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Primary Power Diagram RV-14
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nuckolls.bob(at)aeroelect
Guest

Posted: Thu Mar 16, 2023 11:35 am Post subject: Primary Power Diagram RV-14

At 01:06 PM 3/16/2023, you wrote:

  	  Quote: 	
		  --> AeroElectric-List message posted by: "johnbright" <john_s_bright(at)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



  	  Quote: 	
		  > * 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 . . .



  	  Quote: 	
		    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.



  	  Quote: 	
		  > * 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



  	  Quote: 	
		  > *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.



  	  Quote: 	
		  > * 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).



  	  Quote: 	
		  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.



  	  Quote: 	
		  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.



  	  Quote: 	
		  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.



 

  	  Quote: 	
		  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?



  	  Quote: 	
		  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.



  	  Quote: 	
		  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.

david(at)carter.net
Guest

Posted: Thu Mar 16, 2023 12:21 pm Post subject: Primary Power Diagram RV-14

On Thu, Mar 16, 2023 at 3:17â€¯PM Charles Kuss <chaskuss(at)yahoo.com (chaskuss(at)yahoo.com)> wrote:



 	  Quote: 	
		                  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??



	
Â 

 	  Quote: 	
		  On Thursday, March 16, 2023, 12:06:05 PM EDT, David Carter <david(at)carter.net (david(at)carter.net)> wrote:



                4. No need for a Hobbs meter - that is a built-in EFIS function.Â 

	




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.Â  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.Â 

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.Â 

Â Â

Mudfly

Joined: 04 Feb 2012
Posts: 39

Posted: Fri Mar 17, 2023 5:53 am Post subject: Re: Primary Power Diagram RV-14

Thanks David.  

A/P dissconect CB or switch - Just to make sure we're on the same page

regarding your comment on pullable breaker or switch for the "autopilot servos".  I assume you are referring to the Ray Allen servo, specifically 

pitch trim?

I will be using the Garmin autopilot servos and I do have a switch for 

those.  However, I "think" those can be manually overridden by 

reasonable stick forces.  Not sure about other brand autopilot servos.   

A runaway Ray Allen servo in elevator is a different story.   I'm 

still thinking about that scenario.  Several factors to consider there.

How many seconds does it take the servo to go from trimmed position

to full deflection?  Ray Allen says 19 seconds for full travel.

We're in trimmed flight (neutral position) so lets say 10 seconds.  

You're flying along, autopilot on (of course dark stormy night).   The Ray Allen pitch servo starts to run away..pitch down.   Do the autopilot servos 

initially try to compensate? If so, there's 2 seconds off the clock.    You realize something isn't right and disconnect the autopilot. Next  

reaction is to try and trim up using Cooley hat trim...2 more seconds off

the clock. Next you go for your disconnect CB or switch.. 2 more seconds.

The pitch trim servo is now disconnected.  What position is it in after

6 seconds?   Because that's where it's staying.   You're probably diving 

for the deck at this point.  Time to focus on slowing down and figuring 

out what speed you can maintain pitch control.  You've got me beat by 

4 seconds as far as trim tab position. My trim went to full deflection since

I don't have a manual disconnect.  However, could it be possible that I 

have the plane in a more stable condition because I've had hands on 

stick and throttle, focused on instruments since autopilot disconnect?

Who knows.  Something to figure out on a nice on a nice day during 

flight testing.

   

Hobbs meter - I had the panel space and just old school I guess



Two B/U  batteries - I want to be able to maintain flight attitude and 

navigation capabilities, as normal as possible, if I need to secure 

ships battery and pri/stby alternators due to electrical smoke/fire.

First sign of electrical smoke, I switch off main battery and alternators.

The B/U bats activate automatically providing power to PFD, GTN650, 

and a few other nice to have items.   If smoke continues, I switch off

B/U batts one at a time starting with the GTN650 and then PFD if smoke

continues.  Then I'm left with AV30 SFD and Ipad.  

That's the plan anyway:)

Shawn



[quote="david(at)carter.net"]Sorry for the additional reply, but I noticed a couple more things:3. Safety of fli.   

   ght - 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.Â 

---

David Carter

david(at)carter.net ([email]david(at)carter.net[/email])



On Thu, Mar 16, 2023 at 11:37â€¯AM David Carter <david> wrote:



[quote]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.Â 2. Why two standby batteries when you have an aux alt? Standby batteries are limited in capacityÂ (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.Â 

---

David Carter

david(at)carter.net ([email]david(at)carter.net[/email])



On Thu, Mar 16, 2023 at 10:33â€¯AM Mudfly <shawntedwards> wrote:



[quote]--> AeroElectric-List message posted by: "Mudfly" <shawntedwards>

 

 I think I'm nearing the end of my wannabe EE career and moving towards

 production/installation.Â  

 I'm attaching what I think will be my "final" plan.Â  I'm sure there are things

 some would do differently.Â  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.Â  If anyone notices an area that may be a

 safety of flight issue, please let me know and I will make the necessary

 changes.Â  Â  Â  Â  Â 

 I appreciate the help from the members of this forum.Â  Â 

 Shawn

 

 

 

 

 Read this topic online here:

 

 [url=http://forums.matronics.com/viewtopic.php?p=510427#510427]http://forums.matronics.com/viewtopic.php?p=510427#510427[/url]

 

 

 

 

 Attachments: 

 

 [url=http://forums.matronics.com//files/primary_power_system_3_16_23_242.pdf]http://forums.matronics.com//files/primary_power_system_3_16_23_242.pdf[/url]

 [url=http://forums.matronics.com//files/stby_batts_interconneconnects_3_16_23_130.pdf]http://forums.matronics.com//files/stby_batts_interconneconnects_3_16_23_130.pdf[/url]

 

 

 

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  -

 Electric-List" rel="noreferrer" target="_blank">http://www.matronics.com/Navigator?AeroElectric-List

 ===========

  FORUMS -

 eferrer" target="_blank">http://forums.matronics.com

 ===========

 WIKI -

 errer" target="_blank">http://wiki.matronics.com

 ===========

 b Site -

 Â  Â  Â  Â  Â  -Matt Dralle, List Admin.

 ="noreferrer" target="_blank">https://matronics.com/contribution

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Mudfly

Joined: 04 Feb 2012
Posts: 39

Posted: Fri Mar 17, 2023 9:00 am Post subject: Re: Primary Power Diagram RV-14

[quote="nuckolls.bob(at)aeroelect"]At 01:06 PM 3/16/2023, you wrote:

 [quote]--> AeroElectric-List message posted by: "johnbright" <john_s_bright>



 

Bob and John.  

Thanks again for being a regular contributors to my post. 

I know it takes time to sit down and type the thorough replies you have 

provided. 

I'm still studying some things from your suggestions that I don't

fully understand.  I want to at least appear to know what I'm talking

about.      

Shawn

david(at)carter.net
Guest

Posted: Fri Mar 17, 2023 9:53 am Post subject: Primary Power Diagram RV-14

On Fri, Mar 17, 2023 at 9:54â€¯AM Mudfly <shawntedwards(at)hotmail.com> wrote:



 	  Quote: 	
		   

 shawntedwards(at)hotmail.com>

 Thanks David.

 A/P dissconect CB or switch - Just to make sure we're on the same page

 regarding your comment on pullable breaker or switch for the "autopilot

 servos".  I assume you are referring to the Ray Allen servo, specifically

 pitch trim?




	


I was referring to the Garmin GSA28 servos, but the comment would apply

equally (or more so) to the Ray Allen pitch trim servo. I have both on

pullable breakers, separated from the other (less important in an

emergency) breakers.

Panel design here:

https://davidcarter-media.s3.us-east-2.amazonaws.com/N87BP+Garmin+G3X+REV+39.pdf

 	  Quote: 	
		   I will be using the Garmin autopilot servos and I do have a switch for

 those.  However, I "think" those can be manually overridden by

 reasonable stick forces.


	




I'd recommend a pullable breaker rather than a switch. You already need

circuit protection, and you should very rarely need to turn these off, so

why put in another point of failure, cost, and weight (the switch)? I also

think that stick forces can override the Garmin servos, but in a real

emergency, who wants to be fighting the automation that's trying to kill

you? Better to be able to quickly & easily turn it off.

 	  Quote: 	
		   Hobbs meter - I had the panel space and just old school I guess




	


Your plane, your money, your choice!  

[quote] Two B/U  batteries - I want to be able to maintain flight attitude and

 navigation capabilities, as normal as possible, if I need to secure

 ships battery and pri/stby alternators due to electrical smoke/fire.

 First sign of electrical smoke, I switch off main battery and alternators

Mudfly

Joined: 04 Feb 2012
Posts: 39

Posted: Fri Mar 17, 2023 11:05 am Post subject: Re: Primary Power Diagram RV-14

[quote="david(at)carter.net"]On Fri, Mar 17, 2023 at 9:54â€¯AM Mudfly <shawntedwards> wrote:

Nice looking panel David.   

BTW.  Looks like you live about 15 mins from me.   Got a hangar 

with room for an RV14?

nuckolls.bob(at)aeroelect
Guest

Posted: Thu Mar 23, 2023 7:18 am Post subject: Primary Power Diagram RV-14

 	  Quote: 	
		    Two B/UÂ  batteries - I want to be able to maintain flight attitude and 

  navigation capabilities, as normal as possible, if I need to secure 

  ships battery and pri/stby alternators due to electrical smoke/fire. 	
 

    Electrically promoted fire exterior to an appliance

    is exceedingly rare and almost always caused by

    a failure in craftsmanship.



    Think about it. Smoke generally comes from overheated

    insulation on wires. Circuit protection is provided

    to prevent such issues.



    Then there is smoke from combustion of some OTHER

    material . . . okay. I'll give you choice of any

    tools you like . . . whack away at any part of your

    ship's electrical system to (1) create a spark

    of sufficient heat to (2) ignite some flammable material

    without (3) opening the circuit protection.



    I would hope that by design and fabrication, your wiring

    is mechanically secure, thoughtfully sized and protected

    and your airplane is also free of materials that would promote

    an in flight fire should an ignition source become available.



    Most in flight fires are in front of the firewall 

    feed by fuel or oil. Shutting down the DC power is

    effective only if the fire is fuel-fed and fuel

    is electrically transported from tank to engine. If

    it's oil fed . . . well . . . that's an especially

    bad day in the cockpit. 



  	  Quote: 	
		    First sign of electrical smoke, I switch off main battery and alternators.

  The B/U bats activate automatically providing power to PFD, GTN650, 

  and a few other nice to have items.Â  Â If smoke continues, I switch off

  B/U batts one at a time starting with the GTN650 and then PFD if smoke

  continues.Â  Then I'm left with AV30 SFD and Ipad. 	
 

    That's a busy plan-A to plan-B transition check list.

    We know that smoke in the cockpit most

    likely originates from inside a failed piece of

    avionics . . . and it's generally limited to some

    small component that does not pose risk of fire

    to the rest of the airplane.



    Further what's your planned maintenance protocol for the

    batteries. How often cap-checked and with what

    tools? What conditions for air-worthiness call for

    replacement? Remember, batteries are like potted

    plants. They need constant attention to maximize

    performance. 



    I suggest you are building a fire-wall against a situation

    that seldom if ever happens. I'm unaware of any effort to add such

    features to TC aircraft . . . and I slogged through that

    regulatory tar-pit for decades.



    DIY OBAM system designers are fond of adding mitigation

    for a constellation of in-flight problems that are

    not demonstrated in practice. Mitigations that add

    complexity to the Plan-A-to-Plan-B transition are

    to be avoided in a time of elevated pucker-factor'



    A fine example is what happened to crews in 737MAX

    aircraft faced with unintended, commands from

    software that was DRIVING the nose down with a MOTOR.

    They were trained to drag out the check list!

    PUNCH OFF the MOTOR DRIVEN flight control features and

    fly the airplane . . . takes what . . . two, maybe

    three seconds?



    Your two-alternator, single battery system is about

    a bullet-proof as you can get. Everything added

    only drives up cost, weight and adds operational

    complexity.



 

   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.

kenryan

Joined: 20 Oct 2009
Posts: 426

Posted: Thu Mar 23, 2023 7:34 am Post subject: Primary Power Diagram RV-14

Regarding cap checking batteries, I recently became aware of this tool:



https://www.amazon.com/dp/B07F3NHHST?psc=1&ref=ppx_yo2ov_dt_b_product_details



On Thu, Mar 23, 2023 at 7:23â€¯AM Robert L. Nuckolls, III <

nuckolls.bob(at)aeroelectric.com> wrote:



[quote] Two B/UÃ‚  batteries - I want to be able to maintain flight attitude and

 navigation capabilities, as normal as possible, if I need to secure

 ships battery and pri/stby alternators due to electrical smoke/fire.

    Electrically promoted fire exterior to an appliance

    is exceedingly rare and almost always caused by

    a failure in craftsmanship.



    Think about it. Smoke generally comes from overheated

    insulation on wires. Circuit protection is provided

    to prevent such issues.



    Then there is smoke from combustion of some OTHER

    material . . . okay. I'll give you choice of any

    tools you like . . . whack away at any part of your

    ship's electrical system to (1) create a spark

    of sufficient heat to (2) ignite some flammable material

    without (3) opening the circuit protection.



    I would hope that by design and fabrication, your wiring

    is mechanically secure, thoughtfully sized and protected

    and your airplane is also free of materials that would promote

    an in flight fire should an ignition source become available.



    Most in flight fires are in front of the firewall

    feed by fuel or oil. Shutting down the DC power is

    effective only if the fire is fuel-fed and fuel

    is electrically transported from tank to engine. If

    it's oil fed . . . well . . . that's an especially

    bad day in the cockpit.



 First sign of electrical smoke, I switch off main battery and alternators

Mudfly

Joined: 04 Feb 2012
Posts: 39

Posted: Mon Apr 29, 2024 2:52 am Post subject: Re: Primary Power Diagram RV-14

I'm finally getting around to actually running wires for my primary power system.  In the process, I discovered something that I missed earlier and 

would like some second opinions before I make any changes.  Through all my previous primary power system revisions I included a diode between 

the Main Power Bus and the Avionics/Essential Bus.   As I was running 

wires for this diode it occurred to me the diode may not be required.  My reasoning: The avionics relay is normally open.  When the Batt/Off/Esntl switch is placed to Esntl,  power is removed from the Avionics Bus relay

 and it should open.   This should prevent current flow from the Avionics/Essential Bus that is now being fed from the Stby Alt,  or the battery,  through the Essential bus relay.   One "non-std" configuration I

did consider would be the Batt/Off/Esntl switch placed to the Esntl 

position but the Pri Alt/Stby Alt switch was left in the Pri Alt position.   

IF, the Pri Alt is still operating, the Main Pwr Bus and the Esntl Bus would continue to be fed by the Pri Alt.   However, The batt contactor is now 

open due to the due to the Batt/Off/Esntl switch in the Esntl position.   In this scenerio, both the Avionics bus realy and the Esntl bus relay are 

closed at the same time (non-std).   The battery is now getting charge power "backwards" through the Esntl bus relay .  Now that I think about

 it, that scenario would also occur with a diode in place.   

Anyway, anything else I may need to consider before I remove the 

diode?

The attached power digram shows the diode in question circled in red.

Thanks for your inputs.

Shawn

PRI PWR.pdf

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user9253

Joined: 28 Mar 2008
Posts: 1926
Location: Riley TWP Michigan

Posted: Mon Apr 29, 2024 3:36 pm Post subject: Re: Primary Power Diagram RV-14

The simpler the electrical system is, the more reliable it will be.

Fewer switches and relays results in less components to fail.

In an emergency, the pilot's mind will go blank and he won't remember what switches do what.

Without the diode, the relays could feed power to the main power bus and 

even to the starter if switches are in the wrong position.

_________________
Joe Gores

Mudfly

Joined: 04 Feb 2012
Posts: 39

Posted: Thu May 02, 2024 7:50 am Post subject: Re: Primary Power Diagram RV-14

Thanks for the reply Joe.

My system seems simple to me but that's probably because I have it memorized and have dreams/nightmares about it at night:). 

I have considered the scenarios and switchology configurations that I can 

think of, and haven't found anything that would produce undesirable results.

I have constructed a mock-up on the bench so I can confirm conditions under standard and non-standard switchology.   

Part of my reasoning for removing the diode was to remove unnecessary components.  The diode is currently installed, and will stay if needed for safety, but it can easily be removed and replaced with short 10awg jumper.

I will try and attach pics of diode installation.   Also shown in pics are the mounting configurations of TB-1 and TB-2 shown in my wire diagram.

Thanks,

Shawn

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user9253

Joined: 28 Mar 2008
Posts: 1926
Location: Riley TWP Michigan

Posted: Thu May 02, 2024 12:19 pm Post subject: Re: Primary Power Diagram RV-14

There is more than one way to skin a cat and more than one way to wire an 

airplane.  To each his own.  As long as you are happy with the electrical system 

and feel confident that you can safely fly the plane no matter what goes wrong, 

that is all that matters.  One of the joys of building an airplane is to make it the 

way the builder wants.

_________________
Joe Gores

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