Today's Message Index:
----------------------
1. 06:39 AM - Re: John Deere dynamo (Beemer)
2. 07:44 AM - EV200 (Fergus Kyle)
3. 01:10 PM - Battery Choices - what is too small AH capacity? (mikef)
4. 02:35 PM - Re: Battery Choices - what is too small AH capacity? (Jim Fogarty at Lakes & Leisure Realty)
5. 03:00 PM - Re: Battery Choices - what is too small AH capacity? (mikef)
6. 04:55 PM - Standard Circuit Breaker Spacing (Scott R. Shook)
7. 07:18 PM - Re: Battery Choices - what is too small AH capacity? (Ken)
Message 1
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| Subject: | Re: John Deere dynamo |
nuckolls.bob(at)cox.net wrote:
> At 07:52 AM 8/11/2008 -0700, you wrote:
>
>
>
> >>>Can you give us your perceptions of "weakness"?
>
Only what I've read of your attitude/opinion (for lack of a better term) on them
around the list. Correct me if I'm wrong, but I get the overall impression that
you do not believe IR alternators belong on aircraft. Of course, it is possible
that you don't agree with how John Q Builder tends to install them, i.e.
no OV protect, no Alt disconnect contactor, etc. I get this from some old postings
on the subject, and the deletion of any schematics that show IR alternator
installations. I should add that there isn't much available for my type of
engine (Geo Metro auto conversion), and weight is a significant issue up on the
nose of the Kitfox.
>
> >>> ??? I got lost here. Z-24 speaks to classic,
> >>>wound field alternators like ND . . . are you
> >>>looking for a wound field or permanent magnet
> >>>fielded machine?
>
What I'm looking for, ultimately, is to shave about 10lbs from the nose of my aircraft.
To that end, I'm exploring options for various components. More specifically,
I'm looking for 20-40 reliable amps for my electrically dependent FI
engine. Beyond that, I'm open to suggestions.
I was referring to the old Z-24 that depicted the alternator disconnect contactor
for the IR alternator, driven by the alt field wire, that completely disconnects
the alternator from the battery (system) in case of OV condition. That's
what I'm running now on my current install. The note on the new Z-24 again leads
me to believe you are not in favor of IR alternators on aircraft. Again, correct
me if I'm wrong here.
>
>
> >>> Mechanically, no problem. Raising the speed increased the
> >>>AC voltage to be "rectified and regulated" down to
> >>>14v for operating your equipment. There ARE switch-mode
> >>>regulator designs that would handle this job nicely
> >>> but that's a whole separate development program.
>
That's why I'm asking. I should point out that I'm not very electrically/electronically
savvy (..got to know my limitations). That's why you, this list, and
Aeroelectric.com are such valuable resources for me. I'm asking the advice of
those much smarter than I on such things.
>
>
> >>>Valid concerns as I've suggested above. Those things
> >>>run 20-30 VAC output at 5000 rpm so you need to plan
> >>>on 2x that at 10,000. Increasing speed is a good way
> >>>to get more energy OUT of the PM package as long as
> >>>the electronics can handle it but it's doubtful that
> >>>any regulator presently exists that fill your
> >>>requirements.
> >>>
> >>>Bob . . .
>
My electronics are minimal. I'm running an EFIS that draws about 100mA max, my
GPS and Radio are handhelds that are plugged in to charge, and a small portable
intercom. I've got Kuntzleman strobes and LED Navs, and two 55watt landing lights.
If it all dies, my pressure driven AoA gives me speed, and a ball keeps
me centered, the rest is VFR (blue up/brown down). GPS gets me to "Nearest",
and my radio will last a while all by itself. I'm strictly Day VFR, with no provision
or desire to night or IFR. Night someday, NEVER IFR in this plane. So
my number one concern is keeping the EFI and fuel pump running. My new plane will
have Z-13RB installed to this end. I don't even plan to put in the endurance
bus, as I've got nothing that needs it. It even works to the end of having
the second small battery in the back to help offset the CG of the heavier engine,
rather than just putting in dead weight.
In the end, I think the JD dynamo will not be cost effective. For what they cost,
I'd be shelling out $40 per lb for the weight savings. Probably not worth it
overall.
Bradley
--------
Beemer
KF2 (and now an M3!)
Middle Georgia
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=198116#198116
Message 2
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To 'Mikef', Harley and Bob Borger:
Many thanks for having come back so quickly to my request.
I tried to acquire an EV200 with the coil control which allows it to
reduce to 1.7W of hold current in light of an apparent shortage of output
from my 914. I fiddled with several race-car shut-off switches to conserve
current, because I just couldn't afford 1A for the life of the plane.
Finding the right model was difficult as mods and model revisions clouded
the language. I now use the race-car switches and will operate one EV200,
perhaps two to do the job.
I have a GIGAVAC GX11BAA contactor in my palm right now, which takes
about an amp to hold the relay in. Make me an offer.
Again many thanks.
Ferg
Message 3
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| Subject: | Battery Choices - what is too small AH capacity? |
I am close to completing my not-so-little Z-19 upgrade and have a question about
battery choices.
I originally had an Odyssey 545 14 AH battery, weight about 12 lbs. It cranked
the engine fine but I am not sure how much life it would supply in a dead alternator
condition (I know this is important and plan to test/quantify).
A buddy loaned me an Odyssey 310 (8AH, 6lb) and I was thinking that two of these
would make a light, compact package. And paralleled for starting would work,
I'm sure. Also, the 310 has very small terminals (size M4), I see that as a challenge
to making a good connection.
But in searching this list I can find no mention of batteries used smaller than
about 12 AH capacity, so I am wondering if there is some lower AH practical limit
I should not go below?
Adding a second 545 is doable but I would be obviously giving up useful payload
capacity (which the Z-19 system has already reduced).
Suggestions are appreciated, thanks in advance,
Mike
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=198206#198206
Message 4
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| Subject: | Re: Battery Choices - what is too small AH capacity? |
Mike, I have had a dead alternator in my Cardinal and all I did was look
for the nearest airport and then landed, the next day was a nice vfr day and
I few home on the same dead alternator and now dead battery, the plane does
not care, it is just what works for you. I would save the weight.
Jim
----- Original Message -----
From: "mikef" <mikefapex@gmail.com>
Sent: Tuesday, August 12, 2008 3:05 PM
Subject: AeroElectric-List: Battery Choices - what is too small AH capacity?
>
> I am close to completing my not-so-little Z-19 upgrade and have a question
> about battery choices.
>
> I originally had an Odyssey 545 14 AH battery, weight about 12 lbs. It
> cranked the engine fine but I am not sure how much life it would supply in
> a dead alternator condition (I know this is important and plan to
> test/quantify).
>
> A buddy loaned me an Odyssey 310 (8AH, 6lb) and I was thinking that two of
> these would make a light, compact package. And paralleled for starting
> would work, I'm sure. Also, the 310 has very small terminals (size M4), I
> see that as a challenge to making a good connection.
>
> But in searching this list I can find no mention of batteries used smaller
> than about 12 AH capacity, so I am wondering if there is some lower AH
> practical limit I should not go below?
>
> Adding a second 545 is doable but I would be obviously giving up useful
> payload capacity (which the Z-19 system has already reduced).
>
> Suggestions are appreciated, thanks in advance,
>
> Mike
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=198206#198206
>
>
> --
> Checked by AVG.
> 5:50 AM
>
>
Message 5
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| Subject: | Re: Battery Choices - what is too small AH capacity? |
Jim,
I think I am a bit more limited, my engine (Suzuki 1.3L) must have power to run
(either alternator or battery). No mag magic for me. I am all about saving the
weight but trying to stay with the good ideas of the Z-19 design (dual batteries).
Thanks,
Mike
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=198233#198233
Message 6
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| Subject: | Standard Circuit Breaker Spacing |
Is there a standard CB spacing requirement for Klixon 7277 push/pull
breakers?
I know there is a 1" on center vertical spacing requirement - is there a
horizontal spacing requirement?
Scott R. Shook
RV-7A (Building)
N696JS (Reserved)
Message 7
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| Subject: | Re: Battery Choices - what is too small AH capacity? |
Mike
I use two 8 AH Dekka AGM batteries on my 2.2 liter subaru with Z-14. One
of them will crank the engine fine and with EFI it starts immediately.
However they normally automatically parallel for cranking. At least 500
starts over a couple of years so far and still going strong. Of course
with Z-14, one dead alternator is not an issue even with an electrically
dependent engine.
Ken
mikef wrote:
>
> I am close to completing my not-so-little Z-19 upgrade and have a question about
battery choices.
>
> I originally had an Odyssey 545 14 AH battery, weight about 12 lbs. It cranked
the engine fine but I am not sure how much life it would supply in a dead alternator
condition (I know this is important and plan to test/quantify).
>
> A buddy loaned me an Odyssey 310 (8AH, 6lb) and I was thinking that two of these
would make a light, compact package. And paralleled for starting would work,
I'm sure. Also, the 310 has very small terminals (size M4), I see that as a
challenge to making a good connection.
>
> But in searching this list I can find no mention of batteries used smaller than
about 12 AH capacity, so I am wondering if there is some lower AH practical
limit I should not go below?
>
> Adding a second 545 is doable but I would be obviously giving up useful payload
capacity (which the Z-19 system has already reduced).
>
> Suggestions are appreciated, thanks in advance,
>
> Mike
>
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