AeroElectric-List Digest Archive

Thu 01/14/16


Total Messages Posted: 8



Today's Message Index:
----------------------
 
     1. 07:55 AM - Re: Re: Electrical system design critique (Rick Beebe)
     2. 08:03 AM - Re: Electrical system design critique (Jump4way)
     3. 09:14 AM - Re: Electrical system design critique (user9253)
     4. 11:50 AM - Re: Electrical system design critique (Jump4way)
     5. 01:07 PM - Re: Re: Schematic for twin PM alternators (Robert L. Nuckolls, III)
     6. 01:46 PM - Re: Re: Electrical system design critique (Bill Settle)
     7. 02:03 PM - Re: Re: Schematic for twin PM alternators (Paul Eckenroth)
     8. 06:55 PM - Re: Electrical system design critique (Jump4way)
 
 
 


Message 1


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    Time: 07:55:24 AM PST US
    Subject: Re: Electrical system design critique
    From: Rick Beebe <richard.beebe@yale.edu>
    On 01/13/2016 09:15 PM, Jump4way wrote: >> The DPDT switch, used in series with the diode and used for starter >> interlock, is unnecessary. If eliminated, it can not break. > > > I was using this switch as a means to disable to avionics bus during > engine start along with a means to disable to starter from the > pushbutton on the infinity stick during flight in case it were to be > inadvertantly pushed. The switch is rated at 15A which might in > itself be a point of failure at some point as you suggest with your > link regarding avionics busses. I never understood the point of installing the starter button on the stick. It's a button that gets used once per flight so why put it some place so easy to hit in flight? To me it's kind of like driving with your hand on the key all the time. --Rick


    Message 2


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    Time: 08:03:34 AM PST US
    Subject: Re: Electrical system design critique
    From: "Jump4way" <andydelk@gmail.com>
    > Having a switch to disable the stick grip start button is a good idea. But disabling the avionics bus is not necessary and introduces a failure point. Yeah, I guess part of the idea with having an avionics switch was to have to turn something on after engine start which also disables the stick mounted starter switch. I'll do a bit more thinking on that one. > Did you mean to insert an 18 AWG fuselink, not 20 AWG? I chose 18 AWG for the fuselink as that was 4 wire sizes smaller from the 14 AWG that I have tying the main bus to the avionics bus. Is that not the correct way of thinking? > If the avionics bus has a few extra fuse slots, the aux input could be back fed through a fuse instead of using a fusible link. As of right now, the avionics bus has a couple of open slots. I was hoping to keep that open for future expansion is possible though. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=451976#451976


    Message 3


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    Time: 09:14:41 AM PST US
    Subject: Re: Electrical system design critique
    From: "user9253" <fransew@gmail.com>
    > I chose 18 AWG for the fuselink as that was 4 wire sizes smaller from the 14 AWG Yeah, but you put "20" on the latest schematic. -------- Joe Gores Read this topic online here: http://forums.matronics.com/viewtopic.php?p=451977#451977


    Message 4


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    Time: 11:50:39 AM PST US
    Subject: Re: Electrical system design critique
    From: "Jump4way" <andydelk@gmail.com>
    Oh... That fusible link. I think I might have taken one of Bob's drawing too literally. That's what it shows on the z13/8 in my version of aeroelectric connect. A 20 AWG fusible link for a 14 AWG wire. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=451978#451978 Attachments: http://forums.matronics.com//files/image_143.png


    Message 5


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    Time: 01:07:38 PM PST US
    From: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
    Subject: Re: Schematic for twin PM alternators
    At 09:58 PM 1/13/2016, you wrote: ><ceengland7@gmail.com> > >Agree that contacting Revmaster is the best 1st action. Ask for a >real schematic, in addition to the hookup cartoon. But the way I >read the drawing, they are showing 1/2 the system, with the other >half 'implied'. Agreed . . . I'm not sure 'we know what we don't know' about this system. I've e-mailed Revmaster requesting copies of the installation manuals for their full line of products for l my library. Bob . . .


    Message 6


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    Time: 01:46:49 PM PST US
    From: Bill Settle <billsettle@bellsouth.net>
    Subject: Re: Electrical system design critique
    HOTAS.....=C2- and with VPX it is automatically disabled after engine sta rt so you can hit it all you want in flight. From: Rick Beebe <richard.beebe@yale.edu> To: aeroelectric-list@matronics.com Sent: Thursday, January 14, 2016 10:52 AM Subject: Re: AeroElectric-List: Re: Electrical system design critique > On 01/13/2016 09:15 PM, Jump4way wrote: >> The DPDT switch, used in series with the diode and used for starter >> interlock, is unnecessary. If eliminated, it can not break. > > > I was using this switch as a means to disable to avionics bus during > engine start along with a means to disable to starter from the > pushbutton on the infinity stick during flight in case it were to be > inadvertantly pushed. The switch is rated at 15A which might in > itself be a point of failure at some point as you suggest with your > link regarding avionics busses. I never understood the point of installing the starter button on the stick. It's a button that gets used once per flight so why put it some place so easy to hit in flight? To me it's kind of like driving with your hand on the key all the time. --Rick =C2- =C2- =C2- =C2- =C2- -Matt Dralle, List Admin. - S - - =C2- =C2- =C2- =C2- =C2- -Matt Dralle, List Admin.


    Message 7


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    Time: 02:03:43 PM PST US
    Subject: Re: Schematic for twin PM alternators
    From: Paul Eckenroth <N509RV@eckenroth.com>
    Joe Thanks for the links. I see a number of schematics for PM alternator based systems. I need to study each and then make a list of components and questions. I'm sure that what I need will be based on what has already been done. Charlie is right that the other alternator hook up is same as what is shown. Bob is asking about manuals. I don't think that either Sonex or Revmaster has manuals beyond the very basic. I believe they both use a non-adjustable rectifier/regulator with no further controls other than fuse and switch. Paul On Thu, Jan 14, 2016 at 4:03 PM, Robert L. Nuckolls, III < nuckolls.bob@aeroelectric.com> wrote: > At 09:58 PM 1/13/2016, you wrote: > > ceengland7@gmail.com> > > Agree that contacting Revmaster is the best 1st action. Ask for a real > schematic, in addition to the hookup cartoon. But the way I read the > drawing, they are showing 1/2 the system, with the other half 'implied'. > > > Agreed . . . I'm not sure 'we know what we don't know' about > this system. I've e-mailed Revmaster requesting copies of the > installation manuals for their full line of products for > l my library. > > > Bob . . . >


    Message 8


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    Time: 06:55:52 PM PST US
    Subject: Re: Electrical system design critique
    From: "Jump4way" <andydelk@gmail.com>
    Oh... That fusible link. I think I might have taken one of Bob's drawing too literally. That's what it shows on the z13/8 in my version of aeroelectric connect. A 20 AWG fusible link for a 14 AWG wire. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=451990#451990 Attachments: http://forums.matronics.com//files/image_452.png




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