Today's Message Index:
----------------------
1. 05:48 AM - Re: Re: Z-12 Architecture, Back-Up Alternator Wiring (Robert L. Nuckolls, III)
2. 09:48 PM - Re: Minimum ANL size of 35A vs. power feed AWG (Colyn Case)
3. 10:51 PM - Re: New role for the E-Bus? (Jeff Page)
Message 1
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| Subject: | Re: Z-12 Architecture, Back-Up Alternator Wiring |
At 10:47 PM 4/15/2020, you wrote:
>
>Thank you for the feedback...
>
>I found the files, can't wait to look them over thoroughly.
>
>I'm planning on one Pmag...I'm not sure if that qualifies as
>electrically dependent but I would guess yes.
>
>Is the new thinking that Z-12 is outdated? I worked my way through
>the book and really like Z-12.
Z12 works . . . it's flying on a boat-load
of TC SE aircraft. The only thing I would
change is to replace the SB-1 regulator
with a generic "ford" regulator. The
AUX ALTernator runs for seconds during pre-flight
and otherwise only when needed . . . which
will be rare.
LV warning and OV protection in the full-up
SB-1 controller adds no remarkable value.
The rudimentary regulator will be just
fine running 'barefoot' for what should
not exceed a few hours in the lifetime
of the airplane.
Figure Z101 depicts this recommendation
as an alternative to Z12 which also
offers the 3-layer functionality of
Z13/8 and the previously offered
Z13/20. But Z12 as published is
just fine if that's your wish.
Bob . . .
Message 2
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| Subject: | Re: Minimum ANL size of 35A vs. power feed AWG |
Hi Bob,
I apologize for my somewhat wise-ass answer to Joe's post. Clearly I have a lot
to learn.
We always fight the last war and my last war was smoke coming from behind the panel
that someone else wired. I could barely even get a look in there let alone
identify the offending part. My response is I am now rewiring the airplane.
Hence lots of questioning.
It is a Lancair IV-P, usually overheated by the sun but manmade heat is from the
output of the turbos.
What prompted this question is that I ended up with a co-pilot side CB panel.
All the feeds from the firewall go there. ...and then I have a console CB panel
where all the important stuff is. The main bus comes through the firewall
as a 6 AWG wire and goes to the side CB panel. From there it goes to the
center CB panel. On the latter, I can conjure up 67 continuous amps. But
that assumes hydraulic pump is at max pressure and stays there (I've never seen
it there for more than 2 seconds), pitot heat is on, TKS pump is on, my ancient
strobes, incandescent nav lights, HID landing lights, incandesent taxi lights,
the COM is transmitting. ...a situation that never happens.
It's about an 8' run over to the center CB, but even at that imaginary 67 amp load,
on this 28V airplane, I could in theory handle it with an 8 AWG wire from
the side CB panel to the center CB panel. ...but that would burn through before
the ANL interrupted.
So you are saying, don't worry about the ANL. Can I also not worry about maintaining
6 AWG all the way to the center CB panel?
While we're at it, I have a 27 amp "E-bus". (Yes I know that is extreme but really
that's my whole g3xtouch system with all its canbus friends and relatives
includeing the eis and auto pilot) Today I broke one of the diodes that feeds
it and am looking for some replqcements. How do I identify those at digikey
or wherever?
--------
Colyn Case
colyncase@earthlink.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=495856#495856
Message 3
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| Subject: | Re: New role for the E-Bus? |
Hi Bob,
I just had a good look at Z101. I like it. Five comments, certainly
things you have thought of.
1) There is no overvoltage protection for the aux alternator. I
assume that is because having an overvoltage event immediately after
having a main alternator failure is too unlikely to justify it ?
2) Is the intention that the Engine Bus Alternate Feed be on during
normal flight ? If not, switching off the Master or a battery
contactor failure would remove power from the electronic ignition.
3) During normal flight, the brown out booster is unpowered, but the
power from the Clearance Delivery bus back feeds into its output. Are
these devices typically okay with this ?
4) Is there a risk that the brown out booster could generate a
significant overvoltage event ? Given their switching method to boost
voltage, I think not ?
5) The green color used for the engine bus circuitry is too light a
green, making it hard to read. I suggest a shade darker.
Thanks !
Jeff Page
Dream Aircraft Tundra #10
> Time: 08:39:48 AM PST US
> From: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
> Subject: Re: AeroElectric-List: Re: New role for the E-Bus?
>
> I've been working on three new z-figures between
> wrestling bouts with my dad's '87 GMC pickup
> truck (fuel pump died . . . as long as I have
> to pull the whole tank to replace the pump, I'm
> replacing EVERYTHING . . . I'm down to the
> last two fasteners holding the tank supports
> on the frame . . . 30+ years of rust . . .
> Impact wrench won't budge 'em. Been soaking
> with penetrating oil but about resigned to
> cutting the nuts off with an air-chisel!)
>
> I've posted the latest iterations of the
> drawings we've been combing out here over
> the past couple of months.
>
> Z100 at https://tinyurl.com/sfsbd2t
>
> This is the generic architecture that's
> been flown successfully in hundreds of thousands
> of airplanes in the TC and OBAM aviation worlds.
>
> This drawing could have been in Tony Bengelis
> books . . . same as a C150 sans avionics bus
> (which was never a good idea anyhow). Then:
>
> Z101 at https://tinyurl.com/v9w7g4r
>
> This is Z100 any combination of 4 options:
>
> (1) Robust AUX Alternator
>
> (2) Dual feed, triple source ENGINE bus
> to support electrically dependent
> engine and ancillary instrumentation.
>
> (3) A CLEARANCE DELIVERY bus that offers
> a means for powering up JUST the
> COMM transceiver for preflight
> planning
>
> (4) A brownout boost feature on the
> CD bus to support wobbly electro-whizzies
> vulnerable to unacceptable reset
> during starter inrush interval.
>
> Then:
>
> Z101/8 at https://tinyurl.com/vanp6yu
>
> Essentially the same as Z101 except for a
> smaller AUX alternator in lieu of the bigger
> rascal depicted in Z101.
>
> This configuration offers all the features
> and reliability with reduced weight and
> cost over Z101 where the builder's anticipated
> loads under failure of main alternator are
> modest. The way the AUX ALT is set up on
> these drawings makes it easy to upgrade
> from a /8 to the larger alternator as
> later needs dictate.
>
> These drawings depict variations suggested
> in a constellation of Z-figures . . . a
> kind of LEGO approach to acquiring capabilities
> of any legacy z-figure at the simplest,
> lightest, lowest cost yet failure tolerant
> architecturs.
>
>
> Bob . . .
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