Today's Message Index:
----------------------
1. 02:21 AM - Re: Re: Schematic Z-17 questions (Michael Garmon)
2. 02:10 PM - Need picture for product display at OSH2014 (Robert L. Nuckolls, III)
3. 02:38 PM - Re: Schematic Z-17 questions (Robert L. Nuckolls, III)
4. 04:08 PM - Re: Need picture for product display at OSH2014 (Robert L. Nuckolls, III)
5. 05:47 PM - Aerovoltz and Starter Draw (was Z-17 Schematic) (Matt Stecher)
Message 1
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Subject: | Re: Schematic Z-17 questions |
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Message 2
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Subject: | Need picture for product display at OSH2014 |
Still looking for a nose-on shot of a OBAM
aircraft . . . probably tricycle gear . . .
looking right down the center of spinner.
Need to see it all out to wing tips. 1024 x 768
resolution or better would be nice too. Selected
a/c will figure in table top display of the
programmable wig-wag flasher we did here on
the List as an open source project last year.
It's going to be the first AeroElectric Connection
product to be added to B&C's stable of offerings.
Thanks!
Bob . . .
Message 3
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Subject: | Schematic Z-17 questions |
At 06:06 PM 5/19/2014, you wrote:
>Thanks Bob. Good info and I will watch for the Kitplanes articles. I
>hear your concern about capacity and I was wondering about that. I
>am thinking about an electrically dependent airplane with EFII but
>also thinking about two alternators like your figure Z-13/8.
Z-13/8 (or similar) is probably the-best-
we-know-how-to-do for the down-sizing of
battery capacity.
I think I recall writing that mounting the
SD-8 alternator on the vacated vacuum pump
pad validates common practice in both the
automotive and light aircraft worlds of
flogging the battery until it simply won't
crank the engine any more.
When your airplane is fitted with THREE sources
of energy of which only one is a battery, then
you're firmer ground in spite of a flagging
battery.
By extension we can assert that once the battery
is relieved of duties for flight in an endurance
mode, then the battery can be (1) routinely flogged
to death or (2) down-sized as long as it still
cranks the engine.
But we're still not very smart with respect to
cost of ownership for these little power-houses.
The satisfaction of having saved a few pounds
may flag in the face of extra-ordinary maintenance
to protect their easily insulted physics.
In one of the Kitplanes articles I posed a question
along the lines: "Okay you've shed 10 pounds of
empty weight and freed up 30 cubic inches of volume.
How will you used those newly acquired assets?
Store sandwiches in the newly opened volume?
Will a ten pound delta get you off fields you
could not operate out of before . . . can you
now climb over taller mountains?"
Burt Rutan told us that it takes about 5 pounds
of fuel to carry one pound of airplane around
the world. So leaving 1 pound behind gave them
either 6# lighter gross at t/o . . . or freed
up nearly a gallon of gas for end of flight
endurance . . . which in that airplane was about
100 miles!
Those are the discussions and experiments we can
be doing amongst members of the List . . . and
Kitplanes offers us a forum to share our findings.
Bob . . .
Message 4
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Subject: | Re: Need picture for product display at OSH2014 |
At 06:01 PM 5/21/2014, you wrote:
>Not a very interesting background, but is this what you want?
EXACTLY! Thanks.
Bob . . .
Message 5
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Subject: | Aerovoltz and Starter Draw (was Z-17 Schematic) |
The Aerovoltz is in the mail as they say and I can report the details as soon as
I get it.
You probably spell out how to build the cap check curves in your book so I will
look into that.
Good to know that 4awg should be sufficient at least that saves a little weight.
I was having trouble figuring out how much current to assume was being drawn
during a cold start to base the wire size calc on.
Thanks,
Matt
> At 09:33 PM 5/20/2014, you wrote:
>> <mrcc1234@sbcglobal.net>
>>
>> Thanks for your responses Bob,
>>
>> I have purchased an Aerovolts 12 cell lithium battery to give a try. It is
>> billed as the choice for cranking an O-200 and is 4.4"x3.4"x4" and 2.5 lbs.
>
> Hmmmm . . . I'd sure like to do a family of
> cap check curves on it . . .
>
> I've looked over their website. They seem to offer
> a 'special charger' for 'improved life' but also
> says 'no special charger necessary'.
>
> Did any paperwork come with the battery that
> cautions about deep discharge and/or making sure
> the bus voltage is not too high?
>
>
>> I am shooting for an aft installation and as you said that will let me keep
>> my heavy wires short. I would like to put it in the main spar, but not sure
>> about drilling holes in it to run the wires out or for mounting the battery.
>> If that does not work I am looking at the hell hole above the landing gear
>> attachment.
>>
>> If the aft locations prove more trouble than they are worth than I am
>> looking at the traditional battery spot in the nose and 2AWG wires. It warm
>> most of the time here near Houston, but we do get a week or two worth of
>> almost cold weather.
>
> 4AWG is about 300 micro-ohms per foot WARM (160F
> from cranking). Assuming 24' round trip, a 200A
> cranking current will toss off 1.44 volts in the
> wire. 2AWG is 200 micro-ohms per foot and wouldn't
> warm up as much . . . so figure about 0.9 volts
> in wire drop for a net savings of about 0.5 volts
> out of a total of 9-10 volts at the starter motor
> terminals. 4AWG would probably be fine.
>
>
> Bob . . .
>
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