Today's Message Index:
----------------------
1. 11:27 AM - Grounding shielded wire 1/4 from one side? (rparigoris)
2. 12:39 PM - Re: an Alternator Load Dump...?... (fklein@orcasonline.com)
3. 01:04 PM - Re: an Alternator Load Dump...?... (Charlie England)
4. 04:59 PM - Re: an Alternator Load Dump...?... (user9253)
Message 1
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| Subject: | Grounding shielded wire 1/4 from one side? |
Hi Group I have a question about running a shielded wire to ground. On my Rotax
914 it has 2 shielded wires going from the Ducati ignition modules to the ignition
ACS switch. The shield is connected to the ignition switch and is used to
ground the Ducati ignition modules. Where the shielded wires go into the ignition
connectors things get pretty tight and need to make sharp bends for several
inches. The 2 shielded wires run right by my FWF ground field of tabs about
1/4 the total length from the ignition modules. Is there anything wrong with
carefully removing the insulation on the shielded wires, wrapping ground wire
to shield and carefully soldering then connect to field of tabs?:
https://1drv.ms/u/s!Ah1S270Nwg9V3VSqwoGL7YgsYS7Z?e=EsKSit
Thx. Ron P.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=498924#498924
Message 2
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| Subject: | Re: an Alternator Load Dump...?... |
For some unknown reason, my replies are not getting posted on the
AeroElectric-listhere=99s one more try, F..
*****
Thanks Bobso many rabbit holes
And Thanks Graeme and Joe G. for the ref. to the Kitplanes
articlejust the ticket, though I=99d never imagined
myself opening the innards of an alternator.
Best,
Fred
> On Oct 17, 2020, at 8:23 PM, Robert L. Nuckolls, III
<nuckolls.bob@aeroelectric.com> wrote:
>
>> As I think I mentioned, my engine came with the 55 amp. Denso
alternator=C2=85>> having it is not the result of my seeking great
bargains in COTS alternators. I do recall reading on the topic of OV
protection (without really understanding), and the topic has come up
because of what I=C3=A2=C2=C2=99m learning about LiFePO4 batteries
and their sensitivity to voltage spikes. So thank you for bringing the
issue front and center.
>
> Good show. LiFePO4 batteries with battery management
> systems are no more 'sensitive to spikes' than any
> SLVA battery. That's what the BMS is for. Also,
> the term 'spike' is never defined in terms of amplitude,
> duration, waveshape and/or source impedance.
>
> The DC supply of ALL vehicles is rife with NOISE of
> various characterizations. 99.9% of people who
> look at plots of those noises are inclined to
> say, "Hey Martha . . . lookit all those spikes".
>
> Keep in mind that people who are competing in the
> lithium cranking battery market are striving to
> make their product just as plug-n-play as they
> can for replacing SLVA. When assessing suitability
> of a marriage between your airplane and any
> LiFePO4 product . . . check the engineering system
> integration data sheet where limits are spelled
> out in measurable physical quantities. The term
> 'spike' is not measurable and should be ignored
> unless accompanied with detailed explanation.
>
> I've not found any reason to be concerned about
> dropping LiFePO4 products into a legacy SVLA
> slot and adjusting the regulator for 14.2 volts.
>
>
>> I trust that consuting my AeroElectric Connection will reveal just
how this alternator can be modified =C3=A2=C2=C2=9Cfor external
regulation and absolute crew control of the machine=C3=A2=C2=C2=99s
output which includes automatic OV protection.
>
> No, too many variables to cover in that
> document but as Joe cited, here are some
> excellent resources on the 'net. Keep
> us apprised of your progress and potholes.
>
> Bob . . .
>
Message 3
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| Subject: | Re: an Alternator Load Dump...?... |
I think they're showing up on the list. I see any original post I make to
the Matronics lists, but for some reason, they do not show me my responses
to others' posts. However, if I click on the 'view message online' link, I
can see that my post came through.
FWIW,
Charlie
On Thu, Oct 22, 2020 at 2:48 PM fklein@orcasonline.com <
fklein@orcasonline.com> wrote:
> *For some unknown reason, my replies are not getting posted on
> the AeroElectric-listhere=99s one more try, F..*
>
> *****
> Thanks Bobso many rabbit holes
>
> And Thanks Graeme and Joe G. for the ref. to the Kitplanes article
just
> the ticket, though I=99d never imagined myself opening the innards
of an
> alternator.
>
> Best,
>
> Fred
>
>
> On Oct 17, 2020, at 8:23 PM, Robert L. Nuckolls, III <
> nuckolls.bob@aeroelectric.com> wrote:
>
> As I think I mentioned, my engine came with the 55 amp. Denso
> alternatorhaving it is not the result of my seeking great bargai
ns in COTS
> alternators. I do recall reading on the topic of OV protection (without
> really understanding), and the topic has come up because of what I=C3=A2
=82=AC=84=A2m
> learning about LiFePO4 batteries and their sensitivity to voltage spikes.
> So thank you for bringing the issue front and center.
>
>
> Good show. LiFePO4 batteries with battery management
> systems are no more 'sensitive to spikes' than any
> SLVA battery. That's what the BMS is for. Also,
> the term 'spike' is never defined in terms of amplitude,
> duration, waveshape and/or source impedance.
>
> The DC supply of ALL vehicles is rife with NOISE of
> various characterizations. 99.9% of people who
> look at plots of those noises are inclined to
> say, "Hey Martha . . . lookit all those spikes".
>
> Keep in mind that people who are competing in the
> lithium cranking battery market are striving to
> make their product just as plug-n-play as they
> can for replacing SLVA. When assessing suitability
> of a marriage between your airplane and any
> LiFePO4 product . . . check the engineering system
> integration data sheet where limits are spelled
> out in measurable physical quantities. The term
> 'spike' is not measurable and should be ignored
> unless accompanied with detailed explanation.
>
> I've not found any reason to be concerned about
> dropping LiFePO4 products into a legacy SVLA
> slot and adjusting the regulator for 14.2 volts.
>
>
> I trust that consuting my AeroElectric Connection will reveal just how
> this alternator can be modified =C3=A2=82=AC=C5=93for external regulat
ion and absolute
> crew control of the machine=C3=A2=82=AC=84=A2s output which include
s automatic OV
> protection.
>
>
> No, too many variables to cover in that
> document but as Joe cited, here are some
> excellent resources on the 'net. Keep
> us apprised of your progress and potholes.
>
> Bob . . .
>
>
Message 4
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| Subject: | Re: an Alternator Load Dump...?... |
Your posts are showing up, 3 yesterday and 1 today.
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=498928#498928
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