Today's Message Index:
----------------------
1. 04:36 AM - Battery only time -Z-19RB clarification (Ed Anderson)
2. 06:37 AM - Re: Battery only time -Z-19RB clarification (James Kilford)
3. 06:45 AM - Z12 Alternator Amps (RV7ASask)
4. 06:46 AM - Re: Battery only time -Z-19RB clarification (Robert L. Nuckolls, III)
5. 07:45 AM - Re: Battery only time -Z-19RB clarification (Ed Anderson)
6. 08:08 AM - Re: Battery only time -Z-19RB clarification (Ed Anderson)
7. 10:51 AM - Tony Bingelis, "On Engines" (jonlaury)
8. 12:32 PM - Re: Tony Bingelis, "On Engines" (Richard Girard)
9. 12:55 PM - RE "On Engines": DONE! (jonlaury)
10. 05:40 PM - Re: Tony Bingelis, "On Engines" (Stuart Hutchison)
11. 06:01 PM - FW: (John Ciolino)
12. 07:22 PM - Re: Z12 Alternator Amps (Robert L. Nuckolls, III)
13. 07:31 PM - Wish they would join us here on the AE-List . . . (Robert L. Nuckolls, III)
14. 07:31 PM - Re: Battery only time -Z-19RB clarification (Robert L. Nuckolls, III)
Message 1
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Subject: | Z-19RB clarification |
Personal experience with a Odyssey PC 680 (one). Apparently hit an
electrical switch with my foot at refueling stop which removed the
alternator feed from my battery. I had two EFI fuel pumps running plus
electronic fuel injectors (4) and dual ignition and normal comm/nav gear on.
About 40 minutes after take off, engine started to miss which condition then
gradually deteriorated - I misdiagnosed the problem as being related to fuel
feed and failed to notice decreasing battery voltage (have one volt meter
that I switch between battery and alternator feeds). The voltmeter was set
to monitor the alternator (which was working fine by the way) and the
voltage remained at 13.8 volts until engine stoppage at 45 minutes and 5
miles out from Selma Al.
Deadsticked it to a safe airport landing and later discovered battery
voltage was down to six volts - switch in wrong position precluded
alternator power from feeding the battery - yes, design flaw! - since
corrected. Initially, during design phase, I was concerned about a "run
away alternator" causing the battery (inside the cockpit) to possibly
boil/explode. Have a auto alternator so pulling the field coil CB after it
has bootstrapped does no good - alternator keeps on producing - so I decided
a switch to isolate alternator and battery might be smart. In hindsight,
the odds of that condition happened were much less than the switch designed
to prevent being accidently mis-positioned {:<(.
But, my point is that my PC680 did a good job for longer than I would have
expected. So I feel I have a reasonably reliable 30 minutes after
encountering such a problem to making it to the airport for a safe landing.
Had the battery been fully charged - it never charged after engine start and
that drain due to the switch position - I think 5-10 minutes more might have
been achieved. However, in hind sight that would have just placed me
further from the airport. Clearly useful time depends on battery condition
and load.
The key, of course, is early indication/recognition of the problem. No my
yellow low voltage light never came on - because the alternator never
stopped producing voltage.
FWIW
Ed
Edward L. Anderson
Anderson Electronic Enterprises LLC
305 Reefton Road
Weddington, NC 28104
http://www.andersonee.com
http://www.eicommander.com
--------------------------------------------------
From: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
Sent: Thursday, July 05, 2012 8:11 PM
Subject: RE: AeroElectric-List: Z-19RB clarification
> <nuckolls.bob@aeroelectric.com>
>
> At 09:52 PM 7/4/2012, you wrote:
> <afulmer@charter.net>
>
> Roger,
> I am using Z-19RB in my Subaru H6 powered RV7. My understanding as to why
> the endurance bus alternate feed is from the Main Battery only is that the
> engine bus and its battery are reserved for the running of the engine
> alone
> just as long as possible. I guess if you lose the main battery and thus
> the
> endurance bus then you can still fly the airplane to a safe landing site
> as
> long as the engine is running. Whereas, if you lose the engine
> battery/bus
> the endurance bus is not going to do you any good as you glide to a
> landing.
>
> I am sure Bob will chime in with a more elegant explanation.
>
> During normal operations, BOTH batteries are on
> line and behave as a single battery equal to their
> combined capacity.
>
> When the low volts warning light comes on, all you
> have to finish the flight is what ever is carried
> in the two batteries.
>
> At that point in time you drop to the ENDURANCE MODE.
> Run no piece of equipment that is not necessary for
> a no-sweat return to earth.
>
> Repeat after me: "I will KNOW what the capacity of
> my batteries is at all times by which I will KNOW
> what my endurance limits are in alternator-out
> conditions." This usually calls for getting the
> battery contactors out of the picture . . . turning
> off both battery switches, running the engine from
> the engine battery and minimum electro-whizzies on
> the endurance bus. Once you have the airport in sight
> and are cleared to land, you can turn the main battery
> back on and use what ever is left to make a grander
> entrance . . . but the idea is that you've kept
> the engine's power source fire-walled off in a
> separate energy bucket.
>
> Now, if you want to add a second failure to this
> scenario, then BOTH battery switches are placed to
> ON and you begin moves to expedite landing while
> watching bus voltage readings. When it gets down
> to 10.5 volts, your on-board battery energy is
> more than 95% used up. You need to be on short
> final before that time.
>
> Being able to switch the engine from one battery
> to the other is a hedge against contactor failure
> stacked on top of other failures . . . a statistical
> tiny dot on the great horizon of possibilities for
> one failure.
>
>
> Bob . . .
>
>
> -----
> No virus found in this message.
> Checked by AVG - www.avg.com
>
Message 2
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Subject: | Re: Z-19RB clarification |
Ed,
That's an interesting tale about the extra switch & the voltmeter. Glad
you got back okay to tell it.
James
On 6 July 2012 12:35, Ed Anderson <eanderson@carolina.rr.com> wrote:
> eanderson@carolina.rr.com>
>
> Personal experience with a Odyssey PC 680 (one). Apparently hit an
> electrical switch with my foot at refueling stop which removed the
> alternator feed from my battery. I had two EFI fuel pumps running plus
> electronic fuel injectors (4) and dual ignition and normal comm/nav gear on.
>
> About 40 minutes after take off, engine started to miss which condition
> then gradually deteriorated - I misdiagnosed the problem as being related
> to fuel feed and failed to notice decreasing battery voltage (have one volt
> meter that I switch between battery and alternator feeds). The voltmeter
> was set to monitor the alternator (which was working fine by the way) and
> the voltage remained at 13.8 volts until engine stoppage at 45 minutes and
> 5 miles out from Selma Al.
>
> Deadsticked it to a safe airport landing and later discovered battery
> voltage was down to six volts - switch in wrong position precluded
> alternator power from feeding the battery - yes, design flaw! - since
> corrected. Initially, during design phase, I was concerned about a "run
> away alternator" causing the battery (inside the cockpit) to possibly
> boil/explode. Have a auto alternator so pulling the field coil CB after it
> has bootstrapped does no good - alternator keeps on producing - so I
> decided a switch to isolate alternator and battery might be smart. In
> hindsight, the odds of that condition happened were much less than the
> switch designed to prevent being accidently mis-positioned {:<(.
>
> But, my point is that my PC680 did a good job for longer than I would have
> expected. So I feel I have a reasonably reliable 30 minutes after
> encountering such a problem to making it to the airport for a safe
> landing. Had the battery been fully charged - it never charged after engine
> start and that drain due to the switch position - I think 5-10 minutes more
> might have been achieved. However, in hind sight that would have just
> placed me further from the airport. Clearly useful time depends on battery
> condition and load.
>
> The key, of course, is early indication/recognition of the problem. No
> my yellow low voltage light never came on - because the alternator never
> stopped producing voltage.
>
> FWIW
>
> Ed
>
> Edward L. Anderson
> Anderson Electronic Enterprises LLC
> 305 Reefton Road
> Weddington, NC 28104
> http://www.andersonee.com
> http://www.eicommander.com
>
>
> ------------------------------**--------------------
> From: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com**>
> Sent: Thursday, July 05, 2012 8:11 PM
> To: <aeroelectric-list@matronics.**com <aeroelectric-list@matronics.com>>
> Subject: RE: AeroElectric-List: Z-19RB clarification
>
>> nuckolls.bob@aeroelectric.com**>
>>
>> At 09:52 PM 7/4/2012, you wrote:
>> afulmer@charter.net>
>>
>> Roger,
>> I am using Z-19RB in my Subaru H6 powered RV7. My understanding as to why
>> the endurance bus alternate feed is from the Main Battery only is that the
>> engine bus and its battery are reserved for the running of the engine
>> alone
>> just as long as possible. I guess if you lose the main battery and thus
>> the
>> endurance bus then you can still fly the airplane to a safe landing site
>> as
>> long as the engine is running. Whereas, if you lose the engine
>> battery/bus
>> the endurance bus is not going to do you any good as you glide to a
>> landing.
>>
>> I am sure Bob will chime in with a more elegant explanation.
>>
>> During normal operations, BOTH batteries are on
>> line and behave as a single battery equal to their
>> combined capacity.
>>
>> When the low volts warning light comes on, all you
>> have to finish the flight is what ever is carried
>> in the two batteries.
>>
>> At that point in time you drop to the ENDURANCE MODE.
>> Run no piece of equipment that is not necessary for
>> a no-sweat return to earth.
>>
>> Repeat after me: "I will KNOW what the capacity of
>> my batteries is at all times by which I will KNOW
>> what my endurance limits are in alternator-out
>> conditions." This usually calls for getting the
>> battery contactors out of the picture . . . turning
>> off both battery switches, running the engine from
>> the engine battery and minimum electro-whizzies on
>> the endurance bus. Once you have the airport in sight
>> and are cleared to land, you can turn the main battery
>> back on and use what ever is left to make a grander
>> entrance . . . but the idea is that you've kept
>> the engine's power source fire-walled off in a
>> separate energy bucket.
>>
>> Now, if you want to add a second failure to this
>> scenario, then BOTH battery switches are placed to
>> ON and you begin moves to expedite landing while
>> watching bus voltage readings. When it gets down
>> to 10.5 volts, your on-board battery energy is
>> more than 95% used up. You need to be on short
>> final before that time.
>>
>> Being able to switch the engine from one battery
>> to the other is a hedge against contactor failure
>> stacked on top of other failures . . . a statistical
>> tiny dot on the great horizon of possibilities for
>> one failure.
>>
>>
>> Bob . . .
>>
>>
>>
>>
>>
>>
>> -----
>> No virus found in this message.
>> Checked by AVG - www.avg.com
>>
>>
>
>
Message 3
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Subject: | Z12 Alternator Amps |
I have been flying my RV7A for 38 hours and all has been going well. The electrical
architecture Z12, is installed stock and is also working well.
After start with only the Skyview and two Light Speed Ignitions drawing current
the main alternator shows 14.7 volts and 8 amps. As part of the After Start Check
I test the Aux Alternator by switching the Main Alternator off. The battery
takes over and as the voltage drops to 12.7 volts the Aux Alternator comes
on line. It will maintain 12.7 volts, so far so good.
As I have only one amp indicator on the Skyview I have a switch to monitor the
Main Alternator or Aux Alternator amps. The Aux Alternator amps climb up to and
sit around 16 amps with no change in the load.
Questions: why is the amperage showing double for the Aux Alternator? Should I
be concerned?
Warmest regards
David Lamb
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=377423#377423
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Subject: | Re: Z-19RB clarification |
>
> The key, of course, is early indication/recognition of the
> problem. No my yellow low voltage light never came on - because
> the alternator never stopped producing voltage.
>
>FWIW
>
>Ed
I'm pleased that your experience had a happy ending.
An obstacle to be overcome in the OBAM aviation
community is information and collaboration. When you
work for a 60+ year old company of 6,000 plus employees
and 800 engineers, there is a wealth of history to
call on for things that work well and things that don't
work well.
We are acutely aware of this shortcoming in OBAM aviation
which tends to drive low risk worries into actions that create
more risk than they fix. EAA was the first real big
leap into a collaboration for sharing information.
In years since, the Internet has offered still greater
coverage with convenience.
But the tendencies to over-think a problem are still
there. The most powerful prophylactic against the
unintended consequences that raise risk is collaboration.
Thank you for sharing your experience with the List.
Bob . . .
Message 5
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Subject: | Re: Z-19RB clarification |
I certainly agree, Bob. A clear case of a where my design focused on a very
low probability occurrence (boiling battery) ending up almost assuring that
at some point that switch would get in the incorrect position and cause a
problem.
In fact, has anybody on the list EVER experienced or have first hand
knowledge of someone who had a battery boil/overheat due to run away (over
voltage) alternator??
Ed
--------------------------------------------------
From: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
Sent: Friday, July 06, 2012 9:45 AM
Subject: Re: Battery only time -AeroElectric-List: Z-19RB clarification
> <nuckolls.bob@aeroelectric.com>
>
>
>>
>> The key, of course, is early indication/recognition of the problem. No
>> my yellow low voltage light never came on - because the alternator never
>> stopped producing voltage.
>>
>>FWIW
>>
>>Ed
>
> I'm pleased that your experience had a happy ending.
> An obstacle to be overcome in the OBAM aviation
> community is information and collaboration. When you
> work for a 60+ year old company of 6,000 plus employees
> and 800 engineers, there is a wealth of history to
> call on for things that work well and things that don't
> work well.
>
> We are acutely aware of this shortcoming in OBAM aviation
> which tends to drive low risk worries into actions that create
> more risk than they fix. EAA was the first real big
> leap into a collaboration for sharing information.
> In years since, the Internet has offered still greater
> coverage with convenience.
>
> But the tendencies to over-think a problem are still
> there. The most powerful prophylactic against the
> unintended consequences that raise risk is collaboration.
> Thank you for sharing your experience with the List.
>
>
> Bob . . .
>
>
> -----
> No virus found in this message.
> Checked by AVG - www.avg.com
>
Message 6
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Subject: | Re: Z-19RB clarification |
Thanks, James - always willing to share my experience (no matter how
embarrassing) in view it could save someone else from the same
experience.
One thing I didn't mention was when about 5 miles out with prop stopped,
I was thinking at least everything is working but the engine, the panel
lights were still on and the radio, so got on the radio to let traffic
know I was coming in without engine power. I made one call when there
was an ominous "clack" ( would have never hear it with the engine
running) - all panel lights go dead as well as the radio - now it was
really lonesome up there.
I later realized that when the battery voltage dropped below sustaining
level - the master relay contactor (powered by the battery) released
and even the alternator power that had been feeding the panel through
that contactor went south. (another design flaw!).
But, with no further distractions, I could now concentrate on making
sure I didn't screw up this deadstick landing. To show you how
distracted I had been, it wasn't until I hit pattern altitude on down
wind that the sudden realization hit - that I there was not going to be
any maintaining altitude to make that nice base turn at my opinion
someplace on downwind.
I Immediately initiated the base turn, then found myself wanting to
tighten up the turn (was a little close in on downwind - guess you could
say I was "hugging" the runway - the comfort factor{:>)) Then a
little voice warning about the "Coffin corner turn on base" made me look
at my airspeed in the turn and it was down to 80 mph and rate of descent
up to 1000 fpm. I decided I would rather land in the grass
(overshooting my turn) than dig a hole in the concrete), so I loosened
up my turn and lowered the nose to pick up airspeed (hard to do with the
ground staring me in the face). But, luck or whatever, it all came
together in the last 100 ft or so. Flared to a perfect landing on the
runway, rolled to the end of the runway and made the turn off to the
taxiway coming to a welcomed stop.
So I think its just as important to know when to stop worrying the
technical problem and start worrying about your butt and concentrate on
the flying{:>)
Ed
From: James Kilford
Sent: Friday, July 06, 2012 9:36 AM
Subject: Re: Battery only time -AeroElectric-List: Z-19RB clarification
Ed,
That's an interesting tale about the extra switch & the voltmeter. Glad
you got back okay to tell it.
James
On 6 July 2012 12:35, Ed Anderson <eanderson@carolina.rr.com> wrote:
<eanderson@carolina.rr.com>
Personal experience with a Odyssey PC 680 (one). Apparently hit an
electrical switch with my foot at refueling stop which removed the
alternator feed from my battery. I had two EFI fuel pumps running plus
electronic fuel injectors (4) and dual ignition and normal comm/nav gear
on.
About 40 minutes after take off, engine started to miss which
condition then gradually deteriorated - I misdiagnosed the problem as
being related to fuel feed and failed to notice decreasing battery
voltage (have one volt meter that I switch between battery and
alternator feeds). The voltmeter was set to monitor the alternator
(which was working fine by the way) and the voltage remained at 13.8
volts until engine stoppage at 45 minutes and 5 miles out from Selma Al.
Deadsticked it to a safe airport landing and later discovered battery
voltage was down to six volts - switch in wrong position precluded
alternator power from feeding the battery - yes, design flaw! - since
corrected. Initially, during design phase, I was concerned about a "run
away alternator" causing the battery (inside the cockpit) to possibly
boil/explode. Have a auto alternator so pulling the field coil CB after
it has bootstrapped does no good - alternator keeps on producing - so I
decided a switch to isolate alternator and battery might be smart. In
hindsight, the odds of that condition happened were much less than the
switch designed to prevent being accidently mis-positioned {:<(.
But, my point is that my PC680 did a good job for longer than I would
have expected. So I feel I have a reasonably reliable 30 minutes after
encountering such a problem to making it to the airport for a safe
landing. Had the battery been fully charged - it never charged after
engine start and that drain due to the switch position - I think 5-10
minutes more might have been achieved. However, in hind sight that
would have just placed me further from the airport. Clearly useful time
depends on battery condition and load.
The key, of course, is early indication/recognition of the problem.
No my yellow low voltage light never came on - because the alternator
never stopped producing voltage.
FWIW
Ed
Edward L. Anderson
Anderson Electronic Enterprises LLC
305 Reefton Road
Weddington, NC 28104
http://www.andersonee.com
http://www.eicommander.com
--------------------------------------------------
From: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
Sent: Thursday, July 05, 2012 8:11 PM
To: <aeroelectric-list@matronics.com>
Subject: RE: AeroElectric-List: Z-19RB clarification
<nuckolls.bob@aeroelectric.com>
At 09:52 PM 7/4/2012, you wrote:
<afulmer@charter.net>
Roger,
I am using Z-19RB in my Subaru H6 powered RV7. My understanding as
to why
the endurance bus alternate feed is from the Main Battery only is
that the
engine bus and its battery are reserved for the running of the
engine alone
just as long as possible. I guess if you lose the main battery and
thus the
endurance bus then you can still fly the airplane to a safe landing
site as
long as the engine is running. Whereas, if you lose the engine
battery/bus
the endurance bus is not going to do you any good as you glide to a
landing.
I am sure Bob will chime in with a more elegant explanation.
During normal operations, BOTH batteries are on
line and behave as a single battery equal to their
combined capacity.
When the low volts warning light comes on, all you
have to finish the flight is what ever is carried
in the two batteries.
At that point in time you drop to the ENDURANCE MODE.
Run no piece of equipment that is not necessary for
a no-sweat return to earth.
Repeat after me: "I will KNOW what the capacity of
my batteries is at all times by which I will KNOW
what my endurance limits are in alternator-out
conditions." This usually calls for getting the
battery contactors out of the picture . . . turning
off both battery switches, running the engine from
the engine battery and minimum electro-whizzies on
the endurance bus. Once you have the airport in sight
and are cleared to land, you can turn the main battery
back on and use what ever is left to make a grander
entrance . . . but the idea is that you've kept
the engine's power source fire-walled off in a
separate energy bucket.
Now, if you want to add a second failure to this
scenario, then BOTH battery switches are placed to
ON and you begin moves to expedite landing while
watching bus voltage readings. When it gets down
to 10.5 volts, your on-board battery energy is
more than 95% used up. You need to be on short
final before that time.
Being able to switch the engine from one battery
to the other is a hedge against contactor failure
stacked on top of other failures . . . a statistical
tiny dot on the great horizon of possibilities for
one failure.
Bob . . .
-----
No virus found in this message.
Checked by AVG - www.avg.com
-
ric-List"
target="_blank">http://www.matronics.com/Navigator?AeroElectric-List
MS -
k">http://forums.matronics.com
e -
-Matt Dralle, List Admin.
t="_blank">http://www.matronics.com/contribution
No virus found in this message.
Checked by AVG - www.avg.com
07/06/12
Message 7
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Subject: | Tony Bingelis, "On Engines" |
I need a copy of an air-oil separator drawing that I've learned is on pages, 92-93
of Bingelis' "On Engines".
If anyone on the list has this volume, I would really appreciate your effort to
send me the info.
Thank you,
John
jonlaury AT impulse dot net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=377440#377440
Message 8
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Subject: | Re: Tony Bingelis, "On Engines" |
John, Have you tried doing a search in the "Sport Aviation" archives? Most
of Tony's books were just compilations of his columns.
Rick Girard
On Fri, Jul 6, 2012 at 12:49 PM, jonlaury <jonlaury@impulse.net> wrote:
>
> I need a copy of an air-oil separator drawing that I've learned is on
> pages, 92-93 of Bingelis' "On Engines".
> If anyone on the list has this volume, I would really appreciate your
> effort to send me the info.
>
> Thank you,
> John
> jonlaury AT impulse dot net
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=377440#377440
>
>
--
Zulu Delta
Mk IIIC
Thanks, Homer GBYM
It isn't necessary to have relatives in Kansas City in order to be unhappy.
- Groucho Marx
Message 9
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Subject: | RE "On Engines": DONE! |
Thanks to all,
John
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=377452#377452
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Subject: | Tony Bingelis, "On Engines" |
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of jonlaury
Sent: Saturday, July 07, 2012 3:50 AM
Subject: AeroElectric-List: Tony Bingelis, "On Engines"
--> <jonlaury@impulse.net>
I need a copy of an air-oil separator drawing that I've learned is on pages,
92-93 of Bingelis' "On Engines".
If anyone on the list has this volume, I would really appreciate your effort
to send me the info.
Thank you,
John
jonlaury AT impulse dot net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=377440#377440
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Stewart is quicker on the draw than I am but here is a pdf of page 92 in
case you need it.
John Ciolino
Message 12
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Subject: | Re: Z12 Alternator Amps |
I have been flying my RV7A for 38 hours and all
has been going well. The electrical architecture
Z12, is installed stock and is also working well.
After start with only the Skyview and two Light
Speed Ignitions drawing current the main
alternator shows 14.7 volts and 8 amps. As part
of the =9CAfter Start Check=9D I test the Aux
Alternator by switching the Main Alternator off.
The battery takes over and as the voltage drops
to 12.7 volts the Aux Alternator comes on line.
It will maintain 12.7 volts, so far so good.
You don't mention engine RPM during your cited observations. The SD-20
alternator on a vacuum pump pad will develop full output at 3500 shaft
RPM . . . with a 1.4:1 pad ratio, you need about 2500 engine RPM to get
full output from the SD-20. At 2700 redline on the engine, you can get
more . . . the SD-20 is REALLY a 40A alternator de-rated for limits to
available pad speeds. Your observed drop to 12.7 is consistent with
the SD-20 being essentially relaxed at low engine RPMs and the battery
is picking up the loads. Under this condition, I would expect the alternator
load amps to be small if not zero.
The only time I would attempt to test the SD-20 on the ground is during
engine run-up where you can get a substantial output but still less than 20A
during the mag-check. Same thing goes for the SD-8 alternator. With the
high pulley ratio on belt driven alternators folks are very accustomed
to seeing substantial output from the main alternator and bus voltages
that do not sag to the point that a battery is asked to support ship's
loads.
As I have only one amp indicator on the Skyview I
have a switch to monitor the Main Alternator or
Aux Alternator amps. The Aux Alternator amps
climb up to and sit around 16 amps with no change in the load.
Questions: why is the amperage showing double for
the Aux Alternator? Should I be concerned?
Something is wrong. I would expect to see very few amps from the
SD-20 at ramp RPMs on the engine. How does it perform in flight?
After say 30 minutes of flight when you know that the battery is
topped off, first reduce total ship's loads as much as possible
and switch between the two alternators. See that both support the bus
at similar voltage readings ABOVE 14 volts. Then add small loads
and compare the two alternator output readings. Readings of 20A or
less on the main alternator should be mirrored on the aux alternator.
However, as long as the bus remains above 14 volts with either
alternator, my best guess is that the SD-20 is fine and you've
got an instrumentation problem.
Bob . . .
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Subject: | Wish they would join us here on the AE-List . . . |
While looking for the spec sheet on the SD-20 to refresh
my memory for the earlier posting I ran across this exchange
of conversation about the SD-20 . . .
http://tinyurl.com/7lxm5ep
The writer was attempting to do a load analysis but made
some mystifying statements about his perceptions of current
demands of the LR-3 regulator . . .
We could be helpful to these guys if they would care to
tap the reservoir of collective knowledge available here.
Bob . . .
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Subject: | Re: Z-19RB clarification |
>
>So I think its just as important to know when to stop worrying the
>technical problem and start worrying about your butt and concentrate
>on the flying{:>)
What changes have you made to architecture, development of a Plan-B, and
for a preventative maintenance program to make sure your battery(ies)
are of known quantity?
Bob . . .
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