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  #11  
Old 03-02-2020, 06:26 AM
David Carter David Carter is offline
 
Join Date: Mar 2018
Location: Alpharetta, GA
Posts: 151
Default Wow! Thank you!

I'm overwhelmed by the knowledge & generosity of the VAF community. Thank you all for taking the time to provide your feedback. There's a lot in here to think about. I'll take my time going through it & will post my thoughts & responses after.
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David
RV-7A Slider N87BP (bought flying in 2018)
Superior XP-IO-360, Hartzell G2YR/N7605W-2X
AFP Fuel Injection & Dual SDS CPI-2 ignition
KLZU - Lawrenceville, GA
2021 Dues Paid
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  #12  
Old 03-02-2020, 06:40 AM
RV10Man RV10Man is offline
 
Join Date: Jan 2005
Location: Oklahoma City, OK
Posts: 1,167
Default

Hey David....I was in the class with you.
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RV9A
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  #13  
Old 03-02-2020, 06:46 AM
David Carter David Carter is offline
 
Join Date: Mar 2018
Location: Alpharetta, GA
Posts: 151
Default Hello!

Quote:
Originally Posted by RV10Man View Post
Hey David....I was in the class with you.
Yes, I remember you! It was a good group of people!
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David
RV-7A Slider N87BP (bought flying in 2018)
Superior XP-IO-360, Hartzell G2YR/N7605W-2X
AFP Fuel Injection & Dual SDS CPI-2 ignition
KLZU - Lawrenceville, GA
2021 Dues Paid
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  #14  
Old 03-02-2020, 08:27 AM
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Walt Walt is offline
 
Join Date: Aug 2005
Location: Dallas/Ft Worth, TX
Posts: 6,342
Default

Quote:
8. Add a “database upload bus” for the GTN650 and the two GDU460s
Just an FYI, The GTN does not have a dual input power bus, all GTN power/grd pins must be connected to primary power/grd.

I do install battery back-up on power input #2 on the some of the G3X LRU's (GDU ,GEA and GSU) but G3X database updates take a long time and the BU battery supply is not designed for that function.
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Walt Aronow, DFW, TX (52F)

EXP Aircraft Services LLC
Specializing in RV Condition Inspections, Maintenance, Avionics Upgrades
Dynamic Prop Balancing, Pitot-Static Altmeter/Transponder Certification
FAA Certified Repair Station, AP/IA/FCC GROL, EAA Technical Counselor
Authorized Garmin G3X Dealer/Installer
RV7A built 2004, 2000+ hrs, New Titan IO-370, Bendix Mags
Website: ExpAircraft.com, Email: walt@expaircraft.com, Cell: 972-746-5154

Last edited by Walt : 03-02-2020 at 08:34 AM.
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  #15  
Old 03-02-2020, 10:23 AM
David Carter David Carter is offline
 
Join Date: Mar 2018
Location: Alpharetta, GA
Posts: 151
Default

Quote:
Originally Posted by Walt View Post
I do install battery back-up on power input #2 on the some of the G3X LRU's (GDU ,GEA and GSU) but G3X database updates take a long time and the BU battery supply is not designed for that function.
Walt - thanks for the response. What do you recommend for power during database updates? I'm currently planning to have the battery master on, the ALT field off, and maybe pulling CBs for anything else not needed. If not for this use case, I wouldn't even have an off position on the ALT field switch.
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David
RV-7A Slider N87BP (bought flying in 2018)
Superior XP-IO-360, Hartzell G2YR/N7605W-2X
AFP Fuel Injection & Dual SDS CPI-2 ignition
KLZU - Lawrenceville, GA
2021 Dues Paid
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  #16  
Old 03-02-2020, 10:43 AM
N546RV's Avatar
N546RV N546RV is offline
 
Join Date: Aug 2010
Location: Brookshire, TX
Posts: 1,160
Default

This is more of an architectural issue than a panel design thing, but I see you have a three-position switch for your alternators. Have you considered an architecture where both alternators are normally on? With that setup, you set your backup to a lower regulated voltage, and it stays offline until the primary fails, at which point it seamlessly picks up load without requiring your intervention.

I initially had similar switchology for the alternator, but over lots of refinements, I decided to go with a single master switch that both closes the master contactor and energizes the alternators, and individual CBs to turn off one or both alternators for testing or other administrative purposes.

Not selling this as a "better" option, just an alternative that I ended up liking personally.
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-8 fuselage in progress (remember when I thought the wing kit had a lot of parts? HAHAHAHAHA)
http://rv.squawk1200.net
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  #17  
Old 03-02-2020, 12:25 PM
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MarkW MarkW is offline
 
Join Date: Sep 2011
Location: Edgewater, FL. X50
Posts: 1,176
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I would lose the USB charger and move the boost pump switch to an area by it self. Kind of like flaps, you want to be able to find it by feel.

Most time I fly at night with the lights turned so low I can't read the labels but it is still easy to find the correct switches.
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RV9 - N14MW - Flying
G3X - ECI Titan I0-320
Catto three blade prop
http://www.mykitlog.com/MarkW
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  #18  
Old 03-12-2020, 04:51 PM
David Carter David Carter is offline
 
Join Date: Mar 2018
Location: Alpharetta, GA
Posts: 151
Default Updated draft

Thanks to everyone who provided suggestions. I read them all, and have incorporated many into this draft.



I have decided to go ahead & have the engine control bracket cut to accommodate a prop control for a later project to convert from fixed-pitch to constant-speed.

Please let me know if you have any additional feedback on this draft. I feel like this one is very close to complete. It's going to be very scary declaring this "final" & committing this to production. Electrons are easy to change, atoms much less so.
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David
RV-7A Slider N87BP (bought flying in 2018)
Superior XP-IO-360, Hartzell G2YR/N7605W-2X
AFP Fuel Injection & Dual SDS CPI-2 ignition
KLZU - Lawrenceville, GA
2021 Dues Paid
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  #19  
Old 03-12-2020, 05:06 PM
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RV7A Flyer RV7A Flyer is offline
 
Join Date: Jul 2013
Location: US
Posts: 2,527
Default

So I'll add my two cents on the stick. It's your airplane, do whatever you want, of course.

All that comm stuff on the stick is unnecessary (and likely to be triggered inadvertently). You dial in a frequency on the comm box, and either immediately hit the flip-flop, or do it at some point in the future, but it's a very infrequently done thing on any given flight. Same with swapping between Com1 and Com2. Save the stick buttons for things you do all the time unless there's a really good reason to have it *right there* on the stick. Trim, sure. PTT, obviously. AP D/C, yep...might need to turn it off *right now*. Anything else is not really needed (I did put Smoke on the stick, so I can hit it whenever I want during maneuvering, etc.).

Same for boost pump and flaps. Consider inadvertent activation...flaps deploying at high speed? Boost pump *in*activated accidentally during takeoff or landing?

Just my thoughts...do what you're comfortable with.
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  #20  
Old 03-12-2020, 05:18 PM
PilotjohnS PilotjohnS is offline
 
Join Date: Jan 2016
Location: Southwest
Posts: 1,811
Default Avionics Master

I am not sure about the avionics master anymore. Garmin has a nice box (Gad 27) that does not let the avionics brown out during start and provides voltage stabilization. With this box, is there still a need for an avionics master?
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WARNING! Information presented in this post is my opinion. All users of info have sole responsibility for determining accuracy or suitability for their use.

Dues paid 2021, worth every penny

RV9A- Status:
95% done, 10% left to go
Electrical/Panel done
Firewall Forward 75%done
Fiberglass 0%, thought i was building in metal?
www.pilotjohnsrv9.blogspot.com
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