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Final schematic

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vaughnray(at)bvunet.net
Guest

Posted: Sun Apr 08, 2007 8:21 am Post subject: Final schematic

I am attaching my final(almost) main schematic. There are lots of  switches, but all up makes it run and all down kills the sparks. All subscribers  feel free to critique, not criticize, due to delicate feelings of neophyte.  

 Vaughn Teegarden

 Europa XS mono, Rotax 914

  

 [url=][/url]

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fvalarm(at)rapidnet.net
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Posted: Sun Apr 08, 2007 11:55 am Post subject: Final schematic

Are the flaps electric?  If so, do they get there  power from a fused circuit or a breaker?

  

 Likewise, shouldn't the prop controller come from a  switched breaker circuit to aid in "resetting" it, and also positively  overriding it's operation?  What type of electric prop is  it?

  

 Bevan

 RV7A finishing kit



   From:  owner-aeroelectric-list-server(at)matronics.com  [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Gaye  and Vaughn

Sent: Sunday, April 08, 2007 9:21 AM

To:  aeroelectric-list(at)matronics.com

Subject: Final  schematic

 

  I am attaching my final(almost) main schematic. There are lots of  switches, but all up makes it run and all down kills the sparks. All subscribers  feel free to critique, not criticize, due to delicate feelings of neophyte.   

 Vaughn Teegarden

 Europa XS mono, Rotax 914

  

 [url=][/url] 



    [quote][b]

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vaughnray(at)bvunet.net
Guest

Posted: Mon Apr 09, 2007 6:23 am Post subject: Final schematic

Brevan

  

 Thanks for the comments. The flaps and  monowheel are manually controlled with one lever. I will contact Airmaster  to see if they recommend a switch for the prop. They told me that if it quit  working, it stayed in the last postion that it was in before it failed. I did  not think to ask if I needed an on/off switch. Thanks for bringing that to my  attention.

  

 Vaughn Teegarden

 Europa XS mono, Rotax 914

 [quote]   ---

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rcole927(at)earthlink.net
Guest

Posted: Mon Apr 09, 2007 5:55 pm Post subject: Final schematic

Vaughn,My only suggestion would be to make a space on the panel between the four groups of switches (i.e/, DC Power, Engine, Avionics, and Lights).  That way you will be able to find the switch that you want by feel in darkness, turbulence, or whatever.Roger Cole

Murphy Elite (building wings)

On Apr 8, 2007, at 11:20 AM, Gaye and Vaughn wrote:

[quote]  I am attaching my final(almost) main schematic. There are lots of switches, but all up makes it run and all down kills the sparks. All subscribers feel free to critique, not criticize, due to delicate feelings of neophyte.  

 Vaughn Teegarden

 Europa XS mono, Rotax 914

  

 [url=][/url] 

<scan0001.pdf>



[b]

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sarg314(at)comcast.net
Guest

Posted: Mon Apr 09, 2007 6:52 pm Post subject: Final schematic

I strongly second roger's observation.  A row of a dozen identical 

toggle switches spaced exactly evenly is hard to use - you'll find 

yourself trying to read the little labels in flight.  Mine are in groups 

of 2 or 3 and not even all in a row at the bottom of the panel.  It 

makes it easy to find the switch you want without looking or even in the 

dark.  I recall an article about panel design in Kit Planes a few years 

ago that made this same point.



Roger Cole wrote:



 	  Quote: 	
		   Vaughn,

 My only suggestion would be to make a space on the panel between the 

 four groups of switches (i.e/, DC Power, Engine, Avionics, and 

 Lights).  That way you will be able to find the switch that you want 

 by feel in darkness, turbulence, or whatever.

 Roger Cole


	


Tom Sargent, RV-6A, wiring.

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m.j.gregory(at)talk21.com
Guest

Posted: Tue Apr 10, 2007 2:55 am Post subject: Final schematic

Vaughn,  

   

Because you are running a Rotax 914, which has no mechanical fuel pump, you must have at least one of your two electric pumps working to avoid a silent experience in flight that would probably upset Gaye's delicate feelings as well as yours.  I therefore consider it unwise to feed both pumps from your battery bus because a single failure (e.g. of the 12 awg feed to that bus) could render both pumps inoperative.  I suggest one pump should be fed from a supply that can receive power from either alternator, such as the endurance bus.  

   

You may wish to consider your overvoltage protection relay for the Rotax alternator circuit operating to open the AC voltage input that goes to the regulator G terminals (i.e. break into one of the yellow leads) as suggested in the Z 16 schematic. Bob now recommends this in preference to interrupting the output of the regulator.  

   

Best regards  

   

Mike  

         

  

From: owner-aeroelectric-list-server(at)matronics.com [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Gaye and Vaughn

 Sent: 08 April 2007 17:21

 To: aeroelectric-list(at)matronics.com

 Subject: Final schematic  

  

     

 I am attaching my final(almost) main schematic. There are lots of switches, but all up makes it run and all down kills the sparks. All subscribers feel free to critique, not criticize, due to delicate feelings of neophyte.     

   

    

Vaughn Teegarden  

    

Europa XS mono, Rotax 914  

    

   

    

   

  

  

       [quote][b]

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vaughnray(at)bvunet.net
Guest

Posted: Tue Apr 10, 2007 10:39 am Post subject: Final schematic

Thanks Roger,

  

 I can do that by moving my Cabin Light switch  overhead next to the light. That will give me enough space. I like that  idea.

  

 Vaughn

 [quote]   ---

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vaughnray(at)bvunet.net
Guest

Posted: Tue Apr 10, 2007 11:31 am Post subject: Final schematic

Thanks Mike,

  

 I moved the secondary pump over to the endurance  bus, which will be powered by the Rotax internal alternator with all switches  off.

  

 I thought Bob interrupted the "C" connection on the  Ducati regulator, which Lockwood says not to do. They insist that R, B, and C be  connected so that they can't be one without the other. I wouldn't go against  their recommendations for warranty reasons.

  

 Vaughn

 [quote]   ---

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m.j.gregory(at)talk21.com
Guest

Posted: Tue Apr 10, 2007 3:41 pm Post subject: Final schematic

Vaughn,  

   

In Bob's earlier Z 7 schematic for the Rotax-type dynamo/alternator, the voltage regulator B and R were joined together at the capacitor and then to the battery via the OV relay contacts.  The voltage regulator C terminal was connected to the battery via the alternator/battery master switch, and provided the battery reference voltage to the regulator.  Rotax subsequently changed their circuit recommendation so that the B, R. and C terminals were all connected together, and Bob developed Z 16, which has the overvoltage relay killing the input to the regulator rather than its output.  This is a safer way to react to an overvoltage output from the regulator, because without any input its voltage output is automatically killed and also it cannot overheat.  

   

Please make sure that in your physical layout you provide a good cooling air flow for the Ducati regulator, because a number of people have reported problems with short life if this gets too hot in service.  

   

Best regards  

   

Mike        

  

From: owner-aeroelectric-list-server(at)matronics.com [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Gaye and Vaughn

 Sent: 10 April 2007 20:30

 To: aeroelectric-list(at)matronics.com

 Subject: Re: AeroElectric-List: Final schematic  

  

     

Thanks Mike,  

    

   

    

I moved the secondary pump over to the endurance bus, which will be powered by the Rotax internal alternator with all switches off.  

    

   

    

I thought Bob interrupted the "C" connection on the Ducati regulator, which Lockwood says not to do. They insist that R, B, and C be connected so that they can't be one without the other. I wouldn't go against their recommendations for warranty reasons.  

    

   

    

Vaughn  

  [quote]    

---

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