Today's Message Index:
----------------------
1. 06:45 AM - Re: Z12 vs Z13-8 (user9253)
2. 02:55 PM - Re: Re: Z12 vs Z13-8 (Robert L. Nuckolls, III)
3. 05:38 PM - Re: Re: Z12 vs Z13-8 (Larry Rosen)
Message 1
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| Subject: | Re: Z12 vs Z13-8 |
Choosing the size of the backup alternator is a matter of personal preference.
There is no right or wrong answer. My preference is to keep weight down. If
a PC680 will crank your engine, then how about installing that instead of the
PC925, along with the larger backup alternator?
There was a discussion about batteries for the RV-10 on VansAirforce:
http://www.vansairforce.com/community/showthread.php?t=76315
and on the Matronics AeroElectric List:
http://forums.matronics.com/viewforum.php?f=3&topicdays=0&start=2250
and
http://forums.matronics.com/viewforum.php?f=3&topicdays=0&start=2175
Joe
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=439824#439824
Message 2
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| Subject: | Re: Z12 vs Z13-8 |
At 08:43 2015-03-24, you wrote:
>
>Choosing the size of the backup alternator is a matter of personal
>preference. There is no right or wrong answer.
But I think there is an 'elegant' answer . . . based
on design goals and numbers to guide and validate
the final decision.
I missed the 925 selection. THAT IS a beefy battery.
The rough numbers offered suggested that design
goals call for the battery to carry a lot more
loads than I would have expected.
Hence, my suggestion that he back up and sort the
numbers against anticipated flight configurations.
For it is those numbers that show the adequacy of
alternators and batteries being considered.
I'd bet that the stock SD-8 and a PC-680 would get
the job done . . . but that's my perception of 'the
job' which may differ markedly from his. Until
we have the numbers, we're all blow'n smoke.
Bob . . .
Message 3
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| Subject: | Re: Z12 vs Z13-8 |
I have gone through a complete analysis of every electric component and
looked at the loads for different flight configurations. For simplicity
I only showed a range for my normal loads and what I had for an
endurance mode. I was looking for a review of my analysis and everyone
has helped me with that.
The endurance design I have is a 'keep the coffee pot warm' design and
not a 'safe for flight' design. My struggle is wanting to make the
alternator out situation a 'non event' with all or most of the
conveniences I will have in the plane. Making the endurance mode a
'safe for flight' mode would drastically cut that loads.
Designing for 'non-event' vs 'safe for flight' is drastically
different. I will need to go back and determine what my design goal is.
Larry
On 3/24/2015 5:53 PM, Robert L. Nuckolls, III wrote:
> <nuckolls.bob@aeroelectric.com>
>
> At 08:43 2015-03-24, you wrote:
>>
>> Choosing the size of the backup alternator is a matter of personal
>> preference. There is no right or wrong answer.
>
> But I think there is an 'elegant' answer . . . based
> on design goals and numbers to guide and validate
> the final decision.
>
> I missed the 925 selection. THAT IS a beefy battery.
> The rough numbers offered suggested that design
> goals call for the battery to carry a lot more
> loads than I would have expected.
>
> Hence, my suggestion that he back up and sort the
> numbers against anticipated flight configurations.
> For it is those numbers that show the adequacy of
> alternators and batteries being considered.
>
> I'd bet that the stock SD-8 and a PC-680 would get
> the job done . . . but that's my perception of 'the
> job' which may differ markedly from his. Until
> we have the numbers, we're all blow'n smoke.
>
>
> Bob . . .
>
>
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