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Yep, I take your point Bob. However the engine management system on my EFIS of choice will only provide me with a voltage reading on both buses if I actually source power from both buses via a primary ...

I have installed a Z14 split bus architecture with 2 B&C LR3 regulators. I have a couple of avionics devices that can draw power from both buses. They will draw power from whichever bus providing ...

I have a magneto serving my bottom plugs and LightSpeed EI serving my top plugs.

Because I wanted to be able to read engine speed at run-up with either the magneto or EI turned off I installed a ...

I have the latest revision of Z14 (REV N 7/14/09) which shows that the Main Alternator (40 amp) has a 4 AWG B-lead. BUT the Aux Alternator (also 40 amp) has a 10 AWG B-lead.

Is there any possib ...

Bob C I'm building an RV7A (not much guidance from the "manufacturer" on this issue). Am I to conclude from your comments below that I might be better off separating the EGT and CHT sensor w ...

I've seen quite a few Experimental aircraft (and some certificated aircraft) with the EGT and CHT sensor wires bundled with the lower ignition leads on Lycoming engines.

The usual protocol is to ...

I note in a June post that Bob Nuckolls said that "fat feed" wires (6 AWG or larger) do not need a fuse or current limiter. I understand the logic behind that.

However I note in the Nu ...

I have blown all 3 diodes on my S701-2 Cross Feed Contactor (through stupidity!!) on my 12 volt Z14 architecture. They are all of the type 1N5400 (3 amp 50 volt). I am having trouble getting replaceme ...

As others have suggested C it does seem like Z14 is my best option as I have the L40 and SD20 already installed and I have 2 off LR3 regulators. Too much trouble and expense to go sending back things ...

Date: Tue C 9 Jun 2009 15:20:29 -0500
To: aeroelectric-list@matronics.com
From: nuckolls.bob@aeroelectric.com
Subject: Re: AeroElectric-List: Z12 questions

> Yes C you can run bot ...

I already have a B&C 40 amp alternator and a B&C SD20 aux alternator installed on my Lycoming. I also have 2 B&C LR3 regulators. Now I'm contemplating swapping one of the LR3 regs for a S ...

Bob, For my Vans RV7 flap actuation system I used your Drawing Flaps 4.2 which utilises two S704-1 Relays and two NO/NC limit switches.

Is this still your recommended system for a situation whe ...

The following copy of a post on the Yahoo GRT_EFIS group site is most
interesting. It seems the internal regulator on a Vans supplied alternator
failed on an RV and the resultant overvoltage fried ...

There seems to be a blissly optimistic feeling out there that increasing the
fork bolt clearance on the RV7A, 8A, and 9A will provide increased nose gear
safety. However the nose fairing as suppli ...

<Fred.Stucklen@UTCPower.com>
One of the better aspects of the ElectroAir system is the higher
voltage output. This is primarily due to the size of the coils. Compare
these to those found ...

Hi there Walter, you're setting a good example. I note that many RV builders
do not firesleeve the oil lines between the engine and the oil
cooler...that's just slack (or uneducated) ...and danger ...

My aluminum lines stop at the firewall fitting.

I presume that you're only talking about fuel lines here...not oil lines.

_________________________________________________________________
Ne ...

I believe that the "structural" portion of fuel tank attachment comes
from the "Z" brackets fastened to the wing spar, and
the bracket between the root rib and the fuselage. ...

I can understand that any restriction upstream of the engine fuel pump might
tend to increase the possibility of vapour lock. However you would think
that the AFP electric fuel boost pump itself w ...

Dan, I thought you put your fuel transducer just after the AFP boost pump on
the cabin floor. Are you now unhappy with the results from that position.

[quote]From: "Dan Checkoway" < ...