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1. 05:12 PM - Re: Need help in reviewing Z10/8 arch for dual Lightspeed ign. (plevyakh)
2. 10:36 PM - Re: Re: Need help in reviewing Z10/8 arch for dual Lightspeed ign. (Robert L. Nuckolls, III)
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Subject: | Re: Need help in reviewing Z10/8 arch for dual Lightspeed |
ign.
Bob, Carlos and AEC list,
I've revised my architecture diagram after absorbing the feedback. I agree I have
no need for the brownout battery (Z10/8) architecture. Since the LSE Plasma
III's are good for starting voltage down to 6.5V....
I no longer have a worry of starter kickback with my Skytec 149-12LS (PMG) starter.
I switched back to a Z13/8 architecture as my base. I did include a very small
(3 lb / 2.2Ah) battery to support my EFIS's, AHRS, and Engine Information System
(EIS4000) to be ON prior to start.
Again, my reasoning for this is that I want to be able to turn on EFIS 1/AHRS 1
and EFIS 2/AHRS 2 to start the AHRS alignment since that can take up to two minutes.
I also want the EIS on for oil pressure during start.
I'd like your feedback on this small AUX Battery circuit, since I wired the DC
Power recharging feed from the Main Battery Bus direct. Is this a safe approach,
or should I place a Diode in between Main BATT BUS, and the AUX BATT? If
yes, what kind of diode?
As a follow up to prior post reply questions:
> Bob Knuckoll's question:
> "Is their installation/operation data published on the net anywhere?"
Here's the link to the GRT EFIS Installation Manual.
http://www.grtavionics.com/File/Install%20Manuals/Horizon%20Install%20Rev%20A%20Feb%202009.pdf
All of their documents are found here:
http://www.grtavionics.com/default.aspx?id=4
Carlos also had a few questions:
> "(a) on the LOW VOLT warning light circuit for the SD8 Alternator....is this
wrong in your schematic?"
I pulled that off the B&C Power Distribution Diagram for the SD8. I've attached
it below. It shows the alternator warning light coming off the Normally Closed
tab thru the light, and then to ground.
Bob, did I wire this correctly for the SD8 Low Volt LED light in my architecture?
Carlos asked:
> b) Why did you connect the Fuel Primer pump to your "always hot" main battery
bus?"
I'm using the Van's Aircraft fuel priming system.
Link here: http://www.vansaircraft.com/cgi-bin/catalog.cgi?ident=1300231865-498-318&browse=engines&product=eng-prime
That circuit would be wired to the Parker Solenoid valve, via a 2-50:OFF-ON-(ON)
progressive switch. With first click up PRIMER ON, and second click (Momentary)
to give the engine a shot of primer.
Should this be moved to a different bus? Wondering why you ask.
Carlos asked:
> c) In this "always hot" main battery bus, you have a connection (lower left)
called Endurance Bus, which is connected to the COM terminal of the S704-1 relay....Would
you explain this connection and this relay function?"
When you hit the starter button, the S704-1 brownout relay is energized and isolates
the BROWNOUT BATT from the MAIN BATT.
My intention of using the brownout battery circuit was to isolate the brownout
battery from the Main battery during engine start, such that the Endurance Bus
received full volts to power my EFIS, EIS, and 2nd Plasma Ignition and NOT suffer
a voltage drop due to the high initial current draw from the Skytec 149-12LS
starter. But since I confirmed that my Plasma III Ignitions are good down
to 6.5V, I took this circuit out.
--------
I look forward to your next round of feedback and questions. Sorry for the long
post....but this is helping me solidify my architecture big time!
Thanks,
Howard
--------
Howard Plevyak
GlaStar / North Bend, Ohio
hplevyak@mac.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=334011#334011
Attachments:
http://forums.matronics.com//files/power_distribution_diagram_for_model_sd8_alternator_146.pdf
http://forums.matronics.com//files/printable_glastar_schematic_v0p2_15mar2011_for_review_391.pdf
http://forums.matronics.com//files/glastar_schematic_v0p2_15mar2011_for_review_849.pdf
http://forums.matronics.com//files/glastar_schematic_v0p2_15mar2011_for_review_148.jpg
Message 2
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Subject: | Re: Need help in reviewing Z10/8 arch for dual |
Lightspeed ign.
At 08:07 PM 3/15/2011, you wrote:
I switched back to a Z13/8 architecture as my base. I did include a
very small (3 lb / 2.2Ah) battery to support my EFIS's, AHRS, and
Engine Information System (EIS4000) to be ON prior to start.
Again, my reasoning for this is that I want to be able to turn on
EFIS 1/AHRS 1 and EFIS 2/AHRS 2 to start the AHRS alignment since
that can take up to two minutes. I also want the EIS on for oil
pressure during start.
I'd like your feedback on this small AUX Battery circuit, since I
wired the DC Power recharging feed from the Main Battery Bus
direct. Is this a safe approach, or should I place a Diode in
between Main BATT BUS, and the AUX BATT? If yes, what kind of diode?
If you're going to have a second battery, and particularly
if it is small, you don't want it being 'hit' by starter
draws. You might just as well wire it as a brown-out
battery a per Z10-8 so that it's automatically unhooked
from the main battery during cranking.
As a follow up to prior post reply questions:
Carlos also had a few questions:
> "(a) on the LOW VOLT warning light circuit for the SD8
Alternator....is this wrong in your schematic?"
Which drawing? Warning lights shown on any
of my drawings become surplus if you've got
lv warning built into other systems.
I pulled that off the B&C Power Distribution Diagram for the
SD8. I've attached it below. It shows the alternator warning light
coming off the Normally Closed tab thru the light, and then to ground.
Please don't mix/match features of multiple architecture
sources. Let's pick one Z-figure and adjust as necessary
to meet your needs. I'll suggest Z10-8
Bob, did I wire this correctly for the SD8 Low Volt LED light in my
architecture?
Do you need any more lights?
Carlos asked:
> b) Why did you connect the Fuel Primer pump to your "always hot"
main battery bus?"
I'm using the Van's Aircraft fuel priming system.
Link here:
http://www.vansaircraft.com/cgi-bin/catalog.cgi?ident=1300231865-498-318&browse=engines&product=eng-prime
That circuit would be wired to the Parker Solenoid valve, via a
2-50:OFF-ON-(ON) progressive switch. With first click up PRIMER ON,
and second click (Momentary) to give the engine a shot of primer.
Should this be moved to a different bus? Wondering why you ask.
Many moons ago, a couple of my readers installed 4-port
primer systems and add a needle valve to their
primer line such that flow to the engine was
about the same during priming as it might be for
75% power. The idea was that the primer system could
provide a po' boy's fuel injection system to back
up the normal fuel delivery pathway to a carburetor.
The topic came up again about 2006 when we talked
about ways to eliminate fuel selector valves and
their attendant risks for fuel leaks in the cockpit.
Here, the 4-port primer/injector system and a suits
of Facet pumps was proposed to eliminate all breaks
in plumbing to install valves, provide for priming,
and a second fuel delivery pathway.
http://aeroelectric.com/Pictures/Misc/All-Elect-Fuel.jpg
If your airplane is low wing and DEPENDS on a pump
for engine operation, then it seems a prudent thing
to have at least one ignition and required electric
fuel delivery to run from a battery bus. This
allows the electrical system to be configured for
'max cold' without killing the engine.
But since I confirmed that my Plasma III Ignitions are good down to
6.5V, I took this circuit out.
But you still have concerns for the avionics . . .
so the brown-out battery is the cleanest way/
Bob . . .
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