Today's Message Index:
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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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Subject: | Re: Plane Power R1224 to regulate B&C SD-20? |
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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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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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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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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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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