X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 20 Jan 2009 06:19:03 -0500 Message-ID: X-Original-Return-Path: Received: from mailrelay.embarq.synacor.com ([208.47.184.3] verified) by logan.com (CommuniGate Pro SMTP 5.2.11) with ESMTP id 3433326 for lml@lancaironline.net; Mon, 19 Jan 2009 07:40:00 -0500 Received-SPF: pass receiver=logan.com; client-ip=208.47.184.3; envelope-from=liegner@embarqmail.com X-Original-Return-Path: X_CMAE_Category: 0,0 Undefined,Undefined X-CNFS-Analysis: v=1.0 c=1 a=cUInba62iE8A:10 a=XC6aari-dEwA:10 a=8pif782wAAAA:8 a=KMJgZ5dHAAAA:8 a=OfofPHGqtk8RcyIlCXIA:9 a=qFX1zRoYFy3wnLK8UtsA:7 a=EBk9p26fez7GCTu0ebhmfCOQ7r4A:4 a=gi0PWCVxevcA:10 a=k1lsR4-e_ktSEq0i1ggA:9 a=0FiE5mdsYC5omsxi8rwA:7 a=FM2rdDEMOwwlOcn9wWZxeuIx5_QA:4 a=AfD3MYMu9mQA:10 a=SkQqJctl2IN4-OAZJnEA:9 a=GeeuSLW9dhGAqEcJSNzJUDCNPfoA:4 a=21jJXJW0LzcA:10 a=HXjIzolwW10A:10 X-CM-Score: 0 X-Scanned-by: Cloudmark Authority Engine Authentication-Results: smtp03.embarq.synacor.com smtp.user=liegner@embarqmail.com; auth=pass (LOGIN) Received: from [76.6.57.130] ([76.6.57.130:13459] helo=[172.16.1.3]) by mailrelay.embarq.synacor.com (envelope-from ) (ecelerity 2.2.2.36 r(27513/27514)) with ESMTPA id 87/1C-03303-B7474794; Mon, 19 Jan 2009 07:39:24 -0500 Mime-Version: 1.0 X-Sender: liegner@embarqmail.com@pop.embarqmail.com X-Original-Message-Id: X-Original-Date: Mon, 19 Jan 2009 07:39:20 -0500 X-Original-To: "Lancair Mailing List" From: "Jeffrey Liegner, MD" Subject: Alternator Load Dumping and Voltage Spike Content-Type: multipart/Related; boundary="============_-979753729==_mr============" ; type="text/html" --============_-979753729==_mr============ Content-Type: multipart/alternative; boundary="============_-979753729==_ma============" --============_-979753729==_ma============ Content-Type: text/plain; charset="us-ascii" ; format="flowed" I recently experienced a sudden failure of my PS Engineering intercom during the take off roll, resulting in high volume static engine noise. At the same time, but not fully appreciated, my headset microphone was "fried." The intercom was sent to PSE and the replaced it. The headset was sent to the company and they replaced it. Both companies replaced their components without question, but the engineering analysis was pending. I installed the intercom and went flying (with a different headset), and in level flight, once again the same event occurred, with tach noise and a fried microphone. Yes, I spent time (once on the ground) searching through all CBs, both independent 14V busses, all components on/off, all very interesting but not helpful. I opened the panel and checked nearly everything, every component, every continuity I could find. Nothing. Subsequent discussions with the headset engineer comfirmed the headset controller circuitry was not just fired, but is was scorched, with burnt innards. High voltage, high amps...toast. PS Engineering confirmed the same...their microphone and other components were literally fried inside the box. "What could cause this?" Again, "high voltage (>28V) and lots of amps," they said. The only thing in the plane that can cause that level of volts and amps is the alternator. Further research revealed a condition called "Alternator Load Dumping" that occurs when the battery is suddently removed from the alternator circuit, or the load on the alternator is suddenly cut off, and the alternator experiences high voltage & high current output for 2-20 milliseconds (or more depending on decay rate), too fast to be controllable by the B&C voltage regulator (L-3). This output can fry electronics on the buss. I then started at the Buss's battery and worked to the alternator, to the Master Buss solenoid and to the Avionics Buss solenoid, looking for a loose wire that might have interupted the battery connection. Sure enough, I found a slightly loose connection (missing a lock washer) on the excitation post of the Master Buss solenoid, which presumably rattled and VERY BRIEFLY interrupted the load demand on the alternator and battery, separating the two for a couple milliseconds. This caused the Alternator output to spike and destroy the components (presumably). I thought I'd share this observation. I'll let you know if I'm wrong and another PSE intercom gets fried. As a footnote, I have two independent busses, each with their own avionics buss, each with their own set of redundant equipment. Only the components on the one buss were effected. Jeff Liegner LIVP >http://en.wikipedia.org/wiki/Load_dump >If the current load is reduced to zero very quickly, the >alternator's output voltage becomes its open circuit voltage, which >then decays as the field current decays. If the battery is fitted, >it can take charging current surges from the alternator which are >far smaller than the discharge current surges that the starter motor >takes. If the battery takes the current surges, the alternator >current does not fall to zero quickly, and no voltage surge occurs. >If the battery is missing, there is nothing that can absorb the >current and the full open-circuit voltage appears on the terminals >if there is a rapid change of load. The action of disconnecting the >battery can cause the change of load, so it is particularly likely >to cause damage. Load dump can be as high as 120 V and take as long >as 400 ms to decay, but it depends on the magnitude of the load >change and the characteristics of what loads remain. > > >http://www.sto-p.com/pfp/pfp-transients.htm >Destructive 'LOAD DUMP' transients occur when a battery is >disconnected from the charging system during moderate or high >charging rates. Load dump transients typically reach peak voltages >of 60 to 125 volts in 12 volt systems with relatively slow rise >times. Their duration usually exceeds several hundred ms and can >extend out to 1 second or more depending on the characteristics of >the charging system. Load Dump transients also occur when heavy >loads are switched off although their magnitude and duration will be >lower. These transients are capable of destroying semiconductors on >the first 'fault event'. > --============_-979753729==_ma============ Content-Type: text/html; charset="us-ascii" Alternator Load Dumping and Voltage Spike
I recently experienced a sudden failure of my PS Engineering intercom during the take off roll, resulting in high volume static engine noise.  At the same time, but not fully appreciated, my headset microphone was "fried."  The intercom was sent to PSE and the replaced it.  The headset was sent to the company and they replaced it.   Both companies replaced their components without question, but the engineering analysis was pending. 

I installed the intercom and went flying (with a different headset), and in level flight, once again the same event occurred, with tach noise and a fried microphone.  Yes, I spent time (once on the ground) searching through all CBs, both independent 14V busses, all components on/off, all very interesting but not helpful.

I opened the panel and checked nearly everything, every component, every continuity I could find. Nothing.

Subsequent discussions with the headset engineer comfirmed the headset controller circuitry was not just fired, but is was scorched, with burnt innards.  High voltage, high amps...toast.  PS Engineering confirmed the same...their microphone and other components were literally fried inside the box.  "What could cause this?"  Again, "high voltage (>28V) and lots of amps," they said.

The only thing in the plane that can cause that level of volts and amps is the alternator.  Further research revealed a condition called "Alternator Load Dumping" that occurs when the battery is suddently removed from the alternator circuit, or the load on the alternator is suddenly cut off, and the alternator experiences high voltage & high current output for 2-20 milliseconds (or more depending on decay rate), too fast to be controllable by the B&C voltage regulator (L-3).  This output can fry electronics on the buss.  I then started at the Buss's battery and worked to the alternator, to the Master Buss solenoid and to the Avionics Buss solenoid, looking for a loose wire that might have interupted the battery connection.

Sure enough, I found a slightly loose connection (missing a lock washer) on the excitation post of the Master Buss solenoid, which presumably rattled and VERY BRIEFLY interrupted the load demand on the alternator and battery, separating the two for a couple milliseconds.  This caused the Alternator output to spike and destroy the components (presumably).

I thought I'd share this observation.  I'll let you know if I'm wrong and another PSE intercom gets fried.

As a footnote, I have two independent busses, each with their own avionics buss, each with their own set of redundant equipment.  Only the components on the one buss were effected.

Jeff Liegner
LIVP




http://en.wikipedia.org/wiki/Load_dump
If the current load is reduced to zero very quickly, the alternator's output voltage becomes its open circuit voltage, which then decays as the field current decays. If the battery is fitted, it can take charging current surges from the alternator which are far smaller than the discharge current surges that the starter motor takes. If the battery takes the current surges, the alternator current does not fall to zero quickly, and no voltage surge occurs.  If the battery is missing, there is nothing that can absorb the current and the full open-circuit voltage appears on the terminals if there is a rapid change of load. The action of disconnecting the battery can cause the change of load, so it is particularly likely to cause damage. Load dump can be as high as 120 V and take as long as 400 ms to decay, but it depends on the magnitude of the load change and the characteristics of what loads remain.


http://www.sto-p.com/pfp/pfp-transients.htm
Destructive 'LOAD DUMP' transients occur when a battery is disconnected from the charging system during moderate or high charging rates. Load dump transients typically reach peak voltages of 60 to 125 volts in 12 volt systems with relatively slow rise times. Their duration usually exceeds several hundred ms and can extend out to 1 second or more depending on the characteristics of the charging system.  Load Dump transients also occur when heavy loads are switched off although their magnitude and duration will be lower. These transients are capable of destroying semiconductors on the first 'fault event'.
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