Today's Message Index:
----------------------
1. 09:06 AM - Schematic Review (Scott Freeman)
2. 10:35 AM - Re: Schematic Review (Terry McMillan)
3. 04:05 PM - Getting Off Topic, Was: Schematic Review (BobsV35B@aol.com)
4. 04:30 PM - Re: Getting Off Topic, Was: Schematic Review (bob noffs)
5. 04:40 PM - Re: Getting Off Topic, Was: Schematic Review (BobsV35B@aol.com)
6. 07:37 PM - Re: Getting Off Topic, Was: Schematic Review (Scott Freeman)
7. 08:38 PM - Re: Getting Off Topic, Was: Schematic Review (S. Ramirez)
Message 1
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Subject: | Schematic Review |
I am building an RV-7A. The panel will be all electric and set-up for
light IFR. I have completed my schematic and would like some input
since I am new at this electrical stuff.
The basic configuration is a single alternator/two battery system. The
primary and aux battery are the same size (17 amp-hr) and can both be
used for starting. There is a main and essential (avionics) buss that
can be isolated on either battery.
I envision the modes to be:
1) Normal operation: Start with primary batt, run system off alternator
and primary batt, only turn aux batt on long enough to "top off" its
charge and then isolate it back off.
2) Alternator failure and/or main batt failure: Power the avionics buss
with the isolated aux battery for emergency power until able to land.
This will be up to 2 hours for the avionics. Note: If there is remaining
power in the Primary Batt- I would be able to get some time with it
also.
3) Ground Start- If the Primary Batt is drained during a hard start
situation, the option to switch to the aux battery for start is there.
Since these are smaller dry cells, I like this option.
4) Plan is to rotate the aux battery to the Main Battery every other
year or as necessary and replace the aux battery with a fresh one. This
will provide preventative maintenance for the batteries.
Thanks for any input you can provide to make sure the schematic doesn't
have errors.
Scott Freeman
Message 2
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Subject: | Schematic Review |
Scott, a couple of things I noticed; you have 2 unprotected unswitched
circuits directly connected to the Aux battery, namely the Aux Battery Bus
and the Aux Battery Switch. These both pass thru the firewall to the
cockpit, and if a fault to ground occured they could not be turned off. My
suggestion would be an in-line fuse for the Aux Bat Bus, and move the feed
to terminal 2 of the Aux Bat Master Switch to the other side of the Aux Bat
Relay. As shown turning on the Aux Bat Switch will energize both the Main
and Avionics buses, so presumably you would manually turn off the loads on
the main bus. To me it would make more sense to wire the fuse-protected lead
from the Aux Battery direct to the Aux Bat Avionics Master, this way it
would be an emergency-only switch, and the Aux Batt Master switch would just
be used to parallel the batteries for starting or to charge the Aux battery.
Personally I see it as a bad idea to mix emergency control functions with
routine functions on the same switch. FWIW, a good suggestion I've seen is
to put the DC power receptacle on the alway-hot bus. One advantage of this
is that you can recharge the battery on the ground without opening the
cowling.
Terry McMillan
RV7 FADEC dual electrical
>From: "Scott Freeman" <sgfreeman@smyth.net>
>To: <aeroelectric-list@matronics.com>
>Subject: AeroElectric-List: Schematic Review
>Date: Sat, 17 May 2008 12:00:56 -0400
>
>I am building an RV-7A. The panel will be all electric and set-up for
>light IFR. I have completed my schematic and would like some input since I
>am new at this electrical stuff.
>
>The basic configuration is a single alternator/two battery system. The
>primary and aux battery are the same size (17 amp-hr) and can both be used
>for starting. There is a main and essential (avionics) buss that can be
>isolated on either battery.
>
>I envision the modes to be:
>1) Normal operation: Start with primary batt, run system off alternator and
>primary batt, only turn aux batt on long enough to "top off" its charge and
>then isolate it back off.
>
>2) Alternator failure and/or main batt failure: Power the avionics buss
>with the isolated aux battery for emergency power until able to land. This
>will be up to 2 hours for the avionics. Note: If there is remaining power
>in the Primary Batt- I would be able to get some time with it also.
>
>3) Ground Start- If the Primary Batt is drained during a hard start
>situation, the option to switch to the aux battery for start is there.
>Since these are smaller dry cells, I like this option.
>
>4) Plan is to rotate the aux battery to the Main Battery every other year
>or as necessary and replace the aux battery with a fresh one. This will
>provide preventative maintenance for the batteries.
>
>Thanks for any input you can provide to make sure the schematic doesn't
>have errors.
>
>Scott Freeman
><< N246SFElectricalSystemDesignRev2-forReview.xls >>
Message 3
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Subject: | Schematic Review |
Good Afternoon Scott,
I keep seeing reference to Light IFR and an occasional reference to heavy
IFR.
Would you mind telling me what you consider to be light IFR?
If you were on top of coastal fog with a two hundred foot ceiling below,
would a full ILS to a fully approach lit runway be light or heavy IFR?
Or, if you are enroute, constantly in cloud, but with ceilings along your
route and at destination well above one thousand and three, would that be
light IFR?
I have a hard time discerning just what is meant by light IFR.
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
628 West 86th Street
Downers Grove, IL 60516
630 985-8502
Stearman N3977A
Brookeridge Air Park LL22
Do Not Archive
In a message dated 5/17/2008 11:08:54 A.M. Central Daylight Time,
sgfreeman@smyth.net writes:
I am building an RV-7A. The panel will be all electric and set-up for light
IFR.
**************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
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Subject: | Re: Schematic Review |
hi bob,
light ifr is if i am right seat with a very competent and proficient
ifr pilot. hard ifr is if i am solo!
bob noffs
----- Original Message -----
From: BobsV35B@aol.com
To: aeroelectric-list@matronics.com
Sent: Saturday, May 17, 2008 6:00 PM
Subject: Getting Off Topic, Was: AeroElectric-List: Schematic Review
Good Afternoon Scott,
I keep seeing reference to Light IFR and an occasional reference to
heavy IFR.
Would you mind telling me what you consider to be light IFR?
If you were on top of coastal fog with a two hundred foot ceiling
below, would a full ILS to a fully approach lit runway be light or heavy
IFR?
Or, if you are enroute, constantly in cloud, but with ceilings along
your route and at destination well above one thousand and three, would
that be light IFR?
I have a hard time discerning just what is meant by light IFR.
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
628 West 86th Street
Downers Grove, IL 60516
630 985-8502
Stearman N3977A
Brookeridge Air Park LL22
Do Not Archive
In a message dated 5/17/2008 11:08:54 A.M. Central Daylight Time,
sgfreeman@smyth.net writes:
I am building an RV-7A. The panel will be all electric and set-up
for light IFR.
-------------------------------------------------------------------------
-----
Wondering what's for Dinner Tonight? Get new twists on family
favorites at AOL Food.
Message 5
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Subject: | Re: Schematic Review |
I Like It! l Like It!! <G>
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
628 West 86th Street
Downers Grove, IL 60516
630 985-8502
Stearman N3977A
Brookeridge Air Park LL22
In a message dated 5/17/2008 6:32:48 P.M. Central Daylight Time,
icubob@newnorth.net writes:
hi bob,
light ifr is if i am right seat with a very competent and proficient ifr
pilot. hard ifr is if i am solo!
bob noffs
**************Wondering what's for Dinner Tonight? Get new twists on family
favorites at AOL Food.
(http://food.aol.com/dinner-tonight?NCID=aolfod00030000000001)
Message 6
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Subject: | Re: Schematic Review |
Bob,
Sorry for the "light IFR" nomenclature. I knew after I sent it that it
would probably raise some eyebrows. To me it means it means I have some
personal limits that I want to stay within for single pilot IFR.
Rule 1: Never fly on purpose into sustained IMC conditions
Rule 2: Use IFR as a means to get on top only if the layer is less than
2000 ft thick. If it is more than 2000' thick, stay home.
Rule 3: When ever possible, use IFR flight plans to work on flying
skills and to have constant contact with ATC
Rule 4: Use IFR to get down through a layer for an approach to an
airport with ceilings at least 300 ft. above minimums. If ceilings are
less than 300 above, try to find another airport that meets that
criteria even if you miss getting home when you wanted.
Rule 5: Never, Never, Never fly when the slightest possibility of icing
conditions or sustained IMC conditions are forecast for any part of your
route
Rule 6: Practice VFR navigation, including pilotage and dead reckoning
on a regular basis to keep well rounded
Rule 7: Plan on sleeping on some airport couches once in a while
Rule 8: Since we are human and things don't always go as we expect,
practice, practice, and practice so if unfortunate and unforseen
circumstances lead to one of the rules being violated, you can survive
and come home to your family in one piece
To me it boils down to the old saying: It is better to be on the ground
wishing you were in the air than in the air wishing your were on the
ground.
Scott
----- Original Message -----
From: BobsV35B@aol.com
To: aeroelectric-list@matronics.com
Sent: Saturday, May 17, 2008 7:00 PM
Subject: Getting Off Topic, Was: AeroElectric-List: Schematic Review
Good Afternoon Scott,
I keep seeing reference to Light IFR and an occasional reference to
heavy IFR.
Would you mind telling me what you consider to be light IFR?
If you were on top of coastal fog with a two hundred foot ceiling
below, would a full ILS to a fully approach lit runway be light or heavy
IFR?
Or, if you are enroute, constantly in cloud, but with ceilings along
your route and at destination well above one thousand and three, would
that be light IFR?
I have a hard time discerning just what is meant by light IFR.
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
628 West 86th Street
Downers Grove, IL 60516
630 985-8502
Stearman N3977A
Brookeridge Air Park LL22
Do Not Archive
In a message dated 5/17/2008 11:08:54 A.M. Central Daylight Time,
sgfreeman@smyth.net writes:
I am building an RV-7A. The panel will be all electric and set-up
for light IFR.
-------------------------------------------------------------------------
-----
Wondering what's for Dinner Tonight? Get new twists on family
favorites at AOL Food.
Message 7
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Subject: | Schematic Review |
Scott, your version of "light IFR" sounds like non-commercial flying to me.
I think it's wise for us guys that don't fly in IMC too much to want to fly
only in light IMC. Those are good rules, and the goods don't have to be
there by a certain time.
Simon
Copyright C 2008
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Scott
Freeman
Sent: Saturday, May 17, 2008 10:33 PM
Subject: Re: Getting Off Topic, Was: AeroElectric-List: Schematic Review
Bob,
Sorry for the "light IFR" nomenclature. I knew after I sent it that it
would probably raise some eyebrows. To me it means it means I have some
personal limits that I want to stay within for single pilot IFR.
Rule 1: Never fly on purpose into sustained IMC conditions
Rule 2: Use IFR as a means to get on top only if the layer is less than 2000
ft thick. If it is more than 2000' thick, stay home.
Rule 3: When ever possible, use IFR flight plans to work on flying skills
and to have constant contact with ATC
Rule 4: Use IFR to get down through a layer for an approach to an airport
with ceilings at least 300 ft. above minimums. If ceilings are less than
300 above, try to find another airport that meets that criteria even if you
miss getting home when you wanted.
Rule 5: Never, Never, Never fly when the slightest possibility of icing
conditions or sustained IMC conditions are forecast for any part of your
route
Rule 6: Practice VFR navigation, including pilotage and dead reckoning on a
regular basis to keep well rounded
Rule 7: Plan on sleeping on some airport couches once in a while
Rule 8: Since we are human and things don't always go as we expect,
practice, practice, and practice so if unfortunate and unforseen
circumstances lead to one of the rules being violated, you can survive and
come home to your family in one piece
To me it boils down to the old saying: It is better to be on the ground
wishing you were in the air than in the air wishing your were on the ground.
Scott
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