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david(at)carter.net
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 Posted: Sun Jun 21, 2020 6:00 am Post subject: What to do with a SB1B-14? |
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Hi,Â
I'm planning to upgrade my RV-7A electrical system based on the Z101 design. I recently purchased a new BC460-H aux alternator & a generic Ford regulator. I then had the good fortune of having someone give me brand new SB1B-14 backup regulator.Â
I currently have a Plane Power internally-regulated primary alternator installed.Â
I'm looking for suggestions on what to do.Â
Return the generic Ford regulator, keep the B&C regulator, and deviate from Z101?Â
Put the  SB1B-14 up for sale?Â
Try to trade the SB1B-14 for a LR3D-14 to go with a new B&C primary alternator to replace the PP?Â
Regards,Â
DavidÂ
--
---
David Carter
david(at)carter.net (david(at)carter.net)
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nuckolls.bob(at)aeroelect
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| Posted: Sun Jun 21, 2020 8:22 am Post subject: What to do with a SB1B-14? |
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At 08:56 AM 6/21/2020, you wrote:
| Quote: | Hi,Â
I'm planning to upgrade my RV-7A electrical system based on the Z101 design. I recently purchased a new BC460-H aux alternator & a generic Ford regulator. I then had the good fortune of having someone give me brand new SB1B-14 backup regulator.Â
I currently have a Plane Power internally-regulated primary alternator installed.Â
I'm looking for suggestions on what to do.Â
Return the generic Ford regulator, keep the B&C regulator, and deviate from Z101?Â
Put the  SB1B-14 up for sale?Â
Try to trade the SB1B-14 for a LR3D-14 to go with a new B&C primary alternator to replace the PP? David Carter
david(at)carter.net (david(at)carter.net) |
Remember, the Z-figures are, first and foremost, illustrations
of ARCHITECTURE . . . yes, there are specific component callouts
. . . but there are often more than one, perhaps many alternatives
that would perform as advertised without violating the spirit and
intent of the architecture.
I really down-scaled the price, weight and complexity of the
aux alternator installation shown in Z101. That alternator
has a low probability of ever being needed in distress. For
the vast majority if not all of it's lifetime in the airplane,
(except for pre-flight testing) it sits there doing nothing.
I deleted low voltage warning and ov management because
any time you have that system running, you're automatically
in a state of heightened awareness.
Low voltage warning is redundant. You turned it on in the
first place because the main alternator rolled over.
Probability of having two alternators go bad (fail
to function -OR- go into ov runaway) during the
consumption of one tank of fuel is nanoscopic.
Hence it seemed quite reasonable to reduce the bells-n-
whistles in the aux alternator system to a minimum.
But that is YOUR CHOICE. If you already have hardware
in hand there's not a thing wrong with going ahead and
using it. You COULD install it with the same utility
as the Ford regulator . . . leave off the lv warning
light and alternator loaded current sensor.
That SB1 current sensor was crafted to assuage worries
by those-who-know-more-about-airplanes than we do
in Washington.
In retrospect, there were MUCH easier ways to
annunciate the alternator's activation than hanging
that Hall sensor on the b-lead. Further, there's
no need to annunciate 'overload' by flashing the
annunciator . . . the alternator is a 40A machine
in an rpm-limited installation . . . overloading
it simply means you get a depressed bus voltage
which is easily detected on a variety of displays
these days.
I wouldn't agonize over the decision much. The
SB1 has a rich and successful history of value
and performance on a LOT of TC and OBAM aircraft.
Go ahead and use it . . . trimming features is
your option. But most of all folks, don't let
architecture component suggestions drive expensive
or impractical decisions . . . you done good
David . . . we're talking about it here before
you make any big moves.
Bob . . .
| | - The Matronics AeroElectric-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
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david(at)carter.net
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| Posted: Sun Jun 21, 2020 9:28 am Post subject: What to do with a SB1B-14? |
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Bob - thanks, that all makes sense to me. I assume there's also no need to swap out the internally-regulated PP main alternator?Â
On Sun, Jun 21, 2020 at 12:24 PM Robert L. Nuckolls, III <nuckolls.bob(at)aeroelectric.com (nuckolls.bob(at)aeroelectric.com)> wrote:
| Quote: | At 08:56 AM 6/21/2020, you wrote:
| Quote: | Hi,Â
I'm planning to upgrade my RV-7A electrical system based on the Z101 design. I recently purchased a new BC460-H aux alternator & a generic Ford regulator. I then had the good fortune of having someone give me brand new SB1B-14 backup regulator.Â
I currently have a Plane Power internally-regulated primary alternator installed.Â
I'm looking for suggestions on what to do.Â
Return the generic Ford regulator, keep the B&C regulator, and deviate from Z101?Â
Put the  SB1B-14 up for sale?Â
Try to trade the SB1B-14 for a LR3D-14 to go with a new B&C primary alternator to replace the PP? |
 Remember, the Z-figures are, first and foremost, illustrations
 of ARCHITECTURE . . . yes, there are specific component callouts
 . . . but there are often more than one, perhaps many alternatives
 that would perform as advertised without violating the spirit and
 intent of the architecture.
 I really down-scaled the price, weight and complexity of the
 aux alternator installation shown in Z101. That alternator
 has a low probability of ever being needed in distress. For
 the vast majority if not all of it's lifetime in the airplane,
 (except for pre-flight testing) it sits there doing nothing.
 I deleted low voltage warning and ov management because
 any time you have that system running, you're automatically
 in a state of heightened awareness.
 Low voltage warning is redundant. You turned it on in the
 first place because the main alternator rolled over.
 Probability of having two alternators go bad (fail
 to function -OR- go into ov runaway) during the
 consumption of one tank of fuel is nanoscopic.
 Hence it seemed quite reasonable to reduce the bells-n-
 whistles in the aux alternator system to a minimum.
 But that is YOUR CHOICE. If you already have hardware
 in hand there's not a thing wrong with going ahead and
 using it. You COULD install it with the same utility
 as the Ford regulator . . . leave off the lv warning
 light and alternator loaded current sensor.
 That SB1 current sensor was crafted to assuage worries
 by those-who-know-more-about-airplanes than we do
 in Washington.
 In retrospect, there were MUCH easier ways to
 annunciate the alternator's activation than hanging
 that Hall sensor on the b-lead. Further, there's
 no need to annunciate 'overload' by flashing the
 annunciator . . . the alternator is a 40A machine
 in an rpm-limited installation . . . overloading
 it simply means you get a depressed bus voltage
 which is easily detected on a variety of displays
 these days.
 I wouldn't agonize over the decision much. The
 SB1 has a rich and successful history of value
 and performance on a LOT of TC and OBAM aircraft.
 Go ahead and use it . . . trimming features is
 your option. But most of all folks, don't let
 architecture component suggestions drive expensive
 or impractical decisions . . . you done good
 David . . . we're talking about it here before
 you make any big moves.
 Bob . . .
|
--
---
David Carter
david(at)carter.net (david(at)carter.net)
| | - The Matronics AeroElectric-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?AeroElectric-List |
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