---------------------------------------------------------- AeroElectric-List Digest Archive --- Total Messages Posted Sun 08/28/11: 5 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 05:39 AM - Re: It's the little things (Glen Matejcek) 2. 10:41 AM - Re: RV-6A load analysis/architecture (Vern Little) 3. 02:32 PM - Re: Starter switch p-lead ground questions (RVBUILDER1) 4. 06:02 PM - Xcxh vcc (Michael Zwijacz) 5. 09:27 PM - Re: Re: Starter switch p-lead ground questions (Robert L. Nuckolls, III) ________________________________ Message 1 _____________________________________ Time: 05:39:22 AM PST US From: Glen Matejcek Subject: AeroElectric-List: Re: It's the little things Howdy- Might I suggest you contact the shop owner, tell him what you found, and that a couple thousand people on this list all around the planet are waiting to see how he handles the situation? We all make mistakes, but hopefully we don't make others pay for them... Glen Matejcek ________________________________ Message 2 _____________________________________ Time: 10:41:57 AM PST US From: "Vern Little" Subject: Re: AeroElectric-List: RV-6A load analysis/architecture There is nothing fundamentally wrong with any of this. The recommendation to switch the output of the voltage regulator eliminates a lot of problems with switching the input/sense side of some regulators (Bob has a lot of documentation on this problem). The Wye center point is just like the neutral in your house wiring... it should always be close to ground potential except when something bad happens. My guess is the regulator can sense this (similar to a ground fault detector). Not sure what it does when something goes wrong. As for the crowbar... yes! It=99s very simple and cheap insurance. Don=99t depend on an audible warning. The OVP protection is much faster. The only issue is keeping the alternator cool when loaded to full capacity at low airspeeds and taxiing. You should be fine if you pay attention to cooling, but there=99s not a lot of margin. If you can, my suggestion of attaching a temperature probe to the alternator may help=94program the GRT EIS to provide a warning when exceeding about 150C on the diodes so you can do some load shedding. This applies to any rating of alternator. V From: Jeff B. Sent: Saturday, August 27, 2011 10:03 PM Subject: Re: AeroElectric-List: RV-6A load analysis/architecture Vern & Ken, thanks for the input. I figured 10A or so ought to cover charging, but after a cold day start that battery might be pretty taxed. I did forget to consider the lower RPM during taxi and such. Alternator: here's where I don't understand the present installation. The present installation has an "Overhauled lightweight 35 Amp alternator" from Mark Landoll's Electrical Service. It includes a Transpo F7078 external regulator. The sales documentation (attached) shows the regulator installed as attached to the alternator. But, the as-built has the regulator installed behind the instrument panel, separated from the alternator. The field line appears to be directly switched. The regulation signal, as stated by the Landoll data sheet as "the wye junction of the Ford stator is the source of the signal for the F7078 regulator. At 1200 RPM, the stator magnitude is only 35 mV." I'm not up to snuff on my motor/generator theory, so I can't visualize what is happening with this setup. This setup doesn't seem to match what I see in the Aeroelectric Connection. Is this an optimal way of doing things, or are there advantages to the ways that Bob describes vs. this Transpo setup? Will the split between alternator and regulator create unforeseen issues? Even if we kept the alternator, I would change the panel mounted B-lead breaker protection to ANL style near the battery. We might up the size of the alternator a bit and go with simple external regulation (generic Ford regulator or such). So, my questions about operation and potential for problems is mostly to satisfy my desire to learn. Second question: We will have a crowbar circuit for OVP, but does anyone see a problem with relying on the GRT EIS4000 to supply the "low voltage" warning? The EIS has a low-RPM maskable low voltage alert. -Jeff- ------------------------------------------------------------------------- ------- No virus found in this message. Checked by AVG - www.avg.com ________________________________ Message 3 _____________________________________ Time: 02:32:39 PM PST US Subject: AeroElectric-List: Re: Starter switch p-lead ground questions From: "RVBUILDER1" Bob I have two impulse coupled mags on my Lyc 0-290D. That is what was on the engine when purchased. Do I need the jumper on the G to R termial. I don't have it on now and it starts fine. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=350875#350875 ________________________________ Message 4 _____________________________________ Time: 06:02:11 PM PST US From: Michael Zwijacz Subject: AeroElectric-List: Xcxh vcc CcxcvXcccc ________________________________ Message 5 _____________________________________ Time: 09:27:06 PM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: Re: Starter switch p-lead ground questions At 04:25 PM 8/28/2011, you wrote: > >Bob > I have two impulse coupled mags on my Lyc 0-290D. That is what > was on the engine when purchased. Do I need the jumper on the G to > R termial. I don't have it on now and it starts fine. The jumper is used to disable a NON-impulse coupled magneto during cranking. With two I-C mags, you want both mags working to the best of their ability during cranking so no jumper is called for. 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