Today's Message Index:
----------------------
1. 08:18 AM - Re: Re: RV10 Single Batt + Dual Alternator (Robert L. Nuckolls, III)
2. 08:26 AM - Re: RV10 Single Batt + Dual Alternator (supik)
3. 08:43 AM - Re: Bus Bar Equivalent AWG (Drum)
4. 10:21 AM - Re: Re: RV10 Single Batt + Dual Alternator (Robert L. Nuckolls, III)
5. 10:22 AM - Re: Re: Bus Bar Equivalent AWG (Robert L. Nuckolls, III)
6. 03:11 PM - Re: RV10 Single Batt + Dual Alternator (supik)
7. 07:03 PM - Re: Re: RV10 Single Batt + Dual Alternator (Robert L. Nuckolls, III)
Message 1
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| Subject: | Re: RV10 Single Batt + Dual Alternator |
> >
> > > When I sum up the Total BUS Peak Draw (9.04A) + Top Delta Peak
> of the GTN COM connection (assume this connection is shorted):
> TOTAL PEAK with fault on the GTN COM side equals 15.02 Amp
> > >
> > > Adding 20% reserve - I would need 18.8 Amp minimum CB rating
> for the AVIONX ESS bus. Thus a 20Amp CB is enough.
> > >
> > > Is my approach correct?
I'm talking about the 20A cb on the bus feeder?
Bob . . .
Message 2
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| Subject: | Re: RV10 Single Batt + Dual Alternator |
nuckolls.bob(at)aeroelect wrote:
>
> > >
> > > > When I sum up the Total BUS Peak Draw (9.04A) + Top Delta Peak of the
GTN COM connection (assume this connection is shorted): TOTAL PEAK with fault
on the GTN COM side equals 15.02 Amp
> > > >
> > > > Adding 20% reserve - I would need 18.8 Amp minimum CB rating for the
AVIONX ESS bus. Thus a 20Amp CB is enough.
> > > >
> > > > Is my approach correct?
>
> I'm talking about the 20A cb on the bus feeder?
>
>
>
> Bob . . .
Yes, it's a Circuit Breaker.
--------
Igor
RV10 in progress
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=497172#497172
Message 3
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| Subject: | Re: Bus Bar Equivalent AWG |
Thank you for your help. I will look for the welding cable jumper. My installation
is aft. Turns out on the RV8, the battery tray has 4 nut plate attachment
points for the contractors to sit. Forward, those would be the battery master
and starter contactors but aft I am planning on using the locations for the
battery master and ground power contactors.
Of course, since the two contactors are connected to the same rigid surface, there
might not be so many large movements relative to one another, but there is
enough movement to eventually create issues.
My two objectives here are to make sure there is not interference between wiring
of battery and ground power and the elevator bellcrank/pitch servo which are
located just aft of the battery in the RV8. Secondly, want to make it straightforward
to disconnect the wiring from the battery to allow removal of the aft
baggage floor permitting access to this area.
I will send pictures when I get the opportunity.
Thanks,
Drum
--------
Drum
RV8 - Working on Fuselage/Canopy
Southport, CT
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=497173#497173
Message 4
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| Subject: | Re: RV10 Single Batt + Dual Alternator |
>
> >
> > I'm talking about the 20A cb on the bus feeder?
> >
> >
> >
> > Bob . . .
>
>
>Yes, it's a Circuit Breaker.
Could you give me that link to your current
wiring diagram again?
Bob . . .
Message 5
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| Subject: | Re: Bus Bar Equivalent AWG |
At 10:42 AM 7/5/2020, you wrote:
>
>Thank you for your help. I will look for the welding cable
>jumper. My installation is aft. Turns out on the RV8, the battery
>tray has 4 nut plate attachment points for the contractors to
>sit. Forward, those would be the battery master and starter
>contactors but aft I am planning on using the locations for the
>battery master and ground power contactors.
>
>Of course, since the two contactors are connected to the same rigid
>surface, there might not be so many large movements relative to one
>another, but there is enough movement to eventually create issues.
>
>My two objectives here are to make sure there is not interference
>between wiring of battery and ground power and the elevator
>bellcrank/pitch servo which are located just aft of the battery in
>the RV8. Secondly, want to make it straightforward to disconnect the
>wiring from the battery to allow removal of the aft baggage floor
>permitting access to this area.
>
>I will send pictures when I get the opportunity.
great! thanks.
Bob . . .
Message 6
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| Subject: | Re: RV10 Single Batt + Dual Alternator |
nuckolls.bob(at)aeroelect wrote:
>
> >
> > >
> > > I'm talking about the 20A cb on the bus feeder?
> > >
> > >
> > >
> > > Bob . . .
> >
> >
> > Yes, it's a Circuit Breaker.
> >
>
> Could you give me that link to your current
> wiring diagram again?
>
>
>
> Bob . . .
Of course, here it is:
https://i.ibb.co/Z67GnDy/Diagram-OM-ELA-Igor-v-035.jpg
--------
Igor
RV10 in progress
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=497179#497179
Message 7
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| Subject: | Re: RV10 Single Batt + Dual Alternator |
>
>Of course, here it is:
>
>https://i.ibb.co/Z67GnDy/Diagram-OM-ELA-Igor-v-035.jpg
>
>--------
>Igor
>
>RV10 in progress
Okay . . .
Avionics master switches were not birthed
out of good physics in the first place.
Their value diminished to zero about 1975
as the acceptance of DO160 qualification
really took roots.
Are there ANY avionics manufacturers
who recommend 'protecting' their products
from the ordinary vagaries of electrical
system excursions by means of special
consideration for control of their energy
sources?
The relay, switch and wiring become single
points of failure for all items on the
'protected' bus. Recommend that the breakers
on these switched buses be moved to their
respective un-switched buses thus restoring
individual circuit integrity.
Eliminate the breaker in the diode feeder
to the e-bus . . . that's your normal feed
path. Any fault that would open that breaker
puts you in greater peril than risks for
burning that path's feeders. It's an extra
gizmo with associated terminals/screws that
adds no value.
Your e-bus contactor becomes an alternate
feed path needed in case the main bus is
shut down due to loss of main alternator.
Recommend you take the aux alternator
b-lead directly to battery via fusible
link. This makes the AUX alternator
optionally available to the main bus
through one contactor.
Recommend you replace the ANL in the
main alternator b-lead with a fusible
link. Easier, lighter, simpler and just
as reliable for the intended task of
fending off an exceedingly unlikely
failure.
Recommend losing the MOV . . . diode
on the starter contactor takes care
of the coil collapse transient.
Add diodes to all other contactors/relays
as needed.
Battery current monitoring? How is this
useful in flight?
How much current does the electronic
ignition draw when aircraft is parked?
10A protection? Why not run it from
the e-bus? That's a triple-source,
double fed bus . . . it's not going
dark in your lifetime.
You're getting close . . . just a
touch of excess hardware some of which
negates the integrity of a double-fed
bus-structure.
Bob . . .
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