Today's Message Index:
----------------------
1. 05:29 AM - Re: Battery recharge technique (Ron Burnett)
2. 06:40 AM - Re: Super-whizzy energy management systems (Finn Lassen)
3. 02:59 PM - Re: Logo (jdpnm)
4. 08:30 PM - Re: Re: Z-12 Architecture, Back-Up Alternator Wiring (Robert L. Nuckolls, III)
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: Battery recharge technique |
I have a battery doctor that I hook up occasionally and had been running som
e fuel pump tests. The charging voltage is 14.5 from my Plane Power alternat
or.
One Oddessy PC680 I replaced during condition inspection in October 2019 and
the other is 20 months old.
I have over 400 hours using the Bus Manager and 260 hours with the Lycoming 0
360 and EFII system.
I will check all my connections.
Ron Burnett
May you have the Lord's blessings today!
Sent from my iPad
> On Apr 28, 2020, at 1:08 PM, Robert L. Nuckolls, III <nuckolls.bob@aeroele
ctric.com> wrote:
>
> =EF=BB At 11:01 AM 4/28/2020, you wrote:
net>
>>
>> My RV6A had dual batteries and the Bus Manager system from Protek and a d
ual EFII ignition system.
>>
>> What is the proper order (technique) for hooking a charger up.
>
> How big a charger is this? i.e. what is the
> charge current? Do I presume correctly that
> the charger has a 'maintenance' mode and
> can be left connected indefinitely?
> What is your thinking for using a 'charger'
> as opposed to simple battery maintainers?
>
> The artfully maintained AGM battery has a very
> low self-discharge rated. This means that if
> you fly at least once every 30 days, the
> battery(ies) will be up and ready for
> every flight. For long term storage like
> over the winter, it's useful to use a
> small battery maintainer . . . a small
> almost-a-charger that offsets the tiny
> self-discharge currents and keeps the
> battery topped off.
>
> The only time you need a CHARGER is when
> the battery has been inadvertently depleted and
> requires substantial replenishment. In this case,
> having a charge rate of 3, 6, or even 10A
> will get the battery back on its feet.
>
>> The charger has three settings the last being AGM for my
>> Oddessy PC680s. Such as when to plug charger into the electric, etc.
>>
>> Also, in a dual system can I charge both batteries by hookup to the
>> alternator fat wire and would I still use AGM?
>
> I'm assuming you are expecting the charger to emulated
> a running alternator. To make this work, your system
> would have to be powered up with both battery
> contactors closed.
>
> Charging in-situ batteries from outside
> the aircraft is best managed by a charging
> or 'ground maintenance' connector. Preferably
> one for each battery. Of course, these
> same connectors would provide a means
> for applying battery maintainers for
> long term storage.
>
> Bob . . .
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: Super-whizzy energy management systems |
The ProTek schematic does not specify how the power to ignition switch
is supplied.
I don't see "Alternator charge isolation for two-battery system." That
appears manual - pilot should be able to switch off alternator -- wrong
circuit breaker.
"In this scenario, the battery does not disconnect but instead blocks
the excess current/voltage into the battery." Doesn't make sense.
Obviously the cause was the faulty alternator grounding.
Secondary cause was wrong circuit breaker (and no OV protection).
Possibly wrong wiring of power to ignition switch.
Not sure I would want batteries that automatically disconnects.
Finn
On 4/28/2020 2:39 PM, Robert L. Nuckolls, III wrote:
> <nuckolls.bob@aeroelectric.com>
>
> I just became aware of an incident involving
> complete loss of power from an electrically
> dependent engine that occurred some years ago.
>
> The accident airplane had a lot in common
> with the narrative we have going with Ron.
>
> I've posted a copy of a narrative at
>
> https://tinyurl.com/y7xksy6v
>
>
> While this narrative has a lot more data
> than most 'dark-n-scarry-nite' stories
> in the journals, it is still short of
> critical information necessary to
> ferret out root cause.
>
> Fortunately, the pilot walked away. I'll
> suggest this is a classic example of a system
> that was too complex, would not yield to
> a critical FMEA and may have suffered some
> deficiencies in craftsmanship.
>
> I'll let you guys read this thing first and
> come up with questions one might ask if
> you were on an accident investigation team.
>
>
> 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 |
|
Looks Good. You might want to move the 'onecction" closer to the "C"
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=496132#496132
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-12 Architecture, Back-Up Alternator Wiring |
>Speaking to B&C today about their standby
>alternator had me include their standby
>regulator. The wiring of it is per their
>drawings. B&C say=99s the standby alternator
>wired this way would run in parallel with the
>main alternator and would be excited and pick up
>the load when the main bus voltage fell below a
>predefined level and would need no pilot input.
>I=99m not sure why they show a switch but I included it.
Yup, that's what it was designed to do. If $cash$ is
no object, the system will certainly perform as
advertised. I designed it.
I suggest that all that automation has no direct
benefit with respect to 'saving the day' in the
event of main alternator failure. The majority
of such systems will never be called upon to
perform their intended task. Well maintained
alternator up front is going to run TBO on
the engine. The Z101 philosophy was, "yeah,
I want that capability there and available with
just the flip of a switch for the least
cost of installation." But it's your choice.
>My plans are to have one Pmag or a SureFly mag
>replacement and a traditional mag, so that setup is included.
What's your proposed fuel delivery system?
>I=99m sure I missed something and am looking
>forward to learning even more than I already have.
If your engine isn't electrically dependent
and you want the aux alternator will full
compliment of bells/whistles, then Z12
is your best fit.
Clearance delivery option comes standard on the E-bus
Bob . . .
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! --
|