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  #1  
Old 10-20-2017, 07:46 PM
johnbright's Avatar
johnbright johnbright is offline
 
Join Date: Aug 2010
Location: Newport News, Va
Posts: 390
Default Electrically dependent engine - Dual Alternator Single Battery

Update... I changed to Z101 as a template when Bob Nuckolls published it in 2020. This will affect the relevance of some of the responses to this thread. I edited my responses in this thread appropriately.

I wanted to have a detailed drawing of my electrical wiring, electrically dependent, EFI + EI, so I sketched it using Eagle and also did a wire by wire failure analysis, engine start check list, and other documents.

I'm sharing my documents via google drive for those who may be interested. Feel free to reach out with any questions or comments.

https://drive.google.com/folderview?...QMvu4o1VEVyP4K
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Z101 as a template, links

Last edited by johnbright : 05-30-2021 at 10:48 PM. Reason: Updated to Z101
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  #2  
Old 10-21-2017, 02:28 AM
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rv8ch rv8ch is offline
 
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Location: LSGY
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Default Raise the bar!

Wow John, talk about raising the bar! Impressive set of documentation.
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  #3  
Old 10-21-2017, 07:48 AM
rvbruce rvbruce is offline
 
Join Date: Feb 2005
Location: Merritt Island, Florida
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Default Dual Alternator

Looks good. Right out of the Bob Knuckles playbook. I have the 2 B&C alternators, V regs, and relays if you haven't all ready purchased.

Regards
Bruce
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  #4  
Old 10-21-2017, 07:52 AM
vic syracuse vic syracuse is offline
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Very well done! What standby alternator are you planning on using? A practice of mine is to use a very good one with enough capacity to not really have to make any changes to aircraft operation if and when it is needed. The newer B&C standby alternators that fit on the vacuum pad are rated for 40 amps. With our glass panels and LED lighting, that is enough capacity to run everything, including the pitot heat, all day long. Even at night.
No sense getting stranded when on a long trip away from home. 😀

Vic
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  #5  
Old 10-21-2017, 08:04 AM
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johnbright johnbright is offline
 
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Default Alternators etc

Quote:
Originally Posted by rvbruce View Post
Looks good. Right out of the Bob Knuckles playbook. I have the 2 B&C alternators, V regs, and relays if you haven't all ready purchased.

Regards
Bruce
I do not have those items yet. I sent you a PM.
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John Bright, RV-6A, N1921R reserved, at FWF
O-360, 8.5:1, vert sump, dual SDS EFI EM-5-F
Z101 as a template, links

Last edited by johnbright : 05-27-2021 at 07:49 AM.
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  #6  
Old 10-21-2017, 08:39 AM
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Mark Dickens Mark Dickens is offline
 
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Location: Collierville, TN (KFYE)
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Quote:
Originally Posted by vic syracuse View Post
Very well done! What standby alternator are you planning on using? A practice of mine is to use a very good one with enough capacity to not really have to make any changes to aircraft operation if and when it is needed. The newer B&C standby alternators that fit on the vacuum pad are rated for 40 amps. With our glass panels and LED lighting, that is enough capacity to run everything, including the pitot heat, all day long. Even at night.
No sense getting stranded when on a long trip away from home. 😀

Vic
Which model of the b and c standby alternators will give you 40 amps? I have a 410h and at 2400 engine rpm, it would generate around 30 amps. According to b and c's chart, it would have to run at 8000 rpm or around 6100 engine rpm to get 40 amps. Using the Lycoming ratio of 1.3 of course. Dazed and confused as usual
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  #7  
Old 10-21-2017, 09:30 AM
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johnbright johnbright is offline
 
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Default 32 and 35 A pad alternators

Quote:
Originally Posted by Mark Dickens View Post
Which model of the b and c standby alternators will give you 40 amps
B and C has two pad alternators, one delivers 32 and the other 35 A at cruise on Lycoming. Main advantage of larger one is output at lower RPMs. I summarized the spec'd outputs at the top of the "Calculations Measurements and Specs" spreadsheet in my folder "Engineering basic stuff".
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John Bright, RV-6A, N1921R reserved, at FWF
O-360, 8.5:1, vert sump, dual SDS EFI EM-5-F
Z101 as a template, links

Last edited by johnbright : 05-27-2021 at 07:50 AM. Reason: pad alternators are 32 and 35 A
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  #8  
Old 10-21-2017, 09:47 AM
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rolivi rolivi is offline
 
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Location: Fort Worth
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Default

Excuse the noob question.

I have a plane power alternator. Would I do better to go with their standby alternator, or with the B&C standby.

(I'm sure I'll hear I should replace the primary with B&C, which is of course an option since it's pretty low time)

Thanks.

And thanks to the OP for the detailed drawings.
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  #9  
Old 10-21-2017, 11:35 AM
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Toobuilder Toobuilder is offline
 
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Quote:
Originally Posted by vic syracuse View Post
....With our glass panels and LED lighting, that is enough capacity to run everything, including the pitot heat, all day long. Even at night.
No sense getting stranded when on a long trip away from home. ��...
Dont mean to try pick a fight here Vic, but are you suggesting that in an "electrically dependent" airplane, you would launch with a failed primary alternator to get home? I've read many of your posts and you seem to be very conservative. The above appears to run contrary to this premise.
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  #10  
Old 10-23-2017, 08:33 AM
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DanH DanH is offline
 
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Come on gents....John asked for a review. Let's stay focused on that.

John, my compliments sir. I've downloaded your work for study, and as a nice reference. So far the only detail I'd note is the wire #55 connection to the battery positive post. I'd move the connection point to the battery bus. It would work the same, but make the backup alternator connection immune to battery terminal corrosion.
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Last edited by DanH : 10-23-2017 at 10:40 AM.
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