---------------------------------------------------------- AeroElectric-List Digest Archive --- Total Messages Posted Wed 04/29/20: 4 ---------------------------------------------------------- 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 _____________________________________ Time: 05:29:43 AM PST US From: Ron Burnett Subject: Re: AeroElectric-List: 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 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 _____________________________________ Time: 06:40:22 AM PST US Subject: Re: AeroElectric-List: Super-whizzy energy management systems From: Finn Lassen 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: > > > 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 _____________________________________ Time: 02:59:37 PM PST US Subject: AeroElectric-List: Re: Logo From: "jdpnm" 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 _____________________________________ Time: 08:30:51 PM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: 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 ------------------------------------------------------------------------------------- Post A New Message aeroelectric-list@matronics.com UN/SUBSCRIBE http://www.matronics.com/subscription List FAQ http://www.matronics.com/FAQ/AeroElectric-List.htm Web Forum Interface To Lists http://forums.matronics.com Matronics List Wiki http://wiki.matronics.com Full Archive Search Engine http://www.matronics.com/search 7-Day List Browse http://www.matronics.com/browse/aeroelectric-list Browse Digests http://www.matronics.com/digest/aeroelectric-list Browse Other Lists http://www.matronics.com/browse Live Online Chat! http://www.matronics.com/chat Archive Downloading http://www.matronics.com/archives Photo Share http://www.matronics.com/photoshare Other Email Lists http://www.matronics.com/emaillists Contributions http://www.matronics.com/contribution ------------------------------------------------------------------------------------- These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.