---------------------------------------------------------- AeroElectric-List Digest Archive --- Total Messages Posted Thu 09/29/22: 2 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 07:52 AM - Re: Too many Circuit breakers.... (andymeyer) 2. 09:42 AM - Re: Re: Too many Circuit breakers.... (Charlie England) ________________________________ Message 1 _____________________________________ Time: 07:52:11 AM PST US Subject: AeroElectric-List: Re: Too many Circuit breakers.... From: "andymeyer" Bob, Great find on the LR3 voltage sense. I need to double check where I have that installed right now. Ignitions: No real monkey motion... primary is dual feed (battery and main alternator.) Main alt dies, flip on the SD8 and turn off the master to load shed... No rush. Master dies, flip on SD8 and master off. Fan ever stops: Ign#2 to EMER. (Boldface) Major electrical issue (had an electrical fire in the F16). Shut master off and ignition 2 to EMER. Fan keeps running - everything else is off. Lightspeed design recommendation is to have the ignitions wired to the battery side of the master. Help me understand what wiring the ignitions to the alternator side of the master buys? I'm getting rid of a relay, switch, and a few connections (and with the 3 position switch, get an isolated power source to keep the fan running). Power on EBus: 2.6 amps for two ignitions. 1.45A for GDU/GSU, AV30 is .5A, Eng Mon ~.5A, IFD can and will be shut off as it pulls 4.9A, but is there to get me in crappy IFR conditions onto the ground - turn it on for the approach. Landing light only on short final. What do you suggest as a target for draw on the EBus with an SD8? I'm still one fuse, one switch for each ignition direct to the battery. One switch has an additional position for an additional power source. Boost pump - Multiple failures in one flight? I'm carbureted. Maybe I'm missing something and should move this to the EBus. Flight endurance - It's a Long EZ - 13 hours isn't abnormal. I have mostly fuses, but pullable breakers for the things I want to be able to hard shut off... A/P (obvious), audio panel(failed / squealing, etc...), transponder (formation), and my home built engine monitor (to be able to reset it in case). I have some legacy W31 breakers for landing light, boost pump, exterior lights and pitot heat. Am I better replacing those with a good carling switch and a fuse? Thanks! Andy Read this topic online here: http://forums.matronics.com/viewtopic.php?p=507984#507984 ________________________________ Message 2 _____________________________________ Time: 09:42:45 AM PST US Subject: Re: AeroElectric-List: Re: Too many Circuit breakers.... From: Charlie England I have a 'FWIW' general observation about electrical systems design discussions that we have on this list/forum. (Some of us get email; others use the forum, and stuff often doesn't 'translate' well between the two formats.) The rise of multiple variations of electronic ignition and/or computer controlled, high pressure fuel delivery, the replacement of steam gauges with glass, and the increase in the number of people flying homebuilts in the IFR environment, has made these discussions much more difficult. Examples: VFR & 'traditional' engine & panel? minimal effect on electrical system design electronic ignition only (carb/mech injection fuel delivery)? minimal effect on electrical system design high pressure electronic fuel injection? HUGE effect IFR? quite serious effect, especially with a glass panel And I've probably forgotten other factors that significantly influence electrical system design. I constantly see people post a question without a complete listing of what will be installed, and how the plane will be operated. I also frequently see answers that overlook one or more of the above qualifiers even though it had been mentioned earlier. I wonder if it would help to have a list of installed appliances & intended mission requirements at the top of every post when we're discussing 'best practices'. Last, for 'switchology', some stuff has to change, especially with electronic injection, etc, but I tried to keep it as close as possible to operating like a traditional a/c setup. It's bad enough for me to reprogram myself, but if someone else ever needs to fly my plane, I fear that a completely alien switching process would make it unsafe for them to operate it, especially in an emergency. Charlie -- This email has been checked for viruses by Avast antivirus software. www.avast.com ------------------------------------------------------------------------------------- Other Matronics Email List Services ------------------------------------------------------------------------------------- Post A New Message aeroelectric-list@matronics.com UN/SUBSCRIBE http://www.matronics.com/subscription List FAQ http://www.matronics.com/FAQ/AeroElectric-List.htm Web Forum Interface To Lists http://forums.matronics.com Matronics List Wiki http://wiki.matronics.com Full Archive Search Engine http://www.matronics.com/search 7-Day List Browse http://www.matronics.com/browse/aeroelectric-list Browse Digests http://www.matronics.com/digest/aeroelectric-list Browse Other Lists http://www.matronics.com/browse Live Online Chat! http://www.matronics.com/chat Archive Downloading http://www.matronics.com/archives Photo Share http://www.matronics.com/photoshare Other Email Lists http://www.matronics.com/emaillists Contributions http://www.matronics.com/contribution ------------------------------------------------------------------------------------- These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.