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Ebus Diode

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crabandy(at)yahoo.com
Guest

Posted: Tue Apr 02, 2013 6:57 am Post subject: Ebus Diode

The drawing http://www.bandc.biz/pdfs/Diode_Installation.pdf

From B and C shows both ~ (I don't have the correct symbol horizontal s with -) terminals powered from the main bus with the + going to the Ebus and - unused.

Question: I could run power from the main bus to either ~ terminal and power the Ebus?

Powering both ~ terminals gains a little redundancy to power the Ebus?

Thanks,

Andy



Sent from my iPhone

 [quote][b]

kuffel(at)cyberport.net
Guest

Posted: Tue Apr 02, 2013 8:16 am Post subject: Ebus Diode

Andy,



<<  Question: I could run power from the main bus to either ~ terminal and 

power the Ebus?  >>



Yes, but this misses the purpose of connecting both AC terminals (~) to the 

source.  The package has 4 diodes.  It is used everywhere as an AC to DC 

rectifier.  In theory you could use one high current diode but the cost of 

the same capacity is much higher than the 4 diode package due to the very 

high economy of scale from the 4 diode configuration even though we are 

"wasting" diodes.  The mounting for this package is also simpler.



The main enemy of semiconductors is heat.  With the connection to two 

divides in parallel the current between them is divided, not evenly divided 

but still shared between the two.  This spreads out the heat generation 

which makes the device more robust.



<<  Powering both ~ terminals gains a little redundancy to power the Ebus? 

 >>



As is hopefully explained above, the reason for using both ~ terminals is 

spreading out the heat generation, not redundancy.  If you have an Ebus 

current of 15 amps, even if one diode carries 10 amps and the other only 5 

amps, you are stressing the part less than having all 15 amps going through 

1 diode.  In other words, there is a good reason for connecting the source 

to both ~ terminals which is what you should do.



Tom Kuffel

crabandy(at)yahoo.com
Guest

Posted: Tue Apr 02, 2013 9:22 am Post subject: Ebus Diode

Great explanation!

Thanks,

Andy



Sent from my iPhone



On Apr 2, 2013, at 11:13 AM, "The Kuffels" <kuffel(at)cyberport.net> wrote:



 	  Quote: 	
		   

 

 Andy,

 

 <<  Question: I could run power from the main bus to either ~ terminal and power the Ebus?  >>

 

 Yes, but this misses the purpose of connecting both AC terminals (~) to the source.  The package has 4 diodes.  It is used everywhere as an AC to DC rectifier.  In theory you could use one high current diode but the cost of the same capacity is much higher than the 4 diode package due to the very high economy of scale from the 4 diode configuration even though we are "wasting" diodes.  The mounting for this package is also simpler.

 

 The main enemy of semiconductors is heat.  With the connection to two divides in parallel the current between them is divided, not evenly divided but still shared between the two.  This spreads out the heat generation which makes the device more robust.

 

 <<  Powering both ~ terminals gains a little redundancy to power the Ebus? >>

 

 As is hopefully explained above, the reason for using both ~ terminals is spreading out the heat generation, not redundancy.  If you have an Ebus current of 15 amps, even if one diode carries 10 amps and the other only 5 amps, you are stressing the part less than having all 15 amps going through 1 diode.  In other words, there is a good reason for connecting the source to both ~ terminals which is what you should do.

 

 Tom Kuffel

nuckolls.bob(at)aeroelect
Guest

Posted: Tue Apr 02, 2013 10:16 am Post subject: Ebus Diode

At 09:56 AM 4/2/2013, you wrote:

  	  Quote: 	
		  The drawing  http://www.bandc.biz/pdfs/Diode_Installation.pdf

  From B and C shows both ~ (I don't have the correct symbol horizontal s with -) terminals powered from the main bus with the + going to the Ebus and - unused.

 Question: I could run power from the main bus to either ~ terminal and power the Ebus?

 Powering both ~ terminals gains a little redundancy to power the Ebus? 	


   No 'redundancy' just a potential tiny improvement in

   thermal modeling. Not a big deal one way or another.

   Run main bus power to either one or both AC input

   terminals, one wire from (+) to e-bus.



   Bob . . .



 

   Bob . . .    [quote][b]

james(at)etravel.org
Guest

Posted: Wed Apr 03, 2013 4:32 am Post subject: Ebus Diode

On a related note, is there a way to determine if a heatsink is large enough? Â 



I made a heatsink out of some scrap .020" aluminium -- half a dozen pieces of varying lengths, stacked and folded up at the ends to form fins. Â I've bolted it under the rectifier with some heatsink paste. Â 

 



Seems like quite a lot of aluminium, and plenty of surface area, but it would nice to find a way of evaluating its effectiveness... other than waiting for the smell of burning semiconductor...

 



Many thanks,Â 

James

On 2 April 2013 16:38, Robert L. Nuckolls, III <nuckolls.bob(at)aeroelectric.com (nuckolls.bob(at)aeroelectric.com)> wrote:

 [quote]  At 09:56 AM 4/2/2013, you wrote:

 

 	  Quote: 	
		  The drawing  http://www.bandc.biz/pdfs/Diode_Installation.pdf

  From B and C shows both ~ (I don't have the correct symbol horizontal s with -) terminals powered from the main bus with the + going to the Ebus and - unused.



 Question: I could run power from the main bus to either ~ terminal and power the Ebus?



 Powering both ~ terminals gains a little redundancy to power the Ebus?

	


 Â  No 'redundancy' just a potential tiny improvement in

 Â  thermal modeling. Not a big deal one way or another.

 Â  Run main bus power to either one or both AC input

 Â  terminals, one wire from (+) to e-bus.



 Â  Bob . . .



 

 Â  Bob . . .     	  Quote: 	
		  



ist" target="_blank">http://www.matronics.com/Navigator?AeroElectric-List

tp://forums.matronics.com

_blank">http://www.matronics.com/contribution



	


[b]

nuckolls.bob(at)aeroelect
Guest

Posted: Wed Apr 03, 2013 5:54 am Post subject: Ebus Diode

At 07:31 AM 4/3/2013, you wrote:

 	  Quote: 	
		  On a related note, is there a way to determine 

if a heatsink is large enough? Â



I made a heatsink out of some scrap .020" 

aluminium -- half a dozen pieces of varying 

lengths, stacked and folded up at the ends to 

form fins. Â I've bolted it under the rectifier with some heatsink paste. Â



Seems like quite a lot of aluminium, and plenty 

of surface area, but it would nice to find a way 

of evaluating its effectiveness... other than 

waiting for the smell of burning semiconductor...


	


     What are your e-bus normal running loads?

     I would not expect loads of 10A or less to

     call for anything other than to simply mount

     the diode a metal surface in the airplane.



     I could run some tests here for higher currents

     but keep in mind that the e-bus is for 'endurance'

     loads . . . minimal equipment to conduct the

     en route phase of flight . . . reduced energy

     demands to save the battery for approach to

     landing.



       I suggested that big fat diode because of it's

     convenience for mounting and wiring. The fact that

     it is rated for 25 or 35 amps was in no way intended

     to suggest that e-bus loads should/could be

     that large.



     The e-bus is a risk reduction feature that is

     not likely to be needed more than once over the

     lifetime of your airplane. It's a feature that

     offers a degrees of System Reliability that

     reduces probability that a main alternator failure

     will cause you to break a sweat.



     As a renter, I have never enjoyed access to features

     that we're building into OBAM aircraft. My personal

     endurance package was carried around in the flight

     bag. http://tinyurl.com/d5mrjgh



     In fact, I've not turned a VOR receiver on in nearly

     20 years. Not since I discovered the capabilities

     of hand-held GPS receivers that were so cheap I could

     give them away as door prizes at my seminars! My last

     cross-country sojourns were managed with dual

     GPS receivers stuck between the glare-shield and

     windshield with little wads of windshield sealant.



     It didn't matter if the airplane was a J-3 or A-36,

     I was confident in my ability to get from point A to

     Point B whether the ship's electrical system was

     fully functional or not. That's a high degree of

     failure tolerance and system reliability.

   Bob . . .

james(at)etravel.org
Guest

Posted: Wed Apr 03, 2013 6:42 am Post subject: Ebus Diode

Thanks Bob, I have a theoretical max load of a little under 7A.Â 



I agree with your sentiments about the essential bus. Â I don't anticipate needing it... but it's nice to know that it's there...

 



James



On 3 April 2013 14:52, Robert L. Nuckolls, III <nuckolls.bob(at)aeroelectric.com (nuckolls.bob(at)aeroelectric.com)> wrote:

 [quote]--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com (nuckolls.bob(at)aeroelectric.com)>

  

 At 07:31 AM 4/3/2013, you wrote:

  	  Quote: 	
		   On a related note, is there a way to determine if a heatsink is large enough? Ã‚

 

 I made a heatsink out of some scrap .020" aluminium -- half a dozen pieces of varying lengths, stacked and folded up at the ends to form fins. Ã‚ I've bolted it under the rectifier with some heatsink paste. Ã‚ 

 

 Seems like quite a lot of aluminium, and plenty of surface area, but it would nice to find a way of evaluating its effectiveness... other than waiting for the smell of burning semiconductor...

 

	
 

 Â  Â  What are your e-bus normal running loads?

 Â  Â  I would not expect loads of 10A or less to

 Â  Â  call for anything other than to simply mount

 Â  Â  the diode a metal surface in the airplane.

 

 Â  Â  I could run some tests here for higher currents

 Â  Â  but keep in mind that the e-bus is for 'endurance'

 Â  Â  loads . . . minimal equipment to conduct the

 Â  Â  en route phase of flight . . . reduced energy

 Â  Â  demands to save the battery for approach to

 Â  Â  landing.

 

 Â  Â  Â  I suggested that big fat diode because of it's

 Â  Â  convenience for mounting and wiring. The fact that

 Â  Â  it is rated for 25 or 35 amps was in no way intended

 Â  Â  to suggest that e-bus loads should/could be

 Â  Â  that large.

 

 Â  Â  The e-bus is a risk reduction feature that is

 Â  Â  not likely to be needed more than once over the

 Â  Â  lifetime of your airplane. It's a feature that

 Â  Â  offers a degrees of System Reliability that

 Â  Â  reduces probability that a main alternator failure

 Â  Â  will cause you to break a sweat.

 

 Â  Â  As a renter, I have never enjoyed access to features

 Â  Â  that we're building into OBAM aircraft. My personal

 Â  Â  endurance package was carried around in the flight

 Â  Â  bag. http://tinyurl.com/d5mrjgh

 

 Â  Â  In fact, I've not turned a VOR receiver on in nearly

 Â  Â  20 years. Not since I discovered the capabilities

 Â  Â  of hand-held GPS receivers that were so cheap I could

 Â  Â  give them away as door prizes at my seminars! My last

 Â  Â  cross-country sojourns were managed with dual

 Â  Â  GPS receivers stuck between the glare-shield and

 Â  Â  windshield with little wads of windshield sealant.

 

 Â  Â  It didn't matter if the airplane was a J-3 or A-36,

 Â  Â  I was confident in my ability to get from point A to

 Â  Â  Point B whether the ship's electrical system was

 Â  Â  fully functional or not. That's a high degree of

 Â  Â  failure tolerance and system reliability.

 

 

 Â  Bob . . . 

 

 

 ====================================

  -

 ric-List" target="_blank">http://www.matronics.com/Navigator?AeroElectric-List

 ====================================

 MS -

 k">http://forums.matronics.com

 ====================================

 e -

  Â  Â  Â  Â  Â -Matt Dralle, List Admin.

 t="_blank">http://www.matronics.com/contribution

 ====================================

 

 

 

 



[b]

rickofudall

Joined: 19 Sep 2009
Posts: 1392
Location: Udall, KS, USA

Posted: Wed Apr 03, 2013 7:36 am Post subject: Ebus Diode

James, One of these should give you some numbers to play with to see how well your heatsink is working as you ebuss is loaded up.



http://www.harborfreight.com/infrared-thermometer-with-laser-targeting-non-contact-69465.html

  

Harbor Freight has a coupon out this month that reduces the price a further $10 to $25.99.

Just a thought

Rick Girard



 On Wed, Apr 3, 2013 at 9:41 AM, James Kilford <james(at)etravel.org (james(at)etravel.org)> wrote:

 	  Quote: 	
		   Thanks Bob, I have a theoretical max load of a little under 7A. 



I agree with your sentiments about the essential bus.  I don't anticipate needing it... but it's nice to know that it's there...

  



James



On 3 April 2013 14:52, Robert L. Nuckolls, III <nuckolls.bob(at)aeroelectric.com (nuckolls.bob(at)aeroelectric.com)> wrote:

  



 	  Quote: 	
		  --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com (nuckolls.bob(at)aeroelectric.com)>

   

 At 07:31 AM 4/3/2013, you wrote:

  	  Quote: 	
		   On a related note, is there a way to determine if a heatsink is large enough? Â

 

 I made a heatsink out of some scrap .020" aluminium -- half a dozen pieces of varying lengths, stacked and folded up at the ends to form fins. Â I've bolted it under the rectifier with some heatsink paste. Â  

 

 Seems like quite a lot of aluminium, and plenty of surface area, but it would nice to find a way of evaluating its effectiveness... other than waiting for the smell of burning semiconductor...

 

	
 

     What are your e-bus normal running loads?

     I would not expect loads of 10A or less to

     call for anything other than to simply mount

     the diode a metal surface in the airplane.

 

     I could run some tests here for higher currents

     but keep in mind that the e-bus is for 'endurance'

     loads . . . minimal equipment to conduct the

     en route phase of flight . . . reduced energy

     demands to save the battery for approach to

     landing.

 

       I suggested that big fat diode because of it's

     convenience for mounting and wiring. The fact that

     it is rated for 25 or 35 amps was in no way intended

     to suggest that e-bus loads should/could be

     that large.

 

     The e-bus is a risk reduction feature that is

     not likely to be needed more than once over the

     lifetime of your airplane. It's a feature that

     offers a degrees of System Reliability that

     reduces probability that a main alternator failure

     will cause you to break a sweat.

 

     As a renter, I have never enjoyed access to features

     that we're building into OBAM aircraft. My personal

     endurance package was carried around in the flight

     bag. http://tinyurl.com/d5mrjgh

 

     In fact, I've not turned a VOR receiver on in nearly

     20 years. Not since I discovered the capabilities

     of hand-held GPS receivers that were so cheap I could

     give them away as door prizes at my seminars! My last

     cross-country sojourns were managed with dual

     GPS receivers stuck between the glare-shield and

     windshield with little wads of windshield sealant.

 

     It didn't matter if the airplane was a J-3 or A-36,

     I was confident in my ability to get from point A to

     Point B whether the ship's electrical system was

     fully functional or not. That's a high degree of

     failure tolerance and system reliability.

 

 

   Bob . . . 

 

 

 ====================================

  -

 ric-List" target="_blank">http://www.matronics.com/Navigator?AeroElectric-List

 ====================================

 MS -

 k">http://forums.matronics.com

 ====================================

 e -

           -Matt Dralle, List Admin.

 t="_blank">http://www.matronics.com/contribution

 ====================================

 

 

 

 



	






   	  Quote: 	
		  



ist" target="_blank">http://www.matronics.com/Navigator?AeroElectric-List

tp://forums.matronics.com

_blank">http://www.matronics.com/contribution



	




	




-- 

Zulu Delta

Mk IIIC

Thanks, Homer GBYM

It isn't necessary to have relatives in Kansas City in order to be unhappy.

   - Groucho Marx

 

  [quote][b]

_________________
The smallest miracle right in front of you is enough to make you happy....

nuckolls.bob(at)aeroelect
Guest

Posted: Wed Apr 03, 2013 8:31 am Post subject: Ebus Diode

At 09:41 AM 4/3/2013, you wrote:

 	  Quote: 	
		  Thanks Bob, I have a theoretical max load of a little under 7A.Â



I agree with your sentiments about the essential 

bus. Â I don't anticipate needing it... but it's 

nice to know that it's there...


	


    Very good. No 'extra' heat sinking necessary.

    Just bolt it to a metallic surface.

   Bob . . .

james(at)etravel.org
Guest

Posted: Wed Apr 03, 2013 8:46 am Post subject: Ebus Diode

Well, that's more tricky.  The firewall on this plane (Jodel) is a

sandwich of plywood and balsa... so I'm hoping the heatsink will

suffice.  Worse-case scenario -- I could move the diode to the engine

compartment side of the firewall, which is covered with a thin sheet

of stainless steel.



James



On 3 April 2013 17:29, Robert L. Nuckolls, III

<nuckolls.bob(at)aeroelectric.com> wrote:

 	  Quote: 	
		   

 <nuckolls.bob(at)aeroelectric.com>



 At 09:41 AM 4/3/2013, you wrote:

>

> Thanks Bob, I have a theoretical max load of a little under 7A.Ã‚

>

> I agree with your sentiments about the essential bus. Ã‚ I don't anticipate

> needing it... but it's nice to know that it's there...

    Very good. No 'extra' heat sinking necessary.

    Just bolt it to a metallic surface.

   Bob . . .

nuckolls.bob(at)aeroelect
Guest

Posted: Wed Apr 03, 2013 10:17 am Post subject: Ebus Diode

At 11:45 AM 4/3/2013, you wrote:

 	  Quote: 	
		  



Well, that's more tricky.  The firewall on this plane (Jodel) is a

sandwich of plywood and balsa... so I'm hoping the heatsink will

suffice.  Worse-case scenario -- I could move the diode to the engine

compartment side of the firewall, which is covered with a thin sheet

of stainless steel.


	


    Hmmmm . . . okay. The heat sink you built

    up from sheet metal will be fine. Don't

    move it to the other side of the firewall.



   Bob . . .

dean.psiropoulos(at)veriz
Guest

Posted: Wed Apr 03, 2013 5:27 pm Post subject: Ebus Diode

If you want true redundancy then just use two rectifiers in parallel.  When

I built my panel I ended up with a full IFR radio stack on the Ebus and some

other items that, together, take quite a bit of current.  Not wanting to

risk over-taxing the single rectifier or reduce its life by running it near

maximum all the time, I simply installed a second one in parallel with the

first.  I also mounted them to 1/16 inch thick aluminum brackets fastened to

the bulkhead behind the instrument panel to keep them as cool as possible.

Probably overkill but, so far so good.



Dean Psiropoulos

RV-6A  N197DM

--

Eric M. Jones

Joined: 10 Jan 2006
Posts: 565
Location: Massachusetts

Posted: Thu Apr 04, 2013 4:50 am Post subject: Re: Ebus Diode

I've been selling these for a decade. My newest version can be used as two parallel, a Y-configuration or just a big diode. Heatsink included. See attached.

Power_Deuce_Schottky_ Manual.pdf

Description:

Download

Filename:

Power_Deuce_Schottky_ Manual.pdf

Filesize:

241.64 KB

Downloaded:

243 Time(s)

_________________
Eric M. Jones
www.PerihelionDesign.com
113 Brentwood Drive
Southbridge, MA 01550
(508) 764-2072
emjones(at)charter.net

nuckolls.bob(at)aeroelect
Guest

Posted: Thu Apr 04, 2013 5:59 am Post subject: Ebus Diode

At 08:25 PM 4/3/2013, you wrote:

 	  Quote: 	
		  

<dean.psiropoulos(at)verizon.net>



If you want true redundancy then just use two rectifiers in parallel.


	


   Actually, if you want redundancy for a failed

   diode, you would want to wire them in series.



   Diodes generally fail shorted. So having a good

   diode in parallel would a bad one would not

   mitigate the failure. But of course, diodes in

   series doubles the voltage drop and that's not

   high on our list of design goals.



   As long as they're adequately heat-sinked,

   the diode will outlast the airplane. If

   not heat adequately sinked, life expectancy

   is short.



   The first 'crowbar' ov protection system to

   go into a TC aircraft can be found on the AA-1

   Yankee. Alternator field was supplied through

   a 3 or 5 amp glass cartridge fuse. I don't

   recall which right now. Downstream of the fuse

   they wired a 15 volt, 1-watt, glass zener to

   ground.



   In an ov condition, the zener was driven into

   destructive conduction, it's junction melted

   and shorted the field supply downstream of the

   fuse.  Crude but it did work . . . with limitations.



   I ran some tests on this configuration

   at Electro-Mech after an OEM engineer asked me

   about it . . . I think it was a guy at Mooney.



   Sure 'nuf. Fault the regulator, bus votlage jumps,

   zener discolors and turns black, fuse pops, event

   over. MUCH slower than legacy OV protection systems

   that operate in tens of milliseconds . . . but

   certainly better than no OV protection.



   I heard of variations on the theme that proved

   unsatisfactory . . . like replacing the fast-fuse

   with a slow-blow. Or replacing the zener with

   its plastic cousin. Plastic zeners and diodes

   like to blow apart when fused.



   There was an alternator supplier at OSH one year

   who advertised "built in OV protection".

   Some guy came by the B&C booth to tell me about

   it . . . he was skeptical. I walked over to see

   what was being offered. Without introducing myself

   I asked the vendor to tell me all about it. It

   pointed to a plastic, 1-w zener wired across the

   alternator's B-terminal to ground. I took some

   literature and thanked him for the info.



   Some time later, somebody on the Compuserve

   AVSIG forum was asking about this same product.

   He said his alternator went bad and his OV

   protection 'disappeared' without having done

   it's job. Upon further inquiry, he said the

   little wires were still there . . . just the

   black plastic part was gone.



   This was an internally regulated alternator

   and could not be easily fitted with OV protection.

   Certainly the little glob of plastic was not

   up to the task.

   Bob . . .

mrspudandcompany(at)veriz
Guest

Posted: Thu Apr 04, 2013 10:32 am Post subject: Ebus Diode

 	  Quote: 	
		   I've been selling these for a decade. My newest version can be used as two 

 parallel, a Y-configuration or just a big diode. Heatsink included. See 

 attached.



 --------

 Eric M. Jones


	




Eric,



In looking at your attached diagram, it is my assumption that you are using 

the diodes to supply power to critical for flight devices.  My thought is 

that you would be much better off using 2 fuel pumps and 2 ECU's each 

running through their own switches to separate batteries and eliminate the 

diodes.  This is a little more costly but my thinking is that it will 

increase your safety factor by an order of magnitude.  Am I wrong on this 

approach?



Roger

james(at)etravel.org
Guest

Posted: Wed Apr 10, 2013 4:38 am Post subject: Ebus Diode

Thanks Rick.  A handy device and good price too.  Not sure it would

make sense getting it across the pond, but I note that similar devices

are available for about the same money.  It could be a useful and

interesting investment.



James



On 3 April 2013 16:35, Richard Girard <aslsa.rng(at)gmail.com> wrote:

 	  Quote: 	
		   James, One of these should give you some numbers to play with to see how

 well your heatsink is working as you ebuss is loaded up.



 http://www.harborfreight.com/infrared-thermometer-with-laser-targeting-non-contact-69465.html



 Harbor Freight has a coupon out this month that reduces the price a further

 $10 to $25.99.

 Just a thought



 Rick Girard

 On Wed, Apr 3, 2013 at 9:41 AM, James Kilford <james(at)etravel.org> wrote:

>

> Thanks Bob, I have a theoretical max load of a little under 7A.

>

> I agree with your sentiments about the essential bus.  I don't anticipate

> needing it... but it's nice to know that it's there...

>

> James

>

> On 3 April 2013 14:52, Robert L. Nuckolls, III

> <nuckolls.bob(at)aeroelectric.com> wrote:

>>

>> 

>> <nuckolls.bob(at)aeroelectric.com>

>>

>> At 07:31 AM 4/3/2013, you wrote:

>>>

>>> On a related note, is there a way to determine if a heatsink is large

>>> enough? Ã‚

>>>

>>> I made a heatsink out of some scrap .020" aluminium -- half a dozen

>>> pieces of varying lengths, stacked and folded up at the ends to form fins. Ã‚

>>> I've bolted it under the rectifier with some heatsink paste. Ã‚

>>>

>>>

>>> Seems like quite a lot of aluminium, and plenty of surface area, but it

>>> would nice to find a way of evaluating its effectiveness... other than

>>> waiting for the smell of burning semiconductor...

>>

>>

>>     What are your e-bus normal running loads?

>>     I would not expect loads of 10A or less to

>>     call for anything other than to simply mount

>>     the diode a metal surface in the airplane.

>>

>>     I could run some tests here for higher currents

>>     but keep in mind that the e-bus is for 'endurance'

>>     loads . . . minimal equipment to conduct the

>>     en route phase of flight . . . reduced energy

>>     demands to save the battery for approach to

>>     landing.

>>

>>       I suggested that big fat diode because of it's

>>     convenience for mounting and wiring. The fact that

>>     it is rated for 25 or 35 amps was in no way intended

>>     to suggest that e-bus loads should/could be

>>     that large.

>>

>>     The e-bus is a risk reduction feature that is

>>     not likely to be needed more than once over the

>>     lifetime of your airplane. It's a feature that

>>     offers a degrees of System Reliability that

>>     reduces probability that a main alternator failure

>>     will cause you to break a sweat.

>>

>>     As a renter, I have never enjoyed access to features

>>     that we're building into OBAM aircraft. My personal

>>     endurance package was carried around in the flight

>>     bag. http://tinyurl.com/d5mrjgh

>>

>>     In fact, I've not turned a VOR receiver on in nearly

>>     20 years. Not since I discovered the capabilities

>>     of hand-held GPS receivers that were so cheap I could

>>     give them away as door prizes at my seminars! My last

>>     cross-country sojourns were managed with dual

>>     GPS receivers stuck between the glare-shield and

>>     windshield with little wads of windshield sealant.

>>

>>     It didn't matter if the airplane was a J-3 or A-36,

>>     I was confident in my ability to get from point A to

>>     Point B whether the ship's electrical system was

>>     fully functional or not. That's a high degree of

>>     failure tolerance and system reliability.

>>

>>

>>

>>   Bob . . .

>>

>>

>> ====================================

>> -

>> ric-List"

>> target="_blank">http://www.matronics.com/Navigator?AeroElectric-List

>> ====================================

>> MS -

>> k">http://forums.matronics.com

>> ====================================

>> e -

>>          -Matt Dralle, List Admin.

>> t="_blank">http://www.matronics.com/contribution

>> ====================================

>>

>>

>>

>

> ist" target="_blank">http://www.matronics.com/Navigator?AeroElectric-List

> tp://forums.matronics.com

> _blank">http://www.matronics.com/contribution

>



 --

 Zulu Delta

 Mk IIIC

 Thanks, Homer GBYM



 It isn't necessary to have relatives in Kansas City in order to be unhappy.

   - Groucho Marx

james(at)etravel.org
Guest

Posted: Wed Apr 10, 2013 4:38 am Post subject: Ebus Diode

Thanks Bob.  I'll give it a check with the Eric finger temperature scale too.



On 3 April 2013 19:14, Robert L. Nuckolls, III

<nuckolls.bob(at)aeroelectric.com> wrote:

 	  Quote: 	
		   

 <nuckolls.bob(at)aeroelectric.com>



 At 11:45 AM 4/3/2013, you wrote:

>

> 

> Well, that's more tricky.  The firewall on this plane (Jodel) is a

> sandwich of plywood and balsa... so I'm hoping the heatsink will

> suffice.  Worse-case scenario -- I could move the diode to the engine

> compartment side of the firewall, which is covered with a thin sheet

> of stainless steel.

    Hmmmm . . . okay. The heat sink you built

    up from sheet metal will be fine. Don't

    move it to the other side of the firewall.





   Bob . . .

henador_titzoff(at)yahoo.
Guest

Posted: Wed Apr 10, 2013 5:17 am Post subject: Ebus Diode

Everyone,

It isn't given on the website below what this device's temperature range is, so I downloaded the manual.  Here are the specs:

Measurement Range: -36F to 968F (-38C to 520C)
Accuracy: ±2% above 32F, ±4.5% below 41F

If you have uncalibrated fingers, this may be the way to go. 

 

Henador Titzoff

        From: James Kilford <james(at)etravel.org>

 To: aeroelectric-list(at)matronics.com 

 Sent: Wednesday, April 10, 2013 8:38 AM

 Subject: Re: Ebus Diode

  

 

--> AeroElectric-List message posted by: James Kilford <james(at)etravel.org (james(at)etravel.org)>



Thanks Rick.  A handy device and good price too.  Not sure it would

make sense getting it across the pond, but I note that similar devices

are available for about the same money.  It could be a useful and

interesting  investment.



James



On 3 April 2013 16:35, Richard Girard <aslsa.rng(at)gmail.com (aslsa.rng(at)gmail.com)> wrote:

 	  Quote: 	
		   James, One of these should give you some numbers to play with to see how

 well your heatsink is working as you ebuss is loaded up.



 http://www.harborfreight.com/infrared-thermometer-with-laser-targeting-non-contact-69465.html



 Harbor Freight has a coupon out this month that reduces the price a further

 $10 to $25.99.

 Just a thought



 Rick Girard

 On Wed, Apr 3, 2013 at 9:41 AM, James Kilford <james(at)etravel.org (james(at)etravel.org)> wrote:

>

> Thanks Bob, I have a  theoretical max load of a little under 7A.

>

> I agree with your sentiments about the essential bus.  I don't anticipate

> needing it... but it's nice to know that it's there...

>

> James

>

> On 3 April 2013 14:52, Robert L. Nuckolls, III

> <nuckolls.bob(at)aeroelectric.com (nuckolls.bob(at)aeroelectric.com)> wrote:

>>

>> --> AeroElectric-List message posted by: "Robert L. Nuckolls, III"

>> <nuckolls.bob(at)aeroelectric.com (nuckolls.bob(at)aeroelectric.com)>

>>

>> At 07:31 AM 4/3/2013, you wrote:

>>>

>>> On a related note, is there a way to determine if a heatsink is large

>>> enough?  Â

>>>

>>> I made a heatsink out of some scrap .020" aluminium -- half a dozen

>>> pieces of varying lengths, stacked and folded up at the ends to form fins. Â

>>> I've bolted it under the rectifier with some heatsink paste. Â

>>>

>>>

>>> Seems like quite a lot of aluminium, and plenty of surface area, but it

>>> would nice to find a way of evaluating its effectiveness... other than

>>> waiting for the smell of burning semiconductor...

>>

>>

>>     What are your e-bus normal running loads?

>>     I would not expect loads of 10A or less to

>>     call for anything other than to simply mount

>>     the diode a metal surface in the airplane.

>>

>>     I could  run some tests here for higher currents

>>     but keep in mind that the e-bus is for 'endurance'

>>     loads . . . minimal equipment to conduct the

>>     en route phase of flight . . . reduced energy

>>     demands to save the battery for approach to

>>     landing.

>>

>>       I suggested that big fat diode because of it's

>>     convenience for mounting and wiring. The fact that

>>     it is rated for 25 or 35 amps was in no way intended

>>     to suggest that e-bus loads should/could be

>>     that large.

>>

>>     The e-bus is a risk reduction feature that is

>>     not likely to be needed more than once over the

>>      lifetime of your airplane. It's a feature that

>>     offers a degrees of System Reliability that

>>     reduces probability that a main alternator failure

>>     will cause you to break a sweat.

>>

>>     As a renter, I have never enjoyed access to features

>>     that we're building into OBAM aircraft. My personal

>>     endurance package was carried around in the flight

>>     bag. http://tinyurl.com/d5mrjgh

>>

>>     In fact, I've not turned a VOR receiver on in nearly

>>     20 years. Not since I discovered the capabilities

>>     of hand-held GPS receivers that were so cheap I could

>>     give them away as door  prizes at my seminars! My last

>>     cross-country sojourns were managed with dual

>>     GPS receivers stuck between the glare-shield and

>>     windshield with little wads of windshield sealant.

>>

>>     It didn't matter if the airplane was a J-3 or A-36,

>>     I was confident in my ability to get from point A to

>>     Point B whether the ship's electrical system was

>>     fully functional or not. That's a high degree of

>>     failure tolerance and system reliability.

>>

>>

>>

>>   Bob . . .

>>

>>

>> ===========

>> -

>> ric-List"

>> target="_blank">http://www.matronics.com/Navigator?AeroElectric-List

>> ====================================

>> MS -

>> k">http://forums.matronics.com

>> ===========

>> e -

>>          -Matt Dralle, List Admin.

>> t="_blank">http://www.matronics.com/contribution

>> ====================================

>>

>>

>>

>

> ist" target="_blank">http://www.matronics.com/Navigator?AeroElectric-List

> tp://forums.matronics.com

>  _blank">http://www.matronics.com/contribution

>



 --

 Zulu Delta

 Mk IIIC

 Thanks, Homer GBYM



 It isn't necessary to have relatives in Kansas City in order to be unhappy.

   - Groucho Marx

&gtectric-List"  target="_blank">http://www.matronics.com/Navigator?AeroElectric-Lista href="http://forums.matronics.com/" target="_blank">http://forums.mat                     &nbs//www.matronics.com/contribution" target="_blank">http://www.matronics.co==================
	




 

  

  

 [quote][b]

edpav8r(at)yahoo.com
Guest

Posted: Wed Apr 10, 2013 8:28 am Post subject: Ebus Diode

I bought one of these on eBay not too long ago for even less (delivered) than HF's price.  The one I got has a lighted display, C and F temp displays, on/off selectable laser aiming spot, display hold button and temp range of -50C to 380C.  It even came with a 9V battery.  Works beautifully.

Make and model are "SainSonic SS5380".

This  [http://bit.ly/10LgGez ]  and this  [ http://bit.ly/10V8tnP ]  have different markings but appear otherwise identical, right down to the brand of battery.

Eric

On Apr 10, 2013, at 5:38 AM, James Kilford <james(at)etravel.org> wrote:

 	  Quote: 	
		   Thanks Rick.  A handy device and good price too.  Not sure it would make sense getting it across the pond, but I note that similar devices are available for about the same money.  It could be a useful and interesting investment.

 James

 On 3 April 2013 16:35, Richard Girard <aslsa.rng(at)gmail.com> wrote:

> James, One of these should give you some numbers to play with to see how well your heatsink is working as you ebuss is loaded up.

> 

> http://www.harborfreight.com/infrared-thermometer-with-laser-targeting-non-contact-69465.html

> 

> Harbor Freight has a coupon out this month that reduces the price a further $10 to $25.99.

> Just a thought

> 

> Rick Girard

james(at)etravel.org
Guest

Posted: Wed Apr 10, 2013 9:17 am Post subject: Ebus Diode

Thanks Eric.  Appreciate the update.

On 10 April 2013 17:27, Y! edpav8r <edpav8r(at)yahoo.com> wrote:

 	  Quote: 	

 I bought one of these on eBay not too long ago for even less (delivered) than HF's price.  The one I got has a lighted display, C and F temp displays, on/off selectable laser aiming spot, display hold button and temp range of -50C to 380C.  It even came with a 9V battery.  Works beautifully.

 Make and model are "SainSonic SS5380".

 This  [http://bit.ly/10LgGez ]  and this  [ http://bit.ly/10V8tnP ]  have different markings but appear otherwise identical, right down to the brand of battery.

 Eric

 On Apr 10, 2013, at 5:38 AM, James Kilford <james(at)etravel.org> wrote:

> Thanks Rick.  A handy device and good price too.  Not sure it would make sense getting it across the pond, but I note that similar devices are available for about the same money.  It could be a useful and interesting investment.

>

> James

> On 3 April 2013 16:35, Richard Girard <aslsa.rng(at)gmail.com> wrote:

>> James, One of these should give you some numbers to play with to see how well your heatsink is working as you ebuss is loaded up.

>>

>> http://www.harborfreight.com/infrared-thermometer-with-laser-targeting-non-contact-69465.html

>>

>> Harbor Freight has a coupon out this month that reduces the price a further $10 to $25.99.

>> Just a thought

>>

>> Rick Girard

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