GlastarMatt
Joined: 13 Sep 2017
Posts: 3
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 Posted: Thu Jan 10, 2019 12:02 am Post subject: Stop |
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Matt
| Quote: | On Jan 10, 2019, at 2:42 PM, AeroElectric-List Digest Server <aeroelectric-list(at)matronics.com> wrote:
*
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AeroElectric-List Digest Archive
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Total Messages Posted Wed 01/09/19: 2
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Today's Message Index:
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1. 03:16 AM - Re: Z-12 Aux Alt Question (supik)
2. 10:54 AM - Re: Z-12 Aux Alt Question (BMC_Dave)
________________________________ Message 1 _____________________________________
Time: 03:16:20 AM PST US
Subject: Re: Z-12 Aux Alt Question
From: "supik" <bionicad(at)hotmail.com>
ceengland7(at)gmail.com wrote:
>> On 1/8/2019 5:20 PM, supik wrote:
>>
>>
>>
>> Personally if anything major goes wrong electrically and I am in IMC, I will
look for a good enroute alternate airport with best wx in the area and land.
Airmanship of course, if it's close to minimums below me and my original destination
has way better wx, then continue.
>>
>> On the ground, I will have plenty of time to check the systems, perform repairs
if possible, wait for better wx and make further decisions. If the degraded
system allows for a safe VFR flight, one can continue home or to destination.
>>
>> --------
>> Igor
>>
>> RV10 in progress
>>
>> As a FWIW, I tried to come as close as reasonably possible to
>>
>
> 'conventional' operation: airframe power is on one switch (the master),
> and the engine on another. Sustained smoke in the cockpit in
> 'conventional' is master off NOW, & find the ground.
> My (not-yet-flying) electrically dependent alt engine has all it needs
> on its very own bus, controlled by its own switch.
> Everything else is on the other (airframe) bus.
> Dual identical alternators, one feeding each bus.
> (Cross-tie switch to allow either bus to be powered by the other, in
> case of control (switch or contactor) failure.)
>
> Response to sustained smoke would be 'airframe master off, hunt for
> ground', with the EFIS kept alive by its internal battery.
>
> No claim that this is the best solution. Just that it at least
> marginally mimics conventional operation and hopefully, will allow long
> conditioned responses in a high stress situation.
>
> Charlie
>
> ---
> This email has been checked for viruses by Avast antivirus software.
> https://www.avast.com/antivirus
Good approach!
--------
Igor
RV10 in progress
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=486853#486853
________________________________ Message 2 _____________________________________
Time: 10:54:32 AM PST US
Subject: Re: Z-12 Aux Alt Question
From: "BMC_Dave" <bmcdave85(at)gmail.com>
ceengland7(at)gmail.com wrote:
>
> 'conventional' operation: airframe power is on one switch (the master),
> and the engine on another. Sustained smoke in the cockpit in
> 'conventional' is master off NOW, & find the ground.
> My (not-yet-flying) electrically dependent alt engine has all it needs
> on its very own bus, controlled by its own switch.
> Everything else is on the other (airframe) bus.
> Dual identical alternators, one feeding each bus.
> (Cross-tie switch to allow either bus to be powered by the other, in
> case of control (switch or contactor) failure.)
>
> Response to sustained smoke would be 'airframe master off, hunt for
> ground', with the EFIS kept alive by its internal battery.
>
> No claim that this is the best solution. Just that it at least
> marginally mimics conventional operation and hopefully, will allow long
> conditioned responses in a high stress situation.
>
> Charlie
>
> ---
> This email has been checked for viruses by Avast antivirus software.
> https://www.avast.com/antivirus
I agree with the idea of emulating "conventional" operation.
My originally posted architecture might be nearly there, if I move non-engine stuff
to the main bus.
Smoke in cockpit, e-bus alt feed on, master off. Engine will run for 2+ hours in
that condition, and I can alternate between primary and backup EFISs for a nominal
2.5 hours of flight instrument time. Pitot heat reduces engine run time
to a little over an hour.
I don't have a lot of experience in hard IMC as I'm not instrument rated, but it
seems to me the scenario where I have a dual alternator failure and the pitot
is icing up I'd be in an emergency and on my way to a landing. Still noodling
if 1 hour is good enough for me here.
Only thing is I would be isolated from the outside world then, so maybe leave the
430 on the e-bus as well so I have a means to communicate but can still switch
it off.
Boy I'd sure love to just move a smaller aux alt to the e-bus...
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=486856#486856
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