Today's Message Index:
----------------------
1. 05:53 AM - Re: Re: Premature EarthX death? (bob noffs)
2. 07:00 AM - What to do with a SB1B-14? (David Carter)
3. 07:21 AM - Re: Re: Premature EarthX death? (Ken Ryan)
4. 09:22 AM - Re: What to do with a SB1B-14? (Robert L. Nuckolls, III)
5. 10:28 AM - Re: What to do with a SB1B-14? (David Carter)
6. 02:52 PM - Current consumption of Facet cube fuel pump (Peter Pengilly)
7. 03:22 PM - Re: Current consumption of Facet cube fuel pump (Joe Dubner)
Message 1
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| Subject: | Re: Premature EarthX death? |
i can't believe this conversation is going on and earthx hasn't been
contacted. from my experience with them they really are the experts on
this. no offense to anyone but THIS is their thing.
On Sat, Jun 20, 2020 at 11:19 AM <berkut13@berkut13.com> wrote:
> You do know there is a specific process to =9Cre-activate=9D
an EarthX battery
> once the discharge protection is activated, right? Was that tried? It
> won=99t accept a charge until that is completed.
>
> -James
>
>
> *From:* owner-aeroelectric-list-server@matronics.com [mailto:
> owner-aeroelectric-list-server@matronics.com] *On Behalf Of *Ken Ryan
> *Sent:* Friday, June 19, 2020 3:27 PM
> *To:* aeroelectric-list@matronics.com
> *Subject:* Re: AeroElectric-List: Re: Premature EarthX death?
>
>
> It was never in service. It was for an unfinished project. It was about
> two or three years old, I think. It had been charged periodically during
> the first couple of years using EarthX recommended charger. Then at about
2
> or 3 years old I finally developed a load test system and so I did a load
> test. I no longer have that record, but it tested as expected. Then I
> charged it back up and it sat for a year. That's when it was dead. I
> suppose it is possible that I did not charge it after the load test. But
at
> the price of those things and having previous experience failing motorcyc
le
> batteries, that seems unlikely.
>
>
> On Fri, Jun 19, 2020 at 12:14 PM Robert L. Nuckolls, III <
> nuckolls.bob@aeroelectric.com> wrote:
>
> At 02:19 PM 6/19/2020, you wrote:
>
> Thanks Bob. Now that you have pointed it out, it seems obvious that the
> BMS could never protect from self-discharge!
>
> Ken
>
>
> How long had the battery been in
> satisfactory service before it when
> t.u.?
>
> Bob . . .
>
>
Message 2
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| Subject: | What to do with a SB1B-14? |
Hi,
I'm planning to upgrade my RV-7A electrical system based on the Z101
design. I recently purchased a new BC460-H aux alternator & a generic Ford
regulator. I then had the good fortune of having someone give me brand
new SB1B-14
backup regulator.
I currently have a Plane Power internally-regulated primary alternator
installed.
I'm looking for suggestions on what to do.
Return the generic Ford regulator, keep the B&C regulator, and deviate from
Z101?
Put the SB1B-14 up for sale?
Try to trade the SB1B-14 for a LR3D-14 to go with a new B&C primary
alternator to replace the PP?
Regards,
David
--
---
David Carter
david@carter.net
Message 3
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| Subject: | Re: Premature EarthX death? |
The battery was discarded a couple of years ago. I see no point in
contacting them now.
On Sun, Jun 21, 2020, 04:58 bob noffs <icubob@gmail.com> wrote:
> i can't believe this conversation is going on and earthx hasn't been
> contacted. from my experience with them they really are the experts on
> this. no offense to anyone but THIS is their thing.
>
> On Sat, Jun 20, 2020 at 11:19 AM <berkut13@berkut13.com> wrote:
>
>> You do know there is a specific process to =9Cre-activate=9D
an EarthX
>> battery once the discharge protection is activated, right? Was that
>> tried? It won=99t accept a charge until that is completed.
>>
>> -James
>>
>>
>>
>>
>>
>> *From:* owner-aeroelectric-list-server@matronics.com [mailto:
>> owner-aeroelectric-list-server@matronics.com] *On Behalf Of *Ken Ryan
>> *Sent:* Friday, June 19, 2020 3:27 PM
>> *To:* aeroelectric-list@matronics.com
>> *Subject:* Re: AeroElectric-List: Re: Premature EarthX death?
>>
>>
>>
>> It was never in service. It was for an unfinished project. It was about
>> two or three years old, I think. It had been charged periodically during
>> the first couple of years using EarthX recommended charger. Then at abou
t 2
>> or 3 years old I finally developed a load test system and so I did a loa
d
>> test. I no longer have that record, but it tested as expected. Then I
>> charged it back up and it sat for a year. That's when it was dead. I
>> suppose it is possible that I did not charge it after the load test. But
at
>> the price of those things and having previous experience failing motorcy
cle
>> batteries, that seems unlikely.
>>
>>
>>
>> On Fri, Jun 19, 2020 at 12:14 PM Robert L. Nuckolls, III <
>> nuckolls.bob@aeroelectric.com> wrote:
>>
>> At 02:19 PM 6/19/2020, you wrote:
>>
>> Thanks Bob. Now that you have pointed it out, it seems obvious that the
>> BMS could never protect from self-discharge!
>>
>> Ken
>>
>>
>> How long had the battery been in
>> satisfactory service before it when
>> t.u.?
>>
>> Bob . . .
>>
>>
Message 4
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| Subject: | Re: What to do with a SB1B-14? |
At 08:56 AM 6/21/2020, you wrote:
>Hi,=C2
>
>I'm planning to upgrade my RV-7A electrical
>system based on the Z101 design. I recently
>purchased a new BC460-H aux alternator & a
>generic Ford regulator. I then had the good
>fortune of having someone give me brand new=C2 SB1B-14 backup regulator.=C2
>
>I currently have a Plane Power
>internally-regulated primary alternator installed.=C2
>
>I'm looking for suggestions on what=C2 to do.=C2
>
>Return the generic Ford regulator, keep the B&C
>regulator, and deviate from Z101?=C2
>
>Put the =C2 SB1B-14 up for sale?=C2
>
>Try to trade the SB1B-14 for a LR3D-14 to go
>with a new B&C primary alternator to replace the PP?=C2
>David Carter
><mailto:david@carter.net>david@carter.net
Remember, the Z-figures are, first and foremost, illustrations
of ARCHITECTURE . . . yes, there are specific component callouts
. . . but there are often more than one, perhaps many alternatives
that would perform as advertised without violating the spirit and
intent of the architecture.
I really down-scaled the price, weight and complexity of the
aux alternator installation shown in Z101. That alternator
has a low probability of ever being needed in distress. For
the vast majority if not all of it's lifetime in the airplane,
(except for pre-flight testing) it sits there doing nothing.
I deleted low voltage warning and ov management because
any time you have that system running, you're automatically
in a state of heightened awareness.
Low voltage warning is redundant. You turned it on in the
first place because the main alternator rolled over.
Probability of having two alternators go bad (fail
to function -OR- go into ov runaway) during the
consumption of one tank of fuel is nanoscopic.
Hence it seemed quite reasonable to reduce the bells-n-
whistles in the aux alternator system to a minimum.
But that is YOUR CHOICE. If you already have hardware
in hand there's not a thing wrong with going ahead and
using it. You COULD install it with the same utility
as the Ford regulator . . . leave off the lv warning
light and alternator loaded current sensor.
That SB1 current sensor was crafted to assuage worries
by those-who-know-more-about-airplanes than we do
in Washington.
In retrospect, there were MUCH easier ways to
annunciate the alternator's activation than hanging
that Hall sensor on the b-lead. Further, there's
no need to annunciate 'overload' by flashing the
annunciator . . . the alternator is a 40A machine
in an rpm-limited installation . . . overloading
it simply means you get a depressed bus voltage
which is easily detected on a variety of displays
these days.
I wouldn't agonize over the decision much. The
SB1 has a rich and successful history of value
and performance on a LOT of TC and OBAM aircraft.
Go ahead and use it . . . trimming features is
your option. But most of all folks, don't let
architecture component suggestions drive expensive
or impractical decisions . . . you done good
David . . . we're talking about it here before
you make any big moves.
Bob . . .
Message 5
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| Subject: | Re: What to do with a SB1B-14? |
Bob - thanks, that all makes sense to me. I assume there's also no need to
swap out the internally-regulated PP main alternator?
On Sun, Jun 21, 2020 at 12:24 PM Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
> At 08:56 AM 6/21/2020, you wrote:
>
> Hi,=C3=82
>
> I'm planning to upgrade my RV-7A electrical system based on the Z101
> design. I recently purchased a new BC460-H aux alternator & a generic For
d
> regulator. I then had the good fortune of having someone give me brand ne
w=C3=82
> SB1B-14 backup regulator.=C3=82
>
> I currently have a Plane Power internally-regulated primary alternator
> installed.=C3=82
>
> I'm looking for suggestions on what=C3=82 to do.=C3=82
>
> Return the generic Ford regulator, keep the B&C regulator, and deviate
> from Z101?=C3=82
>
> Put the =C3=82 SB1B-14 up for sale?=C3=82
>
> Try to trade the SB1B-14 for a LR3D-14 to go with a new B&C primary
> alternator to replace the PP?=C3=82
>
>
> David Carter
> david@carter.net
>
>
> Remember, the Z-figures are, first and foremost, illustrations
> of ARCHITECTURE . . . yes, there are specific component callouts
> . . . but there are often more than one, perhaps many alternatives
> that would perform as advertised without violating the spirit and
> intent of the architecture.
>
> I really down-scaled the price, weight and complexity of the
> aux alternator installation shown in Z101. That alternator
> has a low probability of ever being needed in distress. For
> the vast majority if not all of it's lifetime in the airplane,
> (except for pre-flight testing) it sits there doing nothing.
>
> I deleted low voltage warning and ov management because
> any time you have that system running, you're automatically
> in a state of heightened awareness.
>
> Low voltage warning is redundant. You turned it on in the
> first place because the main alternator rolled over.
> Probability of having two alternators go bad (fail
> to function -OR- go into ov runaway) during the
> consumption of one tank of fuel is nanoscopic.
>
> Hence it seemed quite reasonable to reduce the bells-n-
> whistles in the aux alternator system to a minimum.
> But that is YOUR CHOICE. If you already have hardware
> in hand there's not a thing wrong with going ahead and
> using it. You COULD install it with the same utility
> as the Ford regulator . . . leave off the lv warning
> light and alternator loaded current sensor.
>
> That SB1 current sensor was crafted to assuage worries
> by those-who-know-more-about-airplanes than we do
> in Washington.
>
> In retrospect, there were MUCH easier ways to
> annunciate the alternator's activation than hanging
> that Hall sensor on the b-lead. Further, there's
> no need to annunciate 'overload' by flashing the
> annunciator . . . the alternator is a 40A machine
> in an rpm-limited installation . . . overloading
> it simply means you get a depressed bus voltage
> which is easily detected on a variety of displays
> these days.
>
> I wouldn't agonize over the decision much. The
> SB1 has a rich and successful history of value
> and performance on a LOT of TC and OBAM aircraft.
> Go ahead and use it . . . trimming features is
> your option. But most of all folks, don't let
> architecture component suggestions drive expensive
> or impractical decisions . . . you done good
> David . . . we're talking about it here before
> you make any big moves.
>
>
> Bob . . .
>
--
---
David Carter
david@carter.net
Message 6
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| Subject: | Current consumption of Facet cube fuel pump |
Does anyone know the power rating (or current consumption) of a Facet 40105
fuel pump when operating at the low pressure end of its range (3 psi)?
Thanks, Peter
Message 7
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| Subject: | Re: Current consumption of Facet cube fuel pump |
Peter,
Can't speak for the "low pressure end of its range" but I measured mine drawing
1.4A at 14V in a Long-EZ. Fed with 20 AWG wire and protected by a 5A fuse.
--
Joe
Independence, OR
Peter Pengilly wrote on 6/21/2020 14:46:
> Does anyone know the power rating (or current consumption) of a Facet 40105
> fuel pump when operating at the low pressure end of its range (3 psi)?
>
>
>
> Thanks, Peter
>
>
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