landing lights ()
13. 11:37 AM - Looking for GPS hook up! (Bruce Bell)
14. 11:39 AM - Re: Dual Electronic Ignition (Robert L. Nuckolls, III)
15. 01:19 PM - Re: Dual Electronic Ignition (Matt Prather)
16. 01:55 PM - Re: Dual Electronic Ignition (Peter Harris)
17. 01:56 PM - Question about an Aux Alternator (melkel2000)
18. 02:58 PM - Re: Harbor Freight AA cells on sale . . . (jdalton77)
19. 03:38 PM - Re: Question about an Aux Alternator (Robert L. Nuckolls, III)
20. 03:42 PM - Re: Harbor Freight AA cells on sale . . . (Terry Watson)
21. 03:58 PM - Re: Dual Electronic Ignition (Robert L. Nuckolls, III)
22. 04:04 PM - Re: Looking for GPS hook up! (Robert L. Nuckolls, III)
23. 04:08 PM - Re: Question about an Aux Alternator (melkel2000)
24. 04:18 PM - Re: Harbor Freight AA cells on sale . . . (jdalton77)
25. 04:38 PM - Re: Looking for GPS hook up! (Bruce Bell)
26. 05:56 PM - Re: Question about an Aux Alternator (melkel2000)
27. 06:22 PM - Re: Re: Question about an Aux Alternator (Robert L. Nuckolls, III)
28. 06:27 PM - Re: Looking for GPS hook up! (Robert L. Nuckolls, III)
29. 06:50 PM - Re: Harbor Freight AA cells on sale . . . (Charlie England)
30. 06:53 PM - Re: Re: Question about an Aux Alternator (Robert L. Nuckolls, III)
31. 07:07 PM - Re: Re: Question about an Aux Alternator (Matt Prather)
32. 07:17 PM - Re: Harbor Freight AA cells on sale . . . (Robert L. Nuckolls, III)
33. 07:19 PM - Re: Re: Question about an Aux Alternator (Robert L. Nuckolls, III)
34. 07:42 PM - Re: Harbor Freight AA cells on sale . . . (Neal George)
35. 07:53 PM - Re: Harbor Freight AA cells on sale . . . (Ernest Christley)
36. 08:04 PM - Re: Harbor Freight AA cells on sale . . . (Robert L. Nuckolls, III)
37. 09:38 PM - Re: Rear-Battery version of Z-19 (Allen Fulmer)
Message 1
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| Subject: | Re: Comm Antenna |
Dont know about Comnant but D&M com antennas have a 12.5 ohm resistor connecting
the BNC to the antenna rod. This is for matching purposes to achieve acceptable
performance over a wide frequency range.
A VSWR check will tell whether its OK or not
Ralph
--------
Ralph - CH701 / 2200a
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=136499#136499
Message 2
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| Subject: | Re: Comm Antenna |
Dan Reeves wrote:
> I recently purchased a Comant CI 122 bent whip comm antenna. If I check the
continuity between the base plate and the outer case (ground) of the BNC connector,
all is well. However if I check the continuity between the center pin of
the BNC connector and the metal whip/rod/antenna I get no needle deflection.
Do I have a defective antenna?
> Why is there a short from center pin to ground on some antennas ?
> Some antennas contain an impedance matching transformer, which is a series of
windings that short to ground. By measuring resistance between center pin to
ground on an antenna that has this configuration, you are measuring DC continuity
on the primary side of the winding, and it will appear as a short. However,
RF frequencies have a high impedance path to ground, and it is with this signal
that these types of antennae operate.
http://www.comant.com/faqs.html#question23
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=136509#136509
Message 3
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| Subject: | Re: Comm Antenna |
At 06:59 PM 9/25/2007 -0700, you wrote:
>I recently purchased a Comant CI 122 bent whip comm antenna. If I check
>the continuity between the base plate and the outer case (ground) of the
>BNC connector, all is well. However if I check the continuity between the
>center pin of the BNC connector and the metal whip/rod/antenna I get no
>needle deflection. Do I have a defective antenna?
>
>Thanks
>Dan Reeves
>RV-7A
There are a variety of matching techniques used to
make the antenna rod appear as idea a load as possible
to the 50 ohm feedline. There is no "best" way to do
it and some techniques may involve the use of capacitors
that will show no DC continuity.
The only antenna that can be investigated with an ohmmeter
is the DIY 1/4-wave rod antennas described in the 'Connection.
These have no matching sections and always show open circuit.
As soon as you purchase someone's ready-to-fly antenna assembly,
ohmmeter readings at the connector are essentially meaningless.
A true test of the antenna's load characteristics must
be accomplished with an instrument specific to the task
like:
http://www.aeroelectric.com/Pictures/Tools/SWR/
This collection of pictures suggests a variety of
reliable and not-so-reliable test tools for VHF
antennas.
As an aside, antennas are sort of like bolts. If they
ever worked, then they're probably good. There's nothing
in them that wears out or has a propensity for fialure.
Bob . . .
Message 4
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| Subject: | Re: P-mag Wiring |
At 10:55 PM 9/25/2007 +0100, you wrote:
>Bob, thanks for getting involved. In the meantime can you comment on the
>second bit of my email regarding a 2-50 switch, since it is germain to this:
>" The one important assumption I am making with my proposal, is that as
>you move from the bottom to the midle position, the power cant 'flutter'
>for an instant, and the P-lead connected, BEFORE the power connection is
>remade. I presume with these switches the connection is not lost, however
>briefly? Bob, if you are reading this can you confirm my understanding of
>how the contacts move in these switvches? "
First, the system should not be vulnerable to momentary
perturbations on the bus and yes, the progressive transfer
switches once made do not display discontinuities while the
other side changes states.
Bob . . .
----------------------------------------
( "Problems are the price of progress. )
( Don't bring me anything but trouble. )
( Good news weakens me." )
( -Charles F. Kettering- )
----------------------------------------
Message 5
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| Subject: | Re: Comm Antenna |
At 06:47 9/26/2007, you wrote:
> As an aside, antennas are sort of like bolts. If they
> ever worked, then they're probably good. There's nothing
> in them that wears out or has a propensity for fialure.
>
> Bob . . .
Perhaps active antennae should be excepted here; that is those with
electronics that require power via the cable. LORAN and GPS both
come to mind. With passives, and no visible damage, I would agree.
Ron Q.
Message 6
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Sorry for my ignorance on this subject, but I am confused as to where
to mount a ground plane for a carbon aircraft. I am building a
Lancair Legacy RG - carbon and want to integrate a copper foil radial
ground plane into my com antenna setup. It seems like some have put
this inside the aircraft, where others that use the metal "spray"
paint put it on the outside. Does it matter? I basically do not have
a good concept of how a ground pllane is supposed to work. ( I have
read the aeroelectric connection - still confused.)
Thanks
Dan Ballin
LEG2 #286
Message 7
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| Subject: | Dual Electronic Ignition |
Maybe I=92m over stating the obvious, but what does split bus / dual
electronic ignitions (DEI) and VFR have to do with each other? An
engine failure is an engine failure! Yes it may be easier to deal with
a failed engine VFR on a good day vs. low IFR. But isn=92t the idea
here
to make the two ignition systems independent of each other. I have
several friends flying airplanes with DEI on the same electrical bus.
To me that is a single point failure on many levels If the bus shorts or
opens, the end result is you=92re a glider! In my world of high speed
race planes, I have seen more then one land out without ignition. For
me the only acceptable way to deal with DEI is to have two separate
independent electrical sources and none of them an alternator as the
primary source of power. My minim system requirements are two batteries
on a separate bus with more than a simple gauge to show system state and
at least one preferably two charging sources.
Mike
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
Andrew Butler
Sent: Monday, September 24, 2007 7:22 AM
Subject: AeroElectric-List: Dual Electronic Ignition
Hello,
I am an RV7 builder in Ireland and plan to install dual electronic
ignition. I was eyeing up a Split Bus config, but I think that is
overkill for a VFR machine. So I was looking to vary the Z14 design for
(40A main, 20A aux alts and 16AH main, 7.2AH aux batteries.
Then I saw the Z13/20 variant, All Electric Aeroplane with 20Amp eBus.
This looks perfect, albeit it has one battery. Is it feasible to add a
small battery to this design? If so where is the best to point to
connect?
What is the normal mode of Operation of this design and what is the main
alt out mode? Why is the eBus Alt Master a three position switch?
How would each Alt be tested during the pre-flight check listed?
Thanks for your help,
Andrew Butler.
7/29/2007 11:14 PM
7/29/2007 11:14 PM
Message 8
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| Subject: | Re: Ground Plane |
At 07:53 AM 9/26/2007 -0700, you wrote:
>
>Sorry for my ignorance on this subject, but I am confused as to where
>to mount a ground plane for a carbon aircraft. I am building a
>Lancair Legacy RG - carbon and want to integrate a copper foil radial
>ground plane into my com antenna setup. It seems like some have put
>this inside the aircraft, where others that use the metal "spray"
>paint put it on the outside. Does it matter? I basically do not have
>a good concept of how a ground pllane is supposed to work. ( I have
>read the aeroelectric connection - still confused.)
Use the copper strips inside the fuselage. Metal sprays
are absolutely inadequate to this task whether inside or
outside the airplane. Been there, done that, sprayed on
(even flame sprayed) coatings are NOT a substitute for
a contiguous pure metal conductor.
Bob . . .
----------------------------------------
( "Problems are the price of progress. )
( Don't bring me anything but trouble. )
( Good news weakens me." )
( -Charles F. Kettering- )
----------------------------------------
Message 9
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| Subject: | LED landing lights |
I spent last Saturday in Emporia KS at the Tandem Wing
Fly-In. An attendee of my forum brought a website
at aeroleds(dot)com to my attention.
Seems someone has stuck their toe into the water. A quick
look over the website reveals that the designer has done
a lot of work to explore the value of substituting solid
state for hot wires when making light for landing.
I tried to send this message to the List with the website
link embedded but the servers spam filter bounced it . . .
hence the "coded" url cited above.
Bob . . .
----------------------------------------
( "Problems are the price of progress. )
( Don't bring me anything but trouble. )
( Good news weakens me." )
( -Charles F. Kettering- )
----------------------------------------
Message 10
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| Subject: | Re: P-mag Wiring |
Bob, thanks that's great. Steve.
On 26/09/2007, Robert L. Nuckolls, III <nuckolls.bob@cox.net> wrote:
>
> nuckolls.bob@cox.net>
>
> At 10:55 PM 9/25/2007 +0100, you wrote:
>
> >Bob, thanks for getting involved. In the meantime can you comment on the
> >second bit of my email regarding a 2-50 switch, since it is germain to
> this:
> >" The one important assumption I am making with my proposal, is that as
> >you move from the bottom to the midle position, the power cant 'flutter'
> >for an instant, and the P-lead connected, BEFORE the power connection is
> >remade. I presume with these switches the connection is not lost, however
> >briefly? Bob, if you are reading this can you confirm my understanding of
> >how the contacts move in these switvches? "
>
> First, the system should not be vulnerable to momentary
> perturbations on the bus and yes, the progressive transfer
> switches once made do not display discontinuities while the
> other side changes states.
>
> Bob . . .
>
>
> ----------------------------------------
> ( "Problems are the price of progress. )
> ( Don't bring me anything but trouble. )
> ( Good news weakens me." )
> ( -Charles F. Kettering- )
> ----------------------------------------
>
>
Message 11
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| Subject: | Soldering Iron Rest Upgrade |
Just finished up a little task that some of you may
find interesting. I purchase a goodly number of Metcal
soldering tools for my clients. When the equipment
comes with a iron rest, it's often so corroded or beat up
that I hate to send it on to the customer. I've glass-bead-
blasted a few and repainted them but this is too labor
intensive and the finish is not terribly durable.
Radio Shack offers a fairly utilitarian soldering iron
rest that works with the Metcal wands. It's their catalog
number 64-2078 and sells for about $8. However, as supplied,
the thing is too light. It wanders around the bench as the
wand is withdrawn and replaced.
I keep a supply of shot on hand for various weight building
activities. In this case, a 2 oz plastic cup is juiced with
about 10 gm of 30-minute epoxy. After blending the epoxy,
bird shot is blended in until the cup is full of sticky
shot.
The pasty mixture is dumped into the hollow base and spread
out to level it. It takes about a cup and a half of the
mixture to fill the base cavity on the Radio Shack
product. I've built about a dozen of these over the years
with two of them ending up in my shop. The modification
makes this product much more pleasant to work with.
Bob . . .
----------------------------------------
( "Problems are the price of progress. )
( Don't bring me anything but trouble. )
( Good news weakens me." )
( -Charles F. Kettering- )
----------------------------------------
Message 12
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| Subject: | Re: LED landing lights |
There is a rather long thread on VAF discussing these at: http://www.vansairforce.com/community/showthread.php?t 383
It appears they'll have a second generation product out the first of the year that
will allow for wingtip mounting.
>
> From: "Robert L. Nuckolls, III" <nuckolls.bob@cox.net>
> I spent last Saturday in Emporia KS at the Tandem Wing
> Fly-In. An attendee of my forum brought a website
> at aeroleds(dot)com to my attention.
>
> Seems someone has stuck their toe into the water. A quick
> look over the website reveals that the designer has done
> a lot of work to explore the value of substituting solid
> state for hot wires when making light for landing.
>
> I tried to send this message to the List with the website
> link embedded but the servers spam filter bounced it . . .
> hence the "coded" url cited above.
>
> Bob . . .
Message 13
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| Subject: | Looking for GPS hook up! |
Hi Bob,
At one time you had a drawing for hooking up a hand held GPS using Radio Shack
parts. Is that drawing still available?
Regards,
Bruce Bell
RV-4 N23BB
Message 14
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| Subject: | Dual Electronic Ignition |
At 08:04 AM 9/26/2007 -0700, you wrote:
>Maybe I'm over stating the obvious, but what does split bus / dual
>electronic ignitions (DEI) and VFR have to do with each other?
absolutely nothing
> An engine failure is an engine failure! Yes it may be easier to deal
> with a failed engine VFR on a good day vs. low IFR. But isn't the idea
> here to make the two ignition systems independent of each other. I have
> several friends flying airplanes with DEI on the same electrical
> bus. To me that is a single point failure on many levels If the bus
> shorts or opens, the end result is you're a glider!
But these things don't happen in an artfully crafted
system. For example, you don't fly around expecting to
loose a prop or a wing . . . why is this?
> In my world of high speed race planes, I have seen more then one land
> out without ignition.
Probably because the designer was a go-fast expert and
not a fail-passive system designer. Fail passive says that
we can tolerate any single failure of a piece of hardware
and not suffer an uncomfortable landing.
> For me the only acceptable way to deal with DEI is to have two separate
> independent electrical sources and none of them an alternator as the
> primary source of power. My minim system requirements are two batteries
> on a separate bus with more than a simple gauge to show system state and
> at least one preferably two charging sources.
You're mired down in the notions that probability of
comfortable termination of flight is maximized by
having back-ups to back-ups. It doesn't need to be
that difficult. There's a simple process called the
failure mode effects analysis backed up by the
notion that you are exceedingly unlikely to experience
TWO failures of really useful items on any one tank
full of fuel.
Check out chapter 17 in the 'Connection and let's talk
about your proposed system with the idea of crafting
a logical, minimum parts count approach to a fail-passive
system.
Bob . . .
----------------------------------------
( "Problems are the price of progress. )
( Don't bring me anything but trouble. )
( Good news weakens me." )
( -Charles F. Kettering- )
----------------------------------------
Message 15
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| Subject: | Dual Electronic Ignition |
I agree with everything you said Bob.. I would add that many race planes
are in a constant state of systems redesign. In the quest for speed,
racers are always modifying one thing or other. Experimenting happens.
In a perfect world, that new "lightning strike ten thousand" ignition
system would be tried out one set of spark plugs at a time, and preferably
on an Ag Cat or Supercub (but using the same installation methods) where
the consequences of total failure might be lower than on one of the nearly
wingless wonders that they run at Reno. As it is, racers are pulling all
nighters gluing together systems for race week when they really should
have been snoozing for safety (IMO)..
Regards,
Matt-
> <nuckolls.bob@cox.net>
>
> At 08:04 AM 9/26/2007 -0700, you wrote:
>
>>Maybe I'm over stating the obvious, but what does split bus / dual
>>electronic ignitions (DEI) and VFR have to do with each other?
>
>
> absolutely nothing
>
>> An engine failure is an engine failure! Yes it may be easier to deal
>> with a failed engine VFR on a good day vs. low IFR. But isn't the idea
>> here to make the two ignition systems independent of each other. I have
>> several friends flying airplanes with DEI on the same electrical
>> bus. To me that is a single point failure on many levels If the bus
>> shorts or opens, the end result is you're a glider!
>
> But these things don't happen in an artfully crafted
> system. For example, you don't fly around expecting to
> loose a prop or a wing . . . why is this?
>
>> In my world of high speed race planes, I have seen more then one land
>> out without ignition.
>
> Probably because the designer was a go-fast expert and
> not a fail-passive system designer. Fail passive says that
> we can tolerate any single failure of a piece of hardware
> and not suffer an uncomfortable landing.
>
>> For me the only acceptable way to deal with DEI is to have two
>> separate
>> independent electrical sources and none of them an alternator as the
>> primary source of power. My minim system requirements are two batteries
>> on a separate bus with more than a simple gauge to show system state and
>> at least one preferably two charging sources.
>
> You're mired down in the notions that probability of
> comfortable termination of flight is maximized by
> having back-ups to back-ups. It doesn't need to be
> that difficult. There's a simple process called the
> failure mode effects analysis backed up by the
> notion that you are exceedingly unlikely to experience
> TWO failures of really useful items on any one tank
> full of fuel.
>
> Check out chapter 17 in the 'Connection and let's talk
> about your proposed system with the idea of crafting
> a logical, minimum parts count approach to a fail-passive
> system.
>
> Bob . . .
>
> ----------------------------------------
> ( "Problems are the price of progress. )
> ( Don't bring me anything but trouble. )
> ( Good news weakens me." )
> ( -Charles F. Kettering- )
> ----------------------------------------
>
>
Message 16
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| Subject: | Dual Electronic Ignition |
Mike,
Why not use the alternator as a separate source of power?
< For me the only acceptable way to deal with DEI is to have two separate
independent electrical sources and none of them an alternator as the primary
source of power. >
Mike >
Peter H
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Andrew
Butler
Sent: Monday, September 24, 2007 7:22 AM
Subject: AeroElectric-List: Dual Electronic Ignition
Hello,
I am an RV7 builder in Ireland and plan to install dual electronic ignition.
I was eyeing up a Split Bus config, but I think that is overkill for a VFR
machine. So I was looking to vary the Z14 design for (40A main, 20A aux alts
and 16AH main, 7.2AH aux batteries.
Then I saw the Z13/20 variant, All Electric Aeroplane with 20Amp eBus. This
looks perfect, albeit it has one battery. Is it feasible to add a small
battery to this design? If so where is the best to point to connect?
What is the normal mode of Operation of this design and what is the main alt
out mode? Why is the eBus Alt Master a three position switch?
How would each Alt be tested during the pre-flight check listed?
Thanks for your help,
Andrew Butler.
7/29/2007 11:14 PM
7/29/2007 11:14 PM
Message 17
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| Subject: | Question about an Aux Alternator |
Hi all:
This is my first post to this list. Do I get a prize?
I have a couple of questions regarding how to go about wiring up my alternator
and my Aux Alt. I want to simplify the Nuckolls "all electric airplane" since
1) I'm building a VFR airplane and 2) the only reason I'm even considering an
Aux Alt is that it already is installed in the used engine I bought. Specifically,
I would like to eliminate the LR-3 Alternator Controller.
Issue 1: It it ok to leave both the aux alt and the main alt in the ON position
during flight? I would think that the outputs act much like batteries in parallel
so there shouldn't be an issue right?
Issue 2: Is it permissible to wire the output of both alternators to a single shunt?
I would like my ammeter to read the output of both alternators as a system.
I would check the output of each alternator during start up by turning off
each and checking the ammeter. If the main alternator goes off line in flight,
I will have an idiot light come on. My ammeter will still show output but with
the light on, I'll know that power is coming from the Aux and not the main.
Issue 3: As far as determining the exact wiring diagram to use, can I just treat
each system as a separate system? In other words, can I use, for instance, the
Aux Alt side of the electric airplane figure in the Nuckolls book and pair
it with a simplified main alt layout?
Thanks
Kelly Johnson
RV-9A in progress
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=136614#136614
Message 18
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| Subject: | Re: Harbor Freight AA cells on sale . . . |
Yes, Chinese slave labor makes Harbor Freights products cheap. Of course,
they could blow up or leak.
----- Original Message -----
From: "Robert L. Nuckolls, III" <nuckolls.bob@cox.net>
Sent: Tuesday, September 25, 2007 5:32 PM
Subject: Re: AeroElectric-List: Harbor Freight AA cells on sale . . .
> <nuckolls.bob@cox.net>
>
> At 07:16 PM 9/25/2007 +0000, you wrote:
>
>><earl_schroeder@juno.com>
>>
>>Along the same line, Rural King has 48 alalines for $4.49. I haven't
>>tested them but I'll bet it is the same battery. Ear
>
>
> Pretty good price. In fact, the lowest I've ever heard of.
>
> If you want me to put the dipstick into them, drop a couple
> in an envelope and mail to 6936 Bainbridge Road, Wichita,
> KS 67226. I'll plot them and add to the database on tested
> products.
>
>
> Bob . . .
>
> ----------------------------------------
> ( "Problems are the price of progress. )
> ( Don't bring me anything but trouble. )
> ( Good news weakens me." )
> ( -Charles F. Kettering- )
> ----------------------------------------
>
>
>
Message 19
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| Subject: | Re: Question about an Aux Alternator |
At 01:55 PM 9/26/2007 -0700, you wrote:
>
>Hi all:
>
>This is my first post to this list. Do I get a prize?
>
>I have a couple of questions regarding how to go about wiring up my
>alternator and my Aux Alt. I want to simplify the Nuckolls "all electric
>airplane"
Keep in mind that these drawings have been distilled down
over the past 10-20 years to minimize parts count, installation
and operating complexity while maintaining a favorable failure
mode effects analysis.
>since 1) I'm building a VFR airplane and 2) the only reason I'm even
>considering an Aux Alt is that it already is installed in the used engine
>I bought.
Which alternator is installed?
> Specifically, I would like to eliminate the LR-3 Alternator Controller.
For which alternator?
>Issue 1: It it ok to leave both the aux alt and the main alt in the ON
>position during flight? I would think that the outputs act much like
>batteries in parallel so there shouldn't be an issue right?
How will you be notified if one of the alternators
fails?
>Issue 2: Is it permissible to wire the output of both alternators to a
>single shunt? I would like my ammeter to read the output of both
>alternators as a system. I would check the output of each alternator
>during start up by turning off each and checking the ammeter. If the main
>alternator goes off line in flight, I will have an idiot light come on.
If you have both alternators on line all the time AND
the aux alternator is being controlled by an SB-1 regulator,
then normal operating modes call for both alternators to
be on all the time but the aux alternator is set for about 1
volt lower. Hence, while the main alternator is working, the
aux alternator relaxes and the SB-1's annunciator light is dark.
If the main alternator fails, but bus votlage sags and the
aux alternator picks up the loads. If the load exceeds 20A
the annunciator flashes until you shed loads to some value
below 20A wereupon the light stop flashing. This is Figure
Z-12 but with the SB-1 regulator not being substitutable.
> My ammeter will still show output but with the light on, I'll know that
> power is coming from the Aux and not the main.
Why worry about the ammeter at all? You have some
more rudimentary architecture and operating protocols
to figure out. The elegant solution doesn't even call
for an ammeter.
>Issue 3: As far as determining the exact wiring diagram to use, can I just
>treat each system as a separate system? In other words, can I use, for
>instance, the Aux Alt side of the electric airplane figure in the Nuckolls
>book and pair it with a simplified main alt layout?
Now I'm totally lost. You began with a discussion of the
"all electric" (on a budget) which would be Z-13/8 but mentioned
and LR-3 regulator which suggests an SD-20. Don't know what
your vision is for the separation between systems.
Let's begin with a list of the hardware you have in hand
or expect to use. What kind of alternators, what kind of
regulators? Now, pick one of the z-figures that comes
close to what you think you'd like to craft and lets go
from there.
Bob . . .
Message 20
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| Subject: | Harbor Freight AA cells on sale . . . |
I think your perception is a little (maybe 25 years) out of date. I believe
China is the fastest growing free market economy in the world, but still
governed by a communist political dictatorship. Try to go for a day without
using a product from "Red" China (vs. Taiwan). Stay away from your computer,
watch out for that coffee cup, don't try to use a pen or watch TV or answer
your phone. Like it or not, we now live in a world economy. Not buying
Chinese products is akin to not buying products from say Nebraska. Borders
don't mean what they used to, and I think we are all better off for it. But
I will agree that we need to be even more careful about the quality of the
products we buy. Country of origin is no longer a reliable indicator of
quality, or of the degree of freedom of the workers who built it.
Terry
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of jdalton77
Sent: Wednesday, September 26, 2007 2:54 PM
Subject: Re: AeroElectric-List: Harbor Freight AA cells on sale . . .
Yes, Chinese slave labor makes Harbor Freights products cheap. Of course,
they could blow up or leak.
Message 21
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| Subject: | Dual Electronic Ignition |
At 02:17 PM 9/26/2007 -0600, you wrote:
>
>I agree with everything you said Bob.. I would add that many race planes
>are in a constant state of systems redesign. In the quest for speed,
>racers are always modifying one thing or other. Experimenting happens.
>In a perfect world, that new "lightning strike ten thousand" ignition
>system would be tried out one set of spark plugs at a time, and preferably
>on an Ag Cat or Supercub (but using the same installation methods) where
>the consequences of total failure might be lower than on one of the nearly
>wingless wonders that they run at Reno. As it is, racers are pulling all
>nighters gluing together systems for race week when they really should
>have been snoozing for safety (IMO)..
Yup . . . a few years ago I was pasted here on the List
for being critical of a system design wherein the airplane
was forced into an expensive off-airport landing because
the alternator failed. I was considered "insensitive" to
the poor guy who suffered the expense and injury. The point
of my assertions had nothing to do with the individuals
involved or the outcome of their experience but the lack of
knowledge and forethought for preventing it in the first place.
I've participated in all manner of railway, automotive and
aviation accidents over the years and the focus is always
on the physics and/or shortcomings in design or procedure.
Lessons-learned is one of the more powerful teachers and sometimes
folks pay dearly for the education. All too often, individuals
with a particular expertise find themselves blind-sided by
relatively simple conditions . . . that reside outside their
particular areas of interest or expertise.
The most elegant system designs are always a team effort.
Bob . . .
Message 22
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| Subject: | Re: Looking for GPS hook up! |
At 11:33 AM 9/26/2007 -0700, you wrote:
>Hi Bob,
>At one time you had a drawing for hooking up a hand held GPS using Radio
>Shack parts. Is that drawing still available?
>Regards,
>Bruce Bell
>RV-4 N23BB
Sorry my friend, I'm not recalling the drawing you're
referring to. What were the parts for? Were we hooking
the radio to ship's power?
Bob . . .
----------------------------------------
( "Problems are the price of progress. )
( Don't bring me anything but trouble. )
( Good news weakens me." )
( -Charles F. Kettering- )
----------------------------------------
Message 23
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| Subject: | Re: Question about an Aux Alternator |
Hi Bob:
The main alternator will be a Plane Power 60 A. The Aux Alt is one of those SD-8s.
The regulator supplied with it I presume is one that was purchased with the
alternator. I'm not a home at the moment so I can't check the specific model
number, but I will.
I would like to eliminate the controller for either alternator. I'm hoping that
the built in OV protection in the Plane Power will be sufficient for that one.
I'm hoping to use the idiot light function in that alternator as well for only
that alternator. There is no need to have a light for the aux alt in my case.
My thought about knowing if there is a failed alternator in flight is as follows:
1-If the Aux alt fails, I will not know nor do I care. I'm flying VFR and the Aux
Alt is only there because it came with the engine. I can, however, check each
alts function on the ground before every take off by 1) watching the idiot
light go out which tells me the main alt is functioning and 2) by shutting down
the main alt and then enabling the Aux. If the ammeter shows a current, I have
a good alternator. Right?
2-If the main alt fails, the idiot light comes on but the ammeter will not show
a discharge if 1) the aux alt has enough current to keep up with the load and
2) I can in fact wire both alts to the same shunt.
As far as you being totally lost, that makes two of us! I'm trying to understand
all this.
>From what I gather from the All Electric Airplane is that the intention is to
have a seamless switch from the main alt to the aux. Maybe I'm wrong here. For
my situation, I don't necessarily need seamless. I'm perfectly fine with having
to throw a switch to activate the back up.
I will look again at the various examples in the book, will pick one, and go from
there.
The reason for leaving out the LR-3 controller is once again the fact that had
the engine not come with an aux alt, I wouldn't even be using one. If it's going
to cost me hundreds of dollars to make it function, I'll take it out and put
a plate over the hole.
Thanks!
Kelly
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=136643#136643
Message 24
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| Subject: | Re: Harbor Freight AA cells on sale . . . |
I don't suppose you read the papers? How many Chinese products have had
seriousquality problems this year?
As far as being "25 years out of date" - I'm in the computer business, so I
know about borders. But you do the math - batterries for $.21? I wouldn't
call that a 'free market economy' - I'd call that a "slave wages economy."
Each to his own though - have fun with China - I'm building a Vans - made in
the USA.
----- Original Message -----
From: "Terry Watson" <terry@tcwatson.com>
Sent: Wednesday, September 26, 2007 6:41 PM
Subject: RE: AeroElectric-List: Harbor Freight AA cells on sale . . .
> <terry@tcwatson.com>
>
> I think your perception is a little (maybe 25 years) out of date. I
> believe
> China is the fastest growing free market economy in the world, but still
> governed by a communist political dictatorship. Try to go for a day
> without
> using a product from "Red" China (vs. Taiwan). Stay away from your
> computer,
> watch out for that coffee cup, don't try to use a pen or watch TV or
> answer
> your phone. Like it or not, we now live in a world economy. Not buying
> Chinese products is akin to not buying products from say Nebraska. Borders
> don't mean what they used to, and I think we are all better off for it.
> But
> I will agree that we need to be even more careful about the quality of the
> products we buy. Country of origin is no longer a reliable indicator of
> quality, or of the degree of freedom of the workers who built it.
>
> Terry
>
>
> -----Original Message-----
> From: owner-aeroelectric-list-server@matronics.com
> [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
> jdalton77
> Sent: Wednesday, September 26, 2007 2:54 PM
> To: aeroelectric-list@matronics.com
> Subject: Re: AeroElectric-List: Harbor Freight AA cells on sale . . .
>
> <jdalton77@comcast.net>
>
> Yes, Chinese slave labor makes Harbor Freights products cheap. Of course,
> they could blow up or leak.
>
>
>
Message 25
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| Subject: | Re: Looking for GPS hook up! |
Hi Bob,
A connector was installed in the instrument panel and to the aircraft's
electrical system. The other connector replaced the connector that was
supplied with the GPS. You had photos along with the drawing. Your idea took
place of installing a cigarette type receptacle.
Regards,
Bruce
>Hi Bob,
>>At one time you had a drawing for hooking up a hand held GPS using Radio
>>Shack parts. Is that drawing still available?
>>Regards,
>>Bruce Bell
>>RV-4 N23BB
>
> Sorry my friend, I'm not recalling the drawing you're
> referring to. What were the parts for? Were we hooking
> the radio to ship's power?
>
> Bob . . .
>
>
Message 26
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| Subject: | Re: Question about an Aux Alternator |
Hi again Bob:
I do in fact have a B&C regulator.
Let's use Figure Z-13 as the baseline. Two changes I would like to make:
1-Wire both alternators to a single shunt.
2-Eliminate the LR-3.
KJ
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=136663#136663
Message 27
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| Subject: | Re: Question about an Aux Alternator |
At 05:55 PM 9/26/2007 -0700, you wrote:
>
>Hi again Bob:
>
>I do in fact have a B&C regulator.
>
>Let's use Figure Z-13 as the baseline. Two changes I would like to make:
>
>1-Wire both alternators to a single shunt.
>
>2-Eliminate the LR-3.
>
>KJ
Which aux alternator do you have? If an SD-8 why not
wire exactly like Z-13/8 and forget the shunts completely
or put a shunt in the main alternator only. When you're operating
from the SD-8, your loads are KNOWN and PREDICTABLE. There's
good reasons for wiring as shown. See description for Z-13
on page 3 of
http://aeroelectric.com/articles/Rev11/AppZ_R11K.pdf
You can use any other combination of voltage regulator,
http://www.aeroelectric.com/Pictures/Regulators/Ford_SS_Reg.jpg
ov protection
http://www.aeroelectric.com/Pictures/Products/OVM-14_C.jpg
and low voltage warning
http://www.aeroelectric.com/Pictures/Products/9005_OBS/9005.jpg
to replace an LR3 . . . but if you already have
one, why do you want to replace it?
Bob . . .
Message 28
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| Subject: | Re: Looking for GPS hook up! |
At 06:35 PM 9/26/2007 -0500, you wrote:
><brucebell74@sbcglobal.net>
>
>Hi Bob,
>A connector was installed in the instrument panel and to the aircraft's
>electrical system. The other connector replaced the connector that was
>supplied with the GPS. You had photos along with the drawing. Your idea
>took place of installing a cigarette type receptacle.
>Regards,
>Bruce
Hmmmm . . . I looked for any drawings on this topic and didn't
come up with anything. I DO have a couple of connector pairs
that have been suggested for this task. See:
http://www.aeroelectric.com/Pictures/Connectors/Power/RS274-010.jpg
http://www.aeroelectric.com/Pictures/Connectors/Power/RS274-013.jpg
as one suitable combo and . . .
http://www.aeroelectric.com/Pictures/Connectors/Power/Hand_Held_Power.jpg
as an alternative.
Bob . . .
Message 29
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| Subject: | Re: Harbor Freight AA cells on sale . . . |
Slow build, & all metal with no canopy or windscreen, right? (Otherwise,
your statement doesn't mean much.) No, wait. Where was the ore mined?
How many Lyc & Continental crankshafts have had serious problems this year?
I heard all that fear & loathing excrement when I was a kid in the '50s
about the Japanese, and every developing economy that has competed with
the US ever since.
While you're avoiding slave labor economies, are you making sure you
only buy gas pumped from US wells? How about the fiberglass parts,
canopy, tiedown ropes, clothes, drugs, etc you buy that are made from
petro-chemicals & petro-plastics?
The most effective way to destroy a communist regime is to infiltrate it
with a capitalist economy. How long will those 'slave laborers' stay
down on the farm knowing all they are building way too many jet skis for
the limited number of rich party officials, & they are going to want
their cut. Roll in the internet (despite the regime's attempt to limit
what's seen) & the regime is a dead man walking.
Cubans would have thrown the bums out decades ago if American tourists
had been visiting on a regular basis, showing the common folk what they
could have with a better economic system. (Little joke about health care
deleted from this space.)
How 'bout them Electrons?
Charlie
jdalton77 wrote:
> <jdalton77@comcast.net>
>
> I don't suppose you read the papers? How many Chinese products have had
> seriousquality problems this year?
>
> As far as being "25 years out of date" - I'm in the computer business,
> so I know about borders. But you do the math - batterries for $.21? I
> wouldn't call that a 'free market economy' - I'd call that a "slave
> wages economy."
>
> Each to his own though - have fun with China - I'm building a Vans -
> made in the USA.
>
> ----- Original Message ----- From: "Terry Watson" <terry@tcwatson.com>
> To: <aeroelectric-list@matronics.com>
> Sent: Wednesday, September 26, 2007 6:41 PM
> Subject: RE: AeroElectric-List: Harbor Freight AA cells on sale . . .
>
>
>> <terry@tcwatson.com>
>>
>> I think your perception is a little (maybe 25 years) out of date. I
>> believe
>> China is the fastest growing free market economy in the world, but still
>> governed by a communist political dictatorship. Try to go for a day
>> without
>> using a product from "Red" China (vs. Taiwan). Stay away from your
>> computer,
>> watch out for that coffee cup, don't try to use a pen or watch TV or
>> answer
>> your phone. Like it or not, we now live in a world economy. Not buying
>> Chinese products is akin to not buying products from say Nebraska.
>> Borders
>> don't mean what they used to, and I think we are all better off for
>> it. But
>> I will agree that we need to be even more careful about the quality of
>> the
>> products we buy. Country of origin is no longer a reliable indicator of
>> quality, or of the degree of freedom of the workers who built it.
>>
>> Terry
>>
>>
>>
>>
>> -----Original Message-----
>> From: owner-aeroelectric-list-server@matronics.com
>> [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
>> jdalton77
>> Sent: Wednesday, September 26, 2007 2:54 PM
>> To: aeroelectric-list@matronics.com
>> Subject: Re: AeroElectric-List: Harbor Freight AA cells on sale . . .
>>
>> <jdalton77@comcast.net>
>>
>> Yes, Chinese slave labor makes Harbor Freights products cheap. Of
>> course,
>> they could blow up or leak.
>>
>>
>>
>>
>>
>>
>
>
>
>
>
>
>
Message 30
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| Subject: | Re: Question about an Aux Alternator |
At 04:07 PM 9/26/2007 -0700, you wrote:
>
>Hi Bob:
>
>The main alternator will be a Plane Power 60 A. The Aux Alt is one of
>those SD-8s. The regulator supplied with it I presume is one that was
>purchased with the alternator. I'm not a home at the moment so I can't
>check the specific model number, but I will.
Aha! I've responded to what may have been an earlier post
of yours. Disregard. Okay, a PP/60 and SD-8. You don't
need the LR-3 and in fact it's not even useable with this
combination. You still need active notification of low voltage.
>I would like to eliminate the controller for either alternator. I'm hoping
>that the built in OV protection in the Plane Power will be sufficient for
>that one.
yes
> I'm hoping to use the idiot light function in that alternator as well
> for only that alternator.
no . . . the inadequacy of the built in alternator
failure warning has been discussed at length here on the
List. I recommend separate, independent notification of
low voltage.
> There is no need to have a light for the aux alt in my case.
Nor is one shown on Z-13 . . .
>My thought about knowing if there is a failed alternator in flight is as
>follows:
>
>1-If the Aux alt fails, I will not know nor do I care. I'm flying VFR and
>the Aux Alt is only there because it came with the engine. I can, however,
>check each alts function on the ground before every take off by 1)
>watching the idiot light go out which tells me the main alt is functioning
>and 2) by shutting down the main alt and then enabling the Aux. If the
>ammeter shows a current, I have a good alternator. Right?
>
>2-If the main alt fails, the idiot light comes on but the ammeter will not
>show a discharge if 1) the aux alt has enough current to keep up with the
>load and 2) I can in fact wire both alts to the same shunt.
>
>As far as you being totally lost, that makes two of us! I'm trying to
>understand all this.
There are good reasons why Z-13 is crafted the way it is for
both active notification of low voltage and orderly step down
to 8A e-bus loads in case of main alternator failure. The independent
shunts offer ability to pre-flight each alternator independently of
the other.
> >From what I gather from the All Electric Airplane is that the intention
> is to have a seamless switch from the main alt to the aux. Maybe I'm
> wrong here. For my situation, I don't necessarily need seamless. I'm
> perfectly fine with having to throw a switch to activate the back up.
Don't know what you consider "seamless". The multi-layered
architecture provides means by which all equipment is pre-flight
testable, offers adequate notification of certain failures in flight
and places enough separation between layers that no single failure
of plan-A (or plan-B) precipitates down into the their respective
subordinate plans.
>I will look again at the various examples in the book, will pick one, and
>go from there.
>
>The reason for leaving out the LR-3 controller is once again the fact that
>had the engine not come with an aux alt, I wouldn't even be using one. If
>it's going to cost me hundreds of dollars to make it function, I'll take
>it out and put a plate over the hole.
I'm not sure what this means. The SD-20 aux alternator is usually
shipped with an SB-1 regulator. If the LR-3 came with your engine,
it was probably intended for use with some alternator other than
the SD-20. If you already have an SD-8, then do you have the rectifier
regulator that goes with it? See:
http://www.aeroelectric.com/Pictures/Alternators/sd8.jpg
The PlanePower will have its own regulator and ov protection
so the only thing you are missing is independent notification
of low voltage. Obviously you can wire your airplane any
way you wish but the Z-figures as published represent my best
recommendations for their respective applications. If I were
building an airplane today, it would have Z-13/8 in it.
Bob . . .
Message 31
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| Subject: | Re: Question about an Aux Alternator |
Run both alternator b-leads through one hall effect sensor - (requires a
controller circuit or different kind of ammeter)?
Regards,
Matt-
> <nuckolls.bob@cox.net>
>
> At 05:55 PM 9/26/2007 -0700, you wrote:
>
>> <aeroncaflyer@gmail.com>
>>
>>Hi again Bob:
>>
>>I do in fact have a B&C regulator.
>>
>>Let's use Figure Z-13 as the baseline. Two changes I would like to make:
>>
>>1-Wire both alternators to a single shunt.
>>
>>2-Eliminate the LR-3.
>>
>>KJ
>
> Which aux alternator do you have? If an SD-8 why not
> wire exactly like Z-13/8 and forget the shunts completely
> or put a shunt in the main alternator only. When you're operating
> from the SD-8, your loads are KNOWN and PREDICTABLE. There's
> good reasons for wiring as shown. See description for Z-13
> on page 3 of
>
> http://aeroelectric.com/articles/Rev11/AppZ_R11K.pdf
>
> You can use any other combination of voltage regulator,
>
> http://www.aeroelectric.com/Pictures/Regulators/Ford_SS_Reg.jpg
>
> ov protection
>
> http://www.aeroelectric.com/Pictures/Products/OVM-14_C.jpg
>
> and low voltage warning
>
> http://www.aeroelectric.com/Pictures/Products/9005_OBS/9005.jpg
>
> to replace an LR3 . . . but if you already have
> one, why do you want to replace it?
>
> Bob . . .
>
>
Message 32
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|
| Subject: | Re: Harbor Freight AA cells on sale . . . |
At 07:14 PM 9/26/2007 -0400, you wrote:
>
>I don't suppose you read the papers? How many Chinese products have had
>seriousquality problems this year?
. . . as opposed to how many products have NOT had serious quality
problems? Popular media is the last place one can acquire the
big picture for significance of any particular issue. Yes,
lead in the kiddy-toy paint is the crisis du jour found worthy
of much renting of garments and gnashing of teeth this month.
Next month it will be something else. The free market has nothing to do with
quality or origin of goods and services. In a FREE market, the
buyer is FREE to make a buy-or-pass decision; the seller is
equally FREE to make a sell-or-pass decision.
>As far as being "25 years out of date" - I'm in the computer business, so
>I know about borders. But you do the math - batterries for $.21? I
>wouldn't call that a 'free market economy' - I'd call that a "slave wages
>economy."
The .21 figure is irrelevant. The rudimentary commodity of
trade for all transactions in a free market is $time$. The
question to ask and answer is "how many minutes of your labor
does it take to pay for a loaf of bread . . . a pound of cheese .
. . etc? The other factor to ponder is whether it is 'better' to have
a job that makes 21 cent batteries or no job that makes 50 cent
batteries? E.g., if we somehow had the power to close down the 21
cent battery factory, what jobs are waiting to be filled by those
workers?
If you can keep thousands of battery workers generating positive cash
flow by kicking Duracell's butt, is that not a fundamental condition
that made your computer so inexpensive and a good bottle of wine
to be had for under $10?
But I'm sure the 21 cent battery is a temporary promotional sale.
As I recall the last time I priced batteries at Harbor freight,
they were just as expensive as 37 cent Duracells from Sam's.
The only time I buy C-clamps at HF is when a particular size goes
on sale for $2 each. I stocked the wood shop in Medicine Lodge
with a bucket full of 6" clamps last spring for dirt cheap. They're
normally $4.50 each.
Let us strive not to get our thongs in a knot over assumptions
derived from erroneous assessment of poor and/or incomplete data.
Bob . . .
Message 33
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| Subject: | Re: Question about an Aux Alternator |
At 08:02 PM 9/26/2007 -0600, you wrote:
>
>Run both alternator b-leads through one hall effect sensor - (requires a
>controller circuit or different kind of ammeter)?
That works! I have a number of readers who have done
just that. Of course, the hall effect ammeter needs to
run from the e-bus so that it is ALWAYS active under
any operating condition.
Bob . . .
Message 34
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| Subject: | Harbor Freight AA cells on sale . . . |
Bob in a thong - there's a visual I didn't need...<8-O
Neal E. George
2023 Everglades Drive
Navarre, FL 32566
Home - 850-515-0640
Cell - 850-218-4838
---
Let us strive not to get our thongs in a knot over assumptions
derived from erroneous assessment of poor and/or incomplete data.
Bob . . .
Message 35
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| Subject: | Re: Harbor Freight AA cells on sale . . . |
Robert L. Nuckolls, III wrote:
> lead in the kiddy-toy paint is the crisis du jour found worthy
> of much renting of garments and gnashing of teeth this month.
>
...snip...
> Let us strive not to get our thongs in a knot over assumptions
> derived from erroneous assessment of poor and/or incomplete data.
>
> Bob . . .
>
>
You wearing a thong, Bob? Good gawd! That is WAY to much information.
Aaaah! My eyes! My eyes! Must pluck out my EYES!!!
I just hope it isn't a rented garment.
8*)
--
"Life is not a journey to the grave with the intention of arriving safely in
a pretty and well preserved body, but rather to skid in broadside,
thoroughly used up, totally worn out, with chocolate in one hand and wine in
the other, loudly proclaiming 'WOO HOO What a Ride!'"
--Unknown
Message 36
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| Subject: | Re: Harbor Freight AA cells on sale . . . |
>You wearing a thong, Bob? Good gawd! That is WAY to much information.
>Aaaah! My eyes! My eyes! Must pluck out my EYES!!!
>I just hope it isn't a rented garment.
Naw . . . found it in the dryer at the laundromat.
Crummy color tho . . .
Bob . . .
----------------------------------------
( "Problems are the price of progress. )
( Don't bring me anything but trouble. )
( Good news weakens me." )
( -Charles F. Kettering- )
----------------------------------------
Message 37
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| Subject: | Rear-Battery version of Z-19 |
Bob,
On the Eggenfellner Subaru the starter contactor is on the starter. Should
I run the fat wire from the aft mounted battery contactor through the
firewall to the starter contactor or maybe stop at an insulated bus bar on
the cockpit side of the firewall and branch from there to starter contactor
and the main bus?
I am concerned that an engine fire might take out the fat wire and thus the
main bus.
Of course I guess that is no more catastrophic than any other cause of power
supply failure to the main bus?
Also, should I place an ANL current limiter between the output of the
battery contactor(s) and the fat wire going forward? Z19-RB does not show
any protection for the fat wire. Or is none needed and if so, why not?
Thanks,
Allen Fulmer
RV7 Subaru H6 turbo
Alexander City, AL
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of Robert
L. Nuckolls, III
Sent: Friday, May 04, 2007 10:17 AM
Subject: AeroElectric-List: Rear-Battery version of Z-19
<nuckollsr@cox.net>
At the request of several builders, I've posted a rear-battery
version of Z-19 at:
http://aeroelectric.com/PPS/Adobe_Architecture_Pdfs/Z19RB_A_1.pdf
http://aeroelectric.com/PPS/Adobe_Architecture_Pdfs/Z19RB_A_2.pdf
The major differences between the front and rear-battery versions
is moving main bus feed from battery contactor to starter contactor.
Adding e-bus alternate feed relay to the main battery bus.
If you have an internally regulated alternator that is not a Plane
Power (built in OVP and absolute pilot control) then install the
interim Z-24 as described below. Later this year, you'll already
have hardware in place to upgrade the OVP/Control system shown
in.
http://aeroelectric.com/articles/Adapting_IR_Alternators_to_Aircraft.pdf
Bob . . .
----------------------------------------
( IF one aspires to be "world class", )
( what ever you do must be exercised )
( EVERY day . . . )
( R. L. Nuckolls III )
----------------------------------------
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