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charset=UTF-8 # Twin 25Ah batteries connected via dual battery isolator switch Off / A / = B / BOTH Single point of failure? If that's the only path for electrons, s= witch mechanical failure takes both batteries=2E =E2=81=A3Get BlueMail fo= r Android =E2=80=8B On Dec 31, 2024, 6:56 PM, at 6:56 PM, "Stephen Izett s= tephen=2Eizett@gmail=2Ecom" wrote: >Sorry t= o hear of your mishap Finn, glad your Ok=2E > >Much appreciate your reflect= ion and to revaluate my own risk > >I agonised over the electrical risk / f= ailure modes=2E Opting to =E2=80=98kiss' >and not seek full redundancy=2E >= Your experience brings a sober reconsideration of my assumptions and >decis= ions which I=E2=80=99m trying to recollect and would value others >critique= =2E > >My system: > # Single automotive Alternator - Fused B-lead - NO Over= -voltage >Crowbar circuit > # Twin 25Ah batteries connected via dual batter= y isolator switch Off / >A / B / BOTH=2E > # Engine Power through Primary S= PST switch with backup SPST upstream >of current shunt > # Primary and Back= up Fuel Pumps with automatic backup activation on >low fuel pressure > # En= gine Fuel pumps fed from Header/ReserveTank=2E Header fed via single >wing = tank via Primary and Backup transfer pumps > # EC2 redundant ECU's > # Armo= ured CAS wiring > # =E2=80=98Audible' EFIS Alarms for Volts, Amps, Fuel Pre= ssure, Transfer Fuel >Flow, Fuel Level, Gear etc=2E > >Pre Flight Testing >= Before Engine Start > # Measure individual battery volts while 2 x main 25= Ah batteries >disconnected (Isolator switch in Off position) via EFIS on it= s own >battery backup delta V < 0=2E3v if OK then switch isolator to Both = > After Engine Start > # Check Alternator Charging Both A, B and back to Bo= th batteries=2E > # Test Both Primary and Backup Engine Power Switches > # = Test Engine Fuel Pumps - Switch Off Main Pump to test auto >activation of b= ackup, reset/arm > # Test Fuel Transfer Pumps - Switch Off Main Transfer Pu= mp to test >auto activation of backup, reset/arm > # Test ECU B and Coils >= After Engine shut down > # Turn battery Isolator Switch to Off position an= d note Battery delta >V before turning Off EFIS > >My Key Failure mode cons= ideration / assumptions > Alternator - > Short Circuit (Low risk but catas= trophic) must be protected against >via fuse > Over Voltage (Low risk) - E= FIS Alarm - On reflection perhaps I ought >include a Crow Bar but it does i= ntroduce complexity/danger > Batteries - > Open Circuit (Significant risk)= - Solution - two batteries tied >together reducing chances of failure and = protects should failure occur > Shorted Cell (Low risk) - Outcome ???? Bat= tery fire - Halon >extinguisher > Testing before and after flight picks u= p failure and lowers risk > Keep Batteries away fro heat and vibration > = Second battery provides more air time in case of Alternator failure >thoug= h introduces significant weight > Crank Angle Sensor - > Failure is catas= trophic so armour and attention added > Power Switching - > Failure (Hig= h risk) therefore backup required > No Relays as they introduce complexit= y > >Key Questions > Crow Bar on Alternator? > Should I have gone with Aer= oElectriic circuit with Backup Buss etc=2E ? > > >Appreciate peoples though= ts=2E > >Steve Izett - Perth Western Australia >Glasair Super II RG >Renes= is 4 port EC2 EM3 RD1C Prop MTV 7 Elec > > > > > > > > > > >Steve Izett= =2E > > > >> On 1 Jan 2025, at 3:55=E2=80=AFam, Finn Lassen finn=2Elassen@v= erizon=2Enet > wrote: >> >> Not sure if I s= hould re-post the following and its two referenced >threads here=2E >> >> = https://vansairforce=2Enet/threads/n214fl-forced-landing=2E232017/ >> >> T= he battery failure mode must definitely be made well-known for >electrical-= dependent engine installations=2E >> >> Finn >> ------6TD6UR4X4ULS9OSMAK9GIKLO5Q1AMB Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: quoted-printable
# Twin 25Ah batteries connected via dual battery isolator swit= ch Off / A / B / BOTH

Single point of failu= re? If that's the only path for electrons, switch mechanical failure takes = both batteries=2E

Ge= t BlueMail for Android <= !-- tmjah_g_1299e -->
On Dec 31, 2024, at= 6:56 PM, "Stephen Izett stephen=2Eizett@gmail=2Ecom" <flyrotary@lancaironline= =2Enet> wrote:
Sorry to hear of your mishap Finn, glad your Ok=2E

Much appreciate your reflection and to revaluate my own risk
I agonised over the electrical risk / failure modes=2E Opting = to =E2=80=98kiss' and not seek full redundancy=2E
Your experience= brings a sober reconsideration of my assumptions and decisions which I=E2= =80=99m trying to recollect and would value others critique=2E
My system:
# Single automotive Alternator - Fused B-lead - NO = Over-voltage Crowbar circuit
# Twin 25Ah batteries connected via dual batte= ry isolator switch Off / A / B / BOTH=2E
# Engine Power through Primary SPS= T switch with backup SPST upstream of current shunt
# Primary and Backup = Fuel Pumps with automatic backup activation on low fuel pressure
= # Engine F= uel pumps fed from Header/ReserveTank=2E Header fed via single wing tank vi= a Primary and Backup transfer pumps
# EC2 redundant ECU's
# Armoured CAS wi= ring
# =E2=80=98Audible' EFIS Alarms for Volts, Amps, Fuel Pressure, Transf= er Fuel Flow, Fuel Level, Gear etc=2E

Pre Flight T= esting
= Before Engine Start
# Measure individual battery volts while 2 x m= ain 25Ah batteries disconnected (Isolator switch in Off position) via EFIS = on its own battery backup  delta V < 0=2E3v if OK then switch isola= tor to Both
After Engine Start
# Check Alternator Charging Both A, B and ba= ck to Both batteries=2E
# Test Both Primary and Backup Engine Power Switche= s
# Test Engine Fuel Pumps - Switch Off Main Pump to test auto activation o= f backup, reset/arm
# Test Fuel Transfer Pumps - Switch Off Main Transfer P= ump to test auto activation of backup, reset/arm
# Test ECU B and Coils
Aft= er Engine shut down
# Turn battery Isolator Switch to Off position and note= Battery delta V before turning Off EFIS

My Key Fa= ilure mode consideration / assumptions
Alternator -
Short Circuit (Low r= isk but catastrophic) must be protected against via fuse
Over Voltage (Low= risk) - EFIS Alarm - On reflection perhaps I ought include a Crow Bar but = it does introduce complexity/danger
Batteries -
Open Circuit (Significant = risk) - Solution - two batteries tied together reducing chances of failure = and protects should failure occur
Shorted Cell (Low risk) - Outcome ????= Battery fire - Halon extinguisher 
Testing before and after flight p= icks up failure and lowers risk 
Keep Batteries away fro heat and vib= ration
= Second battery provides more air time in case of Alternator failure= though introduces significant weight
Crank Angle Sensor - 
Failure= is catastrophic so armour and attention added 
Power Switching -&nbs= p;
Failure (High risk) therefore backup required 
No Relays as they = introduce complexity

Key Questions
Crow Bar on Alternator?
S= hould I have gone with AeroElectriic circuit with Backup Buss etc=2E ?


Appreciate peoples thoughts=2E

Steve Izett - Perth Western Australia
Glasair Su= per II RG 
Renesis 4 port EC2 EM3 RD1C Prop MTV 7 Elec
=









Steve Iz= ett=2E



On 1 Jan 2025, at 3:55=E2=80=AFam, Fi= nn Lassen finn=2Elassen@verizon=2Enet <flyrotary@lancaironline=2Enet>= wrote:

<= div>

Not sure if I should re-post the following and its two referenced = threads here=2E

https://vansairforce=2Enet/threads/n214fl-forced-landing=2E2= 32017/

The battery failure mode must definitely be made well-know= n for electrical-dependent engine installations=2E

Finn
=


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