X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 05 Sep 2011 23:43:12 -0400 Message-ID: X-Original-Return-Path: Received: from elasmtp-spurfowl.atl.sa.earthlink.net ([209.86.89.66] verified) by logan.com (CommuniGate Pro SMTP 5.4.1) with ESMTP id 5114559 for lml@lancaironline.net; Mon, 05 Sep 2011 21:16:48 -0400 Received-SPF: none receiver=logan.com; client-ip=209.86.89.66; envelope-from=colyncase@earthlink.net DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=dk20050327; d=earthlink.net; b=WciTUbjxlFY0xZdoWtOvKE8X+6O+dh4knL3Wo9jZQKo4n3nkBUHqaU+rHmqgRO9q; h=Received:From:Mime-Version:Content-Type:Subject:Date:In-Reply-To:To:References:Message-Id:X-Mailer:X-ELNK-Trace:X-Originating-IP; Received: from [64.222.159.160] (helo=[192.168.1.24]) by elasmtp-spurfowl.atl.sa.earthlink.net with esmtpa (Exim 4.67) (envelope-from ) id 1R0kGr-0001kg-Hx for lml@lancaironline.net; Mon, 05 Sep 2011 21:16:13 -0400 From: Colyn Case Mime-Version: 1.0 (Apple Message framework v1084) Content-Type: multipart/alternative; boundary=Apple-Mail-284--190358214 Subject: Re: [LML] LIV 28v to 14v X-Original-Date: Mon, 5 Sep 2011 21:16:14 -0400 In-Reply-To: X-Original-To: "Lancair Mailing List" References: X-Original-Message-Id: X-Mailer: Apple Mail (2.1084) X-ELNK-Trace: 63d5d3452847f8b1d6dd28457998182d7e972de0d01da940b91616ac705bb04f050addb0186bdc3e350badd9bab72f9c350badd9bab72f9c350badd9bab72f9c X-Originating-IP: 64.222.159.160 --Apple-Mail-284--190358214 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=us-ascii you can get inverters, but then you have to consider redundancy. e.g. if you have 14v trim system you will probably want not to have a = single point of failure (e.g. one inverter). ....and you may not want hi amp loads on your two redundant sources. My guess: your airplane will be heavier with this mixed solution by the = time you get done. ....it might be more expedient to go back to 14v alternators. On Sep 5, 2011, at 5:14 PM, Nicholas Paczkowski wrote: > I have 14v (a) Precise Flight cable operated speed brakes; (b) = hydraulic pack; and (c) heated pitot tube all installed and working in = my LIV project. However I have acquired a TSIO 550B with a (dual = alternator) 28v system. I would like to go with the 28v system but I = hate to go backwards (not to mention the expense) to retrofit my 14v = equipment. I am wondering if it is possible/advisable to run a 28v = system but utilize my 14v equipment by installing individual = transformers for some or all of (a), (b) or (c) above? Thanks for any = advice any of you may have. > =20 > =20 --Apple-Mail-284--190358214 Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=us-ascii you can get inverters, but then you have to = consider redundancy.

e.g. if you have 14v trim system you will = probably want not to have a single point of failure (e.g. one = inverter).

....and you may not want hi amp loads on your two = redundant sources.

My guess: your airplane will = be heavier with this mixed solution by the time you get = done.

....it might be more expedient to go back to 14v = alternators.

On Sep 5, 2011, at 5:14 PM, = Nicholas Paczkowski wrote:

I have 14v (a) Precise Flight = cable operated speed brakes; (b) hydraulic pack; and (c) heated pitot = tube all installed and working in my LIV project. However I have = acquired a TSIO 550B with a (dual alternator) 28v system. I would = like to go with the 28v system but I hate to go backwards (not to = mention the expense) to retrofit my 14v equipment. I am wondering = if it is possible/advisable to run a 28v system but utilize my 14v = equipment by installing individual transformers for some or all of (a), = (b) or (c) above? Thanks for any advice any of you may = have.