Today's Message Index:
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1. 04:54 AM - Re: Know Your Charging System article ()
2. 05:09 AM - Re: Know Your Charging System article ()
3. 03:56 PM - Re: MOV device usage and spec (Robert L. Nuckolls, III)
4. 06:35 PM - Re: "N" Revision to 13/8 affect Z-33? (Robert L. Nuckolls, III)
Message 1
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Subject: | Re: Know Your Charging System article |
This ARTICLE is for Externally Regulated Alternators!
Jay great article and I agree with it 100%, but it's for
EXTERNALLY REGULATED AIRCRAFT ALTERNATORS
ONLY. JUST A FYI.
The part about no OVER LOADING applies to all
alternators, but the part about SWITCH throwing is
not good for all alternators.
Their suggestion is to:
1) Leave the alternator switch OFF BEFORE starting
the engine.
2) Turn the alternator switch ON AFTER the engine is
running.
This CAN AND HAS DAMAGED Internal-Voltage Regulated
Alternators (I-VR).
I-VR ALTERNATORS LIKE A NIPPONDENSO, which
are popular with the, kit-plane, home-building,
amateur/experimental community are a totally different
deal. This is the problem, people try to apply old
time E-VR ideas to I-VR and get in trouble. It's a
whole new ball game.
I-VR alternators are designed to be ON before engine
start. They have a soft start function in their "brain" or IC
chip controller.
I-VR alternators are made to STAY ON during engine
shut down. Again it knows when to knock off work.
Some say it does not matter, but I have seen a
correlation between I-VR failures and pilots that do the
switch throwing procedure while the engine is turning.
It's real simple, ALT ON with master BEFORE start,
ALT OFF with master AFTER shut down.
Look at an auto-repair manual for cars; you will see
how the KEY operation works in regards to the
alternator. Over riding the AUTO function of the IC
controller inside a I-VR is not necessary or desirable.
Cheers George
>Subject: Know Your Charging System article
>From: "jayb" <jaybrinkmeyer@yahoo.com>
>I recently ran across this article regarding aircraft
>alternator operation >and charging systems.
http://www.nflite.com/ChargingSystem.html
>If you scroll down past the general >explanations,
>there is a section titled "Don't overload the system!".
>The short story is that the author recommends starting
>the engine with ALT field off so as to not overload the
>charging system and/or put undue strain on the diode
>rectifier. Is there anything to this theory?
>Regards, Jay
---------------------------------
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Message 2
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Subject: | Re: Know Your Charging System article |
PS: This statment in the article is faults:
>The ignition switch (in a car) is also cutting off
>power to the voltage regulator (which shuts down
>the alternator) while the engine is being started.
That is 100% un-true.
To be clear , the power to the IGN lead
of I-VR alternators comes on and off with
the car's IGNITION. The fact the alternator
manufactures label it IGN should be
a clue! (you think ha-ha)
This is where people get externally regulated
alternators and generator mixed up with modern
internally regulate alternators, which have a
controller or IC "brain" to automatically handle
the alternators functions. Now I can't say for
sure ALL brands work this way, but most
modern (since early mid 1980's) NipponDenso
alternators work this way. How other brands
or knock-off clones of ND alternators work
is to be determined (with some simple test
and observations.)
Again externally regulated and internally
regulated are APPLES and ORANGES,
at least when it comes to its "spool up"
or powering-up and shut down.
Cheers George
---------------------------------
Message 3
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Subject: | Re: MOV device usage and spec |
At 08:18 AM 2/9/2008 -0500, you wrote:
><mrspudandcompany@verizon.net>
>
>This is probably directed to Bob more than anyone else, but if there are
>comments, please feel free.
>
>
>I have noticed the use of MOV's in many of the "Z" drawings. I understand
>their value in protecting switches etc. Do you have specs on what MOV
>should be used for different applications, such as for contactors, flap /
>gear motors, or any other inductive load?
They have been removed from all but the oldest,
and yet to be updated drawings. The MOV's are
useful devices in the large transient world (read
lightning) but not practical in aircraft or other
DC power systems as transient suppressors.
Are there any MOV's left in the current suite
of z-figures? If you spot one, let me know and
I'll get it corrected asap. Thanks!
Bob . . .
Message 4
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Subject: | Re: "N" Revision to 13/8 affect Z-33? |
At 01:55 PM 2/8/2008 -0500, you wrote:
><jgswartout@earthlink.net>
>
>Bob, I have a pair of 2-year-old P-mags, and was planning to install them
>per Z-33. You've been keeping up with the Emagair developments. I note
>your changes to the E-mag/P-mag wiring in the latest Z-13/8
>revision. Should I go ahead and follow Z-33, or change it to run both
>P-mags from the Main Power bus? Thanks.
Z-33 has been removed from the latest encarnation
of the Z-figures and yes, if you have dual p-mags,
the need to "test" the built in alternator is an
easily managed by killing the main bus during the
occasional ground test.
After a visit to Emagair for some enlightening
conversation, the architecture and operating
philosophy depicted in Z-13/8 was evolved and
published.
You mentioned that the devices you have
are two years old. I'm not privy to the
evolutionary details of their products. You'd
best seek answers for any concerns you have
directly with them. I'm certain that you'll
find Brad or Tom very helpful.
Bob . . .
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