Today's Message Index:
----------------------
1. 08:45 AM - Re: Double pole switch failure mode? (Robert L. Nuckolls, III)
2. 10:21 AM - Re: Bulb replacement for my Sandel 3308 EHSI (blues750)
3. 11:11 AM - Re: Re: Bulb replacement for my Sandel 3308 EHSI (Robert L. Nuckolls, III)
4. 01:52 PM - Re: Re: z13 battery bus protection (William Daniell)
Message 1
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| Subject: | Re: Double pole switch failure mode? |
From: Mark and Kathleen Navratil <czechsix@msn.com>
Subject: Re: Double pole switch failure mode?
Bob, is
<http://www.aeroelectric.com/PPS/ACAD_Architecture_Dwgs/>http://www.aeroelec
tric.com/PPS/ACAD_Architecture_Dwgs/
where you keep the latest diagrams? I=92m planning
to use Z-14 for my RV-14 and want to make sure
I=92ve got the latest. I think it does almost
everything I want as is, except I may replace the
two battery buses with an essential bus fed by
diodes from each battery and run the ignition &
fuel injection off of that, so that the engine
will run as long as at least one battery has
juice left in it. I know that can also be
accomplished with the cross-tie contactor, but
don=92t want to have to add that switch to my engine failure checklist=85
Thanks for making the diagrams available in CAD
format, sure beats using whiteout and multiple
photocopies of my original RV-8A diagram from 15 years ago!
-Mark
Your welcome . . .
Z-14 in an RV8? Sometimes I'm sorry that I ever published
that architecture. I may delete it from Rev 13. It was offered
for the very rare instances of larger airplanes like a Lancair IVP
with dual efis, a/c, etc . . .
Have you considered Z13/8? What's the failure mode effects
analysis that drives the decision toward Z-14? What engine
ignition combination are you using? What are your anticipated
endurance loads for sustained flight with a failed main
alternator? Under what conditions can you deduce a need
to depend solely on a battery for continued flight?
Keep in mind that the vast MAJORITY of bad days in the cockpit
have roots in the pilot's poor decisions. Only a tiny portion
of aviation mishaps are rooted in mechanical/electrical
failures and MOST of those would have been easily mitigated
with relatively minor changes in architecture and better
attention to preventative maintenance. Like treating
your battery with as much care and attention as you do
tires, fuel tanks and reports for icing along your route
of travel.
The RV8 is probably the highest cost/performance ratio
design in Van's two-seated product line. To burden
this airplane with the weight, expense and complexity
of a system like Z14 may be intellectually comforting
on some level but I suggest it offers no demonstrable
reduction in operational risks for your project.
One of my first Z13/8 builders invested the saved weight
and expense in his RV8 project by making improvements
to cabin heating comfort and adding an oxygen
system. The kinds of numbers he and his son enjoyed
in the use of this airplane were nothing short of
astounding.
Before we launch into a discussion about how to modify
Z-14, how about exploring the failure situations under
which Z13/8 would not meet practical design goals
for electrical difficulties en route?
Yes, the latest .dwg files are at https://goo.gl/dPKjRi
Bob . . .
Message 2
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| Subject: | Re: Bulb replacement for my Sandel 3308 EHSI |
>From a bit of reading it seems that my concerns would be physical form and equivalent
wattage. Appears to be plenty of T3 G4 type LEDs with acceptable equivalent
wattage. What am I not considering? Any comments or pointers appreciated!!
:D
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=479441#479441
Message 3
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| Subject: | Re: Bulb replacement for my Sandel 3308 EHSI |
At 12:20 PM 4/19/2018, you wrote:
>
> >From a bit of reading it seems that my concerns would be physical
> form and equivalent wattage. Appears to be plenty of T3 G4 type
> LEDs with acceptable equivalent wattage. What am I not
> considering? Any comments or pointers appreciated!! :D
>
Looks like the OEM lamp is an incandescent
20w lamp in a g4 envelope. No LED lamp in
that same envelope is going to be a 20 watt
device . . . it may approach the same total
light output as the original with less than
20watts of energy consumption but I'm
skeptical. Further, no LED replacement
will have the same radiation pattern.
Pattern can have a profound effect on the
quality of the projected image.
The LED products are less expensive and
risks for trying one are low. Give
it a try and see what the display looks
like . . . please share your discoveries.
Bob . . .
Message 4
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| Subject: | Re: z13 battery bus protection |
Bob
thanks sorry for late reply.
So in this case we are talking about your Z16 circuit diagram without an
endurance buss. (I have eliminated the endurance buss. Following your
dictum of no electrical systems which determine the safe termination of the
flight I have Levil with battery back up for AI/flight instruments and a
handheld radio).
Since the battery and therefore the battery contactor is under the baggage
bay of my Europa, the power to the buss comes from one of the
through-firewall bolts which connects the 4AWG from the battery to the
starter contactor.
Following the Z16 therefore, in this case, there is no requirement for wire
protection between the through firewall bolt and the buss. The cable run
which is 10AWG is not more than 12". The buss powers a dynon system with
dual axis AP, radio/intercom, Airmaster prop, flap motor, backup
instruments, fuel pump, landing and anti collision lights (these latter are
low consumption LED). The dynon ammeter shows 12A recharging and 8.5A
normally with everything on.
Will
William Daniell
LONGPORT
+57 310 295 0744
On Mon, Apr 16, 2018 at 8:28 PM, Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
> At 02:40 PM 4/16/2018, you wrote:
>
> In this scenario, is there any reason why an ATC fuse bus (20 slot bandc
> type) could not be fed from batt and alt straight into the buss through t
wo
> of the faston tabs?=C3=82 (As opposed to the main bolt terminal) Each sl
ot
> could have a 30a maxifuse?
>
>
> Recall that circuit protection is for WIRES . . . and
> that the protective device is installed as close as
> practical to the SOURCE of energy that puts the wire
> at risk.
>
> In this case, a MAXIfuse in an in-line holder
> taps power off the hot side of the battery or
> starter contactors. Energy is then conducted via the
> 10AWG feeder to the input stud on the fuseblock.
>
> What loads are being assigned to this bus?
>
>
> Bob . . .
>
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