---------------------------------------------------------- AeroElectric-List Digest Archive --- Total Messages Posted Wed 01/09/19: 2 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 03:16 AM - Re: Z-12 Aux Alt Question (supik) 2. 10:54 AM - Re: Z-12 Aux Alt Question (BMC_Dave) ________________________________ Message 1 _____________________________________ Time: 03:16:20 AM PST US Subject: AeroElectric-List: Re: Z-12 Aux Alt Question From: "supik" ceengland7(at)gmail.com wrote: > On 1/8/2019 5:20 PM, supik wrote: > > > > > > > Personally if anything major goes wrong electrically and I am in IMC, I will look for a good enroute alternate airport with best wx in the area and land. Airmanship of course, if it's close to minimums below me and my original destination has way better wx, then continue. > > > > On the ground, I will have plenty of time to check the systems, perform repairs if possible, wait for better wx and make further decisions. If the degraded system allows for a safe VFR flight, one can continue home or to destination. > > > > -------- > > Igor > > > > RV10 in progress > > > > As a FWIW, I tried to come as close as reasonably possible to > > > > 'conventional' operation: airframe power is on one switch (the master), > and the engine on another. Sustained smoke in the cockpit in > 'conventional' is master off NOW, & find the ground. > My (not-yet-flying) electrically dependent alt engine has all it needs > on its very own bus, controlled by its own switch. > Everything else is on the other (airframe) bus. > Dual identical alternators, one feeding each bus. > (Cross-tie switch to allow either bus to be powered by the other, in > case of control (switch or contactor) failure.) > > Response to sustained smoke would be 'airframe master off, hunt for > ground', with the EFIS kept alive by its internal battery. > > No claim that this is the best solution. Just that it at least > marginally mimics conventional operation and hopefully, will allow long > conditioned responses in a high stress situation. > > Charlie > > --- > This email has been checked for viruses by Avast antivirus software. > https://www.avast.com/antivirus Good approach! -------- Igor RV10 in progress Read this topic online here: http://forums.matronics.com/viewtopic.php?p=486853#486853 ________________________________ Message 2 _____________________________________ Time: 10:54:32 AM PST US Subject: AeroElectric-List: Re: Z-12 Aux Alt Question From: "BMC_Dave" ceengland7(at)gmail.com wrote: > > 'conventional' operation: airframe power is on one switch (the master), > and the engine on another. Sustained smoke in the cockpit in > 'conventional' is master off NOW, & find the ground. > My (not-yet-flying) electrically dependent alt engine has all it needs > on its very own bus, controlled by its own switch. > Everything else is on the other (airframe) bus. > Dual identical alternators, one feeding each bus. > (Cross-tie switch to allow either bus to be powered by the other, in > case of control (switch or contactor) failure.) > > Response to sustained smoke would be 'airframe master off, hunt for > ground', with the EFIS kept alive by its internal battery. > > No claim that this is the best solution. Just that it at least > marginally mimics conventional operation and hopefully, will allow long > conditioned responses in a high stress situation. > > Charlie > > --- > This email has been checked for viruses by Avast antivirus software. > https://www.avast.com/antivirus I agree with the idea of emulating "conventional" operation. My originally posted architecture might be nearly there, if I move non-engine stuff to the main bus. Smoke in cockpit, e-bus alt feed on, master off. Engine will run for 2+ hours in that condition, and I can alternate between primary and backup EFISs for a nominal 2.5 hours of flight instrument time. Pitot heat reduces engine run time to a little over an hour. I don't have a lot of experience in hard IMC as I'm not instrument rated, but it seems to me the scenario where I have a dual alternator failure and the pitot is icing up I'd be in an emergency and on my way to a landing. Still noodling if 1 hour is good enough for me here. Only thing is I would be isolated from the outside world then, so maybe leave the 430 on the e-bus as well so I have a means to communicate but can still switch it off. Boy I'd sure love to just move a smaller aux alt to the e-bus... Read this topic online here: http://forums.matronics.com/viewtopic.php?p=486856#486856 ------------------------------------------------------------------------------------- Other Matronics Email List Services ------------------------------------------------------------------------------------- Post A New Message aeroelectric-list@matronics.com UN/SUBSCRIBE http://www.matronics.com/subscription List FAQ http://www.matronics.com/FAQ/AeroElectric-List.htm Web Forum Interface To Lists http://forums.matronics.com Matronics List Wiki http://wiki.matronics.com Full Archive Search Engine http://www.matronics.com/search 7-Day List Browse http://www.matronics.com/browse/aeroelectric-list Browse Digests http://www.matronics.com/digest/aeroelectric-list Browse Other Lists http://www.matronics.com/browse Live Online Chat! http://www.matronics.com/chat Archive Downloading http://www.matronics.com/archives Photo Share http://www.matronics.com/photoshare Other Email Lists http://www.matronics.com/emaillists Contributions http://www.matronics.com/contribution ------------------------------------------------------------------------------------- These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.