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Jim Baker
Joined: 30 Mar 2006
Posts: 181
Location: Sayre, PA
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 Posted: Wed Apr 04, 2007 5:33 pm Post subject: AC 43.13 voltage drop.... |
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Just looking at the following (and being somewhat electron
challenged)....
Para 11-66
b. Voltage Drop in Wires. The voltage
drop in the main power wires from the generation
source or the battery to the bus should not
exceed 2 percent of the regulated voltage when
the generator is carrying rated current or the
battery is being discharged at the 5-minute
rate. The tabulation shown in table 11-6 defines
the maximum acceptable voltage drop in
the load circuits between the bus and the utilization
equipment ground.
Nominal system voltage Allowable voltage Intermittent
drop continuous operation
operation
14 0.5 1
28 1 2
__________________________________________________
Since there isn't any generally published 5 minute discharge rate
for most batteries, how would one handle this? I take this as
representing a fully loaded system. Is this irrespective of the
circuit protection methodology?
Thanks....
Jim Baker
580.788.2779
Elmore City, OK
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Jim Baker
Joined: 30 Mar 2006
Posts: 181
Location: Sayre, PA
|
| Posted: Wed Apr 04, 2007 7:15 pm Post subject: AC 43.13 voltage drop.... |
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Dang....that's from AC 43-13.......I hate gettin' old....
| Quote: |
Just looking at the following (and being somewhat electron
challenged)....
Para 11-66
b. Voltage Drop in Wires. The voltage
drop in the main power wires from the generation
source or the battery to the bus should not
exceed 2 percent of the regulated voltage when
the generator is carrying rated current or the
battery is being discharged at the 5-minute
rate. The tabulation shown in table 11-6 defines
the maximum acceptable voltage drop in
the load circuits between the bus and the utilization
equipment ground.
Nominal system voltage Allowable voltage Intermittent
drop continuous operation
operation
14 0.5 1
28 1 2
__________________________________________________
Since there isn't any generally published 5 minute discharge rate
for most batteries, how would one handle this? I take this as
representing a fully loaded system. Is this irrespective of the
circuit protection methodology?
Thanks....
Jim Baker
580.788.2779
Elmore City, OK
|
Jim Baker
580.788.2779
Elmore City, OK
| | - 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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nuckollsr(at)cox.net
Guest
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| Posted: Thu Apr 05, 2007 5:22 am Post subject: AC 43.13 voltage drop.... |
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At 08:31 PM 4/4/2007 -0500, you wrote:
| Quote: |
Just looking at the following (and being somewhat electron
challenged)....
Para 11-66
b. Voltage Drop in Wires. The voltage
drop in the main power wires from the generation
source or the battery to the bus should not
exceed 2 percent of the regulated voltage when
the generator is carrying rated current or the
battery is being discharged at the 5-minute
rate. The tabulation shown in table 11-6 defines
the maximum acceptable voltage drop in
the load circuits between the bus and the utilization
equipment ground.
Nominal system voltage Allowable voltage Intermittent
drop continuous operation
operation
14 0.5 1
28 1 2
__________________________________________________
Since there isn't any generally published 5 minute discharge rate
for most batteries, how would one handle this? I take this as
representing a fully loaded system. Is this irrespective of the
circuit protection methodology?
|
Most folks don't handle it. When selecting fat wires for
the airplane, most of them carry starter current which drives
the selection to 4AWG on compact systems and 2AWG when it's
more spread out . . . even 0AWG on seaplanes with 28-foot runs
from starter to battery. After these guys are laid in, we use
the same wires to connect the alternator to the battery.
Once we've accommodated the 200+ amps required by the starter,
the wire paths for 60 or so amps of current generated by the
alternator are already covered.
These paragraphs go toward large and much more complex
aircraft where power generation systems may not be
so integrated with engine cranking.
BE CAUTIOUS of AC43-13. It's got some useful information
but it's also a catalog of ideas that span a huge range
of situations . . . MANY of which are not applicable to
the OBAM aircraft.
Bob . . .
----------------------------------------
( IF one aspires to be "world class", )
( what ever you do must be exercised )
( EVERY day . . . )
( R. L. Nuckolls III )
----------------------------------------
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