Today's Message Index:
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1. 05:26 AM - New to electronics (Robert L. Nuckolls, III)
2. 08:36 AM - Re: Welding Cable source (Eric M. Jones)
3. 04:40 PM - Comm 2 volume Very low (Deems Davis)
4. 07:06 PM - EV200s on Ebay (rckol)
5. 07:40 PM - Re: Comm 2 volume Very low (Bret Smith)
Message 1
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| Subject: | New to electronics |
At 09:34 PM 5/21/2009, you wrote:
Although I have some low level electrical knowledge, I am still
wandering around in the dark. I am waiting for Vans to ship the rest
of my kit so I am taking advantage of the down time to determine my
electrical requirements and design the system. I have downloaded a
couple of spreadsheets that seem to calculate the power requirements
for many system and avionic components. So I am developing a list of
the things I want and their respective power requirements. To my questions:
1. There seems to be some discussion as to the BUS system used. For
those that have build their own, how did that workout for you. What
"gotchas" would you warn me about?
I'm aware of no potential for "gotchas". We've been flying
single engine airplanes with one battery, one generator/alternator,
and a main bus (added the avionics bus about 1965), for about
80 years. Hollywood notions of how airplanes work aside,
electrical system failures are exceedingly low order
causes for accidents. The POTENTIAL for an increase in
electrically induced accident has been rising as
engines have become more electrically dependent . . .
and instrument panels have shed their vacuum driven
flight instruments.
But this increase in risk is EASILY offset by (1)
taking advantage of the open vacuum pump drive pad
and (2) OBAM aircraft users improved understanding
of what it takes to craft and maintain a very low
risk electrical system.
2. If you could give one piece of advice, what would that be?
Don't order Vans electrical system kit.
Certainly study all the options. Download this
portion of the 'Connection.
http://aeroelectric.com/R12A/AppZ_12A3.pdf
Note that NONE of the exemplar architectures
speak to specific airplanes. There ARE variations
on a theme based on engines. So as you cruise
through the drawings, you'll find that your
choices are narrowed to Z-10/8 through Z-14.
These architectures offer some options for
crafting Plan A (everything working) and Plan-B
(something broke). The differences between
these drawings are designed to accommodate
a range of design goals, equipment compliments
and missions for your aircraft.
I can tell you now that Z-13/8 is probably
suited to 95% of the OBAM aircraft in existence.
It's a step-wise evolution of the systems
flying in a very high percentage of certified
S.E. aircraft with Z-12 coming up strong as
the TC version of Z-13/8.
For lowest cost, lightest weight, and exceedingly
high reliability, Z-13/8 is my personal choice
and it has been installed in hundreds of OBAM
aircraft with great reports of user satisfaction.
To my knowledge, the first such system to fly
was in a father and son RV-8 project built in
CT about 10 years ago. Since that time, I've
had numerous reports of no-sweat failure
events that were made so by (1) pilot understanding
of how the system works. (2) well maintained
battery. (3) Failure tolerant design where
no single failure brings down so much hardware
that continued flight becomes a sweaty-palms
affair.
While Z-14 can and has been installed in RVs,
it's a heavy, expensive over-kill. Z-14 was
crafted to address the rather rare OBAM project
that flies high, fast, and through less than
comfortable weather. Preferably with two
pilots and IFR capability from either seat
wherein there is a separate electrical system
to accommodate each system. This is what SHOULD
be flying in King Airs and Beechjets . . . but
isn't.
3. Other than determine what I feel I need for systems and their
respective power requirements, any suggests on getting started?
If you've taken the time to list all your
anticipated electro-whizzies and shuffle the
loads into various phases of flight (we call
this load analysis) then you've already accomplished
that which most builders skip over. They just
bolt on a 60A alternator and keep truck'n.
This is fine as long as Plan-A is in operation.
If the alternator clocks out early, having
a calculated Plan-B implemented by the
second engine driven power source combined with
a well maintained battery is your ticket to
comfortable termination of flight at the airport
of intended destination.
I hope to order the 12th edition of The AreoElectric Connection. I
am sure it will be very useful in answering many of my questions.
The paper version of R12 is starved for cash.
As soon as I scrape together a couple more $grand$
I'll get it off to the printer.
A big start can be achieved from the down-loadable
chapter I cited above. The second most valuable
resource is the community of aviation enthusiasts
who frequent this List. Stay on board and let
us help you with this 24/7/365 service from
lots of folks who have been there, done that.
Bob . . .
Message 2
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| Subject: | Re: Welding Cable source |
I just had an inquiry from a guy who has a racing car with 34' battery cable.
I am selling him 34' of Super-2-CCA (equivalent to about AWG 1.5 that will save
him 3 ounces per foot. Not a bad investment if you really want to win.
It is really easy to show that hauling extra pounds around in the sky is a poor
use of money. See this great little article:
aeroelectric.com/articles/economics_of_weight_reduction.html
You can get Super-2-CCA from SteinAir.com or Super-4-CCA from PerihelionDesign.com.
--------
Eric M. Jones
www.PerihelionDesign.com
113 Brentwood Drive
Southbridge, MA 01550
(508) 764-2072
emjones@charter.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=244968#244968
Message 3
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| Subject: | Comm 2 volume Very low |
My Com2 Garmin SL40 which is connected through a Garmin 340 audio panel
produces only a fraction of the volume, that the Com1 SL 30 does. I've
been through the manuals looking for a clue as to where to begin. The
audio panel states that the volume is controlled by the volume control
on the radios. The Comm2 Vol is at max level. Anybody got suggestions on
where to look?
THANKS
Deems Davis
Message 4
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Someone is offering EV200 contactors on Ebay for far less than the usual retail
price. Search for EV200
I am not affiliated with the listing and have no additional information.
Cheers,
--------
rck
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=245034#245034
Message 5
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| Subject: | Comm 2 volume Very low |
Deems,
I had the OPPOSITE problem but the solution may be the key for you... See
below.
"For some reason the SL40 com is much louder through the intercom when
transmitting than the GNS430W com even with the volume turned down as low as
possible."
You can tell him that's "bad" setting in SL-40 for the side tone. It should
be set to "000" - by going into setup mode then jumping through a few
settings until side tone setting is encountered. When set to 000, the side
tone volume will "follow" whatever volume is on the volume knob. Currently
it's set to some value other than 000 (most likely 128) and that's why it's
not following volume knob at all.. (all this is in the manual J). Fixed
that on Thane's plane just the other day.. he had exact same thing going
on..
HTH
Bret Smith
RV-9A N16BL
Blue Ridge, Ga
www.FlightInnovations.com
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Deems
Davis
Sent: Friday, May 22, 2009 7:39 PM
Subject: AeroElectric-List: Comm 2 volume Very low
--> <deemsdavis@cox.net>
My Com2 Garmin SL40 which is connected through a Garmin 340 audio panel
produces only a fraction of the volume, that the Com1 SL 30 does. I've been
through the manuals looking for a clue as to where to begin. The audio panel
states that the volume is controlled by the volume control on the radios.
The Comm2 Vol is at max level. Anybody got suggestions on where to look?
THANKS
Deems Davis
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