Today's Message Index:
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1. 12:45 AM - Re: Official AeroElectric-List FAQ (Frequently Asked Questions) (Ben Kaylian)
2. 06:00 AM - Z13-8 modification and LSE ignition wiring (Tailwind1)
3. 10:34 AM - Re: Z13-8 modification and LSE ignition wiring (user9253)
4. 11:02 AM - Re: Re: Z13-8 modification and LSE ignition wiring (Tim Olson)
5. 07:06 PM - Re: Z13-8 modification and LSE ignition wiring (Robert L. Nuckolls, III)
Message 1
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| Subject: | Re: Official AeroElectric-List FAQ (Frequently Asked |
Questions)
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Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=498491#498491
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| Subject: | Z13-8 modification and LSE ignition wiring |
Hello all, I am new to the forum,
I am building a Wittman Tailwind W10 powered by a Lyc O360 carbureted engine using
two Light Speed Engineering electronic ignitions and a single PC680 battery.
I am planning on using a Z13-8 based system with a B&C BC410 main alt and
a SD8 stby alt. My proposed modification is to connect the SD8 to the E buss rather
than the batttery bus or main buss (see attachment) My reasoning is that
should the battery fail somehow, the battery can be isolated and the SD8 could
run the E buss, it could also be used to charge the battery with the alternate
feed relay closed and the main battery relay open/alt off. I plan on incorporating
the self energizing circuit for the SD8 (is this required with the newer
SD8 system?).
Please understand that my attached diagram is conceptual and still lacks circuit
protection illustration. Klause Savior of LSE recommends connecting the ignition
power and ground (shielding) directly to the battery with no circuit protection
until the 5 A breakers installed in the panel. I hope to incorporate a
switch to allow one ignition to be run off of either the Battery buss or E buss
in case of battery failure.
I wonder if anyone can comment on the advisability/workability of connecting the
SD8 in this manner, the advisability of not putting circuit protection at the
battery connections for the ignitions, and the need or lack of need for the
self energizing feature for the SD8 (it is kind of complicated).
Thanks very much. Tim M
--------
Flying Sonerai II with A80 Continental. Wittman W10 Tailwind under construction,
O360, dual LSE electronic ignition, airframe complete and covered, engine hung,
cowl built. Working on electrical, instrumentation, and other details.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=498496#498496
Attachments:
http://forums.matronics.com//files/electrical_system_basic_layout_model_1_282.pdf
Message 3
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| Subject: | Re: Z13-8 modification and LSE ignition wiring |
Link to discussion of the SD8 self energizing circuit:
http://www.matronics.com/forums/viewtopic.php?t=11971&view=previous&sid=8d09bfcf265444a653c4d15375aa3b74
If you think that both the main alternator and the battery will fail on the same
flight, then yes, you need the self energizing feature for the SD8.
It might seem complicated to you, but you can do it.
Klause Savior thinks that the battery is one of the most reliable things in an
airplane. It is more reliable than a pilot.
Consider using diodes instead of a switch to choose between the battery bus or
E-bus. Diodes are more reliable than
switches and diodes eliminate pilot error and pilot workload in this application.
Batteries supply the ignition source for fires following off airport landings.
The pilot should have the ability to shut off all electrical power as close to
the source as possible.
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=498500#498500
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| Subject: | Re: Z13-8 modification and LSE ignition wiring |
I just did this while adding on a surefly ignition to my plane. I used
2 of the
larger dual schottky diodes, with the ouput side of them all joined together
to the EI power input. Each one is on it's own fuse or breaker, one being
to the E-Bus and one to the Main Bus, with a 3rd to the main battery itself,
but I did run it through a switch because I didn't want any always-hot
circuits
under the panel. The 4th diode is essentially a "spare" for the others.
It is actually pretty simple to do.
Tim
On 9/22/2020 12:30 PM, user9253 wrote:
>
> Link to discussion of the SD8 self energizing circuit:
> http://www.matronics.com/forums/viewtopic.php?t=11971&view=previous&sid=8d09bfcf265444a653c4d15375aa3b74
> If you think that both the main alternator and the battery will fail on the same
flight, then yes, you need the self energizing feature for the SD8.
> It might seem complicated to you, but you can do it.
> Klause Savior thinks that the battery is one of the most reliable things in
an airplane. It is more reliable than a pilot.
> Consider using diodes instead of a switch to choose between the battery bus or
E-bus. Diodes are more reliable than
> switches and diodes eliminate pilot error and pilot workload in this application.
> Batteries supply the ignition source for fires following off airport landings.
> The pilot should have the ability to shut off all electrical power as close to
the source as possible.
>
> --------
> Joe Gores
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=498500#498500
>
>
Message 5
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| Subject: | Re: Z13-8 modification and LSE ignition wiring |
>My reasoning is that should the battery fail somehow, the battery
>can be isolated and the SD8 could run the E buss, it could also be
>used to charge the battery with the alternate feed relay closed and
>the main battery relay open/alt off. I plan on incorporating the
>self energizing circuit for the SD8 (is this required with the newer
>SD8 system?).
In 45 years of herding electrons on aircraft
I cannot recall a single instance of an FMEA
analysis that considered in flight 'battery failure'.
Now there ARE airplanes fitted with battery over
temperature warning systems that activate
when a REGULATOR or some other system fault
abuses an otherwise good battery.
The battery is generally regarded as the most
reliable source of energy on the airplane because
it is sized and maintained to meet endurance
design goals that far exceed it's ability to
crank an engine.
So, if (1) your engine started for this particular
flight and (2) it recently demonstrated capacity
conforming to design goals, then what is the
likelihood of it suddenly going TU in the next
3 or 4 hours of flight?
Further, if it's assumed to offer such risks,
then what are the data supporting what
failure mode? Field history? Observed limitations
in fabrication? Limited manufacturer's
warranty? Personal experience? The point being
if there is a real, risk . . . then
would it not be prudent to select another
battery?
Finally, suppose the battery does succumb to
some failure while your cruising along. How
would that failure manifest in the cockpit. What
indication would you observe that points
only to the battery causing you to initiate a
plan developed to mitigate that condition?
Bob . . .
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