Today's Message Index:
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1. 07:04 AM - Re: Some Thoughts on Z101 (wsimpso1)
2. 07:28 AM - Re: Z101 has been released under Rev A (wsimpso1)
3. 07:29 AM - Re: Z101 has been released under Rev A (wsimpso1)
4. 06:39 PM - Re: Re: Z101 has been released under Rev A (Charlie England)
Message 1
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| Subject: | Re: Some Thoughts on Z101 |
Hmm,
I just read through this whole thread. The OP explained what he was
thinking of doing based upon Z101, and asked if there were issues with his approach.
What followed was questioning the OP on his motives, suggestions that the reboot
might not be lengthy, and thread drift. No one responded to his query about
his suggested mods to do this with less hardware and fuss.
I too find his query to be interesting, and I am still interested in the pros
and cons of his proposed mods. If anyone sees any issues the lesser experienced
ones on this forum could benefit from, please address the original post.
Billski
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=502858#502858
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| Subject: | Re: Z101 has been released under Rev A |
I was following along loosely on the Z101, but then a chapter colleague asked me
to look in some detail at it and check a few things. We discovered the same
issues...
Depending upon variant, start sequence involves:
1 - Close Cl Del or Aux Bus switch;
2 - Program route, obtain clearance, etc;
3 - Close DC Master switch;
4 - Open Cl Del or Aux Bus switch;
5 - Start engine
This allows us of the Cl Del/Brownout Bus continuously. It also appears to have
a couple drawbacks. Please check us on this:
If you open the Cl Del or Aux Bus switch before closing the DC Master switch, your
route evaporates during start up. Sounds like a good reason to checklist this
exact sequence and rehearse it a little...
Once you are flying, something causes you to need to drop back to min electrical
power in the airplane. This could be anything from alternator/regulator faults
to an electrical fire. Your sequence to keep the EFIS, attitude reference,
and #1 Com online (very important if IMC or smoke is obscuring view outside) must
be to turn on the Cl Del or Aux Bus before turning off the DC Master. Do them
out of order and your ability to keep the airplane upright and heading toward
a safe spot to put down just evaporated until you get through the reboots
and some scratching for the center freq. So, using this scheme seems to drive
us to checklist this exact sequence too, and rehearse it a bunch.
If I was more clever I suppose I could come up with a way to prevent inadvertent
shut down of the Clearance/Brownout Bus. Anybody have any way to help out our
very human pilot from these very human failures?
Billski
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=502859#502859
Message 3
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| Subject: | Re: Z101 has been released under Rev A |
I was following along loosely on the Z101, but then a chapter colleague asked me
to look in some detail at it and check a few things. We discovered the same
issues...
Depending upon variant, start sequence involves:
1 - Close Cl Del or Aux Bus switch;
2 - Program route, obtain clearance, etc;
3 - Close DC Master switch;
4 - Open Cl Del or Aux Bus switch;
5 - Start engine
This allows us of the Cl Del/Brownout Bus continuously. It also appears to have
a couple drawbacks. Please check us on this:
If you open the Cl Del or Aux Bus switch before closing the DC Master switch, your
route evaporates during start up. Sounds like a good reason to checklist this
exact sequence and rehearse it a little...
Once you are flying, something causes you to need to drop back to min electrical
power in the airplane. This could be anything from alternator/regulator faults
to an electrical fire. Your sequence to keep the EFIS, attitude reference,
and #1 Com online (very important if IMC or smoke is obscuring view outside) must
be to turn on the Cl Del or Aux Bus before turning off the DC Master. Do them
out of order and your ability to keep the airplane upright and heading toward
a safe spot to put down just evaporated until you get through the reboots
and some scratching for the center freq. So, using this scheme seems to drive
us to checklist this exact sequence too, and rehearse it a bunch.
If I was more clever I suppose I could come up with a way to prevent inadvertent
shut down of the Clearance/Brownout Bus. Anybody have any way to help out our
very human pilot from these very human failures?
Billski
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=502860#502860
Message 4
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| Subject: | Re: Z101 has been released under Rev A |
On 8/9/2021 9:28 AM, wsimpso1 wrote:
>
> I was following along loosely on the Z101, but then a chapter colleague asked
me to look in some detail at it and check a few things. We discovered the same
issues...
>
> Depending upon variant, start sequence involves:
> 1 - Close Cl Del or Aux Bus switch;
> 2 - Program route, obtain clearance, etc;
> 3 - Close DC Master switch;
> 4 - Open Cl Del or Aux Bus switch;
> 5 - Start engine
>
> This allows us of the Cl Del/Brownout Bus continuously. It also appears to have
a couple drawbacks. Please check us on this:
>
> If you open the Cl Del or Aux Bus switch before closing the DC Master switch,
your route evaporates during start up. Sounds like a good reason to checklist
this exact sequence and rehearse it a little...
>
> Once you are flying, something causes you to need to drop back to min electrical
power in the airplane. This could be anything from alternator/regulator faults
to an electrical fire. Your sequence to keep the EFIS, attitude reference,
and #1 Com online (very important if IMC or smoke is obscuring view outside)
must be to turn on the Cl Del or Aux Bus before turning off the DC Master. Do
them out of order and your ability to keep the airplane upright and heading toward
a safe spot to put down just evaporated until you get through the reboots
and some scratching for the center freq. So, using this scheme seems to drive
us to checklist this exact sequence too, and rehearse it a bunch.
>
> If I was more clever I suppose I could come up with a way to prevent inadvertent
shut down of the Clearance/Brownout Bus. Anybody have any way to help out
our very human pilot from these very human failures?
>
> Billski
Hi Billski,
I haven't followed Z101 development closely, since I'd already finished
my architecture & wiring. But here's my take.
IIRC, the dual alts are supposed to eliminate the need for load
shedding. The Clrnc/BO bus is not an endurance bus.
'Smoke in the cockpit' traditionally means making the entire cockpit
cold; not just the stuff we think we can do without in the moment (it
could be the EFIS that's on fire). The engine bus staying hot is a
required concession to an electrically dependent engine.
My alternative to the brownout bus, relay, etc is to simply wire a boost
converter's input to the EFIS's main power input, and it's output to one
of the EFIS's diode-isolated aux power inputs. In my particular
installation, it works fine to prevent brownout rebooting, and the
parasitic load from the boost converter running all the time is a few
tenths of an amp. I don't need the clearance delivery feature in my type
of flying.
Charlie
(rv7charlie on HBA)
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