Today's Message Index:
----------------------
1. 01:50 AM - Re: S811-1 B&C Starter Contactor (ianwilson2)
2. 02:17 AM - Grand Rapids EIS & Hall Effect sonsor (ianwilson2)
3. 06:17 AM - LED Nav lights (Harley)
4. 01:37 PM - Re: AeroElectric-Battery/SD8 problem (Joe)
5. 02:24 PM - fuse placement (bob noffs)
6. 02:45 PM - Re: AeroElectric-Battery/SD8 problem (Charles Brame)
7. 02:50 PM - Re: fuse placement (Ron Shannon)
8. 04:42 PM - Re: Grand Rapids EIS & Hall Effect sonsor (Fiveonepw@aol.com)
9. 04:56 PM - Re: Grand Rapids EIS & Hall Effect sonsor (Fiveonepw@aol.com)
10. 06:37 PM - Re: LED Nav lights (Ernest Christley)
11. 06:53 PM - Re: Grand Rapids EIS & Hall Effect sonsor (Brett Ferrell)
12. 07:21 PM - Re: Grand Rapids EIS & Hall Effect sonsor (Ken)
13. 09:47 PM - OV Module Note and Master Switch (revenson@comcast.net (Roger Evenson))
Message 1
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| Subject: | Re: S811-1 B&C Starter Contactor |
Hi Dale,
Thanks for your help. I did think of it as you described, but I just wanted to
make sure.
Ian
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=190210#190210
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| Subject: | Grand Rapids EIS & Hall Effect sonsor |
Hi All,
My GR EIS has the optional Hall Effect sensor that can be installed in one of two
locations and I'm after your advice about which would be best on my Jab Z-20
installation. My firewall on the engine side is as per Z-20.
The two options are either to monitor battery current (via the + cable) or Alternator
output. If I monitor the battery then if the indication goes negative
I'll know that my alternator has gone awol and I have limited battery power to
get back on the ground (this is only a day/vfr machine). Would this be the best
option as I can also keep a track on battery charging?
What choice have any users of the EIS made on this sensor?
As the Jab has a PM alternator, does this influence anything here?
Many thanks in advance.
Ian
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=190213#190213
Message 3
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I'm looking into replacing my old Whelen nav and Strobe lighting
(A600...all in one type) for my Long EZ with LEDs. To save a little
weight, of course, and for longer bulb life and to reduce my electron
inventory.
I've searched the archives, and have revisited all the sites mentioned
here and in other lists in the past, but was curious about experiences
that others have had with the brands mentioned. As well as any new
manufacturers of LED navigation and strobe lights for my Long EZ similar
to the physical configuration of the A600 series that haven't been
mentioned yet.
I'm currently leading toward Whelen's (an exact replacement for the
A600, but a bit too pricey), and Skybrights (
www.airplanegear.com/skybright.htm ).
Any other suggestions or comments are always welcome.
Harley Dixon
Long EZ N28EZ
Canandaigua, NY
Message 4
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| Subject: | Re: AeroElectric-Battery/SD8 problem |
Frank,
Do you shut off both the Aux Alternator and E-Bus Alternate Feed
switches after engine shut down? Leaving either one on could run down
the battery. If you do shut those switches off, then check them with a
voltmeter to be sure that they are opening up. 12VDC should be measured
across the switch terminals when they are off (assuming an E-Bus load is
turned on).
Loads on the Main Battery Bus could also run down the battery. You
could pull all of the fuses on that bus to see if the problem goes away.
If you have a milliamp meter, disconnect a battery cable (negative is
safer) and connect the milliamp meter in series between the battery and
the battery cable. There should be zero current flowing with everything
shut off. You need to be careful doing this. A large current could
damage a milliamp meter or blow its fuse. If current is flowing, then
loads could be disconnected one at a time until the current stops. That
is the culprit.
Your previous post dated June 23 mentioned pulling the Aux Alt
circuit breaker. That eliminates the SD8 circuit as a problem.
The Aux Alt Load Meter is another possibility. Disconnect the wires
at the shunt to see if the problem goes away.
Chances are the problem is something connected to the Main Battery
Bus. What is connected to that bus in your plane? It seems that you
would notice a dome light or a Hobbs meter running when it shouldn't.
Have you double checked the ignition switch wiring and also the master
switch wiring?
How many days does it take to run the battery down?
Joe
Message 5
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hi all . i did most of my wiring 2 yrs. ago and now i am putting
everything back together for the last time. my main bus is powered by a
wire from the hot side of my starter solenoid where the 4ga. wire from
the battery connects. when i put this together i put the inline fuse
[20-30 amps i dont remember] on the engine side of the firewall before
the wire entered the cabin. this is a vfr airplane that i would have no
intention of trying to replace this fuse in flight. i cant imagine it
blowing except from a dead short of the wire that it protects. is there
a reason, other than convenience, to move the fuse into the cabin while
i am reconnecting my wiring? i dont expect it to ever blow.
thanks , bob noffs
Message 6
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| Subject: | RE: AeroElectric-Battery/SD8 problem |
My setup has a switch to activate/deactivate the SD-8. The switch is
normally off, and I have no problems with battery discharge.
Charlie Brame
RV-6A N11CB
San Antonio
---------------------------------------------------------
Time: 12:19:39 PM PST US
From: Frank Stringham <fstringham@hotmail.com>
Subject: AeroElectric-List: RE: AeroElectric-Battery/SD8 problem
Hi to All
Last week I asked a question about my Odyessey 680 battery not being
able t
o keep a charge. I am using the Z13/8 with SD8 self excitation. I
thought I
had checked all the suspects and eliminated them one by one as the
problem
. So as a final step I figured the battery itself was bad. So I
recharged a
nd disconnected the ground from the firewall. Let it set and wouldn't
ya kn
ow it. It maintained a charge. So back to the drawing board. In
checking al
l the possible problems again I noted that that SD8 self excitation
may be
the problem. I have connected the ground back to the battery and the
firewa
ll. Will wait to see if it draws down again.
With that said who is using the SD8 with self excitation as pre Z25.
And if
so any problems.......
Being tech. challenged in this stuff I am not quite sure how to check
the S
D8 wiring to find the problem if in fact it is. If the battery
discharges w
ith the SD8 as configured then maybe it is the problem. I will
recharge the
battery and disconnect the SD8 from the battery contactor and see
what hap
pens. If the battery maintains charge with the SD8 removed I will
know that
the SD8 is the problem if not....................????????
Frank @ 1L8...RV7A...last 945
details......................................
....
Message 7
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| Subject: | Re: fuse placement |
Generally you want the fuse close to the supply end. If you're going to fuse
the main bus feed, I'd say yours is right.
Ron
On Sat, Jun 28, 2008 at 2:19 PM, bob noffs <icubob@newnorth.net> wrote:
> hi all . i did most of my wiring 2 yrs. ago and now i am putting
> everything back together for the last time. my main bus is powered by a wire
> from the hot side of my starter solenoid where the 4ga. wire from the
> battery connects. when i put this together i put the inline fuse [20-30 amps
> i dont remember] on the engine side of the firewall before the wire entered
> the cabin. this is a vfr airplane that i would have no intention of trying
> to replace this fuse in flight. i cant imagine it blowing except from a dead
> short of the wire that it protects. is there a reason, other than
> convenience, to move the fuse into the cabin while i am reconnecting my
> wiring? i dont expect it to ever blow.
> thanks , bob noffs
>
Message 8
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| Subject: | Re: Grand Rapids EIS & Hall Effect sonsor |
In a message dated 6/28/2008 4:18:37 A.M. Central Daylight Time,
ianwilson2@hotmail.com writes:
What choice have any users of the EIS made on this sensor?
My choice was to
**************Gas prices getting you down? Search AOL Autos for
fuel-efficient used cars. (http://autos.aol.com/used?ncid=aolaut00050000000007)
Message 9
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| Subject: | Re: Grand Rapids EIS & Hall Effect sonsor |
In a message dated 6/28/2008 4:18:37 A.M. Central Daylight Time,
ianwilson2@hotmail.com writes:
What choice have any users of the EIS made on this sensor?
(apologies for previous message- getting accustomed to new laptop!) 8-(
My choice was to run Main & E-bus feeds through current sensor. This way I
can monitor loads during normal operation and educate myself on typical
current requirements depending on equipment in use at any particular time. When
&
if it becomes necessary to operate on E-bus alone, I am familiar with
requirements of various equipment and can adjust battery usage accordingly. I
don't think that monitoring alternator output to be particularly useful as this
is a system design issue which should be dealt with prior to operation. The
EIS has its own low voltage alarm (to annunciate a failed alternator), so it
would be redundant to use current sensor for this purpose.
Butcha never know- running the strobe leads through it might be kinda
entertaining!
8-)
Mark
**************Gas prices getting you down? Search AOL Autos for
fuel-efficient used cars. (http://autos.aol.com/used?ncid=aolaut00050000000007)
Message 10
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| Subject: | Re: LED Nav lights |
Harley wrote:
> I'm looking into replacing my old Whelen nav and Strobe lighting
> (A600...all in one type) for my Long EZ with LEDs. To save a little
> weight, of course, and for longer bulb life and to reduce my electron
> inventory.
>
> I've searched the archives, and have revisited all the sites mentioned
> here and in other lists in the past, but was curious about experiences
> that others have had with the brands mentioned. As well as any new
> manufacturers of LED navigation and strobe lights for my Long EZ
> similar to the physical configuration of the A600 series that haven't
> been mentioned yet.
Jim Weir just started a series on LED position lights in his column in
Kitplanes.
--
http://www.ronpaultimeline.com
Message 11
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| Subject: | Re: Grand Rapids EIS & Hall Effect sonsor |
How big is the doughnut on that hall-effect sensor? Can you get a #2
wire through there with the terminal on it?
Brett
Fiveonepw@aol.com wrote:
> In a message dated 6/28/2008 4:18:37 A.M. Central Daylight Time,
> ianwilson2@hotmail.com writes:
>
> What choice have any users of the EIS made on this sensor?
>
> (apologies for previous message- getting accustomed to new laptop!) 8-(
>
> My choice was to run Main & E-bus feeds through current sensor. This
> way I can monitor loads during normal operation and educate myself on
> typical current requirements depending on equipment in use at any
> particular time. When & if it becomes necessary to operate on E-bus
> alone, I am familiar with requirements of various equipment and can
> adjust battery usage accordingly. I don't think that monitoring
> alternator output to be particularly useful as this is a system design
> issue which should be dealt with prior to operation. The EIS has its
> own low voltage alarm (to annunciate a failed alternator), so it would
> be redundant to use current sensor for this purpose.
>
> Butcha never know- running the strobe leads through it might be kinda
> entertaining!
>
> 8-)
>
> Mark
>
>
> ------------------------------------------------------------------------
> Gas prices getting you down? Search AOL Autos for fuel-efficient used
> cars <http://autos.aol.com/used?ncid=aolaut00050000000007>.
> *
>
> *
Message 12
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| Subject: | Re: Grand Rapids EIS & Hall Effect sonsor |
Hello Ian
I put it in the alternator B+ line so it functions as a loadmeter. That
lets me see what any particular item draws as I switch it on or off, and
also how hard I'm working the alternator. There seems to be little value
in monitoring battery current especially if you have a low voltage
warning such as the one on your EIS. We know that the alternator is dead
if the voltage is below about 12.5 volts. That said, I did have an
occasion many years ago where a battery ammeter made it obvious that the
battery was being cooked by a failed carbon pile voltage regulator.
However the smell was probably the first indication noticed and these
days overvoltage protection is available to us and that will act
immediately resulting in - a low voltage warning. Your EIS also has
overvoltage warning.
Ken
ianwilson2 wrote:
> <ianwilson2@hotmail.com>
>
> Hi All,
>
> My GR EIS has the optional Hall Effect sensor that can be installed
> in one of two locations and I'm after your advice about which would
> be best on my Jab Z-20 installation. My firewall on the engine side
> is as per Z-20.
>
> The two options are either to monitor battery current (via the +
> cable) or Alternator output. If I monitor the battery then if the
> indication goes negative I'll know that my alternator has gone awol
> and I have limited battery power to get back on the ground (this is
> only a day/vfr machine). Would this be the best option as I can also
> keep a track on battery charging?
>
> What choice have any users of the EIS made on this sensor?
>
> As the Jab has a PM alternator, does this influence anything here?
>
> Many thanks in advance.
>
> Ian
>
Message 13
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| Subject: | OV Module Note and Master Switch |
Bob:
The wiring diagram that came with the B&C overvoltage module included the following
note:
"IMPORTANT -- BATTERY CONTACTOR AND ALTERNATOR SHOULD COME ON AND OFF TOGETHER."
This seems to suggest a 2-3 style switch rather than the 2-10 style that I've installed.
Is this 'important' note the latest 'best practice' (newer than Z11), or can I
be confident with the 2-10 style (where the first position activates the battery
contactor and the next position the alternator).
Thanks.
Roger
Tucson, AZ
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