Message-ID: <002501c1aac3$f9518b20$9acc6420@oemcomputer>
From: "Larry Henney" <lhenney@dellepro.com>
To: <lancair.list@olsusa.com>
References: <EOEDLBPFKBCBIHHBJNIFAEMJCCAA.dribb@mediaone.net>
Subject: Re: Impulse Couplings
Date: Thu, 31 Jan 2002 19:58:39 -0600
Organization: American Airlines
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Reply-To: lancair.list@olsusa.com

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Dale, Micah, Dan, and Rob,

I'm sorry to have missed the entertainment of this thread.  Truth is I flew
to Taos for 4 days with the wife while grandparents watched the kids.  We
came home to Ft Worth today in 2.2 on the hobbs (457 NM - burn't 17 gallons)

> Funny, many of these same people that think this way have COMPLETELY
> forgotten how to navigate because they rely TOTALLY on their $1000 hand
held

This is most entertaining.  I did indeed spend my 5 hours of flight time on
the wet compass.  The wife even figured it out.  As yet, I have only one
gyro (turn needle) and didn't bother to turn it on.  After 180 hours I've
found the wet compass to be a fine piece of gear. Don't get me wrong the
budget is constraining but I'm not in any particular hurry to finish her.

IMHO a terribly huge amount of $ is spent on those panels for the unplanned
affect of ensuring supreme bordem while flying.  Is it an appetite for the
mundane or the inability to preflight plan?  I know, I know, SAFETY, SAFETY,
SAFETY.

<You sized your battery for 30 minutes (60 minutes?) of  flying after
shedding
<all but essential loads?

My electrical system was fashioned after Bob Knuckolls schematics.  I have
Main, Essential, and Emergency busses. Alternator failure allows the 17 amp
Main batt (yes, its small and light) and a 3 amp E-batt to be used in any
logical progression, including transferring fuel, using lights, powered gear
extention ( I wouldn't but you could), and stand alone electronic ign power.

What was really amazing to me was testing the E-batt.  Klaus at Light Speed
Engineering claims that the ignition will continue to run down to 5 volts.
I ran smoothly for over an hour on the 3 amp and couldn't drain it lower
than 10 volts.  I believe that Jeff Rose also claims his ignition ran for an
incredibly long time on 4 D-cells (6 volts).   At this point I deemed
further testing irrelevant.

I agree with others on this thread that an alternator failure would send me
to the nearest reasonable airport with an auto parts store (yes, I can buy
six auto alternators for the price of one "aircraft quality" and only be
stuck about 2 hours).  I perceive that header fuel or landing lights would
be  the limiting factor long before ignition failure.  However, at the two
year point I replaced the  $21 E-batt and conclude I've had good service
life out of it (actually didn't toss it, we still shoot Estes rockets with
it).

Bottom Line - Rio Grande Air in Taos will hangar your plane for $35 at 45
degrees the night before you leave.  We conveniently got a foot of fresh
powder while hangared.  The little 17 amp (warmed) battery started her right
up at 16 deg F with those marvelous electronic ignition modules.

Chuck the mags!
Larry Henney
N360LH


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