Today's Message Index:
----------------------
1. 04:07 AM - Re: Battery charging (racerjerry)
2. 05:15 AM - Re: Battery charging (Steve Kelly)
3. 06:22 AM - Re: Battery charging (Kent or Jackie Ashton)
4. 07:02 AM - Regulator for use with O-200 generator ()
5. 07:15 AM - Re: Battery charging (user9253)
6. 07:37 AM - Skipping the Endurance Bus (Art Zemon)
7. 01:51 PM - How to Switch Five Devices (Art Zemon)
8. 03:53 PM - Re: Skipping the Endurance Bus (donjohnston)
9. 04:47 PM - SuperSTOL / Rotax 914 proposed wiring (Ken Ryan)
10. 05:01 PM - Re: How to Switch Five Devices (user9253)
11. 05:06 PM - Re: SuperSTOL / Rotax 914 proposed wiring (Rick Beebe)
12. 05:51 PM - Re: Skipping the Endurance Bus (Charlie England)
13. 07:13 PM - Re: Squeezing a battery (Sebastien)
14. 07:29 PM - Re: Re: Squeezing a battery (Robert L. Nuckolls, III)
15. 08:12 PM - Re: Skipping the Endurance Bus (Art Zemon)
Message 1
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| Subject: | Re: Battery charging |
Long #14 wire from Aux Battery to main buss.
It's early yet, but my first thoughts revolves around a hypothetical short to ground
in the middle of the wire. Would not you need a fuse at both ends to adequately
protect the wire?
Or am I full of crap?
--------
Jerry King
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459285#459285
Message 2
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| Subject: | Re: Battery charging |
Joe,
I think that would work to charge the battery, but I'm not sure that would do
what I want. My intention here is to be able to turn on this small accessory
buss without turning on the main and lighting up the entire electrical system
just to use a few items while on the ground. This is something I always disliked
with factory planes where everything comes on with the master switch just
so you could run cockpit lites or listen to ATIS.
The way I have it set up is through an on-off-on switch. This switch feeds buss
#2 and power comes into the switch from both batteries. The buss can only
be fed from 1 battery at a time. The master switch must be on to get power from
battery #1. And there is a fuse at both feeds to the switch.
Also, there already is an extra #20 wire in place that I could use to charge
the battery if you think that might work.
Thanks for the input, Steve
--------
Steve
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459286#459286
Message 3
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| Subject: | Re: Battery charging |
> On Aug 6, 2016, at 1:20 PM, Steve Kelly <amsk22@gmail.com> wrote:
>
>
> I have a small 9ah sealed lead-acid battery in the back of my plane that I use
mainly to operate some things on the ground without having to use the main battery
which is on the firewall. It is also available, should I need it in flight
to power a few items such as the com or the flight display.
> This battery feeds buss #2 with a #14 wire, again coming from the back of the
plane.
> I have been charging this with a battery charger, but would like to be able
to charge it off the main buss when the engine is running.
It seems like this could all be automated using Bobs diagrams something like so:
- Charge both the main and 2nd battery from the alternator with the 2nd battery
being fed through a 30V 9A Schottky diode that allows to to charge but isolates
the 2nd battery unless you select your essential bus.
- Setup a main and essential bus. Feed the E-bus from the main bus through a diode.
I have set up Main & E-bus arrangements a couple of ways (using fuseblocks).
Once I used a large (14 fuse?) bussman fuse block and a small 6-fuse block
and connected them with the diode. Another time I used a large bussman fuse
block, opened it up and cut the center conductor to make two separate fuseblocks.
I brazed a tab on the smaller end which became the E-bus side and the
other side became the main bus side. Then I fed the E-bus side with a diode from
the main side.
- When you need the E-bus items, throw a switch that powers the E-bus from the
2nd battery.
- If either battery needs a charge, put the charger on the common charging circuit.
-Kent
Message 4
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| Subject: | Regulator for use with O-200 generator |
Friend needs a regulator to replace a VR300-14-20 on his O-200 powered experimental
and doesn't really want to spend 200+ for it. Does anyone know what the equivalent
would be for this Delco regulator?
Rodney Hall
Message 5
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| Subject: | Re: Battery charging |
Steve,
There is more than one way to accomplish your goal. Both Jerry and Kent offer
good suggestions. And your plan will work too. Since there are two power sources,
fuse the 20 AWG wire at both ends and use a Schottky diode because it has
a lower voltage drop. The aux battery will not charge if the diode drops too
much voltage. You do not need a resistor. That 20 gauge wire has enough resistance.
If the fuse protecting it blows, no harm will be done. It will just
be back in the same situation that it is in now without that 20 gauge wire.
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459290#459290
Message 6
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| Subject: | Skipping the Endurance Bus |
Folks,
Please double-check my logic. I am designing the electrical system for my
BD-4C, which is a largely mechanical airplane. Totaling up the typical
current draw for everything except pitot heat, I am at 21 amps. Max draw is
28 amps. Since a B&C backup alternator can supply 30 amps at cruise RPM, it
seems that I don't need an endurance bus at all. Instead, I would have the
following emergency procedure:
In Case of Alternator Failure
1. Primary alternator OFF
2. Backup alternator ON
3. Pitot heat OFF (unless required for flight)
I do still need to add a couple of items to my equipment list but neither
draws much current: electronic ignition and a second com radio.
Does this make sense? Am I missing something?
-- Art Z.
--
http://CheerfulCurmudgeon.com/ <http://cheerfulcurmudgeon.com/>
*"If I am not for myself, who is for me? And if I am only for myself, what
am I? And if not now, when?" Hillel*
Message 7
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| Subject: | How to Switch Five Devices |
Question for y'all: I want a single switch to turn my EFIS on and off. That
means it will power on/off five devices. There isn't much current, less
than 2 A total. What is the right way to construct this?
- Bring all of the "red wires" together a few inches from the switch,
splice them to a single piece of wire, and put the FastOn connector on the
single wire?
- Use a little FastOn tab block like this?
http://www.te.com/usa-en/product-41484.html
- Something else?
Thanks,
-- Art Z.
--
http://CheerfulCurmudgeon.com/ <http://cheerfulcurmudgeon.com/>
*"If I am not for myself, who is for me? And if I am only for myself, what
am I? And if not now, when?" Hillel*
Message 8
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| Subject: | Re: Skipping the Endurance Bus |
That's the logic I used.
Primary alternator, secondary alternator (20a), battery.
My ultimate backup is my iPad with Foreflight connected to a Stratus II that should
be able to run for at least five hours.
If I have failures on all of those then someone up there really doesn't like me.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459301#459301
Message 9
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| Subject: | SuperSTOL / Rotax 914 proposed wiring |
This is the third time I have tried to post this, but the previous two have
been denied because because of the attachments (even though their combined
size is only about 200kb). I will try one more time.
Attached is a proposed wiring diagram (.jpg file) and narrative (.pdf file)
with things such as description, load analysis, emergency procedures, etc.
All comments are welcome.
Ken
Message 10
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| Subject: | Re: How to Switch Five Devices |
How about putting all 5 wires into the barrel of one faston made for a larger wire
size like 14 or 12 AWG? Use heat shrink for strain relief.
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459303#459303
Message 11
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| Subject: | Re: SuperSTOL / Rotax 914 proposed wiring |
It's bizarre you're getting those denied messages because I've received
all three. Are you sure the message isn't coming back from a
subscriber's mail server?
--Rick
On 8/7/2016 7:45 PM, Ken Ryan wrote:
> This is the third time I have tried to post this, but the previous two
> have been denied because because of the attachments (even though their
> combined size is only about 200kb). I will try one more time.
>
> Attached is a proposed wiring diagram (.jpg file) and narrative (.pdf
> file) with things such as description, load analysis, emergency
> procedures, etc. All comments are welcome.
>
> Ken
Message 12
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| Subject: | Re: Skipping the Endurance Bus |
On 8/7/2016 9:36 AM, Art Zemon wrote:
> Folks,
>
> Please double-check my logic. I am designing the electrical system for
> my BD-4C, which is a largely mechanical airplane. Totaling up the
> typical current draw for everything except pitot heat, I am at 21
> amps. Max draw is 28 amps. Since a B&C backup alternator can supply 30
> amps at cruise RPM, it seems that I don't need an endurance bus at
> all. Instead, I would have the following emergency procedure:
>
> In Case of Alternator Failure
>
> 1. Primary alternator OFF
> 2. Backup alternator ON
> 3. Pitot heat OFF (unless required for flight)
>
> I do still need to add a couple of items to my equipment list but
> neither draws much current: electronic ignition and a second com radio.
>
> Does this make sense? Am I missing something?
>
> -- Art Z.
>
> --
> http://CheerfulCurmudgeon.com/ <http://cheerfulcurmudgeon.com/>
>
> /"If I am not for myself, who is for me? And if I am only for myself,
> what am I? And if not now, when?" Hillel/
The only question would be whether you intend to fly IFR, & actually
need pitot heat. Plan B might be in order, because that alone would
probably take almost half your backup alt's capacity.
On a tangent to that...
A friend who's a retired Pratt engineer built an RV-6A a number of years
ago. His choice of engine monitor had the option of adding air data, so
his regular ASI was hooked to the standard pitot, and the ASI input on
the monitor was hooked to a 'pitot port' installed in the pressurized
section of the cowl above the engine. Airspeed indications of the two
indicators agreed with each other within a couple of knots, over the
speed range of the plane.
Charlie
Message 13
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| Subject: | Re: Squeezing a battery |
Further along, in the EAC book Bob provides a procedure for testing the regulator
in flight and suggests wiring the regulator sense directly to the battery if
there is a difference between the battery voltage and the bus voltage. My voltage
regulator in 12 inches from the battery which leads me to wonder:
Is there any reason NOT to have the regulator sense battery voltage directly at
the battery? Any reason to have holes in the firewall to sense anywhere else?
Thank you.
Sebastien
> On Jul 28, 2016, at 10:36, Sebastien <cluros@gmail.com> wrote:
>
> I recently built a battery holder for an Odyssey PC545 battery to mount it on
the firewall. Thought I had left a bit of wiggle room to get the battery in and
out but now that it's bolted to the firewall it's in there tight. I don't mind
having to remove 5 bolts every couple years to remove the battery (better
than remaking the holder) but will it damage the battery to squeeze it? I don't
think there is much if any pressure on the battery but it's already going to
be stressed sitting in the heat in the engine compartment. Do these batteries
need room to thermally expand at all?
>
> <image1.JPG>
>
>
> Thank you
>
> Sebastien
Message 14
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| Subject: | Re: Squeezing a battery |
At 09:12 PM 8/7/2016, you wrote:
>
>Further along, in the EAC book Bob provides a procedure for testing
>the regulator in flight and suggests wiring the regulator sense
>directly to the battery if there is a difference between the battery
>voltage and the bus voltage. My voltage regulator in 12 inches from
>the battery which leads me to wonder:
>
>Is there any reason NOT to have the regulator sense battery voltage
>directly at the battery? Any reason to have holes in the firewall to
>sense anywhere else?
Yes . . . that lead may draw some small current
that would discharge the battery of a parked airplane.
Moving it to the battery is a TROUBLE SHOOTING
activity . . . not a suggestion for architecture.
The properly fabricated system operates as
advertised with the sense lead watching the
main bus.
Bob . . .
Message 15
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| Subject: | Re: Skipping the Endurance Bus |
Charlie,
Good catch. Yes, this will be an IFR airplane. To the electrical load
analysis that I have already done, I still need to add the second comm
radio and the second EFIS screen, but those are minor loads compared to the
pitot heat.
Cheers,
-- Art Z.
On Sun, Aug 7, 2016 at 7:54 PM, Charlie England <ceengland7@gmail.com>
wrote:
> The only question would be whether you intend to fly IFR, & actually need
> pitot heat. Plan B might be in order, because that alone would probably
> take almost half your backup alt's capacity.
>
--
http://CheerfulCurmudgeon.com/ <http://cheerfulcurmudgeon.com/>
*"If I am not for myself, who is for me? And if I am only for myself, what
am I? And if not now, when?" Hillel*
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