Hi Brian
Sorry not to get back to you sooner but work and problems getting e-mails
abroad got in the way.
>Your modified diagram appears to require yet another 5amp circuit breaker
to
protect the positive feed to the relay. Surely it is sufficient to take the
relay positive feed from the same place as the positive feed for the crowbar
unit. The only difference is that the relay is energised when the
alternator master switch is closed.
Modifying the circuit from the old to the new then becomes a simple matter
of moving the positive wires for the crowbar unit and the relay to the
busbar side of the relay contacts.
Does that make sense?<
Your suggestion does make sense. The latest diagram was done for me by
Rowland as he has the knowhow to create pdf files and I don't. He just added
it to the existing wiring diagram which includes the alternator switch.
Quite how you arrange the finer points of the wiring is up to you. A
suggestion I would make (and this is how my aircraft is wired) is not to
have an alternator switch at all. After all the relay does that job anyway.
Although most of us have a panel of c/b's we also have a small fuse box
(usually mounted in the engine compartment). This is for the 30A alternator
fuse, main panel fuse, 1A starter engaged fuse and ammeter fuses if
appropriate. This fusebox then becomes the distribution point for all the
high power electrics. This means that the only power coming through the
firewall is for the panel itself. That way less junctions are required
between the alternator and the battery. To achieve this you still need a
seperate low power wire for the relay. It is a bit like having a battery
solenoid but for the alternator.
I have put this response on the forum as it may interest others but if you
would like to talk about it in more detail give me a ring on 01380 860620. I
will be away from Saturday afternoon until Thursday morning but will be
around the rest of Thursday and Friday.
Regards
Nigel
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