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Tundra10
Joined: 14 Jun 2010
Posts: 102
Location: Scarborough, Ontario
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 Posted: Wed May 14, 2014 10:19 am Post subject: Alternator Field Wiring Approaches |
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I just noticed an interesting wiring difference between Tony Bingelis'
diagram on page 212 of Firewall Forward and the typical AeroElectric
diagram. I bring this up as an interesting learning opportunity.
On Z13-8 the 5A field breaker is fed from the main power bus.
On Tony's diagram, it is fed from the 60A alternator breaker. Z13-8
has replaced this with an ANL current limiter, which is not pertinent
to this discussion. The Z13-8 current limiter is located at the
starter contactor, which avoids bringing the 4AWG wiring into the
cockpit, which is obviously preferable.
To me, the biggest consequence of the Z13-8 approach is that if the
ANL current limiter blows, the regulator (sensing the sagging bus
voltage) will attempt to drive the alternator to full output, which
would be a "bad thing", since the output is likely shorted to ground.
With Tony's approach, the voltage sensing path is unbroken when the
60A breaker pops.
I say "bad thing", since I expect Bob to remind us the damages in this
situation are inadequately qualified, probably not life-threatening,
and besides, the alternator is self-limited to its maximum rating,
which will probably clear the short.
With Tony's approach, there would be much less of the "bad thing" 
However, to gain the advantage of Tony's approach, some disadvantages
must be accepted.
Since we prefer the ANL current limiter be connected as shown at the
starter contactor, it would mean we would have to run the wire from
the 5A field breaker through the firewall.
This would further mean more connections and more wire in the voltage
sensing path, resulting is less accurate voltage regulation.
Since the "bad thing" is not life-threatening, and extremely unlikely,
it makes sense to me to use the Z13-8 approach, which provides shorter
and more reliable wiring and better voltage regulation.
I will be interested in others opinions of the two approaches.
Jeff Page
Dream Aircraft Tundra #10
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jluckey(at)pacbell.net
Guest
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| Posted: Wed May 14, 2014 10:40 am Post subject: Alternator Field Wiring Approaches |
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where can we see a drawing of Tony's design?
It's tough to discuss w/o seeing the diagram...
From: Jeff Page <jpx(at)qenesis.com>
To: Aero_Electric_List <aeroelectric-list(at)matronics.com>
Sent: Wednesday, May 14, 2014 11:17 AM
Subject: Alternator Field Wiring Approaches
--> AeroElectric-List message posted by: Jeff Page <jpx(at)qenesis.com (jpx(at)qenesis.com)>
I just noticed an interesting wiring difference between Tony Bingelis'
diagram on page 212 of Firewall Forward and the typical AeroElectric
diagram. I bring this up as an interesting learning opportunity.
On Z13-8 the 5A field breaker is fed from the main power bus.
On Tony's diagram, it is fed from the 60A alternator breaker. Z13-8
has replaced this with an ANL current limiter, which is not pertinent
to this discussion. The Z13-8 current limiter is located at the
starter contactor, which avoids bringing the 4AWG wiring into the
cockpit, which is obviously preferable.
To me, the biggest consequence of the Z13-8 approach is that if the
ANL current limiter blows, the regulator (sensing the sagging bus
voltage) will attempt to drive the alternator to full output, which
would be a "bad thing", since the output is likely shorted to ground.
With Tony's approach, the voltage sensing path is unbroken when the
60A breaker pops.
I say "bad thing", since I expect Bob to remind us the damages in this
situation are inadequately qualified, probably not life-threatening,
and besides, the alternator is self-limited to its maximum rating,
which will probably clear the short.
With Tony's approach, there would be much less of the "bad thing"
However, to gain the advantage of Tony's approach, some disadvantages
must be accepted.
Since we prefer the ANL current limiter be connected as shown at the
starter contactor, it would mean we would have to run the wire from
the 5A field breaker through the firewall.
This would further mean more connections and more wire in the voltage
sensing path, resulting is less accurate voltage regulation.
Since the "bad thing" is not life-threatening, and extremely unlikely,
it makes sense to me to use the Z13-8 approach, which provides shorter
and more reliable wiring and better voltage regulation.
I will be interested in others opinions of the two approaches.
Jeff Page
Dream Aircraft he Matronics List Features Navigator to //www.matronics.com/Navigator?AeroElectric-List" target="_blank">http://w http://www.matronics.com/contribution" target="_blank">http://www.matroni====================
[quote][b]
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nuckolls.bob(at)aeroelect
Guest
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| Posted: Wed May 14, 2014 2:17 pm Post subject: Alternator Field Wiring Approaches |
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At 01:17 PM 5/14/2014, you wrote:
| Quote: |
I just noticed an interesting wiring difference between Tony Bingelis'
diagram on page 212 of Firewall Forward and the typical AeroElectric
diagram. I bring this up as an interesting learning opportunity.
|
Would you scan the page and post it. Schematics
are the ultimate communications tools in such
discussions . . .
Bob . . .
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user9253
Joined: 28 Mar 2008
Posts: 1935
Location: Riley TWP Michigan
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| Posted: Thu May 15, 2014 7:37 am Post subject: Re: Alternator Field Wiring Approaches |
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Here is a link to one of Tony Bingelis' articles about electrical systems, although not the one referenced by Jeff. See page 29.
http://spirit.eaa.org/apps/magazines/eaa_issues/magazine_199005.pdf
An interesting fact about this link is that the six digit number represents the year and month of the Sport Aviation issue. One can change those dates to read any issue in the archives.
Here is an article written in 1993 by Bob Nuckolls on pages 80 -83. http://spirit.eaa.org/apps/magazines/eaa_issues/magazine_199302.pdf
It is interesting to see that his drawings have evolved over the years.
Joe
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Joe Gores |
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