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gerry.vandyk(at)eastlink.
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 Posted: Fri Dec 29, 2023 11:18 am Post subject: Re[3]: Tailwind Electrical System Drawing and Power Analysi |
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Hello again all
Peter I'll follow-up here on those couple of points...
I've attached the latest revision to my architecture. Thinking about what you've suggested, separating the main alternator to it's own switch, I've done so, and it cleans up both the drawing and the electrical system quite a bit. Effectively what we've done is separate the "battery / alt / DC power" switch shown on the Z13/8 drawing into two. I've got a keyed switch which I want for some basic theft deterrence, and then the main alt switch.
In operation we'll turn on the main bus, which will mean the entire panel will be up. The big consumers will of course be off, pitot heat, exterior lighting, AP servos, boost fuel pump, and the radios will be in passive receive mode. At this point we'd close the ebus / aux alt switch and start the engine. Dynon says this will not bring down the EFIS's so with the EMS operating we should see the aux alternator bump the voltage, I'd flip the switch on and off if need be to see this change. Satisfied that the aux alternator is operating we'll then bring the main alternator online and turn the e-bus / aux alt switch off. Or I may come around on leaving it on for normal operations.
For alternator-out condition: turn the e-bus / aux alt switch on, open the main battery switch, dropping out the battery contactor and therefor the main bus. If the main alt has failed or thrown the belt, it won't matter much if we turn off the main alt switch or not.
What are your thoughts on this layout? I known I haven't used all your suggestions, I hope you take no offense to it, I think some were moving away from the original Z13/8 philosophy which I do rather agree with.
Best regards
Gerry
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user9253
Joined: 28 Mar 2008
Posts: 1925
Location: Riley TWP Michigan
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| Posted: Fri Dec 29, 2023 4:53 pm Post subject: Re: Re[3]: Tailwind Electrical System Drawing and Power Ana |
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Suggestions:
Replace the 15A E-Bus fuse with a fusible link. It is not good practice to have fuses in series.
Locate the E-Bus relay near the battery bus.
In the event of over voltage, the crowbar module will smoke.
Protect it with a 3 amp fuse or circuit breaker.
The 2A fuse in the battery contactor coil circuit is a good idea.
It will protect against reversed battery polarity. (It happens)
Consider using a Hall Effect sensor instead of a shunt, if compatible with your Dynon.
The starter contactor coil diode is wired wrong. Connect the banded end to the "S" terminal.
Connect the other end of the diode to the other end of the contactor coil (ground).
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Peter(at)sportingaero.com
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| Posted: Sat Dec 30, 2023 2:48 pm Post subject: Re[3]: Tailwind Electrical System Drawing and Power Analysi |
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Gerry,
I don’t mind if you ignore all or anything I write! It is your airplane after all.
I think you are overstating the situation by saying your life may depend on the SD8 operating correctly. With aggressive load shedding, and particularly in VMC, you will be able to fly for an hour or two on the battery. Being able to turn off the battery contactor will remove (around) 1A of draw from the system, so being able to connect the battery to the bus bar (for low draw services, say up to 20A) can be beneficial.
Peter
From: owner-aeroelectric-list-server(at)matronics.com <owner-aeroelectric-list-server(at)matronics.com> On Behalf Of Gerry van Dyk
Sent: Friday, December 29, 2023 7:18 PM
To: aeroelectric-list(at)matronics.com
Subject: Re[3]: Tailwind Electrical System Drawing and Power Analysis
Hello again all
Peter I'll follow-up here on those couple of points...
I've attached the latest revision to my architecture. Thinking about what you've suggested, separating the main alternator to it's own switch, I've done so, and it cleans up both the drawing and the electrical system quite a bit. Effectively what we've done is separate the "battery / alt / DC power" switch shown on the Z13/8 drawing into two. I've got a keyed switch which I want for some basic theft deterrence, and then the main alt switch.
In operation we'll turn on the main bus, which will mean the entire panel will be up. The big consumers will of course be off, pitot heat, exterior lighting, AP servos, boost fuel pump, and the radios will be in passive receive mode. At this point we'd close the ebus / aux alt switch and start the engine. Dynon says this will not bring down the EFIS's so with the EMS operating we should see the aux alternator bump the voltage, I'd flip the switch on and off if need be to see this change. Satisfied that the aux alternator is operating we'll then bring the main alternator online and turn the e-bus / aux alt switch off. Or I may come around on leaving it on for normal operations.
For alternator-out condition: turn the e-bus / aux alt switch on, open the main battery switch, dropping out the battery contactor and therefor the main bus. If the main alt has failed or thrown the belt, it won't matter much if we turn off the main alt switch or not.
What are your thoughts on this layout? I known I haven't used all your suggestions, I hope you take no offense to it, I think some were moving away from the original Z13/8 philosophy which I do rather agree with.
Best regards
Gerry
----
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