Today's Message Index:
----------------------
1. 01:06 AM - Re: Low voltage problem in a new plane- New readings (Werner Schneider)
2. 06:51 AM - Re: Help with D-Sub pin (rockyjs)
3. 07:03 AM - Re: Low voltage problem in a new plane- New readings (Richard Girard)
4. 07:15 AM - Re: Re: Powering the Ignition and Fuel Injectors on Egg. Subaru (Robert L. Nuckolls, III)
5. 07:34 AM - Re: AEC9004 Status? (Jeffrey W. Skiba)
6. 07:41 AM - Re: Powering the Ignition and Fuel Injectors on Egg. Subaru (mikef)
7. 07:44 AM - Degaussing aircraft (Eric M. Jones)
8. 08:24 AM - Re: Re: Powering the Ignition and Fuel Injectors on Egg. Subaru (Allen Fulmer)
9. 10:23 AM - Re: Re: Powering the Ignition and Fuel Injectors on Egg. Subaru (Scott R. Shook)
10. 10:56 AM - Re: AEC9004 Status? (Robert L. Nuckolls, III)
11. 01:00 PM - Re: Powering the Ignition and Fuel Injectors on Egg. Subaru ()
12. 06:25 PM - Re: Re: Powering the Ignition and Fuel Injectors on Egg. Subaru (Dj Merrill)
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 |
|
| Subject: | Re: Low voltage problem in a new plane- New readings |
Les,
the 1V drop looks like you have the Dynon hooked up behind a diode (1V
voltage drop) do you have somewhere a electrical drawing of your system?
However, when we take into account the 1V drop you would have only 12.8V
charging on your system, which is a bit low so I would suggest you look
at your regulator probably the set point is to (should be between 13.8
and 14.2).
br
Werner
Les Goldner wrote:
>
> Bob,
>
> I took some added measurements regarding the possible voltage drop problem
> (see earlier email, below) but the results are not consistent. I setup the
> Dynon 180 to see buss voltage and current draw. When I started up the
> engine with a fully charged battery the over/under voltage (o/v) light,
> which is triggered at 12.5V, did not come on although Dynon was saying the
> buss was only at 11.8 volts. I flew around for 15-minutes while drawing
> between 2 and 4 amps from an ICOM portable VHF and the Dynon. Then I put on
> some current hogs like the 50-watt landing light and the strobes. The Dynon
> reading dropped to 11.6 volts and the o/v light finally did come on at cruse
> RPM. I was drawing about 8-amps at the time according to Dynon. I turned off
> the high-draw stuff and the o/v light went off. After flying around for
> about 30-minutes I landed. On the ground, even when running up at 4300-RPM
> (cruse RPM is 5000) the o/v light came on and stayed on even with minimal
> current draw. I turned off the engine and found the voltage across the
> battery, measured with a voltmeter, to be 12.8V, which dropped to 12.6V
> after turning on the Dynon, which was now reading 11.6V.
>
> Based upon what you told me plus some speculation I am guessing that the
> Dynon voltage reading is not correct and should be ignored I also guess
> that the battery did not discharge in flight and the voltage regulator was
> pumping juice into it as it should be since the battery was at 12.8V when
> measured after the flight.
>
> I plan to ignore the light and keep flying. Even if the battery discharges
> the ignition should still work (I think it has its own generator) and both
> the Dynon and the ICOM radio have internal batteries that will keep going
> for an hour or more.
>
> Is the ultimate solution to just stop displaying the Dynon voltage and to
> use a much lower intensity, less annoying o/v light?
>
> Thanks again for your help, and have a great New Year.
> Les
>
>
>> -----Original Message-----
>> From: owner-aeroelectric-list-server@matronics.com
>> [mailto:owner-aeroelectric-list-server@matronics.com] On
>> Behalf Of Robert L. Nuckolls, III
>> Sent: Monday, December 24, 2007 10:55 AM
>> To: aeroelectric-list@matronics.com
>> Subject: Re: AeroElectric-List: Low voltage problem in a new plane
>>
>> --> <nuckolls.bob@cox.net>
>>
>> At 10:00 PM 12/23/2007 -0800, you wrote:
>>
>> Robert,
>>
>> The low-voltage buss indicator light stays on in my new plane
>> and I would really appreciate help to understand what to do about it.
>>
>> I just finished building a Zenith 701 with a new 100-HP Rotax
>> 912 using your Aeroelectric's Z16 schematic. B&C did not have
>> the exact Alternator OV detection system shown in the
>> schematic and sold me their BC207-1 over and low voltage
>> control module that has a warning light which stays on for
>> under and flashes for over-voltage. The B&C web site says
>> that the low voltage light goes on if the Buss voltage is
>> under 12.5V. I wired this module exactly as shown in Z16.
>>
>> I presume that you tied the OV/LV warning
>> light into the main bus as shown in Z16 but
>> wired the module in accordance with instructions
>> provided with the device.
>>
>>
>> I flew the plane for the first time yesterday starting with a
>> fully charged battery and all seemed well. On the second
>> flight that day I noticed that the Alternator under voltage
>> (UV) light came on with the engine idling when the electric
>> fuel pump was on.
>>
>> The Rotax alternators don't give you much output at
>> idle or taxi speeds. It's possible if not probable that
>> the bus voltage was indeed too low to turn out the
>> LV warning light.
>>
>> Since I don't need the pump (fuel is gravity fed and the
>> engine has a mechanical pump) I just turned it off and may
>> have advanced the throttle beyond its high 2000-RPM idle. The
>> UV light went out as I did this.
>> I was happy and did my first solo flight in the plane for a
>> half hour without incident.
>>
>> Okay. This is pretty much what I would expect.
>>
>> Today, assuming the battery was fully charged (I did not
>> check it), I made some adjustments to the Dynon instrument
>> for about 30 minutes (drawing about 1 to 2-amps), and started
>> the engine for a few more go-arounds in the pattern. The
>> engine stared immediately so I guess the battery was charged
>> . However, the low-voltage light came on as soon as I
>> started-up and would not go off, even after a 10-minutes
>> warm-up, much of it above idle RPM, with almost nothing
>> electric turned on. When I taxied back to the hanger and shut
>> down (with the UV light still on) my battery voltage read
>> 12.3V (this is a new battery).
>>
>> Get a voltmeter and put it on the bus while you're
>> observing the Under-Voltage warning light. So far, the
>> observations you've reported seem pretty common. PM
>> alternators on the Rotax engines are, first of all,
>> small. The BIG guy on the 912 is an 18A machine and
>> then ONLY at cruise RPM. If you ran accessories on your
>> battery for a time, then it's going to take some time
>> to replace that energy . . . and it's not going to happen
>> fast except AFTER engine RPMs are raised to flight ops
>> levels.
>>
>> There are probably a lot of things I need to check to isolate
>> the problem and need advice as to how to go about doing this.
>> What is the most likely cause? What should I check first and
>> second, third. and how do I check them.
>> Here are some of my (probably dumb) more specific questions:
>>
>> For the moment, I don't see that your system is
>> performing in an unexpected manner. It's designed
>> in limitations for alternator output at low engine
>> RPM would account for what you've observed.
>>
>> Is this a definite problem or will the this under voltage
>> light come on as described above when there are no problems?
>> There are two fuselinks attached to the Alternator OV/UV
>> module. If one of these blew or got disconnected would it
>> cause this problem? Since this is easy to check, I plan to
>> look into this first.
>>
>> Is it possible that the problem is in the voltage regulator?
>> How do you check this out and determine if the regulator and
>> not the alternator is the cause?
>>
>> I'm not certain how to check the alternator or AC voltage.
>> First, is this a likely source of the problem? Second, if so
>> how do I check the alternator output? If the alternator is
>> bad I probably will have to remove the engine and find a
>> "real" repairman to fix it, so I hope the problem lies elsewhere.
>>
>> Any help would really be appreciated.
>>
>> Let us begin with the reasonable assumption that you
>> don't have a problem. Put a smart battery charger
>> on the battery and get it topped off. Then go fly
>> the airplane. Doesn't your Dynon have a voltage display
>> on it?
>>
>> I would expect the Low Volts warning to stay lit
>> until some time after takeoff. You can tell if the
>> alternator is working by watching the voltmeter.
>> At ramp idle and with electro-whizzies turned ON,
>> bus voltage will be decidedly less than 13.0 volts.
>>
>> As soon as you power up for takeoff, the bus voltage
>> should rise . . . not high enough perhaps to turn
>> out the light, but if the alternator is working at
>> all, bus voltage should come up with engine RPM.
>>
>> I'm betting the light will go out after a time sufficient
>> for the alternator to top off the battery.
>>
>> Bob . . .
>>
>>
>>
>> Photoshare, and much much more:
>>
>>
>>
>
>
>
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: Help with D-Sub pin |
Hi Ed,
I have the same setup except a FD180. I have wired up the 180 to the encoder and
used a 9pin dsub connector to the King 76A. I wasn't planning on feeding altitude
info to the 300xl but your post has got me thinking. Maybe the serial
lines could be split prior to the Dynon encoder and the 300xl fed with serial
data. I'm not sure if this would work or not? It would simplify the wiring
and only require tapping into the serial wires. Any thoughts
Rocky
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=155161#155161
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: Low voltage problem in a new plane- New readings |
Les, Wouldn't the ultimate solution be to pull the Dynon and get it serviced
to make sure it's all right? You paid for all the features of the unit, why
not get them tested and or repaired so you really know what's going on?
Rick
On Dec 31, 2007 3:03 AM, Werner Schneider <glastar@gmx.net> wrote:
> >
>
> Les,
>
> the 1V drop looks like you have the Dynon hooked up behind a diode (1V
> voltage drop) do you have somewhere a electrical drawing of your system?
>
> However, when we take into account the 1V drop you would have only 12.8V
> charging on your system, which is a bit low so I would suggest you look
> at your regulator probably the set point is to (should be between 13.8
> and 14.2).
>
> br
>
> Werner
>
> Les Goldner wrote:
> lgold@quantum-associates.com>
> >
> > Bob,
> >
> > I took some added measurements regarding the possible voltage drop
> problem
> > (see earlier email, below) but the results are not consistent. I setup
> the
> > Dynon 180 to see buss voltage and current draw. When I started up the
> > engine with a fully charged battery the over/under voltage (o/v) light,
> > which is triggered at 12.5V, did not come on although Dynon was saying
> the
> > buss was only at 11.8 volts. I flew around for 15-minutes while drawing
> > between 2 and 4 amps from an ICOM portable VHF and the Dynon. Then I put
> on
> > some current hogs like the 50-watt landing light and the strobes. The
> Dynon
> > reading dropped to 11.6 volts and the o/v light finally did come on at
> cruse
> > RPM. I was drawing about 8-amps at the time according to Dynon. I turned
> off
> > the high-draw stuff and the o/v light went off. After flying around for
> > about 30-minutes I landed. On the ground, even when running up at
> 4300-RPM
> > (cruse RPM is 5000) the o/v light came on and stayed on even with
> minimal
> > current draw. I turned off the engine and found the voltage across the
> > battery, measured with a voltmeter, to be 12.8V, which dropped to 12.6V
> > after turning on the Dynon, which was now reading 11.6V.
> >
> > Based upon what you told me plus some speculation I am guessing that the
> > Dynon voltage reading is not correct and should be ignored I also guess
> > that the battery did not discharge in flight and the voltage regulator
> was
> > pumping juice into it as it should be since the battery was at 12.8Vwhen
> > measured after the flight.
> >
> > I plan to ignore the light and keep flying. Even if the battery
> discharges
> > the ignition should still work (I think it has its own generator) and
> both
> > the Dynon and the ICOM radio have internal batteries that will keep
> going
> > for an hour or more.
> >
> > Is the ultimate solution to just stop displaying the Dynon voltage and
> to
> > use a much lower intensity, less annoying o/v light?
> >
> > Thanks again for your help, and have a great New Year.
> > Les
> >
> >
> >> -----Original Message-----
> >> From: owner-aeroelectric-list-server@matronics.com
> >> [mailto:owner-aeroelectric-list-server@matronics.com] On
> >> Behalf Of Robert L. Nuckolls, III
> >> Sent: Monday, December 24, 2007 10:55 AM
> >> To: aeroelectric-list@matronics.com
> >> Subject: Re: AeroElectric-List: Low voltage problem in a new plane
> >>
> >> --> <nuckolls.bob@cox.net>
> >>
> >> At 10:00 PM 12/23/2007 -0800, you wrote:
> >>
> >> Robert,
> >>
> >> The low-voltage buss indicator light stays on in my new plane
> >> and I would really appreciate help to understand what to do about it.
> >>
> >> I just finished building a Zenith 701 with a new 100-HP Rotax
> >> 912 using your Aeroelectric's Z16 schematic. B&C did not have
> >> the exact Alternator OV detection system shown in the
> >> schematic and sold me their BC207-1 over and low voltage
> >> control module that has a warning light which stays on for
> >> under and flashes for over-voltage. The B&C web site says
> >> that the low voltage light goes on if the Buss voltage is
> >> under 12.5V. I wired this module exactly as shown in Z16.
> >>
> >> I presume that you tied the OV/LV warning
> >> light into the main bus as shown in Z16 but
> >> wired the module in accordance with instructions
> >> provided with the device.
> >>
> >>
> >> I flew the plane for the first time yesterday starting with a
> >> fully charged battery and all seemed well. On the second
> >> flight that day I noticed that the Alternator under voltage
> >> (UV) light came on with the engine idling when the electric
> >> fuel pump was on.
> >>
> >> The Rotax alternators don't give you much output at
> >> idle or taxi speeds. It's possible if not probable that
> >> the bus voltage was indeed too low to turn out the
> >> LV warning light.
> >>
> >> Since I don't need the pump (fuel is gravity fed and the
> >> engine has a mechanical pump) I just turned it off and may
> >> have advanced the throttle beyond its high 2000-RPM idle. The
> >> UV light went out as I did this.
> >> I was happy and did my first solo flight in the plane for a
> >> half hour without incident.
> >>
> >> Okay. This is pretty much what I would expect.
> >>
> >> Today, assuming the battery was fully charged (I did not
> >> check it), I made some adjustments to the Dynon instrument
> >> for about 30 minutes (drawing about 1 to 2-amps), and started
> >> the engine for a few more go-arounds in the pattern. The
> >> engine stared immediately so I guess the battery was charged
> >> . However, the low-voltage light came on as soon as I
> >> started-up and would not go off, even after a 10-minutes
> >> warm-up, much of it above idle RPM, with almost nothing
> >> electric turned on. When I taxied back to the hanger and shut
> >> down (with the UV light still on) my battery voltage read
> >> 12.3V (this is a new battery).
> >>
> >> Get a voltmeter and put it on the bus while you're
> >> observing the Under-Voltage warning light. So far, the
> >> observations you've reported seem pretty common. PM
> >> alternators on the Rotax engines are, first of all,
> >> small. The BIG guy on the 912 is an 18A machine and
> >> then ONLY at cruise RPM. If you ran accessories on your
> >> battery for a time, then it's going to take some time
> >> to replace that energy . . . and it's not going to happen
> >> fast except AFTER engine RPMs are raised to flight ops
> >> levels.
> >>
> >> There are probably a lot of things I need to check to isolate
> >> the problem and need advice as to how to go about doing this.
> >> What is the most likely cause? What should I check first and
> >> second, third. and how do I check them.
> >> Here are some of my (probably dumb) more specific questions:
> >>
> >> For the moment, I don't see that your system is
> >> performing in an unexpected manner. It's designed
> >> in limitations for alternator output at low engine
> >> RPM would account for what you've observed.
> >>
> >> Is this a definite problem or will the this under voltage
> >> light come on as described above when there are no problems?
> >> There are two fuselinks attached to the Alternator OV/UV
> >> module. If one of these blew or got disconnected would it
> >> cause this problem? Since this is easy to check, I plan to
> >> look into this first.
> >>
> >> Is it possible that the problem is in the voltage regulator?
> >> How do you check this out and determine if the regulator and
> >> not the alternator is the cause?
> >>
> >> I'm not certain how to check the alternator or AC voltage.
> >> First, is this a likely source of the problem? Second, if so
> >> how do I check the alternator output? If the alternator is
> >> bad I probably will have to remove the engine and find a
> >> "real" repairman to fix it, so I hope the problem lies elsewhere.
> >>
> >> Any help would really be appreciated.
> >>
> >> Let us begin with the reasonable assumption that you
> >> don't have a problem. Put a smart battery charger
> >> on the battery and get it topped off. Then go fly
> >> the airplane. Doesn't your Dynon have a voltage display
> >> on it?
> >>
> >> I would expect the Low Volts warning to stay lit
> >> until some time after takeoff. You can tell if the
> >> alternator is working by watching the voltmeter.
> >> At ramp idle and with electro-whizzies turned ON,
> >> bus voltage will be decidedly less than 13.0 volts.
> >>
> >> As soon as you power up for takeoff, the bus voltage
> >> should rise . . . not high enough perhaps to turn
> >> out the light, but if the alternator is working at
> >> all, bus voltage should come up with engine RPM.
> >>
> >> I'm betting the light will go out after a time sufficient
> >> for the alternator to top off the battery.
> >>
> >> Bob . . .
> >>
> >>
> >>
> >> Photoshare, and much much more:
> >>
> >>
> >>
> >
> >
> >
> >
> >
> >
>
>
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: | Re: Powering the Ignition and Fuel Injectors |
on Egg. Subaru
At 05:56 PM 12/30/2007 -0800, you wrote:
>
>Ed,
>
>Good suggestion on the relays/contactors. I was recently exploring this
>option and might experiment it out. I am already using a Perihelion Design
>Powerlink Jr solid state relay for the Z19 E-bus alternate feed, with max
>capacity of 35 amps. It is a nice, compact package good for a
>high-vibration location. Another of these might do the trick in the case
>of the coils. I don't like increasing part counts but ....
>
>I still wish Bob would weigh in on these design issues, as an outgrowth of
>the Z19 design. I've seen these same questions come up but nobody has
>really addressed them as a part of that scheme as far as I can tell.
I'm working on it. My family duties during this
two weeks every year are significant. Just finished
Xmas #2 with my side of the family last night . . .
got New Year's eve to go!
This isn't complicated. I'll be crafting a revision
to Z-19 to accommodate the apparent design goals of
the Eggenfellner installation using the Exp-Bus.
I'm going to fly it by Jan and company to make sure
that what we publish is a viable alternative that
does not violate Jan's original design goals.
I can tell you now that the changes to Z-19 are
exceedingly simple.
Bob . . .
----------------------------------------)
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
----------------------------------------
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 |
|
AS a follow up I did a little tweaking on z-14 to illustrate what I mean...
It's attached... please let me know what I am missing as far as adding the
Bridge diodes for both fuel pumps and ECU.
Aka I still have the below questions
Thanks and HAPPY NEW YEAR
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Jeffrey
W. Skiba
Sent: Sunday, December 30, 2007 7:05 PM
Subject: AeroElectric-List: AEC9004 Status?
<jskiba@icosa.net>
I guess this is more of a question for BOB but I figured the list might have
info on it also:
I was getting ready to do my Electrical system Final design after many
different version - ideas and after re-reading several articles and "the
book". I seem to need to know what the current status of the new AEC9004
Alternator controller.
My understanding is that this device will be able to control an internally
regulated Alternator on-off and also be able to handle the "possibility" of
"load dump" triggered by Crow bar Over volt protection in the current z24
diag.
Ref article:
http://www.aeroelectric.com/articles/Adapting_IR_Alternators_to_Aircraft.pdf
If it is not done, time frame?
Are there any changes to the doc to do until it is ready?
I have an internally regulated alternator, and am planning on getting an
SD-20 for emergency mode of main alternator failure.
Thanks in advance
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 |
|
| Subject: | Re: Powering the Ignition and Fuel Injectors on Egg. |
Subaru
Bob,
Thanks for the heads up, I know several folks will be interested in your input.
No matter how simple you think it is, for many of us this is new territory. I've
learned a boatload from this list (and your book) but it still theory for
me until the bird is flying.
Have a happy new year,
Mike
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=155172#155172
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: | Degaussing aircraft |
See: http://www.sacskyranch.com/degaussi.htm
and search " degaussing " and " degaussing submarines " etc.
Check any can of beans in your pantry with a small compass to learn that ferrous
metal objects soaking in the Earth's magnetic field become magnetic too. You
can degauss things locally or globally.
This effect could be minimized by parking your airplane in random compass directions--but
it's not usually practical--there is great Navy stuff online where
you can learn that ships encountering rough seas get magnetized from having their
hull stressed. Same for aircraft, one would suppose.
Philadelphia Experiment anyone?
--------
Eric M. Jones
www.PerihelionDesign.com
113 Brentwood Drive
Southbridge, MA 01550
(508) 764-2072
emjones@charter.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=155173#155173
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: Powering the Ignition and Fuel Injectors |
on Egg. Subaru
Bob,
Thanks for your time and effort. We understand the family obligations this
time of year.
You might want to check with Jan first as I think they are moving away from
the EXP Bus, maybe even design/sell their own switch controller.
But there are some of us that are going the Z19RB way in lieu of the EXP (or
possible Egg.) Bus. So the question still remains (to you, a simple mod it
appears): How to appropriately handle the circuits for the 20amp Ign/Inj,
10amp #Fuel Pump, and 5amp ECU? Jan has a diagram on page 51 of the new
E6/E6T manual that shows a #10awg always hot wire coming from Aux(your
"Engine") battery forward to an E-bus, presumably behind the firewall, for
ECU (5 amp), Ign. and Inj. (20 amps), fuel pumps (10 amps), and other
essential (20 amps). Then there is a switch to allow feeding the E-bus from
the main fat wire.
We just want to do it the "Best Way YOU know how!"
By the way, the manual I am quoting is on Jan's web site:
http://www.eggenfellneraircraft.com/iindex.htm
Thanks,
Allen Fulmer
>>>-----Original Message-----
>>>From: owner-aeroelectric-list-server@matronics.com
>>>[mailto:owner-aeroelectric-list-server@matronics.com]On
>>>Behalf Of Robert
>>>L. Nuckolls, III
>>>Sent: Monday, December 31, 2007 9:14 AM
>>>To: aeroelectric-list@matronics.com
>>>Subject: Re: AeroElectric-List: Re: Powering the Ignition and Fuel
>>>Injectors on Egg. Subaru
>>>
>>>
>>>Nuckolls, III" <nuckolls.bob@cox.net>
>>>
>>>At 05:56 PM 12/30/2007 -0800, you wrote:
>>>
>>><mikefapex@gmail.com>
>>>>
>>>>Ed,
>>>>
>>>>Good suggestion on the relays/contactors. I was recently
>>>exploring this
>>>>option and might experiment it out. I am already using a
>>>Perihelion Design
>>>>Powerlink Jr solid state relay for the Z19 E-bus alternate
>>>feed, with max
>>>>capacity of 35 amps. It is a nice, compact package good for a
>>>>high-vibration location. Another of these might do the
>>>trick in the case
>>>>of the coils. I don't like increasing part counts but ....
>>>>
>>>>I still wish Bob would weigh in on these design issues, as
>>>an outgrowth of
>>>>the Z19 design. I've seen these same questions come up but
>>>nobody has
>>>>really addressed them as a part of that scheme as far as I can tell.
>>>
>>> I'm working on it. My family duties during this
>>> two weeks every year are significant. Just finished
>>> Xmas #2 with my side of the family last night . . .
>>> got New Year's eve to go!
>>>
>>> This isn't complicated. I'll be crafting a revision
>>> to Z-19 to accommodate the apparent design goals of
>>> the Eggenfellner installation using the Exp-Bus.
>>> I'm going to fly it by Jan and company to make sure
>>> that what we publish is a viable alternative that
>>> does not violate Jan's original design goals.
>>>
>>> I can tell you now that the changes to Z-19 are
>>> exceedingly simple.
>>>
>>> Bob . . .
>>>
>>> ----------------------------------------)
>>> ( . . . a long habit of not thinking )
>>> ( a thing wrong, gives it a superficial )
>>> ( appearance of being right . . . )
>>> ( )
>>> ( -Thomas Paine 1776- )
>>> ----------------------------------------
>>>
>>>
>>>
>>>
>>>
>>>
>>>
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: | Re: Powering the Ignition and Fuel Injectors |
on Egg. Subaru
Just an FYI Bob...
I think Jan and Gary were leaning away from the Exp-Bus installations. I
would confirm it with them, but I seem to recall that they were going after
a different solution.
I do know the 2007 Installation Guide, published back in October, doesn't
reference the Exp-Bus.
Scott R. Shook
RV-7A (Building)
N696JS (Reserved)
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Robert L.
Nuckolls, III
Sent: Monday, 31 December, 2007 08:14
Subject: Re: AeroElectric-List: Re: Powering the Ignition and Fuel Injectors
on Egg. Subaru
<nuckolls.bob@cox.net>
At 05:56 PM 12/30/2007 -0800, you wrote:
>
>Ed,
>
>Good suggestion on the relays/contactors. I was recently exploring this
>option and might experiment it out. I am already using a Perihelion Design
>Powerlink Jr solid state relay for the Z19 E-bus alternate feed, with max
>capacity of 35 amps. It is a nice, compact package good for a
>high-vibration location. Another of these might do the trick in the case
>of the coils. I don't like increasing part counts but ....
>
>I still wish Bob would weigh in on these design issues, as an outgrowth of
>the Z19 design. I've seen these same questions come up but nobody has
>really addressed them as a part of that scheme as far as I can tell.
I'm working on it. My family duties during this
two weeks every year are significant. Just finished
Xmas #2 with my side of the family last night . . .
got New Year's eve to go!
This isn't complicated. I'll be crafting a revision
to Z-19 to accommodate the apparent design goals of
the Eggenfellner installation using the Exp-Bus.
I'm going to fly it by Jan and company to make sure
that what we publish is a viable alternative that
does not violate Jan's original design goals.
I can tell you now that the changes to Z-19 are
exceedingly simple.
Bob . . .
----------------------------------------)
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
----------------------------------------
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 |
|
At 09:25 AM 12/31/2007 -0600, you wrote:
>AS a follow up I did a little tweaking on z-14 to illustrate what I mean...
>It's attached... please let me know what I am missing as far as adding the
>Bridge diodes for both fuel pumps and ECU.
>
>Aka I still have the below questions
>Thanks and HAPPY NEW YEAR
>
>-----Original Message-----
>From: owner-aeroelectric-list-server@matronics.com
>[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Jeffrey
>W. Skiba
>Sent: Sunday, December 30, 2007 7:05 PM
>To: aeroelectric-list@matronics.com
>Subject: AeroElectric-List: AEC9004 Status?
>
><jskiba@icosa.net>
>
>I guess this is more of a question for BOB but I figured the list might have
>info on it also:
>I was getting ready to do my Electrical system Final design after many
>different version - ideas and after re-reading several articles and "the
>book". I seem to need to know what the current status of the new AEC9004
>Alternator controller.
>
>My understanding is that this device will be able to control an internally
>regulated Alternator on-off and also be able to handle the "possibility" of
>"load dump" triggered by Crow bar Over volt protection in the current z24
>diag.
>
>Ref article:
>
>http://www.aeroelectric.com/articles/Adapting_IR_Alternators_to_Aircraft.pdf
>
>
>If it is not done, time frame?
This spring. I have a 10 hp alternator drive stand sitting
in my garage . . .
http://www.aeroelectric.com/Pictures/Alternator_Test_Stand/DSCN0961.JPG
I thought when I 'retired' from Hawker-Beech in July
that I would have plenty of time to get it running so
that I can finalize development of the AEC9004. Unfortunately,
(or fortunately . . . depending on one's point of view)
I fell into a really demanding consulting task. It took
some months to convince my principals that they didn't
have nearly the depth in staff or facility to deliver
to all the jobs we'd won . . . As of about two weeks ago,
I'm getting a well heeled electronics design, qualification
and fabrication facility here in Wichita to join forces
with our mechanical counterparts in Michigan. The light
at the end of the tunnel is not an oncoming train.
>Are there any changes to the doc to do until it is ready?
No, just install the interim system while keeping in
mind that the alternator should not be shut off while
running above engine idle.
>I have an internally regulated alternator, and am planning on getting an
>SD-20 for emergency mode of main alternator failure.
When the AEC9004 is ready to offer, Z-13/8 will be
modified to feature an internally regulated alternator
with an AEC9004 controller, an SD-8 aux alternator
and the AEC9044 battery capacity meter, lv warn and
e-bus alternate feed controller.
http://www.aeroelectric.com/Catalog/AEC/9044/aec9044p1.pdf
I should be back
to a 20hr/week consulting schedule by the time
weather warms up enough to work in the garage!
Bob . . .
----------------------------------------)
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
----------------------------------------
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: Powering the Ignition and Fuel Injectors on Egg. |
Subaru
Bob and all,
It is true that Jan no longer requires using the EXP BUS but there are still some
of us slow pokes who purchased one and are installing it with our H-4 engines
that are not yet flying. I went to Bob's course twice and would love to see
his rec. using the EXP BUS which in my case, will be installed with their brackets
attached to ensure no abnormal stress on componets or switches.
Ron Burnett
RV-6A with Eggenfellner H-4
---- "Scott R. Shook" <sshook@cox.net> wrote:
============
Just an FYI Bob...
I think Jan and Gary were leaning away from the Exp-Bus installations. I
would confirm it with them, but I seem to recall that they were going after
a different solution.
I do know the 2007 Installation Guide, published back in October, doesn't
reference the Exp-Bus.
Scott R. Shook
RV-7A (Building)
N696JS (Reserved)
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Robert L.
Nuckolls, III
Sent: Monday, 31 December, 2007 08:14
Subject: Re: AeroElectric-List: Re: Powering the Ignition and Fuel Injectors
on Egg. Subaru
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: Powering the Ignition and Fuel Injectors on |
Egg. Subaru
Robert L. Nuckolls, III wrote:
> This isn't complicated. I'll be crafting a revision
> to Z-19 to accommodate the apparent design goals of
> the Eggenfellner installation using the Exp-Bus.
> I'm going to fly it by Jan and company to make sure
> that what we publish is a viable alternative that
> does not violate Jan's original design goals.
Hi Bob,
Here is a direct link to the current Eggenfellner installation manual:
http://eggenfellneraircraft.com/ESeriesInstallationGuide.pdf
<http://eggenfellneraircraft.com/ESeriesInstallationGuide.pdf>
Starting on page 45 is the electrical section.
Thank you so much for looking into this! Go spend some time with your
family. This stuff can wait until you have time to look at it.
-Dj
--
Dj Merrill
Sportsman 2+2 Builder #7118
http://deej.net/sportsman/
"Many things that are unexplainable happen during the construction of an
airplane." --Dave Prizio, 30 Aug 2005
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! --
|