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stuart(at)stuarthutchison
Guest
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 Posted: Thu Jun 02, 2011 2:18 am Post subject: Power Stabilizer |
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You're right Bob ... I have no idea if the D700 will reboot on start ...
maybe not, but I am cranking an IO-540. Yes, no doubt I am overcapitalising
and weighing down the aircraft by chasing shadows in some areas. If I'd been
smart I would have first explained that I don't have a vaccum system or a
backup alternator, so I will be more comfortable with a separate backup
battery in an emergency (which may not needed either).
Kind regards, Stu
| Quote: | Thanks Bob,
I like the idea that my EFIS won't reboot during engine start - cos I
want to see the oil pressure right about then.
|
Do you KNOW that it will? There are thousands of discussions
based on the "possibility" of a system rebooting based on
the experiences and perhaps third-hand observations of others.
A lot of band-aids have been pasted onto OBAM aircraft in
response to a worry for experiencing some condition that
is not well identified or explained. It may be that the
rumor started simply because some pilot was pushing his
battery too far past it's service life . . . or perhaps
it was too small. A battery that gets replaced when the
capacity drops below battery only design goals is still
quite capable of starting the engine. But a battery with
no endurance goals (like in Z-13/ may get so soggy that
some systems start complain about bus voltage depression during
starter engagement. This might well be the pre-flight
warning that says it's time to replace the battery.
| Quote: | Either way, I'm a newbie to this forum and feel very fortunate to have
such experienced and articulate guys to help numpties like me steer a
true course.
|
Can't do that . . . we know nothing about the specifics
of your airplane's configuration nor your personal philosophy
for operating and maintaining it. What we can do is help
you sort through much common knowledge or public consensus
that is mere floobydust.
We can suggest that you add no prophylactic feature
until you know you need it. If you're duplicating a
configuration that is demonstrated to benefit from some
add-on accessory, fine. But the four-color brochures
and worry-hype that promotes many products may have
no foundation in reality for how your airplane is
going together.
Finally, what we can do is offer tools for deducing
the root cause of an observed problem and either
eliminating that cause by design or masking it with
some add-on accessory.
Short answer: don't buy anything that you don't find
on a C-150 or hundreds of RV's already flying until
you KNOW you need it.
| Quote: | I assume then that OV is the reason confusers (computers) are
susceptible to lightning activity without a 'surge' protector?
|
As others have pointed out, that's a whole different
world than the DC power system for your air vehicle . . .
or car. But in that world too, purchasing additional 'surge
protection' is more worry-hype than useful protection.
People who build devices that plug into walls KNOW
much about the hazards associated with that source.
The so-called 'surge protection' offered by Office-
Max add-ons are metal oxide varistors, the same
20 cent devices ALREADY installed in the power
supply for your computer . . . the same devices
that will become toast if the line behind your
house takes a direct strike.
Bob . . .
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Tim Olson
Joined: 25 Jan 2007
Posts: 2872
|
| Posted: Thu Jun 02, 2011 6:02 am Post subject: Power Stabilizer |
|
|
Stu,
I've been on this forum now for about 7-8 years, and it's
been a great place to pick up some good information.
I've been flying my kit now for 5 years, so these days
I'm only on the forum to get the very very occasional
nugget of gold in all the pile of garbage. Bob is
a very knowledgeable resource, and literally "wrote
the book" on many of the great design philosophies
that we can use as experimental builders. His concepts
of simplicity for reliability are wonderful.
That said, it became apparent to me a long time ago
that Bob must simply, now that he's retired, live
his avionics life in his own world...a vacuum where
outside information on new products just isn't received.
It's almost like he was out of the business before
the EFIS was even invented, although I'm sure that
somewhere along the line he spent lots of time
helping even design some robust power systems for
EFIS implementations. At any rate, I can only
imagine that much of his information is dated, and
revolves around the products that were available
back in his working day. I'm sure that not only
does he not know the details of how today's
experimental EFIS products operate, but he doesn't
have any manufacturer specific knowledge from
Grand Rapids, AFS, Garmin, Cobham/Chelton, MGL,
or whatever EFIS and other products you have.
Maybe I'm mistaken, but I'm sure he doesn't go to
OSH and spend time talking with the manufacturers
to know the details on how their systems run.
I'm also sure that he hasn't taken the time to stop
by TCW Tech's booth at OSH and see their demo
on the IBBS and Power Stabilizer products, to
actually see them in action and talk to Bob Newman.
It's the same as how Bob K. could care less about
really helping people design better alternator
integrations with internally regulated alternators.
They're not what he's designed and sold, and they're
not what he's spent his time promoting and working
with, and he probably just really doesn't care
about those things. If you don't agree with
his philosophy, or you insist on using something
that he doesn't promote, getting useful commentary
and help from him will be like beating your
head on the wall. So you're really on your
own or need to rely on the other people in
the forum to fill in the blanks.
Personally, I own neither TCW's IBBS nor their
power stabilizer....they simply weren't around
when I was building my panel. But, I had design
goals similar to yours. I wanted redundancy,
reliability, endurance, and no headaches during
startup. So I designed my system so that during
engine start, things like my Electronic Ignition,
my EFIS, my WSI weather, and such, could be
powered by it's own power source. Much the same
as what the IBBS will do for you, only not
packaged into a great form factor that is
smaller and lighter. The benefits are great.
I *know* for a fact, that many EFIS's will
reboot if you crank the starter with them
on the same power source. I have people come
ask me all the time what they can do to
avoid that...they have that problem. When I
sit in the plane, I turn on my EFIS and Weather,
and AHRS and get it booting. An AHRS is a
precision instrument. Specs on certified
planes even say a 2 minute temperature
stabilization period is allowed to bring
the AHRS up to temp. There is a heater
circuit in there to do just that. So many
EFIS's will take a while to boot and stabilize
before you should move. Also, weather devices
will take a while to start downloading the
Nexrad and other weather. So I personally
want to be able to boot my equipment, while
preflighting, and that allows me to have full
engine instrumentation and function at
the time the key is turned. I don't have
to spend 5 minutes on the ground waiting
for that Nexrad image to show, before I launch
into that 300' ceiling for an IFR flight.
And, in the event that something makes me
do an engine shutdown out in the runup
area, I'm not sitting there waiting for
everything to come up again...my EFIS can
be left on during the engine restart.
So there are some really good reasons to
do what you're doing, with today's EFIS's.
And you're on the right track. Bob Newman
has made some great products that you can use
to better your aircraft in an easy way. Some of
these power stabilization type things are even
noted by Garmin, because there is good reason
to keep stable power to them. This isn't the
day and age of the electric gyro...and we're
not necessarily trying to protect from surges
and spikes....it's the brownout that is the
issue. Some EFIS's have internal batteries you
can buy, or they may even be included with them,
to help prevent this. So the real issue is
to know if YOUR EFIS does, and if it doesn't,
then personally I don't care who makes the EFIS,
it's probably worth putting something like
that in front of it. Just make sure you're
also taking into account the possible associated
failure modes of any add on device you use, so
that you don't actually lessen your safety under
some circumstance. In the end you'll be able
to have a very robust system.
It's just too bad that Bob K. doesn't spend more
time actually trying to understand the products
that 90% of the current builder crop will be using.
It would really be nice to get useful info on
some specific systems, from someone as knowledgeable
as he. But as it is, buy the book, read the
book, understand Bob's underlying philosophies,
because they're good. But then realize that
if it's not in the book, you're going to need
to ask other builders for help, because he's
probably not going to take enough interest in your
exact product layout to give you good guidance.
Tim Olson - RV-10 N104CD
do not archive
On 6/2/2011 5:12 AM, Stuart Hutchison wrote:
| Quote: |
You're right Bob ... I have no idea if the D700 will reboot on start ...
maybe not, but I am cranking an IO-540. Yes, no doubt I am overcapitalising
and weighing down the aircraft by chasing shadows in some areas. If I'd been
smart I would have first explained that I don't have a vaccum system or a
backup alternator, so I will be more comfortable with a separate backup
battery in an emergency (which may not needed either).
Kind regards, Stu
> Thanks Bob,
>
> I like the idea that my EFIS won't reboot during engine start - cos I
> want to see the oil pressure right about then.
Do you KNOW that it will? There are thousands of discussions
based on the "possibility" of a system rebooting based on
the experiences and perhaps third-hand observations of others.
A lot of band-aids have been pasted onto OBAM aircraft in
response to a worry for experiencing some condition that
is not well identified or explained. It may be that the
rumor started simply because some pilot was pushing his
battery too far past it's service life . . . or perhaps
it was too small. A battery that gets replaced when the
capacity drops below battery only design goals is still
quite capable of starting the engine. But a battery with
no endurance goals (like in Z-13/ may get so soggy that
some systems start complain about bus voltage depression during
starter engagement. This might well be the pre-flight
warning that says it's time to replace the battery.
> Either way, I'm a newbie to this forum and feel very fortunate to have
> such experienced and articulate guys to help numpties like me steer a
> true course.
Can't do that . . . we know nothing about the specifics
of your airplane's configuration nor your personal philosophy
for operating and maintaining it. What we can do is help
you sort through much common knowledge or public consensus
that is mere floobydust.
We can suggest that you add no prophylactic feature
until you know you need it. If you're duplicating a
configuration that is demonstrated to benefit from some
add-on accessory, fine. But the four-color brochures
and worry-hype that promotes many products may have
no foundation in reality for how your airplane is
going together.
Finally, what we can do is offer tools for deducing
the root cause of an observed problem and either
eliminating that cause by design or masking it with
some add-on accessory.
Short answer: don't buy anything that you don't find
on a C-150 or hundreds of RV's already flying until
you KNOW you need it.
> I assume then that OV is the reason confusers (computers) are
> susceptible to lightning activity without a 'surge' protector?
As others have pointed out, that's a whole different
world than the DC power system for your air vehicle . . .
or car. But in that world too, purchasing additional 'surge
protection' is more worry-hype than useful protection.
People who build devices that plug into walls KNOW
much about the hazards associated with that source.
The so-called 'surge protection' offered by Office-
Max add-ons are metal oxide varistors, the same
20 cent devices ALREADY installed in the power
supply for your computer . . . the same devices
that will become toast if the line behind your
house takes a direct strike.
Bob . . .
|
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nuckolls.bob(at)aeroelect
Guest
|
| Posted: Thu Jun 02, 2011 8:08 am Post subject: Power Stabilizer |
|
|
At 09:57 AM 6/2/2011, you wrote:
Stu,
I've been on this forum now for about 7-8 years, and it's
been a great place to pick up some good information.
I've been flying my kit now for 5 years, so these days
I'm only on the forum to get the very very occasional
nugget of gold in all the pile of garbage. Bob is
a very knowledgeable resource, and literally "wrote
the book" on many of the great design philosophies
that we can use as experimental builders. His concepts
of simplicity for reliability are wonderful.
That said, it became apparent to me a long time ago
that Bob must simply, now that he's retired, live
his avionics life in his own world...a vacuum where
outside information on new products just isn't received.
Actually, I'm on contract with HBC for three programs
. . . .
It's almost like he was out of the business before
the EFIS was even invented,
The Starship, our flash-in-the-fire project flew
in 1989 with the first all-glass cockpit to fly
at Beech. Collins did the system with distributed
processors. I was told that the system contained
over 100 such devices. The EFIS has been around
for quite some time.
I can only
imagine that much of his information is dated, and
revolves around the products that were available
back in his working day.
Gee Tim, I've only been 'retired' for three years.
I'm sure that not only
does he not know the details of how today's
experimental EFIS products operate, but he doesn't
have any manufacturer specific knowledge from
Grand Rapids, AFS, Garmin, Cobham/Chelton, MGL,
or whatever EFIS and other products you have.
Maybe I'm mistaken, but I'm sure he doesn't go to
OSH and spend time talking with the manufacturers
to know the details on how their systems run.
I've NEVER had intimate knowledge of inner
workings of such devices from any of those
suppliers except when there were performance
failures to resolve . . .
But I do know that when any of those suppliers
approaches a TC aircraft house, the first question
coming in the door is "how well do you integrate
with aircraft systems?" In other words, have
you done your DO-160 homework?
http://www.aeroelectric.com/articles/Philosophy/Whats_all_this_DO160_Stuff_Anyhow.pdf
I'm also sure that he hasn't taken the time to stop
by TCW Tech's booth at OSH and see their demo
on the IBBS and Power Stabilizer products, to
actually see them in action and talk to Bob Newman.
Again, irrelevant. I'm quite certain that the
TCW products perform precisely as advertised. The question
is not "Does it work?" The question is "Do I need
one and why?" Finally, "If I do need one, is it
not better to deduce the driving deficiency and
correct that as opposed to pasting on a band-aid?"
It's the same as how Bob K. could care less about
really helping people design better alternator
integrations with internally regulated alternators.
Say what? You seem to recall nothing of the
thousands of words I have published on my
website, written for this forum, and published
in my book.
So you're really on your
own or need to rely on the other people in
the forum to fill in the blanks.
Please do fill in the blanks. Please quote
any paragraph from the List-Server archives,
from my website or my book wherein I have
"bad mouthed" any alternator of any style.
In fact, here is an exchange in which both
you and I were participants:
http://tinyurl.com/65lze95
The Plane Power is an internally regulated
alternator NOT designed by me that has
been modified to meet legacy design goals
for engine driven power sources. Check
out latest revision to chapter on Alternators
in the book. You can download it for free.
Personally, I own neither TCW's IBBS nor their
power stabilizer....they simply weren't around
when I was building my panel.
But they COULD have been. DC-DC converters
are 60-year old technology. Most avionics
include one in their architecture. Standby
batteries are text-book implementations dating
back decades.
Why, just now, is it suddenly a GOOD thing
to start pasting these devices into what
MIGHT be a perfectly workable system without
them? Is it not better to leave such devices
on the ground if a work-around offers the
opportunity with less cost, weight and complexity
without sacrificing failure tolerance?
But, I had design
goals similar to yours. I wanted redundancy,
reliability, endurance, and no headaches during
startup.
Your design goals are impressive, lengthy,
and certainly "covers all the bases." They
give one pause to wonder how single-engine,
general aviation aircraft got on so admirably
with so little hardware and so few backups
to backups thrown in with the kitchen sink.
<snip>
It's just too bad that Bob K. doesn't spend more
time actually trying to understand the products
that 90% of the current builder crop will be using.
??? I'm mystified as to the source of information
to support your assertions. You don't need a
direct pipeline into the inner workings of any
product for the purpose of deducing (1) the
need for such a device to meet a design goal
and (2) suitability of the device to the task
and (3) return on investment for buying,
installing, maintaining and fuel to carry
it around for the lifetime of the aircraft.
It would really be nice to get useful info on
some specific systems, from someone as knowledgeable
as he. But as it is, buy the book, read the
book, understand Bob's underlying philosophies,
because they're good. But then realize that
if it's not in the book, you're going to need
to ask other builders for help, because he's
probably not going to take enough interest in your
exact product layout to give you good guidance.
Tim Olson - RV-10 N104CD
Tim, I'm truly at a loss to bring your
assertions into alignment with published,
archived and readily researchable fact.
Please understand that this ol' horse
has not yet been turned out to pasture nor
has his interest and attention in things
modern been diluted in the slightest.
Bob . . .
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nuckolls.bob(at)aeroelect
Guest
|
| Posted: Thu Jun 02, 2011 10:02 am Post subject: Power Stabilizer |
|
|
At 06:12 AM 6/2/2011, you wrote:
| Quote: | --> AeroElectric-List message posted by: "Stuart Hutchison" <stuart(at)stuarthutchison.com.au>
You're right Bob ... I have no idea if the D700 will reboot on start ..
maybe not, but I am cranking an IO-540. Yes, no doubt I am overcapitalising
and weighing down the aircraft by chasing shadows in some areas. If I'd been
smart I would have first explained that I don't have a vaccum system or a
backup alternator |
But it's easy to add later. An given that you don't
have it now suggests that your design goals based
on anticipated use of the airplane do not call
for it.
| Quote: | so I will be more comfortable with a separate backup
battery in an emergency (which may not needed either). |
Okay, how is it that you intend to use this airplane?
Do you plan to operate with some frequency in flight
environments that could not be navigated with this
suite of tools?
http://tinyurl.com/4xjhgly
In other words, do you anticipate flights that
are so hardware critical that you cannot extract
yourself comfortably from a case of "dark panel
syndrome?"
I've flown aircraft from ultra-lights (with
nothing) to A-36 (with a panel full of goodies).
But in 1000 hours I've spent perhaps 30 minutes
total in IMC and that for the purpose of
poking through a cloud layer. That 1000 hours
includes no small percentage of time over
unfriendly terrain and/or night flight.
The manner in which I used airplanes had
a very low risk of reversion to the tools
in my flight bag . . . indeed, I was never
presented with the situation. But any of
those flights could have been low risk
accomplishments with the master switch OFF.
If your anticipated used of the airplane
demands that things work for the purposed
of reducing risk, exactly which items and
do you plan backups for those items?
Not knowing oil pressure for the first seconds
of start up is an exceedingly low risk
feature on an airplane engine. The admonition
for 'checking oil pressure with a hand on the
mixture' may have been a useful admonition way
back when. I suppose somebody may have
experienced a pump failure at start-up sometime
. . . but I don't know of any. I've never
observed it in any engine driven machine.
Yet it seems that folks are willing to pile
extra costs, weight, complexity (read reduced
reliability) into their airplane just to
be rewarded with seeing those numbers
rise as they always have.
Having devices on board that routinely reboot
during starter inrush brown-out can be
accommodated by a start-up procedure that
tolerates the effect and without adding weight
or complexity to the system.
This is a 'connect the dots' exercise that
depends on you describing all the dots. We
can assist with that but the exercise is
placed at risk by not having a list of all
the dots . . . or having one or more dots mis-
identified.
Bob . . . [quote][b]
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stuart(at)stuarthutchison
Guest
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| Posted: Fri Jun 03, 2011 6:09 am Post subject: Power Stabilizer |
|
|
G'day Bob,
Yep, I plan to fly IFR often and I 'feel better' about backup, especially with my son sitting beside me - he likes lights and is afraid of the dark. In about 3500 hours, I've flown about 500 at night and about 500 in IMC. I've seen everything from catastrophic turbine failures to electrical fires and I don't like fumbling for my tool kit in the dark or wroking the family brain cell to hard. Yes, I have a handheld GPS, an LED torch and a handheld radio. I don't plan to use any of them in an emergency, cos I like using my hands to fly the aeroplane. My IBBS will power COM 2 and LED utility lights and the EFIS screens can run for 60 minutes each off their own backup batteries, or the IBBS if necessary. That should see me on the ground somewhere with runway lights .... in this particular vast country, where there is a LOT of uninhabited red dirt.
Kind regards, Stu<?xml:namespace prefix = o ns = "urn:schemas-microsoft-com:office:office" />
F1 Rocket VH-FLY http://www.mykitlog.com/RockFLY [url=about:www.teamrocketaircraft.com]www.teamrocketaircraft.com[/url]
From: owner-aeroelectric-list-server(at)matronics.com [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Robert L. Nuckolls, III
Sent: Friday, June 03, 2011 3:54 AM
To: aeroelectric-list(at)matronics.com
Subject: RE: Power Stabilizer
At 06:12 AM 6/2/2011, you wrote:
| Quote: | --> AeroElectric-List message posted by: "Stuart Hutchison" <stuart(at)stuarthutchison.com.au>
You're right Bob ... I have no idea if the D700 will reboot on start ...
maybe not, but I am cranking an IO-540. Yes, no doubt I am overcapitalising
and weighing down the aircraft by chasing shadows in some areas. If I'd been
smart I would have first explained that I don't have a vaccum system or a
backup alternator |
But it's easy to add later. An given that you don't
have it now suggests that your design goals based
on anticipated use of the airplane do not call
for it.
| Quote: | so I will be more comfortable with a separate backup
battery in an emergency (which may not needed either). |
Okay, how is it that you intend to use this airplane?
Do you plan to operate with some frequency in flight
environments that could not be navigated with this
suite of tools?
http://tinyurl.com/4xjhgly
In other words, do you anticipate flights that
are so hardware critical that you cannot extract
yourself comfortably from a case of "dark panel
syndrome?"
I've flown aircraft from ultra-lights (with
nothing) to A-36 (with a panel full of goodies).
But in 1000 hours I've spent perhaps 30 minutes
total in IMC and that for the purpose of
poking through a cloud layer. That 1000 hours
includes no small percentage of time over
unfriendly terrain and/or night flight.
The manner in which I used airplanes had
a very low risk of reversion to the tools
in my flight bag . . . indeed, I was never
presented with the situation. But any of
those flights could have been low risk
accomplishments with the master switch OFF.
If your anticipated used of the airplane
demands that things work for the purposed
of reducing risk, exactly which items and
do you plan backups for those items?
Not knowing oil pressure for the first seconds
of start up is an exceedingly low risk
feature on an airplane engine. The admonition
for 'checking oil pressure with a hand on the
mixture' may have been a useful admonition way
back when. I suppose somebody may have
experienced a pump failure at start-up sometime
. . . but I don't know of any. I've never
observed it in any engine driven machine.
Yet it seems that folks are willing to pile
extra costs, weight, complexity (read reduced
reliability) into their airplane just to
be rewarded with seeing those numbers
rise as they always have.
Having devices on board that routinely reboot
during starter inrush brown-out can be
accommodated by a start-up procedure that
tolerates the effect and without adding weight
or complexity to the system.
This is a 'connect the dots' exercise that
depends on you describing all the dots. We
can assist with that but the exercise is
placed at risk by not having a list of all
the dots . . . or having one or more dots mis-
identified.
Bob . . . [quote]
href="http://www.matronics.com/Navigator?AeroElectric-List">http://www.matronics.com/Navigator?AeroElectric-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
[b]
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email(at)jaredyates.com
Guest
|
| Posted: Fri Jun 03, 2011 6:33 am Post subject: Power Stabilizer |
|
|
If your alternator quits, how long will your primary battery last? If you have a warning light that indicates that your alternator has failed, you can start your response immediately and make the most of that time.
On Fri, Jun 3, 2011 at 10:05 AM, Stuart Hutchison <stuart(at)stuarthutchison.com.au (stuart(at)stuarthutchison.com.au)> wrote:
[quote] G'day Bob,
Yep, I plan to fly IFR often and I 'feel better' about backup, especially with my son sitting beside me - he likes lights and is afraid of the dark. In about 3500 hours, I've flown about 500 at night and about 500 in IMC. I've seen everything from catastrophic turbine failures to electrical fires and I don't like fumbling for my tool kit in the dark or wroking the family brain cell to hard. Yes, I have a handheld GPS, an LED torch and a handheld radio. I don't plan to use any of them in an emergency, cos I like using my hands to fly the aeroplane. My IBBS will power COM 2 and LED utility lights and the EFIS screens can run for 60 minutes each off their own backup batteries, or the IBBS if necessary. That should see me on the ground somewhere with runway lights .... in this particular vast country, where there is a LOT of uninhabited red dirt.
Kind regards, Stu
F1 Rocket VH-FLY http://www.mykitlog.com/RockFLY www.teamrocketaircraft.com
From: owner-aeroelectric-list-server(at)matronics.com (owner-aeroelectric-list-server(at)matronics.com) [mailto:owner-aeroelectric-list-server(at)matronics.com (owner-aeroelectric-list-server(at)matronics.com)] On Behalf Of Robert L. Nuckolls, III
Sent: Friday, June 03, 2011 3:54 AM
To: aeroelectric-list(at)matronics.com (aeroelectric-list(at)matronics.com)
Subject: RE: Power Stabilizer
At 06:12 AM 6/2/2011, you wrote:
| Quote: | --> AeroElectric-List message posted by: "Stuart Hutchison" <stuart(at)stuarthutchison.com.au (stuart(at)stuarthutchison.com.au)>
You're right Bob ... I have no idea if the D700 will reboot on start ...
maybe not, but I am cranking an IO-540. Yes, no doubt I am overcapitalising
and weighing down the aircraft by chasing shadows in some areas. If I'd been
smart I would have first explained that I don't have a vaccum system or a
backup alternator |
But it's easy to add later. An given that you don't
have it now suggests that your design goals based
on anticipated use of the airplane do not call
for it.
| Quote: | so I will be more comfortable with a separate backup
battery in an emergency (which may not needed either). |
Okay, how is it that you intend to use this airplane?
Do you plan to operate with some frequency in flight
environments that could not be navigated with this
suite of tools?
http://tinyurl.com/4xjhgly
In other words, do you anticipate flights that
are so hardware critical that you cannot extract
yourself comfortably from a case of "dark panel
syndrome?"
I've flown aircraft from ultra-lights (with
nothing) to A-36 (with a panel full of goodies).
But in 1000 hours I've spent perhaps 30 minutes
total in IMC and that for the purpose of
poking through a cloud layer. That 1000 hours
includes no small percentage of time over
unfriendly terrain and/or night flight.
The manner in which I used airplanes had
a very low risk of reversion to the tools
in my flight bag . . . indeed, I was never
presented with the situation. But any of
those flights could have been low risk
accomplishments with the master switch OFF.
If your anticipated used of the airplane
demands that things work for the purposed
of reducing risk, exactly which items and
do you plan backups for those items?
Not knowing oil pressure for the first seconds
of start up is an exceedingly low risk
feature on an airplane engine. The admonition
for 'checking oil pressure with a hand on the
mixture' may have been a useful admonition way
back when. I suppose somebody may have
experienced a pump failure at start-up sometime
. . . but I don't know of any. I've never
observed it in any engine driven machine.
Yet it seems that folks are willing to pile
extra costs, weight, complexity (read reduced
reliability) into their airplane just to
be rewarded with seeing those numbers
rise as they always have.
Having devices on board that routinely reboot
during starter inrush brown-out can be
accommodated by a start-up procedure that
tolerates the effect and without adding weight
or complexity to the system.
This is a 'connect the dots' exercise that
depends on you describing all the dots. We
can assist with that but the exercise is
placed at risk by not having a list of all
the dots . . . or having one or more dots mis-
identified.
Bob . . . | Quote: |
ist" target="_blank">http://www.matronics.com/Navigator?AeroElectric-List
tp://forums.matronics.com
_blank">http://www.matronics.com/contribution
|
[b]
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nuckolls.bob(at)aeroelect
Guest
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| Posted: Fri Jun 03, 2011 2:38 pm Post subject: Power Stabilizer |
|
|
At 10:05 AM 6/3/2011, you wrote:
| Quote: | G'day Bob,
Yep, I plan to fly IFR often and I 'feel better' about backup, especially with my son sitting beside me - he likes lights and is afraid of the dark. In about 3500 hours, I've flown about 500 at night and about 500 in IMC. I've seen everything from catastrophic turbine failures to electrical fires and I don't like fumbling for my tool kit in the dark or wroking the family brain cell to hard. Yes, I have a handheld GPS, an LED torch and a handheld radio. I don't plan to use any of them in an emergency, cos I like using my hands to fly the aeroplane. My IBBS will power COM 2 and LED utility lights and the EFIS screens can run for 60 minutes each off their own backup batteries, or the IBBS if necessary. That should see me on the ground somewhere with runway lights .... in this particular vast country, where there is a LOT of uninhabited red dirt. |
Understand. Why aren't you going with Z-13/8?
That's a VERY bulletproof system and much less
weight penalty, higher energy budgets
and unlimited endurance.
Around here, I prefer to fly after dark. The air
gets smoother, cooler and you can see lightning
strikes from a whole lot further away . . .
Bob . . . [quote][b]
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