Today's Message Index:
----------------------
1. 09:12 AM - Rotax 912 ULS schematics (Neal George)
2. 10:33 AM - Re: Rotax 912 ULS schematics (Gerald Farek)
3. 01:28 PM - Re: BC116-1 Replacement Battery (Werner Schneider)
4. 03:39 PM - Re: Z101 has been released under Rev A (wsimpso1)
5. 05:19 PM - Re: Re: Z101 has been released under Rev A (Charlie England)
6. 05:47 PM - Re: Re: Some Thoughts on Z101 (Robert L. Nuckolls, III)
Message 1
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| Subject: | Rotax 912 ULS schematics |
Gentlemen -
Searching for schematics for the Rotax 912 ULS reveals a few block diagrams, but
nothing with any detail. Even the maintenance and installation manuals are
thin on specifics.
Specifically, I need the pin-out for the two 6-pin connector blocks for the Ignition
modules...
Neal George
Message 2
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| Subject: | Re: Rotax 912 ULS schematics |
Call Morris at Light Mississippi Aircraft.
Sent from my iPhone
> On Aug 10, 2021, at 11:27 AM, Neal George <neal.george@gmail.com> wrote:
>
>
> Gentlemen -
> Searching for schematics for the Rotax 912 ULS reveals a few block diagrams,
but nothing with any detail. Even the maintenance and installation manuals are
thin on specifics.
>
> Specifically, I need the pin-out for the two 6-pin connector blocks for the Ignition
modules...
>
>
> Neal George
>
>
>
>
>
>
>
>
Message 3
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| Subject: | Re: BC116-1 Replacement Battery |
Panasonic has several batteries in that footprint between 17 and 22 Ah,
just check for low internal resistance.
I'm using them since 18 years with good success.
Cheers Werner
> Sent from BlueMail <http://www.bluemail.me/r?b=16696>
> On Aug 1, 2021, at 2:51 PM, billhuntersemail@gmail.com
> <mailto:billhuntersemail@gmail.com> wrote:
>
> Greetings Ya=9DAll,
>
> I am doing my aircraft annual and as per Bobs recommendation I am
> swapping out one of my two BC116-1 batteries.
>
> So I figured I would go to the B and C website, click on
> batteries, grumble about the price I have to pay for the
> replacement, type in a 16 digit credit card number, and the thing
> would show up at my doorHOWEVERthe webpage says
=9Cno longer
> available=9Dall of their batteries say =9Cno lo
nger available=9D
>
> https://bandc.com/product/sealed-recombinant-gas-battery-12v-16ah/
> <https://bandc.com/product/sealed-recombinant-gas-battery-12v-16ah/>
>
> Did B and C get out of the battery business?!?!?
>
> Is there another source for the same size and orientation battery?
>
> Any help would be appreciated
>
> Bill
>
Message 4
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| Subject: | Re: Z101 has been released under Rev A |
Ceengland wrote:
> IIRC, the dual alts are supposed to eliminate the need for load shedding. The
Clrnc/BO bus is not an endurance bus.
Does not seem that way...
Bob has talked about how the Aux Alt and its Ford regulator are standby devices,
not normally used and so do not need to be the nice electrically quiet linear
amplifiers we use on our primary alternators. Sounds to me like it is not powered
up normally.
Then on to function. If you power up the Aux Bus to program your flight and collect
your clearance, but do not open its switch before your attempt to start,
the brownout booster is not connected to the Cl Del/ Brownout Bus, and your preparation
evaporates in the reboot. I have to believe that the Aux Aux Bus switch
is usually only Closed pre-start.
> '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.
Unless the smoke is from an engine fire... then you would want to keep some electronics
and make the engine bus cold.
> 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.
I have thought about that approach too, good to hear that it works. It will remove
the dependance upon specific sequences of switch throwing to keep programmed
routes, etc on engine start, but we still have to remember to close the Aux
Switch if we want to keep the EFIS and GPS/NAV/COM in an emergency where we would
be opening the DC Master.
I guess nobody else is watching old threads on here...
Billski
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=502862#502862
Message 5
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| Subject: | Re: Z101 has been released under Rev A |
On 8/10/2021 5:38 PM, wsimpso1 wrote:
>
>
> Ceengland wrote:
>> IIRC, the dual alts are supposed to eliminate the need for load shedding. The
Clrnc/BO bus is not an endurance bus.
>
> Does not seem that way...
>
> Bob has talked about how the Aux Alt and its Ford regulator are standby devices,
not normally used and so do not need to be the nice electrically quiet linear
amplifiers we use on our primary alternators. Sounds to me like it is not
powered up normally.
Not my interpretation of what he's said; any properly functioning
automotive alternator & regulator (internal or external), installed
correctly, will be just as quiet as the B&C. (I can testify.) My
interpretation of what he said is that the backup alt/reg doesn't need
all the bells&whistles of the (expensive) B&C regulator (OV protection,
auto-activation), because it's a backup, and manual activation is easy
if we're notified of low (less than normal charging) voltage.
Auto-switching was developed for FAA certification, making them usable
in certified a/c. Having an OV failure of the backup regulator, after
some failure mode of the primary charging system, strains even
lightning-strike odds. Loss of primary isn't an emergency; you can pour
yourself a cup of coffee, and after a casual troubleshooting session,
bring the backup on line. The battery handles the load for the few
seconds or minutes it takes to bring up the backup.
>
> Then on to function. If you power up the Aux Bus to program your flight and collect
your clearance, but do not open its switch before your attempt to start,
the brownout booster is not connected to the Cl Del/ Brownout Bus, and your
preparation evaporates in the reboot. I have to believe that the Aux Aux Bus switch
is usually only Closed pre-start.
Everything's a compromise. Ex: remembering to leave the non-impulse mag
off during start is important switchology compromise, but we've done it
for so long we don't think of it as a special requirement. Hot starting
a Bendix injected Lyc is a strenuous exercise in stupidity, but we've
learned to live with it for so long it's 'normal'.
You *could* substitute one make-before-break DP3T (on-on-on) switch for
the clrnc del & master switches, to automate the process. But then you
need a rather specialized switch which isn't going to be available in
East Podunk if it fails, *and* it becomes a single point of failure for
the entire airplane. Compromises...
>
>
>> '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.
>
> Unless the smoke is from an engine fire... then you would want to keep some electronics
and make the engine bus cold.
So you open the engine control & pump switches (downstream of the bus),
instead of flipping two mag switches and moving the fuel valve to 'off'.
New switchology for new technology. Compromises...
>
>
>> 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.
>
> I have thought about that approach too, good to hear that it works.
For me, with my components. Don't trust; verify (with your components). :-)
> It will remove the dependance upon specific sequences of switch throwing to keep
programmed routes, etc on engine start, but we still have to remember to close
the Aux Switch if we want to keep the EFIS and GPS/NAV/COM in an emergency
where we would be opening the DC Master.
Yes. But what cockpit emergency would cause you to want to keep the EFIS
online, but take everything else off? If there's smoke in the cockpit,
if we know where the smoke's coming from we can just turn that component
off. As already mentioned, load shedding shouldn't be needed in most
circumstances when a backup alternator is available, or could be
accomplished by individually powering down a couple of devices. If you
really need an endurance bus because normal loads exceed the capacity of
the backup alt + the battery, then one of the other drawings might be a
better choice as a starting point. Or maybe add the endurance bus to
this one.
>
> I guess nobody else is watching old threads on here...
>
> Billski
Bob has always said that the drawings are guides; not schematics. I took
the brownout bus ideas, decided I wanted to simplify *if I could*, and
it worked out for me, remembering that clearance delivery wasn't in my
requirements list.
Please remember that these are my thoughts/opinions; not Bob's. Weigh
them as you see fit. ;-)
Charlie
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Message 6
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| Subject: | Re: Some Thoughts on Z101 |
At 09:03 AM 8/9/2021, you wrote:
>
>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.
I recall the originating post. I'm not sure
I saw anything about design goals for the changes.
I'll dig back in the archives on the thread tomorrow
and update myself.
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
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