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Hall Effect Sensor Installation

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TJPackard

Joined: 16 Dec 2008
Posts: 2

Posted: Tue Dec 16, 2008 7:45 am Post subject: Hall Effect Sensor Installation

GRT's EIS has a Hall Effect sensor that can be used to sense battery current or Alternator output.  Which is the preferred installation,and what are the pros/cons of either one.

TJ

nuckolls.bob(at)aeroelect
Guest

Posted: Tue Dec 16, 2008 8:16 am Post subject: Hall Effect Sensor Installation

At 09:45 AM 12/16/2008, you wrote:

 	  Quote: 	
		  



GRT's EIS has a Hall Effect sensor that can be used to sense battery 

current or Alternator output.  Which is the preferred 

installation,and what are the pros/cons of either one.

TJ


	


   Ammeters have virtually no useful purpose as a flight

   systems management device. They're mostly useful for

   diagnostics . . . something that should be accomplished

   on the ground. The choice for architecture is not

   a very critical consideration. It's only important that

   you understand the significance of the readings offered

   at the location you choose.  Cessnas favored battery

   ammeters for years, everyone else liked alternator

   load meters. Either one performs a useful duty.

        Bob . . .



        ----------------------------------------)

        ( . . .  a long habit of not thinking   )

        ( a thing wrong, gives it a superficial )

        ( appearance of being right . . .       )

        (                                       )

        (                  -Thomas Paine 1776-  )

        ----------------------------------------

longg(at)pjm.com
Guest

Posted: Tue Dec 16, 2008 8:54 am Post subject: Hall Effect Sensor Installation

Speaking of Hall Effect stuff, I just purchased two LightSpeed III hall

effect ignition modules. The mfg says to connect the + side of the

controller through a pull-able breaker then directly to the battery

terminal. Ok, that covers their insurance folks if I crash. On the other

hand I am using Z-13 and was thinking of using the same scenario but

connecting them to the main battery bus using an ATC fuse and skipping

the breaker. I was never a proponent of having extra wires hanging off

the + side of the battery terminal. AS in Z-13 I will have a switch to

turn them on/off as necessary.



Has anyone wired up two of these and which method did you use. 



Glenn



--

klehman(at)albedo.net
Guest

Posted: Tue Dec 16, 2008 10:01 am Post subject: Hall Effect Sensor Installation

It's a bit of a stretch but in some circumstances a loadmeter can be 

useful for discovering a problem:

-did the boost pump really start?

-are all the nav lights on or is a bulb burned out?

-I smell something odd, is something drawing excess current?



Ken



Robert L. Nuckolls, III wrote:

 	  Quote: 	
		   

 <nuckolls.bob(at)aeroelectric.com>

 

 At 09:45 AM 12/16/2008, you wrote:

> 

> <tjpackard(at)yahoo.com>

>

> GRT's EIS has a Hall Effect sensor that can be used to sense battery 

> current or Alternator output.  Which is the preferred installation,and 

> what are the pros/cons of either one.

> TJ

 

   Ammeters have virtually no useful purpose as a flight

   systems management device. They're mostly useful for

   diagnostics . . . something that should be accomplished

   on the ground. The choice for architecture is not

   a very critical consideration. It's only important that

   you understand the significance of the readings offered

   at the location you choose.  Cessnas favored battery

   ammeters for years, everyone else liked alternator

   load meters. Either one performs a useful duty.

 

 

        Bob . . .

nuckolls.bob(at)aeroelect
Guest

Posted: Tue Dec 16, 2008 12:14 pm Post subject: Hall Effect Sensor Installation

At 11:59 AM 12/16/2008, you wrote:

 	  Quote: 	
		  



It's a bit of a stretch but in some circumstances a loadmeter can be 

useful for discovering a problem:

-did the boost pump really start?

-are all the nav lights on or is a bulb burned out?

-I smell something odd, is something drawing excess current?


	


   Point well taken . . . and I'll admit that my

   earlier comments were made while visions of

   what has passed for "electrical instrumentation"

   in years gone by were foremost in my thoughts . . .



http://aeroelectric.com/Pictures/Instruments/bat_ammeter.jpg



http://aeroelectric.com/Pictures/Instruments/loadmeter.jpg



   You're quite right that if your current measuring device

   has the necessary resolution, it COULD be used for

   in-flight or pre-flight validations as suggested.



   However, if one has LED position lights, detecting

   one malfunctioning fixture out of three may still be

   problematic. I think if I had an engine that needed

   actively pumped source of fuel, a fuel pressure gage

   would be part of the instrumentation too. If I smelled

   smoke, this gray-haired ol' sniffer of many failures

   could decide if it was petroleum fed or some tortured

   electrical component.



   If a builder understands what the instrument is

   capable of showing and finds it's useful to build

   it into checklists then by all means. The digital

   displays offer the most promise for such utility.

   I've never flown behind digital displays of current

   so I'll beg some indulgence for the 20 year old

   thought processes. Thanks for rattling the cage!



   Bob . . .

currydon(at)bellsouth.net
Guest

Posted: Tue Dec 16, 2008 2:56 pm Post subject: Hall Effect Sensor Installation

ainut(at)hiwaay.net
Guest

Posted: Tue Dec 16, 2008 4:35 pm Post subject: Hall Effect Sensor Installation

marcausman

Joined: 08 Feb 2007
Posts: 70

Posted: Wed Dec 17, 2008 9:49 am Post subject: Re: Hall Effect Sensor Installation

There is another option to consider that is offered by Vertical Power. The system measures the current drawn by each individual electrical device. It then sums each of the devices and presents the total aircraft current draw on the graphic of the electrical system. So you can see the overall current draw, as well as drill down and see individual device current draw.



IMO, such features are becoming more and more important as aircraft become more and more electrically dependent.



As Bob stated, this is best used for troubleshooting, and during normal operations is nice to see just to verify that everything is drawing the right amount of current. The system (upcoming feature) can also generate a "current fault" alert, which lets you know instantaneously when something is not drawing current that should be drawing current (like landing light, nav lights, pitot heat, etc.).



It also means you don't have to install shunts or hall effect sensors. It's all built into the control unit.

_________________
Marc Ausman
http://www.verticalpower.com "Move up to a modern electrical system"
RV-7 IO-390 Flying

Speedy11(at)aol.com
Guest

Posted: Wed Dec 17, 2008 7:08 pm Post subject: Hall Effect Sensor Installation

Ken,

 Congratulations.  You are the first to obtain a less than antagonistic  response on this subject.  Perhaps moderate aging mellows us.

 It is not a stretch at all to find amps a valuable bit of info while  airborne.

 Stan

 Do not archive

  

  	  Quote: 	
		  >It's    a bit of a stretch but in some circumstances a loadmeter can be 

 	  Quote: 	
		  useful    for discovering a problem:

-did the boost pump really    start?

-are all the nav lights on or is a bulb burned out?

-I    smell something odd, is something drawing excess current?


	


      Point well taken . . . and I'll admit that my

   earlier comments    were made while visions of

   what has passed for "electrical    instrumentation"

   in years gone by were foremost in my thoughts    . .    .



http://aeroelectric.com/Pictures/Instruments/bat_ammeter.jpg



http://aeroelectric.com/Pictures/Instruments/loadmeter.jpg



      You're quite right that if your current measuring device

   has    the necessary resolution, it COULD be used for

   in-flight or    pre-flight validations as suggested.



   However, if one has    LED position lights, detecting

   one malfunctioning fixture out    of three may still be

   problematic. I think if I had an engine    that needed

   actively pumped source of fuel, a fuel pressure    gage

   would be part of the instrumentation too. If I    smelled

   smoke, this gray-haired ol' sniffer of many    failures

   could decide if it was petroleum fed or some    tortured

   electrical component.



   If a    builder understands what the instrument is

   capable of showing    and finds it's useful to build

   it into checklists then by all    means. The digital

   displays offer the most promise for such    utility.

   I've never flown behind digital displays of    current

   so I'll beg some indulgence for the 20 year    old

   thought processes. Thanks for rattling the    cage!



   Bob 	


 

  



One site keeps you connected to all your email: AOL Mail, Gmail, and Yahoo Mail. Try it now.

  [quote][b]

nuckolls.bob(at)aeroelect
Guest

Posted: Thu Dec 18, 2008 6:58 am Post subject: Hall Effect Sensor Installation

At 09:07 PM 12/17/2008, you wrote:

  	  Quote: 	
		   Ken,

 Congratulations.  You are the first to obtain a less than antagonistic response on this subject.  Perhaps moderate aging mellows us.

 It is not a stretch at all to find amps a valuable bit of info while airborne.

 Stan 	


   I don't take pleasure in poking sticks

   at people. What have I said about ammeters

   that you interpreted as antagonistic?



 

        Bob . . .



        ----------------------------------------)

        ( . . .  a long habit of not thinking   )

        ( a thing wrong, gives it a superficial )

        ( appearance of being right . . .       )

        (                                       )

        (                  -Thomas Paine 1776-  )

        ----------------------------------------



     [quote][b]

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