Today's Message Index:
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1. 08:16 AM - Re: Noisy USB Charger (Sacha)
2. 02:15 PM - Dual master solenoids (Tomhanaway)
3. 04:14 PM - Re: Dual master solenoids (Robert L. Nuckolls, III)
4. 10:54 PM - Re: Dual master solenoids (Bob Verwey)
Message 1
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Subject: | Noisy USB Charger |
Hi Dennis,
In the meantime, I took your advice and tried a different brand of charger.
I bought it at Wal-Mart and I'm happy to report that it is working fine. It
is black, comes in a bubble pack, and can plug into both a 120 VAC wall
outlet and a 12 VDC cigar lighter outlet. It cost less than $20. It has
two, 2.1 amp USB receptacles.
Just for reference, can post a link to the item on Walmart.com? There are
dozens of UBS chargers there.
sacha
Message 2
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Subject: | Dual master solenoids |
Working my way through Nuckoll's Z-13 wiring diagram.
I'm building an 8-a VFR with single battery, single alternator.
I'm not excited about the use of his "always hot" main bus because of the additional
wire runs it would create from the buss mounted close to the rear mounted
battery and difficulty accessing fuses for those wires.
I'd like to run all electrical busses from the always hot side of the starter solenoid
(always hot when master solenoid is hot).
Given this scenario, it seems that the really significant system weakness is the
failure of the master solenoid. I was thinking that a second master solenoid,
with a separate wire and switch, wired in parallel at the battery, would address
this issue.
Does this make sense or am I missing something obvious (or not so obvious)?
Thanks,
Tom H.
Sent from my iPad
Message 3
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Subject: | Re: Dual master solenoids |
At 04:14 PM 7/12/2014, you wrote:
>
>Working my way through Nuckoll's Z-13 wiring diagram.
>I'm building an 8-a VFR with single battery, single alternator.
>
>I'm not excited about the use of his "always hot" main bus because
>of the additional wire runs it would create from the buss mounted
>close to the rear mounted battery and difficulty accessing fuses for
>those wires.
That's not a "MAIN BUS" . . . it's the MAIN BATTERY
always-hot with exceedingly limited but often important
tasks in getting power distributed to your airplane.
GA airplanes have had always-hot busses since the
clock and hour-meter fuses were mounted right next
to the battery master contactor in the tail . . . in
Cessnas I worked on in 1965.
Study Z-13 again (or perhaps Z-11 which is a single
alternator version). Also the notes for the z-figures
along with the chapter on system reliability.
>I'd like to run all electrical busses from the always hot side of
>the starter solenoid (always hot when master solenoid is hot).
Not sure what's driving this . . . The Z-figures are
the culmination of over 45+ years experience in TC
aviation enhanced by 25+ years in OBAM aviation exploiting
the freedoms not enjoyed by TC aviation . . . to craft an
architecture that meets YOUR mission requirements . . .
not those of a bureaucracy most of whom do not build or
fly airplanes.
>Given this scenario, it seems that the really significant system
>weakness is the failure of the master solenoid. I was thinking that
>a second master solenoid, with a separate wire and switch, wired in
>parallel at the battery, would address this issue.
>
>Does this make sense or am I missing something obvious (or not so obvious)?
It's not clear that you understand the philosophy behind
the various architectures and functionality of their
several features.
Suggest you PLAN for Z-13/8 by having all the WIRES
in place to have a second alternator . . . unless you're
going to have a vacuum pump, the consider NOT plugging
a perfectly good source of mechanical energy with a
cover plate.
Print out copies of http://tinyurl.com/7jqypwj one for
each bus. It generally takes three.
List each load services by the various busses along
with their magnitudes and flight configurations that
the loads are expected/necessary.
You may not need a battery bus . . . but get all your
loads defined first . . . then decide what bus
structures are needed.
Do you plan any sort of electronic ignition. The
RV8 is low wing so you no doubt have electric
fuel pumps. Does any of your proposed electrics
need memory keep-alive power? I single alternator,
what's your goal for battery-only endurance? The
load analysis study will let you set necessary battery
size based on predicted loads. There's lot of
sifting of requirements that will drive what
gets powered from which busses.
Go with Z-13/8 with second 4-pound alternator
and your alternator-out endurance deliberations
get a WHOLE LOT easier.
Bob . . .
Message 4
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Subject: | Re: Dual master solenoids |
TOM,
Then you may as well have two of everything.
Remember the cardinal rule..." build in simplicity and lightness"
Bob Verwey
On 12 Jul 2014 11:22 PM, "Tomhanaway" <tomhanaway1@gmail.com> wrote:
> >
>
> Working my way through Nuckoll's Z-13 wiring diagram.
> I'm building an 8-a VFR with single battery, single alternator.
>
> I'm not excited about the use of his "always hot" main bus because of the
> additional wire runs it would create from the buss mounted close to the
> rear mounted battery and difficulty accessing fuses for those wires.
>
> I'd like to run all electrical busses from the always hot side of the
> starter solenoid (always hot when master solenoid is hot).
>
> Given this scenario, it seems that the really significant system weakness
> is the failure of the master solenoid. I was thinking that a second master
> solenoid, with a separate wire and switch, wired in parallel at the
> battery, would address this issue.
>
> Does this make sense or am I missing something obvious (or not so obvious)?
>
> Thanks,
> Tom H.
>
> Sent from my iPad
>
>
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