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Plane Power IR Alternator Implementation in Z-13/8

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email(at)jaredyates.com
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Posted: Fri Aug 20, 2010 7:34 am Post subject: Plane Power IR Alternator Implementation in Z-13/8

I'm thinking about using one of these as the belt driven alternator in Z-13/8:



http://www.plane-power.com/AL12-EI60.htm

 It's their experimental, internally regulated alternator that also comes with built in crowbar over voltage protection.  I'm not sure that I have a full understanding of the OV protection and control issues of IR alternators and how they pertain to this unit.

 

I have 3 primary questions- one for the AEC and two for Plane Power, though I welcome any insight about all three from the AEC readers.

So first, is it correct to say that Z24, Z24A, and the associated text on page Z-5 apply to IR alternators as they come off of the auto parts shelf, and not really to this unit?

 



Based on their conceptual wiring picture here:

http://www.plane-power.com/images/AL12_EI60%20Installation.pdf

 



Primary Question 1: How would I make the wiring connections in Z13/8 with this unit?  Should their field enable lead go to the 2-3 DC Power Master Switch with the 5A crowbar in the same place as Z13/8 depicts it?  Also, what about that other optional alternator off lead (see 3 below)?  

 



I think I understand that the battery dump issue (described at http://www.aeroelectric.com/articles/Adapting_IR_Alternators_to_Aircraft.pdf) is a problem in Z13/8 because we would like to occasionally (preflight, first flight of the day, etc?) turn the primary alternator and master off, and turn the ebus alternate feed on to test those associated switching systems.  Is that correct?

 



Primary Question 2: Will it do any physical damage to anything to turn off the 2-3 DC Power Master Switch while the engine is running (assuming that I need to)?

Primary Question 3: Does opening their Alternator Field Enable Switch fully shut down the alternator field?  If the crowbar protection circuit pops that 5A CB, I should hope that opening that switch would completely shut down the alternator field too.  If so, then what does that other "optional alternator off" lead do?  Would I need to hook it up at all, and/or would I need to still hook it up with a switch in the line?  Is there a failure mode in the other circuit that would require me to turn off a switch in the second line to shut the alternator off?

 



I was going to call plane power to ask them a few of these questions but I need to make sure that I know what to ask about.  Thanks in advance.

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email(at)jaredyates.com
Guest

Posted: Sat Aug 21, 2010 6:04 am Post subject: Plane Power IR Alternator Implementation in Z-13/8

Bob, thanks for your help!  Your answer clarifies many of my questions.  I was surprised by your answer about the test.  Did I understand correctly that there is never a time to intentionally turn off the primary alternator and battery for the purpose of testing the SD-8 and it's associated circuitry's ability to supply the Ebus?  

 

On Fri, Aug 20, 2010 at 3:02 PM, 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 10:27 AM 8/20/2010, you wrote:

 I'm thinking about using one of these as the belt driven alternator in Z-13/8:

 

 http://www.plane-power.com/AL12-EI60.htm

 

 It's their experimental, internally regulated alternator that also comes with built in crowbar over voltage protection.  I'm not sure that I have a full understanding of the OV protection and control issues of IR alternators and how they pertain to this unit.

  

 I have 3 primary questions- one for the AEC and two for Plane Power, though I welcome any insight about all three from the AEC readers.

 

 So first, is it correct to say that Z24, Z24A, and the associated text on page Z-5 apply to IR alternators as they come off of the auto parts shelf, and not really to this unit?

 

    Correct . . . The P-P devices are not off-the-shelf

    automotive.

 

 

 Based on their conceptual wiring picture here:

 http://www.plane-power.com/images/AL12_EI60%20Installation.pdf

 

 Primary Question 1: How would I make the wiring connections in Z13/8 with this unit?  Should their field enable lead go to the 2-3 DC Power Master Switch with the 5A crowbar in the same place as Z13/8 depicts it?  Also, what about that other optional alternator off lead (see 3 below)?

  

 I think I understand that the battery dump issue (described at http://www.aeroelectric.com/articles/Adapting_IR_Alternators_to_Aircraft.pdf) is a problem in Z13/8 because we would like to occasionally (preflight, first flight of the day, etc?) turn the primary alternator and master off, and turn the ebus alternate feed on to test those associated switching systems.  Is that correct?

  

    No. "Battery Dump" is defined as the sudden reduction

    of heavy alternator loads wherein the major portion

    of that load included battery recharge current and

    it's the BATTERY that's being disconnected. There

    are no operational procedures that call for such

    a "test". Further, the way the Z-figures are drawn,

    such a test could not be conducted for the battery

    is always disconnected AFTER the alternator is shut down.

 

 

 Primary Question 2: Will it do any physical damage to anything to turn off the 2-3 DC Power Master Switch while the engine is running (assuming that I need to)?

 

    It has been a legacy design goal for all TC aircraft

    to configure the system such that an alternator (or

    generator) may be turned on or off at any time under

    any conditions without hazard to other components

    in the system. An alternator that is controlled

    by breaking the field lead without breaking the

    b-lead MEETS this design goal. So, no . . . the P-P

    alternator may be turned on or off at anytime without

    concern for hazard to any compoent.

 

 

 Primary Question 3: Does opening their Alternator Field Enable Switch fully shut down the alternator field?

 

 

    Yes

 

 If the crowbar protection circuit pops that 5A CB, I should hope that opening that switch

 

    "switch"??? Do you mean "breaker"?  Yes, opening that

    breaker offers a quiet, orderly and benign disabling

    of the alternator.

 

 . . . would completely shut down the alternator field too.  If so, then what does that other "optional alternator off" lead do?

 

    That's not a control, it's an indicator light which

    has some limited ability to annunciate alternator failure

    and has been used in cars for decades. However, active

    notification of low voltage by an independent sensing

    system is the legacy approach to watching for and

    announcing alternator failure.

 

 

   Would I need to hook it up at all, and/or would I need to still hook it up with a switch in the line?  Is there a failure mode in the other circuit that would require me to turn off a switch in the second line to shut the alternator off?

  

    You can drop the P-P product directly into any

    of the z-figures by simply eliminating any illustrated

    external regulators and/or crowbar ov protection

    modules.

 

 I was going to call plane power to ask them a few of these questions but I need to make sure that I know what to ask about.  Thanks in advance.

 

   I've discussed Plane-Power design philosophy with

   them at length. It's a certainty that their answers

   will be along the same lines as that which I've offered

   above.

 

    Bob . . .

 

 

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