Today's Message Index:
----------------------
1. 06:43 AM - Re: dynon fuel pressure sensor location on 912s (Geoff Heap)
2. 07:38 AM - Re: Questions: 17-5 & Sizing (user9253)
3. 08:14 AM - Re: Where is the missing atmospheric carbon dioxide? (ROGER & JEAN CURTIS)
4. 10:04 AM - Re: Questions: 17-5 & Sizing (Robert L. Nuckolls, III)
5. 10:08 AM - Re: Where is the missing atmospheric carbon dioxide? (Robert L. Nuckolls, III)
6. 10:50 AM - Re: Where is the missing atmospheric carbon dioxide? (Terry Watson)
7. 03:53 PM - Re: Battery Equalizers (D Fritz)
8. 05:34 PM - Audio Question (PaulR)
9. 06:10 PM - Re: Audio Question (Robert L. Nuckolls, III)
Message 1
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| Subject: | Re: dynon fuel pressure sensor location on 912s |
Chris. There is a takeoff you can use. It's from the fuel cross connect between
the carbs. I think thats what its for actually. I ran a hose from there to the
firewall where I attached the sensor that came with my Dynon
However I have to disconnect it soon and add a restrictor. I need to determine
what fitting would be compatible for my setup but Yes, Definitely. We both need
restrictors.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=279082#279082
Message 2
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| Subject: | Re: Questions: 17-5 & Sizing |
Phil,
This is the way that I understand it.
1A. The cross feed switch is not automatic. You have to manually operate it.
Center is off. Up (momentary spring-back) starts the engine using both batteries.
Down is on.
1B. You would only move the switch into the down position if one of the alternators
failed.
1C. Probably
2. If a diode connects the battery to the Main Power Bus, then how would you shut
off the power in case of smoke in the cockpit? You can accomplish your goal
of adding a secondary path that is independent of any contactor by using an
essential bus switch. See Bob Nuckolls' drawing Z-13/8.
I do not have figure 17-5 that you refer to. From your description, it sounds
similar to Z-14. I think that Z-14 is desirable for flight over very long distances
over hostile terrain. But for travel within the contiguous U.S.A., Z-13/8
is more than adequate. Using Z-13/8, your RV-10 will have a more reliable
electrical system than most type certificated small planes. And it will be
lighter, less expensive, and simpler than Z-14.
3. The diodes used for arc suppression are 1N5400 available at
http://www.mouser.com/ProductDetail/Fairchild-Semiconductor/1N5400/?qs=sGAEpiMZZMtEwUVCuofpuI3LdHjUmCjoSwNVLo%2fSo6g%3d
The AeroElectric Connection sells a diode for the essential bus at
http://www.mouser.com/ProductDetail/Fairchild-Semiconductor/1N5400/?qs=sGAEpiMZZMtEwUVCuofpuI3LdHjUmCjoSwNVLo%2fSo6g%3d
Here is another suitable diode for the essential bus with a slightly higher voltage
drop:
http://www.mouser.com/ProductDetail/Fairchild-Semiconductor/GBPC2510/?qs=sGAEpiMZZMtcLAek5QF0i29EdKsLUhPgdV8BgFVVYoM%3d
Joe
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=279088#279088
Message 3
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| Subject: | Where is the missing atmospheric carbon dioxide? |
Matt,
This one was able to sneak past you. Doesn't belong on this forum.
Thanks,
Roger
Do not archive
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
RScott
Sent: Monday, December 28, 2009 10:50 PM
Subject: AeroElectric-List: Where is the missing atmospheric carbon
dioxide?
The models say it should be there, but it's not! We've gotta find
it--our
models are right, because they all agree!
http://www.reuters.com/article/idUSTRE50S6CW20090129
http://www.icsu-visioning.org/2009/07/where-is-the-missing-atmospheric-ca
rbo
n-dioxide/
Oh, but the way, the satellite failed--I don't know if the missile
crashed
or if the satellite just didn't work. The Canadians built one for .01%
of
our cost.
Message 4
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| Subject: | Re: Questions: 17-5 & Sizing |
At 07:59 PM 12/28/2009, you wrote:
Hi,
I've been a lurker for awhile, mainly because I haven't had to think
too much about the electrical system of the airplane yet. There is
no doubt that I'll be covering some well plowed ground with these
questions, but maybe you can help get me off high-center.
I am building an all glass RV-10 and I don't plan on using Electronic Ignition.
My first question involves figure 17-5 (Dual Alternator, Dual Battery
Electrical System). The narrative discussion on the crossfeed
contactor is a little light and I'm having a hard time getting a
handle on that diagram.
1) I'd like to understand how the cross feed functions.
a. Is it an automatic switch?
b. Is it closed during normal operations?
c. I'm guessing it's just like any other contactor and requires
~1 Amp current to maintain closure?
Yes, it's just like the battery contactors. It is closed for
engine cranking so that both batteries can be used to start
the engine. It's open for all normal operations. IF one
alternator fails and IF your plan-b operations protocols
call for sharing the output one alternator with the entire
system, then you can close it manually for remainder of flight.
2) Still on 17-5, couldn't there be a diode placed between the
"Main Battery" and the "Main Bus"? For the cost of a diode, you
could add a secondary path that is independent of any contactor. The
chances of needing to use it is highly unlikely, but it's a really
cheap way to save 2-3 Amps (Main Bat Contactor, Aux Bat Contactor,
Cross Feed Contactor) if you ever need to shed off load.
Why are you considering 17-5? The same system is described
in more detail in the Appendix Z as figure Z-14. This system
is much more expensive, heavier and takes up more volume in
the airplane than say Z-13/8 . . .
3) Finally I'm not finding much in the way component
sizing. Meaning I'm trying to figure out which specific diodes I
will need. Which specific model numbers/sizes of contactors I will need.
You need to conduct a load analysis and then craft
how you plan to use installed systems under the
various failure modes.
Figure Z-13/8 is probably everything that 99% of OBAM
aircraft needs. It's lighter, simpler, a whole lot less
expensive and offers system reliability on a par with
a King Air.
You won't find detail sizing information as the drawings
are intended to be starting points for an architecture.
Exact sizing of breakers, wire, and indeed electrical
energy sourcing for each system still needs to be
developed by the builder.
How do you perceive that Z-13/8 will not meet your
needs?
Bob . . .
Message 5
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| Subject: | Where is the missing atmospheric carbon dioxide? |
At 10:09 AM 12/29/2009, you wrote:
>Matt,
>
>This one was able to sneak past you. Doesn't belong on this forum.
>
>Thanks,
>
>Roger
I'm not sure that Matt has any direct screening
duties on the individual lists. I've already
written to Scott about the posting.
Bob . . .
Message 6
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| Subject: | Where is the missing atmospheric carbon dioxide? |
Could this be an instance of a hijacked email address? I quite regularly get
spam where the sender is shown as me. There doesn't seem to be anything I
can do about it. If anyone has any suggestions I would be interested. Yes, I
use firewalls and spam filters and virus scanners.
Terry - if you got a Viagra email with my return address on it, I didn't do
it!
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Robert L.
Nuckolls, III
Sent: Tuesday, December 29, 2009 10:07 AM
Subject: RE: AeroElectric-List: Where is the missing atmospheric carbon
dioxide?
At 10:09 AM 12/29/2009, you wrote:
Matt,
This one was able to sneak past you. Doesn't belong on this forum.
Thanks,
Roger
I'm not sure that Matt has any direct screening
duties on the individual lists. I've already
written to Scott about the posting.
Bob . . .
Message 7
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| Subject: | Re: Battery Equalizers |
Bob et al,
I appreciate the architecture advice and will take it into consideration.
- Unfortunately, I'm on a work-driven building hiatus that'll probably ke
ep me from doing any work on the Velocity for at least a couple years, so I
won't be able to give any solid feedback on the usefulness of a battery eq
ualizer in this setup for a while.- In the meantime, I can do a quick tra
de study to look at the cost and parts count between the multiple bus setup
and replacing the hydraulic power pack and associated control circuits.
I don't know if you looked at the link to the white paper in my previous po
st or not, but in it the author shows significant experimental improvement
in battery life using an equalizer in a series string of batteries.- As I
need a 24V system in my aircraft anyway and will be using two batteries in
series, it makes sense to me to take advantage of these improvements if in
fact the claims are true.- Have you (or anyone on the list) looked at th
e white paper and/or have any knowledge or experience in the use and effica
cy of these equalizers (regardless of whether I keep my multi-bus setup or
not)?
Thanks,
Dan
=0A=0A=0A
Message 8
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I'm woefully short of 3 conductor shielded wire for wiring the headphone jacks
but have plenty of 6 conductor shielded. Would it cause problems to use this
in lieu of the separate pcs. of 3 conductor? I have a PSE intercom if that makes
a difference.
Also, the serial lines that Dynon, Garmin and about everyone else uses are shown
both shielded and un-shielded. As long as ALL equipment utilizing the serial
signals are grounded the same place (AVX GND) is it necessary to shield them?
Thanks
--------
Paul Rose
N417PR (res)
RV-9A
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=279162#279162
Message 9
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| Subject: | Re: Audio Question |
At 07:31 PM 12/29/2009, you wrote:
>
>I'm woefully short of 3 conductor shielded wire for wiring the
>headphone jacks but have plenty of 6 conductor shielded. Would it
>cause problems to use this in lieu of the separate pcs. of 3
>conductor? I have a PSE intercom if that makes a difference.
First, I've got a couple thousand feet of shielded
triple, if that's what you'd LIKE to be using,
I can make you a great deal on it. On the other-hand,
twisted pairs in lieu of shielded wires will
probably be just fine in the cockpit and behind
the panel. Make sure the magneto p-leads are
shielded and wired per Z-figures. After that,
risks to other signals are very low.
>Also, the serial lines that Dynon, Garmin and about everyone else
>uses are shown both shielded and un-shielded. As long as ALL
>equipment utilizing the serial signals are grounded the same place
>(AVX GND) is it necessary to shield them?
As short as they are and living in a behind the
panel environment, twisted pairs are okay too
along with any adaptation you care to devise
with the 6 wire cable you already have.
Bob . . .
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