Today's Message Index:
----------------------
1. 03:10 PM - RV-10 Electrical Review with Electric AC and FlyEFII (melstien)
2. 04:32 PM - Re: RV-10 Electrical Review with Electric AC and FlyEFII (user9253)
3. 05:00 PM - Interesting panel voltmeter (Robert L. Nuckolls, III)
4. 06:55 PM - Re: Simple EFIS backup battery wiring (kennedystewart)
5. 07:33 PM - Re: RV-10 Electrical Review with Electric AC and FlyEFII (Ron Burnett)
Message 1
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| Subject: | RV-10 Electrical Review with Electric AC and FlyEFII |
Hello,
I am looking to finalize my electrical system prior to running wires and electronics.
Mission - IFR cross country trips with my wife around the US
Airplane Specifics:
-RV-10
-BPE IO-540 D4A5 with 9:1 compression
-Fly EFII System 32 with dual controller and electronic injection and ignition
-BnC Primary belt driven alternator and controller
-BnC rear spline driven alternator and controller
-VPX-Pro to run most electronics, the engine will not be on the VPX Pro
-Electric Air Conditioner 12 volts DC at 40 Amps Max
-Electronics are all Garmin 2 screen with GTN750, audio panel, second radio, remote
transponder, and 3 axis autopilot
-IBBS batteries (qty2) to keep critical flight electronics running when -Master(s)
are turned off
-Batteries planned to be in rear as per plans (Earthx ETX900) qty 2 planned.
-Fly LED works Package plus one extra dual LED landing light in the cowing
Summary of electrical schematic: I have leveraged the Z101 architecture and added
a second battery and master switch for it, mostly for separate Air Conditioner
control and second battery charging/isolation. The AC connection is a relay
or contactor and is on the hot side of the second battery master. This was
done to isolate the second battery from all other ships power when needed, like
when running AC on the ground or during take-off and landing operations.
During flight I can turn on the second master, re-charge the second battery,
run the AC off the alternator and have the extra capacity available if needed
for emergency flight ops.
Alternators: Only one will be providing power at any one time. The second one
on the vac pad will be set to a lower voltage and will only output power when
the primary alternator voltage goes low or craps out. I may not have the sense
wire or field wires correctly connected. I wish to have them both active/standby
at the same time. Can one switch do this or is it best to have two switches?
Loads. The engine will require 11 Amps at full load to run the dual ECUs, 6 injectors
and 3 quad coil packs and misc. engine instruments, according the manufacturer.
I have individual fused power wires from each injector and each coil
going to the engine bus.
One EarthX ETX900 will run a 16 amp load for close to 60 minutes.
Mission critical electronics will be powered in an emergency from the IBBS batteries
if no other power is available.
I do have a hot buss that is used only for some minor items.
Example of emergency: Fire/smoke in the cockpit- both masters off, fuel off.
Engine gets really quite. Select location and turn to it for landing and stabilize
the aircraft in a best glide. Smart glide will be useful. If needed
and if advisable, I could turn on the Emergency engine power switch and energize
the engine bus. The engine buss isolated from the main power feeds using
diodes.
I have read many discussions about the EFI systems vs mechanical/traditional systems.
I am not asking for feedback on that aspect unless there is new information
or facts that can contribute to the discussion.
One additional idea I was thinking about was to just add the second battery to
the firewall and have it run just the engine in an emergency. The cable runs
will be much shorter and keep everything a bit more location contained. W&B
will be impacted and needs to be considered.
I welcome and appreciate feedback on the design based on my mission.
Michael
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=504034#504034
Attachments:
http://forums.matronics.com//files/rv_10_11_8_2021_review_draft_285.png
Message 2
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| Subject: | Re: RV-10 Electrical Review with Electric AC and FlyEFII |
There is a 15 amp breaker in series with the engine bus. Increase its size to
30 or 40 or eliminate it completely.
It is best that each alternator field have its own switch and breaker. Eliminate
the single point of failure.
B&C calls for an incandescent low voltage lamp. A LED can be used if connected
with series and parallel resistors of the proper size.
The alternator ANL fuses should be located at the battery end of the "B" leads,
not close to the alternators.
Those fuses will limit battery current. Alternator output does not need to be
fused because alternators are self current limiting.
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=504035#504035
Message 3
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| Subject: | Interesting panel voltmeter |
Ran across this product while searching a solution
for a client:
https://tinyurl.com/yeedoayu
Got one in today. Accuracy is very good. Current draw
is 0.015A, mounting simple . . . back nut installation
thru single hole. Small size.
Price is right too.
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 4
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| Subject: | Re: Simple EFIS backup battery wiring |
Thanks for your answer, it helped me
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=504037#504037
Message 5
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| Subject: | Re: RV-10 Electrical Review with Electric AC and FlyEFII |
My dual EFII32, 2 GRT 7 inch EFIS and strobes runs 18-19 amps on my RV-6A and
21 with wigwags.
Ron Burnett
May you have the Lord's blessings today!
Sent from my iPad
> On Nov 8, 2021, at 5:12 PM, melstien <michael@elstien.us> wrote:
>
>
> Hello,
>
> I am looking to finalize my electrical system prior to running wires and electronics.
>
> Mission - IFR cross country trips with my wife around the US
>
> Airplane Specifics:
> -RV-10
> -BPE IO-540 D4A5 with 9:1 compression
> -Fly EFII System 32 with dual controller and electronic injection and ignition
> -BnC Primary belt driven alternator and controller
> -BnC rear spline driven alternator and controller
> -VPX-Pro to run most electronics, the engine will not be on the VPX Pro
> -Electric Air Conditioner 12 volts DC at 40 Amps Max
> -Electronics are all Garmin 2 screen with GTN750, audio panel, second radio,
remote transponder, and 3 axis autopilot
> -IBBS batteries (qty2) to keep critical flight electronics running when -Master(s)
are turned off
> -Batteries planned to be in rear as per plans (Earthx ETX900) qty 2 planned.
> -Fly LED works Package plus one extra dual LED landing light in the cowing
>
> Summary of electrical schematic: I have leveraged the Z101 architecture and
added a second battery and master switch for it, mostly for separate Air Conditioner
control and second battery charging/isolation. The AC connection is a
relay or contactor and is on the hot side of the second battery master. This
was done to isolate the second battery from all other ships power when needed,
like when running AC on the ground or during take-off and landing operations.
During flight I can turn on the second master, re-charge the second battery,
run the AC off the alternator and have the extra capacity available if needed
for emergency flight ops.
>
> Alternators: Only one will be providing power at any one time. The second
one on the vac pad will be set to a lower voltage and will only output power
when the primary alternator voltage goes low or craps out. I may not have the
sense wire or field wires correctly connected. I wish to have them both active/standby
at the same time. Can one switch do this or is it best to have two
switches?
>
> Loads. The engine will require 11 Amps at full load to run the dual ECUs, 6
injectors and 3 quad coil packs and misc. engine instruments, according the manufacturer.
I have individual fused power wires from each injector and each
coil going to the engine bus.
> One EarthX ETX900 will run a 16 amp load for close to 60 minutes.
>
> Mission critical electronics will be powered in an emergency from the IBBS batteries
if no other power is available.
>
> I do have a hot buss that is used only for some minor items.
>
> Example of emergency: Fire/smoke in the cockpit- both masters off, fuel off.
Engine gets really quite. Select location and turn to it for landing and
stabilize the aircraft in a best glide. Smart glide will be useful. If needed
and if advisable, I could turn on the Emergency engine power switch and energize
the engine bus. The engine buss isolated from the main power feeds using
diodes.
>
>
> I have read many discussions about the EFI systems vs mechanical/traditional
systems. I am not asking for feedback on that aspect unless there is new information
or facts that can contribute to the discussion.
>
> One additional idea I was thinking about was to just add the second battery to
the firewall and have it run just the engine in an emergency. The cable runs
will be much shorter and keep everything a bit more location contained. W&B
will be impacted and needs to be considered.
>
> I welcome and appreciate feedback on the design based on my mission.
>
> Michael
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=504034#504034
>
>
>
>
> Attachments:
>
> http://forums.matronics.com//files/rv_10_11_8_2021_review_draft_285.png
>
>
>
>
>
>
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