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ch47.ip(at)gmail.com
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 Posted: Thu May 21, 2009 6:39 pm Post subject: New to electronics |
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[quote] Although I have some low level electrical knowledge, I am still wandering around in the dark. I am waiting for Vans to ship the rest of my kit so I am taking advantage of the down time to determine my electrical requirements and design the system. I have downloaded a couple of spreadsheets that seem to calculate the power requirements for many system and avionic components. So I am developing a list of the things I want and their respective power requirements. To my questions:
1. There seems to be some discussion as to the BUS system used. For those that have build their own, how did that workout for you. What "gotchas" would you warn me about?
2. If you could give one piece of advice, what would that be?
3. Other than determine what I feel I need for systems and their respective power requirements, any suggests on getting started?
I hope to order the 12th edition of The AreoElectric Connection. I am sure it will be very useful in answering many of my questions.
Thanks for your time
Scott Ahrens
[b]
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nuckolls.bob(at)aeroelect
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| Posted: Fri May 22, 2009 4:26 am Post subject: New to electronics |
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At 09:34 PM 5/21/2009, you wrote:
Although I have some low level electrical knowledge, I am still
wandering around in the dark. I am waiting for Vans to ship the rest
of my kit so I am taking advantage of the down time to determine my
electrical requirements and design the system. I have downloaded a
couple of spreadsheets that seem to calculate the power requirements
for many system and avionic components. So I am developing a list of
the things I want and their respective power requirements. To my questions:
1. There seems to be some discussion as to the BUS system used. For
those that have build their own, how did that workout for you. What
"gotchas" would you warn me about?
I'm aware of no potential for "gotchas". We've been flying
single engine airplanes with one battery, one generator/alternator,
and a main bus (added the avionics bus about 1965), for about
80 years. Hollywood notions of how airplanes work aside,
electrical system failures are exceedingly low order
causes for accidents. The POTENTIAL for an increase in
electrically induced accident has been rising as
engines have become more electrically dependent . . .
and instrument panels have shed their vacuum driven
flight instruments.
But this increase in risk is EASILY offset by (1)
taking advantage of the open vacuum pump drive pad
and (2) OBAM aircraft users improved understanding
of what it takes to craft and maintain a very low
risk electrical system.
2. If you could give one piece of advice, what would that be?
Don't order Vans electrical system kit.
Certainly study all the options. Download this
portion of the 'Connection.
http://aeroelectric.com/R12A/AppZ_12A3.pdf
Note that NONE of the exemplar architectures
speak to specific airplanes. There ARE variations
on a theme based on engines. So as you cruise
through the drawings, you'll find that your
choices are narrowed to Z-10/8 through Z-14.
These architectures offer some options for
crafting Plan A (everything working) and Plan-B
(something broke). The differences between
these drawings are designed to accommodate
a range of design goals, equipment compliments
and missions for your aircraft.
I can tell you now that Z-13/8 is probably
suited to 95% of the OBAM aircraft in existence.
It's a step-wise evolution of the systems
flying in a very high percentage of certified
S.E. aircraft with Z-12 coming up strong as
the TC version of Z-13/8.
For lowest cost, lightest weight, and exceedingly
high reliability, Z-13/8 is my personal choice
and it has been installed in hundreds of OBAM
aircraft with great reports of user satisfaction.
To my knowledge, the first such system to fly
was in a father and son RV-8 project built in
CT about 10 years ago. Since that time, I've
had numerous reports of no-sweat failure
events that were made so by (1) pilot understanding
of how the system works. (2) well maintained
battery. (3) Failure tolerant design where
no single failure brings down so much hardware
that continued flight becomes a sweaty-palms
affair.
While Z-14 can and has been installed in RVs,
it's a heavy, expensive over-kill. Z-14 was
crafted to address the rather rare OBAM project
that flies high, fast, and through less than
comfortable weather. Preferably with two
pilots and IFR capability from either seat
wherein there is a separate electrical system
to accommodate each system. This is what SHOULD
be flying in King Airs and Beechjets . . . but
isn't.
3. Other than determine what I feel I need for systems and their
respective power requirements, any suggests on getting started?
If you've taken the time to list all your
anticipated electro-whizzies and shuffle the
loads into various phases of flight (we call
this load analysis) then you've already accomplished
that which most builders skip over. They just
bolt on a 60A alternator and keep truck'n.
This is fine as long as Plan-A is in operation.
If the alternator clocks out early, having
a calculated Plan-B implemented by the
second engine driven power source combined with
a well maintained battery is your ticket to
comfortable termination of flight at the airport
of intended destination.
I hope to order the 12th edition of The AreoElectric Connection. I
am sure it will be very useful in answering many of my questions.
The paper version of R12 is starved for cash.
As soon as I scrape together a couple more $grand$
I'll get it off to the printer.
A big start can be achieved from the down-loadable
chapter I cited above. The second most valuable
resource is the community of aviation enthusiasts
who frequent this List. Stay on board and let
us help you with this 24/7/365 service from
lots of folks who have been there, done that.
Bob . . .
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ch47.ip(at)gmail.com
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| Posted: Sat May 23, 2009 5:10 am Post subject: New to electronics |
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Thank you Bob for the sound advice. And thank you to all the folks who emailed me directly. I will download the diagrams and start digesting all this new information.
Scott
[quote][b]
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