Today's Message Index:
----------------------
1. 06:33 AM - Re: Residue on negative battery pole (Robert L. Nuckolls, III)
2. 11:59 AM - Re: Re: Why CB on regulator field supply? (Steve Kelly)
3. 02:04 PM - Re: Residue on negative battery pole (Werner Schneider)
4. 04:34 PM - Re: Why CB on regulator field supply? (user9253)
5. 06:00 PM - Re: Battery capacity tester (Robert L. Nuckolls, III)
Message 1
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| Subject: | Re: Residue on negative battery pole |
At 03:33 PM 1/25/2022, you wrote:
>On 1/25/2022 3:10 PM, Werner Schneider wrote:
>>I have a rear mounted battery so that would mean either a lot of
>>work to replace or a short interconnect between the two cable types.
What kind of airplane? Normally
the first wires leading from a battery
are quite short irrespective of
location.
https://tinyurl.com/yckf48xb
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
Message 2
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| Subject: | Re: Why CB on regulator field supply? |
Bob,
This discussion poses a (probably dumb) question. My system consists of
a L40 alternator, LR3C-14 regulator and the 2 circuit breakers and lamp
that come with B&C's installation kit. Also have the standard split rocker
switch for batt and alt. The question is what is the appropriate action-
in flight- to take if one of the breakers should pop or the light
illuminates. While I'm sure I could muddle through it, it would be nice
to have a clear course of action. If the 5A breaker pops does that mean
there was an overvoltage situation. If I reset it one time and it pops
again, does that mean there is a problem with the regulator? What about a
warning lite and the breakers don't pop. Does that mean that maybe the
alternator is not producing power?
Also, for me at least, being primarily VFR neither situation would be
considered an emergency.
Thanks, Steve
On Thu, Jan 20, 2022 at 12:03 PM Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
>
> The characteristics of fuses vs. CB and nuisance trips were my guesses
> also, but I was hoping someone had more than a guess. Since the alternator
> supply is on a switch, I am not sure using a CB to manually turn off the
> alternator is needed as you can just turn off the alternator switch.
>
>
> ASSUMING elects to incorporate crowbar ov
> protection in their project, then to mitigate
> possible but RARE nuisance trips of the OV
> system, a crew accessible circuit breaker is
> the field supply protection of choice. In
> the event of an OV trip event, the pilot has
> an opportunity to reset the breaker ONE time
> to confirm the existence of failure in the
> alternator's regulator.
>
> ADDITIONALLY, if one chooses to use a DPST
> battery master switch, battery and alternator come
> ON-OFF together, the a pullable field supply
> breaker is handy for disabling the alternator
> for battery only ground operations thus elininating
> an energy wasting, full-field drain on the battery.
>
> NOTE. When picking a breaker for upstream management
> of field supply in the crowbar system, it is a
> really good idea to pick a breaker that is (1)
> qualified to function as designed after a substantial
> number of hard-fault trips. (2) actuates really
> fast under the typical 50 to 200A current pulse
> that an OV event impresses on the device. This style of breaker
> is highly recommended for this application:
>
> http://aeroelectric.com/Pictures/Breakers/circuitbreakers.jpg
>
> This is one of many breakers NOT suited for service
> upstream of a crowbar ov management device:
>
> http://aeroelectric.com/Pictures/Breakers/Breaker_Failure_1a.jpg
>
> Note also that all wound-field, alternator controllers
> from B&C feature built-in crowbar ov management systems.
> Incorporation of the recommended breaker applies to
> these products. I've had a few readers over the years
> who elected to protect their field supply with a fuse . . .
> this is no more hazardous than a host of other
> alternator failures . . . but pretty inconvenient
> if that fuse resides in the recommended out-of-sight-
> out-of-mind location in the airplane.
>
>
> Bob . . .
>
> Un impeachable logic: George Carlin asked, "If black boxes
> survive crashes, why don't they make the whole airplane
> out of that stuff?"
>
Message 3
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| Subject: | Re: Residue on negative battery pole |
Hi Bob,
you're right, the positive wire is pretty short as the solenoid is
located on the battery, however the negative one goes about ten feet to
the firewall.
This is on a Glastar with the battery in the tail section (composite
fuselage).
BTW very interesting today, we did today 3 flights, start was not very
enthusiastic, but ok, but then landing after the 3rd flight and
refueling (probably 10 Minutes) the battery did refuse (after a 40 min
flight) to turn the prop, after 2 attemps it went better (heated up?).
So most probably the battery behind there was cold soaked in the flight
(-5 deg Celsius on 5000 ft) which is causing the main problems, anyway
we need to replace this one probably got a bad unit.
Thanks Werner
On 27.01.2022 15:32, Robert L. Nuckolls, III wrote:
> At 03:33 PM 1/25/2022, you wrote:
>> On 1/25/2022 3:10 PM, Werner Schneider wrote:
>>> I have a rear mounted battery so that would mean either a lot of
>>> work to replace or a short interconnect between the two cable types.
>
> =C2- What kind of airplane? Normally
> =C2- the first wires leading from a battery
> =C2- are quite short irrespective of
> =C2- location.
>
> https://tinyurl.com/yckf48xb
>
>
> =C2- Bob . . .
>
> =C2- Un impeachable logic: George Carlin asked, "If black boxes
> =C2- survive crashes, why don't they make the whole airplane
> =C2- out of that stuff?"
>
Message 4
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| Subject: | Re: Why CB on regulator field supply? |
Whenever any circuit breaker pops, it is best to wait until safely on the ground
before resetting or troubleshooting.
Circuit breakers can trip due to over current, or short circuits, or from loose
wire terminals that make heat.
The best indicator of charging system failure is a voltmeter showing low voltage
(less than 13.5VDC).
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=505835#505835
Message 5
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| Subject: | Re: Battery capacity tester |
At 09:02 AM 1/26/2022, you wrote:
>The one I have, has a length of resistor wire and draws 100A from a
>12V battery for as long as the switch is pressed. They say the aim
>it to not go below 10V in 5 seconds, or there-abouts
Have you measured the actual test current?
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
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