Today's Message Index:
----------------------
1. 04:25 AM - IFR Certification ()
2. 06:44 AM - Re: Z12 questions (Bob Barrow)
3. 07:06 AM - Re: Z12 questions (rckol)
4. 12:53 PM - Re: Z12 questions (Ken)
5. 03:24 PM - Is there a way to have part 14V and part 28V? ()
6. 05:05 PM - Re: Is there a way to have part 14V and part 28V? (David LLoyd)
7. 08:53 PM - Re: Is there a way to have part 14V and part 28V? (Greg Young)
Message 1
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| Subject: | IFR Certification |
6/14/2009
Hello Ira, Thanks for your input. You wrote:
1) "For VFR into B, C airspace the BMA should be fine according to my
reading of the regs."
Note that the wording of 14 CFR 91.217 makes no distinction between the
requirement for either a TSO'd altitude encoder (91.217 (c)) or a tested
altitude encoder (91.217 (b)) for mode C operations (automatic pressure
altitude reporting equipment) under IFR or VFR.
Further, no class of airspace is excluded from the requirements of 91.217 by
the wording therein.
Can you cite some regulation that says otherwise?
2) "I treated my airframe to a brand new Sandia SAE5-35 TSO'd blind
encoder."
A valid solution. When people have attempted to get the assistance of EAA to
change / clarify FAA Headquarter's position on this subject that is what EAA
has recommended -- just install a TSO'd altitude encoder.
'OC' Says: "The best investment we can make is the effort to gather and
understand knowledge."
===============================================
Time: 10:35:39 AM PST US
Subject: Avionics-List: Re: IFR Certification
From: "rampil" <ira.rampil@gmail.com>
Actually I didn't condemn the boss, I simply referenced the boss
as the key to the problem. I am familiar with the issues you raised
which is why when finally got IFR certification for myself, I treated
my airframe to a brand new Sandia SAE5-35 TSO'd blind encoder.
For VFR into B, C airspace the BMA should be fine according to my
reading of the regs.
--------
Ira N224XS
Message 2
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As others have suggested=2C it does seem like Z14 is my best option as I ha
ve the L40 and SD20 already installed and I have 2 off LR3 regulators. Too
much trouble and expense to go sending back things to B&C for exchange now
from Australia.
So I have purchased a second Odyssey AGM battery=2C in this case a PC310 wh
ich is 7AH and weighs very little (2.7kg).
Do you foresee of any problems with running the SD20 with the PC310 on the
secondary bus.
Cheers Bob
From: nuckolls.bob@aeroelectric.com
Subject: RE: AeroElectric-List: Z12 questions
At 07:22 AM 6/10/2009=2C you wrote:
From: nuckolls.bob@aeroelectric.com
Subject: Re: AeroElectric-List: Z12 questions
> Yes=2C you can run both alternators together but
>getting them to share proportionately is difficult
>without special paralleling regulators.
Bob=2C what exactly happens with architecture Z12 (with specifically one L
R3 and one SB-1 regulator) if you keep turning on major loads (pitot=2C lan
ding lights=2C etc) until the primary L40 alternator can no longer cope and
the voltage sags. Will the SD20 come on and run concurrently. I presume it
will... until some of the loads are shed..but from your comment above it
may not be a happy event over time. Can you please elaborate on this. Is it
possible that one or both of the alternators (or the regulators) could be
damaged if both alternators are running concurrently in Z12.
I'm trying to work out whether with Z12 I need to ensure that my primary al
ternator is never pushed beyond its capacity (ie swap the L40 for an L60).
The "sharing" scenario you described is correct
when the SD-20 is regulated by the SB-1 and the
aux alternator setpoint is about 1 volt lower than
the main alternator.
As long as your main alternator is adequately
cooled=2C there is no risk of damage to the main
alternator. I was curious as to what kind of loads
you are anticipating that would require over
30A of continuous engine driven power.
For example=2C you wouldn't have any exterior lights
on along with pitot heat.
Bob . . .
---------------------------------------
( . . . a long habit of not thinking )
( a thing wrong=2C gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
---------------------------------------
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Message 3
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| Subject: | Re: Z12 questions |
Jim,
I am not Bob, but will offer a response based on my own study.
In both the Z-12 and Z-14 architectures, your SB-20 can be connected to any and
all electrical devices on the ship. In the event that you loose your big alternator,
it is up to you to manage your electrical usage to keep your consumption
within with your means (batteries + SB-20).
In this scenario, the advantage of the SB-1 is that it can provide you with an
indication that you are reaching the current capacity of the alternator with an
indicator light.
With the LR-3, you are going to have to monitor this with an ammeter or load meter.
--------
rck
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=248033#248033
Message 4
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| Subject: | Re: Z12 questions |
Not positive what you are asking Bob but I'm approaching 300 hours with
a 20 amp permanent magnet alternator and an 8AH battery as the second
part of a Z-14 system. I run the strobes and a few things off that
system and everything else off the other battery and 40 amp ND
alternator. The voltage starts to sag a bit if you draw much more than
20 amps of course. The system works very well for my purposes.
Both my batteries are 8AH and they auto parallel for cranking. That way
I can still crank the electric dependent geared engine even if a battery
is dead and the engine has stopped windmilling.
Ken
Bob Barrow wrote:
> As others have suggested, it does seem like Z14 is my best option as I
> have the L40 and SD20 already installed and I have 2 off LR3 regulators.
> Too much trouble and expense to go sending back things to B&C for
> exchange now from Australia.
>
> So I have purchased a second Odyssey AGM battery, in this case a PC310
> which is 7AH and weighs very little (2.7kg).
>
> Do you foresee of any problems with running the SD20 with the PC310 on
> the secondary bus.
>
> Cheers Bob
>
Message 5
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| Subject: | Is there a way to have part 14V and part 28V? |
I have the opportunity to get some flight instruments from an acquaintance that
is upgrading. The problem is they are all 28V. is there a way to have a part
28V and part 14V panel?
Rodney Hall
Message 6
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| Subject: | Re: Is there a way to have part 14V and part 28V? |
Rodney,
Many small 14 to 28 v. converters are available for that purpose.
Example.... when Garmin first came out with their 430 Navigator, their
marketing plan was to capture most\all of the new aircraft OEM market.
Great way to knock off King dominance. That meant they were designed for 28
v. In an older 14 v. aircraft you had to have an approved converter
installed along with the 430. Garmin was smart enough to just have such an
"approved unit. That is the way my C185D was done to get an early 430
installed as my main GPS Navigator. In homebuilts, the converter does not
have to have the mass of paperwork approvals required and you should be able
to find a good one for 1/10th what I was forced to pay.
David
Just make sure
----- Original Message -----
From: <r.r.hall@cox.net>
Sent: Sunday, June 14, 2009 3:17 PM
Subject: AeroElectric-List: Is there a way to have part 14V and part 28V?
>
> I have the opportunity to get some flight instruments from an acquaintance
> that is upgrading. The problem is they are all 28V. is there a way to have
> a part 28V and part 14V panel?
>
> Rodney Hall
>
>
>
Message 7
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| Subject: | Is there a way to have part 14V and part 28V? |
Sure, I recently did it for my Navion's engine conversion. I got a 14v to
28v converter to feed a 28v bus just for the engine instruments. I had to
use a holy watered part. Even for a relatively small power rating (~5a was
all I needed) it was big, heavy and not cheap. But if it's worth it to you
it's not a big deal.
Regards,
Greg Young
> -----Original Message-----
> From: owner-aeroelectric-list-server@matronics.com
> [mailto:owner-aeroelectric-list-server@matronics.com] On
> Behalf Of r.r.hall@cox.net
> Sent: Sunday, June 14, 2009 5:17 PM
> To: aeroelectric-list@matronics.com
> Subject: AeroElectric-List: Is there a way to have part 14V
> and part 28V?
>
>
> I have the opportunity to get some flight instruments from an
> acquaintance that is upgrading. The problem is they are all
> 28V. is there a way to have a part 28V and part 14V panel?
>
> Rodney Hall
>
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