Today's Message Index:
----------------------
1. 06:41 AM - Re: Artex ME406 (Robert L. Nuckolls, III)
2. 07:05 AM - Re: Artex ME406 (Bill Denton)
3. 07:20 AM - Cessna erector set flap switch, why? (CardinalNSB@aol.com)
4. 07:22 AM - Re: Artex ME406 (earl_schroeder@juno.com)
5. 10:51 AM - Re: Cessna erector set flap switch, why? (Robert L. Nuckolls, III)
6. 11:36 AM - Re: oil pressure warn logic (Joe)
7. 11:53 AM - Re: Re: oil pressure warn logic (Ron Shannon)
8. 12:05 PM - Re: Re: oil pressure warn logic (Matt Prather)
9. 12:28 PM - Re: Z-19 Item Clarification (Scott R. Shook)
10. 01:26 PM - Re: Z-19 Item Clarification (Rob Housman)
11. 02:37 PM - Re: Z-19 Item Clarification (Scott R. Shook)
12. 03:54 PM - Re: Z-19 Item Clarification (Rob Housman)
13. 04:04 PM - Re: AW: New HOBBS Idea (rampil)
14. 04:11 PM - Re: Z-19 Item Clarification (RALPH HOOVER)
15. 04:28 PM - Re: Z-19 Item Clarification (RALPH HOOVER)
16. 06:24 PM - Re: Z-19 Item Clarification (Robert L. Nuckolls, III)
17. 07:04 PM - Re: Fw: Torque Values (Robert L. Nuckolls, III)
18. 08:25 PM - PMA-6000 intercom 28V install (Ben Westfall)
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 |
|
At 09:09 PM 5/6/2008 -0400, you wrote:
><bbradburry@bellsouth.net>
>
>Thanks, Bob.
>I will have to look around in there a little. They have a $20 min order and
>my fuse and holder is only about $1.35.
>
>Bill B
Okay. Consider the fuse offerings at Radio Shack. That "1/4A
Slo-Blo" citation is somewhat arcane. It has the look and
smell of some attempt to protect internals of a product
for the consequences of failure of internal components.
It's poor etiquette to push such a task off on the
installer/owner of a product.
I cannot imagine the physics that makes a 1/4A-SB fuse
so attractive. I'd be willing to bet that a perfectly
ordinary 1A device would do just as well and be MUCH
easier to find.
If it were my installation, I'd go with a 1A standard
fast blow and see if I get any nuisance tripping. Radio
Shack can fix you up with fuses at attractive over-the-
counter prices.
Bob . . .
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 |
|
JFTR: The only thing powered through this fuse is an LED.
Thanks!
Bill Denton
bdenton@bdenton.com
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Robert L.
Nuckolls, III
Sent: Wednesday, May 07, 2008 8:38 AM
Subject: RE: AeroElectric-List: Artex ME406
<nuckolls.bob@cox.net>
At 09:09 PM 5/6/2008 -0400, you wrote:
><bbradburry@bellsouth.net>
>
>Thanks, Bob.
>I will have to look around in there a little. They have a $20 min order
and
>my fuse and holder is only about $1.35.
>
>Bill B
Okay. Consider the fuse offerings at Radio Shack. That "1/4A
Slo-Blo" citation is somewhat arcane. It has the look and
smell of some attempt to protect internals of a product
for the consequences of failure of internal components.
It's poor etiquette to push such a task off on the
installer/owner of a product.
I cannot imagine the physics that makes a 1/4A-SB fuse
so attractive. I'd be willing to bet that a perfectly
ordinary 1A device would do just as well and be MUCH
easier to find.
If it were my installation, I'd go with a 1A standard
fast blow and see if I get any nuisance tripping. Radio
Shack can fix you up with fuses at attractive over-the-
counter prices.
Bob . . .
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: | Cessna erector set flap switch, why? |
My Cessna flap switch looks like my 4th grade erector set science project,
open contacts, bakelite or something, huge, scary, lots of cross wires.
Not considering the FAA issues, would a 20 amp Eaton mom off mom be a good
choice as far as electrical/physical qualities? I see other Cessnas used the
mom switches. Is my 177 flap motor (probablly the same as 172?) something
special in its design that the "open erector set architecture" is necessary?
Thank you all, Skip
**************Wondering what's for Dinner Tonight? Get new twists on family
favorites at AOL Food.
(http://food.aol.com/dinner-tonight?NCID=aolfod00030000000001)
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 |
|
-- "Robert L. Nuckolls, III" <nuckolls.bob@cox.net> wrote:
I cannot imagine the physics that makes a 1/4A-SB fuse
so attractive. I'd be willing to bet that a perfectly
ordinary 1A device would do just as well and be MUCH
easier to find.
Hi Bob,
When working for GE Plastics, we used 1/4A SB fuses in all the 24VDC process control
loops [4-20ma]. Perhaps the primary reason was to negate the trip up or
down multiple floors to the control room to replace a fuse we inadvertently blew
when the screwdriver slipped a bit.
The original design was for regular fuses but they were quickly replaced to save
steps and time... the loop wiring was 18ga twisted Beldon always run in metal
conduit. In the 30+ years of employment, I never saw a fault in the wiring
that actually required a fuse. A few defective amplifiers did pop the fuse however
[used in flow, level, pressure & temp control].
Earl
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Cessna erector set flap switch, why? |
At 10:16 AM 5/7/2008 -0400, you wrote:
>My Cessna flap switch looks like my 4th grade erector set science project,
>open contacts, bakelite or something, huge, scary, lots of cross wires.
>
>Not considering the FAA issues, would a 20 amp Eaton mom off mom be a good
>choice as far as electrical/physical qualities? I see other Cessnas used
>the mom switches. Is my 177 flap motor (probablly the same as 172?)
>something special in its design that the "open erector set architecture"
>is necessary?
>
>Thank you all, Skip
Yeah, I vaguely remember that thing. I think at the time
the flap control system of choice used a pair of microswitches
mounted on the flap handle . . . the switches were actuated
by a cam attached to the flap extension mechanism by a
Bowden control cable. A pretty simple, on/off servo system
that was easy to build and maintain.
I don't recall now how the switch was used on the 177.
Do you have a flap system schematic from the maintenance
manual that you could share with us?
Bob . . .
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: oil pressure warn logic |
Ron,
Looking at the schematic that Bob K provided on Z-26, there are no
unused contacts on the key switch. Connecting to the left or right mag
wires is a bad idea because doing so might disable the magneto. Here is
a suggestion: Tape a piece of reflective tape to the key. Aim an
optical IR beam at the key so that the beam will reflect to a receiver
when the key is in the off position. When the reflected beam is
received, the low oil pressure warning light will be disabled. It
sounds complicated but I am sure that there are off the shelf parts
available to easily accomplish this. Perhaps someone knowledgeable in
solid state circuitry can help you.
Joe
Message 7
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: oil pressure warn logic |
ROTFL ! I knew sooner or later somebody would come through with an elegant,
failsafe solution!
Ron
On Wed, May 7, 2008 at 11:32 AM, Joe <fran5sew@banyanol.com> wrote:
> Ron,
>
> Looking at the schematic that Bob K provided on Z-26, there are no unused
> contacts on the key switch. Connecting to the left or right mag wires is a
> bad idea because doing so might disable the magneto. Here is a suggestion:
> Tape a piece of reflective tape to the key. Aim an optical IR beam at the
> key so that the beam will reflect to a receiver when the key is in the off
> position. When the reflected beam is received, the low oil pressure warning
> light will be disabled. It sounds complicated but I am sure that there are
> off the shelf parts available to easily accomplish this. Perhaps someone
> knowledgeable in solid state circuitry can help you.
> Joe
>
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: oil pressure warn logic |
I little Rube Goldberg-ian, but I like it.. :)
A crude optical encoder..
Matt-
> Ron,
>
> Looking at the schematic that Bob K provided on Z-26, there are no unused
> contacts on the key switch. Connecting to the left or right mag wires is
> a bad idea because doing so might disable the magneto. Here is a
> suggestion: Tape a piece of reflective tape to the key. Aim an optical IR
> beam at the key so that the beam will reflect to a receiver when the key
> is in the off position. When the reflected beam is received, the low oil
> pressure warning light will be disabled. It sounds complicated but I am
> sure that there are off the shelf parts available to easily accomplish
> this. Perhaps someone knowledgeable in solid state circuitry can help
> you.
> Joe
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: | Z-19 Item Clarification |
I have attached my electrical diagram. It was made with TurboCad Pro 14 and
it's a .DWG. There was some issues getting some people to read it before,
if anyone knows of a better, more universal format, let me know.
Suggestions and critiques are welcome. It's only about 97% complete and the
notes section is not incorporated yet.
Notes:
I have Bob's crowbar OV module incorporated into my electrical diagram to
counter a runaway alternator.
I did the 200ANL's for same reasons Gary from Eggenfellner pointed out in
the Installation Manual. If you ever have a short along those fat wires,
those ANL's will blow before big sparks start flying and fires start. If I
recall correctly, Brian DeFord (here at CHD) lost his beautiful Cozy MK-IV
to a chaffed fat wire coming from the battery. No detonating battery - just
a chafed wire heated up and by the time he smelled the smoke (he was
standing outside the plane) the fire was started and it burned his plane to
the ground.
As far as using the $40 4P3T Honeywell switch...That is another item that
comes from Eggenfellner. As of March, Jan was discouraging the use of any
diode bridge rectifiers to supply the emergency power to the ECU. In fact,
I think it's now "not supported" because of an off field incident with an
inadequate diode. I have to agree with this logic. Those Honeywell
switches are pretty hard core and if you are not switching back and forth 10
times every flight (limiting your testing to 50 or 100hr intervals) that
switch will last quite a long time. Downside to this solution is that I
have an 'always hot' connection running up to that switch behind the panel.
I can live with that as long as the wire is marked as such.
My annunciator is just a bunch of Stanley LED light bars mounted to a
project board behind a reverse engraved acrylic. They are either powered on
when a switch comes on or when a ground closes (e.g. alternator failure
sense).
Everything else is pretty basic - Klixon breakers, AML-34 switches, OV
Crowbar, low voltage warning. There are really only 2 power busses, main bus
and avionics bus. The essential power for engine is through the
aforementioned switch and comes either directly from the battery or the main
bus - then to the switch - then to the breakers - then to the component.
There is no voltage indication if have switched electrical feeds for the
engine. My primary reason, if I have thrown that 4P3T switch - it means my
alternator has failed 20 minutes ago and I have already drained my primary
battery. I should have already found a suitable landing location.
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
longg@pjm.com
Sent: Tuesday, 06 May, 2008 09:10
Subject: RE: AeroElectric-List: Z-19 Item Clarification
Scott,
I did some review again yesterday and I believe you are on the
right track. The two can compliment each other. Bob goes further in
supporting additional equipment. I am basing my setup on Bob's model,
but will use the starter, alternator bypass from Jan's drawing. I will
not use the big 200A anl's between the battery. As Bob would point out
the disconnect needs to come from the crowbar OV, not the battery. If
Jan's model protects the battery but not the system you haven't gained
anything. If the alternator is about to detonate the battery, you'd
better catch it long before the ANL blows. If my system is doing
anything but 13.7 - 14.5 Bob's model will let you know about it or
respond to it. Under normal circumstances good monitoring far exceeds
the value of waiting until the battery is overloaded or worse.
When you look at what Bob has written and transpose it over Jan's model,
they really accomplish the same goal. Jan is eliminating the starter
contactor which I think has other advantages as far as wiring. Bob has
added OV protection and notification of system variances which makes for
better monitoring. Jan's model is sort of wiring for dummies. It will
definitely work, but it's not a good solution for control freaks. Also,
Jan likes that big expensive 4P3T 12 position switch which to me is just
a big $$$ single point of failure. So when you break it down you can
probably create the best of both by combining efforts.
If you like we can be your peers! Attach a copy when you get a chance.
Glenn Long
Lancair Legacy FG
N3UH
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Scott
R. Shook
Sent: Monday, May 05, 2008 4:30 PM
Subject: RE: AeroElectric-List: Z-19 Item Clarification
--> <sshook@cox.net>
For my Z19/Egg Hybrid wiring, I used all of Jan's recommendations for
supplying electrical power to the engine ECU, prop, and fuel pumps. The
Z19 part comes in with the other components in the electrical system.
It's not totally complete, but if you want a look and have TurboCad or a
DXF or DWG reader, I would be happy to send it.
Disclaimer: I am not flying, and the drawing has not been peer reviewed
yet.
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 Allen
Fulmer
Sent: Monday, 05 May, 2008 09:29
Subject: RE: AeroElectric-List: Z-19 Item Clarification
<afulmer@charter.net>
What kind of Subaru Glenn? I am trying to nail down my
Z19RB/Eggenfellner Hybrid wiring diagram.
Allen Fulmer
RV7 w/Eggenfellner E6Ti on firewall
Wiring/Avionics
Alexander City, AL 35010
>>>-----Original Message-----
>>>From: owner-aeroelectric-list-server@matronics.com
>>>[mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of
>>>longg@pjm.com
>>>Sent: Monday, May 05, 2008 8:06 AM
>>>To: aeroelectric-list@matronics.com
>>>Subject: AeroElectric-List: Z-19 Item Clarification
>>>
>>>
>>>
>>>Bob or someone who has already done this...
>>>
>>>1. The DC Power Master Off/Bat/Bat + Alt switch depicted on the
>>>diagram does print clearly in terms of the switch number. Is that a
>>>(2-10) or (2-11)?
>>>
>>>
>>>2. I have the 48 point B & C grounding block on instrument panel (G3)
>>>do I need to bother with the avionics ground bus? All of my equipment
>>>is close by and I have 48 connections there anyway, why not use G3?
>>>
>>>3. What is the B & C part number for the alternate e-bus feed relay?
>>>
>>>
>>>Thanks,
>>>Glenn,
>>>Subaru powered Lancair Legacy
>>>
>>>Do not archive
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
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 |
|
| Subject: | Z-19 Item Clarification |
SolidWorks 2007 (which can read "normal" DXF and DWG files) doesn't like
your file. Here is the error message:
"Invalid or Incomplete DXF/DWG input file. Unable to continue
import transpation."
AlphaCam V7 likewise refuses to open the file
"DWG read error:-9999"
Try saving the file in the "universal" DXF format.
Best regards,
Rob Housman
Irvine, CA
Europa XS Tri-Gear
A070
Airframe complete
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Scott R.
Shook
Sent: Wednesday, May 07, 2008 12:25 PM
Subject: RE: AeroElectric-List: Z-19 Item Clarification
I have attached my electrical diagram. It was made with TurboCad Pro 14 and
it's a .DWG. There was some issues getting some people to read it before,
if anyone knows of a better, more universal format, let me know.
Suggestions and critiques are welcome. It's only about 97% complete and the
notes section is not incorporated yet.
Notes:
I have Bob's crowbar OV module incorporated into my electrical diagram to
counter a runaway alternator.
I did the 200ANL's for same reasons Gary from Eggenfellner pointed out in
the Installation Manual. If you ever have a short along those fat wires,
those ANL's will blow before big sparks start flying and fires start. If I
recall correctly, Brian DeFord (here at CHD) lost his beautiful Cozy MK-IV
to a chaffed fat wire coming from the battery. No detonating battery - just
a chafed wire heated up and by the time he smelled the smoke (he was
standing outside the plane) the fire was started and it burned his plane to
the ground.
As far as using the $40 4P3T Honeywell switch...That is another item that
comes from Eggenfellner. As of March, Jan was discouraging the use of any
diode bridge rectifiers to supply the emergency power to the ECU. In fact,
I think it's now "not supported" because of an off field incident with an
inadequate diode. I have to agree with this logic. Those Honeywell
switches are pretty hard core and if you are not switching back and forth 10
times every flight (limiting your testing to 50 or 100hr intervals) that
switch will last quite a long time. Downside to this solution is that I
have an 'always hot' connection running up to that switch behind the panel.
I can live with that as long as the wire is marked as such.
My annunciator is just a bunch of Stanley LED light bars mounted to a
project board behind a reverse engraved acrylic. They are either powered on
when a switch comes on or when a ground closes (e.g. alternator failure
sense).
Everything else is pretty basic - Klixon breakers, AML-34 switches, OV
Crowbar, low voltage warning. There are really only 2 power busses, main bus
and avionics bus. The essential power for engine is through the
aforementioned switch and comes either directly from the battery or the main
bus - then to the switch - then to the breakers - then to the component.
There is no voltage indication if have switched electrical feeds for the
engine. My primary reason, if I have thrown that 4P3T switch - it means my
alternator has failed 20 minutes ago and I have already drained my primary
battery. I should have already found a suitable landing location.
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
longg@pjm.com
Sent: Tuesday, 06 May, 2008 09:10
Subject: RE: AeroElectric-List: Z-19 Item Clarification
Scott,
I did some review again yesterday and I believe you are on the right
track. The two can compliment each other. Bob goes further in supporting
additional equipment. I am basing my setup on Bob's model, but will use the
starter, alternator bypass from Jan's drawing. I will not use the big 200A
anl's between the battery. As Bob would point out the disconnect needs to
come from the crowbar OV, not the battery. If Jan's model protects the
battery but not the system you haven't gained anything. If the alternator is
about to detonate the battery, you'd better catch it long before the ANL
blows. If my system is doing anything but 13.7 - 14.5 Bob's model will let
you know about it or respond to it. Under normal circumstances good
monitoring far exceeds the value of waiting until the battery is overloaded
or worse.
When you look at what Bob has written and transpose it over Jan's model,
they really accomplish the same goal. Jan is eliminating the starter
contactor which I think has other advantages as far as wiring. Bob has added
OV protection and notification of system variances which makes for better
monitoring. Jan's model is sort of wiring for dummies. It will definitely
work, but it's not a good solution for control freaks. Also, Jan likes that
big expensive 4P3T 12 position switch which to me is just a big $$$ single
point of failure. So when you break it down you can probably create the best
of both by combining efforts.
If you like we can be your peers! Attach a copy when you get a chance.
Glenn Long
Lancair Legacy FG
N3UH
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Scott R.
Shook
Sent: Monday, May 05, 2008 4:30 PM
Subject: RE: AeroElectric-List: Z-19 Item Clarification
--> <sshook@cox.net>
For my Z19/Egg Hybrid wiring, I used all of Jan's recommendations for
supplying electrical power to the engine ECU, prop, and fuel pumps. The
Z19 part comes in with the other components in the electrical system.
It's not totally complete, but if you want a look and have TurboCad or a DXF
or DWG reader, I would be happy to send it.
Disclaimer: I am not flying, and the drawing has not been peer reviewed
yet.
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 Allen
Fulmer
Sent: Monday, 05 May, 2008 09:29
Subject: RE: AeroElectric-List: Z-19 Item Clarification
<afulmer@charter.net>
What kind of Subaru Glenn? I am trying to nail down my Z19RB/Eggenfellner
Hybrid wiring diagram.
Allen Fulmer
RV7 w/Eggenfellner E6Ti on firewall
Wiring/Avionics
Alexander City, AL 35010
>>>-----Original Message-----
>>>From: owner-aeroelectric-list-server@matronics.com
>>>[mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of
>>>longg@pjm.com
>>>Sent: Monday, May 05, 2008 8:06 AM
>>>To: aeroelectric-list@matronics.com
>>>Subject: AeroElectric-List: Z-19 Item Clarification
>>>
>>>
>>>
>>>Bob or someone who has already done this...
>>>
>>>1. The DC Power Master Off/Bat/Bat + Alt switch depicted on the
>>>diagram does print clearly in terms of the switch number. Is that a
>>>(2-10) or (2-11)?
>>>
>>>
>>>2. I have the 48 point B & C grounding block on instrument panel (G3)
>>>do I need to bother with the avionics ground bus? All of my equipment
>>>is close by and I have 48 connections there anyway, why not use G3?
>>>
>>>3. What is the B & C part number for the alternate e-bus feed relay?
>>>
>>>
>>>Thanks,
>>>Glenn,
>>>Subaru powered Lancair Legacy
>>>
>>>Do not archive
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
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: | Z-19 Item Clarification |
Here is the DXF file.
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 Rob
Housman
Sent: Wednesday, 07 May, 2008 13:22
Subject: RE: AeroElectric-List: Z-19 Item Clarification
SolidWorks 2007 (which can read "normal" DXF and DWG files) doesn't like
your file. Here is the error message:
"Invalid or Incomplete DXF/DWG input file. Unable to continue
import transpation."
AlphaCam V7 likewise refuses to open the file
"DWG read error:-9999"
Try saving the file in the "universal" DXF format.
Best regards,
Rob Housman
Irvine, CA
Europa XS Tri-Gear
A070
Airframe complete
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Scott R.
Shook
Sent: Wednesday, May 07, 2008 12:25 PM
Subject: RE: AeroElectric-List: Z-19 Item Clarification
I have attached my electrical diagram. It was made with TurboCad Pro 14 and
it's a .DWG. There was some issues getting some people to read it before,
if anyone knows of a better, more universal format, let me know.
Suggestions and critiques are welcome. It's only about 97% complete and the
notes section is not incorporated yet.
Notes:
I have Bob's crowbar OV module incorporated into my electrical diagram to
counter a runaway alternator.
I did the 200ANL's for same reasons Gary from Eggenfellner pointed out in
the Installation Manual. If you ever have a short along those fat wires,
those ANL's will blow before big sparks start flying and fires start. If I
recall correctly, Brian DeFord (here at CHD) lost his beautiful Cozy MK-IV
to a chaffed fat wire coming from the battery. No detonating battery - just
a chafed wire heated up and by the time he smelled the smoke (he was
standing outside the plane) the fire was started and it burned his plane to
the ground.
As far as using the $40 4P3T Honeywell switch...That is another item that
comes from Eggenfellner. As of March, Jan was discouraging the use of any
diode bridge rectifiers to supply the emergency power to the ECU. In fact,
I think it's now "not supported" because of an off field incident with an
inadequate diode. I have to agree with this logic. Those Honeywell
switches are pretty hard core and if you are not switching back and forth 10
times every flight (limiting your testing to 50 or 100hr intervals) that
switch will last quite a long time. Downside to this solution is that I
have an 'always hot' connection running up to that switch behind the panel.
I can live with that as long as the wire is marked as such.
My annunciator is just a bunch of Stanley LED light bars mounted to a
project board behind a reverse engraved acrylic. They are either powered on
when a switch comes on or when a ground closes (e.g. alternator failure
sense).
Everything else is pretty basic - Klixon breakers, AML-34 switches, OV
Crowbar, low voltage warning. There are really only 2 power busses, main bus
and avionics bus. The essential power for engine is through the
aforementioned switch and comes either directly from the battery or the main
bus - then to the switch - then to the breakers - then to the component.
There is no voltage indication if have switched electrical feeds for the
engine. My primary reason, if I have thrown that 4P3T switch - it means my
alternator has failed 20 minutes ago and I have already drained my primary
battery. I should have already found a suitable landing location.
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
longg@pjm.com
Sent: Tuesday, 06 May, 2008 09:10
Subject: RE: AeroElectric-List: Z-19 Item Clarification
Scott,
I did some review again yesterday and I believe you are on the right
track. The two can compliment each other. Bob goes further in supporting
additional equipment. I am basing my setup on Bob's model, but will use the
starter, alternator bypass from Jan's drawing. I will not use the big 200A
anl's between the battery. As Bob would point out the disconnect needs to
come from the crowbar OV, not the battery. If Jan's model protects the
battery but not the system you haven't gained anything. If the alternator is
about to detonate the battery, you'd better catch it long before the ANL
blows. If my system is doing anything but 13.7 - 14.5 Bob's model will let
you know about it or respond to it. Under normal circumstances good
monitoring far exceeds the value of waiting until the battery is overloaded
or worse.
When you look at what Bob has written and transpose it over Jan's model,
they really accomplish the same goal. Jan is eliminating the starter
contactor which I think has other advantages as far as wiring. Bob has added
OV protection and notification of system variances which makes for better
monitoring. Jan's model is sort of wiring for dummies. It will definitely
work, but it's not a good solution for control freaks. Also, Jan likes that
big expensive 4P3T 12 position switch which to me is just a big $$$ single
point of failure. So when you break it down you can probably create the best
of both by combining efforts.
If you like we can be your peers! Attach a copy when you get a chance.
Glenn Long
Lancair Legacy FG
N3UH
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Scott R.
Shook
Sent: Monday, May 05, 2008 4:30 PM
Subject: RE: AeroElectric-List: Z-19 Item Clarification
--> <sshook@cox.net>
For my Z19/Egg Hybrid wiring, I used all of Jan's recommendations for
supplying electrical power to the engine ECU, prop, and fuel pumps. The
Z19 part comes in with the other components in the electrical system.
It's not totally complete, but if you want a look and have TurboCad or a DXF
or DWG reader, I would be happy to send it.
Disclaimer: I am not flying, and the drawing has not been peer reviewed
yet.
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 Allen
Fulmer
Sent: Monday, 05 May, 2008 09:29
Subject: RE: AeroElectric-List: Z-19 Item Clarification
<afulmer@charter.net>
What kind of Subaru Glenn? I am trying to nail down my Z19RB/Eggenfellner
Hybrid wiring diagram.
Allen Fulmer
RV7 w/Eggenfellner E6Ti on firewall
Wiring/Avionics
Alexander City, AL 35010
>>>-----Original Message-----
>>>From: owner-aeroelectric-list-server@matronics.com
>>>[mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of
>>>longg@pjm.com
>>>Sent: Monday, May 05, 2008 8:06 AM
>>>To: aeroelectric-list@matronics.com
>>>Subject: AeroElectric-List: Z-19 Item Clarification
>>>
>>>
>>>
>>>Bob or someone who has already done this...
>>>
>>>1. The DC Power Master Off/Bat/Bat + Alt switch depicted on the
>>>diagram does print clearly in terms of the switch number. Is that a
>>>(2-10) or (2-11)?
>>>
>>>
>>>2. I have the 48 point B & C grounding block on instrument panel (G3)
>>>do I need to bother with the avionics ground bus? All of my equipment
>>>is close by and I have 48 connections there anyway, why not use G3?
>>>
>>>3. What is the B & C part number for the alternate e-bus feed relay?
>>>
>>>
>>>Thanks,
>>>Glenn,
>>>Subaru powered Lancair Legacy
>>>
>>>Do not archive
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
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: | Z-19 Item Clarification |
Now I get a different error message from SolidWorks 2007:
"Error: Invalid Dwg. Version
Unable to open the requested file (followed by the path)
Only drawing versions 2.5 through version 2005 are supported"
...which appears to be a problem with SolidWorks and not your file because
AlphaCam can now read the file.
Others should likewise be able to read your file with the correct software.
Best regards,
Rob Housman
Irvine, CA
Europa XS Tri-Gear
A070
Airframe complete
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Scott R.
Shook
Sent: Wednesday, May 07, 2008 2:33 PM
Subject: RE: AeroElectric-List: Z-19 Item Clarification
Here is the DXF file.
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 Rob
Housman
Sent: Wednesday, 07 May, 2008 13:22
Subject: RE: AeroElectric-List: Z-19 Item Clarification
--> <rob@hyperion-ef.com>
SolidWorks 2007 (which can read "normal" DXF and DWG files) doesn't like
your file. Here is the error message:
"Invalid or Incomplete DXF/DWG input file. Unable to continue
import transpation."
AlphaCam V7 likewise refuses to open the file
"DWG read error:-9999"
Try saving the file in the "universal" DXF format.
Best regards,
Rob Housman
Irvine, CA
Europa XS Tri-Gear
A070
Airframe complete
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Scott R.
Shook
Sent: Wednesday, May 07, 2008 12:25 PM
Subject: RE: AeroElectric-List: Z-19 Item Clarification
I have attached my electrical diagram. It was made with TurboCad Pro 14 and
it's a .DWG. There was some issues getting some people to read it before,
if anyone knows of a better, more universal format, let me know.
Suggestions and critiques are welcome. It's only about 97% complete and the
notes section is not incorporated yet.
Notes:
I have Bob's crowbar OV module incorporated into my electrical diagram to
counter a runaway alternator.
I did the 200ANL's for same reasons Gary from Eggenfellner pointed out in
the Installation Manual. If you ever have a short along those fat wires,
those ANL's will blow before big sparks start flying and fires start. If I
recall correctly, Brian DeFord (here at CHD) lost his beautiful Cozy MK-IV
to a chaffed fat wire coming from the battery. No detonating battery - just
a chafed wire heated up and by the time he smelled the smoke (he was
standing outside the plane) the fire was started and it burned his plane to
the ground.
As far as using the $40 4P3T Honeywell switch...That is another item that
comes from Eggenfellner. As of March, Jan was discouraging the use of any
diode bridge rectifiers to supply the emergency power to the ECU. In fact,
I think it's now "not supported" because of an off field incident with an
inadequate diode. I have to agree with this logic. Those Honeywell
switches are pretty hard core and if you are not switching back and forth 10
times every flight (limiting your testing to 50 or 100hr intervals) that
switch will last quite a long time. Downside to this solution is that I
have an 'always hot' connection running up to that switch behind the panel.
I can live with that as long as the wire is marked as such.
My annunciator is just a bunch of Stanley LED light bars mounted to a
project board behind a reverse engraved acrylic. They are either powered on
when a switch comes on or when a ground closes (e.g. alternator failure
sense).
Everything else is pretty basic - Klixon breakers, AML-34 switches, OV
Crowbar, low voltage warning. There are really only 2 power busses, main bus
and avionics bus. The essential power for engine is through the
aforementioned switch and comes either directly from the battery or the main
bus - then to the switch - then to the breakers - then to the component.
There is no voltage indication if have switched electrical feeds for the
engine. My primary reason, if I have thrown that 4P3T switch - it means my
alternator has failed 20 minutes ago and I have already drained my primary
battery. I should have already found a suitable landing location.
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
longg@pjm.com
Sent: Tuesday, 06 May, 2008 09:10
Subject: RE: AeroElectric-List: Z-19 Item Clarification
Scott,
I did some review again yesterday and I believe you are on the right
track. The two can compliment each other. Bob goes further in supporting
additional equipment. I am basing my setup on Bob's model, but will use the
starter, alternator bypass from Jan's drawing. I will not use the big 200A
anl's between the battery. As Bob would point out the disconnect needs to
come from the crowbar OV, not the battery. If Jan's model protects the
battery but not the system you haven't gained anything. If the alternator is
about to detonate the battery, you'd better catch it long before the ANL
blows. If my system is doing anything but 13.7 - 14.5 Bob's model will let
you know about it or respond to it. Under normal circumstances good
monitoring far exceeds the value of waiting until the battery is overloaded
or worse.
When you look at what Bob has written and transpose it over Jan's model,
they really accomplish the same goal. Jan is eliminating the starter
contactor which I think has other advantages as far as wiring. Bob has added
OV protection and notification of system variances which makes for better
monitoring. Jan's model is sort of wiring for dummies. It will definitely
work, but it's not a good solution for control freaks. Also, Jan likes that
big expensive 4P3T 12 position switch which to me is just a big $$$ single
point of failure. So when you break it down you can probably create the best
of both by combining efforts.
If you like we can be your peers! Attach a copy when you get a chance.
Glenn Long
Lancair Legacy FG
N3UH
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Scott R.
Shook
Sent: Monday, May 05, 2008 4:30 PM
Subject: RE: AeroElectric-List: Z-19 Item Clarification
--> <sshook@cox.net>
For my Z19/Egg Hybrid wiring, I used all of Jan's recommendations for
supplying electrical power to the engine ECU, prop, and fuel pumps. The
Z19 part comes in with the other components in the electrical system.
It's not totally complete, but if you want a look and have TurboCad or a DXF
or DWG reader, I would be happy to send it.
Disclaimer: I am not flying, and the drawing has not been peer reviewed
yet.
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 Allen
Fulmer
Sent: Monday, 05 May, 2008 09:29
Subject: RE: AeroElectric-List: Z-19 Item Clarification
<afulmer@charter.net>
What kind of Subaru Glenn? I am trying to nail down my Z19RB/Eggenfellner
Hybrid wiring diagram.
Allen Fulmer
RV7 w/Eggenfellner E6Ti on firewall
Wiring/Avionics
Alexander City, AL 35010
>>>-----Original Message-----
>>>From: owner-aeroelectric-list-server@matronics.com
>>>[mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of
>>>longg@pjm.com
>>>Sent: Monday, May 05, 2008 8:06 AM
>>>To: aeroelectric-list@matronics.com
>>>Subject: AeroElectric-List: Z-19 Item Clarification
>>>
>>>
>>>
>>>Bob or someone who has already done this...
>>>
>>>1. The DC Power Master Off/Bat/Bat + Alt switch depicted on the
>>>diagram does print clearly in terms of the switch number. Is that a
>>>(2-10) or (2-11)?
>>>
>>>
>>>2. I have the 48 point B & C grounding block on instrument panel (G3)
>>>do I need to bother with the avionics ground bus? All of my equipment
>>>is close by and I have 48 connections there anyway, why not use G3?
>>>
>>>3. What is the B & C part number for the alternate e-bus feed relay?
>>>
>>>
>>>Thanks,
>>>Glenn,
>>>Subaru powered Lancair Legacy
>>>
>>>Do not archive
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
Message 13
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: AW: New HOBBS Idea |
Hi LongG,
It may have been a show special price, but PSA is still worth a try at
http://www.psaenterprises.com/
I am using the little guy in car at the moment, trying to build some hours on it
;-)
--------
Ira N224XS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=181801#181801
Message 14
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Z-19 Item Clarification |
Scott,
I was unable to open it with ACAD R14 or Intellicad (Airplane PDQ)
which usually opens some newer ACAD files 2000 up. I have not tried ACAD
2008. You might try DXF or Print to a PDF if you have access to Acrobat or
another PDF writer.
Ralph & Laura Hoover
RV7A N527LR
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Scott R.
Shook
Sent: Wednesday, May 07, 2008 3:25 PM
Subject: RE: AeroElectric-List: Z-19 Item Clarification
I have attached my electrical diagram. It was made with TurboCad Pro 14 and
it's a .DWG. There was some issues getting some people to read it before,
if anyone knows of a better, more universal format, let me know.
Suggestions and critiques are welcome. It's only about 97% complete and the
notes section is not incorporated yet.
Notes:
I have Bob's crowbar OV module incorporated into my electrical diagram to
counter a runaway alternator.
I did the 200ANL's for same reasons Gary from Eggenfellner pointed out in
the Installation Manual. If you ever have a short along those fat wires,
those ANL's will blow before big sparks start flying and fires start. If I
recall correctly, Brian DeFord (here at CHD) lost his beautiful Cozy MK-IV
to a chaffed fat wire coming from the battery. No detonating battery - just
a chafed wire heated up and by the time he smelled the smoke (he was
standing outside the plane) the fire was started and it burned his plane to
the ground.
As far as using the $40 4P3T Honeywell switch...That is another item that
comes from Eggenfellner. As of March, Jan was discouraging the use of any
diode bridge rectifiers to supply the emergency power to the ECU. In fact,
I think it's now "not supported" because of an off field incident with an
inadequate diode. I have to agree with this logic. Those Honeywell
switches are pretty hard core and if you are not switching back and forth 10
times every flight (limiting your testing to 50 or 100hr intervals) that
switch will last quite a long time. Downside to this solution is that I
have an 'always hot' connection running up to that switch behind the panel.
I can live with that as long as the wire is marked as such.
My annunciator is just a bunch of Stanley LED light bars mounted to a
project board behind a reverse engraved acrylic. They are either powered on
when a switch comes on or when a ground closes (e.g. alternator failure
sense).
Everything else is pretty basic - Klixon breakers, AML-34 switches, OV
Crowbar, low voltage warning. There are really only 2 power busses, main bus
and avionics bus. The essential power for engine is through the
aforementioned switch and comes either directly from the battery or the main
bus - then to the switch - then to the breakers - then to the component.
There is no voltage indication if have switched electrical feeds for the
engine. My primary reason, if I have thrown that 4P3T switch - it means my
alternator has failed 20 minutes ago and I have already drained my primary
battery. I should have already found a suitable landing location.
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
longg@pjm.com
Sent: Tuesday, 06 May, 2008 09:10
Subject: RE: AeroElectric-List: Z-19 Item Clarification
Scott,
I did some review again yesterday and I believe you are on the
right track. The two can compliment each other. Bob goes further in
supporting additional equipment. I am basing my setup on Bob's model,
but will use the starter, alternator bypass from Jan's drawing. I will
not use the big 200A anl's between the battery. As Bob would point out
the disconnect needs to come from the crowbar OV, not the battery. If
Jan's model protects the battery but not the system you haven't gained
anything. If the alternator is about to detonate the battery, you'd
better catch it long before the ANL blows. If my system is doing
anything but 13.7 - 14.5 Bob's model will let you know about it or
respond to it. Under normal circumstances good monitoring far exceeds
the value of waiting until the battery is overloaded or worse.
When you look at what Bob has written and transpose it over Jan's model,
they really accomplish the same goal. Jan is eliminating the starter
contactor which I think has other advantages as far as wiring. Bob has
added OV protection and notification of system variances which makes for
better monitoring. Jan's model is sort of wiring for dummies. It will
definitely work, but it's not a good solution for control freaks. Also,
Jan likes that big expensive 4P3T 12 position switch which to me is just
a big $$$ single point of failure. So when you break it down you can
probably create the best of both by combining efforts.
If you like we can be your peers! Attach a copy when you get a chance.
Glenn Long
Lancair Legacy FG
N3UH
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Scott
R. Shook
Sent: Monday, May 05, 2008 4:30 PM
Subject: RE: AeroElectric-List: Z-19 Item Clarification
--> <sshook@cox.net>
For my Z19/Egg Hybrid wiring, I used all of Jan's recommendations for
supplying electrical power to the engine ECU, prop, and fuel pumps. The
Z19 part comes in with the other components in the electrical system.
It's not totally complete, but if you want a look and have TurboCad or a
DXF or DWG reader, I would be happy to send it.
Disclaimer: I am not flying, and the drawing has not been peer reviewed
yet.
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 Allen
Fulmer
Sent: Monday, 05 May, 2008 09:29
Subject: RE: AeroElectric-List: Z-19 Item Clarification
<afulmer@charter.net>
What kind of Subaru Glenn? I am trying to nail down my
Z19RB/Eggenfellner Hybrid wiring diagram.
Allen Fulmer
RV7 w/Eggenfellner E6Ti on firewall
Wiring/Avionics
Alexander City, AL 35010
>>>-----Original Message-----
>>>From: owner-aeroelectric-list-server@matronics.com
>>>[mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of
>>>longg@pjm.com
>>>Sent: Monday, May 05, 2008 8:06 AM
>>>To: aeroelectric-list@matronics.com
>>>Subject: AeroElectric-List: Z-19 Item Clarification
>>>
>>>
>>>
>>>Bob or someone who has already done this...
>>>
>>>1. The DC Power Master Off/Bat/Bat + Alt switch depicted on the
>>>diagram does print clearly in terms of the switch number. Is that a
>>>(2-10) or (2-11)?
>>>
>>>
>>>2. I have the 48 point B & C grounding block on instrument panel (G3)
>>>do I need to bother with the avionics ground bus? All of my equipment
>>>is close by and I have 48 connections there anyway, why not use G3?
>>>
>>>3. What is the B & C part number for the alternate e-bus feed relay?
>>>
>>>
>>>Thanks,
>>>Glenn,
>>>Subaru powered Lancair Legacy
>>>
>>>Do not archive
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
Message 15
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Z-19 Item Clarification |
Still no joy!!
Ralph
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Scott R.
Shook
Sent: Wednesday, May 07, 2008 5:33 PM
Subject: RE: AeroElectric-List: Z-19 Item Clarification
Here is the DXF file.
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 Rob
Housman
Sent: Wednesday, 07 May, 2008 13:22
Subject: RE: AeroElectric-List: Z-19 Item Clarification
SolidWorks 2007 (which can read "normal" DXF and DWG files) doesn't like
your file. Here is the error message:
"Invalid or Incomplete DXF/DWG input file. Unable to continue
import transpation."
AlphaCam V7 likewise refuses to open the file
"DWG read error:-9999"
Try saving the file in the "universal" DXF format.
Best regards,
Rob Housman
Irvine, CA
Europa XS Tri-Gear
A070
Airframe complete
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Scott R.
Shook
Sent: Wednesday, May 07, 2008 12:25 PM
Subject: RE: AeroElectric-List: Z-19 Item Clarification
I have attached my electrical diagram. It was made with TurboCad Pro 14 and
it's a .DWG. There was some issues getting some people to read it before,
if anyone knows of a better, more universal format, let me know.
Suggestions and critiques are welcome. It's only about 97% complete and the
notes section is not incorporated yet.
Notes:
I have Bob's crowbar OV module incorporated into my electrical diagram to
counter a runaway alternator.
I did the 200ANL's for same reasons Gary from Eggenfellner pointed out in
the Installation Manual. If you ever have a short along those fat wires,
those ANL's will blow before big sparks start flying and fires start. If I
recall correctly, Brian DeFord (here at CHD) lost his beautiful Cozy MK-IV
to a chaffed fat wire coming from the battery. No detonating battery - just
a chafed wire heated up and by the time he smelled the smoke (he was
standing outside the plane) the fire was started and it burned his plane to
the ground.
As far as using the $40 4P3T Honeywell switch...That is another item that
comes from Eggenfellner. As of March, Jan was discouraging the use of any
diode bridge rectifiers to supply the emergency power to the ECU. In fact,
I think it's now "not supported" because of an off field incident with an
inadequate diode. I have to agree with this logic. Those Honeywell
switches are pretty hard core and if you are not switching back and forth 10
times every flight (limiting your testing to 50 or 100hr intervals) that
switch will last quite a long time. Downside to this solution is that I
have an 'always hot' connection running up to that switch behind the panel.
I can live with that as long as the wire is marked as such.
My annunciator is just a bunch of Stanley LED light bars mounted to a
project board behind a reverse engraved acrylic. They are either powered on
when a switch comes on or when a ground closes (e.g. alternator failure
sense).
Everything else is pretty basic - Klixon breakers, AML-34 switches, OV
Crowbar, low voltage warning. There are really only 2 power busses, main bus
and avionics bus. The essential power for engine is through the
aforementioned switch and comes either directly from the battery or the main
bus - then to the switch - then to the breakers - then to the component.
There is no voltage indication if have switched electrical feeds for the
engine. My primary reason, if I have thrown that 4P3T switch - it means my
alternator has failed 20 minutes ago and I have already drained my primary
battery. I should have already found a suitable landing location.
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
longg@pjm.com
Sent: Tuesday, 06 May, 2008 09:10
Subject: RE: AeroElectric-List: Z-19 Item Clarification
Scott,
I did some review again yesterday and I believe you are on the right
track. The two can compliment each other. Bob goes further in supporting
additional equipment. I am basing my setup on Bob's model, but will use the
starter, alternator bypass from Jan's drawing. I will not use the big 200A
anl's between the battery. As Bob would point out the disconnect needs to
come from the crowbar OV, not the battery. If Jan's model protects the
battery but not the system you haven't gained anything. If the alternator is
about to detonate the battery, you'd better catch it long before the ANL
blows. If my system is doing anything but 13.7 - 14.5 Bob's model will let
you know about it or respond to it. Under normal circumstances good
monitoring far exceeds the value of waiting until the battery is overloaded
or worse.
When you look at what Bob has written and transpose it over Jan's model,
they really accomplish the same goal. Jan is eliminating the starter
contactor which I think has other advantages as far as wiring. Bob has added
OV protection and notification of system variances which makes for better
monitoring. Jan's model is sort of wiring for dummies. It will definitely
work, but it's not a good solution for control freaks. Also, Jan likes that
big expensive 4P3T 12 position switch which to me is just a big $$$ single
point of failure. So when you break it down you can probably create the best
of both by combining efforts.
If you like we can be your peers! Attach a copy when you get a chance.
Glenn Long
Lancair Legacy FG
N3UH
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Scott R.
Shook
Sent: Monday, May 05, 2008 4:30 PM
Subject: RE: AeroElectric-List: Z-19 Item Clarification
--> <sshook@cox.net>
For my Z19/Egg Hybrid wiring, I used all of Jan's recommendations for
supplying electrical power to the engine ECU, prop, and fuel pumps. The
Z19 part comes in with the other components in the electrical system.
It's not totally complete, but if you want a look and have TurboCad or a DXF
or DWG reader, I would be happy to send it.
Disclaimer: I am not flying, and the drawing has not been peer reviewed
yet.
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 Allen
Fulmer
Sent: Monday, 05 May, 2008 09:29
Subject: RE: AeroElectric-List: Z-19 Item Clarification
<afulmer@charter.net>
What kind of Subaru Glenn? I am trying to nail down my Z19RB/Eggenfellner
Hybrid wiring diagram.
Allen Fulmer
RV7 w/Eggenfellner E6Ti on firewall
Wiring/Avionics
Alexander City, AL 35010
>>>-----Original Message-----
>>>From: owner-aeroelectric-list-server@matronics.com
>>>[mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of
>>>longg@pjm.com
>>>Sent: Monday, May 05, 2008 8:06 AM
>>>To: aeroelectric-list@matronics.com
>>>Subject: AeroElectric-List: Z-19 Item Clarification
>>>
>>>
>>>
>>>Bob or someone who has already done this...
>>>
>>>1. The DC Power Master Off/Bat/Bat + Alt switch depicted on the
>>>diagram does print clearly in terms of the switch number. Is that a
>>>(2-10) or (2-11)?
>>>
>>>
>>>2. I have the 48 point B & C grounding block on instrument panel (G3)
>>>do I need to bother with the avionics ground bus? All of my equipment
>>>is close by and I have 48 connections there anyway, why not use G3?
>>>
>>>3. What is the B & C part number for the alternate e-bus feed relay?
>>>
>>>
>>>Thanks,
>>>Glenn,
>>>Subaru powered Lancair Legacy
>>>
>>>Do not archive
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
Message 16
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Z-19 Item Clarification |
At 12:24 PM 5/7/2008 -0700, you wrote:
>I have attached my electrical diagram. It was made with TurboCad Pro 14 and
>it's a .DWG. There was some issues getting some people to read it before,
>if anyone knows of a better, more universal format, let me know.
PDF is as close to a universal print format as you can get.
If you have Acrobat, you can print your CAD drawing to that.
If you don't have a pdf generator, goto
http://www.cutepdf.com/Products/CutePDF/writer.asp
and get CutePDF Writer. Be sure to read and follow
the installation requirements. Theres a conversion
utility you need too.
I've used these for years with excellent performance.
They're free for the downloading.
Bob. . .
Message 17
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Fw: Torque Values |
At 04:33 PM 5/6/2008 -0700, you wrote:
>"urn:schemas-microsoft-com:vml" xmlns:o =
>"urn:schemas-microsoft-com:office:office" xmlns:w =
>"urn:schemas-microsoft-com:office:word" xmlns:st1 =
>"urn:schemas-microsoft-com:office:smarttags">
>
>----- Original Message -----
>From: <mailto:hammer408@comcast.net>Henry Trzeciakowski
>To: <mailto:aeroelectric-list@matronics.com>aeroelectric-list@matronics.com
>Sent: Sunday, May 04, 2008 10:15 AM
>Subject: Re: Torque Values
>
>Bob:
>
>I just can't find any info on what the torque values are for the large and
>small terminals on the Battery Contactor and Starter Contactor.
>
>Any assistance appreciated.
I hadn't forgotten you. I've been mulling over the value
of looking up and then citing 'optimum' torque values but
ultimately decided against it.
These are not structural joints. The main goal is to achieve
gas-tight connection to terminals. I've successfully
installed these critters for years on a lot of applications
and never used a torque wrench. Never observed a failure
that was related to fastener torque.
There's a nice bolt torque calculator you can reference
at:
http://www.futek.com/boltcalc.aspx
Use "custom" material entries (20KPSI copper isn't
in the calculator's data tables). Enter 15000 psi as
the proof strength for the bolt (stud) and
20000 psi as yield strength for the receptacle
(nut). The nut thickness for 5/16-18 is about
.30" so enter that as "length" of engagement.
The program will honk at you for not having sufficient
recommended engagement and then call 30 in-lb as being
a good value. You can repeat this exercise for other
fasteners by entering appropriate data.
By the way, it's a good practice to put a counter-
torque wrench on the inside nut of this style
of contactor . . .
http://www.aeroelectric.com/Pictures/Contactors/s701-1l.jpg
and apply anti-rotation force on it as you tighten
the top nut. But don't loose a lot of sleep over them.
Snug them up "purdy good" and they'll probably be fine.
Bob . . .
----------------------------------------)
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
----------------------------------------
Message 18
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | PMA-6000 intercom 28V install |
PS Engineering's PMA-6000 intercom has the following note:
"To reduce the amount of heat dissipated in the audio selector panel, when
used in a 28
Volt aircraft, it is required that the 15-Ohm, 15-Watt dropping resistor
(p/n 701-015-1501) be in-
stalled in series with the power input."
The install manual goes on to say "failure to do so will generate
unnecessary heat inside the unit and may void PS Engineering's warranty".
Does anyone have experience installing one of these units in a 28V
environment? Is the dropping resistor really required? The only reason I
ask is the local radio shops don't seem to know much about it which makes me
wonder if they ever used them. They all say they can order one but nobody
has one in stock.
-Ben Westfall
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! --
|