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Z13/8 .... relays

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fstringham

Joined: 10 Jan 2006
Posts: 87

Posted: Thu Sep 14, 2006 3:27 pm Post subject: Z13/8 .... relays

Bob and all you electric heads



I am wiring my aircraft (RV7A) according to Z 13/8.



It dawned on me that maybe I may have either the wrong "Z" or just not 

thinking straight or both!



The panel I envision and am working towards will have the Dynon 100 EFIS/ D 

150 EMS, Garmin centric Nav/Com/transponder/announciator panel, Trio EZ 

pilot and altitude hold, rocky mountian u encoder. The panel will be backed 

up by a hand held nav/com and garmin 396 or PDA of some sort.



Now the questions. Is the endurance bus really necessary, in my case, 

considering alot of the panel devices will have their own internal power 

source (Dynon's,  396, u encoder, hand held)? Wouldn't it be simpler to have 

a main power bus and an avionics bus. In the event of one or both 

alternators going south just shut down the main bus leave on the avionics 

bus. Allow the internally regulated devices to do their thing. Shut off 

unessential devices at their source. And if worst came to worst shut down 

the avioncs bus and use the hand held and the PDA? I am old school and still 

would like to beable to turn the avionics bus on at the panel.



ON the other hand I do like Z 13/8 with all it brings to the wiring table in 

terms of few switches to change in the event of an alterntor melt down.



Question 2? What function do relays give to the process of wiring up the 

stick with trim/flap/ppt/etc/etc/........I can wire them up....monkey see 

monkey do.....But would like to kown why these relays (switches) are 

necessary and what purpose they serve. My notion is to have  each of the 

functions on the stick as well as right side panel.



Thanks in advance for your comments and please pass the towel I notice I am 

dripping from behind the ears.



Frank (at) SGU and SLC

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nuckollsr(at)cox.net
Guest

Posted: Fri Sep 15, 2006 3:31 am Post subject: Z13/8 .... relays

At 05:26 PM 9/14/2006 -0600, you wrote:



 	  Quote: 	
		  

<fstringham(at)hotmail.com>



Bob and all you electric heads



I am wiring my aircraft (RV7A) according to Z 13/8.



It dawned on me that maybe I may have either the wrong "Z" or just not 

thinking straight or both!



The panel I envision and am working towards will have the Dynon 100 EFIS/ 

D 150 EMS, Garmin centric Nav/Com/transponder/announciator panel, Trio EZ 

pilot and altitude hold, rocky mountian u encoder. The panel will be 

backed up by a hand held nav/com and garmin 396 or PDA of some sort.



Now the questions. Is the endurance bus really necessary, in my case, 

considering alot of the panel devices will have their own internal power 

source (Dynon's,  396, u encoder, hand held)? Wouldn't it be simpler to 

have a main power bus and an avionics bus.


	


   Does "simpler" translate to "more desirable". The various architectures

   suggested in Appendix Z were crafted to deal with perceived shortcomings

   of contemporary type certificated systems as describe in the chapter

   on system reliability. If you don's subscribe to any of those philosophies

   then you're certainly free to adopt any alternatives you find more 

attractive.



 	  Quote: 	
		    In the event of one or both alternators going south just shut down the 

 main bus leave on the avionics bus. Allow the internally regulated 

 devices to do their thing. Shut off unessential devices at their source. 

 And if worst came to worst shut down the avioncs bus and use the hand 

 held and the PDA? I am old school and still would like to beable to turn 

 the avionics bus on at the panel.


	


    You're not going to loose two alternators on any one tank full

    of gas. It sounds like you're comfortable with your understanding

    of how the type certificated machine is configured. What

    we can help you with here is to discuss features that depart

    from the traditional to see if they make sense for your

    project.



 	  Quote: 	
		  ON the other hand I do like Z 13/8 with all it brings to the wiring table 

in terms of few switches to change in the event of an alterntor melt down.


	


    So how can we help you? It's not our mission to persuade you

    to do anything - only to share our understanding of the

    operational trade-offs of one philosophy over another.



    The modern alternator combined with a well maintained

    RG battery stuck into a C-172 elevates reliability of

    that system by a factor of 10 or more over what it

    left the factory with. If you're perfectly willing to

    launch into the gray in a TC aircraft, then if you wired

    your OBAM aircraft the same way but with modern alternator

    and battery . . . you have a combination that offers

    great comfort.



    If you're agonizing over things you seen in Appendix Z

    as compared to the way a C-172 is wired, then the most

    we can do is to help you ponder/elaborate on the explanations

    in Chapter 17 as an aid to your decision making process.

    But nobody here should hold forth that anything is NECESSARY

    or REQUIRED . . . only that some features are more attractive

    and then explain the reasoning behind the assertion.



    What's your mission for this aircraft. How does a C-172

    system fall short of your design goals? Which features,

    if any, in the Z-figures add any degree of assistance

    to achieving your goals? Here's where we can help you

    sort the pieces.

 	  Quote: 	
		  Question 2? What function do relays give to the process of wiring up the 

stick with trim/flap/ppt/etc/etc/........I can wire them up....monkey see 

monkey do.....But would like to kown why these relays (switches) are 

necessary and what purpose they serve. My notion is to have  each of the 

functions on the stick as well as right side panel.


	


    A part that is not installed in your airplane is not

    a part that will need fixing later. Again, compare what

    you can rent from the local FBO and gage that against

    your design goals for improving upon what you can rent.



    Earlier you alluded to the value in having things

    "simpler" . . . but in this paragraph it seems like

    you may have stirred in considerable complexity. Aside

    from  the whizz factor for having lots of switches

    and buttons, how will these features help you fly the

    airplane better at a lower cost of ownership and greater

    reliability?

 	  Quote: 	
		  Thanks in advance for your comments and please pass the towel I notice I 

am dripping from behind the ears.


	


    Understand . . . and we all hope that your experience

    here will be useful in the "drying out" process. Part

    of that process requires asking the right questions

    but those need to drive toward what YOU want this

    airplane to do for you, not what any of us THINKS

    it should do for you.



    You need to list some objectives. What features

    do you find lacking in the local FBO's rentals

    that you'd like to have in your airplane? How will

    this feature reduce work load, increase reliability,

    reduce cost of ownership, increase/decrease weight,

    etc. Many folks here on the List will have suggestions

    but the final decisions need to be uniquely yours.

    Let's talk about it!



    Bob . . .

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