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1. 09:14 AM - Re: Charging Issue (Robert L. Nuckolls, III)
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| Subject: | Re: Charging Issue |
At 07:15 PM 4/7/2018, you wrote:
>I completed my RV-10 in July of 2015. I also
>have a Plane Power 60A main alternator and a 30A
>alternator as the back up. And I am having the
>exact same symtoms. Plane Power tells me I
>should be getting 14.3 to 14.5 volts on the main
>and slightly less than that on the backup
>alternator. Should the main alternator output
>drop below that of the backup, the backup will
>take over. Fact is The main puts out 13.4V to
>13.6V=C2 and the back running by itself puts out
>about the same. Running both together might get
>me 13.7V. I bought a new 60A alternator and it
>did the same. I had both the new and the old
>tested at a starter/alternator shop and they
>tested to Plane Power specs at 14.5V. My power
>distribution system is a modified Bob Knuckles
>Z-13-8 System. I have noticed there are other
>RV-10 owners having the same issue. I am David Duperron=C2 616-485-5555.
What size is the b-lead wiring from altenrator
to the bus . . . and where are you attaching
the b-lead feeder to the system? Just for
grins, try a temporary b-lead feeder directly
from alternator to the battery terminal of
the starter contactor . . . 6AWG or larger
is good.
The alternators in question SENSE 'bus
voltage' AT THE B-LEAD TERMINAL. Modern
internal regulators are quite accurate
and consistent.
As others have suggested, you first need
to know what the alternator's output voltage
is . . . given consistent results with two
alternators, odd are that the alternator
is fine and you're getting voltage drops
in the path between b-terminal and your
measurement point.
Virtually all the Z-figures show 4AWG feeders
from b-terminals via shortest path to the
power systems FAT wires. The reason for this
is to minimize losses in this high current
pathway . . . a good thing to do whether the
alternator is internally or externally
regulated.
Bob . . .
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