Today's Message Index:
----------------------
1. 04:53 AM - Re: Re: Powering the Ignition and Fuel Injectors on Egg. Subaru (Rodney Dunham, M.D.)
2. 05:54 AM - Re: Compass Requirements in Experimental Aircraft (updated) (MauleDriver)
3. 07:05 AM - Push to Start (Edward Christian)
4. 08:35 AM - Re: Push to Start (Hinde, Frank George (Corvallis))
5. 08:39 AM - Compass Requirements in Experimental Aircraft (Fergus Kyle)
6. 08:42 AM - Compass Requirements in Experimental Aircraft (Fergus Kyle)
7. 09:11 AM - Re: Re: Powering the Ignition and Fuel Injectors on Egg. Subaru (Terry Watson)
8. 10:06 AM - Re: EXP-Bus, et. als. (Robert L. Nuckolls, III)
9. 10:06 AM - Starter push button?? (Robert L. Nuckolls, III)
10. 11:13 AM - Re: EXP-Bus, SUBARU wiring (Carlos Trigo)
11. 01:17 PM - Re: EXP-Bus, SUBARU wiring (Robert L. Nuckolls, III)
12. 01:35 PM - Re: EXP-Bus, SUBARU wiring (Dj Merrill)
13. 03:06 PM - Re: Engine GND (Frank Stringham)
14. 03:45 PM - Re: Engine GND (Hinde, Frank George (Corvallis))
15. 06:39 PM - Re: Compass Requirements in Experimental Aircraft (updated) (Jim Baker)
16. 10:20 PM - sizing wire (Lincoln Keill)
17. 10:50 PM - Re: sizing wire (mike humphrey)
18. 10:53 PM - Re: sizing wire (B Tomm)
19. 10:59 PM - switch rating question (B Tomm)
Message 1
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Subject: | Re: Powering the Ignition and Fuel Injectors on |
Egg. Subaru
Carlos,
Pardon me for butting in here, but...
The ExpBus is a "canned" product designed by Greg Richter to be used
according to Mr Richter's design principles as outlined in Mr Richter's
book, "Wiring for Smart People". I heard Mr Richter speak at OSH in '05 and
read his "book". I liked it. Perhaps you should ask Mr Richter to expound on
the proper care and feeding of the ExpBus and how it interacts with your
engine's systems. That would make sense, wouldn't it? After all, it's his
system, isn't it? If you go to the Blue Mountain Avionics site there's a
discussion board there and I'm sure Greg will be happy to answer all your
questions. Alternatively, if your engine designer, (Mr Eggenfellner ?)
recommends this product, perhaps he could explain his choice and how to
integrate it into his design principles.
It seems to this humble poster that Bob has more than enough to do just
teaching us his time tested design philosophies and how to implement them in
our OBAM aircraft.
Rodney in Tennessee
Unabashed Nuckollhead
DO NOT ARCHIVE
Message 2
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Subject: | Re: Compass Requirements in Experimental Aircraft |
(updated)
Jim Baker wrote:
>> I believe that ATC gives only magnetic heading vectors (though it seems that
it's time to go to
>> true headings).
>>
>> I'll second that. My current job is a contract procedures
>> development specialist for the FAA and the things we see with
>> facility Mag Var issues would make most folks cry.
>>
>> A lot of the facility Mag Vars go back to the 60s, 70s and 80s.
>> Consider what happens when you have an NDB with a 60s Mag
>> Var, a nearby VORTAC with a 70s Mag Var, and an ILS with an
>> 80s Mag Var.
>>
>> ZZV ZANESVILLE VOR/DME Variation: 06W (1990)
>> TVT TIVERTON VOR/DME Variation: 03W (1965)
>>
>> Only 32 miles from each other. If you saw how much havoc
>> changing just one Mag Var causes, which you really can't do
>> efficiently because of the ripple effect....change one, you'd better
>> be prepared to change a lot of them. That's why Mag Vars don't
>> get changed often.
>>
>> Personally, I'm hoping for the pole reversal........
>>
Accommodating the legacy of past technologies is like having a 2 ton
stone around one's neck! Arrrrghhhh! I can't even imagine. On one
hand we all want to move ahead as fast as possible, on the other, none
of us want any piece of equipment we use to become obsolete. The whole
VOR infrastructure is down there but I haven't tuned one in since my
last training exercise. And in 7 or 8 years of instrument flight, I've
never been asked to intercept a radial (even a hold). They are handy
waypoints though.
When is the next pole reversal predicted? I guess I'm dead then huh?
Message 3
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I would like to use a start button on the Z-11 diagram with regular
mags but have the option to convert to P-Mags later. Can someone
explain how to or point me to a reference.
Ed
Message 4
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Not quite sure what question your asking Ed?
The push button is easy it just takes the +12V wire form the start contactor and
grounds it when the button is pushed, thus pulls in the contactor.
A to wiring the mags I would not put in a key swtich to control both mags...I mean
if you do that you have a single point of failure controlling both ignitions.
Granted it is unlikely to fail because you have to ground the P leads to shut
them off, but even so a separate switch to control each P lead is desirable.
The to start you simply turn on both P leads (unground them) and hit the start
button.
The nice thing about the P mags is they are wired the same way...I.e have a terminal
that connects directly to the P lead you will have already installed.
The only extra things you will need in moved to a P mag from an existing mag is
a +12V supply for each Pmag and a good ground (don't rely on the case). Make
sure the +12V lines come from a separate circuit...I.e one fuse for each. If you
have two batteries or two alternators, one feed should come from the main bus
and the other should come from the essntial bus.
Hope that helps
Frank
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Edward Christian
Sent: Thursday, January 03, 2008 7:02 AM
Subject: AeroElectric-List: Push to Start
--> <edchristian@knology.net>
I would like to use a start button on the Z-11 diagram with regular mags but have
the option to convert to P-Mags later. Can someone explain how to or point
me to a reference.
Ed
Message 5
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Subject: | Compass Requirements in Experimental Aircraft |
Hey,
I don't understand why the title is distinct to Experimental
aircraft. The compass requirement is the same for any device that moves in a
medium if true motion is to be understood. This includes river current,
tidal motion and other media.
Navigating "by DG" is only valid when the directional gyro is
regularly readjusted to the valid magnetic heading* _ (that's why you start
out by setting it on the runway for take-off - no need for GPS). There is no
need to duplicate the EFIS reading on another display, so it's really only
for Heading. It precesses, that's why it needs to be adjusted every ten
minutes or so - depending on ground speed. *If you were to fly in the Arctic
areas, it might be set to GRID north settings, but that's another story.
Taking "Mag var" - may we presume 'magnetic variation'? - from
anything but the CURRENT chart for same is tantamount to searching in 1880
for clues to Kennedy's assassin. That's why the rate of change of magnetic
variation is published - so one may calculate the present Variation. EFIS
changes nothing of import.
What is has to do with 'Experimental' beats me.
Ferg
Message 6
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Subject: | Compass Requirements in Experimental Aircraft |
PS: On this topic, and ATC vectoring, Matt Prather (q.v.) has it down pat -
dead on.
Ferg
Message 7
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Subject: | Re: Powering the Ignition and Fuel Injectors on |
Egg. Subaru
I think you are confusing the ExpBus with Greg Richter's Aircraft Power
Board. Check the AeroElectric list archives for Greg's "Aircraft Wiring for
Smart People".
Terry
RV-8A, BMA/EFIS-one, wiring
<rdunhamtn@hotmail.com>
Carlos,
Pardon me for butting in here, but...
The ExpBus is a "canned" product designed by Greg Richter to be used
according to Mr Richter's design principles as outlined in Mr Richter's
book, "Wiring for Smart People". I heard Mr Richter speak at OSH in '05 and
read his "book". I liked it. <snip>
Message 8
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Subject: | RE: EXP-Bus, et. als. |
At 07:53 AM 1/3/2008 -0500, you wrote:
><rdunhamtn@hotmail.com>
>
>Carlos,
>
>Pardon me for butting in here, but...
>
>The ExpBus is a "canned" product designed by Greg Richter to be used
>according to Mr Richter's design principles as outlined in Mr Richter's
>book, "Wiring for Smart People". I heard Mr Richter speak at OSH in '05 and
>read his "book". I liked it. Perhaps you should ask Mr Richter to expound on
>the proper care and feeding of the ExpBus and how it interacts with your
>engine's systems. That would make sense, wouldn't it? After all, it's his
>system, isn't it? If you go to the Blue Mountain Avionics site there's a
>discussion board there and I'm sure Greg will be happy to answer all your
>questions. Alternatively, if your engine designer, (Mr Eggenfellner ?)
>recommends this product, perhaps he could explain his choice and how to
>integrate it into his design principles.
Greg has his own version of the what-you-see-is-what-you-get electrical
system which he proposed in his publication "Aircraft Wiring for Smart
People" late in 2004. I attempted to engage Greg in a discussion of
the design goals and simple ideas that supported his recommendations
but he refused to participate in a friendly critical design review
of either his practical advice, science or philosophy of system
design. This exchange can be reviewed by interested readers at:
http://www.aeroelectric.com/articles/richter/richter.html
EXP-Bus pre-dates Gregg's efforts by several years. In
1999 I posted this series of exchanges on the EXP-Bus
at:
http://www.aeroelectric.com/articles/expbusad.html
http://www.aeroelectric.com/articles/expbusthd.html
The EXP-Bus was discussed comparatively with
Gregg's one-size-fits-all proposal in this
discussion about the philosophies and design
goals offered in the 'Connection:
http://www.aeroelectric.com/articles/What's_the_AeroElectric-List_About.pdf
There may be several additional offerings in the
wild in addition to the EXP-Bus and Gregg's proposed
product. There's a pre-fab assembly popular with
the large canard-pusher folks and offered out of
Florida as I recall. I don't remember the name
of that product. There may be others.
>It seems to this humble poster that Bob has more than enough to do just
>teaching us his time tested design philosophies and how to implement them in
>our OBAM aircraft.
There's nothing inherently "bad" about any of
these products as long as the laws of physics are
observed and as long as consumers of the products
are personally satisfied with the utility and
performance of their purchase.
My objection to such products is that for the same
investment of $time$ needed to purchase the product,
on can custom assemble a system tailored exactly
to the builder's needs and have money left over.
Further, one's "home grown" system is crafted from
parts wherein the builder knows exactly where to
get spares for future repairs and/or expansion.
WYSIWYG electrical system products lock you into the
choices and sources chosen for you by the designer
of that product.
It's important that folks understand personal
goals for my efforts are driven by a long cultivated
professional quest for the elegant solution. Solutions
that strive for minimum parts count, low cost of
ownership and failure tolerance. These goals are
often and easily satisfied without detailed regard
as to what parts are used or how much they cost.
As soon as one selects a WYSIWYG product, then
part of the $time$ expended goes toward the
substitution of a third party's ideas and $time$
for that of your own. If it works for you, fine
by me. But understand that my reluctance to spend
$time$ doing critical design review and/or system
integration studies for such products would amount
to a tacit recommendation of these products . . . a
position I've avoided for reasons cited.
Bob . . .
Message 9
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Subject: | Starter push button?? |
Start
At 10:01 AM 1/3/2008 -0500, you wrote:
<edchristian@knology.net>
I would like to use a start button on the Z-11 diagram with regular
mags but have the option to convert to P-Mags later. Can someone
explain how to or point me to a reference.
Features in the Z-figures can be mixed/matched for
builder convenience. Alternative architectures for
ignition/starter control are illustrated in Z-13/8,
Z-20, Z-21, Z-27, and Z-28.
Bob . . .
Bob . . .
----------------------------------------)
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
----------------------------------------
Message 10
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Subject: | EXP-Bus, SUBARU wiring |
Dear Doctor Dunham
I really don't have anything against you "butting in here", but if it was to
prevent 'lectric Bob from helping ALL AeroElectric listers, regardless of
the system they chose to use in their OBAM aircraft, I am happy to see that
Bob didn't fulfil your desire.
I was not seeking any advice about the ExpBus itself, so there is no need to
ask Mr. Richter anything at all. Nor do I need or want to trigger any
discussion at all about the advantages or disadvantages of the ExpBus,
therefore it doesn't make ANY sense to contact anybody related to the
ExpBus. And please don't engage in an ExpBus thread... That's not my
intention!
Regarding Jan Eggenfellner, who is a nice and decent guy, producing a good
alternative engine to our OBAM aircraft (please don't initiate any Lycoming
/ alternative engines discussion also), he no longer recommends the ExpBus,
therefore it doesn't make any sense as well to discuss this issue with him.
So, dear Rodney, don't take me wrong. If you have anything against the
ExpBus, and/or Mr. Greg Richter (who I didn't know till today was the person
behind the ExpBus), please leave that anger out of this, and don't be mad at
me or Bob, if he wants to help us, Eggen-Subaru homebuilders with an ExpBus,
to reach a better way of wiring our fuel pumps and ignition crucial
circuits.
No hard feelings
Carlos Trigo
Message 11
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Subject: | EXP-Bus, SUBARU wiring |
At 07:10 PM 1/3/2008 +0000, you wrote:
><trigo@mail.telepac.pt>
>
>Dear Doctor Dunham
>
>I really don't have anything against you "butting in here", but if it was to
>prevent 'lectric Bob from helping ALL AeroElectric listers, regardless of
>the system they chose to use in their OBAM aircraft, I am happy to see that
>Bob didn't fulfil your desire.
<snip>
> . . . please leave that anger out of this, and don't be mad at
>me or Bob, if he wants to help us, Eggen-Subaru homebuilders with an ExpBus,
>to reach a better way of wiring our fuel pumps and ignition crucial
>circuits.
Carlos, I think you were reading more into
Rodney's words than was there. Obviously,
there's some miscommunication as to who is
promoting which products. Misunderstandings
aside, I thought that Eggenfellner had already
published suggested system architecture drawings
that utilized the EXP-Bus.
Did you have any specific questions about
Eggenfellner's proposed installation for which
I or another List reader can be helpful?
Bob . . .
Message 12
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Subject: | Re: EXP-Bus, SUBARU wiring |
Robert L. Nuckolls, III wrote:
> Misunderstandings
> aside, I thought that Eggenfellner had already
> published suggested system architecture drawings
> that utilized the EXP-Bus.
Hi Bob,
Eggenfellner is no longer recommending the use of the EXP-bus for
their installations.
>
> Did you have any specific questions about
> Eggenfellner's proposed installation for which
> I or another List reader can be helpful?
>
I (and I think a lot of others) are hoping to see a recommended
architecture from you that addresses the needs of the Eggenfellner
engine package, likely resembling some variant of Z-19 with the rear
dual batteries (Z-19/RB I think you called it).
Here is a direct link to the current Eggenfellner installation manual, with the
electrical section starting on page 45 with their suggested requirements:
http://eggenfellneraircraft.com/ESeriesInstallationGuide.pdf
<http://eggenfellneraircraft.com/ESeriesInstallationGuide.pdf>
Although I am sure the architecture that Eggenfellner has in this document will
work, I like your design philosophies and would really like to see what you
would recommend for a system, if you have the time to do so at some point.
Thanks,
-Dj
--
Dj Merrill - N1JOV
Glastar Sportsman 2+2 Builder #7118 N421DJ
http://deej.net/sportsman/
"Many things that are unexplainable happen during the construction of an
airplane." --Dave Prizio, 30 Aug 2005
Message 13
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Subject: | ectric-List:Engine GND |
Ok so here is the set up...RV7A.....SD-8 on the Vac pad....FWF Ground block
just right of upper center on the firewall.
I have a clear run for the engine GND from the port side upper bolt on the
SD-8 to the FWF ground block. Is this acceptable and will it produce a good
engine GND.
Fran @ SGU....RV7A.....finishing up the last zillion items before RV grin T
ime
Message 14
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Subject: | ectric-List:Engine GND |
Hey thats what I did and I made it from Corvallis to St George and back....
:)
Yup that will work just fine. Use #2 welding cable for the ultimate in flex
ibility.
Frank1
RV7a 245 hours
________________________________
From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectr
ic-list-server@matronics.com] On Behalf Of Frank Stringham
Sent: Thursday, January 03, 2008 3:02 PM
Subject: RE: AeroElectric-List:Engine GND
Ok so here is the set up...RV7A.....SD-8 on the Vac pad....FWF Ground block
just right of upper center on the firewall.
I have a clear run for the engine GND from the port side upper bolt on the
SD-8 to the FWF ground block. Is this acceptable and will it produce a good
engine GND.
Fran @ SGU....RV7A.....finishing up the last zillion items before RV grin T
ime
Message 15
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Subject: | Re: Compass Requirements in Experimental Aircraft |
(updated)
X-mailer: Pegasus Mail for Windows (4.41)
X-SpamReason %%SpamReason%%:
> As long as the pilots aren't changing reference in midstream,
> I don't think it's ever a big issue. I hear on the radio all the time
> "N12345 fly heading 245" and then later "N12345 turn 10 degrees right."
> And even "N12345 say heading."
Now, from a previous life as an air traffic controller...tower and
radar/RAPCON/GCA......
We almost never knew what your heading was and mostly didn't
care unless it was vectors to an ASR approach or, possibly, a
PAR, or alternatively, an initial heading to fly on a departure or
vectors to final. Usually we just gave you a heading and
generally were in the ballpark. Other than that it was all relative
motion in relation to the any other aircraft's track. I think the
newer ARTS Radar track/tag systems have quick call-up
heading and predictive course extension....or perhaps that was
just something I'd read from a NASA paper. Anyway, during my
time, the only way to know what your heading was is to have
asked for it.
Jim Baker
580.788.2779
Elmore City, OK
Message 16
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I'm almost through "The Aero-Electric Connection" and haven't been able to find
the "Six-Step Guide to Sizing Wire" so could someone back me up on my methodology
before I go off and size every wire of my wiring diagram incorrectly?
As an example: I will have a 75W landing light in each wingtip controlled with
one switch with a wire run length for each light of 15 feet (including the
ground wire from each lamp to the spar). Worst case (alternator out with a 12V
battery), each lamp will draw 6.25A so initially you'd think 20 AWG wire would
suffice (7A max) but since we want to keep the voltage drop below 0.5V we need
to use 16 AWG wire (15 foot resistance of .06 ohms times 6.25A is .38V which
is less than 0.50V drop). Since my 16 AWG wire can handle 12.5A, I could safely
use a 10A fuse for each light and not worry about the wire burning up or
a premature trip when first turning on the lights. Alternatively, I could use
14 AWG wire (15A max) and a single 15A fuse for both lights. The switch should
be either a 2-2 (16AWG scenario) or a 1-2 (14AWG scenario) rated for 15A.
Whew! Have I got all that correct? As B&J once said: "Thanks for Your Support!"
Lincoln Keill
Sacramento, CA
RV-7A
P.S. Can anyone recommend one supplier to get all the goodies for a Z-11 system
(wire, switches, fuse blocks, starter & battery contactors, fuse links, shunts,
silicon diode array, ground bus blocks,crowbar overvoltage protection, low
voltage module, etc. etc.)?
Message 17
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B&C, Terminal Town, Steinair, are all excellent suppliers of all the
'goodies" that you will need and tools. Aircraftspruce, Autozone, NAPA,
Advance, and EBay, should not be counted out. You know the old saying,
'shop till you drop before you drop the bucks'. Got 1000ft roll of new
22awg unshielded on Ebay for $16 per Bob's advice. On your lights, math
sounds good, but my manufacturer(sold by Van's) states that 16awg is
more than enough for 100w halogens. Still went with the 14awg-already
had it on hand.
Mike H
----- Original Message -----
From: Lincoln Keill
To: aeroelectric-list@matronics.com
Sent: Friday, January 04, 2008 1:18 AM
Subject: AeroElectric-List: sizing wire
I'm almost through "The Aero-Electric Connection" and haven't been
able to find the "Six-Step Guide to Sizing Wire" so could someone back
me up on my methodology before I go off and size every wire of my wiring
diagram incorrectly?
As an example: I will have a 75W landing light in each wingtip
controlled with one switch with a wire run length for each light of 15
feet (including the ground wire from each lamp to the spar). Worst case
(alternator out with a 12V battery), each lamp will draw 6.25A so
initially you'd think 20 AWG wire would suffice (7A max) but since we
want to keep the voltage drop below 0.5V we need to use 16 AWG wire (15
foot resistance of .06 ohms times 6.25A is .38V which is less than 0.50V
drop). Since my 16 AWG wire can handle 12.5A, I could safely use a 10A
fuse for each light and not worry about the wire burning up or a
premature trip when first turning on the lights. Alternatively, I could
use 14 AWG wire (15A max) and a single 15A fuse for both lights. The
switch should be either a 2-2 (16AWG scenario) or a 1-2 (14AWG scenario)
rated for 15A.
Whew! Have I got all that correct? As B&J once said: "Thanks for
Your Support!"
Lincoln Keill
Sacramento, CA
RV-7A
P.S. Can anyone recommend one supplier to get all the goodies for a
Z-11 system (wire, switches, fuse blocks, starter & battery contactors,
fuse links, shunts, silicon diode array, ground bus blocks,crowbar
overvoltage protection, low voltage module, etc. etc.)?
Message 18
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LK,
You could probably source all that stuff at http://www.bandc.biz/ Click on
the yellow link "products".
I'm looking at the wiring chart sample that comes with my preview plans. It
indicates 14 awg would be the size to go with. This will also allow you to
fit 100watt bulbs in the future. Separately fused at 10 amps.
Just my .02 cents worth. I'm sure the experts will chime in, in the
morning.
Bevan
Rv7A wiring
_____
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Lincoln
Keill
Sent: Thursday, January 03, 2008 10:18 PM
Subject: AeroElectric-List: sizing wire
I'm almost through "The Aero-Electric Connection" and haven't been able to
find the "Six-Step Guide to Sizing Wire" so could someone back me up on my
methodology before I go off and size every wire of my wiring diagram
incorrectly?
As an example: I will have a 75W landing light in each wingtip controlled
with one switch with a wire run length for each light of 15 feet (including
the ground wire from each lamp to the spar). Worst case (alternator out
with a 12V battery), each lamp will draw 6.25A so initially you'd think 20
AWG wire would suffice (7A max) but since we want to keep the voltage drop
below 0.5V we need to use 16 AWG wire (15 foot resistance of .06 ohms times
6.25A is .38V which is less than 0.50V drop). Since my 16 AWG wire can
handle 12.5A, I could safely use a 10A fuse for each light and not worry
about the wire burning up or a premature trip when first turning on the
lights. Alternatively, I could use 14 AWG wire (15A max) and a single 15A
fuse for both lights. The switch should be either a 2-2 (16AWG scenario) or
a 1-2 (14AWG scenario) rated for 15A.
Whew! Have I got all that correct? As B&J once said: "Thanks for Your
Support!"
Lincoln Keill
Sacramento, CA
RV-7A
P.S. Can anyone recommend one supplier to get all the goodies for a Z-11
system (wire, switches, fuse blocks, starter & battery contactors, fuse
links, shunts, silicon diode array, ground bus blocks,crowbar overvoltage
protection, low voltage module, etc. etc.)?
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Subject: | switch rating question |
If a given double pole switch is rated at 15 amps, is that to mean total,
7.5 amps per pole, 15 amps one pole zero for the other, 15 amps each pole
2X15=30? I'm thinking about a double pole switch for two 100 watt landing
lights (one per wing tip). Can I use one switch, 2 poles 2 fuses?
Bevan
RV7A wiring
_____
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Lincoln
Keill
Sent: Thursday, January 03, 2008 10:18 PM
Subject: AeroElectric-List: sizing wire
I'm almost through "The Aero-Electric Connection" and haven't been able to
find the "Six-Step Guide to Sizing Wire" so could someone back me up on my
methodology before I go off and size every wire of my wiring diagram
incorrectly?
As an example: I will have a 75W landing light in each wingtip controlled
with one switch with a wire run length for each light of 15 feet (including
the ground wire from each lamp to the spar). Worst case (alternator out
with a 12V battery), each lamp will draw 6.25A so initially you'd think 20
AWG wire would suffice (7A max) but since we want to keep the voltage drop
below 0.5V we need to use 16 AWG wire (15 foot resistance of .06 ohms times
6.25A is .38V which is less than 0.50V drop). Since my 16 AWG wire can
handle 12.5A, I could safely use a 10A fuse for each light and not worry
about the wire burning up or a premature trip when first turning on the
lights. Alternatively, I could use 14 AWG wire (15A max) and a single 15A
fuse for both lights. The switch should be either a 2-2 (16AWG scenario) or
a 1-2 (14AWG scenario) rated for 15A.
Whew! Have I got all that correct? As B&J once said: "Thanks for Your
Support!"
Lincoln Keill
Sacramento, CA
RV-7A
P.S. Can anyone recommend one supplier to get all the goodies for a Z-11
system (wire, switches, fuse blocks, starter & battery contactors, fuse
links, shunts, silicon diode array, ground bus blocks,crowbar overvoltage
protection, low voltage module, etc. etc.)?
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