Today's Message Index:
----------------------
1. 09:08 AM - Re: Re: New role for the E-Bus? (Robert L. Nuckolls, III)
2. 09:36 AM - Re: Re: New role for the E-Bus? (Sebastien)
3. 09:46 AM - Re: Re: New role for the E-Bus? (Ken Ryan)
4. 10:17 AM - Re: Re: New role for the E-Bus? (Robert L. Nuckolls, III)
5. 10:19 AM - Re: Re: New role for the E-Bus? (Robert L. Nuckolls, III)
6. 10:35 AM - Re: Re: New role for the E-Bus? (Ken Ryan)
7. 01:00 PM - Re: Re: New role for the E-Bus? (Sebastien)
8. 02:21 PM - Re: Re: New role for the E-Bus? (Robert L. Nuckolls, III)
9. 02:22 PM - Re: Re: New role for the E-Bus? (Charlie England)
10. 02:25 PM - Re: Re: New role for the E-Bus? (Robert L. Nuckolls, III)
11. 03:49 PM - Revmaster R2300 Ignition (dj_theis)
12. 04:34 PM - Re: Re: New role for the E-Bus? (Sebastien)
13. 04:35 PM - Re: Re: New role for the E-Bus? (Sebastien)
14. 05:11 PM - Re: Re: New role for the E-Bus? (John B)
15. 05:30 PM - Re: Re: New role for the E-Bus? (Jeff Luckey)
16. 05:45 PM - Re: Re: New role for the E-Bus? (DeWitt Whittington)
17. 05:56 PM - Re: Re: New role for the E-Bus? (Sebastien)
18. 05:56 PM - Re: Re: New role for the E-Bus? (Charlie England)
19. 06:18 PM - Re: Re: New role for the E-Bus? (Jeff Luckey)
20. 06:47 PM - Re: Re: New role for the E-Bus? (A R Goldman)
21. 06:48 PM - Re: Re: New role for the E-Bus? (Sebastien)
Message 1
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| Subject: | Re: New role for the E-Bus? |
At 12:13 PM 4/5/2020, you wrote:
Bob from what I have seen Z01 would be exactly
what I would be looking for on my next aircraft.
1. Z-14 is too complex for me from a cost,
weight, and maintenance point of view.
Probably true for 95+ percent of all
OBAM aircraft.
2. I have no need for an e-bus since an alternator failure
will be detected right away and after switching to the SD-8
there is plenty of time to shut down individual loads that
aren't required at that time if the flight time remaining
deems it necessary.
Another feature of the e-bus was to unburden
the SD8 of carrying a battery contactor load.
The battery contactor is about a 0.7A load,
a significant fraction of SD8 output. That
amount of current would be better used to
keep a couple of solid state electro-whizzies
lit up . . . but if your load analysis says
that contactor loads can be handily support
as part of your plan-b loads, then no
problem!
3. Since both Garmin and Dynon have excellent backup
batteries that will power essential systems only for
flight and navigation, I was never interested in a brownout
bus. Last year I discovered that if you program your
flight plan into the GPS navigator with the engine shut
down it's usually fine but every once in a while the
engine cranking takes a bit too long and the navigator resets,
clearing out the flight plan. Preventing this would be
useful so now I'm a fan of the brownout bus. Having the
nav lights, one COM and the GPS navigator on that bus
with a clearance delivery switch to power it by itself
would be something I would use just about every flight.
Brown out/endurance/clearance are one
and the same bus. Why nav lights?
4. I think electrically dependent engines are becoming
the norm rather than the exception for new amateur
built aircraft.
Yup, the seeds were already in the ground
at my first trip to OSH in '86. There
were a couple electronic ignitions being
offered that year not the least of what
would become LightSpeed.
Bob . . .
Message 2
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| Subject: | Re: New role for the E-Bus? |
I have the Nav lights on anytime the aircraft is electrically powered.
Several times it has saved me from walking away to come back to a dead
battery.
On Mon, Apr 6, 2020, 09:14 Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
> At 12:13 PM 4/5/2020, you wrote:
> Bob from what I have seen Z01 would be exactly
> what I would be looking for on my next aircraft.
>
> 1. Z-14 is too complex for me from a cost,
> weight, and maintenance point of view.
>
> Probably true for 95+ percent of all
> OBAM aircraft.
>
> 2. I have no need for an e-bus since an alternator failure
> will be detected right away and after switching to the SD-8
> there is plenty of time to shut down individual loads that
> aren't required at that time if the flight time remaining
> deems it necessary.
>
> Another feature of the e-bus was to unburden
> the SD8 of carrying a battery contactor load.
> The battery contactor is about a 0.7A load,
> a significant fraction of SD8 output. That
> amount of current would be better used to
> keep a couple of solid state electro-whizzies
> lit up . . . but if your load analysis says
> that contactor loads can be handily support
> as part of your plan-b loads, then no
> problem!
>
> 3. Since both Garmin and Dynon have excellent backup
> batteries that will power essential systems only for
> flight and navigation, I was never interested in a brownout
> bus. Last year I discovered that if you program your
> flight plan into the GPS navigator with the engine shut
> down it's usually fine but every once in a while the
> engine cranking takes a bit too long and the navigator resets,
> clearing out the flight plan. Preventing this would be
> useful so now I'm a fan of the brownout bus. Having the
> nav lights, one COM and the GPS navigator on that bus
> with a clearance delivery switch to power it by itself
> would be something I would use just about every flight.
>
> Brown out/endurance/clearance are one
> and the same bus. Why nav lights?
>
> 4. I think electrically dependent engines are becoming
> the norm rather than the exception for new amateur
> built aircraft.
>
> Yup, the seeds were already in the ground
> at my first trip to OSH in '86. There
> were a couple electronic ignitions being
> offered that year not the least of what
> would become LightSpeed.
>
> Bob . . .
>
Message 3
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| Subject: | Re: New role for the E-Bus? |
Another feature of the e-bus was to unburden
the SD8 of carrying a battery contactor load.
The battery contactor is about a 0.7A load,
a significant fraction of SD8 output. That
amount of current would be better used to
keep a couple of solid state electro-whizzies
lit up . . . but if your load analysis says
that contactor loads can be handily support
as part of your plan-b loads, then no
problem!
Are solid state contactor loads significantly less than the traditional
contactors?
On Mon, Apr 6, 2020 at 8:14 AM Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
> At 12:13 PM 4/5/2020, you wrote:
> Bob from what I have seen Z01 would be exactly
> what I would be looking for on my next aircraft.
>
> 1. Z-14 is too complex for me from a cost,
> weight, and maintenance point of view.
>
> Probably true for 95+ percent of all
> OBAM aircraft.
>
> 2. I have no need for an e-bus since an alternator failure
> will be detected right away and after switching to the SD-8
> there is plenty of time to shut down individual loads that
> aren't required at that time if the flight time remaining
> deems it necessary.
>
> Another feature of the e-bus was to unburden
> the SD8 of carrying a battery contactor load.
> The battery contactor is about a 0.7A load,
> a significant fraction of SD8 output. That
> amount of current would be better used to
> keep a couple of solid state electro-whizzies
> lit up . . . but if your load analysis says
> that contactor loads can be handily support
> as part of your plan-b loads, then no
> problem!
>
> 3. Since both Garmin and Dynon have excellent backup
> batteries that will power essential systems only for
> flight and navigation, I was never interested in a brownout
> bus. Last year I discovered that if you program your
> flight plan into the GPS navigator with the engine shut
> down it's usually fine but every once in a while the
> engine cranking takes a bit too long and the navigator resets,
> clearing out the flight plan. Preventing this would be
> useful so now I'm a fan of the brownout bus. Having the
> nav lights, one COM and the GPS navigator on that bus
> with a clearance delivery switch to power it by itself
> would be something I would use just about every flight.
>
> Brown out/endurance/clearance are one
> and the same bus. Why nav lights?
>
> 4. I think electrically dependent engines are becoming
> the norm rather than the exception for new amateur
> built aircraft.
>
> Yup, the seeds were already in the ground
> at my first trip to OSH in '86. There
> were a couple electronic ignitions being
> offered that year not the least of what
> would become LightSpeed.
>
> Bob . . .
>
--
Stay strong. Read books. Listen to music. Ignore the orange psychopath.
Message 4
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| Subject: | Re: New role for the E-Bus? |
At 11:32 AM 4/6/2020, you wrote:
>I have the Nav lights on anytime the aircraft is electrically powered. Several
>times it has saved me from walking away to come back to a dead battery.
You don't have obnoxious notification of low volts?
Bob . . .
Message 5
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| Subject: | Re: New role for the E-Bus? |
At 11:41 AM 4/6/2020, you wrote:
>Another feature of the e-bus was to unburden
>=C2 the SD8 of carrying a battery contactor load.
>=C2 The battery contactor is about a 0.7A load,
>=C2 a significant fraction of SD8 output. That
>=C2 amount of current would be better used to
>=C2 keep a couple of solid state electro-whizzies
>=C2 lit up . . . but if your load analysis says
>=C2 that contactor loads can be handily support
>=C2 as part of=C2 your plan-b loads, then no
>=C2 problem!
>
>Are solid state contactor loads significantly
>less than the traditional contactors?
Yes. I'm not yet convinced that going
solid-state has a useful return on
investment . . . what are you planning
to spend on an SS battery contactor?
Bob . . .
Message 6
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| Subject: | Re: New role for the E-Bus? |
I'm not planning on an SS contactor, just wondering if that info was
factored into the decision of e-bus/no e-bus?
On Mon, Apr 6, 2020 at 9:26 AM Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
> At 11:41 AM 4/6/2020, you wrote:
>
> Another feature of the e-bus was to unburden
> =C3=82 the SD8 of carrying a battery contactor load.
> =C3=82 The battery contactor is about a 0.7A load,
> =C3=82 a significant fraction of SD8 output. That
> =C3=82 amount of current would be better used to
> =C3=82 keep a couple of solid state electro-whizzies
> =C3=82 lit up . . . but if your load analysis says
> =C3=82 that contactor loads can be handily support
> =C3=82 as part of=C3=82 your plan-b loads, then no
> =C3=82 problem!
>
> Are solid state contactor loads significantly less than the traditional
> contactors?
>
>
> Yes. I'm not yet convinced that going
> solid-state has a useful return on
> investment . . . what are you planning
> to spend on an SS battery contactor?
>
>
> Bob . . .
>
--
Stay strong. Read books. Listen to music. Ignore the orange psychopath.
Message 7
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| Subject: | Re: New role for the E-Bus? |
Yes, anything less than 13.8 V gives a visual and audio alarm but that's
only useful with the engine running.
Doesn't help when forgetting the master on and walking away from the
aircraft to come back a couple days later with a dead battery.
On Mon, Apr 6, 2020 at 10:24 AM Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
> At 11:32 AM 4/6/2020, you wrote:
>
> I have the Nav lights on anytime the aircraft is electrically powered.
> Several
> times it has saved me from walking away to come back to a dead battery.
>
>
> You don't have obnoxious notification of low volts?
>
> Bob . . .
>
Message 8
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| Subject: | Re: New role for the E-Bus? |
At 12:29 PM 4/6/2020, you wrote:
>I'm not planning on an SS contactor, just wondering if that info
>was factored into the decision of e-bus/no e-bus?
It's the LOAD ANALYSIS that drives such
decisions . . . it's among the first
documents to be created and evolved as
any new design hits the drawing boards.
Contactor loads will be cited for consideration
as the design process moves along.
Bob . . .
Message 9
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| Subject: | Re: New role for the E-Bus? |
If your master is on, but the engine isn't running, Why isn't the LV alarm
flashing?
On Mon, Apr 6, 2020 at 3:08 PM Sebastien <cluros@gmail.com> wrote:
> Yes, anything less than 13.8 V gives a visual and audio alarm but that's
> only useful with the engine running.
>
> Doesn't help when forgetting the master on and walking away from the
> aircraft to come back a couple days later with a dead battery.
>
> On Mon, Apr 6, 2020 at 10:24 AM Robert L. Nuckolls, III <
> nuckolls.bob@aeroelectric.com> wrote:
>
>> At 11:32 AM 4/6/2020, you wrote:
>>
>> I have the Nav lights on anytime the aircraft is electrically powered.
>> Several
>> times it has saved me from walking away to come back to a dead battery.
>>
>>
>> You don't have obnoxious notification of low volts?
>>
>> Bob . . .
>>
>
Message 10
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| Subject: | Re: New role for the E-Bus? |
At 02:57 PM 4/6/2020, you wrote:
>Yes, anything less than 13.8 V gives a visual and audio alarm but
>that's only useful with the engine running.
>Doesn't help when forgetting the master on and walking away from the
>aircraft to come back a couple days later with a dead battery.
Yup. The LV warning light on B&C controllers
is active whether or not the engine is running.
Also, it's not difficult to add an appropriately
obnoxious stand-alone warning device.
Bob . . .
Message 11
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| Subject: | Revmaster R2300 Ignition |
My question is related to the VW derivative, Revmaster 2300 and the ignition control
wiring. The Remaster manual has a description of the ignition as a CDI
powered by 2 independent and internal coils on the flywheel. The ignition system
has 8 coils (one on each plug).
Run up and testing is done by turning off (via pulling to ground) the equivalent
of "P" leads for each of the 4 independent ignition circuits. During normal
run-up the operator might kill the top plugs by bringing two of the switches
to ground (equivalent of maybe right or left on a dual magneto system).
OK, that is probably more confusing than it needs to be but here is my question.
I'm thinking it might be useful / advantageous, to use a traditional ignition
switch. So, Attached is my scenario where I've included four relays to pull
the CDI ignition to ground from the ignition switch. Question, using automotive
relays, would the coil current be detrimental to the life of the ignition?
Any other reason this would not work?
Thanks for your consideration.
--------
Scratch building Sonex #1362
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=495653#495653
Attachments:
http://forums.matronics.com//files/revmaster_2300_r11a_ingnition_ckt_212.pdf
Message 12
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| Subject: | Re: New role for the E-Bus? |
It is flashing, inside the plane. Doesn't help outside the plane.
On Mon, Apr 6, 2020, 14:51 Charlie England <ceengland7@gmail.com> wrote:
> If your master is on, but the engine isn't running, Why isn't the LV alarm
> flashing?
>
> On Mon, Apr 6, 2020 at 3:08 PM Sebastien <cluros@gmail.com> wrote:
>
>> Yes, anything less than 13.8 V gives a visual and audio alarm but that's
>> only useful with the engine running.
>>
>> Doesn't help when forgetting the master on and walking away from the
>> aircraft to come back a couple days later with a dead battery.
>>
>> On Mon, Apr 6, 2020 at 10:24 AM Robert L. Nuckolls, III <
>> nuckolls.bob@aeroelectric.com> wrote:
>>
>>> At 11:32 AM 4/6/2020, you wrote:
>>>
>>> I have the Nav lights on anytime the aircraft is electrically powered.
>>> Several
>>> times it has saved me from walking away to come back to a dead battery.
>>>
>>>
>>> You don't have obnoxious notification of low volts?
>>>
>>> Bob . . .
>>>
>>
Message 13
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| Subject: | Re: New role for the E-Bus? |
The problem with an obnoxious warning device is that it is obnoxious. I'm
not about to add something that warns me that my clearance delivery switch
is on since it will be on before almost every flight.
But if you have a circuit design for an obnoxious warning that only signals
when my brain has forgotten something, I'll take it.
On Mon, Apr 6, 2020, 14:47 Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
> At 02:57 PM 4/6/2020, you wrote:
>
> Yes, anything less than 13.8 V gives a visual and audio alarm but that's
> only useful with the engine running.
> Doesn't help when forgetting the master on and walking away from the
> aircraft to come back a couple days later with a dead battery.
>
>
> Yup. The LV warning light on B&C controllers
> is active whether or not the engine is running.
> Also, it's not difficult to add an appropriately
> obnoxious stand-alone warning device.
>
> Bob . . .
>
Message 14
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| Subject: | Re: New role for the E-Bus? |
You left the master switch on??? This is easy to do, in a cockpit with
only one crewmember, as there is no valid challenge-response shutdown
checklist like the ones used in crewed aircraft. To (hopefully)
ameliorate this possibility in my Yak 55M, I've installed a Davtron
voltmeter. The display is rather large. It displays bus voltage, thus,
any time the master switch is on, system voltage is displayed. The cost of
the meter is less than the inconvenience of a dead battery, and it weighs
about as much as a pack of cigarettes... I picked green, but other colors
are available, and I believe it dims automatically... ('Not a factor in a
day-VFR aerobatic airplane.) Dark cockpit=Master switch off.
As an aside, read the fine print on the B&C voltage regulator. The low
volt light may NOT flash if one's battery is well-charged. Bob, can you
add to this?
John B
On Mon, Apr 6, 2020 at 6:40 PM Sebastien <cluros@gmail.com> wrote:
> The problem with an obnoxious warning device is that it is obnoxious. I'm
> not about to add something that warns me that my clearance delivery switch
> is on since it will be on before almost every flight.
>
> But if you have a circuit design for an obnoxious warning that only
> signals when my brain has forgotten something, I'll take it.
>
> On Mon, Apr 6, 2020, 14:47 Robert L. Nuckolls, III <
> nuckolls.bob@aeroelectric.com> wrote:
>
>> At 02:57 PM 4/6/2020, you wrote:
>>
>> Yes, anything less than 13.8 V gives a visual and audio alarm but that's
>> only useful with the engine running.
>> Doesn't help when forgetting the master on and walking away from the
>> aircraft to come back a couple days later with a dead battery.
>>
>>
>> Yup. The LV warning light on B&C controllers
>> is active whether or not the engine is running.
>> Also, it's not difficult to add an appropriately
>> obnoxious stand-alone warning device.
>>
>> Bob . . .
>>
>
Message 15
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| Subject: | Re: New role for the E-Bus? |
FYI...
On the topic of low-power master relays as an alternative to traditional "t
in-can" or solid-state relays,
Here is a Bosch relay with contacts rated 75A and the coil draws around 0.2
A, (instead of 0.7A or higher as with some "tin-can" relays).=C2- I'm us
ing it for my master relay. It costs about $35.
Bosch part #: V23232-D0001-X001
Here an Amazon link:=C2-https://www.amazon.com/dp/B0117FAGVO?tag=duckdu
ckgo-d-20&linkCode=osi&th=1&psc=1
On Monday, April 6, 2020, 04:52:27 PM PDT, Sebastien <cluros@gmail.com>
wrote:
It is flashing, inside the plane. Doesn't help outside the plane.
On Mon, Apr 6, 2020, 14:51 Charlie England <ceengland7@gmail.com> wrote:
If your master is on, but the engine isn't running, Why isn't the LV alarm
flashing?
On Mon, Apr 6, 2020 at 3:08 PM Sebastien <cluros@gmail.com> wrote:
Yes, anything less than 13.8 V gives a visual and audio alarm but that's on
ly useful with the engine running.
Doesn't help when forgetting the master on and walking away from the aircra
ft to come back a couple days later with a dead battery.
On Mon, Apr 6, 2020 at 10:24 AM Robert L. Nuckolls, III <nuckolls.bob@aeroe
lectric.com> wrote:
At 11:32 AM 4/6/2020, you wrote:
I have the Nav lights on anytimethe aircraft is electrically powered. Sever
al
times it has saved me from walking away to come back to a deadbattery.
=C2-You don't have obnoxious notification of lowvolts?
=C2- Bob . . .
Message 16
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| Subject: | Re: New role for the E-Bus? |
I solved the problem of leaving the master switch on years ago when I
was in 4 Cessna flying club. I instituted a protocol of leaving the
flashing beacon (tail strobe) on all the time. Much brighter than the
nav lights. After that no one of the 50 or so members walked out with
that flashing light so totally obvious after closing the hangar door and
turning of the fluorescent lighting. Problem solved.
Dee
> On Apr 6, 2020, at 7:30 PM, Sebastien <cluros@gmail.com> wrote:
>
> It is flashing, inside the plane. Doesn't help outside the plane.
>
> On Mon, Apr 6, 2020, 14:51 Charlie England <ceengland7@gmail.com
<mailto:ceengland7@gmail.com>> wrote:
> If your master is on, but the engine isn't running, Why isn't the LV
alarm flashing?
>
> On Mon, Apr 6, 2020 at 3:08 PM Sebastien <cluros@gmail.com
<mailto:cluros@gmail.com>> wrote:
> Yes, anything less than 13.8 V gives a visual and audio alarm but
that's only useful with the engine running.
>
> Doesn't help when forgetting the master on and walking away from the
aircraft to come back a couple days later with a dead battery.
>
> On Mon, Apr 6, 2020 at 10:24 AM Robert L. Nuckolls, III
<nuckolls.bob@aeroelectric.com <mailto:nuckolls.bob@aeroelectric.com>>
wrote:
> At 11:32 AM 4/6/2020, you wrote:
>> I have the Nav lights on anytime the aircraft is electrically
powered. Several
>> times it has saved me from walking away to come back to a dead
battery.
>
> You don't have obnoxious notification of low volts?
>
> Bob . . .
>
Message 17
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| Subject: | Re: New role for the E-Bus? |
I'm starting to get the feeling that no one around here owns an airplane :).
I have never left the master switch on after a flight, the checklist
doesn't get put away until it's done. But if you have the master on while
you are working on the airplane, and then do something for a couple minutes
on the bench, and then decide to stop for lunch, it's a lot harder to walk
away from a powered up aircraft if the nav lights are on. In fact the only
times I've ever managed to do it was when some well meaning idiot turned
the nav lights off for me.
It's standard practice for the airlines, I've always made it standard
practice for all aircraft I fly or manage.
On Mon, Apr 6, 2020, 17:17 John B <jbsoar@gmail.com> wrote:
> You left the master switch on??? This is easy to do, in a cockpit with
> only one crewmember, as there is no valid challenge-response shutdown
> checklist like the ones used in crewed aircraft. To (hopefully)
> ameliorate this possibility in my Yak 55M, I've installed a Davtron
> voltmeter. The display is rather large. It displays bus voltage, thus,
> any time the master switch is on, system voltage is displayed. The cost of
> the meter is less than the inconvenience of a dead battery, and it weighs
> about as much as a pack of cigarettes... I picked green, but other colors
> are available, and I believe it dims automatically... ('Not a factor in a
> day-VFR aerobatic airplane.) Dark cockpit=Master switch off.
>
> As an aside, read the fine print on the B&C voltage regulator. The low
> volt light may NOT flash if one's battery is well-charged. Bob, can you
> add to this?
>
> John B
>
> On Mon, Apr 6, 2020 at 6:40 PM Sebastien <cluros@gmail.com> wrote:
>
>> The problem with an obnoxious warning device is that it is obnoxious. I'm
>> not about to add something that warns me that my clearance delivery switch
>> is on since it will be on before almost every flight.
>>
>> But if you have a circuit design for an obnoxious warning that only
>> signals when my brain has forgotten something, I'll take it.
>>
>> On Mon, Apr 6, 2020, 14:47 Robert L. Nuckolls, III <
>> nuckolls.bob@aeroelectric.com> wrote:
>>
>>> At 02:57 PM 4/6/2020, you wrote:
>>>
>>> Yes, anything less than 13.8 V gives a visual and audio alarm but that's
>>> only useful with the engine running.
>>> Doesn't help when forgetting the master on and walking away from the
>>> aircraft to come back a couple days later with a dead battery.
>>>
>>>
>>> Yup. The LV warning light on B&C controllers
>>> is active whether or not the engine is running.
>>> Also, it's not difficult to add an appropriately
>>> obnoxious stand-alone warning device.
>>>
>>> Bob . . .
>>>
>>
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| Subject: | Re: New role for the E-Bus? |
I wonder how many 300A spikes from the starter motor coming on line
it'll take to let the magic smoke out of an 75A relay. You can get
'cube' type automotive relays rated at up to ~120A, but even those I
wouldn't want to run starter current through.
Charlie
On 4/6/2020 7:23 PM, Jeff Luckey wrote:
> FYI...
>
> On the topic of low-power master relays as an alternative to
> traditional "tin-can" or solid-state relays,
>
> Here is a Bosch relay with contacts rated 75A and the coil draws
> around 0.2 A, (instead of 0.7A or higher as with some "tin-can"
> relays). I'm using it for my master relay. It costs about $35.
>
> Bosch part #: V23232-D0001-X001
>
> Here an Amazon link:
> https://www.amazon.com/dp/B0117FAGVO?tag=duckduckgo-d-20&linkCode=osi&th=1&psc=1
>
>
> On Monday, April 6, 2020, 04:52:27 PM PDT, Sebastien
> <cluros@gmail.com> wrote:
>
>
> It is flashing, inside the plane. Doesn't help outside the plane.
>
> On Mon, Apr 6, 2020, 14:51 Charlie England <ceengland7@gmail.com
> <mailto:ceengland7@gmail.com>> wrote:
>
> If your master is on, but the engine isn't running, Why isn't the
> LV alarm flashing?
>
> On Mon, Apr 6, 2020 at 3:08 PM Sebastien <cluros@gmail.com
> <mailto:cluros@gmail.com>> wrote:
>
> Yes, anything less than 13.8 V gives a visual and audio alarm
> but that's only useful with the engine running.
>
> Doesn't help when forgetting the master on and walking away
> from the aircraft to come back a couple days later with a dead
> battery.
>
> On Mon, Apr 6, 2020 at 10:24 AM Robert L. Nuckolls, III
> <nuckolls.bob@aeroelectric.com
> <mailto:nuckolls.bob@aeroelectric.com>> wrote:
>
> At 11:32 AM 4/6/2020, you wrote:
>> I have the Nav lights on anytime the aircraft is
>> electrically powered. Several
>> times it has saved me from walking away to come back to a
>> dead battery.
>
> You don't have obnoxious notification of low volts?
>
> Bob . . .
>
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Message 19
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| Subject: | Re: New role for the E-Bus? |
Hey Charlie,
My start solenoid is not downstream of the master relay, so it won't ever s
ee starter current.
On Monday, April 6, 2020, 06:05:27 PM PDT, Charlie England <ceengland7@
gmail.com> wrote:
I wonder how many 300A spikes from the starter motor coming on line it'll
take to let the magic smoke out of an 75A relay. You can get 'cube' type a
utomotive relays rated at up to=C2- ~120A, but=C2- even those I wouldn'
t want to run starter current through.
Charlie
On 4/6/2020 7:23 PM, Jeff Luckey wrote:
FYI...
On the topic of low-power master relays as an alternative to traditional
"tin-can" or solid-state relays,
Here is a Bosch relay with contacts rated 75A and the coil draws around 0
.2 A, (instead of 0.7A or higher as with some "tin-can" relays).=C2- I'm
using it for my master relay. It costs about $35.
Bosch part #: V23232-D0001-X001
Here an Amazon link:=C2-https://www.amazon.com/dp/B0117FAGVO?tag=duck
duckgo-d-20&linkCode=osi&th=1&psc=1
On Monday, April 6, 2020, 04:52:27 PM PDT, Sebastien <cluros@gmail.co
m> wrote:
It is flashing, inside the plane. Doesn't help outside the plane.
On Mon, Apr 6, 2020, 14:51 Charlie England <ceengland7@gmail.com> wrote:
If your master is on, but the engine isn't running, Why isn't the LV alar
m flashing?
On Mon, Apr 6, 2020 at 3:08 PM Sebastien <cluros@gmail.com> wrote:
Yes, anything less than 13.8 V gives a visual and audio alarm but that's o
nly useful with the engine running.
Doesn't help when forgetting the master on and walking away from the airc
raft to come back a couple days later with a dead battery.
On Mon, Apr 6, 2020 at 10:24 AM Robert L. Nuckolls, III <nuckolls.bob@aer
oelectric.com> wrote:
At 11:32 AM 4/6/2020, you wrote:
I have the Nav lights on anytime the aircraft is electrically powered. Seve
ral
times it has saved me from walking away to come back to a dead battery.
=C2-You don't have obnoxious notification of low volts?
=C2- Bob . . .
| | Virus-free. www.avast.com |
Message 20
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| Subject: | Re: New role for the E-Bus? |
And the resistance in the device is????
Sent from my iPhone
> On Apr 6, 2020, at 8:14 PM, Jeff Luckey <jluckey@pacbell.net> wrote:
>
> Hey Charlie,
>
> My start solenoid is not downstream of the master relay, so it won't ever s
ee starter current.
>
>
>
> On Monday, April 6, 2020, 06:05:27 PM PDT, Charlie England <ceengland7@gma
il.com> wrote:
>
>
> I wonder how many 300A spikes from the starter motor coming on line it'll t
ake to let the magic smoke out of an 75A relay. You can get 'cube' type auto
motive relays rated at up to ~120A, but even those I wouldn't want to run s
tarter current through.
>
> Charlie
>
>> On 4/6/2020 7:23 PM, Jeff Luckey wrote:
>
> FYI...
>
> On the topic of low-power master relays as an alternative to traditional "
tin-can" or solid-state relays,
>
> Here is a Bosch relay with contacts rated 75A and the coil draws around 0.
2 A, (instead of 0.7A or higher as with some "tin-can" relays). I'm using i
t for my master relay. It costs about $35.
>
> Bosch part #: V23232-D0001-X001
>
> Here an Amazon link: https://www.amazon.com/dp/B0117FAGVO?tag=duckduckgo
-d-20&linkCode=osi&th=1&psc=1
>
>
> On Monday, April 6, 2020, 04:52:27 PM PDT, Sebastien <cluros@gmail.com> wr
ote:
>
>
> It is flashing, inside the plane. Doesn't help outside the plane.
>
> On Mon, Apr 6, 2020, 14:51 Charlie England <ceengland7@gmail.com> wrote:
> If your master is on, but the engine isn't running, Why isn't the LV alarm
flashing?
>
> On Mon, Apr 6, 2020 at 3:08 PM Sebastien <cluros@gmail.com> wrote:
> Yes, anything less than 13.8 V gives a visual and audio alarm but that's o
nly useful with the engine running.
>
> Doesn't help when forgetting the master on and walking away from the aircr
aft to come back a couple days later with a dead battery.
>
> On Mon, Apr 6, 2020 at 10:24 AM Robert L. Nuckolls, III <nuckolls.bob@aero
electric.com> wrote:
> At 11:32 AM 4/6/2020, you wrote:
>> I have the Nav lights on anytime the aircraft is electrically powered. Se
veral
>> times it has saved me from walking away to come back to a dead battery.
>
> You don't have obnoxious notification of low volts?
>
> Bob . . .
>
>
>
> Virus-free. www.avast.com
Message 21
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| Subject: | Re: New role for the E-Bus? |
That works too Dee if you have a red beacon. I find the nav lights a better
option since it's visible from any angle, and also because the beacon
normally is used on the ground to warn people that engines are running or
that the aircraft may move whereas the convention for nav lights on the
ground indicates the aircraft is powered.
Also many amateur built aircraft do not have a beacon since the strobe
lights meet the requirement for a beacon. I think leaving the strobes on
might be a little aggressive :).
On Mon, Apr 6, 2020, 17:50 DeWitt Whittington <dee.whittington@gmail.com>
wrote:
> I solved the problem of leaving the master switch on years ago when I was
> in 4 Cessna flying club. I instituted a protocol of leaving the flashing
> beacon (tail strobe) on all the time. Much brighter than the nav lights.
> After that no one of the 50 or so members walked out with that flashing
> light so totally obvious after closing the hangar door and turning of the
> fluorescent lighting. Problem solved.
>
> Dee
>
> On Apr 6, 2020, at 7:30 PM, Sebastien <cluros@gmail.com> wrote:
>
> It is flashing, inside the plane. Doesn't help outside the plane.
>
> On Mon, Apr 6, 2020, 14:51 Charlie England <ceengland7@gmail.com> wrote:
>
>> If your master is on, but the engine isn't running, Why isn't the LV
>> alarm flashing?
>>
>> On Mon, Apr 6, 2020 at 3:08 PM Sebastien <cluros@gmail.com> wrote:
>>
>>> Yes, anything less than 13.8 V gives a visual and audio alarm but that's
>>> only useful with the engine running.
>>>
>>> Doesn't help when forgetting the master on and walking away from the
>>> aircraft to come back a couple days later with a dead battery.
>>>
>>> On Mon, Apr 6, 2020 at 10:24 AM Robert L. Nuckolls, III <
>>> nuckolls.bob@aeroelectric.com> wrote:
>>>
>>>> At 11:32 AM 4/6/2020, you wrote:
>>>>
>>>> I have the Nav lights on anytime the aircraft is electrically powered.
>>>> Several
>>>> times it has saved me from walking away to come back to a dead battery.
>>>>
>>>>
>>>> You don't have obnoxious notification of low volts?
>>>>
>>>> Bob . . .
>>>>
>>>
>
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