Today's Message Index:
----------------------
1. 04:03 AM - intermittent intercom ()
2. 04:59 AM - Re: E-Bus Off/On Indicator Light (gordonrsmith921@yahoo.com)
3. 09:25 AM - Re: Re: E-Bus Off/On Indicator Light (Robert L. Nuckolls, III)
4. 11:21 AM - Pondering dual alternator, dual bus, but single battery setup. (Newbie alert!) (Andrew Zachar)
5. 11:53 AM - Re: Pondering dual alternator, dual bus, but single battery setup. (Newbie alert!) (Bill Boyd)
6. 12:30 PM - Re: Pondering dual alternator, dual bus, but single battery setup. (Newbie alert!) (Andrew Zachar)
7. 12:34 PM - Re: Pondering dual alternator, dual bus, but single battery setup. (Newbie alert!) ()
8. 12:48 PM - Re: Pondering dual alternator, dual bus, but single battery setup. (Newbie alert!) (Andrew Zachar)
9. 02:06 PM - Re: Pondering dual alternator, dual bus, but single battery setup. (Newbie alert!) (Dj Merrill)
10. 03:03 PM - Re: dual bus, single battery (Robert L. Nuckolls, III)
11. 05:54 PM - Re: Pondering dual alternator, dual bus, but single battery setup. (Newbie alert!) (Grosseair)
12. 06:45 PM - Re: Re: dual bus, single battery (Andrew Zachar)
13. 07:06 PM - Re: Pondering dual alternator, dual bus, but single battery setup. (Newbie alert!) (Dj Merrill)
14. 10:58 PM - How to wire a LED to a LR3C (rparigoris)
Message 1
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Subject: | intermittent intercom |
7/29/2010
Hello Erich, You wrote:
1) "Doesnt that in itself indicate that the problem is indeed
internal to the intercom?"
Not quite.
2) "Given those symptoms, is there really anything else to check before
sending the unit back to the manufacturer?"
Yes, make absolutely sure that it is not a headset problem. I trouble shot
my intermittent PS intercom / radio system extensively and communicated with
the PS factory who agreed to let me send it to them for a rather expensive
set fee for checkout and repair. But luckily before I sent it off I
discovered with a headset swap that I had an intemittent wire connection
inside one of my headsets.
Please let us know what fixes the problem.
'OC' Baker Says: "The best investment we can make is the time and effort to
gather and understand knowledge."
PS: The Lightspeed headset company did a superb job of repairing and
updating the long time out of warranty faulty headset at only the cost of
shipping it to them -- great customer service.
=====================================================
Time: 08:53:22 AM PST US
Subject: AeroElectric-List: intermittent intercom
From: Erich_Weaver@urscorp.com
Feeling dumb about this question, but what the heck. My SL-40 radio is
wired to a PS Engineering PM1000 II intercom. Everything initially wor
ked
well, but the intercom function is now intermittent from the pilots
microphone side only. Transmit and reception are still fine. I cleane
d
the headphone plugs and corresponding socket contacts with no change.
I
have also made an initial inquiry with PS Engineering, who indicated th
at
the intercom circuit was dead simple and the unit itself was very unlik
ely
to be the problem. However, I have now realized that I often can
temporarily fix the problem by turning the intercom power off, then bac
k on
once or twice. Doesnt that in itself indicate that the problem is inde
ed
internal to the intercom? Given those symptoms, is there really anythi
ng
else to check before sending the unit back to the manufacturer?
thanks
erich
Message 2
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Subject: | Re: E-Bus Off/On Indicator Light |
The design goal for this light:
This light is to be an indicator that the E-bus alternate feed switch is in the
on position even though in most cases there would be other indications.
My thought go to shutting down and exiting the aircraft. Although I would never
do this some pilots have been known to leave the master on. The LV warning
light would be an indication that the master is on.
The exiting check list would be "All Lights Off!"
I am also considering the use of a Brownout Battery employed as in Z10-8. I envision
turning the E-bus alternate switch on to load flight plans, communicate,
etc. before turning on the master and starting the engine. The E-bus alternate
feed would be left on during cranking to start in order for the anti-brownout
feature to function. The light would be a reminder to turn off the E-bus
alternate feed switch after start. Although, I guess it would not be a great
sin if it were left on continuously during aircraft operation.
Gordon Smith
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=306653#306653
Message 3
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Subject: | Re: E-Bus Off/On Indicator Light |
Design goals:
This light is to be an indicator that the E-bus alternate feed switch
is in the on position even
though in most cases there would be other indications.
I am also considering the use of a Brownout Battery employed as in
Z10-8. I envision turning the
E-bus alternate switch on to load flight plans, communicate, etc.
before turning on the master and
starting the engine. The E-bus alternate feed would be left on
during cranking to start in order
for the anti-brownout feature to function. The light would be a
reminder to turn off the E-bus
alternate feed switch after start.
Okay, the idea is to annunciate a closed
switch that controls a relay. The best
way to do that is put the lamp across the
coil of that relay.
Emacs!
Bob . . .
Message 4
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Subject: | Pondering dual alternator, dual bus, but single battery |
setup. (Newbie alert!)
Ladies and Gentlemen,
I am just finishing up my emp kit, but am having a lot of fun researching
and pondering some of the electron-shuffling related questions for the
distant future. I've read the 'Connection once through (I realize I have 5
more times through before stuff will start settling in for good), but wanted
to throw something out their for constructive criticism. I have not had
enough time to really think through all of its implications yet, but I
wanted to run it by everyone to see if there are any large gaps in judgement
or understanding. I'll bold my primary questions toward the end of the
email.
A little background...
1) I like the avionics master switch, but intend on dual feeding the
avionics bus per the single point of failure concern.
2) I am not planning on a vacuum system, so the prospect of a backup 8A or
20A alternator is hard to turn down.
3) Aircraft is an IFR, glass, RV-7, and weight will be an issue (I realize
the image I've linked below is very close to Z-14, but I can't make the leap
to dual battery, dual alternator.)
4) I have not laid out all of the load (current) requirements for now, I'm
just being philosophical about layout concept.
This is my proposed setup, simplified greatly. Two busses, two alternators,
but single battery.
Here's a link to an image of my visio file:
http://n999za.files.wordpress.com/2010/07/n999za-electrical-concept.jpg
If anyone wants the visio file, write me back and I'll email it to you
directly.
(No making fun of any erroneous electrical symbols...I am a mechanical
engineer.)
While I will not be enjoying the quick load-shed capability that a true
endurance bus affords, it will get me an Avionics switch (I know, Mr.
Nuckolls, it will only take me 4 seconds to turn on and off my avionics
equipment, but I still can't seem to let go!), and I believe that with the
right cockpit indications, I can load shed with switches and breakers pretty
quickly. (Avionics bus OFF, Main bus OFF, turn off all switches and pull all
breakers. Then Main bus ON, no smoke? Okay, let's slowly bring back
essential systems. Avionics ON, no smoke? Good. Turn on essential avionics.
Let's find somewhere to land...or maybe I'm comfortable continuing in good
Wx...)
My big questions:
*1) Can I have a main alternator providing power on the main bus side and an
aux alternator providing power on the avionics side, but both buses are
connected through the battery?*
*2) Even with the bus tie open, doesn't this really turn into one big bus
through the battery?*
*3) Will one of of the alternators really be supporting all of the loads if
the voltage regulator setpoints are slightly different? Should I leave the
aux alt switch OFF for normal operations, or keep it on with a low voltage
regulator setpoint, and let it automatically "kick in" upon failure of the
main alternator?*
*4) Right now I have the main alternator powering the bus and battery
through the main bus contactor, but the aux alternator is connected to the
battery through the hot battery bus. If I use a 20A aux alternator, will I
need to go through the avionics contactor instead of through the hot batter
bus?*
*
*
I realize my (perhaps unrequited) love of an AMS and interest in a vacuum
pad alternator has pushed me into something very close to Z-14, so maybe I
should just thinking about adding a second battery, however, I am not
planning on an electric ignition only ignition system, so that level of
redundancy might be overkill for me. (Planning regular mags, but with the
g3i system I've been eyeing for a little while...).
I have been comfortable flying in single-battery, single alternator
installations in the soup for many years. Maybe I should just put everything
on a single bus, have a backup alternator with a setpoint just below the
main alternator, and be okay with everything going though a single battery
contactor.
Any initial reactions or suggestions?
--
Andrew Zachar
andrew.d.zachar@gmail.com
Message 5
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Subject: | Re: Pondering dual alternator, dual bus, but single |
battery setup. (Newbie alert!)
Why not Z 13/8?
On Thu, Jul 29, 2010 at 2:15 PM, Andrew Zachar <andrew.d.zachar@gmail.com>wrote:
> Ladies and Gentlemen,
>
> I am just finishing up my emp kit, but am having a lot of fun researching
> and pondering some of the electron-shuffling related questions for the
> distant future. I've read the 'Connection once through (I realize I have 5
> more times through before stuff will start settling in for good), but wanted
> to throw something out their for constructive criticism. I have not had
> enough time to really think through all of its implications yet, but I
> wanted to run it by everyone to see if there are any large gaps in judgement
> or understanding. I'll bold my primary questions toward the end of the
> email.
>
> A little background...
> 1) I like the avionics master switch, but intend on dual feeding the
> avionics bus per the single point of failure concern.
> 2) I am not planning on a vacuum system, so the prospect of a backup 8A or
> 20A alternator is hard to turn down.
> 3) Aircraft is an IFR, glass, RV-7, and weight will be an issue (I realize
> the image I've linked below is very close to Z-14, but I can't make the leap
> to dual battery, dual alternator.)
> 4) I have not laid out all of the load (current) requirements for now, I'm
> just being philosophical about layout concept.
>
> This is my proposed setup, simplified greatly. Two busses, two alternators,
> but single battery.
>
> Here's a link to an image of my visio file:
> http://n999za.files.wordpress.com/2010/07/n999za-electrical-concept.jpg
>
> If anyone wants the visio file, write me back and I'll email it to you
> directly.
>
> (No making fun of any erroneous electrical symbols...I am a mechanical
> engineer.)
>
> While I will not be enjoying the quick load-shed capability that a true
> endurance bus affords, it will get me an Avionics switch (I know, Mr.
> Nuckolls, it will only take me 4 seconds to turn on and off my avionics
> equipment, but I still can't seem to let go!), and I believe that with the
> right cockpit indications, I can load shed with switches and breakers pretty
> quickly. (Avionics bus OFF, Main bus OFF, turn off all switches and pull all
> breakers. Then Main bus ON, no smoke? Okay, let's slowly bring back
> essential systems. Avionics ON, no smoke? Good. Turn on essential avionics.
> Let's find somewhere to land...or maybe I'm comfortable continuing in good
> Wx...)
>
> My big questions:
> *1) Can I have a main alternator providing power on the main bus side and
> an aux alternator providing power on the avionics side, but both buses are
> connected through the battery?*
> *2) Even with the bus tie open, doesn't this really turn into one big bus
> through the battery?*
> *3) Will one of of the alternators really be supporting all of the loads
> if the voltage regulator setpoints are slightly different? Should I leave
> the aux alt switch OFF for normal operations, or keep it on with a low
> voltage regulator setpoint, and let it automatically "kick in" upon failure
> of the main alternator?*
> *4) Right now I have the main alternator powering the bus and battery
> through the main bus contactor, but the aux alternator is connected to the
> battery through the hot battery bus. If I use a 20A aux alternator, will I
> need to go through the avionics contactor instead of through the hot batter
> bus?*
> *
> *
> I realize my (perhaps unrequited) love of an AMS and interest in a vacuum
> pad alternator has pushed me into something very close to Z-14, so maybe I
> should just thinking about adding a second battery, however, I am not
> planning on an electric ignition only ignition system, so that level of
> redundancy might be overkill for me. (Planning regular mags, but with the
> g3i system I've been eyeing for a little while...).
>
> I have been comfortable flying in single-battery, single alternator
> installations in the soup for many years. Maybe I should just put everything
> on a single bus, have a backup alternator with a setpoint just below the
> main alternator, and be okay with everything going though a single battery
> contactor.
>
> Any initial reactions or suggestions?
>
>
> --
> Andrew Zachar
> andrew.d.zachar@gmail.com
>
> *
>
> *
>
>
Message 6
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Subject: | Re: Pondering dual alternator, dual bus, but single |
battery setup. (Newbie alert!)
>From what I could gather, my main difference from Z-13/8 is that my avionics
bus (e-bus) will be primarily fed through what Z-13/8 calls the alternate
ebus feed, and the crossfeed I'm proposing will be for emergency use only,
and allow each bus to be fed from eachother, as opposed to the single
main-to-ebus direction (via diode) in Z-13/8.
This way I think I am providing dual power paths to both busses (instead of
just the ebus).
One of my questions (which is also related to Z-13/8) is that with the
battery contactor closed, the alternators are both connected to the battery.
Does this mean they can't be running...."handling load" or "moving
electrons" at the same time? Can I only have one on at a time?
-az
On Thu, Jul 29, 2010 at 2:52 PM, Bill Boyd <sportav8r@gmail.com> wrote:
> Why not Z 13/8?
>
> On Thu, Jul 29, 2010 at 2:15 PM, Andrew Zachar <andrew.d.zachar@gmail.com>wrote:
>
>> Ladies and Gentlemen,
>>
>> I am just finishing up my emp kit, but am having a lot of fun researching
>> and pondering some of the electron-shuffling related questions for the
>> distant future. I've read the 'Connection once through (I realize I have 5
>> more times through before stuff will start settling in for good), but wanted
>> to throw something out their for constructive criticism. I have not had
>> enough time to really think through all of its implications yet, but I
>> wanted to run it by everyone to see if there are any large gaps in judgement
>> or understanding. I'll bold my primary questions toward the end of the
>> email.
>>
>> A little background...
>> 1) I like the avionics master switch, but intend on dual feeding the
>> avionics bus per the single point of failure concern.
>> 2) I am not planning on a vacuum system, so the prospect of a backup 8A or
>> 20A alternator is hard to turn down.
>> 3) Aircraft is an IFR, glass, RV-7, and weight will be an issue (I realize
>> the image I've linked below is very close to Z-14, but I can't make the leap
>> to dual battery, dual alternator.)
>> 4) I have not laid out all of the load (current) requirements for now, I'm
>> just being philosophical about layout concept.
>>
>> This is my proposed setup, simplified greatly. Two busses, two
>> alternators, but single battery.
>>
>> Here's a link to an image of my visio file:
>> http://n999za.files.wordpress.com/2010/07/n999za-electrical-concept.jpg
>>
>> If anyone wants the visio file, write me back and I'll email it to you
>> directly.
>>
>> (No making fun of any erroneous electrical symbols...I am a mechanical
>> engineer.)
>>
>> While I will not be enjoying the quick load-shed capability that a true
>> endurance bus affords, it will get me an Avionics switch (I know, Mr.
>> Nuckolls, it will only take me 4 seconds to turn on and off my avionics
>> equipment, but I still can't seem to let go!), and I believe that with the
>> right cockpit indications, I can load shed with switches and breakers pretty
>> quickly. (Avionics bus OFF, Main bus OFF, turn off all switches and pull all
>> breakers. Then Main bus ON, no smoke? Okay, let's slowly bring back
>> essential systems. Avionics ON, no smoke? Good. Turn on essential avionics.
>> Let's find somewhere to land...or maybe I'm comfortable continuing in good
>> Wx...)
>>
>> My big questions:
>> *1) Can I have a main alternator providing power on the main bus side and
>> an aux alternator providing power on the avionics side, but both buses are
>> connected through the battery?*
>> *2) Even with the bus tie open, doesn't this really turn into one big bus
>> through the battery?*
>> *3) Will one of of the alternators really be supporting all of the loads
>> if the voltage regulator setpoints are slightly different? Should I leave
>> the aux alt switch OFF for normal operations, or keep it on with a low
>> voltage regulator setpoint, and let it automatically "kick in" upon failure
>> of the main alternator?*
>> *4) Right now I have the main alternator powering the bus and battery
>> through the main bus contactor, but the aux alternator is connected to the
>> battery through the hot battery bus. If I use a 20A aux alternator, will I
>> need to go through the avionics contactor instead of through the hot batter
>> bus?*
>> *
>> *
>> I realize my (perhaps unrequited) love of an AMS and interest in a vacuum
>> pad alternator has pushed me into something very close to Z-14, so maybe I
>> should just thinking about adding a second battery, however, I am not
>> planning on an electric ignition only ignition system, so that level of
>> redundancy might be overkill for me. (Planning regular mags, but with the
>> g3i system I've been eyeing for a little while...).
>>
>> I have been comfortable flying in single-battery, single alternator
>> installations in the soup for many years. Maybe I should just put everything
>> on a single bus, have a backup alternator with a setpoint just below the
>> main alternator, and be okay with everything going though a single battery
>> contactor.
>>
>> Any initial reactions or suggestions?
>>
>>
>> --
>> Andrew Zachar
>> andrew.d.zachar@gmail.com
>>
>> *
>>
>> ist" target="_blank">http://www.matronics.com/Navigator?AeroElectric-List
>> tp://forums.matronics.com
>> _blank">http://www.matronics.com/contribution
>> *
>>
>>
> *
>
> *
>
>
--
Andrew Zachar
andrew.d.zachar@gmail.com
Message 7
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Subject: | Pondering dual alternator, dual bus, but single |
battery setup. (Newbie alert!)
Andrew,
Don't make yourself crazy, buy Vertical Power's setup and add two
alternators. If you are really power hungry, use the B & C 20 amp job on
the pad. I'll tell you unless you are running air-condition and want to
stay cool when you blackout and are on backup you don't need the 20 amp
job.
Since you are building a new airplane with all the fancy-shmancy
electronic stuff, calculate your total draw when running the bare
essentials. VP will to that for you - how nice of them. If your panel is
worth what you'll pay for the technology, it won't draw more than 8 amps
(the whole thing). Use LED for everything except your sneakers and stay
away from radios that hum and double as hand warmers when you turn them
on.
In an RV-7, the handheld you are going to take a long for a backup runs
on batteries and will do most of your thinking.
Also, don't mention Avionics Switch here - you'll have bad dreams :)
Enjoy the adventure,
Glenn E. Long
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
Andrew Zachar
Sent: Thursday, July 29, 2010 2:15 PM
Subject: AeroElectric-List: Pondering dual alternator, dual bus, but
single battery setup. (Newbie alert!)
Ladies and Gentlemen,
I am just finishing up my emp kit, but am having a lot of fun
researching and pondering some of the electron-shuffling related
questions for the distant future. I've read the 'Connection once through
(I realize I have 5 more times through before stuff will start settling
in for good), but wanted to throw something out their for constructive
criticism. I have not had enough time to really think through all of its
implications yet, but I wanted to run it by everyone to see if there are
any large gaps in judgement or understanding. I'll bold my primary
questions toward the end of the email.
A little background...
1) I like the avionics master switch, but intend on dual feeding the
avionics bus per the single point of failure concern.
2) I am not planning on a vacuum system, so the prospect of a backup 8A
or 20A alternator is hard to turn down.
3) Aircraft is an IFR, glass, RV-7, and weight will be an issue (I
realize the image I've linked below is very close to Z-14, but I can't
make the leap to dual battery, dual alternator.)
4) I have not laid out all of the load (current) requirements for now,
I'm just being philosophical about layout concept.
This is my proposed setup, simplified greatly. Two busses, two
alternators, but single battery.
Here's a link to an image of my visio file:
http://n999za.files.wordpress.com/2010/07/n999za-electrical-concept.jpg
If anyone wants the visio file, write me back and I'll email it to you
directly.
(No making fun of any erroneous electrical symbols...I am a mechanical
engineer.)
While I will not be enjoying the quick load-shed capability that a true
endurance bus affords, it will get me an Avionics switch (I know, Mr.
Nuckolls, it will only take me 4 seconds to turn on and off my avionics
equipment, but I still can't seem to let go!), and I believe that with
the right cockpit indications, I can load shed with switches and
breakers pretty quickly. (Avionics bus OFF, Main bus OFF, turn off all
switches and pull all breakers. Then Main bus ON, no smoke? Okay, let's
slowly bring back essential systems. Avionics ON, no smoke? Good. Turn
on essential avionics.
Let's find somewhere to land...or maybe I'm comfortable continuing in
good
Wx...)
My big questions:
*1) Can I have a main alternator providing power on the main bus side
and an aux alternator providing power on the avionics side, but both
buses are connected through the battery?*
*2) Even with the bus tie open, doesn't this really turn into one big
bus through the battery?*
*3) Will one of of the alternators really be supporting all of the loads
if the voltage regulator setpoints are slightly different? Should I
leave the aux alt switch OFF for normal operations, or keep it on with a
low voltage regulator setpoint, and let it automatically "kick in" upon
failure of the main alternator?*
*4) Right now I have the main alternator powering the bus and battery
through the main bus contactor, but the aux alternator is connected to
the battery through the hot battery bus. If I use a 20A aux alternator,
will I need to go through the avionics contactor instead of through the
hot batter
bus?*
*
*
I realize my (perhaps unrequited) love of an AMS and interest in a
vacuum pad alternator has pushed me into something very close to Z-14,
so maybe I should just thinking about adding a second battery, however,
I am not planning on an electric ignition only ignition system, so that
level of redundancy might be overkill for me. (Planning regular mags,
but with the g3i system I've been eyeing for a little while...).
I have been comfortable flying in single-battery, single alternator
installations in the soup for many years. Maybe I should just put
everything on a single bus, have a backup alternator with a setpoint
just below the main alternator, and be okay with everything going though
a single battery contactor.
Any initial reactions or suggestions?
--
Andrew Zachar
andrew.d.zachar@gmail.com
Message 8
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Subject: | Re: Pondering dual alternator, dual bus, but single |
battery setup. (Newbie alert!)
I definitely like the VP stuff, especially if Dynon (favorite for now) can
get up to speed with the VP-X integration.
"Also, don't mention Avionics Switch here - you'll have bad dreams :)"
But I was dual feeding the Avionics bus! I thought the AMS as a single point
of failure was the bad juju. :-)
On Thu, Jul 29, 2010 at 3:33 PM, <longg@pjm.com> wrote:
>
> Andrew,
>
> Don't make yourself crazy, buy Vertical Power's setup and add two
> alternators. If you are really power hungry, use the B & C 20 amp job on
> the pad. I'll tell you unless you are running air-condition and want to
> stay cool when you blackout and are on backup you don't need the 20 amp
> job.
>
> Since you are building a new airplane with all the fancy-shmancy
> electronic stuff, calculate your total draw when running the bare
> essentials. VP will to that for you - how nice of them. If your panel is
> worth what you'll pay for the technology, it won't draw more than 8 amps
> (the whole thing). Use LED for everything except your sneakers and stay
> away from radios that hum and double as hand warmers when you turn them
> on.
>
> In an RV-7, the handheld you are going to take a long for a backup runs
> on batteries and will do most of your thinking.
>
> Also, don't mention Avionics Switch here - you'll have bad dreams :)
>
> Enjoy the adventure,
>
> Glenn E. Long
>
>
> -----Original Message-----
> From: owner-aeroelectric-list-server@matronics.com
> [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
> Andrew Zachar
> Sent: Thursday, July 29, 2010 2:15 PM
> To: aeroelectric-list@matronics.com
> Subject: AeroElectric-List: Pondering dual alternator, dual bus, but
> single battery setup. (Newbie alert!)
>
> Ladies and Gentlemen,
>
> I am just finishing up my emp kit, but am having a lot of fun
> researching and pondering some of the electron-shuffling related
> questions for the distant future. I've read the 'Connection once through
> (I realize I have 5 more times through before stuff will start settling
> in for good), but wanted to throw something out their for constructive
> criticism. I have not had enough time to really think through all of its
> implications yet, but I wanted to run it by everyone to see if there are
> any large gaps in judgement or understanding. I'll bold my primary
> questions toward the end of the email.
>
> A little background...
> 1) I like the avionics master switch, but intend on dual feeding the
> avionics bus per the single point of failure concern.
> 2) I am not planning on a vacuum system, so the prospect of a backup 8A
> or 20A alternator is hard to turn down.
> 3) Aircraft is an IFR, glass, RV-7, and weight will be an issue (I
> realize the image I've linked below is very close to Z-14, but I can't
> make the leap to dual battery, dual alternator.)
> 4) I have not laid out all of the load (current) requirements for now,
> I'm just being philosophical about layout concept.
>
> This is my proposed setup, simplified greatly. Two busses, two
> alternators, but single battery.
>
> Here's a link to an image of my visio file:
> http://n999za.files.wordpress.com/2010/07/n999za-electrical-concept.jpg
>
> If anyone wants the visio file, write me back and I'll email it to you
> directly.
>
> (No making fun of any erroneous electrical symbols...I am a mechanical
> engineer.)
>
> While I will not be enjoying the quick load-shed capability that a true
> endurance bus affords, it will get me an Avionics switch (I know, Mr.
> Nuckolls, it will only take me 4 seconds to turn on and off my avionics
> equipment, but I still can't seem to let go!), and I believe that with
> the right cockpit indications, I can load shed with switches and
> breakers pretty quickly. (Avionics bus OFF, Main bus OFF, turn off all
> switches and pull all breakers. Then Main bus ON, no smoke? Okay, let's
> slowly bring back essential systems. Avionics ON, no smoke? Good. Turn
> on essential avionics.
> Let's find somewhere to land...or maybe I'm comfortable continuing in
> good
> Wx...)
>
> My big questions:
> *1) Can I have a main alternator providing power on the main bus side
> and an aux alternator providing power on the avionics side, but both
> buses are connected through the battery?*
> *2) Even with the bus tie open, doesn't this really turn into one big
> bus through the battery?*
> *3) Will one of of the alternators really be supporting all of the loads
> if the voltage regulator setpoints are slightly different? Should I
> leave the aux alt switch OFF for normal operations, or keep it on with a
> low voltage regulator setpoint, and let it automatically "kick in" upon
> failure of the main alternator?*
> *4) Right now I have the main alternator powering the bus and battery
> through the main bus contactor, but the aux alternator is connected to
> the battery through the hot battery bus. If I use a 20A aux alternator,
> will I need to go through the avionics contactor instead of through the
> hot batter
> bus?*
> *
> *
> I realize my (perhaps unrequited) love of an AMS and interest in a
> vacuum pad alternator has pushed me into something very close to Z-14,
> so maybe I should just thinking about adding a second battery, however,
> I am not planning on an electric ignition only ignition system, so that
> level of redundancy might be overkill for me. (Planning regular mags,
> but with the g3i system I've been eyeing for a little while...).
>
> I have been comfortable flying in single-battery, single alternator
> installations in the soup for many years. Maybe I should just put
> everything on a single bus, have a backup alternator with a setpoint
> just below the main alternator, and be okay with everything going though
> a single battery contactor.
>
> Any initial reactions or suggestions?
>
>
> --
> Andrew Zachar
> andrew.d.zachar@gmail.com
>
>
--
Andrew Zachar
andrew.d.zachar@gmail.com
Message 9
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Subject: | Re: Pondering dual alternator, dual bus, but single |
battery setup. (Newbie alert!)
On 07/29/2010 03:47 PM, Andrew Zachar wrote:
> I definitely like the VP stuff, especially if Dynon (favorite for now)
> can get up to speed with the VP-X integration.
Ditto. I'm leaning heavily towards the Dynon Skyview, but if they do
not have VP-X support by the time I am ready to buy, that would be a
deal breaker. GRT is my second choice.
-Dj
--
Dj Merrill - N1JOV
Glastar Sportsman 2+2 Builder #7118 N421DJ - http://deej.net/sportsman/
Grumman Yankee Driver N9870L - http://deej.net/yankee/
Join us on the New England Aviation Forums - http://forum.deej.net/
Message 10
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Subject: | Re: dual bus, single battery |
At 01:52 PM 7/29/2010, you wrote:
>>Why not Z 13/8?
>>> Or Z8? See: http://www.aeroelectric.com/Laury/Z-Laury_A.pdf
While I will not be enjoying the quick load-shed capability that a
true endurance bus affords, it will get me an Avionics switch (I
know, Mr. Nuckolls, it will only take me 4 seconds to turn on and off
my avionics equipment, but I still can't seem to let go!)
>>> Are you planning to install avionics known to be
>>> so fragile that they cannot tolerate life in
>>> the "aircraft wild"?
Bob . . .
Message 11
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Subject: | Re: Pondering dual alternator, dual bus, but single |
battery setup. (Newbie alert!)
At the Dynon forum on Monday they sounded like they weren't really too interested
in Vertical Power integration. They have "more important things they're working
on."
I came to Oskosh this week fully expecting to buy a GRT system but wanting to have
one last look at all of them. After demos and forums, I wound up going with
the Advanced Flight system. It has more of the features I want and integrates
better with my other equipment for less money than Grand Rapids. (Dynon is cheaper
but lacks some of the features I want.
John Grosse
Super IIRG
Sent from my iPad
On Jul 29, 2010, at 4:05 PM, Dj Merrill <deej@deej.net> wrote:
>
> On 07/29/2010 03:47 PM, Andrew Zachar wrote:
>> I definitely like the VP stuff, especially if Dynon (favorite for now)
>> can get up to speed with the VP-X integration.
>
>
> Ditto. I'm leaning heavily towards the Dynon Skyview, but if they do
> not have VP-X support by the time I am ready to buy, that would be a
> deal breaker. GRT is my second choice.
>
> -Dj
>
> --
> Dj Merrill - N1JOV
> Glastar Sportsman 2+2 Builder #7118 N421DJ - http://deej.net/sportsman/
> Grumman Yankee Driver N9870L - http://deej.net/yankee/
> Join us on the New England Aviation Forums - http://forum.deej.net/
>
>
>
>
Message 12
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Subject: | Re: dual bus, single battery |
Of course, all installed avionics will be aircraft wild tolerant... I do admit,
the appeal of an AMS is purely aesthetic (convenience, really), one switch flip
after engine start brings them all online, why have avionics on before the
start if you dont have to? The second feed should cover me from the dreaded single
point failure scenario.
But also, what I'm calling an AMS is really just an ebus alternate feed switch
in other z drawings (the ebusses are always dual-fed), and I'm substituting a
crossfeed contactor for the diode normally used to act as my backup bus feed.
I'm just not splitting things up based on a load shed scenario, but rather a normal
operations convenience scenario.
I thought I understood all of the heartburn about the AMS switch after reading
the connection and some supplementary articles on the website... Am I still missing
something?
Keep the thoughts coming, though; I haven't quite convinced myself that I should
let convenience drive my architecture as opposed to some other factor (like
fast load shedding!).
I appreciate everyone's replies (and of course, the opportunity to learn from all
of the posts and discussions shared on the list).
__
Andrew Zachar
andrew.d.zachar@gmail.com
On Jul 29, 2010, at 6:02 PM, "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
wrote:
>
> At 01:52 PM 7/29/2010, you wrote:
>
> >>Why not Z 13/8?
>
> >>> Or Z8? See: http://www.aeroelectric.com/Laury/Z-Laury_A.pdf
>
> While I will not be enjoying the quick load-shed capability that a true endurance
bus affords, it will get me an Avionics switch (I know, Mr. Nuckolls, it
will only take me 4 seconds to turn on and off my avionics equipment, but I still
can't seem to let go!)
>
> >>> Are you planning to install avionics known to be
> >>> so fragile that they cannot tolerate life in
> >>> the "aircraft wild"?
>
>
>
>
>
> Bob . . .
>
>
>
>
Message 13
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Subject: | Re: Pondering dual alternator, dual bus, but single |
battery setup. (Newbie alert!)
On 7/29/2010 8:52 PM, Grosseair wrote:
>
> At the Dynon forum on Monday they sounded like they weren't really too interested
in Vertical Power integration. They have "more important things they're working
on."
Interesting! Thanks for posting that. I'm at least a year out from
any shopping sprees (probably more like 2-3 years), but if they have no
interest in supporting the VP-X, I guess I can take them off my list.
>
> I came to Oskosh this week fully expecting to buy a GRT system but wanting to
have one last look at all of them. After demos and forums, I wound up going with
the Advanced Flight system. It has more of the features I want and integrates
better with my other equipment for less money than Grand Rapids. (Dynon is
cheaper but lacks some of the features I want.
>
I'll have to look at the AFS systems. I admit I don't know that much
about them.
Thanks!
-Dj
--
Dj Merrill - N1JOV
Glastar Sportsman 2+2 Builder #7118 N421DJ - http://deej.net/sportsman/
Grumman Yankee Driver N9870L - http://deej.net/yankee/
Join us on the New England Aviation Forums - http://forum.deej.net/
Message 14
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Subject: | How to wire a LED to a LR3C |
Hi Bob
I have selected a yellow LED to be used with my 12V LR3C.
It came from Pep boys wired with a 680 ohm resistor and works quite well on 12
volts.
The reason I like it's very bright and doesn't have a flange at the bottom and
is longer than normal which allows me to have it extend a little bit from panel
which can get my attention even though it is located above my knees because
the semiconductor point is in fact in my view.
Question is since 680 ohms is a bit more resistance that I normally use to drop
12 volts to run a yellow LED, does your suggestion of installing two 220 ohm
resistors (one in series and one in parallel) hold true for this LED? Or perhaps
up the ohms a little?
Thx.
Ron Parigoris
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=306780#306780
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