AeroElectric-List Digest Archive

Sat 07/07/18


Total Messages Posted: 13



Today's Message Index:
----------------------
 
     1. 05:07 AM - Re: Z-13/8 Failure Question (C&K)
     2. 05:07 AM - Re: Re: Sequence for bringing alternators on line. (C&K)
     3. 06:46 AM - Z-* Question (Rocketman1988)
     4. 08:33 AM - Re: Z-* Question (Bill Watson)
     5. 08:54 AM - Re: Z-13/8 Failure Question (Robert L. Nuckolls, III)
     6. 09:04 AM - Re: Z-* Question (Roger Curtis)
     7. 09:09 AM - Re: Re: Sequence for bringing alternators on line. (Carlos Trigo)
     8. 09:39 AM - Re: Z-* Question (Rocketman1988)
     9. 09:43 AM - Re: Re: Sequence for bringing alternators on line. (Robert L. Nuckolls, III)
    10. 11:17 AM - Re: Re: Sequence for bringing alternators on line. (FLYaDIVE)
    11. 11:23 AM - Re: Re: Sequence for bringing alternators on line. (FLYaDIVE)
    12. 02:42 PM - Re: Z-* Question (user9253)
    13. 07:01 PM - Re: Z-* Question (Rocketman1988)
 
 
 


Message 1


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    Time: 05:07:09 AM PST US
    Subject: Re: Z-13/8 Failure Question
    From: C&K <yellowduckduo@gmail.com>
    For my EFI with dual alternators configured similar to Z-14, I have both alternators connected to the battery side of the contactors. Seemed reasonable to me since each of my alts are disconnected when their respective alternator switch is turned off. The main one via an overvoltage disconnect contactor and the second smaller one via a 40 amp relay. ie. they will both charge even if the "battery" contactor is off. My EIS monitors the left battery buss and the EIS is itself powered by the main distribution buss so immediate notification occurs if an alt drops offline. If the battery contactor opens I do lose the EIS and the warnings but then the dead EIS is the warning. The EIS is not essential for me. Even if the main alternator stopped charging or the main battery failed on the same flight I can run on the second alternator and battery indefinitely albeit without the EIS. I have hand held nav and comm backups and I have one switched cig lighter outlet powered from the other battery buss. It can power handheld devices or I can plug in a $4. voltmeter that is sold for monitoring automotive electrical systems. Now that I no longer have any vacuum powered instruments I would have to look at adding a second power source for the EIS and avionics if I still did any IFR flying. As others have said, you definitely need something that immediately notifies you that the battery buss voltage is below normal charging voltage. Mine trigger if the alternator is not maintaining it at greater than 13.5 volts. Ken On 06/07/2018 6:01 PM, BMC_Dave wrote: > > Been pouring through the forums recently, lots of great info and I've been able to answer most of my own questions so far. I'm curious about a particular failure since I'm designing for a SDS EI/EFI plane, perhaps I don't fully understand how the LR-3 module works. > > In Z-13/8 if the battery contactor fails, exceedingly rare and probably with some warning prior to being critical, is there any notification that such a failure has occurred? Any indication the battery has been disconnected from the main ALT? > > I'll be switching the ECU and injectors off the main battery bus. So if what I'm thinking is true I won't get any indication I'm running the engine only off battery power until it stops. An unappealing prospect... > > Also, looking at the reference figures online are these Z-figures the most recent? I ask because it seems the wiring for the main ALT in Z-13 doesn't include the LR-3 module, I have to look at Z-12 for that. Not hard to modify for the combined module, just wondering if there is a Z-13 version out there that includes this. Thanks! > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=481447#481447 > > > . >


    Message 2


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    Time: 05:07:51 AM PST US
    Subject: Re: Sequence for bringing alternators on line.
    From: C&K <yellowduckduo@gmail.com>
    My ND is the same. I turn it on just before startup and off just after shutdown. Ken On 07/07/2018 1:18 AM, Sebastien wrote: > I was out at the aircraft today programming checklists and limits, had > the alternator switch in the main position with the engine not running > and noticed a 7 amp draw which seemed excessive for what was on. > Turned the alternator switch to off and the draw went to 3 amps. Put > my hand on the alternator and it was hot to the touch. Alternator is a > Lamar with internal regulator. Is it normal for a non-turning > alternator to be drawing 4 amps? If so then I think we'll leave it off > until after start and turn it off before shutdown. > > On Wed, Jun 13, 2018 at 1:10 PM, Sebastien <cluros@gmail.com > <mailto:cluros@gmail.com>> wrote: > > The starter contactor is a B&C S702 and SD-8 relay is included in > the PMOV kit so I think the diode is built in as well. > > The E-123 relay is not necessary in the current setup but this > system was originally designed for P-Mags and the start switch was > going to be an S2000 button. I'm guessing that the S2000 needed > the relay and when it was replaced with an ACS switch the relay > was left in for later conversion. > > Thank you all for the replies, I'll just leave the alternator > switch on Main all the time since there's no advantage to turning > it off for engine start. Once the aircraft is through its test > phase we plan on testing the SD-8 on an every 4 months schedule. > > On Wed, Jun 13, 2018 at 6:22 AM, Robert L. Nuckolls, III > <nuckolls.bob@aeroelectric.com > <mailto:nuckolls.bob@aeroelectric.com>> wrote: > > At 09:07 PM 6/12/2018, you wrote: >> <fransew@gmail.com <mailto:fransew@gmail.com>> >> >> The two relays and starter contactor should all have diodes >> just like the battery contactor does. Connect banded end of >> diodes to positive. >> Can the start switch handle the start contactor coil >> current? Or is the E-123 Relay necessary? > > The ACS/Bendix/Gerdes key switch will handle > the automotive starter contacter that's fitted > with a supression diode. Many (like the B&C > S702) have the diode built in. If in doubt, > install a second one . . . two are better > than none. The buffer relay is not necessary > but doesn't hurt anything . . . if left in > add the diode to it too as Joe suggests. > > > Bob . . . > >


    Message 3


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    Time: 06:46:05 AM PST US
    Subject: Z-* Question
    From: "Rocketman1988" <Rocketman@etczone.com>
    I am using a Z-14 based system. I have a question on the alternator B leads. Is there a advantage/disadvantage to connecting them to the BAT side of the contactor rather than the switched side? It appears that you could still isolate the battery from the alternator using the alternator field switch and in the event of a failed open contractor, the alternator could still feed the battery... Just wondering... Read this topic online here: http://forums.matronics.com/viewtopic.php?p=481467#481467


    Message 4


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    Time: 08:33:51 AM PST US
    Subject: Re: Z-* Question
    From: Bill Watson <Mauledriver@nc.rr.com>
    I'm thinking that why would one want the alt to feed the Batt in the case of a failed contactor - the rest of the system is offline at that point, no? On 7/7/2018 9:45 AM, Rocketman1988 wrote: > > I am using a Z-14 based system. > > I have a question on the alternator B leads. > > Is there a advantage/disadvantage to connecting them to the BAT side of the contactor rather than the switched side? It appears that you could still isolate the battery from the alternator using the alternator field switch and in the event of a failed open contractor, the alternator could still feed the battery... > > Just wondering... > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=481467#481467 > > --- This email has been checked for viruses by Avast antivirus software. https://www.avast.com/antivirus


    Message 5


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    Time: 08:54:26 AM PST US
    From: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
    Subject: Re: Z-13/8 Failure Question
    At 05:01 PM 7/6/2018, you wrote: > >Been pouring through the forums recently, lots of great info and >I've been able to answer most of my own questions so far. I'm >curious about a particular failure since I'm designing for a SDS >EI/EFI plane, perhaps I don't fully understand how the LR-3 module works. The LR3C alternator controller is an adjustable linear regulator combined with crowbar over voltage protection and low voltage warning. >In Z-13/8 if the battery contactor fails, exceedingly rare and >probably with some warning prior to being critical, is there any >notification that such a failure has occurred? Any indication the >battery has been disconnected from the main ALT? No. You probably won't be aware of a battery contactor failure until you're on the ground and just happen to shut alternator(s) down first . . . or attempt a preflight for your next sortie. >I'll be switching the ECU and injectors off the main battery bus. So >if what I'm thinking is true I won't get any indication I'm running >the engine only off battery power until it stops. An unappealing prospect... Add lv warning to the battery bus . . . https://goo.gl/sNBCja You would hook such a gizmo to the downstream side of one of the engine accessory switches such that the lv warn gets powered down with the engine. >Also, looking at the reference figures online are these Z-figures >the most recent? I ask because it seems the wiring for the main ALT >in Z-13 doesn't include the LR-3 module, I have to look at Z-12 for >that. Not hard to modify for the combined module, just wondering if >there is a Z-13 version out there that includes this. Thanks! The Z figures are ARCHITECTURE drawings, not wire books nor are they intended to drive decisions for selection of specific components. One might use any combination of ov/lv/regulator in lieu of the LR3 and vise-versa. Battery contactor failure in flight is exceedingly rare. They nearly always annunciate impending failure during an engine start. But be attentive to the FIRST signs of fussiness . . . I had a renter on 1K1 that would go rap on his Cherokee battery contactor with the handle of a screwdriver with the master switch ON . . . seems that this shade tree mechanic's move gave him better starts. We moved off the airport before the contactor went TU so I don't know how long the work-around serviced his intentions to go flying. Contactors I've replaced had been in service years . . . sometimes decades. Teardown inspections showed that the devices were pretty beat up. Whisky barrel contactors are best mounted cap down . . . with a small vent/drain hole added to the hi-point of the cap. Works good . . . lasts a long time . . . Bob . . .


    Message 6


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    Time: 09:04:35 AM PST US
    Subject: Re: Z-* Question
    From: Roger Curtis <rnjcurtis@charter.net>
    SWYgeW91IGhhdmUgYW4gZWxlY3RyaWNhbGx5IGRlcGVuZGVudCBlbmdpbmUgaXQgc2hvdWxkIHJ1 biBvZmYgdGhlIGJhdHRlcnkgYnVzcyBhbmQgbm90IHRocm91Z2ggdGhlIGNvbnRhY3Rvci7CoCBU aGVyZWZvcmUgaWYgeW91IHB1dCBwb3dlciB0byB0aGUgYmF0dGVyeSB5b3Ugd2lsbCBoYXZlIHRo YXQgZW5lcmd5IGF2YWlsYWJsZSB0byBrZWVwIHRoZSBlbmdpbmUgcnVubmluZyBsb25nZXIKUm9n ZXIKCi0tLS0tLS0tIE9yaWdpbmFsIG1lc3NhZ2UgLS0tLS0tLS0KRnJvbTogQmlsbCBXYXRzb24g PE1hdWxlZHJpdmVyQG5jLnJyLmNvbT4gCkRhdGU6IDA3LzA3LzIwMTggIDExOjMzICAoR01ULTA1 OjAwKSAKVG86IGFlcm9lbGVjdHJpYy1saXN0QG1hdHJvbmljcy5jb20gClN1YmplY3Q6IFJlOiBB ZXJvRWxlY3RyaWMtTGlzdDogWi0qIFF1ZXN0aW9uIAoKLS0+IEFlcm9FbGVjdHJpYy1MaXN0IG1l c3NhZ2UgcG9zdGVkIGJ5OiBCaWxsIFdhdHNvbiA8TWF1bGVkcml2ZXJAbmMucnIuY29tPgoKSSdt IHRoaW5raW5nIHRoYXQgd2h5IHdvdWxkIG9uZSB3YW50IHRoZSBhbHQgdG8gZmVlZCB0aGUgQmF0 dCBpbiB0aGUgCmNhc2Ugb2YgYSBmYWlsZWQgY29udGFjdG9yIC0gdGhlIHJlc3Qgb2YgdGhlIHN5 c3RlbSBpcyBvZmZsaW5lIGF0IHRoYXQgCnBvaW50LCBubz8KCk9uIDcvNy8yMDE4IDk6NDUgQU0s IFJvY2tldG1hbjE5ODggd3JvdGU6Cj4gLS0+IEFlcm9FbGVjdHJpYy1MaXN0IG1lc3NhZ2UgcG9z dGVkIGJ5OiAiUm9ja2V0bWFuMTk4OCIgPFJvY2tldG1hbkBldGN6b25lLmNvbT4KPgo+IEkgYW0g dXNpbmcgYSBaLTE0IGJhc2VkIHN5c3RlbS4KPgo+IEkgaGF2ZSBhIHF1ZXN0aW9uIG9uIHRoZSBh bHRlcm5hdG9yIEIgbGVhZHMuCj4KPiBJcyB0aGVyZSBhIGFkdmFudGFnZS9kaXNhZHZhbnRhZ2Ug dG8gY29ubmVjdGluZyB0aGVtIHRvIHRoZSBCQVQgc2lkZSBvZiB0aGUgY29udGFjdG9yIHJhdGhl ciB0aGFuIHRoZSBzd2l0Y2hlZCBzaWRlP8KgIEl0IGFwcGVhcnMgdGhhdCB5b3UgY291bGQgc3Rp bGwgaXNvbGF0ZSB0aGUgYmF0dGVyeSBmcm9tIHRoZSBhbHRlcm5hdG9yIHVzaW5nIHRoZSBhbHRl cm5hdG9yIGZpZWxkIHN3aXRjaCBhbmQgaW4gdGhlIGV2ZW50IG9mIGEgZmFpbGVkIG9wZW4gY29u dHJhY3RvciwgdGhlIGFsdGVybmF0b3IgY291bGQgc3RpbGwgZmVlZCB0aGUgYmF0dGVyeS4uLgo+ Cj4gSnVzdCB3b25kZXJpbmcuLi4KPgo+Cj4KPgo+IFJlYWQgdGhpcyB0b3BpYyBvbmxpbmUgaGVy ZToKPgo+IGh0dHA6Ly9mb3J1bXMubWF0cm9uaWNzLmNvbS92aWV3dG9waWMucGhwP3A9NDgxNDY3 IzQ4MTQ2Nwo+Cj4KPgo+Cj4KPgo+Cj4KPgo+CgoKLS0tClRoaXMgZW1haWwgaGFzIGJlZW4gY2hl Y2tlZCBmb3IgdmlydXNlcyBieSBBdmFzdCBhbnRpdmlydXMgc29mdHdhcmUuCmh0dHBzOi8vd3d3 LmF2YXN0LmNvbS9hbnRpdmlydXMKCl8tPT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09 PT09PT09PT09PT09PT09PT09PT09PT09PT09Cl8tPcKgwqDCoMKgwqDCoMKgwqDCoCAtIFRoZSBB ZXJvRWxlY3RyaWMtTGlzdCBFbWFpbCBGb3J1bSAtCl8tPSBVc2UgdGhlIE1hdHJvbmljcyBMaXN0 IEZlYXR1cmVzIE5hdmlnYXRvciB0byBicm93c2UKXy09IHRoZSBtYW55IExpc3QgdXRpbGl0aWVz IHN1Y2ggYXMgTGlzdCBVbi9TdWJzY3JpcHRpb24sCl8tPSBBcmNoaXZlIFNlYXJjaCAmIERvd25s b2FkLCA3LURheSBCcm93c2UsIENoYXQsIEZBUSwKXy09IFBob3Rvc2hhcmUsIGFuZCBtdWNoIG11 Y2ggbW9yZToKXy09Cl8tPcKgwqAgLS0+IGh0dHA6Ly93d3cubWF0cm9uaWNzLmNvbS9OYXZpZ2F0 b3I/QWVyb0VsZWN0cmljLUxpc3QKXy09Cl8tPT09PT09PT09PT09PT09PT09PT09PT09PT09PT09 PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09Cl8tPcKgwqDCoMKgwqDCoMKgwqDCoMKgwqDC oMKgwqAgLSBNQVRST05JQ1MgV0VCIEZPUlVNUyAtCl8tPSBTYW1lIGdyZWF0IGNvbnRlbnQgYWxz byBhdmFpbGFibGUgdmlhIHRoZSBXZWIgRm9ydW1zIQpfLT0KXy09wqDCoCAtLT4gaHR0cDovL2Zv cnVtcy5tYXRyb25pY3MuY29tCl8tPQpfLT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09 PT09PT09PT09PT09PT09PT09PT09PT09PT09PQpfLT3CoMKgwqDCoMKgwqDCoMKgwqDCoMKgwqDC oCAtIE5FVyBNQVRST05JQ1MgTElTVCBXSUtJIC0KXy09IEFkZCBzb21lIGluZm8gdG8gdGhlIE1h dHJvbmljcyBFbWFpbCBMaXN0IFdpa2khCl8tPcKgwqAgLS0+IGh0dHA6Ly93aWtpLm1hdHJvbmlj cy5jb20KXy09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09 PT09PT09PT09PT0KXy09wqDCoMKgwqDCoMKgwqDCoMKgwqDCoMKgIC0gTGlzdCBDb250cmlidXRp b24gV2ViIFNpdGUgLQpfLT3CoCBUaGFuayB5b3UgZm9yIHlvdXIgZ2VuZXJvdXMgc3VwcG9ydCEK Xy09wqDCoMKgwqDCoMKgwqDCoMKgwqDCoMKgwqDCoMKgwqDCoMKgwqDCoMKgwqDCoMKgwqDCoMKg wqDCoCAtTWF0dCBEcmFsbGUsIExpc3QgQWRtaW4uCl8tPcKgwqAgLS0+IGh0dHA6Ly93d3cubWF0 cm9uaWNzLmNvbS9jb250cmlidXRpb24KXy09PT09PT09PT09PT09PT09PT09PT09PT09PT09PT09 PT09PT09PT09PT09PT09PT09PT09PT09PT09PT0KCgoK


    Message 7


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    Time: 09:09:40 AM PST US
    From: Carlos Trigo <trigo@mail.telepac.pt>
    Subject: Re: Sequence for bringing alternators on line.
    Sebastien That is correct. Once I forgot my alternator switch On for around half na hour, and then fou nd the alternator very, very hot, and the battery almost depleted. Carlos Enviado do meu iPhone No dia 07/07/2018, =C3-s 06:18, Sebastien <cluros@gmail.com> escreveu: > I was out at the aircraft today programming checklists and limits, had the alternator switch in the main position with the engine not running and noti ced a 7 amp draw which seemed excessive for what was on. Turned the alternat or switch to off and the draw went to 3 amps. Put my hand on the alternator a nd it was hot to the touch. Alternator is a Lamar with internal regulator. I s it normal for a non-turning alternator to be drawing 4 amps? If so then I t hink we'll leave it off until after start and turn it off before shutdown. > >> On Wed, Jun 13, 2018 at 1:10 PM, Sebastien <cluros@gmail.com> wrote: >> The starter contactor is a B&C S702 and SD-8 relay is included in the PMO V kit so I think the diode is built in as well. >> >> The E-123 relay is not necessary in the current setup but this system was originally designed for P-Mags and the start switch was going to be an S200 0 button. I'm guessing that the S2000 needed the relay and when it was repla ced with an ACS switch the relay was left in for later conversion. >> >> Thank you all for the replies, I'll just leave the alternator switch on M ain all the time since there's no advantage to turning it off for engine sta rt. Once the aircraft is through its test phase we plan on testing the SD-8 o n an every 4 months schedule. >> >>> On Wed, Jun 13, 2018 at 6:22 AM, Robert L. Nuckolls, III <nuckolls.bob@a eroelectric.com> wrote: >>> At 09:07 PM 6/12/2018, you wrote: >>>> >>>> The two relays and starter contactor should all have diodes just like t he battery contactor does. Connect banded end of diodes to positive. >>>> Can the start switch handle the start contactor coil current? Or is t he E-123 Relay necessary? >>> >>> The ACS/Bendix/Gerdes key switch will handle >>> the automotive starter contacter that's fitted >>> with a supression diode. Many (like the B&C >>> S702) have the diode built in. If in doubt, >>> install a second one . . . two are better >>> than none. The buffer relay is not necessary >>> but doesn't hurt anything . . . if left in >>> add the diode to it too as Joe suggests. >>> >>> >>> Bob . . . >>> >> >


    Message 8


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    Time: 09:39:11 AM PST US
    Subject: Re: Z-* Question
    From: "Rocketman1988" <Rocketman@etczone.com>
    That was my thought, too. If the contactor were to fail OPEN, the alternator would still be able to feed the battery. The battery buss would then be powered as long as the engine was running. You also retain the ability to isolated the battery from the alternator using the field switch. It seems like a viable change to the Z-* systems. I posted the question because the Z-* schematics were drawn with the alternator feeding the switched side of the contactor. There must have been a reason... Maybe Bob can weigh in...am I missing something? Read this topic online here: http://forums.matronics.com/viewtopic.php?p=481472#481472


    Message 9


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    Time: 09:43:44 AM PST US
    From: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
    Subject: Re: Sequence for bringing alternators on line.
    At 12:18 AM 7/7/2018, you wrote: >I was out at the aircraft today programming checklists and limits, >had the alternator switch in the main position with the engine not >running and noticed a 7 amp draw which seemed excessive for what was >on. Turned the alternator switch to off and the draw went to 3 amps. >Put my hand on the alternator and it was hot to the touch. >Alternator is a Lamar with internal regulator. Is it normal for a >non-turning alternator to be drawing 4 amps? If so then I think >we'll leave it off until after start and turn it off before shutdown. Battery on, alternator on, engine not running. Regulator says alternator output is too low and responds by applying full battery voltage to the field . . . bus voltage remains low because the engine is not running. Field warms up . . . but not dangerously so. Downside is significant, unnecessary load on the battery during battery only ground ops. Using the S700-2-10 master switch helps avoid this condition. Bob . . .


    Message 10


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    Time: 11:17:49 AM PST US
    From: FLYaDIVE <flyadive@gmail.com>
    Subject: Re: Sequence for bringing alternators on line.
    Sebastien: Now knowing your system but taking a SWAG... 1 - Master relays draw between 1 to 2 Amps just to close. 2 - Do you have an old style T&B? If so you are looking at another 0.25 to 0.5 Amps. 3 - What other items do you have that may have KEEP-ALIVE circuits? 4 - If the Field of the alternator is wired incorrectly the field will draw all the time and that would be about 12 V / 4 Ohms = 3 Amps or 12 V / 6 Ohms = 2 Amps. Either way that put you right in the area of what you are seeing. Barry On Sat, Jul 7, 2018 at 1:18 AM, Sebastien <cluros@gmail.com> wrote: > I was out at the aircraft today programming checklists and limits, had the > alternator switch in the main position with the engine not running and > noticed a 7 amp draw which seemed excessive for what was on. Turned the > alternator switch to off and the draw went to 3 amps. Put my hand on the > alternator and it was hot to the touch. Alternator is a Lamar with internal > regulator. Is it normal for a non-turning alternator to be drawing 4 amps? > If so then I think we'll leave it off until after start and turn it off > before shutdown. > > On Wed, Jun 13, 2018 at 1:10 PM, Sebastien <cluros@gmail.com> wrote: > >> The starter contactor is a B&C S702 and SD-8 relay is included in the >> PMOV kit so I think the diode is built in as well. >> >> The E-123 relay is not necessary in the current setup but this system was >> originally designed for P-Mags and the start switch was going to be an >> S2000 button. I'm guessing that the S2000 needed the relay and when it was >> replaced with an ACS switch the relay was left in for later conversion. >> >> Thank you all for the replies, I'll just leave the alternator switch on >> Main all the time since there's no advantage to turning it off for engine >> start. Once the aircraft is through its test phase we plan on testing the >> SD-8 on an every 4 months schedule. >> >> On Wed, Jun 13, 2018 at 6:22 AM, Robert L. Nuckolls, III < >> nuckolls.bob@aeroelectric.com> wrote: >> >>> At 09:07 PM 6/12/2018, you wrote: >>> >>> >>> The two relays and starter contactor should all have diodes just like >>> the battery contactor does. Connect banded end of diodes to positive. >>> Can the start switch handle the start contactor coil current? Or is >>> the E-123 Relay necessary? >>> >>> >>> The ACS/Bendix/Gerdes key switch will handle >>> the automotive starter contacter that's fitted >>> with a supression diode. Many (like the B&C >>> S702) have the diode built in. If in doubt, >>> install a second one . . . two are better >>> than none. The buffer relay is not necessary >>> but doesn't hurt anything . . . if left in >>> add the diode to it too as Joe suggests. >>> >>> >>> Bob . . . >>> >> >> >


    Message 11


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    Time: 11:23:41 AM PST US
    From: FLYaDIVE <flyadive@gmail.com>
    Subject: Re: Sequence for bringing alternators on line.
    Oh, Sebastien: Human nature being what it is... There have been MANY a Power Loss issue by pilots starting on Just the Master and Forgetting to turn the Alternator ON. Really reeks hell on the radio and especially with planes with electrical re-tracts. Barry On Sat, Jul 7, 2018 at 1:18 AM, Sebastien <cluros@gmail.com> wrote: > I was out at the aircraft today programming checklists and limits, had the > alternator switch in the main position with the engine not running and > noticed a 7 amp draw which seemed excessive for what was on. Turned the > alternator switch to off and the draw went to 3 amps. Put my hand on the > alternator and it was hot to the touch. Alternator is a Lamar with internal > regulator. Is it normal for a non-turning alternator to be drawing 4 amps? > If so then I think we'll leave it off until after start and turn it off > before shutdown. > > On Wed, Jun 13, 2018 at 1:10 PM, Sebastien <cluros@gmail.com> wrote: > >> The starter contactor is a B&C S702 and SD-8 relay is included in the >> PMOV kit so I think the diode is built in as well. >> >> The E-123 relay is not necessary in the current setup but this system was >> originally designed for P-Mags and the start switch was going to be an >> S2000 button. I'm guessing that the S2000 needed the relay and when it was >> replaced with an ACS switch the relay was left in for later conversion. >> >> Thank you all for the replies, I'll just leave the alternator switch on >> Main all the time since there's no advantage to turning it off for engine >> start. Once the aircraft is through its test phase we plan on testing the >> SD-8 on an every 4 months schedule. >> >> On Wed, Jun 13, 2018 at 6:22 AM, Robert L. Nuckolls, III < >> nuckolls.bob@aeroelectric.com> wrote: >> >>> At 09:07 PM 6/12/2018, you wrote: >>> >>> >>> The two relays and starter contactor should all have diodes just like >>> the battery contactor does. Connect banded end of diodes to positive. >>> Can the start switch handle the start contactor coil current? Or is >>> the E-123 Relay necessary? >>> >>> >>> The ACS/Bendix/Gerdes key switch will handle >>> the automotive starter contacter that's fitted >>> with a supression diode. Many (like the B&C >>> S702) have the diode built in. If in doubt, >>> install a second one . . . two are better >>> than none. The buffer relay is not necessary >>> but doesn't hurt anything . . . if left in >>> add the diode to it too as Joe suggests. >>> >>> >>> Bob . . . >>> >> >> >


    Message 12


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    Time: 02:42:26 PM PST US
    Subject: Re: Z-* Question
    From: "user9253" <fransew@gmail.com>
    If the alternator B lead connects directly to the battery and the battery contactor fails, then how does the alternator field get powered? The alternator quits. Now the main power bus has lost both sources of power. It is better to wire the aircraft with a proven, time tested design. If there is smoke in the cockpit or if a forced landing is imminent, the pilot may want to shut off all electrical power at the source. It is not desirable to have the "B" lead arcing and sparking when gasoline is leaking after accident impact. -------- Joe Gores Read this topic online here: http://forums.matronics.com/viewtopic.php?p=481478#481478


    Message 13


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    Time: 07:01:21 PM PST US
    Subject: Re: Z-* Question
    From: "Rocketman1988" <Rocketman@etczone.com>
    Well, the alternator could get power from the battery buss... Anyway, I am using a modified Z-14 for use with EFII systems. The essential buss will be powered from both batteries through a schottky diode bridge... Read this topic online here: http://forums.matronics.com/viewtopic.php?p=481482#481482




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