Today's Message Index:
----------------------
1. 07:32 AM - Re: Primary Power Diagram RV-14 (Mudfly)
2. 08:29 AM - Re: Re: How reliable is a Europa fuel sender? (Christopher Cee Stone)
3. 08:38 AM - Re: Re: Primary Power Diagram RV-14 (David Carter)
4. 08:56 AM - Re: Re: Primary Power Diagram RV-14 (David Carter)
5. 09:16 AM - Re: Re: Primary Power Diagram RV-14 (Werner Schneider)
6. 09:28 AM - Re: Re: Primary Power Diagram RV-14 (Matthew S. Whiting)
7. 10:00 AM - Re: Primary Power Diagram RV-14 (johnbright)
8. 11:06 AM - Re: Primary Power Diagram RV-14 (johnbright)
9. 11:48 AM - Re: Re: Primary Power Diagram RV-14 (David Carter)
10. 12:16 PM - Re: Re: Primary Power Diagram RV-14 (Charles Kuss)
11. 12:35 PM - Re: Re: Primary Power Diagram RV-14 (Robert L. Nuckolls, III)
12. 01:11 PM - Stranded Steel Wire? (rparigoris)
13. 01:21 PM - Re: Re: Primary Power Diagram RV-14 (David Carter)
Message 1
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| Subject: | Re: Primary Power Diagram RV-14 |
I think I'm nearing the end of my wannabe EE career and moving towards
production/installation.
I'm attaching what I think will be my "final" plan. I'm sure there are things
some would do differently. I have run the realistic scenarios I can think of through
my head and believe I have a plan for all.
It does have a couple of failure modes that will require simple checklist procedures
to rectify.
I am pretty slow at installation. If anyone notices an area that may be a
safety of flight issue, please let me know and I will make the necessary
changes.
I appreciate the help from the members of this forum.
Shawn
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=510427#510427
Attachments:
http://forums.matronics.com//files/primary_power_system_3_16_23_242.pdf
http://forums.matronics.com//files/stby_batts_interconneconnects_3_16_23_130.pdf
Message 2
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| Subject: | Re: How reliable is a Europa fuel sender? |
Thanks for the great video! How far we've come! Except for fuel
senders...
Chris
RV-8 and others
On Wed, Mar 15, 2023 at 11:37=AFAM rparigoris <rparigor@hotmail.com>
wrote:
> rparigor@hotmail.com>
>
> Hi Group
>
> Wayne and I did a presentation for the Europa Group, figured would share.
>
> Pretty interesting stuff!
>
> Here's links to March 2023 Zoom Episode 5 about Fuel Sender Operation and
> Repair:
> https://1drv.ms/u/s!Ah1S270Nwg9Vgfx9spnrAw9ZaL5m7w?e=12nuwO
>
> For whatever reason, Matronics always cuts off some of the hyper-link whe
n
> I post links. Just copy the entire link and paste into URL of browser.
>
> ** If buffering occurs when viewing mp4 video, open the settings icon and
> reduce resolution. The settings icon is a gear with a hole in it located
on
> bottom.
>
> Ron and Wayne
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=510419#510419
>
>
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>
>
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| Subject: | Re: Primary Power Diagram RV-14 |
1. I'd replace both ANLs with fusible links. I have the same pair of
alternators set up this way. Simpler to install, marginally less weight.
2. Why two standby batteries when you have an aux alt? Standby batteries
are limited in capacity (run time) and add weight & complexity. Aux alt
runtime = duration of fuel remaining. I added a TCW Intelligent Power
Stabilizer instead to deal with any voltage sag during starter operation.
---
David Carter
david@carter.net
On Thu, Mar 16, 2023 at 10:33=AFAM Mudfly <shawntedwards@hotmail.com>
wrote:
> shawntedwards@hotmail.com>
>
> I think I'm nearing the end of my wannabe EE career and moving towards
> production/installation.
> I'm attaching what I think will be my "final" plan. I'm sure there are
> things
> some would do differently. I have run the realistic scenarios I can thin
k
> of through my head and believe I have a plan for all.
> It does have a couple of failure modes that will require simple checklist
> procedures to rectify.
> I am pretty slow at installation. If anyone notices an area that may be
a
> safety of flight issue, please let me know and I will make the necessary
> changes.
> I appreciate the help from the members of this forum.
> Shawn
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=510427#510427
>
>
> Attachments:
>
> http://forums.matronics.com//files/primary_power_system_3_16_23_242.pdf
>
> http://forums.matronics.com//files/stby_batts_interconneconnects_3_16_23_
130.pdf
>
>
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===========
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===========
===========
>
>
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| Subject: | Re: Primary Power Diagram RV-14 |
Sorry for the additional reply, but I noticed a couple more things:
3. Safety of flight - put the autopilot servos on a pullable breaker that
is easy to identify & easy to reach, rather than on a fuse.
4. No need for a Hobbs meter - that is a built-in EFIS function.
---
David Carter
david@carter.net
On Thu, Mar 16, 2023 at 11:37=AFAM David Carter <david@carter.net> wr
ote:
> 1. I'd replace both ANLs with fusible links. I have the same pair of
> alternators set up this way. Simpler to install, marginally less weight.
> 2. Why two standby batteries when you have an aux alt? Standby batteries
> are limited in capacity (run time) and add weight & complexity. Aux alt
> runtime = duration of fuel remaining. I added a TCW Intelligent Power
> Stabilizer instead to deal with any voltage sag during starter operation.
>
> ---
> David Carter
> david@carter.net
>
>
> On Thu, Mar 16, 2023 at 10:33=AFAM Mudfly <shawntedwards@hotmail.co
m> wrote:
>
>> shawntedwards@hotmail.com>
>>
>> I think I'm nearing the end of my wannabe EE career and moving towards
>> production/installation.
>> I'm attaching what I think will be my "final" plan. I'm sure there are
>> things
>> some would do differently. I have run the realistic scenarios I can
>> think of through my head and believe I have a plan for all.
>> It does have a couple of failure modes that will require simple checklis
t
>> procedures to rectify.
>> I am pretty slow at installation. If anyone notices an area that may be
a
>> safety of flight issue, please let me know and I will make the necessary
>> changes.
>> I appreciate the help from the members of this forum.
>> Shawn
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=510427#510427
>>
>>
>>
>>
>> Attachments:
>>
>> http://forums.matronics.com//files/primary_power_system_3_16_23_242.pdf
>>
>> http://forums.matronics.com//files/stby_batts_interconneconnects_3_16_23
_130.pdf
>>
>>
>>
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===========
===========
===========
===========
>>
>>
>>
>>
Message 5
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| Subject: | Re: Primary Power Diagram RV-14 |
3. or add a switch to power them off but I agree in case of AP problems
it is wise to have the possibility to power off the servos.
On 16.03.2023 16:55, David Carter wrote:
> Sorry for the additional reply, but I noticed a couple more things:
> 3. Safety of flight - put the autopilot servos on a pullable breaker
> that is easy to identify & easy to reach, rather than on a fuse.
> 4. No need for a Hobbs meter - that is a built-in EFIS function.
>
>
> ---
> David Carter
> david@carter.net
>
>
> On Thu, Mar 16, 2023 at 11:37=AFAM David Carter <david@carter.net>
wrote:
>
> 1. I'd replace both ANLs with fusible links. I have the same pair
> of alternators set up this way. Simpler to install, marginally
> less weight.
> 2. Why two standby batteries when you have an aux alt? Standby
> batteries are limited in capacity=C2-(run time) and add weight &
> complexity. Aux alt runtime = duration of fuel remaining. I added
> a TCW Intelligent Power Stabilizer instead to deal with any
> voltage sag during starter operation.
>
> ---
> David Carter
> david@carter.net
>
>
> On Thu, Mar 16, 2023 at 10:33=AFAM Mudfly
> <shawntedwards@hotmail.com> wrote:
>
> <shawntedwards@hotmail.com>
>
> I think I'm nearing the end of my wannabe EE career and moving
> towards
> production/installation.
> I'm attaching what I think will be my "final" plan.=C2- I'm su
re
> there are things
> some would do differently.=C2- I have run the realistic scenar
ios
> I can think of through my head and believe I have a plan for all
.
> It does have a couple of failure modes that will require
> simple checklist procedures to rectify.
> I am pretty slow at installation.=C2- If anyone notices an are
a
> that may be a
> safety of flight issue, please let me know and I will make the
> necessary
> changes.
> I appreciate the help from the members of this forum.
> Shawn
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=510427#510427
>
>
> Attachments:
>
> http://forums.matronics.com//files/primary_power_system_3_16_23_
242.pdf
> http://forums.matronics.com//files/stby_batts_interconneconnects
_3_16_23_130.pdf
>
>
> ==========
> -
> Electric-List" rel="noreferrer"
> target="_blank">http://www.matronics.com/Navigator?AeroElectri
c-List
> ==========
> FORUMS -
> eferrer" target="_blank">http://forums.matronics.com
> ==========
> WIKI -
> errer" target="_blank">http://wiki.matronics.com
> ==========
> b Site -
> =C2- =C2- =C2- =C2- =C2- -Matt Dralle, List Admin.
> ="noreferrer" target="_blank">https://matronics.com/contribu
tion
> ==========
>
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| Subject: | Re: Primary Power Diagram RV-14 |
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| Subject: | Re: Primary Power Diagram RV-14 |
david(at)carter.net wrote:
> ... I added a TCW Intelligent Power Stabilizer instead to deal with any voltage
sag during starter operation...
AFAIK GAD 27 does this.
--------
John Bright, RV-6A, at FWF, O-360
Z-101 single batt dual alt SDS EM-5-F.
john_s_bright@yahoo.com, Newport News, Va
<a href="https://docs.google.com/document/d/1YOtPiA3AdUsQEYR4nodBESNAo21rxdnx4pFs7VxXfuI/edit"
target="_blank">N1921R links</a>
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=510436#510436
Message 8
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| Subject: | Re: Primary Power Diagram RV-14 |
Mudfly wrote:
> I have updated my Primary Power System diagram.
> Changes made:
> * Removed two shunts and replaced with one hall effect sensor.
> * Moved stdby alt field feed wire from avionics/essential bus to hot bat
> bus.
> * Moved essential bus relay firewall fwd.
> *Removed current limiter between bat contactor and essential bus relay.
> *Added 4-post bus bar between battery contactor and main power bus.
> *Reduced wire size from 4awg to 6awg on pri alt b lead.
>
> Pending:
> *Possible removal of avionics switch and relay.
>
> Questions:
> * I moved the essential bus relay firewall fwd. My thinking was it
> provides improved crash protection. Is this a good plan, or was the
> 30 amp current limiter I had in place on previous diagrams sufficient and keep
the
> relay aft of firewall? Do these relays hold up well FWF?
> * The stby alt fied wire is now fed from the hot bat bus. I show a 20awg
> FLW protecting that wire. Is this ok for through the firewall wires?
> *Is a FLW from the essential bus relay to the bus needed?
> *I'm still figuring out relay types. I see most use a DPDT . For my setup
> could I use a SPST? I'm looking at N.O. at 30 amp models.
> Recommendations?
> * I added a 4-post bus bar (Blue Sea System 2315 100 amp) between
> bat contactor and main power bus. Reasoning was based on the fuse
> block I'm using (Eaton 15711-20-21A) has one stud for power
> connections.
> My setup requires three
> wires; main power bus feed, pri alt field flw, and avionics relay feed.
> I don't see a good way to make those connections on that single stud. I have
a good location for the
> 4-post bus bar that will allow for clean wire runs and easy serviceability.
Thoughts?
> Thanks, Shawn
My thoughts re "Primary Power System 3-16-23.pdf":
Moving the esential bus relay firewall forward meets FAR 23.1361 which is good.
The asterisks on Z101B imply the relay, bus, and diode are all FWF.
The standby alternator field and V Sense are still on the essential bus.
Rev 3-14-23 had the field on the battery bus and does not meet FAR 23.1361 because
of the FLW, a relay would be required which is where putting it on the essential
bus gets you a "free" relay. Z101B does meet the spirit of 23.1361 because
it has a fuse, which cannot be used with a crowbar.
I measured 22 mA parasitic load in the V sense at 12.5V with Bus pin 6 disconnected,
either SB1 or LR3, it will drain the battery if connected to the battery
bus. If connected to the essential bus the setpoint will rise by the diode drop
when the essential bus relay is open. Perhaps a double pole standby alternator
swtich, one pole for Bus pin 6 relaly and one pole for V Sense and LV Lamp.
In normal ops the Batt/Esntl switch would be at Batt, the Pri/Stby Alt switch would
be at Pri, and the Avionics switch would be on. If the Bat/Esntl switch is
moved to Esntl the main bus stays alive with the now batteryless main alternator.
If the Pri/Stby Alt switch is moved to Stby the standby alternator's setpoint will
go up by the diode drop.
In the fire-in-the-cockpit-main-master-off scenario you would move the Bat/Esntl
switch to Esntl and the Pri/Stby Alt switch to Stby. This would power the essential
bus at the standby alternator's stepoint.
I find written FMEAs to be a chore but I am not able to do them in my head.
I would make a table of possible switch settings and the result and seek a solution
where the pilot does not have to ponder switches in an emergency and where
no switch settings are a problem. What about a progressive main contactor/main
alternator switch, an essential bus switch, and a double pole standby alternator
switch with relay at battery bus for the field.
I vote no avionics switch and relay.
Yes, the automotive relays hold up well FWF. Relays in Z schematics are B&C S8009-1
SPST 40A NO / 30A NC (equivalents are RC-400112-NN and 1432791-1) and B&C
S704-1 SPST 20A NO / 10A NC (equivalent is T9AP5D52-12).
You might crimp multiple wires into one uninsulated terminal rather than adding
studs. Ref https://docs.google.com/spreadsheets/d/1RhErTJKOWOL39Aw6lWJwQCgBQZzuCNf9GmS4MCgzcnc/edit?usp=share_link
It's easy to add a 2nd stud to the 15600 essential bus in order to remove an SPOF,
loose nut opens both feeds. Snap the cap off, remove the bus strip, find the
2nd hex hole in the base for the stud head, notch the cap for the 2nd stud
you add, reassemble. https://photos.app.goo.gl/ZKjbqnU3DfkUKNex2
--------
John Bright, RV-6A, at FWF, O-360
Z-101 single batt dual alt SDS EM-5-F.
john_s_bright@yahoo.com, Newport News, Va
<a href="https://docs.google.com/document/d/1YOtPiA3AdUsQEYR4nodBESNAo21rxdnx4pFs7VxXfuI/edit"
target="_blank">N1921R links</a>
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=510440#510440
Message 9
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| Subject: | Re: Primary Power Diagram RV-14 |
>
>
> john_s_bright@yahoo.com>
>
>
> david(at)carter.net wrote:
> > ... I added a TCW Intelligent Power Stabilizer instead to deal with any
> voltage sag during starter operation...
>
>
> AFAIK GAD 27 does this.
John - you are correct. The GAD 27 does have a power stabilizer built
in, up to 3.5A. I found in my load analysis that I needed (or wanted) more
things to be protected than the GAD alone could handle. The GAD is only
providing power protection for one GDU 460 MFD. The TCW IPS protects
everything else on my CD bus - PFD, dual ADAHRS, EIS, magnetometer, 650xi
GPS/NAV/COM, XM receiver, audio panel.
Message 10
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| Subject: | Re: Primary Power Diagram RV-14 |
What happens to your Hobbs count when either your EFIS dies or you upgrade
your panel? Can you program the accumulated hours into the new unit??
On Thursday, March 16, 2023, 12:06:05 PM EDT, David Carter <david@cart
er.net> wrote:
Sorry for the additional reply, but I noticed a couple more things:3. Safe
ty of flight - put the autopilot servos on a pullable breaker that is easy
to identify & easy to reach, rather than on a fuse.4. No need for a Hobbs m
eter - that is a built-in EFIS function.=C2-
---
David Carter
david@carter.net
On Thu, Mar 16, 2023 at 11:37=AFAM David Carter <david@carter.net> wr
ote:
1. I'd replace both ANLs with fusible links. I have the same pair of altern
ators set up this way. Simpler to install, marginally less weight.=C2-2.
Why two standby batteries when you have an aux alt? Standby batteries are l
imited in capacity=C2-(run time) and add weight & complexity. Aux alt run
time = duration of fuel remaining. I added a TCW Intelligent Power Stabil
izer instead to deal with any voltage sag during starter operation.=C2-
---
David Carter
david@carter.net
On Thu, Mar 16, 2023 at 10:33=AFAM Mudfly <shawntedwards@hotmail.com>
wrote:
m>
I think I'm nearing the end of my wannabe EE career and moving towards
production/installation.=C2-
I'm attaching what I think will be my "final" plan.=C2- I'm sure there ar
e things
some would do differently.=C2- I have run the realistic scenarios I can t
hink of through my head and believe I have a plan for all.
It does have a couple of failure modes that will require simple checklist p
rocedures to rectify.
I am pretty slow at installation.=C2- If anyone notices an area that may
be a
safety of flight issue, please let me know and I will make the necessary
changes.=C2- =C2- =C2- =C2- =C2-
I appreciate the help from the members of this forum.=C2- =C2-
Shawn
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=510427#510427
Attachments:
http://forums.matronics.com//files/primary_power_system_3_16_23_242.pdf
http://forums.matronics.com//files/stby_batts_interconneconnects_3_16_23_13
0.pdf
-
Electric-List" rel="noreferrer" target="_blank">http://www.matronics.co
m/Navigator?AeroElectric-List
FORUMS -
eferrer" target="_blank">http://forums.matronics.com
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errer" target="_blank">http://wiki.matronics.com
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Message 11
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| Subject: | Re: Primary Power Diagram RV-14 |
At 01:06 PM 3/16/2023, you wrote:
><john_s_bright@yahoo.com>
>
>
>Mudfly wrote:
> > I have updated my Primary Power System diagram.
> > Changes made:
> > * Removed two shunts and replaced with one hall effect sensor.
> > * Moved stdby alt field feed wire from avionics/essential bus to hot bat
> > bus. The BUS SENSE WIRE needs to move too .
In fact, I'd jumper both terminals together and
take both -> AUX ALT switch ->20AWG->
breaker,->16AWG or larger-> to ->20FWL-> to
hot battery bus. This lets the more complex
regulator emulate the simple 'Ford' device
> > * Moved essential bus relay firewall fwd.
> > *Removed current limiter between bat contactor and essential bus relay.
> > *Added 4-post bus bar between battery contactor and main power bus.
> > *Reduced wire size from 4awg to 6awg on pri alt b lead.
> >
> > Pending:
> > *Possible removal of avionics switch and relay.
> >
> > Questions:
> > * I moved the essential bus relay firewall fwd. My thinking was it
> > provides improved crash protection. Is this a good plan, or was the
> > 30 amp current limiter I had in place on previous diagrams
> sufficient and keep the
> > relay aft of firewall?
Better that the power feeder is short . . .
> Do these relays hold up well FWF?
Anything that lives happily under the hood of a car
is in paradise under the cowl of an airplane.
> > * The stby alt fied wire is now fed from the hot bat bus. I show a 20awg
> > FLW protecting that wire. Is this ok for through the firewall wires?
> > *Is a FLW from the essential bus relay to the bus needed?
I leave it out
> > *I'm still figuring out relay types. I see most use a DPDT . For my setup
> > could I use a SPST? I'm looking at N.O. at 30 amp models.
> > Recommendations?
ANY 5-wire, 12v, SPDT relay will work fine irrespective
of its current rating. Remember, switch and relay ratings
are based on tens of thousands of operation SWITCHING
rated load. You're not going to cause these relays to
switch more than a fraction of rated load and then
perhaps probably way less that 1000 operations.
> > * I added a 4-post bus bar (Blue Sea System 2315 100 amp) between
> > bat contactor and main power bus. Reasoning was based on the fuse
> > block I'm using (Eaton 15711-20-21A) has one stud for power
> > connections.
> > My setup requires three
> > wires; main power bus feed, pri alt field flw, and avionics relay feed.
> > I don't see a good way to make those connections on that single
> stud. I have a good location for the
> > 4-post bus bar that will allow for clean wire runs and easy
> serviceability. Thoughts?
> > Thanks, Shawn
>
>
>My thoughts re "Primary Power System 3-16-23.pdf":
>
>Moving the esential bus relay firewall forward meets FAR 23.1361
>which is good. The asterisks on Z101B imply the relay, bus, and
>diode are all FWF.
>
>The standby alternator field and V Sense are still on the essential bus.
Why? Those wires should not see duty of any
kind EXCEPT during pre-flight and after main alternator
failure. It's good to minimize the wire and connections
between regulator and the bus driven by the s/b
alternator (hot battery).
>Rev 3-14-23 had the field on the battery bus and does not meet FAR
>23.1361 because of the FLW, a relay would be required which is where
>putting it on the essential bus gets you a "free" relay. Z101B does
>meet the spirit of 23.1361 because it has a fuse, which cannot be
>used with a crowbar.
Which is why I suggested the 20FLW at the bus
end of that feeder.
>I measured 22 mA parasitic load in the V sense at 12.5V with Bus pin
>6 disconnected, either SB1 or LR3, it will drain the battery if
>connected to the battery bus.
Not if it achieves connection through the AUX ALT
switch alone with the field supply.
>Perhaps a double pole standby alternator swtich, one pole for Bus
>pin 6 relaly and one pole for V Sense and LV Lamp.
That would be cool.
>In normal ops the Batt/Esntl switch would be at Batt, the Pri/Stby Alt
>switch would be at Pri,
OOPS! A single mechanical device has command and
control over both power sources?
>and the Avionics switch would be on. If the Bat/Esntl switch is
>moved to Esntl the main bus stays alive with the now batteryless
>main alternator.
>If the Pri/Stby Alt switch is moved to Stby the standby alternator's
>setpoint will go up by the diode drop.
>
>In the fire-in-the-cockpit-main-master-off scenario you would move
>the Bat/Esntl switch to Esntl and the Pri/Stby Alt switch to Stby.
>This would power the essential bus at the standby alternator's stepoint.
>
>I find written FMEAs to be a chore but I am not able to do them in my head.
>
>I would make a table of possible switch settings and the result and
>seek a solution where the pilot does not have to ponder switches in
>an emergency and where no switch settings are a problem. What about
>a progressive main contactor/main alternator switch, an essential
>bus switch, and a double pole standby alternator switch with relay
>at battery bus for the field.
>
>I vote no avionics switch and relay.
Yeah, keep it simple. The spirit and intent for
Z101 was: Any time DC PWR MASTER is in any ON
position, then there are NO hazardous conditions
for positions of any other switch.
In the event of low volts warning you accomplish
the following:
You say, "Oh shucks"
You drain your coffee cup and turn down the
stereo. Tell any kids in the back seat to
quiet down.
The point being that your system is configured
to never present you with an emergency situation.
There is TIME to consider and act with purpose.
You turn off primary alternator.
Turn ON s/b alternator and observe bus volts.
If present ship's loads exceed s/b alternator
capability, you should already KNOW what
combination of appliances can be carried by
the s/b alternator . . . practice this in
flight on a nice day.
If all extraneous loads are on the main bus
then you move ENG BUS ALT feed to ON.
Now, no potential hazards are imposed by
mis-positioning of any other switch.
Move EBUS AUX FEED to ON.
Move DC PWR MASTER to OFF and continue
flight to airport of intended destination.
Smoke in cockpit? ENGINE AUX and E-BUS AUX feeds
ON, everything else OFF.
So while you're getting squared away on your
intentional, inconvenient but controlled arrival
with the ground, see if smoke generation is
mitigated. If so, continue planning most
convenient alternate arrival.
If not, continue planning lowest risk, alternate
ASAP arrival.
>You might crimp multiple wires into one uninsulated terminal rather
>than adding studs. Ref
>https://docs.google.com/spreadsheets/d/1RhErTJKOWOL39Aw6lWJwQCgBQZzuCNf9GmS4MCgzcnc/edit?usp=share_link
>
>It's easy to add a 2nd stud to the 15600 essential bus in order to
>remove an SPOF, loose nut opens both feeds. Snap the cap off, remove
>the bus strip, find the 2nd hex hole in the base for the stud head,
>notch the cap for the 2nd stud you add, reassemble.
>https://photos.app.goo.gl/ZKjbqnU3DfkUKNex2
Good call John, I'd forgotten about that
conversation many moons ago. A number of
builders have modified their fuse blocks to
add a second stud on the center bus.
Bob . . .
////
(o o)
===========o00o=(_)=o00o========
< Go ahead, make my day . . . >
< show me where I'm wrong. >
================================
In the interest of creative evolution
of the-best-we-know-how-to-do based
on physics and good practice.
Message 12
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| Subject: | Stranded Steel Wire? |
Hi Group
Curious: We have 2 Amazon LED bars we are using for lighting in ceiling. Size is
about 3/4" wide by 8" long.
Anyway to get power to the front one, power runs from the back of ceiling to the
front. This means the wire will run by our Dynan Magnetometer. When working
on the ceiling panel on the bench, was using 2 small round button magnets to position
some holes. Low and behold we found out they easily stick to the LED Wire!
Question: Why would they be using Copper Clad steel Wire on those LEDs? Lower Cost?
We just cut out most of the LED wire and are using Tefzel.
Thx. Ron P.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=510444#510444
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| Subject: | Re: Primary Power Diagram RV-14 |
On Thu, Mar 16, 2023 at 3:17=AFPM Charles Kuss <chaskuss@yahoo.com> w
rote:
> What happens to your Hobbs count when either your EFIS dies or you upgrad
e
> your panel? Can you program the accumulated hours into the new unit??
>
> On Thursday, March 16, 2023, 12:06:05 PM EDT, David Carter <
> david@carter.net> wrote:
> 4. No need for a Hobbs meter - that is a built-in EFIS function.
>
>
Look up the most recent value in the EFIS being replaced (or in your
logbook if the EFIS is dead), and transfer that value to the configuration
menu of the new EFIS. I just did this last week in the GDU 460 that's in
my new panel. I had noted the old value from the EDM 350 engine monitor
before I removed it from the plane. In fact, I did that for both tach time
& Hobbs time.
I've never done this with an electrically-driven Hobbs meter, but I think
it would be harder to run that ahead by 1,000 or so hours.
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