AeroElectric-List Digest Archive

Sun 02/22/09


Total Messages Posted: 5



Today's Message Index:
----------------------
 
     1. 07:43 AM - Re: Plane Power R1224 to regulate B&C SD-20? (rckol)
     2. 10:25 AM - BMA EFIS/One for Sale on E-Bay (Tom Hutchison)
     3. 12:20 PM - Re: Re: Plane Power R1224 to regulate B&C SD-20? (Robert L. Nuckolls, III)
     4. 06:22 PM - Re: Re: Z-14 with dual Lightspeed III and SD-8 (RV Builder (Michael Sausen))
     5. 06:37 PM - Re: Re: Z-14 with dual Lightspeed III and SD-8 (Robert L. Nuckolls, III)
 
 
 


Message 1


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    Time: 07:43:32 AM PST US
    Subject: Re: Plane Power R1224 to regulate B&C SD-20?
    From: "rckol" <rckol@kaehlers.com>
    Thanks, Upon closer inspection, the PlanePower regulator does not provide overcurent warning on its status lamp, like the B&C would if set up for it. But I suppose the same information could be determined by monitoring the alternator output current from a shunt. -------- rck Read this topic online here: http://forums.matronics.com/viewtopic.php?p=231492#231492


    Message 2


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    Time: 10:25:27 AM PST US
    From: Tom Hutchison <tom.hutchison@pilot-rock.net>
    Subject: BMA EFIS/One for Sale on E-Bay
    I am very reluctantly selling my Blue Mountain Avionics EFIS/One with AutoPilot I purchased in 2003 for my Express 2000 project. This project has run out of time and money so I need to part with this awesome piece of avionics gear. It is currently listed on e-bay at: *http://tinyurl.com/de7fqh . *I have set the reserve price WAY LESS than half my investment. Someone will pick up a real steal. Good luck.


    Message 3


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    Time: 12:20:11 PM PST US
    From: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
    Subject: Re: Plane Power R1224 to regulate B&C SD-20?
    At 09:40 AM 2/22/2009, you wrote: > >Thanks, > >Upon closer inspection, the PlanePower regulator does not provide >overcurent warning on its status lamp, like the B&C would if set up >for it. But I suppose the same information could be determined by >monitoring the alternator output current from a shunt. Yes. That's what loadmeters do for you. We offer a small package suited to the SD-8 or any other size alternator. The shunts are custom calibrated to your alternator. http://www.aeroelectric.com/Catalog/AEC/9007/ https://matronics.com/aeroelectric/Catalog/AECcatalog.html The B&D SB-1 has a hall-effect loadmeter circuit built in . . . but instead of displaying as a value on the panel, it drives a "alternator overload" light if the current goes above 20A. Bob . . . ----------------------------------------) ( . . . a long habit of not thinking ) ( a thing wrong, gives it a superficial ) ( appearance of being right . . . ) ( ) ( -Thomas Paine 1776- ) ----------------------------------------


    Message 4


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    Time: 06:22:21 PM PST US
    From: "RV Builder (Michael Sausen)" <rvbuilder@sausen.net>
    Subject: Re: Z-14 with dual Lightspeed III and SD-8
    So I finally got around to looking at the wiring diagrams for the LSE units. Been a while and something hasn't been sitting right. Looking at the diagram I'm a bit confused why you would need a pullable breaker to reset the system in an OV or any other condition. There is only one power input to the unit so cycling the power switch should accomplish the exact same thing. Am I missing something or did this become a big deal for no real reason. http://www.lightspeedengineering.com/Images/PlasmaINPUT.pdf Michael -----Original Message----- From: Michael Sausen On Behalf Of RV Builder (Michael Sausen) Sent: Tuesday, February 03, 2009 7:49 PM Subject: RE: AeroElectric-List: Re: Z-14 with dual Lightspeed III and SD-8 Hmm, not a big fan of replacing one failure mode with another. I see a relay as being a bit of a step back and probably more likely to fail than to see an OV event. Maybe something as simple as using a 15amp breaker instead of a fuse would be less complex and eliminate the problem of a fuse blowing faster than a breaker, albeit more expensive. Michael -----Original Message----- From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Robert L. Nuckolls, III Sent: Tuesday, February 03, 2009 5:16 PM Subject: RE: AeroElectric-List: Re: Z-14 with dual Lightspeed III and SD-8 t 03:41 PM 2/3/2009, you wrote: >Sausen)" <rvbuilder@sausen.net> > > Like I said, slightly larger fuse. :) Normal operation lists an > LSEIII at 7.5AMP requirement with a 10Amp fuse. My reasoning is > that doubling the initial fuse would allow the breaker to go first > under normal circumstances. I do agree that a slo-blo type fuse > would probably decrease the likeliness of the fuse blowing first. The fuse would need to be a LOT bigger. Crow-baring a 5A breaker would open a 20-30A up-stream fuse. This is because the I(square)*R time constant for opening a breaker is MUCH larger than for fuses of the same size. You can easily do this experiment for your self. Go out to your car's battery and hook an in-line fuse holder in series with a 5A breaker. Put about 5 feet of 20AWG wire in the loop too to limit max current. Connect this combination across your car battery and see how large the fuse has to be to stay closed while the breaker trips. This is why we have fusible links upstream of crowbar ov protection breakers in all the Z-figures. > I would just assume deal with this back at the batteries but it's > not practical to have the CB's back there with no easy way to reset > when I'm flying alone troubleshooting an overly quiet engine. I > could feed one LSE from the main bus and the second directly from a > battery which would probably cover most circumstances. The big band-aid is to install a separate high current relay to the battery through a LARGE in line fuse . . . probably 30A. Run 14AWG wire from the relay up to the panel mounted 5A breaker. Continue on with what-ever wire is called out to continue on to the ignition system. Now you need switches to control right and left ignition system relays at the battery. See: http://aeroelectric.com/Pictures/Schematics/Battery_Feed_for_Ignition.pdf This approach could be blessed in a TC aircraft as providing circuit protection commensurate with wire sizes AND making the system max-cold when the switches are OFF. Bob . . . ----------------------------------------) ( . . . a long habit of not thinking ) ( a thing wrong, gives it a superficial ) ( appearance of being right . . . ) ( ) ( -Thomas Paine 1776- ) ----------------------------------------


    Message 5


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    Time: 06:37:10 PM PST US
    From: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
    Subject: Re: Z-14 with dual Lightspeed III and SD-8
    At 08:18 PM 2/22/2009, you wrote: >Sausen)" <rvbuilder@sausen.net> > > So I finally got around to looking at the wiring diagrams for the > LSE units. Been a while and something hasn't been sitting > right. Looking at the diagram I'm a bit confused why you would > need a pullable breaker to reset the system in an OV or any other > condition. There is only one power input to the unit so cycling > the power switch should accomplish the exact same thing. Am I > missing something or did this become a big deal for no real reason. > >http://www.lightspeedengineering.com/Images/PlasmaINPUT.pdf > >Michael Someone suggested that the LSE system had some form of crowbar ov protection built in . . . i.e. it was EXPECTED to open its own breaker in case of an OV event. If you had fuses . . . particularly remotely mounted fuses, this would be difficult if not impossible. Bob . . . ----------------------------------------) ( . . . a long habit of not thinking ) ( a thing wrong, gives it a superficial ) ( appearance of being right . . . ) ( ) ( -Thomas Paine 1776- ) ----------------------------------------




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