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sportav8r(at)gmail.com
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 Posted: Wed Mar 11, 2020 5:18 am Post subject: Scan Mar 11, 2020 at 9.05 AM |
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Would appreciate if y’all could look this Z-12 variant over - specifically for correct implementation of two B&C regulators in automatic switch-over configuration. TJ at the factory will do the same but is presently designing a new B&C regulator product and might take awhile. I’m in somewhat urgent mode to get my panel build underway. Advanced Flight is already asking for design approvals to commence work for my panel. Appreciate a second set of eyes on this DC power scheme before things get too far along.
Note: Bob has already blessed the sharing of an ampere shunt by the two alternators.
-Bill Boyd
Created with Scanner Pro
Sent from my iPhone
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user9253
Joined: 28 Mar 2008
Posts: 1925
Location: Riley TWP Michigan
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| Posted: Wed Mar 11, 2020 6:39 am Post subject: Re: Scan Mar 11, 2020 at 9.05 AM |
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The drawing is very difficult to read because it is hard to tell
if the lines are part of the graph paper or part of the circuit.
Shunts have been known to fail. One shunt is a single point of failure.
Fuses cost less, weigh less, and are easier to replace than electronic circuit breakers.
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nuckolls.bob(at)aeroelect
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| Posted: Wed Mar 11, 2020 7:49 am Post subject: Scan Mar 11, 2020 at 9.05 AM |
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At 08:15 AM 3/11/2020, you wrote:
| Quote: | Would appreciate if y’all could look this Z-12 variant over - specifically for correct implementation of two B&C regulators in automatic switch-over configuration. TJ at the factory will do the same but is presently designing a new B&C regulator product and might take awhile. I’m in somewhat urgent mode to get my panel build underway. Advanced Flight is already asking for design approvals to commence work for my panel. Appreciate a second set of eyes on this DC power scheme before things get too far along.
Note: Bob has already blessed the sharing of an ampere shunt by the two alternators. |
You can run two alternators through a single HALL EFFECT
sensor but EACH alternator should have it's own, dedicated
b-lead and appropriate protection.
The single shunt configuration shown is NOT recommended.
Why the auto switch-over? The aux alternator is a standby
device. Probability of being needed is very low. If it
becomes necessary to bring it on line, you have LOTS
of time. If the low voltage warning light comes on,
finish your coffee, fold the map and put it away and
then start flipping the ONE switch needed to make things
right with the universe. Certainly pre-flight the aux
alternator but leave it off until needed for the
few hours or so of continued flight to your intended
destination.
Standby equipment keeps a failure from becoming an emergency.
Failures are rare so it behooves us to craft the
simplest, lightest and least expensive resolution . . .
kinda like keeping a hammer handy to back up your
nail-gun.
Auto switching was a feature included to keep the
flying-fuzz happy for putting the aux alternator
onto TC aircraft. It's a feature that adds complexity,
cost of ownership and but no practical value when
it comes to dealing with main alternator failure.
There no value for including the 'aux altenrator
loaded/overloaded' indicator. You have a means
for READING alternator loads. Your low voltage
warning light tells you to implement plan-b.
You'll have plenty of standard instrumentation
to accomplish what ever load shedding is needed
to bring the bus voltage back up to battery-conservation
levels. All that Gee-Whiz in the SB1 regulator
was for real estate moguls flying around in A36 Bonanzas . . .
well . . . don't need to go there.
I strongly suggest Z12NP1 AS PUBLISHED. Eliminate
the brown-out bus if you have no BO vulnerable
electro-whizzies. What's with the 'ACM ECB BUS'?
What the return on investment? Remember: over the
century plus history of electrical systems in
aircraft, TONS of circuit breakers have gone to
the scrap yard never having been called upon
to do their job. That's TONS of stuff that
burned more fuel, took up more space, reduced
aircraft payload and did little more
than make the Klixon and T.I. stockholders
happy.
What kind of airplane?
2AWG wire is unnecessary except for LONG runs of
fat-wire like on a seaplane or canard pusher.
Bob . . .
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sportav8r(at)gmail.com
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| Posted: Wed Mar 11, 2020 8:58 am Post subject: Scan Mar 11, 2020 at 9.05 AM |
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Oh, boy. I must've missed something in our prior list server exchange on this in January. I will copy and paste that here for reference:
At 11:59 AM 1/22/2020, you wrote:
| Quote: | Thanks for the feedback, Bob. Â
I have purchased and installed both the LR3C and the SB1B (I think those are the part #'s) external regulators from B&C. As you know, these come pre-set for 14.4 and 13.0 V respectively and (so I thought) were intended to be online simultaneously at these two voltages so that the switchover to the standby alternator was automatic and required no pilot action. |
 Yup, this was a feature that targeted
 the heavy-singles market and warmed
 cockles in the hearts of most bureaucratic
 worry-specialists. IMHO, entirely unnecessary
 in the OBAM aviation market . . .
| Quote: | |  Presumably the immediate drop in bus voltage from 14.4 to 13 would be sensed and alerted in the EFIS software. |
 The SB1B comes with an 'ALTERNATOR LOADED'
 annunciator which offers timely notification
 of main alternator failure as will any EFIS
 alarm set to alert for a bus votlage below
 the SB1 setpoint.
| Quote: | |  Please advise if this is not the correct implementation philosophy of this standby regulator in tandem with the LR3C, and why it is viewed as more complex/costly to implement (except the regulator vs the Ford unit.) |
 Okay, if you're already down that road, then
 my prior argument isn't useful. Smoke ahead . . .
 it works as advertised.
| Quote: | | I assume that if sharing a Hall sensor is permissible it is also permitted to share a 60A shunt. |
 This is a 'real' shunt . . . not a hall-effect
 sensor? Yes, you can tie both b-leads to the
 anti-battery end of the shunt.
 Bob . . .
To the other questions, I have engaged Advanced Flight to build one of their Advanced Quick Panels for me, and those are based on their Advanced Control Module just as others sometimes build around an Approach Fast Stack hub or a Vertical Power ECB box. I discussed getting a legacy ACM with fuses from Rob Hickman's inventory, and also having him wire a panel without the ACM as a hub and using acres of breakers or the modular fuse block bus approach, and the ACM with ECB's won the day. My purse, my calendar - my call.
The airplane is an RV-10 with 17 feet of fat wire to the starter spinning an IO-540. The 2AWG seems appropriate to me. Â
The shunt, alternators and regulators are items I've already purchased and installed in my airframe. I'm here to make sure I'm about to wire the regulators correctly for their intended use.Â
-Bill
On Wed, Mar 11, 2020 at 11:54 AM Robert L. Nuckolls, III <nuckolls.bob(at)aeroelectric.com (nuckolls.bob(at)aeroelectric.com)> wrote:
| Quote: | At 08:15 AM 3/11/2020, you wrote:
| Quote: | Would appreciate if y’all could look this Z-12 variant over - specifically for correct implementation of two B&C regulators in automatic switch-over configuration. TJ at the factory will do the same but is presently designing a new B&C regulator product and might take awhile. I’m in somewhat urgent mode to get my panel build underway. Advanced Flight is already asking for design approvals to commence work for my panel. Appreciate a second set of eyes on this DC power scheme before things get too far along.
Note: Bob has already blessed the sharing of an ampere shunt by the two alternators. |
 You can run two alternators through a single HALL EFFECT
 sensor but EACH alternator should have it's own, dedicated
 b-lead and appropriate protection.
 The single shunt configuration shown is NOT recommended.
 Why the auto switch-over? The aux alternator is a standby
 device. Probability of being needed is very low. If it
 becomes necessary to bring it on line, you have LOTS
 of time. If the low voltage warning light comes on,
 finish your coffee, fold the map and put it away and
 then start flipping the ONE switch needed to make things
 right with the universe. Certainly pre-flight the aux
 alternator but leave it off until needed for the
 few hours or so of continued flight to your intended
 destination.
 Standby equipment keeps a failure from becoming an emergency.
 Failures are rare so it behooves us to craft the
 simplest, lightest and least expensive resolution . . .
 kinda like keeping a hammer handy to back up your
 nail-gun.
 Auto switching was a feature included to keep the
 flying-fuzz happy for putting the aux alternator
 onto TC aircraft. It's a feature that adds complexity,
 cost of ownership and but no practical value when
 it comes to dealing with main alternator failure.
 There no value for including the 'aux altenrator
 loaded/overloaded' indicator. You have a means
 for READING alternator loads. Your low voltage
 warning light tells you to implement plan-b.
 You'll have plenty of standard instrumentation
 to accomplish what ever load shedding is needed
 to bring the bus voltage back up to battery-conservation
 levels. All that Gee-Whiz in the SB1 regulator
 was for real estate moguls flying around in A36 Bonanzas . . .
 well . . . don't need to go there.
 I strongly suggest Z12NP1 AS PUBLISHED. Eliminate
 the brown-out bus if you have no BO vulnerable
 electro-whizzies. What's with the 'ACM ECB BUS'?
 What the return on investment? Remember: over the
 century plus history of electrical systems in
 aircraft, TONS of circuit breakers have gone to
 the scrap yard never having been called upon
 to do their job. That's TONS of stuff that
 burned more fuel, took up more space, reduced
 aircraft payload and did little more
 than make the Klixon and T.I. stockholders
 happy.
 What kind of airplane?
 2AWG wire is unnecessary except for LONG runs of
 fat-wire like on a seaplane or canard pusher.
 Bob . . .
|
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nuckolls.bob(at)aeroelect
Guest
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| Posted: Wed Mar 11, 2020 11:36 am Post subject: Scan Mar 11, 2020 at 9.05 AM |
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At 11:55 AM 3/11/2020, you wrote:
| Quote: | | Quote: | | I assume that if sharing a Hall sensor is permissible it is also permitted to share a 60A shunt. |
 This is a 'real' shunt . . . not a hall-effect
 sensor? Yes, you can tie both b-leads to the
 anti-battery end of the shunt. |
Can't imagine where my head was at with that . . .
Obviously, this causes two alternators to share
a fault protection device at the far end of
the b-lead . . . a failure in one alternator takes
down both alternators.
My bad. I owe you a six-pak . . .
Bob . . .
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nuckolls.bob(at)aeroelect
Guest
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| Posted: Wed Mar 11, 2020 12:10 pm Post subject: Scan Mar 11, 2020 at 9.05 AM |
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| Quote: |
To the other questions, I have engaged Advanced Flight to build one of their Advanced Quick Panels for me, and those are based on their Advanced Control Module just as others sometimes build around an Approach Fast Stack hub or a Vertical Power ECB box. I discussed getting a legacy ACM with fuses from Rob Hickman's inventory, and also having him wire a panel without the ACM as a hub and using acres of breakers or the modular fuse block bus approach, and the ACM with ECB's won the day. My purse, my calendar - my call.
The airplane is an RV-10 with 17 feet of fat wire to the starter spinning an IO-540. The 2AWG seems appropriate to me. Â
The shunt, alternators and regulators are items I've already purchased and installed in my airframe. I'm here to make sure I'm about to wire the regulators correctly for their intended use.Â
|
Okay, plan-C:
Put put a limiter in each b-lead with the
limiters as close as practical to the alternator
end of the shunt. Make shortest practical connection
between battery end of shunt and the contactor.
Agreed . . . 2AWG is a better choice for this
distance.
Sorry for the floobydust . . . I didn't recall
our earlier discussions. I think you're good to
go!
Bob . . .
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nuckolls.bob(at)aeroelect
Guest
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| Posted: Wed Mar 11, 2020 12:12 pm Post subject: Scan Mar 11, 2020 at 9.05 AM |
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| Quote: |
To the other questions, I have engaged Advanced Flight to build one of their Advanced Quick Panels for me, and those are based on their Advanced Control Module just as others sometimes build around an Approach Fast Stack hub or a Vertical Power ECB box. I discussed getting a legacy ACM with fuses from Rob Hickman's inventory, and also having him wire a panel without the ACM as a hub and using acres of breakers or the modular fuse block bus approach, and the ACM with ECB's won the day. My purse, my calendar - my call.
The airplane is an RV-10 with 17 feet of fat wire to the starter spinning an IO-540. The 2AWG seems appropriate to me. Â
The shunt, alternators and regulators are items I've already purchased and installed in my airframe. I'm here to make sure I'm about to wire the regulators correctly for their intended use.Â
|
Okay, plan-C:
Put put a limiter in each b-lead with the
limiters as close as practical to the alternator
end of the shunt. Make shortest practical connection
between battery end of shunt and the contactor.
Agreed . . . 2AWG is a better choice for this
distance.
Sorry for the floobydust . . . I didn't recall
our earlier discussions. I think you're good to
go!
Bob . . .
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nuckolls.bob(at)aeroelect
Guest
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| Posted: Thu Mar 12, 2020 4:26 am Post subject: Scan Mar 11, 2020 at 9.05 AM |
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| Quote: |
To the other questions, I have engaged Advanced Flight to build one of their Advanced Quick Panels for me, and those are based on their Advanced Control Module just as others sometimes build around an Approach Fast Stack hub or a Vertical Power ECB box. I discussed getting a legacy ACM with fuses from Rob Hickman's inventory, and also having him wire a panel without the ACM as a hub and using acres of breakers or the modular fuse block bus approach, and the ACM with ECB's won the day. My purse, my calendar - my call.
The airplane is an RV-10 with 17 feet of fat wire to the starter spinning an IO-540. The 2AWG seems appropriate to me. Â
The shunt, alternators and regulators are items I've already purchased and installed in my airframe. I'm here to make sure I'm about to wire the regulators correctly for their intended use.Â
|
Okay, plan-C:
Put put a limiter in each b-lead with the
limiters as close as practical to the alternator
end of the shunt. Make shortest practical connection
between battery end of shunt and the contactor.
Agreed . . . 2AWG is a better choice for this
distance.
Sorry for the floobydust . . . I didn't recall
our earlier discussions. I think you're good to
go!
Bob . . .
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nuckolls.bob(at)aeroelect
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| Posted: Thu Mar 12, 2020 4:58 am Post subject: Scan Mar 11, 2020 at 9.05 AM |
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| Quote: | | Quote: | | Quote: | | I assume that if sharing a Hall sensor is permissible it is also permitted to share a 60A shunt. |
 This is a 'real' shunt . . . not a hall-effect
 sensor? Yes, you can tie both b-leads to the
 anti-battery end of the shunt. |
Can't imagine where my head was at with that . . .
Obviously, this causes two alternators to share
a fault protection device at the far end of
the b-lead . . . a failure in one alternator takes
down both alternators.
My bad. I owe you a six-pak . . . |
On further reflection, why run the aux alternator
through this shunt? You have 'overload' monitoring
with the SB1 controller. An alternator ammeter
is of no value as a flight instrument . . . your
voltmeter(s) tell you everything you need to know
from a pilot's perspective. Besides, you can't
'overload' the aux alternator from the perspective
of damaging it. 'Overloading' it only depresses
bus voltage which is easily detectable on other
instruments. I think I'd let the aux alt b-lead
run right to the contactor and bypass the shunt.
Current values are predictable and accounted for
in your load analysis and plan-b protocols.
Alternator load meters are limited to some
troubleshooting studies on the ground.
Bob . . .
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sportav8r(at)gmail.com
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| Posted: Thu Mar 12, 2020 5:41 am Post subject: Scan Mar 11, 2020 at 9.05 AM |
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I agree, Bob. Never had load meter on the 6A I built and flew for 22 years. Only added this because it was a standard feature on the new glass EFIS stuff. Â
I like the idea of moving the standby alternator to the contactor because it gives me standby power if the shunt were to fail. I must say, the Dynon shunt appears well-constructed and the terminals and shunt bar beefy enough to withstand any expected loads "short of a short." In that event we have other more pressing problems best dealt with by opening the battery contactor...
I have one other question - well, actually two: first, my original intent question from yesterday - do I have the wiring for these two regulators properly crafted as shown, for my goal of auto-switching and annunciation of standby alternator taking the load (despite this being otherwise deducible from EFIS voltage readouts and programmable alarms)?
Secondly, what happens it the voltage sense to either regulator (terminal 3) is lost by a wire fault or a breaker trip? Seems like the regulator would sense an undervolt (namely, zero) and drive its alternator to max available output voltage. Will the OVP built into these units function off the other possible voltage sensing pathway (terminal 6 to the switch that brings power to the regulator circuitry), or will a loss of this voltage to terminal 3 result in a runaway overvoltage condition that nothing else in the Z-diagram can mitigate once the battery has soaked up all it can? Â
I'm pondering the apparent vulnerability of this one wire (bus to sense terminal 3) to failure, especially adding additional failure points by running it to a breaker vs. a fusible-link. An inadvertent "open" on this wire just doesn't sound good. What can you tell me about that?
Thank you for your time and tutelage, Bob.
-Bill
On Thu, Mar 12, 2020 at 9:05 AM Robert L. Nuckolls, III <nuckolls.bob(at)aeroelectric.com (nuckolls.bob(at)aeroelectric.com)> wrote:
| Quote: | | Quote: | | Quote: | | Quote: | | I assume that if sharing a Hall sensor is permissible it is also permitted to share a 60A shunt. |
 This is a 'real' shunt . . . not a hall-effect
 sensor? Yes, you can tie both b-leads to the
 anti-battery end of the shunt. |
 Can't imagine where my head was at with that . . .
 Obviously, this causes two alternators to share
 a fault protection device at the far end of
 the b-lead . . . a failure in one alternator takes
 down both alternators.
 My bad. I owe you a six-pak . . . |
 On further reflection, why run the aux alternator
 through this shunt? You have 'overload' monitoring
 with the SB1 controller. An alternator ammeter
 is of no value as a flight instrument . . . your
 voltmeter(s) tell you everything you need to know
 from a pilot's perspective. Besides, you can't
 'overload' the aux alternator from the perspective
 of damaging it. 'Overloading' it only depresses
 bus voltage which is easily detectable on other
 instruments. I think I'd let the aux alt b-lead
 run right to the contactor and bypass the shunt.
 Current values are predictable and accounted for
 in your load analysis and plan-b protocols.
 Alternator load meters are limited to some
 troubleshooting studies on the ground.
 Bob . . .
|
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user9253
Joined: 28 Mar 2008
Posts: 1925
Location: Riley TWP Michigan
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| Posted: Thu Mar 12, 2020 6:49 am Post subject: Re: Scan Mar 11, 2020 at 9.05 AM |
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Do not forget a fuse or current limiter between the "B" lead and battery contactor.
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sportav8r(at)gmail.com
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| Posted: Thu Mar 12, 2020 7:26 am Post subject: Scan Mar 11, 2020 at 9.05 AM |
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Good catch. Thanks!
On Thu, Mar 12, 2020 at 10:57 AM user9253 <fransew(at)gmail.com (fransew(at)gmail.com)> wrote:
[quote]--> AeroElectric-List message posted by: "user9253" <fransew(at)gmail.com (fransew(at)gmail.com)>
Do not forget a fuse or current limiter between the "B" lead and battery contactor.
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=495255#495255
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nuckolls.bob(at)aeroelect
Guest
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| Posted: Thu Mar 12, 2020 7:39 am Post subject: Scan Mar 11, 2020 at 9.05 AM |
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At 08:39 AM 3/12/2020, you wrote:
| Quote: | I agree, Bob. Never had load meter on the 6A I built and flew for 22 years. Only added this because it was a standard feature on the new glass EFIS stuff. Â
I like the idea of moving the standby alternator to the contactor because it gives me standby power if the shunt were to fail. |
They don't
| Quote: | |  I must say, the Dynon shunt appears well-constructed and the terminals and shunt bar beefy enough to withstand any expected loads "short of a short." In that event we have other more pressing problems best dealt with by opening the battery contactor... |
true
| Quote: | | I have one other question - well, actually two: first, my original intent question from yesterday - do I have the wiring for these two regulators properly crafted as shown, for my goal of auto-switching and annunciation of standby alternator taking the load (despite this being otherwise deducible from EFIS voltage readouts and programmable alarms)? |
yes
| Quote: | | Secondly, what happens it the voltage sense to either regulator (terminal 3) is lost by a wire fault or a breaker trip? Seems like the regulator would sense an undervolt (namely, zero) and drive its alternator to max available output voltage. Will the OVP built into these units function off the other possible voltage sensing pathway (terminal 6 to the switch that brings power to the regulator circuitry), or will a loss of this voltage to terminal 3 result in a runaway overvoltage condition that nothing else in the Z-diagram can mitigate once the battery has soaked up all it can?  |
Loss of sense lead shuts the alternator down.
| Quote: | | I'm pondering the apparent vulnerability of this one wire (bus to sense terminal 3) to failure, especially adding additional failure points by running it to a breaker vs. a fusible-link. An inadvertent "open" on this wire just doesn't sound good. What can you tell me about that? |
That was covered in the FMEA for the original design.
Virtually ALL TC qualified alternator controllers
are required to shut the alternator down if
either (+) or (-) sense leads are opened.
Bob . . .
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hilltopkid
Joined: 10 Jul 2016
Posts: 10
Location: Richmond, VA
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| Posted: Thu Mar 12, 2020 8:06 am Post subject: Scan Mar 11, 2020 at 9.05 AM |
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And then he shook Pence’s hand.
Dee | Quote: | On Mar 12, 2020, at 11:23 AM, Bill Boyd <sportav8r(at)gmail.com (sportav8r(at)gmail.com)> wrote:
Good catch. Thanks!
On Thu, Mar 12, 2020 at 10:57 AM user9253 <fransew(at)gmail.com (fransew(at)gmail.com)> wrote:
| Quote: | | --> AeroElectric-List message posted by: "user9253" <fransew(at)gmail.com (fransew(at)gmail.com)> Do not forget a fuse or current limiter between the "B" lead and battery contactor. -------- Joe Gores Read this topic online here: http://forums.matronics.com/viewtopic.php?p=495255#495255 =========== =========== Forum - class=""> href="http://www.matronics.com/Navigator?AeroElectric-List" rel="noreferrer" target="_blank" class="">http://www.matronics.com/Navigator?AeroElectric-List =========== WEB FORUMS - rel="noreferrer" target="_blank" class="">http://forums.matronics.com =========== LIST WIKI - rel="noreferrer" target="_blank" class="">http://wiki.matronics.com =========== Web Site - -Matt Dralle, List Admin. rel="noreferrer" target="_blank" class="">http://www.matronics.com/contribution =========== |
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DeWitt (Dee) Whittington
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ceengland7(at)gmail.com
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| Posted: Thu Mar 12, 2020 8:47 am Post subject: Scan Mar 11, 2020 at 9.05 AM |
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Heh heh heh....
 Virus-free. www.avast.com [url=#DAB4FAD8-2DD7-40BB-A1B8-4E2AA1F9FDF2][/url]
On Thu, Mar 12, 2020 at 11:20 AM DeWitt Whittington <dee.whittington(at)gmail.com (dee.whittington(at)gmail.com)> wrote:
| Quote: | And then he shook Pence’s hand.
Dee
| Quote: | On Mar 12, 2020, at 11:23 AM, Bill Boyd <sportav8r(at)gmail.com (sportav8r(at)gmail.com)> wrote:
Good catch. Thanks!
On Thu, Mar 12, 2020 at 10:57 AM user9253 <fransew(at)gmail.com (fransew(at)gmail.com)> wrote:
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sportav8r(at)gmail.com
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| Posted: Thu Mar 12, 2020 9:22 am Post subject: Scan Mar 11, 2020 at 9.05 AM |
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Very reassuring. Thanks!
On Thu, Mar 12, 2020 at 11:45 AM Robert L. Nuckolls, III <nuckolls.bob(at)aeroelectric.com (nuckolls.bob(at)aeroelectric.com)> wrote:
| Quote: | At 08:39 AM 3/12/2020, you wrote:
| Quote: | I agree, Bob. Never had load meter on the 6A I built and flew for 22 years. Only added this because it was a standard feature on the new glass EFIS stuff. Â
I like the idea of moving the standby alternator to the contactor because it gives me standby power if the shunt were to fail. |
 They don't
| Quote: | |  I must say, the Dynon shunt appears well-constructed and the terminals and shunt bar beefy enough to withstand any expected loads "short of a short." In that event we have other more pressing problems best dealt with by opening the battery contactor... |
  true
| Quote: | | I have one other question - well, actually two: first, my original intent question from yesterday - do I have the wiring for these two regulators properly crafted as shown, for my goal of auto-switching and annunciation of standby alternator taking the load (despite this being otherwise deducible from EFIS voltage readouts and programmable alarms)? |
  yes
| Quote: | | Secondly, what happens it the voltage sense to either regulator (terminal 3) is lost by a wire fault or a breaker trip? Seems like the regulator would sense an undervolt (namely, zero) and drive its alternator to max available output voltage. Will the OVP built into these units function off the other possible voltage sensing pathway (terminal 6 to the switch that brings power to the regulator circuitry), or will a loss of this voltage to terminal 3 result in a runaway overvoltage condition that nothing else in the Z-diagram can mitigate once the battery has soaked up all it can?  |
  Loss of sense lead shuts the alternator down.
| Quote: | | I'm pondering the apparent vulnerability of this one wire (bus to sense terminal 3) to failure, especially adding additional failure points by running it to a breaker vs. a fusible-link. An inadvertent "open" on this wire just doesn't sound good. What can you tell me about that? |
 That was covered in the FMEA for the original design.
 Virtually ALL TC qualified alternator controllers
 are required to shut the alternator down if
 either (+) or (-) sense leads are opened.
 Bob . . .
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nuckolls.bob(at)aeroelect
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| Posted: Thu Mar 12, 2020 12:36 pm Post subject: Scan Mar 11, 2020 at 9.05 AM |
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At 08:39 AM 3/12/2020, you wrote:
| Quote: | I agree, Bob. Never had load meter on the 6A I built and flew for 22 years. Only added this because it was a standard feature on the new glass EFIS stuff. Â
I like the idea of moving the standby alternator to the contactor because it gives me standby power if the shunt were to fail. |
They don't
| Quote: | |  I must say, the Dynon shunt appears well-constructed and the terminals and shunt bar beefy enough to withstand any expected loads "short of a short." In that event we have other more pressing problems best dealt with by opening the battery contactor... |
true
| Quote: | | I have one other question - well, actually two: first, my original intent question from yesterday - do I have the wiring for these two regulators properly crafted as shown, for my goal of auto-switching and annunciation of standby alternator taking the load (despite this being otherwise deducible from EFIS voltage readouts and programmable alarms)? |
yes
| Quote: | | Secondly, what happens it the voltage sense to either regulator (terminal 3) is lost by a wire fault or a breaker trip? Seems like the regulator would sense an undervolt (namely, zero) and drive its alternator to max available output voltage. Will the OVP built into these units function off the other possible voltage sensing pathway (terminal 6 to the switch that brings power to the regulator circuitry), or will a loss of this voltage to terminal 3 result in a runaway overvoltage condition that nothing else in the Z-diagram can mitigate once the battery has soaked up all it can?  |
Loss of sense lead shuts the alternator down.
| Quote: | | I'm pondering the apparent vulnerability of this one wire (bus to sense terminal 3) to failure, especially adding additional failure points by running it to a breaker vs. a fusible-link. An inadvertent "open" on this wire just doesn't sound good. What can you tell me about that? |
That was covered in the FMEA for the original design.
Virtually ALL TC qualified alternator controllers
are required to shut the alternator down if
either (+) or (-) sense leads are opened.
Bob . . .
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