Today's Message Index:
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1. 05:58 AM - Z101B and battery in the rear wiring question (Werner Schneider)
2. 06:42 AM - Re: Z101B and battery in the rear wiring question (ashleysc@broadstripe.net)
Message 1
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| Subject: | Z101B and battery in the rear wiring question |
Hi folks,
I have an additional question here concerning Z101 which I use in my RV-10
.
On the RV-10 the battery is behind the baggage compartment so that
brings some question concerning wiring here the part of Z101 which shows
that:
The wire marked with 1 (feed line aux alternator) would be about 14 feet
long, I plan to protect that wire with an ANL 40A fuse on the FW close
to the alternator, but it would be always (unfused) hot on the other
side as the battery is directly hooked to that wire.
The wire marked with 2 could be very short if the relay 704-1 is placed
close to the battery
The wire marked with 3 would be again about 12 feet long, but would only
be hot when either relay is on.
In this situation I would have 3 wire runs along these 12 feet #1, #3
and the starter wiring (I use 2 AWG there because of length) and #1 and
the short #2 would always be hot.
Now I could reduce the wire runs, if I would move the Alt Bus feed relay
(704-1) to the front and hook #1 wire directly on point #4 to the
relay,=C2- I would still have the long #2 and the short #1 wire hot. But
in
summary its still one hot wire run along the fuselage.
I could mitigate that by moving the ANL fuse to the rear, but
introducing a risk, if the Aux alternator is on, that the protection of
the wire is on the other end of the source (Aux alternator).
Many thanks for the consideration and tips on that question what is best
or common practice.
Cheers from Switzerland
Werner
Message 2
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| Subject: | Re: Z101B and battery in the rear wiring question |
Hi Werner;
Hi All;
I won't attempt to answer Werner's questions, but have one of my own. I had a 30
Amp shunt break in the middle, which may have led to my engine-out off-airport
landing in my Zodiac 601-XLB. A Hall effect current sensor, like the one shown
in his schematic, seems a much more secure way to go, since the conductor
whose amperage is being measured remains continuous. My question is what specific
Hall effect device should be used? A less important question: Is my present
gauge compatible, or do I need a new one? The present gauge reads "amperage"
directly from the shunt. Not a "deal killer," if I need a new gauge.
Cheers! Stu.
From: "Werner Schneider" <glastar@gmx.net>
Sent: Thursday, January 11, 2024 5:57:39 AM
Subject: AeroElectric-List: Z101B and battery in the rear wiring question
Hi folks,
I have an additional question here concerning Z101 which I use in my RV-10.
On the RV-10 the battery is behind the baggage compartment so that brings some
question concerning wiring here the part of Z101 which shows that:
The wire marked with 1 (feed line aux alternator) would be about 14 feet long,
I plan to protect that wire with an ANL 40A fuse on the FW close to the alternator,
but it would be always (unfused) hot on the other side as the battery is
directly hooked to that wire.
The wire marked with 2 could be very short if the relay 704-1 is placed close to
the battery
The wire marked with 3 would be again about 12 feet long, but would only be hot
when either relay is on.
In this situation I would have 3 wire runs along these 12 feet #1, #3 and the starter
wiring (I use 2 AWG there because of length) and #1 and the short #2 would
always be hot.
Now I could reduce the wire runs, if I would move the Alt Bus feed relay (704-1)
to the front and hook #1 wire directly on point #4 to the relay, I would still
have the long #2 and the short #1 wire hot. But in summary its still one hot
wire run along the fuselage.
I could mitigate that by moving the ANL fuse to the rear, but introducing a risk,
if the Aux alternator is on, that the protection of the wire is on the other
end of the source (Aux alternator).
Many thanks for the consideration and tips on that question what is best or common
practice.
Cheers from Switzerland
Werner
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