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Alternate Z-32 Heavy duty E-bus feed

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l.p(at)talk21.com
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Posted: Sat Jun 22, 2013 12:11 am Post subject: Alternate Z-32 Heavy duty E-bus feed

Subject: Alternate Z-32 Heavy duty E-bus feed

   



Bob.

I wonder if you could comment on the following please:

I have noticed a 0.7 volt drop across the E-bus normal feedpath diode in a Z-13 (11/01)  architecture.

Is this normal and correct?

On reviewing the Z-32 Heavy Duty E-Bus Feed diagram, Rev-K-04/20/05, is it in order to alter it to do away with the E-bus normal feedpath diode?

To accomplish this, the NC contact of the  relay would connect to the Main Bus.

The COM contact would connect to the E-Bus.

The NO contact would connect to the Main  Battery Bus and the negative side of the 1N4001 relay diode.

In the relay non-powered state, the E-Bus is supplied by the Main Bus.



With the battery contactor open, closing the E-Bus alternate feed switch feeds the E-Bus from the Main Battery Bus.

Do you see any  isssues with this arrangement?

Could you elaborate on the reasoning behind the E-Bus normal Feedpath diode inclusion in Z-32?

Thank you for your time looking at this.

Patrick Elliott, G-LGEZ



 

 

  

 [quote][b]

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nuckolls.bob(at)aeroelect
Guest

Posted: Sat Jun 22, 2013 3:43 am Post subject: Alternate Z-32 Heavy duty E-bus feed

At 03:10 AM 6/22/2013, you wrote:



 



  	  Quote: 	
		   Subject: Alternate Z-32 Heavy duty E-bus feed

 

 Bob.

 I wonder if you could comment on the following please:



 I have noticed a 0.7 volt drop across the E-bus normal feedpath diode in a Z-13 (11/01) architecture.

 Is this normal and correct? 	


   Yes. You can reduced this value slightly by substituting

   a Schottky diode . . . but yes, the drop you observe

   is normal . . . and insignificant.



  	  Quote: 	
		  On reviewing the Z-32 Heavy Duty E-Bus Feed diagram, Rev-K-04/20/05, is it in order to alter it to do away with the E-bus normal feedpath diode?

 To accomplish this, the NC contact of the relay would connect to the Main Bus.

 The COM contact would connect to the E-Bus.

 The NO contact would connect to the Main Battery Bus and the negative side of the 1N4001 relay diode. 	


   This puts BOTH power pathways for the e-but

   through a single device. A design goal for

   the architecture as published was to craft

   independent pathways.



  In the relay non-powered state, the E-Bus is supplied by the Main Bus.

  	  Quote: 	
		  With the battery contactor open, closing the E-Bus alternate feed switch feeds the E-Bus from the Main Battery Bus.

 Do you see any isssues with this arrangement?

 Could you elaborate on the reasoning behind the E-Bus normal Feedpath diode inclusion in Z-32? 	




   A driver for this goal was gleaned from experiences

   with the legacy 'avionics master switch' wherein

   all power for the radios comes through one electro-

   mechanical device with contacts and moving parts.

   This condition has prompted some owners of certified

   iron to install a second, back up switch in parallel

   with the first.



   The as-published architecture eliminates risk

   for single failure induced loss of the e-bus.



   The voltage drop noted is not significant to

   operation of the aircraft. Keep in mind that should

   you find yourself without an alternator, the battery

   becomes a secondary source of power. Batteries

   deliver energy at 12.5 volts and LOWER. 



   When the alternator is up, the main bus runs at

   14.2 to 14.6. The 0.7 volt drop in the normal

   feedpath diode supplies the e-bus at 13.5

   to 13.9 volts.



   If you expect to get full utility from your

   e-bus appliances under battery only conditions at

   11.0 to 12.5 volts then I suggest that the voltage

   drop cited for alternator supported operations

   is not significant.



 

   Bob . . .    [quote][b]

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