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
INDEX | Back to Main INDEX |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: Z-13/8 Failure Question |
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
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: Sequence for bringing alternators on line. |
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
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
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
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: Z-* Question |
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
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
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
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: Z-* Question |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Message 7
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
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
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: Z-* Question |
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
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
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
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
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
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
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
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: Z-* Question |
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
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: Z-* Question |
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
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|