Today's Message Index:
----------------------
1. 06:22 AM - Re: fuel flow transducer location (al38kit)
2. 08:39 AM - Bus Voltage (Speedy11@aol.com)
3. 09:05 AM - Re: Bus Voltage (Hinde, Frank George (Corvallis))
4. 09:06 AM - Re: Bus Voltage (Robert L. Nuckolls, III)
5. 09:50 AM - mc3423 Overvoltage Crowbar Sensing Circuit (Peter Mather)
6. 10:13 AM - Re: mc3423 Overvoltage Crowbar Sensing Circuit (pmather)
7. 11:46 AM - Re: Re: mc3423 Overvoltage Crowbar Sensing Circuit (Robert L. Nuckolls, III)
8. 02:13 PM - One-Wire Alternator Conversion ()
9. 04:10 PM - Re: Bus Voltage (Tim Andres)
10. 05:12 PM - Re: Bus Voltage (Kelly McMullen)
11. 05:58 PM - Re: Bus Voltage (Tim Andres)
Message 1
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Subject: | Re: fuel flow transducer location |
I have used them in both locations with equal success.
Now I have one mounted on the engine case after the transducer...this is on a Lycoming
installation.
On the Continental, it is the only place that you will get an accurate flow, as
they use a return line from the servo to the tank.
Another thing that Flowscan recommends beside the lines being straight, is to mount
the transducer with the wires pointing up.
I have installed them with a 90 degree fitting on the out side and it has worked
fine.
Al
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=263498#263498
Message 2
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In the comment below, Bob said that the bus (main?) should display 14+
volts. Mine displays 13.5 with the engine running, 60A Plane Power alternator
on, and normal electrical loads of about 22-24 Amps. Initial Amp spike is
up to 45 just after start as battery recharges, but volts average 13.5
with occasional spike to 13.7.
Should the PP alternator be putting out more? Is it adjustable?
Stan Sutterfield
> Under what conditions? With the engine running and the
> alternator supporting all the ship's electrical loads,
> one would expect 14.2 to 14.6 volts on the bus.
Message 3
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Well PP sits at 13.7V continuously (as shown on the Dynon EMS..Then one day
I measured the actual battery voltage and it was over 14V...So I took the
highly technal path and chose to ignore it..:). But it is a curiosity I'd l
ike to get to the bottom of one day.
Frank
________________________________
From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectr
ic-list-server@matronics.com] On Behalf Of Speedy11@aol.com
Sent: Thursday, September 17, 2009 8:28 AM
Subject: AeroElectric-List: Bus Voltage
In the comment below, Bob said that the bus (main?) should display 14+ volt
s. Mine displays 13.5 with the engine running, 60A Plane Power alternator
on, and normal electrical loads of about 22-24 Amps. Initial Amp spike is
up to 45 just after start as battery recharges, but volts average 13.5 with
occasional spike to 13.7.
Should the PP alternator be putting out more? Is it adjustable?
Stan Sutterfield
> Under what conditions? With the engine running and the
> alternator supporting all the ship's electrical loads,
> one would expect 14.2 to 14.6 volts on the bus.
________________________________
Message 4
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At 10:27 AM 9/17/2009, you wrote:
>In the comment below, Bob said that the bus (main?) should display
>14+ volts. Mine displays 13.5 with the engine running, 60A Plane
>Power alternator on, and normal electrical loads of about 22-24
>Amps. Initial Amp spike is up to 45 just after start as battery
>recharges, but volts average 13.5 with occasional spike to 13.7.
>Should the PP alternator be putting out more?
Yes . . . and it MAY be . . .
> Is it adjustable?
I don't think so. Plane Power starts with
a suitable IR alternator core and simply
modifies it to bring the field supply lead
to the outside world so that OV protection
and pilot operated switches have ABSOLUTE,
LOW-ENERGY control over alternator operations.
Internal regulators for alternators are
modern integrated circuits. Its EASY to trim
their regulation set-points for the design
goal value during manufacture. 14.2 to 14.6
volts has been the benchmark window for
as long as I can remember. I'm not aware
of any example of user adjustable, internal
regulators.
Let's eliminate potential sources of uncertainty.
First, make sure that the voltmeter you're
citing agrees with other voltmeters to within
0.1 volts. Check it against a Fluke instrument
if you can. Know too that the regulator senses
voltage at the b-lead terminal . . . so it's
possible that system loads combined with system
wiring resistance between b-lead and your voltmeter's
sense point may be accounting for your observation.
GROUND systems can contribute to a voltage drop
too.
Do a voltage measurement right at the b-lead
terminal reference to the alternator's case
ground. The alternator may be performing as
advertised with the voltage being tossed off
in installation errors.
Check with Plane Power. Ask them what their
design-goal set-point value is. Just because
I've never seen a 13.8v regulator doesn't mean
they don't exist.
Bob . . .
---------------------------------------
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
---------------------------------------
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Subject: | mc3423 Overvoltage Crowbar Sensing Circuit |
Message 6
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Subject: | Re: mc3423 Overvoltage Crowbar Sensing Circuit |
I don't know why my original message didn't get through but what I wrote was:
Pending availability of AEC9004 has anyone looked at implementing the
crowbar in the interim circuit with a mc3423?
One chip, three resistors and an SCR, total cost approximately $4. Any
catches I'm missing?
best regards
Peter
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=263551#263551
Message 7
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Subject: | Re: mc3423 Overvoltage Crowbar Sensing Circuit |
At 12:11 PM 9/17/2009, you wrote:
>
>I don't know why my original message didn't get through but what I wrote was:
>
>Pending availability of AEC9004 has anyone looked at implementing the
>crowbar in the interim circuit with a mc3423?
>One chip, three resistors and an SCR, total cost approximately $4. Any
>catches I'm missing?
The AEC9004 is not an SCR based crow-bar protection
module. The AEC9003 (AEC), OVM-14 (B&C), and CbOVM-14
(AEC) modules are still in production in one form
or another . . .
The 3423 is a well thought out device that would
nicely emulate the functionality of the AEC/B&C crowbar
OV protection modules.
It features a constant current source charging
a clamped dV/dT capacitor to set a "window" of tolerance
for short duration transients. I did an implementation
of the same configuration with dual comparators
a few years after we offered the first OV crowbar
design to Beech. The MC3423 came along some years
later to offer a one-chip implementation of the
idea. As long as our supply of trigger-diodes
holds out, the design we offer will continue with
the minimum-parts-count approach.
It's a slick chip. However, I note that Digikey
has no stock on the DIP8 package it and appears to
offer the SOIC 8 package with only 11 pieces in
stock at .93/ea each right now. Allied has DIP8
chips on hand at .71/ea.
Other folks may have DIP8 packages on hand. If this
chip is going the way that many others do, the
alternatives will be to revisit the dual-comparator
approach I cited earlier. I can supply a schematic
for the design if anyone wants it.
Bob . . .
---------------------------------------
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
---------------------------------------
Message 8
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Subject: | One-Wire Alternator Conversion |
9/17/2009
Below web page posted for your information:
http://www.eaa.org/experimenter/articles/2009-09_howto_alternator.asp
'OC' Says: "The best investment we can make is the effort to gather and
understand knowledge."
Message 9
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I think this answers a question I had about PP alternators, which is are th
e regulators linear like B&C?- I gather they are not but still wondering
if it is really that important. Nobody seems to be having trouble with nois
e from them.=0ATim Andres=0A=0A=0A=0A=0A________________________________=0A
From: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>=0ATo: aeroe
lectric-list@matronics.com=0ASent: Thursday, September 17, 2009 9:04:43 AM
=0ASubject: Re: AeroElectric-List: Bus Voltage=0A=0AAt 10:27 AM 9/17/2009,
you wrote:=0A=0AIn the comment below, Bob said that the bus (main?) should
display 14+ volts.- Mine displays 13.5 with the engine running, 60A Plane
Power alternator on, and normal electrical loads of about 22-24 Amps.- I
nitial Amp spike is up to 45 just after start as battery recharges, but vol
ts average 13.5 with occasional spike to 13.7.=0A>Should the PP alternator
be putting out more?=0A- Yes . . . and it MAY be . . .=0A=0A=0A- Is it
adjustable?=0A- I don't think so. Plane Power starts with=0A- a suitabl
e IR alternator core and simply=0A- modifies it to bring the field supply
lead=0A- to the outside world so that OV protection=0A- and pilot oper
ated switches have ABSOLUTE,=0A- LOW-ENERGY control over alternator opera
tions.=0A=0A- Internal regulators for alternators are=0A- modern integr
ated circuits. Its EASY to trim=0A- their regulation set-points for the d
esign=0A- goal value during manufacture. 14.2 to 14.6=0A- volts has bee
n the benchmark window for=0A- as long as I can remember. I'm not aware
=0A- of any example of user adjustable, internal=0A- regulators.=0A=0A
- Let's eliminate potential sources of uncertainty.=0A- First, make sur
e that the voltmeter you're=0A- citing agrees with other voltmeters to wi
thin=0A- 0.1 volts. Check it against a Fluke instrument=0A- if you can.
Know too that the regulator senses=0A- voltage at the b-lead terminal .
. . so it's=0A- possible that system loads combined with system=0A- wir
ing resistance between b-lead and your voltmeter's=0A- sense point may be
accounting for your observation.=0A- GROUND systems can contribute to a
voltage drop=0A- too.=0A=0A- Do a voltage measurement right at the b-le
ad=0A- terminal reference to the alternator's case=0A- ground. The alte
rnator may be performing as=0A- advertised with the voltage being tossed
off=0A- in installation errors.=0A=0A- Check with Plane Power. Ask them
what their=0A- design-goal set-point value is. Just because=0A- I've n
ever seen a 13.8v regulator doesn't mean=0A- they don't exist.=0A=0A=0A
------ Bob . . .=0A=0A------- -------------------
--------------------=0A------ ( . . .- a long habit of not th
inking-- )=0A------ ( a thing wrong, gives it a superficial
)=0A------ ( appearance of being right . . .------
)=0A------ (----------------
---------------------- )=0A-
----- (----------------- -Thoma
s Paine 1776-- )=0A------- --------------------------------
===================
Message 10
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|
Plane power offers a number of different alternators, including PMA'd
versions for certified aircraft, that clearly require the original
external regulator. Their experimental versions are the internally
regulated models. So you can have pretty much which flavor pleases you.
Tim Andres wrote:
> I think this answers a question I had about PP alternators, which is are
> the regulators linear like B&C? I gather they are not but still
> wondering if it is really that important. Nobody seems to be having
> trouble with noise from them.
> Tim Andres
>
> ------------------------------------------------------------------------
> *From:* "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
> *To:* aeroelectric-list@matronics.com
> *Sent:* Thursday, September 17, 2009 9:04:43 AM
> *Subject:* Re: AeroElectric-List: Bus Voltage
>
> At 10:27 AM 9/17/2009, you wrote:
>> In the comment below, Bob said that the bus (main?) should display 14+
>> volts. Mine displays 13.5 with the engine running, 60A Plane Power
>> alternator on, and normal electrical loads of about 22-24 Amps.
>> Initial Amp spike is up to 45 just after start as battery recharges,
>> but volts average 13.5 with occasional spike to 13.7.
>> Should the PP alternator be putting out more?
>
> Yes . . . and it MAY be . . .
>
>> Is it adjustable?
>
> I don't think so. Plane Power starts with
> a suitable IR alternator core and simply
> modifies it to bring the field supply lead
> to the outside world so that OV protection
> and pilot operated switches have ABSOLUTE,
> LOW-ENERGY control over alternator operations.
>
> Internal regulators for alternators are
> modern integrated circuits. Its EASY to trim
> their regulation set-points for the design
> goal value during manufacture. 14.2 to 14.6
> volts has been the benchmark window for
> as long as I can remember. I'm not aware
> of any example of user adjustable, internal
> regulators.
>
> Let's eliminate potential sources of uncertainty.
> First, make sure that the voltmeter you're
> citing agrees with other voltmeters to within
> 0.1 volts. Check it against a Fluke instrument
> if you can. Know too that the regulator senses
> voltage at the b-lead terminal . . . so it's
> possible that system loads combined with system
> wiring resistance between b-lead and your voltmeter's
> sense point may be accounting for your observation.
> GROUND systems can contribute to a voltage drop
> too.
>
> Do a voltage measurement right at the b-lead
> terminal reference to the alternator's case
> ground. The alternator may be performing as
> advertised with the voltage being tossed off
> in installation errors.
>
> Check with Plane Power. Ask them what their
> design-goal set-point value is. Just because
> I've never seen a 13.8v regulator doesn't mean
> they don't exist.
>
> Bob . . .
>
> ---------------------------------------
> ( . . . a long habit of not thinking )
> ( a thing wrong, gives it a superficial )
> ( appearance of being right . . . )
> ( )
> ( -Thomas Paine 1776- )
> ---------------------------------------
>
> *http://www.matronics.com/Navigator?AeroElectric-Li========
> ========== *
>
> *
>
>
> *
Message 11
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Thanks but the question is are the PPregulators linear or switchers?
----- Original Message ----
From: Kelly McMullen <kellym@aviating.com>
Sent: Thursday, September 17, 2009 4:56:16 PM
Subject: Re: AeroElectric-List: Bus Voltage
Plane power offers a number of different alternators, including PMA'd versions
for certified aircraft, that clearly require the original external regulator.
Their experimental versions are the internally regulated models. So you can have
pretty much which flavor pleases you.
Tim Andres wrote:
> I think this answers a question I had about PP alternators, which is are the
regulators linear like B&C? I gather they are not but still wondering if it is
really that important. Nobody seems to be having trouble with noise from them.
> Tim Andres
>
> ------------------------------------------------------------------------
> *From:* "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
> *To:* aeroelectric-list@matronics.com
> *Sent:* Thursday, September 17, 2009 9:04:43 AM
> *Subject:* Re: AeroElectric-List: Bus Voltage
>
> At 10:27 AM 9/17/2009, you wrote:
>> In the comment below, Bob said that the bus (main?) should display 14+ volts.
Mine displays 13.5 with the engine running, 60A Plane Power alternator on, and
normal electrical loads of about 22-24 Amps. Initial Amp spike is up to 45
just after start as battery recharges, but volts average 13.5 with occasional
spike to 13.7.
>> Should the PP alternator be putting out more?
>
> Yes . . . and it MAY be . . .
>
>> Is it adjustable?
>
> I don't think so. Plane Power starts with
> a suitable IR alternator core and simply
> modifies it to bring the field supply lead
> to the outside world so that OV protection
> and pilot operated switches have ABSOLUTE,
> LOW-ENERGY control over alternator operations.
>
> Internal regulators for alternators are
> modern integrated circuits. Its EASY to trim
> their regulation set-points for the design
> goal value during manufacture. 14.2 to 14.6
> volts has been the benchmark window for
> as long as I can remember. I'm not aware
> of any example of user adjustable, internal
> regulators.
>
> Let's eliminate potential sources of uncertainty.
> First, make sure that the voltmeter you're
> citing agrees with other voltmeters to within
> 0.1 volts. Check it against a Fluke instrument
> if you can. Know too that the regulator senses
> voltage at the b-lead terminal . . . so it's
> possible that system loads combined with system
> wiring resistance between b-lead and your voltmeter's
> sense point may be accounting for your observation.
> GROUND systems can contribute to a voltage drop
> too.
>
> Do a voltage measurement right at the b-lead
> terminal reference to the alternator's case
> ground. The alternator may be performing as
> advertised with the voltage being tossed off
> in installation errors.
>
> Check with Plane Power. Ask them what their
> design-goal set-point value is. Just because
> I've never seen a 13.8v regulator doesn't mean
> they don't exist.
>
> Bob . . .
>
> ---------------------------------------
> ( . . . a long habit of not thinking )
> ( a thing wrong, gives it a superficial )
> ( appearance of being right . . . )
> ( )
> ( -Thomas Paine 1776- )
> ---------------------------------------
>
> *http://www.matronics.com/Navigator?AeroElectric-Li======== ========== *
>
> *
>
>
> *
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