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View Poll Results: Where did you put your Ammeter Shunt?
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A) Monitor Battery Load Only
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9 |
47.37% |
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B) Monitor Total Load Consumed
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10 |
52.63% |
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c) Monitor Aircraft Load Only
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0 |
0% |
07-20-2007, 12:03 AM
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Join Date: Jan 2005
Location: South Africa, Johannesburg
Posts: 1,313
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Where did you put your Ammeter Shunt?
Hi Guys,
Busy with wiring, (some noticed from my recent posts), got a good diagram from Dynon manual below for this discussion.
I have gone back and forth on my decision on where to install the shunt.
As I see it you can either ONLY check what goes in or out of your battery (A) OR how much your airplane ONLY is drawing (C). Position (B) gives you the total draw but not the split.
See the Dilemma? What is more important, What did you guys do and why?
Thanks in advance, Kind Regards
Rudi
http://www.dynonavionics.com/downloa...on%20Guide.pdf
__________________
Rudi Greyling, South Africa, RV 'ZULU 7' Flying & RV 'ZULU 10' Flying
"Science, freedom, beauty, adventure...what more could you ask of life? Aviation offers it all" - Charles A. Lindbergh
Last edited by RudiGreyling : 07-20-2007 at 12:07 AM.
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07-20-2007, 07:47 AM
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Join Date: Sep 2005
Location: Dothan, Alabama
Posts: 1,487
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Rudi, I am not there yet, but I am giving it some thought. I am considering adding a second shunt with a DPDT switch to select which one the monitor is getting the info from. I would have the A and C position. B could be determined by the difference in A and C. ( battery is showing 2 positive, A/C load is 30 => alternator is 32 amps)
But then again, I could put it at C and know that my battery is charging by looking at the voltage.
__________________
Alton DeWeese
N526RV RV7A Tip Up, IO360 180 W/Hartzel BA prop.
Flying ~950 hours since Aug 2010
N4IDH
Construction Log
?The secret of getting ahead is getting started. The secret of getting started is breaking your complex overwhelming tasks into small manageable tasks, and then starting on the first one.?
?Mark Twain
Last edited by AltonD : 07-20-2007 at 08:24 AM.
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07-20-2007, 08:43 AM
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Join Date: Jul 2006
Location: near Harrogate, England
Posts: 391
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Surely the important thing is to know whether the battery is overall being charged or discharged? I don't think you are much interested in what the aircraft load is? I'd have thought position A? That's what I'm planning to do, but I'm still only halfway through AeroElectric Connection so plenty to learn!! Hopefully Ironflight will be along shortly!
Chris
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07-20-2007, 09:48 AM
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Senior Curmudgeon
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Join Date: Sep 2005
Location: Dayton Airpark, NV A34
Posts: 15,408
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I also am just at the point of making this decision.
At this time, I am leaning on monitoring the battery, as my voltage regulator has a warning light to tell me if there is a problem there.
In reading the above posts, it seems folks are trying to follow what the electrical system is doing when things are working properly. I am looking at setting things up so as to find out what is going on when there is a problem.
It will be interesting to hear from folks already flying, and read the poll results, as so far all 4 of the posts have been from folks still building.
__________________
Mike Starkey
VAF 909
Rv-10, N210LM.
Flying as of 12/4/2010 
Phase 1 done, 2/4/2011
Sold after 240+ wonderful hours of flight.
"Flying the airplane is more important than radioing your plight to a person on the ground incapable of understanding or doing anything about it."
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07-20-2007, 10:05 AM
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Join Date: Jan 2005
Location: 57AZ - NW Tucson area
Posts: 10,011
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Confusing .. a bit...
Rudi,
You have them labeled as....
A Monitor Battery Load Only
B Monitor Total Load Consumed
C Monitor Aircraft Load Only
but in reality A is not battery load, but battery charge/load, and does check that the alternator has an output.
and B is not Total load, but is actually Alternator Output
I prefer A, since it measures load with the alternator off, and checks that the battery is charging when in normal flight. In cruise, all should be close to zero....
Perhaps you should relabel choices A and B?....
gil in Tucson
__________________
Gil Alexander
EAA Technical Counselor, Airframe Mechanic
Half completed RV-10 QB purchased
RV-6A N61GX - finally flying
Grumman Tiger N12GA - flying
La Cholla Airpark (57AZ) Tucson AZ
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07-20-2007, 10:57 AM
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Join Date: Oct 2005
Location: Highland Village, TX
Posts: 1,519
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EI has good reference. Same considerations as Dynon
The EI MVP-50 installation manual has a good explanation of pro's and con's of where the Shunt should be installed. If you download the MVP-50P (Piston Engine) Installation Manual from http://www.buy-ei.com/Downloads.htm and go to page 21 & 22, you will find a good explanation and diagram.
__________________
Rick Aronow,
A&P
Flying 7A Slider;
RV-12 SOLD
Highland Village,TX
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07-20-2007, 11:06 AM
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Join Date: Jan 2005
Location: 57AZ - NW Tucson area
Posts: 10,011
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Only A an B...
Quote:
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Originally Posted by Rick_A
The EI MVP-50 installation manual has a good explanation of pro's and con's of where the Shunt should be installed. If you download the MVP-50P (Piston Engine) Installation Manual from http://www.buy-ei.com/Downloads.htm and go to page 21 & 22, you will find a good explanation and diagram. |
Interesting, they only use A and B, and don't mention C....
gil A
__________________
Gil Alexander
EAA Technical Counselor, Airframe Mechanic
Half completed RV-10 QB purchased
RV-6A N61GX - finally flying
Grumman Tiger N12GA - flying
La Cholla Airpark (57AZ) Tucson AZ
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07-20-2007, 12:33 PM
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Join Date: Oct 2005
Location: Highland Village, TX
Posts: 1,519
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Is there a difference between B & C ?
When I look at the diagram that Rudi posted, B & C appear to be electrical equivalent. I am missing something?
__________________
Rick Aronow,
A&P
Flying 7A Slider;
RV-12 SOLD
Highland Village,TX
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07-20-2007, 01:19 PM
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Join Date: Sep 2005
Location: Dothan, Alabama
Posts: 1,487
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Yes, B will only show alternator output. If the alternator dies, Zero while there is now a load on your battery.
__________________
Alton DeWeese
N526RV RV7A Tip Up, IO360 180 W/Hartzel BA prop.
Flying ~950 hours since Aug 2010
N4IDH
Construction Log
?The secret of getting ahead is getting started. The secret of getting started is breaking your complex overwhelming tasks into small manageable tasks, and then starting on the first one.?
?Mark Twain
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07-20-2007, 04:21 PM
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Join Date: Jan 2005
Location: 57AZ - NW Tucson area
Posts: 10,011
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Trace paths...
Quote:
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Originally Posted by Rick_A
When I look at the diagram that Rudi posted, B & C appear to be electrical equivalent. I am missing something?
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You can trace out the current paths.
Only two exist for current sources...
1. The Alternator can generate current (one direction only)
2. The Battery can charge or discharge (two directions... both a source and a sink.)
The aircraft load is a sink in one direction only.
Use these options, and every possible circuit path can be traced...  But ignore the starter, it's current is too high to be measured anyway...
gil A
__________________
Gil Alexander
EAA Technical Counselor, Airframe Mechanic
Half completed RV-10 QB purchased
RV-6A N61GX - finally flying
Grumman Tiger N12GA - flying
La Cholla Airpark (57AZ) Tucson AZ
Last edited by az_gila : 07-20-2007 at 04:22 PM.
Reason: Quoted wrong person...
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