Shunt location

[rv8ch]

I just put one hall effect sensor between the B lead and the battery. It seemed much more reliable and simpler to install than a shunt.


https://www.aircraftspruce.com/catal...apidscs-01.php

[p51dplt]

Originally Posted by MCA

I agree with Joe on this one.

Volts will tell you everything you need to know. One could argue that you don't need to "manage" the load if the alternator fails. Just turn off things you don't need and watch the voltage drop over time.

You should already know the high current items from the low current items as part of your electrical system planning. So knowing what to shut off is not too tricky.

While a shunt is not too complicated, it is one more thing to break.

Marc,

If I understand a shunt correctly, it is just a place for us to read/measure the current of our system by tying it to our fancy glass screens?

My existing VM1000 shows load from equipment I have selected on at any given time. I would like to be able to see the loads when I install my Dynon system. Where would I install the shunt to see this? Would a Hall Effect sensor be better?

Thanks!

[p51dplt]

Originally Posted by rv8ch

I just put one hall effect sensor between the B lead and the battery. It seemed much more reliable and simpler to install than a shunt.

Mickey,

Where did you purchase this from?
Was it easy to install and hook up?

Thanks.

[PilotjohnS]

Per aero electric on the ground side of battery. I want to know draw if alt fails. If this happens, i probabaly wont remember all those numbers from flight test. With this amp draw and voltage, i can tell if i am gonna have enough battery to make my landing; cant assume battery is as good as new when the alt fails because may have a worn battery. With volts and amps, i can tell if battery is old and going down faster than planned. also can tell when battery is charging after start or if alt cant keep up with load. And on ground side. Leads to cockpit cant cause short circuit if they wear thru. I plan to use a small pad mount B&C alternator, and forgo the belt (and suspenders) of traditional installations. This takes advantage of lower current draw LED lights to offset the extra weight of all those BBQ flyins the pilot will be carrying around.
Plan:
* all Garmin
* Garmin brownout module
* Flyled lights
* B&C pad mount alt
* B&C overvoltage crowbar on field circuit breaker
* fusible lonks thru firewall
* batt on engine side of firewall
* regenerate gas lead acid battery ( no li-po)

[Bavafa]

Originally Posted by PilotjohnS

Per aero electric on the ground side of battery. I want to know draw if alt fails. If this happens, i probabaly wont remember all those numbers from flight test. With this amp draw and voltage, i can tell if i am gonna have enough battery to make my landing; cant assume battery is as good as new when the alt fails because may have a worn battery. With volts and amps, i can tell if battery is old and going down faster than planned. also can tell when battery is charging after start or if alt cant keep up with load. And on ground side. Leads to cockpit cant cause short circuit if they wear thru. I plan to use a small pad mount B&C alternator, and forgo the belt (and suspenders) of traditional installations. This takes advantage of lower current draw LED lights to offset the extra weight of all those BBQ flyins the pilot will be carrying around.
Plan:
* all Garmin
* Garmin brownout module
* Flyled lights
* B&C pad mount alt
* B&C overvoltage crowbar on field circuit breaker
* fusible lonks thru firewall
* batt on engine side of firewall
* regenerate gas lead acid battery ( no li-po)

John,
With AMP draw from your battery, does it show how much is left in your battery or how much your system is using? If it show much your system is using, how do you know how much is left, other than looking at the volts creeping down and isn't that a good indication of the status of your battery?

[mburch]

Originally Posted by PilotjohnS

Per aero electric on the ground side of battery.

If using an electric ammeter or EFIS system, it might be wise to first confirm with the manufacturer that this configuration is supported.

[Brdog42]

Originally Posted by p51dplt

Mickey,

Where did you purchase this from?
Was it easy to install and hook up?

Thanks.

ACS sells that Grand Rapids current sensor. $81.66

https://www.aircraftspruce.com/catal...clickkey=50775

[Av8rRob]

Heres a link to the Amploc key 100 which is specifically mentioned in the Garmin G3x manual. At $25 each, I might just buy two and monitor both the Alt and the battery. Can someone who has installed one please post a pic of how they did it?

Another interesting issue is the location of the shunt. For example, Garmin specifically say on the battery line to install in between the positive terminal and the battery contactor. Meanwhile Dynon, specifically says after the contactor. I guess install as recommended by whatever mfr you are using.

[Av8rRob]

Originally Posted by rv8ch

I just put one hall effect sensor between the B lead and the battery. It seemed much more reliable and simpler to install than a shunt.


https://www.aircraftspruce.com/catal...apidscs-01.php

Any chance of posting a pic of your install?

[emsvitil]

Ok, you're measure amps and volts..............

Are any of these systems smart enough to predict how much time left you have on your battery?