Today's Message Index:
----------------------
1. 05:09 AM - Bussmann fuse block firewall forward (johnbright)
2. 06:25 AM - Re: Charging two EarthX batteries (Hariharan Gopalan)
3. 08:05 AM - Re: Bussmann fuse block firewall forward (Robert L. Nuckolls, III)
4. 10:15 AM - Re: DC clamp meter (blues750)
5. 11:51 AM - Batt and Alternator Switch (William Daniell)
6. 12:59 PM - Re: Batt and Alternator Switch (Robert L. Nuckolls, III)
7. 01:42 PM - Re: Batt and Alternator Switch (William Daniell)
8. 01:57 PM - Re: Z-12 Architecture, Back-Up Alternator Wiring (MFleming)
9. 05:00 PM - Re: Re: Z-12 Architecture, Back-Up Alternator Wiring (Robert L. Nuckolls, III)
Message 1
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| Subject: | Bussmann fuse block firewall forward |
Hi Bob,
Question... the Bussmann 15600 series fuseblocks that B&C sells... are they suitable
for mounting on the forward side of the firewall on a tractor airplane like
an RV? I'm wondering about environmental exposure... temperature, vibration,
moisture, fluids, dirt.
Thanks
--------
John Bright, RV-6A, at FWF, O-360
Single batt dual alt SDS EM-5-F.
john_s_bright@yahoo.com, Newport News, Va
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=496184#496184
Message 2
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| Subject: | Re: Charging two EarthX batteries |
Bang on Bob! I was over thinking in the wrong direction and not enough in
the right direction! =F0=9F=99=8F=F0=9F=99=82
On Sun, May 3, 2020, 10:50 PM Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
> At 08:09 PM 5/3/2020, you wrote:
>
> I have two earthX batteries and use an external port to connect an
> optimate TM-291, 5 AMP charger to charge these two batteries. Current set
up
> is to manually connect / disconnect the cable from the port to either
> battery.=C3=82 The only problem with this approach is that when one batt
ery is
> charged, I have to manually connect the second battery. Some kind of a
> voltage sensing relay to switch out the first battery and and connect the
> charger output=C3=82 to the second battery would be an ideal solution.
>
> Wonder if anyone has any tips? I looked at some dual battery chargers, bu
t
> not sure how these would work with the optimate charger and earthX
> batteries.
>
> Thanks
> Hari
>
>
> Why do you need to 'charge' these batteries?
> How often do you fly. How long is your
> longest storage interval?
>
> There is 'tribal knowledge' that suggests
> a benefit for hooking 'shore power'
> to the battery(ies) in a parked airplane. But unlike
> the flooded battery in your grandpa's '54, 6v Pontiac,
> modern SVLA and LiFePo batteries have very low self-discharge
> rates.
>
> Unless you're storing the airplane for a long
> period of time, shore power connection
> isn't really useful . . . and if the charger
> is poorly designed for such service . . . it
> may be detrimental to the service life of the
> battery.
>
> What does EarthX recommend for battery maintenance
> during various intervals of inactivity?
>
> Here's a data-dump on the topic of self-discharge
> in batteries . . . along with a wealth of other
> battery info.
>
> https://tinyurl.com/yczco6vp
>
> If you're going to store for a long time and especially
> if ambient temps are high, consider removing the battery(ies)
> for storage under your bed . . . or some other environmentally
> friendly space.
>
> Otherwise, your batteries should live and perform
> well with no external attention. You do need a charger
> in case of inadvertent depletion of the battery(ies) . . .
> in which case, I would charge them independently
> before flight.
>
> Bob . . .
>
Message 3
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| Subject: | Re: Bussmann fuse block firewall forward |
At 07:08 AM 5/4/2020, you wrote:
><john_s_bright@yahoo.com>
>
>Hi Bob,
>
>Question... the Bussmann 15600 series fuseblocks that B&C sells...
>are they suitable for mounting on the forward side of the firewall
>on a tractor airplane like an RV? I'm wondering about environmental
>exposure... temperature, vibration, moisture, fluids, dirt.
Yes, those live nicely on the firewall.
Bob . . .
Message 4
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| Subject: | Re: DC clamp meter |
"Help us out with your mission."
Hi Bob, I simply want to put a typical inflight load on the fuly charged battery
and perform the below method /test as my benchmark for battery capacity check
and/or replacement. When at 80% of the benchmark, replace battery. I was going
to use old style truck headlight bulbs for a resistive load. Cranking capacity
is not a significant concern for my style of flying operation... (famous
last words?)
>From the Earth FAQ's listing...
Test Method #2 (with timer and DC current meter):
a. Fully charge the battery with an appropriate charger.
b. Turn on all electrical loads and start a timer. The same load must be used in
subsequent years for accuracy.
c. Measure and record the batterys discharge amps using a DC clamp-on current meter
at the positive terminal of the battery.
d. Using the measured amps in the previous step and the batterys nameplate rated
capacity (in Ah), calculate the time to discharge the battery to 80%.
Time to Discharge 80% (Hours)=Rated Capacity in Ah * .8Measured Discharge Amps
For Example (16 Ah Rated Capacity, 5 amp measured discharge rate)
Time to Discharge 80%=16 Ah * .85= 2.56 hours
e. Terminate the test after the number of hours calculated in the previous step
has expired or if the battery is over-discharged (shuts off discharge current).
If the battery is still supplying power at the termination of the test, then
the batterys capacity is greater than 80%. If the batterys capacity is greater
than 80% of it rated or capable of supporting the aircrafts emergency load
for the required amount of time, then the battery has passed the test.
f. Fully charge the battery with an appropriate charger.[/i]
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=496188#496188
Message 5
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| Subject: | Batt and Alternator Switch |
I have a Z16 with a rotax 914. I have two separate switches for Bat and
Alt.
The other day in turbulence while reaching for my GPS a bump caused me to
switch off the BAT while leaving the ALT on. I noticed and
quickly switched the BAT back on.
My interim solution is to make a switch guard.
However I remember reading the that the way to avoid this is to have and
OFF ON ON switch.
Can someone suggest the appropriate switch please.
thanks
Will
William Daniell
LONGPORT
+1 786 878 0246
Message 6
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| Subject: | Re: Batt and Alternator Switch |
At 02:00 PM 5/4/2020, you wrote:
>I have a Z16 with a rotax 914.=C2 I have two
>separate=C2 switches for Bat and Alt.
>
>The other day in turbulence while reaching for
>my GPS a bump caused me to switch off the BAT
>while leaving the ALT on.=C2 I noticed and
>quickly=C2 switched the BAT back on.=C2 =C2
>
>My interim=C2 solution is to make a switch guard.
>
>However I remember reading the that the way to
>avoid this is to have and OFF ON ON switch.=C2 =C2
>
>Can someone suggest the appropriate switch please.
>
>thanks
>
>Will
>
>William Daniell
>LONGPORT
>+1 786 878 0246
The switch depicted on Z16 does just that.
It's a progressive transfer, Two-pole, Three-position,
switch. Available from many sources under various
part numbers, you can get one with fast-on tabs
from B&C as S700-2-20.
https://tinyurl.com/y7ay7lvj
Bob . . .
Message 7
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| Subject: | Re: Batt and Alternator Switch |
thanks
Will
William Daniell
LONGPORT
+1 786 878 0246
On Mon, May 4, 2020 at 4:06 PM Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
> At 02:00 PM 5/4/2020, you wrote:
>
> I have a Z16 with a rotax 914.=C3=82 I have two separate=C3=82 switches
for Bat and
> Alt.
>
> The other day in turbulence while reaching for my GPS a bump caused me to
> switch off the BAT while leaving the ALT on.=C3=82 I noticed and quickly
=C3=82
> switched the BAT back on.=C3=82 =C3=82
>
> My interim=C3=82 solution is to make a switch guard.
>
> However I remember reading the that the way to avoid this is to have and
> OFF ON ON switch.=C3=82 =C3=82
>
> Can someone suggest the appropriate switch please.
>
> thanks
>
> Will
>
> William Daniell
> LONGPORT
> +1 786 878 0246
>
>
> The switch depicted on Z16 does just that.
> It's a progressive transfer, Two-pole, Three-position,
> switch. Available from many sources under various
> part numbers, you can get one with fast-on tabs
> from B&C as S700-2-20.
>
> https://tinyurl.com/y7ay7lvj
>
>
> Bob . . .
>
Message 8
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| Subject: | Re: Z-12 Architecture, Back-Up Alternator Wiring |
Bob,
Well I though we were isolated living in Alaska back in the day but southern Kansas
looks pretty far from welder parts ;- )
I was visiting Oklahoma City, Bartlesville, Fort Smith and Independence last fall...lots
of driving.
Thank you for spending time thinking about this little venture of mine. Unfortunately
the link takes me to the AeroElectric Connection page but no file. Looked
in the .pdf folder but no luck.
Not sure of the Pmag current draw but the manual says to use a 3amp pull-able breaker.
To be honest, the depiction of the fused feeder was just copied from Z-12.
I was thinking if things really went bad with the contacter open and a mag
dead the Pmag would still be operating.
Looking forward to seeing the drawing.
-M
--------
Michael Fleming
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=496198#496198
Message 9
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| Subject: | Re: Z-12 Architecture, Back-Up Alternator Wiring |
At 03:54 PM 5/4/2020, you wrote:
>
>Bob,
>
>Well I though we were isolated living in Alaska back
>in the day but southern Kansas looks pretty far from
>welder parts ;- )
Actually, his problem was with compatibility
of an extension cord that was going to run
from his Welder/GenSet to the pump on the
chute. Needed a somewhat rare 50A-4Wire
plug. But even the smallest necessity can
hold up a expensive operation! On
several occasions I've made trips to metropolitan
supply sources for relatively trivial items
that would hold a $1000/day cattle operation hostage!
>Thank you for spending time thinking about this little venture of mine.
>Unfortunately the link takes me to the AeroElectric Connection page but
>no file. Looked in the .pdf folder but no luck.
Sorry 'bout that. I had posted the wrong file so
even if the link was good, the resulting
download was not. Here's a better shot at
it.
https://tinyurl.com/ydbc5xqt
>Not sure of the Pmag current draw but the manual says to use a 3amp pull-able
>breaker. To be honest, the depiction of the fused feeder was just copied
>from Z-12. I was thinking if things really went bad with the contacter
>open and a mag dead the Pmag would still be operating.
We're talking about a P-Mag, not an E-Mag . . . right?
P-mags have built in alternators. As I recall, the battery
assist was to support cranking and hand-propping
the airplane.
Haven't talked with those guys in a long time. I'll
call down there tomorrow and get my knowledge nugget
updated.
Bob . . .
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