nuckolls.bob(at)aeroelect
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 Posted: Wed Mar 25, 2009 7:10 am Post subject: System Objectives |
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At 01:38 PM 2/17/2009, you wrote:
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<airplanedriver(at)gmail.com>
We're planning to use dual LSE Plasma III's and all glass panels,
which is why we're leaning toward Z-14. Best I can tell P-mags are
not available for the six cylinder Lycoming. (?)
I see my options as follows: install a small battery behind the
panel strictly for pre-start ops, or install the IPS device
suggested by Bob Newman.
Bob, I am eager to see those checklists.
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I've found them. It's a collective document that
speaks to all the Z-figures and needs some work yet.
Z-14 though is pretty simple. Except for alternator
out conditions (rare) and perhaps engine cranking,
the cross feed contactor is OPEN. Under all other
conditions, each system is a stand-alone power
source that either is working (lv warning light
out) or not.
Assuming that there are electro-whizzies on the
aux bus that you really, Really, REALLY need
for comfortable completion of flight, then you
cross feed from the main bus to the aux bus.
If it's the fat alternator that quit, then you
close cross feed contactor and load-shed both
busses down to some value at or just below
100% load on the aux alternator.
This is an activity that you can practice
in flight.
It's pretty straight forward and not terribly
worthy of a special procedure in the emergency
check lists. Recall that our design goals include
maximizing failure tolerance and plan-A/plan-B
procedures that prevent any failure from becoming
an emergency.
Bob . . .
----------------------------------------)
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
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