Return-Path: Received: from spdmgaaf.compuserve.com ([149.174.206.139]) by ns1.olsusa.com (Post.Office MTA v3.5.3 release 223 ID# 0-64832U3500L350S0V35) with ESMTP id com for ; Tue, 2 May 2000 09:19:02 -0400 Received: (from mailgate@localhost) by spdmgaaf.compuserve.com (8.9.3/8.9.3/SUN-1.9) id JAA07795 for Lancair.list@olsusa.com; Tue, 2 May 2000 09:24:50 -0400 (EDT) Date: Tue, 2 May 2000 09:23:50 -0400 From: James Frantz Subject: 14 vs 28 volt systems Sender: James Frantz To: Marve Kay Message-ID: <200005020924_MC2-A35E-5BFD@compuserve.com> Mime-Version: 1.0 Content-Type: text/plain; charset=ISO-8859-1 Content-Disposition: inline X-Mailing-List: lancair.list@olsusa.com <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> >> > Using a 24V system (higher pressure to us mechanical guys), you c= ould get away with a smaller wire or run higher currents. I would thin= k there would be an advantage to this.< The only advantage to going with a 28V system is to save weight. The longer the electrical runs and the bigger the aircraft the more likely there is a significant weight advantage. For the tiny 320/360 the very small savings in weight is more than offset by the added cost of 28V equipment. For the larger IV and with owners having larger pocket books the decision would be more difficult. Some of the upper end avionics only come with 28V requirements. 28V electrical equipment is usually aircraft specific certified and expensive. The 12V automotive equipment is much less expensive and I have found to be as reliable or perhaps even more so. Jim Frantz >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> LML website: http://www.olsusa.com/Users/Mkaye/maillist.html Builders' Bookstore: http://www.buildersbooks.com/lancair Please send your photos and drawings to marvkaye@olsusa.com. >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>