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03-08-2012, 06:52 AM
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Join Date: Jan 2005
Location: SC
Posts: 12,887
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Quote:
Originally Posted by bill@fusion4.net
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Based on the feedback so far I think I will limit it to:
1. EFIS
2. Electronic Ignition (single with Mag)
3. GNS650
4. Transponder (probably)...
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1. If your EFIS has a battery backup, don't put it on the E-buss.
2. If you go with a P-mag for your EI, then you don't need to put it on E-Buss. If you want some other type of EI, don't include it. That single Mag should get you home. After all, that's why you have it.
3. That would be good and maybe add a Garmin handheld because of its internal battery.
4. ATC can see you w/o a transponder. They just won't know your altitude. Besides, transponders are always transmitting, which sucks power. Put one Com radio in its place and use it sparingly.
__________________
Bill R.
RV-9 (Yes, it's a dragon tail)
O-360 w/ dual P-mags
Build the plane you want, not the plane others want you to build!
SC86 - Easley, SC
www.repucci.com/bill/baf.html
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03-08-2012, 08:21 AM
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Join Date: Feb 2005
Location: Minneapolis
Posts: 2,473
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Quote:
Originally Posted by N941WR
1. If your EFIS has a battery backup, don't put it on the E-buss.
2. If you go with a P-mag for your EI, then you don't need to put it on E-Buss. If you want some other type of EI, don't include it. That single Mag should get you home. After all, that's why you have it.
3. That would be good and maybe add a Garmin handheld because of its internal battery.
4. ATC can see you w/o a transponder. They just won't know your altitude. Besides, transponders are always transmitting, which sucks power. Put one Com radio in its place and use it sparingly.
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I'm sorta with Bill here. Many folks have a tendency to almost setup a 2nd buss full off goodies and forget than an "E-Buss" is for Emergencies! Here's the deal..to be on an Ebuss you've likely already had 2 failures (Main Alternator plus main battery). Ignition and it's architecture shouldn't be part of the Ebuss eqution and should be planned separately (no matter which brand). Most popular EFISes all have backup batteries. Transponders are vampires.
The reality is that if a failure happens within less than an hour of home you'll return home and land. If it happens after that, most RV's only have another 2 hours of fuel on board anyway....so no need to plan for 18 hours of backup capacity; if you're truly down to the Ebuss it's unlikely you'll keep toodling on your way - instead you'll likely try to land and get the problem fixed.
While the above statements aren't accurante for 100% of the people 100% of the time, they are accurate for the large majority of folks in the lower 48. The two most important things are firstly controlling the airplane and navigating, secondly is the ability to communicate, and all remaining stuff is sort of incidental to the first 2 goals (talking to someone is moot if you can't keep the airplane upright).
Autopilots can be excellent resources if you fly a lot of actual IFR and can relieve you of some stress when dealing with those situations. Given the option between putting an Autopilot or a Transponder on an Ebuss, guess which one I'd choose?!?
That's just my 2 cents as usual!
Cheers,
Stein
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03-08-2012, 10:04 PM
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Join Date: Jun 2005
Posts: 693
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Yes, I agree with Bill and Stein.
__________________
Marc Ausman
RV-7 980 hours, IO-390, VP-X (sold)
RV-8 (flying a friend's)
Thinking about low and slow backcountry build.
VAF Advertiser - Aircraft Wiring Guide
Book to help with experimental aircraft wiring.
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03-09-2012, 07:18 AM
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Join Date: Jan 2005
Location: SC
Posts: 12,887
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One other thought...
If you put in a second battery to power your E-buss, make sure it is easy to replace. Then, just like your ELT batteries, replace it every two years.
__________________
Bill R.
RV-9 (Yes, it's a dragon tail)
O-360 w/ dual P-mags
Build the plane you want, not the plane others want you to build!
SC86 - Easley, SC
www.repucci.com/bill/baf.html
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11-27-2012, 03:40 PM
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Join Date: Oct 2009
Location: Gunter, TX
Posts: 314
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E-Bus planning
I am trying to configure an "E" bus. My Dynon D-1000 has it's own backup power as does the Gemini PFD. I can live without xponder, flaps, trim etc. Therefore, I think all I need is a radio. Here is a proposed drawing (crude) of my planned E-Bus wiring to use with my VP-X pro. Does anyone see a problem with this approach or have a better idea? Thanks in advance.

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11-28-2012, 08:50 AM
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Join Date: Jun 2011
Location: DFW Area, TX
Posts: 229
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I am wiring my GTN650 Nav and Comm power to my alternate buss. Will I need to add my PAR100EX audio panel power to get the comm audio from the 650? I think the answer is yes, but just wanted confirmation.
__________________
Bob B
RV-7A Sold
RV-4 Sold
DFW TX
Dues Paid
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11-28-2012, 08:56 AM
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Join Date: Mar 2006
Location: Newport, TN
Posts: 7,496
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Quote:
Originally Posted by Taildrgr
I am wiring my GTN650 Nav and Comm power to my alternate buss. Will I need to add my PAR100EX audio panel power to get the comm audio from the 650? I think the answer is yes, but just wanted confirmation.
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Most audio panel's have a fail safe mode that they will revert to when powered off. Typically this routes the #1 COM to the Pilot's jacks.
However, confirm with Mark for your setup....
Last edited by Brantel : 11-28-2012 at 09:20 AM.
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11-28-2012, 09:38 AM
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Join Date: Oct 2009
Location: Gunter, TX
Posts: 314
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Audio-fail Safe
Brian, thanks for the heads up. I just checked and the Garmin 240 does have a fail safe power interrupt--headset, mic and PTT all default to Com 1. So, I can remove the audio panel from my "E" bus. With the audio panel is removed, does anyone see any other issues with my "E" bus schematic?
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11-28-2012, 12:44 PM
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Join Date: Jun 2005
Posts: 693
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Steve,
Your drawing is as specified in the VP-X installation manual as a "backup method B." The only change is that you should have a dedicated fuse for each device you are powering. The fusing should match what you have configured in the VP-X for those circuits. I'll add clarification to the install manual about this.
Of course, since you can eliminate the audio panel then, in your case, you'll only need one fuse.
__________________
Marc Ausman
RV-7 980 hours, IO-390, VP-X (sold)
RV-8 (flying a friend's)
Thinking about low and slow backcountry build.
VAF Advertiser - Aircraft Wiring Guide
Book to help with experimental aircraft wiring.
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11-28-2012, 12:47 PM
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Join Date: Jun 2005
Posts: 693
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Quote:
Originally Posted by KRviator
My switch for the E-buss is labelled A'la A320, "EMER ELEC", will be a guarded, lever-latch toggle from Stein. In the normal position, power for the battery contactor passes through one side. When configured for non-normal operation, the contractor is opened, de-energizing the VP-X, and closing a small relay powering the E-buss.
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While this should work, it is more complex than it needs to be.  I'd suggest using backup method B or C as described in the VP-X installation manual and keep things simple.
__________________
Marc Ausman
RV-7 980 hours, IO-390, VP-X (sold)
RV-8 (flying a friend's)
Thinking about low and slow backcountry build.
VAF Advertiser - Aircraft Wiring Guide
Book to help with experimental aircraft wiring.
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