Today's Message Index:
----------------------
1. 04:22 AM - New Engine Monitor on eBay (Harley)
2. 04:23 AM - Re: Electrical System Schematic Review (Phil)
3. 05:08 AM - Re: Low Voltage Warning Light (Robert L. Nuckolls, III)
4. 05:16 AM - Re: Re: Electrical System Schematic Review (Robert L. Nuckolls, III)
5. 11:34 AM - Re: Electrical System Schematic Review (jonlaury)
6. 11:51 AM - Jasco Voltage Regulator (Sylvain April)
7. 01:04 PM - Re: Re: Electrical System Schematic Review (Robert L. Nuckolls, III)
8. 01:49 PM - Re: Jasco Voltage Regulator (Robert L. Nuckolls, III)
9. 07:55 PM - Hot Contactor (Speedy11@aol.com)
10. 08:15 PM - Re: Hot Contactor (Robert L. Nuckolls, III)
Message 1
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| Subject: | New Engine Monitor on eBay |
Morning, Everyone...
Last night I listed my never used or even powered up, still in
the original packing, engine monitor (EMS) for sale on eBay. I'm
replacing it because a friend sold me a unit that has the EMS AND
the EFIS combined instead of just the EMS as this IK Technology
unit has.
This was for my Lycoming O_235, but will work for any 4 cylinder
engine.
This AIM-1 model is now selling for $1499. I have no minimum and
no reserve (well, I guess the minimum is the current bid! <G>),
so someone is going to get a real deal!
For ALL the details and several pictures, just search eBay for
the item number 350375561835 , or search eBay for IK Tech (so
far, mine is the only item listed with that name).
Harley Dixon
Long EZ N28EZ
Canandaigua, NY
Message 2
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| Subject: | Re: Electrical System Schematic Review |
Jon: Your solutions appear similar to my system, and the Schematic is beautiful!
I see there are many Notes referred to on the schematic. Are the notes available?
(I'm still under construction, and don't have your documentation skills.)
Phil
RV10 w/Mazda 20B electrically dependent engine installed
________________________________________________________
Bob and Joe,
"snip"
With the above in mind, Z-12 now seems elegantly appropriate for my needs and I
will eliminate the Ebus altogether, per Bobs suggestion. The one feature of my
drawn architecture that deviates from Z-12 is the SB Alt B lead landing on the
battery side of the MB contactor. I perceive that this will allow me to use
the Generic Ford Regulator over the B&C SB-1 and eliminate the MB contactor as
a single point of failure in the charging circuit. I seem to remember Bob recommending
a mechanical lock out of the SB alt, if not using the SB-1??
Z-12 w- SB ALT contactor is attached.
Message 3
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| Subject: | Re: Low Voltage Warning Light |
At 10:11 PM 7/24/2010, you wrote:
>
>Bob,
>I am using an LR3 voltage regulator and a B&C 60 A alternator. Is it
>acceptable to change out the supplied warning light for a red 12 volt led?
Yes, but the circuitry in the LR3 was designed
to drive incandescent bulbs. You'll need to
add some resistors to the LED circuit such that
the LED mimics the bulb. See:
http://aeroelectric.com/Pictures/Schematics/LR3_LV_Led_1.jpg
>It would be in my direct line of sight so I do not think the lack of
>blinking would be an issue. That is if the blinking is a function of the
>light and not the regulator. Please let me know if there would be problems
>with using an led and if it would blink/
The flasher is built into the LR3.
Bob . . .
Message 4
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| Subject: | Re: Electrical System Schematic Review |
At 06:23 AM 7/25/2010, you wrote:
>
>Jon: Your solutions appear similar to my system, and the
>Schematic is beautiful! I see there are many Notes referred to on
>the schematic. Are the notes available? (I'm still under
>construction, and don't have your documentation skills.)
>
>Phil
Jon was willing and able to exploit the CAD drawings
published at:
http://www.aeroelectric.com/PPS/ACAD_Architecture_Dwgs/
and repeated as ordinary .pdf drawings at:
http://www.aeroelectric.com/PPS/Adobe_Architecture_Pdfs/
I might remind List members who were referred to
the AeroElectric-List from other associations that
there is an AeroElectric website at
http://aeroelectric.com/
with some 500 Megabytes of articles, photos,
and drawings including a complete compilation
of sample system architectures extracted from
the back of the book . . .
http://aeroelectric.com/R12A/AppZ_12A4.pdf
Bob . . .
Message 5
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| Subject: | Re: Electrical System Schematic Review |
[/quote]
I hope you don't feel that this has been a "wasted" exercise.
Not at all. In the course of building my plane, I have spent hours, weeks, years
even, in developing ideas that ended up in the trash. But they are just the
steps that I had to take to get to where I am.
>
> ....
> A Z-12 for new design where
> crowbar ov protection is proposed might lean toward fuse blocks
> but take both B-leads to fat wires under the cowl through
> current limiters. Of course, the field supply leads still need
> breakers . . . run a 20 pair of 18AWG feeders protected with
> 22AWG fusible links to their respective alternator control switches.
>
> Done in my schematic
>
> This might be a Z11-1/2 where you simply add a second alternator
> that needs only one more switch (field supply) on the panel.
> Eliminate the e-bus. Run ALL electrically dependent engine
> loads from the battery bus.
>
> Knee jerk reaction is the all-eggs-in-one-basket apprehension. Granted the failure
modes of the battery/bus seem awfully remote, but what harm is there in
having an essential engine complement on the main bus so that it can run from
a self-excited alternator with the Main contactor open?
>
> In further "stirring of simple-ideas" I note that another
> feature of the e-bus is a plan-b for dealing with a
> battery contactor failure. These are rare and can
> probably become still more rare if fitted with
> power a management module to reduce operating temperature.
> Even so, we could consider tying your aux alternator b-lead
> to the battery side of the contactor with a Schottky diode
> to isolate the always-hot, fat wire between battery and
> alternator. In this case, you'd also need to power the
> aux alternator field from the battery bus. This variant
> would cover the failed-contactor scenario.
>
> In my system this seems like a moot exercise because of the redundant SB Alt/GP
contactor. But for a system that isn't installing a GPJ, the Schottky variant
on the B lead is a nice solution.
>
> Let me ponder this some more. Take a whack at implementing
> this using your current CAD skills. By the way, good work
> with the CAD drawings.
>
> Thanks and here's a " Z11.5" Draft
>
> I'm pretty certain that we're boiling the options down
> toward the essence of an elegant solution. The
> 40A aux alternator offers a Z-12 like architecture
> that accommodates more demanding engine support
> loads.
>
> Bob . . .
>
>
>
>
> > Z-12 w- SB ALT contactor is attached.
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=306153#306153
> >
> >
> >
> >
> > Attachments:
> >
> > http://forums.matronics.com//files/z12_w_sb_alt_contactor_208.pdf
> >
> >
> >
> >
> >
> >
> >
> > Checked by AVG - www.avg.com
> > - Release Date: 07/24/10 01:36:00
> >
> >
>
>
> Bob . . .
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=306230#306230
Attachments:
http://forums.matronics.com//files/z115_draft_576.pdf
Message 6
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| Subject: | Jasco Voltage Regulator |
Hi all=2C
I have a 24V Skytronics alternator and voltave regulator.
The voltage regulator is damaged=2C one of the power transistor in the regu
lator is blown=2C there are 2 power transistors in the regulator and the on
e that is driving the alternator field is blown. I have checked the alterna
tor field circuit and it read about 6 Ohms=2C I think it is good.
I would like to know the PN. of the power transistors in this regulator=2C
the manufacturer have scratched off the component number. My guess is they
are TIP35 transistors=2C they are packaged in what look like a TO218 case.
Anyone can help?
Thanks
Sylvain April
C-GFFO Murphy Moose M-14P
_________________________________________________________________
Game on: Challenge friends to great games on Messenger
http://go.microsoft.com/?linkid=9734387
Message 7
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| Subject: | Re: Electrical System Schematic Review |
At 01:31 PM 7/25/2010, you wrote:
>
>[/quote]
> I hope you don't feel that this has been a "wasted" exercise.
>
> Not at all. In the course of building my plane, I have spent
> hours, weeks, years even, in developing ideas that ended up in the
> trash. But they are just the steps that I had to take to get to where I am.
Great.
Take a look at the drawing I posted at:
http://www.aeroelectric.com/Laury/
There's a .pdf version there too for folks that want
to watch/participate in what's going on.
The advent of 9024 production offers a "switched"
alternative to the "crowbar" ov system which makes
it more fuse-friendly. The fusible link fed circuit
breaker goes away.
I've drafted an architecture that might become a
new z-figure. It sort of addresses the problems
I was having with the abortive Z-13/20 drawing
I published a few years ago . . . and later
decided it was too much of a cluge.
The proposed architecture retains the "two layer"
power generation system (Like Z-13) that turns the
battery bus into a very robust as well as capable
power source. All circuit breakers go away.
If a builder can accommodate a relatively
large aux alternator, then the need for an
e-bus goes away too.
Let's stir this stew pot of simple-ideas for awhile
and see if it doesn't come closer to the elegant
solution for your project.
Bob . . .
Message 8
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| Subject: | Re: Jasco Voltage Regulator |
At 01:50 PM 7/25/2010, you wrote:
>Hi all,
>
>I have a 24V Skytronics alternator and voltave regulator.
>The voltage regulator is damaged, one of the power transistor in the
>regulator is blown, there are 2 power transistors in the regulator
>and the one that is driving the alternator field is blown. I have
>checked the alternator field circuit and it read about 6 Ohms, I
>think it is good.
>I would like to know the PN. of the power transistors in this
>regulator, the manufacturer have scratched off the component number.
>My guess is they are TIP35 transistors, they are packaged in what
>look like a TO218 case.
Does your alternator have one side of the field
connected to the b-lead, or does it go to ground?
If your field has one wire tied to ground, then
it's about a 99% bet that the pass transistor
for a switching regulator is a PNP device.
To saturate an NPN pass transistor, you need
a base-bias source that is at a higher voltage
than the bus. By using a PNP, you can turn that
puppy on by simply pulling the base toward
ground as shown in this sketch.
http://aeroelectric.com/Pictures/Schematics/Early%20%27Ford%27%20SS%20Regulator.jpg
However, if your alternator has one field lead
attached to the B-lead terminal, then your
regulator may indeed use an NPN pass
transistor not unlike this example:
http://aeroelectric.com/Pictures/Regulators/IR_Alternator_Circa_1980.pdf
They tend NOT to be specification critical.
As long as it's not a darlington transistor,
about any power device of the proper polarity
SHOULD function.
However, it would be helpful to understand why
the first device smoked.
Bob . . .
Message 9
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Bob,
For a starter contactor mounted on the engine firewall, can I anticipate
any problems if the hot air from the oil cooler (180-200 deg F) is directed
onto the contactor?
Thanks,
Stan Sutterfield
Message 10
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| Subject: | Re: Hot Contactor |
At 09:53 PM 7/25/2010, you wrote:
>Bob,
>For a starter contactor mounted on the engine firewall, can I
>anticipate any problems if the hot air from the oil cooler (180-200
>deg F) is directed onto the contactor?
>Thanks,
>Stan Sutterfield
No, the starter contactor is not generally used during flight
and it's internal temperatures will be no hotter than the
ambient.
Battery contators are continuous duty devices and have significant
temperature rise above ambient. Since service life is influenced by
temperature, it's always good to minimize exposure to high
ambients. But as a general rule, the el-cheapo contactors we've
been using for decades seem to perform well under the cowl.
Actual in-flight temperatures may not be as hot as you think.
Just for grins, it would be cool to measure and document the
highest observed temperatures on selected components under the
cowl during a fly-off. You need to record OAT and local ambient
too for any single measurement.
I think the results will surprise you.
Bob . . .
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