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Yeah I got my zeros mixed up there. The shield is equivalent to a single 24ga wire, so that kills the idea. Thanks.

Looking at the BMS13-48 spec the flat shield is tin coated copper, 0.0015" +-.0004 thk and 0.020" wide. I counted 16 strands in the braid I disassembled.

So 0.02"x.0011"x16 is 0 ...

The shield is sized for the combined current of the wires right? I'd like to use it for the other current conductor if I can.

Unfortunately I won't be selling it.

I have harnesses for several things, so this will be at most two dozen circuits. Of which I can carry power and ground through one cable. So hey each one gets a ...

I have a bunch of surplus BMS13-48 ETFE wire, 5 nickle-plated 24ga conductors, shielded.

Reading the AEC it seems an ok practice to bundle these conductors for larger currents, so I could use them ...

Most of the battery charging current will come through the battery contactor.
Very little, if any will pass through the E-Bus diode. Another diode between
the battery and E-Bus is not desired becau ...

Bueller

Adding to the questions, are there any negatives to leaving the e-bus alt feed closed for normal operations? Or would an additional diode between the e-bus alt feed and diode be prudent to avoid alter ...

After finding Z-24 I wonder if leaving the ebus alt feed closed normally would help with load dumps for in flight switching off of the alternator?

The easiest solution is to turn off the engine fir ...

I see that schematics for providing over voltage regulation on internally regulated alternators have been scrubbed: http://www.aeroelectric.com/DIY/DIY_Crowbar_OVP_F.pdf

Looks like the last rev was ...

'conventional' operation: airframe power is on one switch (the master),
and the engine on another. Sustained smoke in the cockpit in
'conventional' is master off NOW, & find the ground.
My ...

Yeah I'm still torn. Having a single bus leaves no ability to isolate components, but like was mentioned continued IFR flight requires almost everything on the e-bus anyway. A single bus also means my ...

It is the choice of approach many of us struggle with (at least I do).

On one hand, there is the concept of a failed alternator triggering use of an endurance bus, so you don't have to choose what ...

Looking at B&C's offerings it seems they have a standby alt that will make 41.3 amps at my IO-540s cruise RPM, I don't recall seeing these on their site in the recent past?

Anyway since it seem ...

You may have already caught this, but the feed to the aux alternator field needs to come from the endurance bus, or the alternator won’t work while the main bus is turned off.

Jeff Page
Dream Ai ...

I agree it is a high continuous load, nevertheless that's what's required. Albeit with a little headroom on some things (lights, for example).

ETA: EFI is more like 16A max for all cases, so these ...

At 01:45 PM 1/7/2019, you wrote:

Why move it to the e-bus?

Primarily because the BC410-H standby alternator won't provide the 43.88 amps I need for IFR cruise for everything on the main bus. ...

Taking a chance and posting my in-work Z-12 power architecture.

I'm trying to decide what behavior I want from my aux alt. Whether I want it to remain automatic or be manually switched. Bob had pre ...

unless you have a touch screen and turn off the RPI via the touch screen, you need some kind of programmable power control. Just turning off the power to the unit risks corrupting the oper ...

Just going off people complaining about it interfering with their radios, figured I'd ask the guy who's actually using one in his airplane. Hopefully he'll chime in Smile