Today's Message Index:
----------------------
1. 05:44 AM - Re: Dynamo vs Alternator (Ernest Christley)
2. 09:30 PM - Re: Re: DPDT Toggle switch for BAT and 2 Alternators? (don van santen)
Message 1
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| Subject: | Re: Dynamo vs Alternator |
Having spent too much time in the air with an engine that I wasn't comforta
ble with, I would say you did the right thing.=C2- My comment was meant t
o relieve the discomfort of people overly concerned about having scratched
the surface of battery usage, and wanting it all to be back before they get
to the run-up area. =C2- It isn't a serious concern, but if you are both
ered by it, it becomes a distraction and should be dealt with.
On Monday, August 27, 2018 6:27 PM, Bobby Paulk <bobbypaulk@comcast.net
> wrote:
Ernest
I am aware of all the factors you mention in your response and took what I
thought to be the best route to not be stranded at a destination airport. I
also had a port to add battery power from an outside source.
Previously if I went out 30 to 40 minutes and reduced power on a down wind
leg and taxied a long way leaving the transponder, strobes, radio, and EFIS
on the battery would not be up to par. I could watch the negative amp flow
on the meter.
The original Jabiru engine needed 300 rpm to generate enough spark to start
. I also fixed that by adding an E-mag on the left side and an improved Hon
da coil on the right side. Now it's up and running before you can take your
finger off the start button. This coupled with the 40 amp alternator that
charges while taxiing makes the airplane much more reliable.Just my humble
opinion.
bobby
Message 2
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| Subject: | Re: DPDT Toggle switch for BAT and 2 Alternators? |
Bob,
The manufacture of Advanced Flight FFIS' recommends the IBBS system
and provides inputs to their systems for tje IBBS. For me it mainly a
brownout battery to keep the two EFIS alive during starting. The EFIS
system is the only source of oil pressure measurements. The re-boot
for the EFIS takes longer than the time I am willing to run the engine
without knowing the oil pressure. I have the z12 system minus the
battery buss and e bus. I noticed that the standby alternator is
connected to the starter contactor via a fusible link that uses a #16
wire as the fuse.The feed to that link is a #10 wire. I thought that
the normal design was to use a fuse link 4 sizes less than the feed.
Is it ok to use #14 wire or is the #16 there to protect the alternator
from putting out enough current to damage the alternator The B&C kit I
bought included a 40 amp anl which also makes me wonder about the #16
fuse link. Thanks in advance for any explanation.
On Mon, Aug 27, 2018 at 4:17 PM Robert L. Nuckolls, III
<nuckolls.bob@aeroelectric.com> wrote:
>
> At 06:22 PM 8/26/2018, you wrote:
>
>
> IBBS is a small Lithium battery.
> http://www.tcwtech.com/ibbs_integrated_backup_battery_system_3ah_6ah.html
>
> --------
> Joe Gores
>
>
> Okay, thanks. I just downloaded the patent on the
> ibbs (8,189,305) along with 'related patents' citen
> on their website. I wonder if the circuitry in their
> patent truly represents the product . . . it's
> REALLY busy! The patent is pretty long in the
> tooth . . . and much simpler approaches
> to a similar product are on the market.
>
> Okay, installation instructions do include
> YEARLY checks for continued air worthiness.
> I presume one would check the chip's battery
> at the same time . . . which means the operator
> needs to develop his/her own airworthiness
> verification protocols.
>
> Igor, what size IBBS are you installing
> and have you established your projected loads
> and design goals for endurance?
>
>
> Bob . . .
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