Today's Message Index:
----------------------
1. 07:15 AM - Re: Re: gps antenna under glassfibre? (Rowland Carson)
2. 10:09 AM - Re: Re: gps antenna under glassfibre? (Robert L. Nuckolls, III)
3. 12:54 PM - Re: Re: Z14 with SDS EM5 ENG BUS (Foghorn Inc)
4. 03:11 PM - Re: Re: Z14 with SDS EM5 ENG BUS (Robert L. Nuckolls, III)
5. 05:59 PM - Re: Re: Z14 with SDS EM5 ENG BUS (Charlie England)
Message 1
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| Subject: | Re: gps antenna under glassfibre? |
On 2020-11-09, at 23:29, Robert L. Nuckolls, III <nuckolls.bob@aeroelectric.com>
wrote:
> You could do the experiment yourself. Put two
> sets of mounting holes for the 2nd antenna . . .
> one 'snuggled up' to the first and the second
> one 'socially distanced'. See if you can observe
> any differences.
Bob - good suggestion, but I now have a working solution that honours the makers
recommendations, and life is too short!
As it used to say in in the maths books it is left as an exercise for the student
to . . ..
in friendship
Rowland
| Rowland Carson ... that's Rowland with a 'w' ...
| <rowlandcarson@gmail.com> http://www.rowlandcarson.org.uk
| Skype, Twitter: rowland_carson Facebook: Rowland Carson
Message 2
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| Subject: | Re: gps antenna under glassfibre? |
>Bob - good suggestion, but I now have a working solution that
>honours the makers=99 recommendations, and life is too short!
>
>As it used to say in in the maths books =9Cit is left as an
>exercise for the student to . . .=9D.
Understand and can't disagree . . . I don't
have DATA. We used to gather a lot of data
in the TC houses . . . but that practice
faded to a fraction of what it was by time
I left. What was that old adage . . . "if
you don't have time to do it right the first
time, where will you find the time to do it
over?"
I think I related a story about ELT's throwing
and error code to high VSWR on the vhf antenna.
Found some badly abused antennas jammed under
the vertical fin fairing toe cap . . . I proposed
some short, top loaded antennas that would have
thrived in that location. No time. They talked
the ELT manufacturer into widening the 'acceptable
SWR limits' and guess what . . . the red light
went out . . . (sigh)
I'm wondering if any empirical data was used
to generate that list of spacings?
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
Message 3
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| Subject: | Re: Z14 with SDS EM5 ENG BUS |
Bumping the question. Looking for the same info.
Jeff Parker
757-817-4929
> On Nov 7, 2020, at 12:31, David Carter <david@carter.net> wrote:
>
> =EF=BB
> Bob - I'm implementing Z101 now as a retrofit in my RV-7A. Your response r
eminded me of a question I had. Is there a reason not to operate with the en
gine bus alt feed always on? And the same question for the aux alternator fi
eld? I'm using the B&C standby regulator rather than the Ford regulator sinc
e I had one laying around if that makes any difference.
>
> Thanks!
> David
>
> ---
> David Carter
> david@carter.net
>
>
>> On Fri, Nov 6, 2020 at 9:29 AM Robert L. Nuckolls, III <nuckolls.bob@aero
electric.com> wrote:
>>>
>>>
>>> If I follow this advice, is there a way to turn off both battery contact
ors in flight for a smoke in the cockpit scenario? It seems the engine woul
d need additional electical protection.
>>>
>>
>> Yeah . . . that's why Z101 came into being. Fewer components,
>> robust, dual fed busses. For smoke in cockpit, close
>> battery feed to engine bus . . . shut down all other
>> switches.
>>
>> Bob . . .
Message 4
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| Subject: | Re: Z14 with SDS EM5 ENG BUS |
At 02:51 PM 11/10/2020, you wrote:
>Bumping the question. Looking for the same info.
>
>Jeff Parker
>757-817-4929
>
>>On Nov 7, 2020, at 12:31, David Carter <david@carter.net> wrote:
>>
>>=EF=BB
>>Bob - I'm implementing Z101 now as a retrofit
>>in my RV-7A. Your response reminded me of a
>>question I had. Is there a reason not to
>>operate with the engine bus alt feed always on?
>>And the same question for the aux alternator
>>field? I'm using the B&C standby regulator
>>rather than the Ford regulator since I had one
>>laying around if that makes any difference.
Any time the main bus is up, all busses are up
and position of other switches has no effect
on operation of the airplane. Alternate
feed path integrity should be checked in pre-flight.
What advantage do you perceive for running full-up
on power distribution options? You still need a
plan-b protocol for responding to abnormal
conditions. Does it make your task easier
to figure out what to shut off as opposed to
what to turn on?
The elegant plan-b offers specific responses
to an abnormal condition . . . how you choose
to configure is your call.
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
Message 5
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| Subject: | Re: Z14 with SDS EM5 ENG BUS |
On 11/10/2020 5:07 PM, Robert L. Nuckolls, III wrote:
> At 02:51 PM 11/10/2020, you wrote:
>> Bumping the question. Looking for the same info.
>>
>> Jeff Parker
>> 757-817-4929
>>
>>> On Nov 7, 2020, at 12:31, David Carter <david@carter.net> wrote:
>>>
>>>
>>> Bob - I'm implementing Z101 now as a retrofit in my RV-7A. Your
>>> response reminded me of a question I had. Is there a reason not to
>>> operate with the engine bus alt feed always on? And the same
>>> question for the aux alternator field? I'm using the B&C standby
>>> regulator rather than the Ford regulator since I had one laying
>>> around if that makes any difference.
>
> Any time the main bus is up, all busses are up
> and position of other switches has no effect
> on operation of the airplane. Alternate
> feed path integrity should be checked in pre-flight.
>
> What advantage do you perceive for running full-up
> on power distribution options? You still need a
> plan-b protocol for responding to abnormal
> conditions. Does it make your task easier
> to figure out what to shut off as opposed to
> what to turn on?
>
> The elegant plan-b offers specific responses
> to an abnormal condition . . . how you choose
> to configure is your call.
>
>
> Bob . . .
>
I'm not Jeff, but I plan on having the engine bus switch on whenever the
engine is running, with the alternate power path coming through a diode
from the main bus. My *logic* is that the dual active power paths
minimize any potential 'operational issues' (failures in power delivery
to the engine bus, for reasons ranging from device failure to
inadvertent switch movement) that could come up at times when
options/reaction time are limited, like shortly after takeoff or being
forced to remain at low altitude due to 'airliner pattern' approaches
flown by leading traffic. The core driver is to not based on calculated
odds, but on being prepared as well as possible for what *can* happen.
Another motivator is that 'switchology' (actually, procedures), while
unavoidably different from traditional a/c engine installations, will be
as close as possible to decades of training, where in certain
emergencies we're trained to shut down everything except the engine.
Again, not probability driven, but for what *can* happen.
Obviously, proper functionality will be checked before takeoff.
Charlie
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