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billhuntersemail(at)gmail
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Posted: Wed Apr 06, 2016 3:22 pm Post subject: If anybody is bored...could you be so kind as to check my wo

!!!Whoa!!!  Is it really “The Bob Nuckolls III” who is responding to my previous email?!? Yikes…kinda like having Moses answer an email Q&A on one of the 10 commandments!!!

 

Anyhoo…THANKS for both…the effort you put into the Aeronautical Electrical Connection Bible and for answering my email question on this forum!!! 

 

I am a bit intimidated being on this email forum…there are a great deal of the great minds in experimental aircraft electrical design lurking about…and…this is my first attempt at designing an aircraft electrical system so PLEASE be gentle!!!  I have not bought anything yet so feel free to make shopping list and store locations.  I used MS Visio for this basic wire diagram.

 

The airplane is a Velocity XLRG TIO-540 and since the Velocity folks have tried to mount the aircraft battery in the absolute most farthest place away from the starter that they possible could I thought that while I was doing a COMPLETE REWIRE I would add a second battery under the back seat closer to the starter and design a DADB Split Bus electrical system while plagiarizing as much of Bob’s work as I possible could.  

 

The airplane has dual Light Speed PLASMA III ignition so each ignition system must be hotwired directly to the battery terminals of the its own onside battery.

 

Here is the plan:

 

RED BUS POWERS only the following:

-PILOT SIDE DYNON SV-1000

-DYNON RADIO 

-Dynon AUTOPILOT 

-TAXI LIGHT

-BATTERY Optima Red 34/78 (MOUNTED UNDER REAR SEAT)

-ALTERNATOR SD-20 

-Battery/Voltage Regulator Master Switch:   Honeywell 2TL1-10A

-Contactor:  White Rodgers 70-111226 5 Located on battery box under rear seat

-Cable from Battery + to battery contactor M22759/16-2 (AWG-2)

-Cable from Battery – to engine block M22759/16-2 (AWG-2)

 

GREEN BUS POWERS:

-COPILOT SIDE DYNON SV-1000

-GARMIN GNS-650 /SL-15

-ALL other electrical loads on the airplane

-BATTERY Optima Red 34/78 mounted in nose compartment (usual Velocity)

-ALTERNATOR SD-60 

-Battery/Voltage Regulator Master Switch:   Honeywell 2TL1-10A

-Contactor:  White Rodgers 70-111226 5 Located in nose compartment

-Cable from Battery + to battery contactor M22759/16-2 (AWG-2)

-Cable from Battery – to engine block M22759/16-2 (AWG-2)

 

BUS TIE: (I call it BLUE because RED and GREEN make BLUE)

            -CONTACTOR S701-2 located on GREEN BATTERY box under rear seat

            -BUS TIE SWITCH will be a single 1TL1-3

            -The AWG 2 long cable from the GREEN BATTERY triple duty:

-Transmit the starter loads from front battery to the BUS TIE CONTACTOR, 

-Connect SD-60 feed to GREEN BATTERY in nose, and

-Act as BUS TIE conduit (after manual load shed) if either alternator fails 

 

I have attached the Visio vsdx file and a simple PF if anyone is so bored that they can double check my wired diagram and give some feedback/suggestions/critique.

 

I had to use 4 pages to show the different components.

 

THANKS!!!

..

 

Cheers!!!

 

Bill  Hunter



 

From: owner-aeroelectric-list-server(at)matronics.com (owner-aeroelectric-list-server(at)matronics.com) [mailto:owner-aeroelectric-list-server(at)matronics.com (owner-aeroelectric-list-server(at)matronics.com)] On Behalf Of Robert L. Nuckolls, III

Sent: Wednesday, April 6, 2016 12:04 PM

To: aeroelectric-list(at)matronics.com (aeroelectric-list(at)matronics.com)

Subject: Re: 2 AWG to 6 AWG Splice

 

At 01:07 PM 4/6/2016, you wrote:



 	  Quote: 	
		  

I want to protect my battery (+) 2 AWG conductor cable with a 6 inch length of 6 AWG cable (fusible link). 	




  Why do you want to do this? I'm aware of no

  similar action on any of hundreds of thousands

  of TC aircraft.



  In fact, the FARS speak specifically to no

  demonstrated value for adding such protection

  to what is 

---------------------------

Sec. 23.1357   Circuit protective devices.



(a) Protective devices, such as fuses or circuit breakers, must be

installed in all electrical circuits other than--

(1) Main circuits of starter motors used during starting only; and

(2) Circuits in which no hazard is presented by their omission.

(b) A protective device for a circuit essential to flight safety may not be

used to protect any other circuit.

(c) Each resettable circuit protective device ("trip free" device in which

the tripping mechanism cannot be overridden by the operating control) must be

designed so that--

(1) A manual operation is required to restore service after tripping; and

(2) If an overload or circuit fault exists, the device will open the

circuit regardless of the position of the operating control.

(d) If the ability to reset a circuit breaker or replace a fuse is

essential to safety in flight, that circuit breaker or fuse must be so

located and identified that it can be readily reset or replaced in flight.

(e) For fuses identified as replaceable in flight--

(1) There must be one spare of each rating or 50 percent spare fuses of

each rating, whichever is greater; and

(2) The spare fuse(s) must be readily accessible to any required pilot

-------------------------------



  Laboratory tests and about 80 years of field

  experience demonstrate that clause (2) prevails

  for all the 'fat' wires in a light aircraft which

  includes battery, starter and high-current bus

  feeders. These wires and the bus structures they

  power are designed and installed to have

  probability of fault failures on the same order as

  prop bolts and wing struts. Hence, no such protection

  is necessary.

  Bob . . .

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N77LY_PANEL_UPGRADE_WIRE_DIAGRAM_REV_11.pdf

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user9253

Joined: 28 Mar 2008
Posts: 1920
Location: Riley TWP Michigan

Posted: Wed Apr 06, 2016 6:39 pm Post subject: Re: If anybody is bored...could you be so kind as to check m

Read about the difference between a wiring diagram and a schematic.

http://tinyurl.com/jgmc28e

A schematic would be much easier for others to visualize your intended electrical architecture.

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