AeroElectric-Archive.digest.vol-ko
July 16, 2011 - August 17, 2011
> transceivers where the antenna is connected to a receiver
> input circuit 99.9% of the time, the ELT antenna is
> permanently connected to the output circuitry of a
> transmitter's power output stage.
>
> A strong analog TV station impressed on the ELT
> antenna could be conducted into the non-linear,
> transistor junctions where the TV signal could
> produce inter-modulation products that spread over
> a very wide spectrum. Now that we're all-digital
> in the off-air TV world, I suspect probability
> is reduced. I'm aware of no other "trash rich"
> high power signals that would produce this
> effect today.
>
> This is a phenomenon that was never explored
> by DO-160 although I've read some military
> qualification test protocols that do look for
> inter-modulation mixing and re-radiation of
> foreign energies coming down the antenna feedline.
>
>
> Bob . . .
>
>
________________________________________________________________________________
| Subject: | Re: ELT antenna placement |
| From: | Paul Kuntz <paul.r.kuntz(at)gmail.com> |
Thanks for all the feedback. Seems like the prudent approach will be to
accept the ELT installation instructions and mount the ELT at the specified
3+ feet of separation from the VHF antenna. I'd rather do that now than
face the potential for troubleshooting and installation rework later.
Paul Kuntz
On Sat, Jul 16, 2011 at 7:51 AM, Robert L. Nuckolls, III <
nuckolls.bob(at)aeroelectric.com> wrote:
> nuckolls.bob(at)aeroelectric.com**>
>
>
> At 07:10 AM 7/16/2011, you wrote:
> dave.saylor.aircrafters(at)**gmail.com >
>
> I agree, I've seen comm radios set of a nearby ELT on several
> occasions. It's not uncommon at all.
>
> I'd keep those antennas away from each other.
>
> It would appear to be the only option. It
> may be very $difficult$ to fix what appears
> to be a design bug internal to the ELT.
>
> The earliest ELT's used a spring-loaded
> mass to close an activation switch in response
> to g-forces of a crash. No doubt modern ELTs
> use the solid-state acceleration sensors
> for this task . . . which produce VERY tiny
> signals requiring a lot of circuit gain.
>
> This type of circuitry offers a high risk
> of vulnerability to RF interference. This
> may be an area where qualification of the
> device to standard DO-160 (good for part
> 23) stresses was insufficient to stand off
> the extra-ordinary vulnerabilities of these
> kinds of circuits. A lot of hardware we
> did for the military and for Part-25 and up
> applications was exposed to really nasty
> RF radiation . . . 200 volts/meter or more
> . . . during qualification. No doubt this
> extra step in qualification would have exposed
> vulnerabilities that are now plaguing customers.
>
> > Paul wrote:
>
> > I'm installing a 121.5/406 MHz ELT in my homebuilt project. =C2 The
>
> > installation instructions tell me to put the ELT whip antenna at least
3
> > feet from my VHF radio antenna. =C2 Is this really necessary? =C2 There
is
> the
>
> > possibility of manually activating the ELT in the air in the event of a
n
> > emergency, while continuing to communicate with the VHF radio, but I'm
> > thinking that the more likely scenarios will be to operate one or the
> other,
> > but not both. =C2 That is, the ELT becomes a factor only in the case of
a
> true
>
> > emergency, in which case I would first squawk emergency and communicate
> the
> > situation by VHF voice (flying the airplane first, of course). =C2 Then
,
>
> > activate the ELT (one button press) if a forced landing appears
> inevitable,
> > but I'm probably done talking on the radio at that point.
> >
> > Is the concern simply the presence of another vertically oriented
> conductor
> > in relatively close proximity to the antenna in use, thus influencing i
ts
> > performance? =C2 Even if both the ELT and the VHF radio are active at t
he
> same
>
> > time, is 3 ft of separation important?
> >
> > At any rate, it would be more convenient from an installation perspecti
ve
> to
> > put them closer together. =C2 Any advice?
>
> Give it a try . . . but with a Plan-B for moving
> one or both of the antennas to achieve demonstrably
> necessary separation. I suspect that not all ELT
> products are victim to the hypothesized vulnerability
> I cited above. There are no grave performance issues
> that would arise from antenna proximity issues so if
> you "get away Scott free" with your desired configuration,
> you're good to go.
>
>
> Bob . . .
>
>
=====**===================
===========**=
/www.matronics.com/Navigator?AeroElectric-List>
=====**===================
===========**=
=====**===================
===========**=
com/contribution>
=====**===================
===========**=
>
>
________________________________________________________________________________
| From: | "Paul Zimmer" <stickandrudder1(at)comcast.net> |
| Subject: | Electrical System Drawing |
Attached is a draft electrical schematic based primarily on Bob Nuckolls'
Z-13 electrical system drawing. Note that I plan on using an internally
regulated Plane Power 30A backup alternator, which is supposed to be out by
Oshkosh. If not, I'll use the B&C SD-20. The reason for the second 7.2 AH
battery is to insure field current to the backup alternator in the event of
main battery failure. I have thought of using a second full sized battery as
the AUX, which I would connect in parallel with the main battery for more
cranking power.
Questions I have are:
Is an Avionics bus & switch unnecessary or is it still a good idea? I like
the idea, and I know the GTX 327 is supposed to be powered off during engine
start. Also the GTN 6xx install doc says it should be on an Avionics bus.
Others have suggested (and even said that Bob Nuckolls doesn't think much of
the idea in his book - although I couldn't find anywhere he discussed it)
that the avionics bus is unnecessary with modern avionics, adds complexity
and additional potential points of failure. Bob doesn't show it on the
drawings I've studied, so I'm wondering.
What are the failure modes of the EBUS Diode? Will it ever fail open? If it
fails and allows reverse current, what is the best way to detect the
failure?
My schematic has a battery bus drawn, but I really don't see a need for it.
Other than a clock and interior lights, is there something that I have
placed on another bus that really should be on a battery bus?
What about the location of the backup alternator?
I show it connected to the essential bus instead of the un-switched side of
the battery contactor, in the event of a dead short in the battery. I'm not
sure if that's a failure mode I need to even consider.
Another thing I've though of is although I haven't done a load analysis yet,
but I'm pretty sure with a 30A backup alternator, I could combine the
Avionics and E-Bus busses (the only things that would be added to the E-BUS
would be Com2, Transponder and audio panel.
Any comments and criticism of the design would be greatly appreciated.
The aircraft I am building is an RV-7A. The mission is day/night IFR.
Thanks Paul
________________________________________________________________________________
| From: | "Paul Zimmer" <stickandrudder1(at)comcast.net> |
| Subject: | Electrical System Drawing |
Attached is a draft electrical schematic based primarily on Bob Nuckolls'
Z-13 electrical system drawing. Note that I plan on using an internally
regulated Plane Power 30A backup alternator, which is supposed to be out by
Oshkosh. If not, I'll use the B&C SD-20. The reason for the second 7.2 AH
battery is to insure field current to the backup alternator in the event of
main battery failure. I have thought of using a second full sized battery as
the AUX, which I would connect in parallel with the main battery for more
cranking power.
Questions I have are:
Is an Avionics bus & switch unnecessary or is it still a good idea? I like
the idea, and I know the GTX 327 is supposed to be powered off during engine
start. Also the GTN 6xx install doc says it should be on an Avionics bus.
Others have suggested (and even said that Bob Nuckolls doesn't think much of
the idea in his book - although I couldn't find anywhere he discussed it)
that the avionics bus is unnecessary with modern avionics, adds complexity
and additional potential points of failure. Bob doesn't show it on the
drawings I've studied, so I'm wondering.
What are the failure modes of the EBUS Diode? Will it ever fail open? If it
fails and allows reverse current, what is the best way to detect the
failure?
My schematic has a battery bus drawn, but I really don't see a need for it.
Other than a clock and interior lights, is there something that I have
placed on another bus that really should be on a battery bus?
What about the location of the backup alternator?
I show it connected to the essential bus instead of the un-switched side of
the battery contactor, in the event of a dead short in the battery. I'm not
sure if that's a failure mode I need to even consider.
Another thing I've though of is although I haven't done a load analysis yet,
but I'm pretty sure with a 30A backup alternator, I could combine the
Avionics and E-Bus busses (the only things that would be added to the E-BUS
would be Com2, Transponder and audio panel.
Any comments and criticism of the design would be greatly appreciated.
The aircraft I am building is an RV-7A. The mission is day/night IFR.
Thanks Paul
________________________________________________________________________________
| Subject: | multiple shield ground wires |
| From: | "jayb" <jaybrinkmeyer(at)yahoo.com> |
When multiple shielded wires pass through a common connector ... Does each shield
need its own separate pin or can several shields be ganged together in a single
pin? Shields eventually come together at a common ground point someplace,
right?
Thanks,
Jay
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=346749#346749
________________________________________________________________________________
| Subject: | EGT Readings Change when Transmitting |
| From: | "ChangDriver" <capav8r(at)gmail.com> |
Bob:
I have noticed an odd thing happening on my digital EGT display. When I key the
microphone to transmit on the Garmin SL-30, the graphical EGT display bars are
driven down to zero. I short key of the mic and they go down a little....hold
it keyed and they go to zero.
Any suggestions on what to look for/do?
Craig
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=346751#346751
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: EGT Readings Change when Transmitting |
At 06:58 AM 7/17/2011, you wrote:
>
>Bob:
>
>I have noticed an odd thing happening on my digital EGT
>display. When I key the microphone to transmit on the Garmin SL-30,
>the graphical EGT display bars are driven down to zero. I short key
>of the mic and they go down a little....hold it keyed and they go to zero.
>
>Any suggestions on what to look for/do?
In all likelihood this is a manifestation
of poor design in EGT gauge's electro-
magnetic compatibility. Since you know
the condition exists and does not represent
a hazard to flight or even an operational
inconvenience, I'd ignore it.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Electrical System Drawing |
At 09:46 PM 7/16/2011, you wrote:
Attached is a draft electrical schematic based
primarily on Bob Nuckolls' Z-13 electrical system
drawing. Note that I plan on using an internally
regulated Plane Power 30A backup alternator,
which is supposed to be out by Oshkosh. If not,
I'll use the B&C SD-20. The reason for the second
7.2 AH battery is to insure field current to the
backup alternator in the event of main battery
failure. I have thought of using a second full
sized battery as the AUX, which I would connect
in parallel with the main battery for more cranking power.
Questions I have are:
Is an Avionics bus & switch unnecessary or is it
still a good idea? I like the idea, and I know
the GTX 327 is supposed to be powered off during
engine start. Also the GTN 6xx install doc says
it should be on an Avionics bus. Others have
suggested (and even said that Bob Nuckolls
doesnt think much of the idea in his book
although I couldnt find anywhere he discussed
it) that the avionics bus is unnecessary with
modern avionics, adds complexity and additional
potential points of failure. Bob doesnt show it
on the drawings Ive studied, so Im wondering.
Go to AeroElectric.com and do a search on avionics
master. The original ideas behind the birth of the
avionics master was a figment of the designer's
imagination. The enduring rationale for the AV
master is not based on physics or facts.
What are the failure modes of the EBUS Diode?
Will it ever fail open? If it fails and allows
reverse current, what is the best way to detect the failure?
They don't fail.
My schematic has a battery bus drawn, but I
really don't see a need for it. Other than a
clock and interior lights, is there something
that I have placed on another bus that really should be on a battery bus?
Do you have an electrically dependent engine?
Those items should be on a battery bus.
If you're going to have two alternators and
two batteries, suggest Z-14 instead.
What about the location of the backup alternator?
I show it connected to the essential bus instead
of the un-switched side of the battery contactor,
in the event of a dead short in the battery. I'm
not sure if that's a failure mode I need to even consider.
Another thing Ive though of is although I
havent done a load analysis yet, but Im pretty
sure with a 30A backup alternator, I could
combine the Avionics and E-Bus busses (the only
things that would be added to the E-BUS would be
Com2, Transponder and audio panel.
Any comments and criticism of the design would be greatly appreciated.
I know there are compelling notions of "doing
it a little bit better" but as your list of
questions illustrates, making changes generates
new uncertainties. The Z-figures have already
been subjected to the same questions over the
last 20+ years. By now they are 99.9% free
of unknowns.
Suggest you study Z-14 and develop a list
of questions that address and perceptions
you have of not meeting design goals for
your airplane. It's much more comfortable
to start with a proven recipe for success
and then see if serious design goals are
not being met.
If it were my airplane, I'd save a LOT of
dollars, weight and worry with Z-13/8. That
system offers overall reliability that a
King Air doesn't have. Only in the last 20
years has Z-12 found its way onto type certificated
aircraft in large quantities. The vast majority
of TC aircraft use the same architecture as
a 1946 C-140A Your concerns about failures of diodes
and batteries suggest that you're not
comfortable with the idea that reliability of
these things is very high when used with
understanding.
It's far better that you have a SIMPLE
system you understand than a NOT SO SIMPLE
system born of mis-understanding.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: multiple shield ground wires |
At 06:32 AM 7/17/2011, you wrote:
>
>When multiple shielded wires pass through a common connector ...
>Does each shield need its own separate pin or can several shields be
>ganged together in a single pin? Shields eventually come together at
>a common ground point someplace, right?
yes
see:
http://www.aeroelectric.com/articles/pigtail/pigtail.html
Bob . . .
________________________________________________________________________________
| Subject: | Re: multiple shield ground wires |
| From: | "jayb" <jaybrinkmeyer(at)yahoo.com> |
Cool! It's been a while since I read over all the neat tricks and tips.
Another simple question...
Audio wire drawings show shield ground at intercomm (real ground), but open circle
at the end-point (i.e. shield pulled back and covered with heat shrink). This
one I get.
Other schematics (ADS600B) show shield grounds at both ends of the wire. Really?
It would seem unwise to physically ground both sides, so maybe I'm not understanding
the intent.
Thanks,
Jay
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=346781#346781
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Electrical System Drawing |
At 09:46 PM 7/16/2011, you wrote:
>Attached is a draft electrical schematic based primarily on Bob
>Nuckolls' Z-13 electrical system drawing. Note that I plan on using
>an internally regulated Plane Power 30A backup alternator, which is
>supposed to be out by Oshkosh.
Do you really NEED that much back-up power?
What are the load analysis numbers for the
minimum loads to get you to airport of intended
destination while saving the battery for
approach to landing?
>
>Another thing I've though of is although I haven't done a load
>analysis yet, but I'm pretty sure with a 30A backup alternator, I
>could combine the Avionics and E-Bus busses (the only things that
>would be added to the E-BUS would be Com2, Transponder and audio panel.
Loan analysis needs to be first . . . before
you size alternators. Also, keep in mind that
intermittent loads like landing lights, transmit
current are not continuous running loads.
Can you get your ENDURANCE loads down to 8A
or less?
If you do a search of unhappy events in the cockpit
leading to bent airplanes and/or bleeding people,
the percentage of total incidents involving electrical
system failures is exceedingly small. A majority of
those instances could have been mitigated by
better pilot understanding and good preventative
maintenance.
It's comforting to add redundancy on top of band-aid
on top of worry issue . . . but all of these have
costs of ownership. I passed a big pile of first-aid
kits in the pharmacy at Walmart last week. I think they
were $5. If Wallyworld sells them, they must move out
the door in significant numbers. I've been driving
for over 50 years, owned dozens of cars and probably had
at least a half-dozen first-aid kits of one form or another.
I can recall no single instance of ever using the contents
of such kits . . . nor finding myself in a position of
wishing I had one.
You are far more likely to enjoy a high order of
reliability by careful study of what's need should
any single device fail . . . and developing a plan-B
for that failure. The goal is not to keep everything
lit up all the time, only those things needed for
getting to airport of intended destination so that
the battery alone will get you on the ground with
lights a blazing both inside and outside the cockpit.
Every serious accident we've studied here on the list
that grew of out electrical systems issues had
root cause in poor craftsmanship and/or poor judgement
and lack of understanding of the system. Adding more
hardware will generally not do much to offset those
human frailties.
Bob . . .
________________________________________________________________________________
| From: | "Noel Loveys" <noelloveys(at)yahoo.ca> |
| Subject: | Re: Circuit Design Software |
When I was in technical school and had to produce many wiring block diagrams
I used Photoshop. It was easy to make the blocks, colour them and label
connections.
Noel
-----Original Message-----
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Robert L.
Nuckolls, III
Sent: July 15, 2011 10:54 AM
Subject: RE: AeroElectric-List: Re: Circuit Design Software
At 03:38 AM 7/15/2011, you wrote:
>Another plug for MS Visio. Attached is a draft 'start circuit' I drew for
>myself a few months back. Outputing to PDF resized some of the lines, but
>Visio itself is great.
I would encourage anyone who is willing to spend the
$time$ to become competent in any sort of illustration
software also take the time to become fluent in
the language of speaking and illustrating "electronese".
If you look at any drawings produced in the 'Connection
or on aeroelectric.com, the diagrams speak to specific
connections of wires to terminals of devices, to wire
sizes, symbology to suggest type of terminals used,
internal functions of devices such as switches, relays,
contactors, motors, etc. The whole story on one page.
VERY FEW professional illustrators of consumer
product wiring diagrams bother to offer such detail
in their work-product. Even folks who should know
better. I can't tell you how many no-value hours
I spent trying to find a truly descriptive schematic
of how the fuel selector valve and gage system worked
in my '87 GMC truck. All the schematics in 'official'
published documents showed "boxes" with colored wires
routing between them and no information what so ever
as to what goes on inside the boxes. Having finally
discovered what I needed to know, it made perfect
sense and I can now draw the schematic from memory,
not as an activity to mimic somebody else's drawings
but as a fundamental understanding of how the system
works.
I'll suggest there are two aspects of creating really
useful drawings. The choice of illustration software
obviously drives the general appearance of the finished
drawings. But organization and completeness is entirely
up to the skills, willingness and experience of the
illustrator.
Symbols for lucid production of schematics and diagrams
are the language of the discipline. Learn the symbols
too and use what ever illustrative tools to present
those symbols in a manner that makes understanding
'jump off the page' into the mind of the competent
observer. These same drawings will provide a solid
foundation for sharing understanding for the not-so-
competent observer with a willingness and desire to
learn.
Just a few more little lines in the published schematics
for my truck's fuel system would have completed the
story and saved a lot of wasted time. COMPLETE
schematics are the tools of both teaching how
something works but the tools of understanding
for how to fix the thing that doesn't work at
some later time.
Bob . . .
////
(o o)
===========o00o=(_)=o00o========
< Go ahead, make my day . . . >
< show me where I'm wrong. >
================================
________________________________________________________________________________
| From: | "Noel Loveys" <noelloveys(at)yahoo.ca> |
| Subject: | It's nice when the center holds . . . |
Funny thing is the first time I heard the term, "Dead stick landing", I knew
exactly what it meant.
Noel
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of b d
Sent: July 15, 2011 6:57 PM
Subject: Re: AeroElectric-List: It's nice when the center holds . . .
The only thing I don't really understand is why you (native English
speakers) call this situation a "Dead Stick" landing, when this is
everything but a dead stick. On the contrary, this is a very "Alive stick"
situation..
What is really dead is the power source!
Excellent observation . . . . the question is, shall we go back and change
all the references using the "dead stick" phrase from all the books
references and logs or shall we allow you to get over it and accept it. One
vs. zillions :-)
As I recall in a my old conversations with the Wright Bothers it originally
meant "you are close to being dead if you don't use the stick to save your
ass". I remember asking that very same question to Orville and Wilbur while
sitting around their potbellied stove as if it was yesterday. They
reiterated that "dead" had nothing to do with the engine but more about the
pilot.
So if you were them, what phrase would you like to use if we were to correct
the whole 100 plus years of aviation history and all log books to reflect
your choice of phrases? "Alive stick"?
This reminds me of the prison story where the new guy comes in and hears
"257" and everyone laughs, then "522" and everyone laughs. He questions what
is going on and his cell mate says, "we have told these jokes so many times
we just numbered them to save time". The new guy says "let me try one . . .
257!" but nobody laughed . . . then "522" and once again nobody laughed . .
. he asked his cell mate "what gives?"
The cell mate said, "some people can tell a joke and some can't!"
You can stick with "Alive stick" and see how it works for you however
removing the word "dead" from your thoughts may not be as healthy at that
particular time. . . please let us know how it works for you. You could
just yell out "dead" and forget the stick if that confuses you. That way the
"dead" will give you some indication of what happens if you don't move the
stick in the proper, timely sequence.
Don't take it personal, I'm just having fun with you . . . Where are you
from?
Bruce
On Fri, Jul 15, 2011 at 11:55 AM, Carlos Trigo
wrote:
Nice landing, and a very good demonstration of excellent pilot skills!
The only thing I don't really understand is why you (native English
speakers) call this situation a "Dead Stick" landing, when this is
everything but a dead stick. On the contrary, this is a very "Alive stick"
situation..
What is really dead is the power source!
Carlos Trigo
> -----Original Message-----
> From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-
> server(at)matronics.com] On Behalf Of Robert L. Nuckolls, III
> Sent: sexta-feira, 15 de Julho de 2011 18:40
> To: aeroelectric-list(at)matronics.com
> Subject: AeroElectric-List: It's nice when the center holds . . .
>
>
>
> See:
>
> http://www.patricksaviation.com/videos/SUPERGT/3384/
>
>
> Bob . . .
> ////
> (o o)
ist" target="_blank">http://www.matronics.com/Navigator?AeroElectric-List
tp://forums.matronics.com
_blank">http://www.matronics.com/contribution
________________________________________________________________________________
| From: | Keith Ward <keithward1(at)bellsouth.net> |
| Subject: | Re: EGT Readings Change when Transmitting |
Craig,
I had an issue with my EFIS that sounds similar to yours. When I keyed the mike,
most of my readouts (vsi, heading, etc.) moved. I changed the BNC connectors
and the problem was solved. I think I did a poor job installing the original
connectors.
Not sure if this would fix your issue, but it may be worth a try.
Keith
On Jul 17, 2011, at 7:58 AM, "ChangDriver" wrote:
>
> Bob:
>
> I have noticed an odd thing happening on my digital EGT display. When I key
the microphone to transmit on the Garmin SL-30, the graphical EGT display bars
are driven down to zero. I short key of the mic and they go down a little....hold
it keyed and they go to zero.
>
> Any suggestions on what to look for/do?
>
> Craig
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=346751#346751
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Over Voltage Protection for Internal Regulated Alternators |
| From: | "Bubblehead" <jdalmansr(at)gmail.com> |
If my IR alternator ever goes belly up I'll move to an externally regulated one,
but for now it is what it is.
I have a 40A internally regulated alternator. I am rewiring my RV-8 to Z-11 standard
and want to include OV protection. I have read up on the forums and on
AeroElectric Connection. I just want to confirm the latest thinking on OV protection.
1) use a Cb-OV-14 crowbar protection circuit on the Master switch
and
2) a S701-1 B-lead contactor
I am also installing a 60 amp ANL in the B-lead between the alternator and the
starter solenoid.
Do I understand the instructions correctly?
Thanks.
--------
John
Keller, TX
RV-8 N247TD
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=346794#346794
________________________________________________________________________________
| From: | "Paul Zimmer" <stickandrudder1(at)comcast.net> |
| Subject: | Electrical System Drawing |
Excellent article on Avionics Master Switches. Thanks for pointing it
out.
Also for the advice to plan a system around what will happen if/when a
given
component fails. I think I've done that, but it's hard to argue with
your
point about 99.9% of the unknowns being worked out over the past 20
years.
It was this analysis that had me adding the second battery and moving
the
backup alternator to the E-Bus.
It's manufacturer statements like the one below that breeds uncertainty.
I
did look up the installation manual on the GTX 327 and it does conform
to
DO-160. Avionics Bus is history.
I have the loads for all my equipment, and know it will be well under
30A in
normal operation. I certainly don't need 30A for the E-Bus. It's just
the
flavor that PP said they were coming out with. The 20A B&C would be
more
than adequate, but I'm attracted to the PP due to its expected lower
cost
(cost to be about $600, ~$400 less that SD-20 and regulator) and its
relative simplicity (i.e. internally regulated). I probably could live
with
an 8A mushroom, but I would like the autopilot to be on the E-Bus along
with
boost pump, EFIS, & GPS/COM and I think that may be stretching things a
bit.
I've spent a LOT (much more than I care to admit) of time deciphering
z-13.
I think I understand the logic behind it, as well as the function of
each
component pretty well. That doesn't mean I understand the failure modes
of
individual electronic components, because I don't (i.e. E-Bus Diode,
Battery
Failure modes, etc.) The point you made in your book, and again in your
previous Email regarding design changes, wasn't lost on me. My
objective in
my drawing (the Avionics bus notwithstanding) was to stay true to design
objective of z-13, insure battery field current to the backup alternator
(you stated that most alternators don't run real well without a battery)
with the small battery, and design something I understood.
Thanks for your help.
Paul
_____
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of
Robert L.
Nuckolls, III
Sent: Sunday, July 17, 2011 2:55 PM
Subject: Re: AeroElectric-List: Electrical System Drawing
At 09:46 PM 7/16/2011, you wrote:
Attached is a draft electrical schematic based primarily on Bob
Nuckolls'
Z-13 electrical system drawing. Note that I plan on using an internally
regulated Plane Power 30A backup alternator, which is supposed to be out
by
Oshkosh.
Do you really NEED that much back-up power?
What are the load analysis numbers for the
minimum loads to get you to airport of intended
destination while saving the battery for
approach to landing?
Another thing I=12ve though of is although I haven=12t done a load
analysis yet,
but I=12m pretty sure with a 30A backup alternator, I could combine the
Avionics and E-Bus busses (the only things that would be added to the
E-BUS
would be Com2, Transponder and audio panel.
Loan analysis needs to be first . . . before
you size alternators. Also, keep in mind that
intermittent loads like landing lights, transmit
current are not continuous running loads.
Can you get your ENDURANCE loads down to 8A
or less?
If you do a search of unhappy events in the cockpit
leading to bent airplanes and/or bleeding people,
the percentage of total incidents involving electrical
system failures is exceedingly small. A majority of
those instances could have been mitigated by
better pilot understanding and good preventative
maintenance.
It's comforting to add redundancy on top of band-aid
on top of worry issue . . . but all of these have
costs of ownership. I passed a big pile of first-aid
kits in the pharmacy at Walmart last week. I think they
were $5. If Wallyworld sells them, they must move out
the door in significant numbers. I've been driving
for over 50 years, owned dozens of cars and probably had
at least a half-dozen first-aid kits of one form or another.
I can recall no single instance of ever using the contents
of such kits . . . nor finding myself in a position of
wishing I had one.
You are far more likely to enjoy a high order of
reliability by careful study of what's need should
any single device fail . . . and developing a plan-B
for that failure. The goal is not to keep everything
lit up all the time, only those things needed for
getting to airport of intended destination so that
the battery alone will get you on the ground with
lights a blazing both inside and outside the cockpit.
Every serious accident we've studied here on the list
that grew of out electrical systems issues had
root cause in poor craftsmanship and/or poor judgement
and lack of understanding of the system. Adding more
hardware will generally not do much to offset those
human frailties.
Bob . . .
________________________________________________________________________________
| From: | "Paul Zimmer" <stickandrudder1(at)comcast.net> |
Bob, just curious. What was the reason drawing Z-13/20 was omitted from
revision 12 of AEC?
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: multiple shield ground wires |
At 12:38 PM 7/17/2011, you wrote:
>
>Cool! It's been a while since I read over all the neat tricks and tips.
>
>Another simple question...
>
>Audio wire drawings show shield ground at intercomm (real ground),
>but open circle at the end-point (i.e. shield pulled back and
>covered with heat shrink). This one I get.
>
>Other schematics (ADS600B) show shield grounds at both ends of the
>wire. Really? It would seem unwise to physically ground both sides,
>so maybe I'm not understanding the intent.
Follow the instructions. Shields can be shield-only,
attach one end; or shield+purposful conductor, attach
both ends as prescribed.
Check out extensive discussions on shields on
aeroelectric.com and in the archives of this
forum.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Over Voltage Protection for Internal Regulated |
Alternators
At 03:17 PM 7/17/2011, you wrote:
>
>If my IR alternator ever goes belly up I'll move to an externally
>regulated one, but for now it is what it is.
>
>I have a 40A internally regulated alternator. I am rewiring my RV-8
>to Z-11 standard and want to include OV protection. I have read up
>on the forums and on AeroElectric Connection. I just want to
>confirm the latest thinking on OV protection.
>
>1) use a Cb-OV-14 crowbar protection circuit on the Master switch
>
>and
>
>2) a S701-1 B-lead contactor
That works.
Alternatively, you can go inside the alternator
and modify it in the same manner that Plane-Power
does so that you have EXTERNAL control of the
field supply conductor while retaining use of
the internal regulator.
>I am also installing a 60 amp ANL in the B-lead between the
>alternator and the starter solenoid.
This device has nothing to do with ov protection . . .
only protection of the b-lead wire in case of shorts
in the diode array . . . a very rare event.
Bob . . .
________________________________________________________________________________
| Subject: | Re: Over Voltage Protection for Internal Regulated |
Alternators
| From: | "Bubblehead" <jdalmansr(at)gmail.com> |
I agree and understand the ANL has nothing to do with OV protection.
Where would I find information on going "inside the alternator and modify it in
the same manner that Plane-Power does so that you have EXTERNAL control of the
field supply conductor while retaining use of the internal regulator. "
--------
John
Keller, TX
RV-8 N247TD
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=346876#346876
________________________________________________________________________________
| From: | "Stuart Hutchison" <stuart(at)stuarthutchison.com.au> |
| Subject: | TXDR & Nav/Com light sensors |
G'day Bob,
We have a KT76C transponder, a KX-165 and a KX155 radio in our Club Piper
Archer - all with gas discharge displays.
At night they're all unreadable, but display just fine in daylight or if a
torch is aimed at the light sensor (I assume an SPD like a camera light
sensor).
Before we head out to potentially get ripped off buying new circuit boards
or refurbished units etc, do you know if this is a common problem and should
it be a relatively easy fix?
Cheers, Stu
________________________________________________________________________________
| Subject: | Flap control using (a) relay(s) |
| From: | "pmnewlon" <philn(at)toosan.com> |
I have two rows of SPST switches on the lower left of my instrument panel. I failed
to allow enough room for the DPDT flap switch and now either have to relocate
it or figure out some way to operate the flaps with the SPST (ON)OFF(ON)
switch I purchased for the job. I've looked at Newark Elec for some kind of
relay to do the job, but I can only think of how to do it using two SPST relays
such as the B/C 704-1 - one for 'UP' the other for 'DOWN'. I would appreciate
any thoughts on how to gracefully recover from my design error.
Thanks!
Phil
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=346914#346914
________________________________________________________________________________
| Subject: | Re: Flap control using (a) relay(s) |
| From: | Larry Mac Donald <lm4(at)juno.com> |
Phil,
You could do that job with what is called a "Latching relay"
Larry
On Jul 18, 2011, at 4:02 PM, pmnewlon wrote:
>
> I have two rows of SPST switches on the lower left of my instrument panel. I
failed to allow enough room for the DPDT flap switch and now either have to relocate
it or figure out some way to operate the flaps with the SPST (ON)OFF(ON)
switch I purchased for the job. I've looked at Newark Elec for some kind of
relay to do the job, but I can only think of how to do it using two SPST relays
such as the B/C 704-1 - one for 'UP' the other for 'DOWN'. I would appreciate
any thoughts on how to gracefully recover from my design error.
>
> Thanks!
>
> Phil
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=346914#346914
>
>
>
>
>
>
>
>
>
>
>
____________________________________________________________
Penny Stock Jumping 3000%
Sign up to the #1 voted penny stock newsletter for free today!
http://thirdpartyoffers.juno.com/TGL3141/4e249b905b34d8a5c4st06vuc
________________________________________________________________________________
| From: | "B Tomm" <fvalarm(at)rapidnet.net> |
| Subject: | Flap control using (a) relay(s) |
You could add a flap controller such as what Vans sells. Has few nice
features.
Bevan
-----Original Message-----
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of pmnewlon
Sent: Monday, July 18, 2011 1:03 PM
Subject: AeroElectric-List: Flap control using (a) relay(s)
I have two rows of SPST switches on the lower left of my instrument panel.
I failed to allow enough room for the DPDT flap switch and now either have
to relocate it or figure out some way to operate the flaps with the SPST
(ON)OFF(ON) switch I purchased for the job. I've looked at Newark Elec for
some kind of relay to do the job, but I can only think of how to do it using
two SPST relays such as the B/C 704-1 - one for 'UP' the other for 'DOWN'.
I would appreciate any thoughts on how to gracefully recover from my design
error.
Thanks!
Phil
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=346914#346914
________________________________________________________________________________
| From: | "ROGER & JEAN CURTIS" <mrspudandcompany(at)verizon.net> |
| Subject: | Flap control using (a) relay(s) |
I have two rows of SPST switches on the lower left of my instrument
panel.
I failed to allow enough room for the DPDT flap switch and now either
have
to relocate it or figure out some way to operate the flaps with the SPST
(ON)OFF(ON) switch I purchased for the job. I've looked at Newark Elec
for
some kind of relay to do the job, but I can only think of how to do it
using
two SPST relays such as the B/C 704-1 - one for 'UP' the other for
'DOWN'.
I would appreciate any thoughts on how to gracefully recover from my
design
error.
Thanks!
Phil
A simple way is to use two dpst automotive relays, one wired
for flaps up and the other for flaps down, then simply control them with
your installed spdt switch.
Roger
________________________________________________________________________________
| Subject: | Re: Flap control using (a) relay(s) |
| From: | "pmnewlon" <philn(at)toosan.com> |
Hmmmm, from what I read of the description of one such relay on the newark site,
a latching relay stays in the last position until power is applied in the other
direction. I would need a '3 position' relay - up, no power, down.
"Magnetic Latching relays require one pulse of coil power to move their contacts
in one direction, and another, redirected pulse
to move them back. Repeated pulses from the same input have no effect. Magnetic
Latching relays are useful in applications
where interrupted power should not be able to transition the contacts."
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=346927#346927
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Flap control using (a) relay(s) |
At 03:02 PM 7/18/2011, you wrote:
>
>I have two rows of SPST switches on the lower left of my instrument
>panel. I failed to allow enough room for the DPDT flap switch and
>now either have to relocate it or figure out some way to operate the
>flaps with the SPST (ON)OFF(ON) switch I purchased for the
>job. I've looked at Newark Elec for some kind of relay to do the
>job, but I can only think of how to do it using two SPST relays such
>as the B/C 704-1 - one for 'UP' the other for 'DOWN'. I would
>appreciate any thoughts on how to gracefully recover from my design error.
Using the pair of relays as shown in
http://www.aeroelectric.com/PPS/Flight/Flaps/Flaps_3.pdf
is about a graceful as it gets. With both relays de-energized,
their relaxed contacts put a dead short on the motor bringing
it to a fast halt. The relays are inexpensive . . .
Emacs!
This model comes with it's own mounting bracket.
http://search.digikey.com/scripts/DkSearch/dksus.dll?Detail&name=255-2729-ND
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Over Voltage Protection for Internal Regulated |
Alternators
At 07:23 AM 7/18/2011, you wrote:
>
>I agree and understand the ANL has nothing to do with OV protection.
>
>Where would I find information on going "inside the alternator and
>modify it in the same manner that Plane-Power does so that you have
>EXTERNAL control of the field supply conductor while retaining use
>of the internal regulator. "
Hmmmm . . . there was a set of instructions unique to a
particular series of ND alternators that spoke to
removing the built-in regulator and converting it
to external (a-la B&C L-series). But I've not seen
anything that shows how to leave it in.
It's something an alternator repair shop might
be able to help you with.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: TXDR & Nav/Com light sensors |
At 07:47 AM 7/18/2011, you wrote:
>G'day Bob,
>
>We have a KT76C transponder, a KX-165 and a KX155 radio in our Club
>Piper Archer - all with gas discharge displays.
>
>At night they're all unreadable, but display just fine in daylight
>or if a torch is aimed at the light sensor (I assume an SPD like a
>camera light sensor).
>
>Before we head out to potentially get ripped off buying new circuit
>boards or refurbished units etc, do you know if this is a common
>problem and should it be a relatively easy fix?
>
I'm sorry, I've not had any experience or insight
from others as to how you might deal with this
issue. Suggest you post it to the list. Somebody
might have more knowledge than I.
Bob . . .
________________________________________________________________________________
| From: | "Paul Zimmer" <stickandrudder1(at)comcast.net> |
Forget my question (if you haven't done so already) regarding why Z-13/20
went away with Revision 12 of AEC. I found my answer. I'm getting this
Matronics Email-Serve thing figured out (i.e. search - Duh!). You must have
the patience of Job, being asked the same question over and over.
That said, I did an analysis of Z-12, and it is quite similar to Z-13/20
with a few notable exceptions. I have a couple of questions and
observations regarding Z-12.
The field for both alternators is fed from the main bus. If the Aux
alternator field was fed from the E-Bus, it would provide battery current
should the Battery Contactor Fail (however unlikely), with no apparent
downside to the overall design, other than the E-Bus alternate feed would
need to be switched on. Am I reading this right, or is there more to it?
This brings up a more basic question.
What is the intended normal operating position of the E-Bus Alternate Feed
Switch? It would seem that it could be operated in the "On" position
(enabled to provide battery power "when" the battery contactor fails) or Off
position (requiring it to be turned on "when" the contactor fails).
The Z-12 design powers both the main and E-Bus from both alternators. Does
this assume the pilot will shed load (if necessary) from the main bus
necessary to stay below the output of the backup alternator in order to save
the battery, until those devices are required for approach and landing?
Bob, I'm sure you know that when we ask these questions, it's because
(hopefully) we are thinking, which is a good thing. I'm sure you're beyond
taking challenges/questioning of your designs personally. I for one really
appreciate you taking the time to answer questions and being here to
educate.
Thanks
Paul
________________________________________________________________________________
| From: | "mike" <mskoehn(at)comcast.net> |
| Subject: | Load Analysis Spread Sheet |
Kind of a beginner's question here. I am sure someone out there has a good
example of a Load Analysis, or perhaps something in visual basic, accounting
for varying power loads in their design? I am looking for a coherent graphic
of an electrical architecture that might be modifiable towards the design I
have in mind. Failing that does anyone have a laundry list of power
consumptions of representative airframe equipment found in light aircraft I
could use as a starting point? Just trying to save some re-invent the wheel
time.
Thanks in advance,
________________________________________________________________________________
| From: | "B Tomm" <fvalarm(at)rapidnet.net> |
| Subject: | Load Analysis Spread Sheet |
Check this one out courtesy of Vertical Power.
http://www.verticalpower.com/docs/Device_Amps.pdf
Bevan
_____
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of mike
Sent: Tuesday, July 19, 2011 12:21 AM
Subject: AeroElectric-List: Load Analysis Spread Sheet
Kind of a beginner's question here. I am sure someone out there has a good
example of a Load Analysis, or perhaps something in visual basic, accounting
for varying power loads in their design? I am looking for a coherent graphic
of an electrical architecture that might be modifiable towards the design I
have in mind. Failing that does anyone have a laundry list of power
consumptions of representative airframe equipment found in light aircraft I
could use as a starting point? Just trying to save some re-invent the wheel
time.
Thanks in advance,
________________________________________________________________________________
| Subject: | Re: Load Analysis Spread Sheet |
| From: | James Kilford <james(at)etravel.org> |
Mike,
I found a useful exercise was to create a spreadsheet with columns for
various stages of flight (e.g. startup, taxi, climbout, cruise, descent,
etc.) and rows for the various items of equipment. Some basic formulas will
give you a precise understanding of the loads at different points, along
with a theoretical maximum.
You can further break this down so that the rows are grouped together in
"busses", e.g. main bus, endurance bus, to then determine other answers,
e.g. how long might your battery last if you're on your endurance bus
without an alternator.
I've a spreadsheet with all this on if you want it.
HTH
James
On 19 July 2011 08:20, mike wrote:
> **
> Kind of a beginner's question here. I am sure someone out there has a good
> example of a Load Analysis, or perhaps something in visual basic, accounting
> for varying power loads in their design? I am looking for a coherent graphic
> of an electrical architecture that might be modifiable towards the design I
> have in mind. Failing that does anyone have a laundry list of power
> consumptions of representative airframe equipment found in light aircraft I
> could use as a starting point? Just trying to save some re-invent the wheel
> time.
>
> Thanks in advance,
>
>
> *
>
> *
>
>
________________________________________________________________________________
| Subject: | Re: TXDR & Nav/Com light sensors |
| From: | "racerjerry" <gki(at)suffolk.lib.ny.us> |
I had the same symptoms. A flashlight shined directly on the photocell restored
everything to normal brightness. After many years, the photocell material apparently
oxidizes and disappears with age. If you have a smattering of electronics
knowledge and experience with a soldering iron, the photocell (V301) on
the KT-76A is not too difficult to replace as it is located off the main board
on a separate switch board assy. behind the front panel. GOOGLE part no. 134-05005-0002.
Mine cost me about $15 + shipping in 2006.
--------
Jerry King
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=347022#347022
________________________________________________________________________________
| Subject: | Re: multiple shield ground wires |
| From: | "jayb" <jaybrinkmeyer(at)yahoo.com> |
I contacted the vendor and they stated that the diagram that showed shield grounds
on both ends was a typo. One end only. Glad I asked the question though as
there's always more to learn!
Cheers,
Jay
"Follow the instructions. Shields can be shield-only,
attach one end; or shield+purposful conductor, attach
both ends as prescribed."
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=347043#347043
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Drawing Z-13/20 |
At 10:39 PM 7/18/2011, you wrote:
>Forget my question (if you haven=92t done so
>already) regarding why Z-13/20 went away with
>Revision 12 of AEC. I found my answer. I=92m
>getting this Matronics Email-Serve thing figured
>out (i.e. search ' Duh!). You must have the
>patience of Job, being asked the same question over and over.
It happens in every classroom semester after semester . . .
>
>That said, I did an analysis of Z-12, and it is
>quite similar to Z-13/20 with a few notable
>exceptions. I have a couple of questions and observations regarding Z-12.
>
>The field for both alternators is fed from the
>main bus. If the Aux alternator field was fed
>from the E-Bus, it would provide battery current
>should the Battery Contactor Fail (however
>unlikely), with no apparent downside to the
>overall design, other than the E-Bus alternate
>feed would need to be switched on. Am I reading
>this right, or is there more to it? This brings up a more basic question.
If the battery contactor fails -AND- you stall
the alternator -AND- assuming it won't come up
self-excited only -THEN- are you limited to what
runs off the e-bus from energy contained in a
well-maintained battery.
I'm told that belt driven alternators running at
10 KRPM will, for the most part, come up self
excited.
>
>What is the intended normal operating position
>of the E-Bus Alternate Feed Switch? It would
>seem that it could be operated in the =93On=94
>position (enabled to provide battery power
>=93when=94 the battery contactor fails) or Off
>position (requiring it to be turned on =93when=94 the contactor fails).
The original idea was to close the e-bus
alternate feed during pre-flight to test
the path (an perhaps get clearance delivery
and ATIS). Then leave it off for remainder
of flight.
>
>The Z-12 design powers both the main and E-Bus
>from both alternators. Does this assume the
>pilot will shed load (if necessary) from the
>main bus necessary to stay below the output of
>the backup alternator in order to save the
>battery, until those devices are required for approach and landing?
Correct. Z-12 was included in the Z-figures not
so much because it was recommended for new design.
It's an example of how the SD-20 can be added to
and existing Z-11 style system (typical of most
TC aircraft). Z-12 is installed in hundreds of
TC aircraft as a factory options or aftermarket
kit.
However, Z-12 is a perfectly practical way to integrate
the SD-20 into a single battery, two alternator system
whether by system upgrade or new construction. MUCH
preferred over the abortive Z-13/20. If one is inclined
to dual batteries, then Z-14 is a seamless way to
get the two alternators wired up.
>
>Bob, I=92m sure you know that when we ask these
>questions, it=92s because (hopefully) we are thinking, which is a good
thing.
Absolutely!
> I=92m sure you=92re beyond taking
> challenges/questioning of your designs
> personally. I for one really appreciate you
> taking the time to answer questions and being here to educate.
A recipe for success built from the minimum
numbers of simple-ideas defends itself. If
a recipe has errors of fact in logic or performance,
it needs to be fixed . . .
The teacher's worst nightmare is to discover a long
history of promoting a bad idea for lack of
study or errors in perception. Propagandists don't
concern themselves with such things.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Load Analysis Spread Sheet |
At 02:20 AM 7/19/2011, you wrote:
>Kind of a beginner's question here. I am sure someone out there has
>a good example of a Load Analysis, or perhaps something in visual
>basic, accounting for varying power loads in their design? I am
>looking for a coherent graphic of an electrical architecture that
>might be modifiable towards the design I have in mind. Failing that
>does anyone have a laundry list of power consumptions of
>representative airframe equipment found in light aircraft I could
>use as a starting point? Just trying to save some re-invent the wheel time.
Check out the downloads at:
http://www.aeroelectric.com/PPS/Load_Analysis/
If you're handy with Excel and really want a
self-calculating spread sheet, there are
a couple of examples. Others here on the List
no doubt have others to share.
If you're doing a study on a Beechjet, then
a spread-sheet is the only way to go. I suspect
that a simple pencil/paper/calculator apporach
is the fastest path to understanging by filling
our a form like
http://www.aeroelectric.com/PPS/Load_Analysis/Blank_Form.pdf
This is an adaptation of the forms we were
using on TC aircraft 60 years ago.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: multiple shield ground wires |
At 10:39 AM 7/19/2011, you wrote:
>
>I contacted the vendor and they stated that the diagram that showed
>shield grounds on both ends was a typo. One end only. Glad I asked
>the question though as there's always more to learn!
Any day you go to bed knowing something you did not
know that morning is a GOOD day. Any day you can
tap the sum of your knowledge and experience to
make the life of somebody else easier, it's a GREAT
day.
Bob . . .
________________________________________________________________________________
| Subject: | Re: Load Analysis Spread Sheet |
Check www.verticalpower.com for their load planning spreadsheets.
-Vern
From: Robert L. Nuckolls, III
Sent: Tuesday, July 19, 2011 9:14 AM
Subject: Re: AeroElectric-List: Load Analysis Spread Sheet
At 02:20 AM 7/19/2011, you wrote:
Kind of a beginner's question here. I am sure someone out there has a
good example of a Load Analysis, or perhaps something in visual basic,
accounting for varying power loads in their design? I am looking for a
coherent graphic of an electrical architecture that might be modifiable
towards the design I have in mind. Failing that does anyone have a
laundry list of power consumptions of representative airframe equipment
found in light aircraft I could use as a starting point? Just trying to
save some re-invent the wheel time.
Check out the downloads at:
http://www.aeroelectric.com/PPS/Load_Analysis/
If you're handy with Excel and really want a
self-calculating spread sheet, there are
a couple of examples. Others here on the List
no doubt have others to share.
If you're doing a study on a Beechjet, then
a spread-sheet is the only way to go. I suspect
that a simple pencil/paper/calculator apporach
is the fastest path to understanging by filling
our a form like
http://www.aeroelectric.com/PPS/Load_Analysis/Blank_Form.pdf
This is an adaptation of the forms we were
using on TC aircraft 60 years ago.
Bob . . .
-------------------------------------------------------------------------
-------
No virus found in this message.
Checked by AVG - www.avg.com
________________________________________________________________________________
| From: | Bill Watson <Mauledriver(at)nc.rr.com> |
| Subject: | Re: Load Analysis Spread Sheet |
You are going thru the same process as all of us have. Look at
everything you can find, steal as much as can and along the way you'll
get you're head wrapped around it. My worksheet with load analysis is
attached.
I assume you are already familiar with Bob's Z-designs (a collection of
well vetted electrical architectures for our machines). Starting (and
staying) there is the way to avoid re-inventing any wheels. My version
of Bob's Z-14 is also attached.
On 7/19/2011 3:20 AM, mike wrote:
> Kind of a beginner's question here. I am sure someone out there has a
> good example of a Load Analysis, or perhaps something in visual basic,
> accounting for varying power loads in their design? I am looking for a
> coherent graphic of an electrical architecture that might be
> modifiable towards the design I have in mind. Failing that does anyone
> have a laundry list of power consumptions of representative airframe
> equipment found in light aircraft I could use as a starting point?
> Just trying to save some re-invent the wheel time.
> Thanks in advance,
>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Load Analysis Spread Sheet |
At 02:32 PM 7/19/2011, you wrote:
>You are going thru the same process as all of us have. Look at
>everything you can find, steal as much as can and along the way
>you'll get you're head wrapped around it.
Agreed. Many builders start with a strong urge to "keep
everything running" in spite of inevitable failures of all kinds.
By inevitable failure I mean no piece of hardware on your
airplane has an infinite service life, nor are any components
immune to the effects of error in craftsmanship or degraded
performance due to misunderstanding or neglect. The short
version of this idea is "Things Break".
Suggest you review the article on Failure Modes Effects
analysis at:
http://www.aeroelectric.com/articles/Failure%20Modes%20Effects%20Analysis.pdf
also chapter 17 in the 'Connection
Then figure out what you plan to do personally to
deal with the failure of any device or system in the
airplane. It's easy to spend hours, pounds and dollars
designing an electrical system that will keep every
device in the airplane POWERED while ignoring the
non-zero probability that that coveted system is not
immune from FAILURE.
I've mentioned many times here on this List that
my personal approach to flying airplanes (always
rental machines) is to be prepared to aviate and navigate
and navigate to airport of intended destination
in what I call "The J-3 Mode". Toward that end my
flight bag has always included . . .
http://aeroelectric.com/Pictures/Misc/Vacination_for_Dark_Panel_Syndrom.pdf
My goals for having confidence to operate my airplane-
of-the-day is predicated on the idea that at best I'll get
there as long as the engine runs and the flight
controls stay hooked up. At worst, I'll get an
adventure on some airport I never before intended
to visit.
For anyone setting out to configure their electrical
system, the first question is, "Can I operate this
airplane in the vast majority of anticipated missions
with the master switches OFF?"
If the answer to that is "yes", then I'll suggest
that your extra-ordinary needs for electrical energy
are small to zero. If "no", then what's the practical
solution to making sure the MINIMAL compliment of
additional hardware is powered up for longer than
you have fuel to keep the engine running?
Start with solving that problem first. What is your
MINIMALIST plan and skill set for comfortable
termination of flight and figure the energy budget
for delivering to that plan?
If any of those equipment items are necessary for
keeping the engine running they should be powered from
a battery bus. In other words, if you've got
smoke in the cockpit, you should be able to
turn the master switch OFF and STILL continue
to airport of intended destination.
After conducting this exercise, then figure out
how many more electro-whizzies you'd like to
have running, not for necessity but for convenience.
Any airplane can be successfully operated to a
comfortable arrival with ZERO engine instrumentation
. . . if you want to take the time to learn how
to do it. An airplane can be successfully navigated
with ZERO panel mounted nav-aids. Communication is
a driving consideration only during the approach to
landing phase and this can be done with a hand-held.
After figuring out how you will achieve this level
of confidence and competence with the manner in which
you intend to use your airplane, then decide what
your dollar, weight and volume budget is for adding
more "stuff".
This exercise goes to two important points. Only
a tiny fraction of unhappy days in the cockpit have
roots in electrical system failures. The vast majority
of unhappy days in the cockpit have roots in poor
piloting skills usually combined with poor decision
making processes in dealing with what should be
a no-big deal failure.
If things didn't break on airplanes, FBO's would be
out of business. Only YOU can make sure the majority
if not all of your failures are a maintenance event
as opposed to an emergency arising from lack of
skill/planning.
After this thought exercise you are now properly informed
to carry out a load analysis that will drive architecture,
weight, system complexity, and cost of ownership.
The short review for all the above is, "Please disabuse
yourself of the notion that backups to backups is
any sort of replacement for understanding your machine,
it's limitations and your own limitations. Tony Levier
in a '60 model C-172 is a lot less likely to suffer
a bad day in the cockpit than most of today's pilots
buying a Malibu or A-36 with all the goodies.
Some of my most enjoyable cross countries were conducted
in the J-3 mode. Go down low, get out the maps, punch
up a destination on the $100 hand held GPS and shut all
the rest of that stuff off. If you can do it for fun, you
can do it when conditions demand it.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Batteries: To fly . . . or not to fly . . . that IS |
the question.
At 09:01 AM 7/20/2011, you wrote:
>
>I'm forced to reflect on it all after driving my Maule into RDU
>yesterday, having lunch, and then requiring a 'jump' to get out!
>What happened? I've been flying around with a marginal battery. It
>was marginal at my annual a few weeks ago but it was not noticed.
Toward mitigating that condition, consider
acquiring one of these critters . . .
Emacs!
http://tinyurl.com/3gnnwrt
This is a carbon-pile load tester for large batteries.
While not a substitute for a real capacity test, the
load tester will give you a bench-mark for the battery's
ability to get the engine started.
A carbon-pile is a special kind of high current, adjustable
resistor.
http://aeroelectric.com/Pictures/Battery_Testers/HF91128_0.jpg
The big-momma clips are hooked to the battery termnials,
you punch the button on the 15 second timer and then
quickly crank the knob clockwise until the voltmeter
drops to the level appropriate to the battery's temperature.
http://aeroelectric.com/Pictures/Battery_Testers/HF91129_4.jpg
Do the best you can to hold the voltage at that level.
When the 15 second timer beeps, observe the current reading
and quickly back off the load. That carbon pile is only good
for a few seconds at those power levels and will probably
"stink".
Generally speaking, if the ammeter shows less than
200 amps after 15 seconds, its time to replace the
critter.
Clipped right across the battery terminals with the engine
running at an RPM where the alternator is expected to
provide full output, you can put the load tester across
the battery and crank the current up until the bus voltage
drops to 13.0 volts (battery isn't delivering or taking on
energy). The reading on the meter PLUS any loads in the
airplane you can't turn off is the output current of your
alternator.
This is a lot of testing bang for the buck.
Bob . . .
________________________________________________________________________________
| From: | Bill Watson <Mauledriver(at)nc.rr.com> |
| Subject: | Re: Batteries: To fly . . . or not to fly . . . that |
IS the question.
________________________________________________________________________________
| Subject: | Re: Load Analysis Spread Sheet |
| From: | "Mike Koehn" <mskoehn(at)comcast.net> |
What fun. Thanks to everyone who replied to this first post, especially Bob for
his insight on how I aught to be thinking about the big picture. Z-13/8 seems
like the right starting point. Great book. Found more spread sheet info in the
archives as well so I am looking forward to a first pass at the (non?) problem.
With an all electric airplane in mind and integral battery backups as part
of the equipment design (skyView and D-10) there appears to be plenty of power
redundancy for the airplane's meager mission and then some, at least on the
back of the envelope.
Fly safe,
Mike
--------
"Testing is what we do when we don't know what we are doing"
Dr. Wernher von Braun
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=347326#347326
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Load Analysis Spread Sheet |
At 12:25 PM 7/21/2011, you wrote:
>
> . . . there appears to be plenty of power redundancy for the
> airplane's meager mission and then some, at least on the back of the envelope.
Good words to hear! Keep us in the loop so we
can help you add your project to the fleet of
the most efficient and affordable airplanes
to have ever flown.
You might just do a 'back of the envelope' dump
to the List of all the electrical loads you presently
anticipate in no particular order of importance.
Just everything that spins, lights up, gets warm
or makes noises . . . and blows fuses when having
a bad day . . .
Then let's 'shuffle the deck' here on the List . . .
Bob . . .
________________________________________________________________________________
| Subject: | Airframe ground connection |
| From: | "Louie928" <louieo(at)gorge.net> |
I'm building a Zenith 601XL. The airframe is constructed of mostly 0.025" 6061.
The battery will likely be mounted behind the seat and the ground connection
will be made to the nearby rear spar carry through which is 0.032" 6061 riveted
to the floor and side skins. The firewall is 26 ga., 0.018", galvanized steel.
I've seen the battery ground connection #4 AWG terminal bolted directly to
the 0.032" sheet, and the engine connected to the firewall by a short #4 or braided
copper. It seems to me that the current density at either of these connections
is going to be quite high during engine start. Is it recommended to have
a thicker metal section under the terminal at these connections? Something like
1/8" aluminum 2" or 3" in diameter riveted with, say 8 #4 rivets, to the underlying
thin aluminum or galvanized steel to distribute the current? Is a couple
of thick washers on each side of the sheet metal under the bolted through
terminals enough?
Or, run a +12V #4, and a ground #4, to the starter and engine thereby bypassing
the airframe from the large starter current. The wire length from battery to
engine is about 7 feet.
--------
Louis W. Ott
601XL beginner Quick Build
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=347343#347343
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Airframe ground connection |
>
>Or, run a +12V #4, and a ground #4, to the starter and engine
>thereby bypassing the airframe from the large starter current. The
>wire length from battery to engine is about 7 feet.
That's the 'clean' way to do it. #4 welding cable
for battery wires. Take battery (-) to firewall
feed through bolt, battery (+) through battery
contactor and then firewall to starter contactor.
Bob . . .
________________________________________________________________________________
| Subject: | Re: Airframe ground connection |
| From: | "user9253" <fran4sew(at)banyanol.com> |
> Something like 1/8" aluminum 2" or 3" in diameter riveted with, say 8 #4 rivets,
to the underlying thin aluminum or galvanized steel to distribute the current?
Rivets do not make very good electrical connections unless there are many of them
in parallel (electrically). Certain brands of switches are prone to fail because
they use rivets to carry the current.
Joe
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=347383#347383
________________________________________________________________________________
| Subject: | Re: Airframe ground connection |
| From: | "George, Neal Capt 505 TRS/DOJ" <Neal.George(at)hurlburt.af.mil> |
The switches that we've seen fail at riveted joints didn't fail because
of the rivets, per se. They failed because rivets were used to join
grossly dissimilar materials - Bakelite/plastic sandwiched between metal
tabs - AND the leads were not supported adequately. In service,
movement of the wire leads relative to the switch body flexed the
terminal tabs, eventually loosening the riveted joint. As the riveted
joint works and loosens, the gas-tight electrical connection is
compromised. The less-than-ideal electrical connection introduces
electrical resistance which manifests as heat. The heat further damages
the loose rivet/plastic/copper interface thru corrosion and differential
thermal expansion rates, and a destructive cycle of rising resistance,
higher heat and accelerated damage results until the Bakelite cooks and
crumbles or the copper bits inside anneal and deform to the point that
the actuator can't move the rocker far enough to make/break the
connection.
Neal
> Rivets do not make very good electrical connections unless there are
many of them in parallel (electrically). Certain brands of switches are
prone to fail because they use rivets to carry the current.
Joe Gores
>> Something like 1/8" aluminum 2" or 3" in diameter riveted with, say 8
#4 rivets, to the underlying thin aluminum or galvanized steel to
distribute the current?
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Airframe ground connection |
At 10:19 AM 7/22/2011, you wrote:
TRS/DOJ"
The switches that we've seen fail at riveted joints didn't fail because
of the rivets, per se. They failed because rivets were used to join
grossly dissimilar materials - Bakelite/plastic sandwiched between metal
tabs - AND the leads were not supported adequately. In service,
movement of the wire leads relative to the switch body flexed the
terminal tabs, eventually loosening the riveted joint. As the riveted
joint works and loosens, the gas-tight electrical connection is
compromised. The less-than-ideal electrical connection introduces
electrical resistance which manifests as heat. The heat further damages
the loose rivet/plastic/copper interface thru corrosion and differential
thermal expansion rates, and a destructive cycle of rising resistance,
higher heat and accelerated damage results until the Bakelite cooks and
crumbles or the copper bits inside anneal and deform to the point that
the actuator can't move the rocker far enough to make/break the
connection.
An excellent recap of some extensive discussion
shared here on the List some time back.
Emacs!
Rivets have been used to assemble gazillions
of switches for decades. The designers of such
devices strive for rivets not to be the "weakest"
link in the chain of stresses on service life.
Let's look at the inner workings of a Carling toggle
(common to tens of thousands of Cessnas and certainly
thousands of OBAM aircraft). We observe TWO features
in the current carrying path that are more vulnerable
to wear-out or environmental failure. One is the
contacts. Resistance across the contacts is a function
of spring pressure and contact surface condition.
Resistance across the pivot-saddle is also a function
of spring force and surface condition . . . but at least
it gets "scrubbed" each operating cycle. Contacts just
get "hammered". Contacts also benefit from the cleansing
effects of electrical arcing to burn away products of
corrosion.
When installed with some attention to stresses on riveted
terminals, one can expect failure of the low-pressure,
moving-components to precede failure of the rivets by
perhaps an order of magnitude of service life.
Rivets in the switches are used in tension and they
join a stack of materials that includes a plastic.
Rivets in sheet metal are used in sheer. Further, if
properly drilled and set, they swell up in the hole to
form a metal-to-metal, gas tight fit . . . not unlike
the gas-tight fit of wires properly mashed in the
barrel of a terminal.
Riveted doublers to reduce sheet current density
around a high-current ground to airframe is probably
not a 'bad' idea . . . but if there are concerns
for getting a good ground in a thin-metal assembly,
perhaps going around it entirely with a bundle of
copper "cat-hairs" is a 'better' idea.
Bob . . .
________________________________________________________________________________
| Subject: | Re: Airframe ground connection |
| From: | "Louie928" <louieo(at)gorge.net> |
Neal.George(at)hurlburt.a wrote:
> The switches that we've seen fail at riveted joints didn't fail because
> of the rivets, per se. They failed because rivets were used to join
> grossly dissimilar materials - Bakelite/plastic sandwiched between metal
> tabs - AND the leads were not supported adequately. In service,
> movement of the wire leads relative to the switch body flexed the
> terminal tabs, eventually loosening the riveted joint. As the riveted
> joint works and loosens, the gas-tight electrical connection is
> compromised. The less-than-ideal electrical connection introduces
> electrical resistance which manifests as heat. The heat further damages
> the loose rivet/plastic/copper interface thru corrosion and differential
> thermal expansion rates, and a destructive cycle of rising resistance,
> higher heat and accelerated damage results until the Bakelite cooks and
> crumbles or the copper bits inside anneal and deform to the point that
> the actuator can't move the rocker far enough to make/break the
> connection.
>
> Neal
>
>
> > Rivets do not make very good electrical connections unless there are
> > many of them in parallel (electrically). Certain brands of switches are
> >
>
> prone to fail because they use rivets to carry the current.
> Joe Gores
>
>
> > > Something like 1/8" aluminum 2" or 3" in diameter riveted with, say 8
> > #4 rivets, to the underlying thin aluminum or galvanized steel to
> >
>
> distribute the current?
You make a valid point regarding the riveted connectors on the switches. I've come
across the exact problem you describe in my work. It can lead to intermittent
problems before identification of the actual trouble spot. I bought all my
switches from B&C and was dismayed to see they have the riveted connection to
the push on spade connector. It takes little effort to move the connector under
the rivet. These have apparently been used in a lot of airplanes over a long
time so maybe no problems have surfaced. I'll need to be sure I have the wires
well supported near the switch with no strain on the riveted connector.
Yes, distribute the current over a wider contact area of the thin aluminum, or
steel. A simple bolted connection to 0.032" aluminum or the 0.018" galvanized
steel firewall has a ridiculously small cross sectional area for the current to
pass through. If it was wire it would be a very small CMA, like a fuse link.
True, it is a short distance and the voltage drop won't be a lot. Heat will be
generated which can contribute to problems down the road. If the bolted connection
can be made through a thicker piece of material of 2 or 3 square inches
area, and that thicker piece electrically connected to the thinner piece, the
current will be distributed out to a much larger area of the thin metal and the
current density won't be so high.
--------
Louis W. Ott
601XL beginner Quick Build
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=347398#347398
________________________________________________________________________________
| Subject: | Lamar MC 10 with internally regulated alternator |
| From: | "josnooze" <josnooze(at)bellsouth.net> |
Does anyone know of any problems using a Lamar MC 10 all-in-one electrical control
box with a plane power 60 amp internally regulated alternator? The MC 10
has internal crowbar overvoltage and overcurrent protection.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=347403#347403
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Airframe ground connection |
It takes little effort to move the connector under the rivet. These
have apparently been used in a lot of airplanes over a long time so
maybe no problems have surfaced. I'll need to be sure I have the
wires well supported near the switch with no strain on the riveted connector.
Good practice . . . whether the terminals are riveted
or not.
Yes, distribute the current over a wider contact area of the thin
aluminum, or steel. A simple bolted connection to 0.032" aluminum or
the 0.018" galvanized steel firewall has a ridiculously small cross
sectional area for the current to pass through.
If you study the three sheets of Figure Z-15 found
at http://www.aeroelectric.com/PPS/Adobe_Architecture_Pdfs/
You will see a directed effort to minimize the use of airframe
for any ground return currents.
If it was wire it would be a very small CMA, like a fuse link. True,
it is a short distance and the voltage drop won't be a lot. Heat will
be generated which can contribute to problems down the road. If the
bolted connection can be made through a thicker piece of material of
2 or 3 square inches area, and that thicker piece electrically
connected to the thinner piece, the current will be distributed out
to a much larger area of the thin metal and the current density won't
be so high.
Assume a firewall ground feed-through stud is the
central, single-point ground. Assume further that only
a limited number of low-current remotely mounted accessories
enjoy local airframe grounds, then current density and bonding
issues go away. The firewall sheet carries a small percentage
of the total system currents and never cranking current.
Bob . . .
________________________________________________________________________________
| Subject: | Re: Airframe ground connection |
| From: | "Louie928" <louieo(at)gorge.net> |
Thanks very much for helping clear this up.
--------
Louis W. Ott
601XL beginner Quick Build
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=347416#347416
________________________________________________________________________________
| From: | Vincent Welch <welchvincent(at)hotmail.com> |
http://www.telegazeta.com/wp-content/plugins/img/eyog.html
o3jgtyj9m=2C ixozyzgz5c. bua83i0f2l 1e694c6ehk1j 39g0sfdlllc.
________________________________________________________________________________
| From: | Harley <harley(at)AgelessWings.com> |
| Subject: | Re: l5t06e 1ipfv |
Another one got through...don't click on it.
Harley
-----------------------------------------------------------------
> http://www.telegazeta.com/wp-content/plugins/img/eyog.html
> o3jgtyj9m, ixozyzgz5c. bua83i0f2l 1e694c6ehk1j 39g0sfdlllc.
> *
>
> *
________________________________________________________________________________
| From: | RGent1224(at)aol.com |
| Subject: | Re: l5t06e 1ipfv |
YOU BETCHA
In a message dated 7/22/2011 3:33:12 P.M. Central Daylight Time,
harley(at)AgelessWings.com writes:
Another one got through...don't click on it.
Harley
____________________________________
_http://www.telegazeta.com/wp-content/plugins/img/eyog.html_
(http://www.telegazeta.com/wp-content/plugins/img/eyog.html)
o3jgtyj9m, ixozyzgz5c. bua83i0f2l 1e694c6ehk1j 39g0sfdlllc.
(http://www.matronics.com/Navigator?AeroElectric-List)
(http://www.matronics.com/contribution)
________________________________________________________________________________
| From: | Vincent Welch <welchvincent(at)hotmail.com> |
This did not come from me. Something has attacked my hotmail account and i
s sending to everyone on my contact list.
Date: Fri=2C 22 Jul 2011 16:29:54 -0400
From: harley(at)agelesswings.com
CC: welchvincent(at)hotmail.com
Subject: Re: AeroElectric-List: l5t06e 1ipfv
Another one got through...don't click on it.
Harley
http://www.telegazeta.com/wp-content/plugins/img/eyog.html
o3jgtyj9m=2C ixozyzgz5c. bua83i0f2l 1e694c6ehk1j 39g0sfdlllc.
________________________________________________________________________________
| From: | Harley <harley(at)AgelessWings.com> |
| Subject: | Re: l5t06e 1ipfv |
I suspected that your email was probably just spoofed, just
wanted to warn others. It's happened to me a couple of times, and
if you just wait it out, it'll probably go away in a few days.
If you're password still works on your account, then it's
probably not hijacked...someone just "temporarily borrowed" your
address by putting it in their own "From" line.
If that's the case, your account is not in any danger. If you
start getting a bunch of returned emails with "address ubnknown"
on them, that's definitely the case...it'll go away eventually.
Harley
-----------------------------------------------------------------
On 7/22/2011 6:18 PM, Vincent Welch wrote:
> This did not come from me. Something has attacked my hotmail
> account and is sending to everyone on my contact list.
>
> -----------------------------------------------------------------
> Date: Fri, 22 Jul 2011 16:29:54 -0400
> From: harley(at)agelesswings.com
> To: aeroelectric-list(at)matronics.com
> CC: welchvincent(at)hotmail.com
> Subject: Re: AeroElectric-List: l5t06e 1ipfv
>
> Another one got through...don't click on it.
>
> Harley
> -----------------------------------------------------------------
>
> http://www.telegazeta.com/wp-content/plugins/img/eyog.html
> o3jgtyj9m, ixozyzgz5c. bua83i0f2l 1e694c6ehk1j 39g0sfdlllc.
>
> *
>
> *
>
________________________________________________________________________________
| Subject: | Re: l5t06e 1ipfv |
| From: | "rvtach" <rvtach(at)msn.com> |
This happened to me on my Hotmail account and it did not go away until I changed
my password. Hard as I might try to prevent it some jerk got my Hotmail password
and sent Russian porn and Canadian Pharmacy spam to everyone in my address
book several times over 2 weeks. Stopped as soon as I changed the password.
Jim
--------
Jim McChesney
Tucson, AZ
RV-7A Finishing Kit
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=347479#347479
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: l5t06e 1ipfv |
At 08:28 AM 7/23/2011, you wrote:
>
>This happened to me on my Hotmail account and it did not go away
>until I changed my password. Hard as I might try to prevent it some
>jerk got my Hotmail password and sent Russian porn and Canadian
>Pharmacy spam to everyone in my address book several times over 2
>weeks. Stopped as soon as I changed the password.
Hmmm . . . I don't think your address book is
kept on hotmail servers but in your computer.
For anyone to have access to that list suggests
a compromise not only of your password for the
sending of such mail . . . but a hacking of your
computer via some trojan horse style application.
I suggest that if you do not currently have and
use effective anti-malware applications you should
certainly start. It might even be wise to take
your computer to a local service provider wise
and capable in such matters for 'cleaning'.
If the trojan is still operating, the problem
may start up all over again . . . or new problems
arise from the dishonorable use of other data
that reside on your computer.
Bob . . .
________________________________________________________________________________
| Subject: | max current through sub-d pins |
| From: | "jayb" <jaybrinkmeyer(at)yahoo.com> |
I know I've seen this somewhere in the past... Can anyone point me to a doc that
describes the max current allowed through a single sub-d pin?
Thanks!
Jay
Exiting RV-10 door purgatory...
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=347512#347512
________________________________________________________________________________
| Subject: | Re: max current through sub-d pins |
| From: | Daniel Hooper <enginerdy(at)gmail.com> |
This Amphenol one is rated to 7.5A.
http://www.alliedelec.com/search/productdetail.aspx?SKU=7203030
These Tyco parts range from 3A to 7.5A (pdf page 4)
http://www.te.com/commerce/DocumentDelivery/DDEController?Action=showdoc&DocId=Catalog+Section%7F82068_AMPLIMITE_Right-Angle_Posted_Conn%7F0108%7Fpdf%7FEnglish%7FENG_CS_82068_AMPLIMITE_Right-Angle_Posted_Conn_0108.pdf%7F1-1393480-7
Best to check your specific part data sheet.
On Jul 23, 2011, at 10:11 PM, jayb wrote:
>
> I know I've seen this somewhere in the past... Can anyone point me to a doc that
describes the max current allowed through a single sub-d pin?
>
> Thanks!
> Jay
> Exiting RV-10 door purgatory...
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=347512#347512
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "JOHN TIPTON" <jmtipton(at)btopenworld.com> |
| Subject: | Circuit breaker testing |
Hi Guys
How do you bench test a circuit breaker ?
Regards
John
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: max current through sub-d pins |
At 10:11 PM 7/23/2011, you wrote:
>
>I know I've seen this somewhere in the past... Can anyone point me
>to a doc that describes the max current allowed through a single sub-d pin?
A single 20AWG machined d-sub pin in relatively
benign environments (not hot) is good for 7A.
How much are you wanting to run? Is it continuos
or intermittent duty? If you need a LOT of current
capability through a harness terminated with a d-sub,
you can parallel pins. Check out these conversations on the
List some years ago.
http://tinyurl.com/3wldv5g
Also this excerpt from another conversation.
>I could use some simple guidance here - assuming one
correctly applied pin
>on both sides of the connector, how much current can I safely
pass through
>one of them before needing to split the power connection between two
>pins? or Three? or Four?
For the target project, I derated D-sub pins to 4A. For larger
current requirements, I parallel whatever is necessary to keep
individual pin loading to 4A or less. To parallel two pins,
you need to swamp out the small variation in resistance from
pin to pin. It's seldom satisfactory, for example, to simply
short an array of pins together at the back of the connector
and expect current through the array to distribute evenly
across the array.
Taking a cue from past tasks where I needed to parallel multiple
transistors in a power control circuit (we added small value ballast
resistors in series with the emitter lead of each transistor) I
reasoned that we can short all the pins together at the connector
on one half (in this case the etched circuit board side). For
the mating connector, each pin gets a 22AWG wire about 10"
long. The array of wires is joined to a common butt-splice.
The other side of the butt splice carries on with the size
of wire appropriate for the circuit's total current.
The approximately 10 milliohms of wire resistance offered by
each pigtail has the same effect as the ballast resistors
in an array of paralleled transistors. Tiny variations in
resistance from pin-to-pin a insignificant compared to the
value of the ballast resistance.
See: http://tinyurl.com/3flxqcc
Here I suggested a 3A de-rating but I believe we were
talking about stuff that was tested hot . . . like
80C. I think I derated those target pins to 2A. I seem
to recall 7 pins in the 20A array of pins. These are
continuos duty considerations too. The pin can carry
intermittent currents on the order of 2x the continuous
rating.
> Why not keep power on good ole AMP/Molex
>connectors?
The D-sub connector is compact. You can get very high
quality gold plated pins for them. They're easily worked
with low cost tools . . . even if you use the machined
pins. The AMP Mate-n-Lock and Molex connectors don't
come in right angle PC mount versions. Their contact
density is much lower than the D-sub. I don't think you
can get them in greater numbers than 12 contacts per
plug/socket.
If you're building a product where you'd like to mix
high current (10A+) wires in with small signal wires,
the AMP/MOLEX solutions will either have you paralleling
conductors in the small pins -OR- having to upsize the
connector just because you have one or two wires out
of the total that carry heavy current.
The D-sub solution offers a fair selection of connector
sizes (9, 15, 25, 37, 50) and a large range of connector
configurations that let you deal seamlessly with
panel mount, ecb mount and cable mounted versions.
You can easily intermix micro-amp signal and control
with some rather hefty power wiring with a single
technology.
There are some new circular connectors from AMP that
use the same pins as the D-sub . . . these too might
be considered for similar treatment . . . I'm not
sure if AMP offers any ECB mount versions yet . . . and
it's unlikely that there will ever be a right-angle
ECB version.
All things considered, in spite of the ugly hole you
have to cut to mount a D-sub, the availability of
low cost, high quality pins and inexpensive tooling
combine to make them attractive for a broad
range of applications.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Circuit breaker testing |
At 03:10 AM 7/24/2011, you wrote:
>
>
>Hi Guys
>
>How do you bench test a circuit breaker ?
Hook it up with a power supply (battery?) and
a load equal to 2x the breaker's rating. it should
trip in no more than 15 seconds.
Thermal breakers are not tightly calibrated devices.
See:
http://tinyurl.com/42syhqb
Bob . . .
________________________________________________________________________________
| Subject: | Re: l5t06e 1ipfv |
| From: | "rvtach" <rvtach(at)msn.com> |
I think my Hotmail address book is on their server because when I log into my email
account from another computer I can access it to send emails.
Jim
--------
Jim McChesney
Tucson, AZ
RV-7A Finishing Kit
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=347549#347549
________________________________________________________________________________
| Subject: | Re: l5t06e 1ipfv |
| From: | Keith Ward <keithward1(at)bellsouth.net> |
Jim,
Generally what happens is that a virus is picked up from clicking on a bogus link
attached to an email. The virus attacks your computer's (not hotmails) address
book and begins sending messages to everyone of your contacts on your behalf.
To fix you need to do four things:
1. Run a top notch anti-virus program and do a full scan of your computer.
2. Change all your email account passwords.
3. Send a blanket message to everyone in your address book letting them know the
issue will be resolved within the week.
4. Change your Internet provider password (probably not necessary, but it can't
hurt)
Bonus- buy a Mac and never worry about viruses again.
Keith
On Jul 24, 2011, at 10:32 AM, "rvtach" wrote:
>
> I think my Hotmail address book is on their server because when I log into my
email account from another computer I can access it to send emails.
>
> Jim
>
> --------
> Jim McChesney
> Tucson, AZ
> RV-7A Finishing Kit
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=347549#347549
>
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: l5t06e 1ipfv |
| From: | Dj Merrill <deej(at)deej.net> |
On 7/24/2011 11:04 AM, Keith Ward wrote:
> Bonus- buy a Mac and never worry about viruses again.
>
Or, the free option, download a Linux distro and install it on
your PC... :-)
http://centos.org is my favorite.
-Dj
________________________________________________________________________________
| From: | Kelly McMullen <kellym(at)aviating.com> |
| Subject: | Re: l5t06e 1ipfv |
Just another myth. NO OS is totally immune from viruses. The degree they
get attacked depends on how popular they are.
On 7/24/2011 8:33 AM, Dj Merrill wrote:
>
> On 7/24/2011 11:04 AM, Keith Ward wrote:
>> Bonus- buy a Mac and never worry about viruses again.
>>
>
> Or, the free option, download a Linux distro and install it on
> your PC... :-)
>
> http://centos.org is my favorite.
>
> -Dj
>
>
________________________________________________________________________________
| Subject: | Re: l5t06e 1ipfv |
| From: | Dj Merrill <deej(at)deej.net> |
On 7/24/2011 11:43 AM, Kelly McMullen wrote:
>
>
> Just another myth. NO OS is totally immune from viruses. The degree
> they get attacked depends on how popular they are.
... and also how vulnerable they are. Some OSes are simply less secure
than others, but you are correct that none are immune.
-Dj
________________________________________________________________________________
| From: | stickandrudder1(at)comcast.net |
I'm going with one standard Slick mag and one P-MAG. I need to verify that the
Slick is actually working as part of the pre-flight run-up, but I can't figure
out how to do it by controlling the P-MAG with a single S700-2-10 and the Slick
with a S700-1-3. The P-MAG manual says not to turn the power to the P-MAG off
until the engine has come to a stop, and they also say to use the P-MAG to
start the engine. Finally they say to not to turn the power off and on while the
engine is running.
I'm planning to wire the P-MAG per the schematic on Z-13/8. The only way I can
figure out how to get there from here is to add a second switch to control the
P-MAG's P-Lead.
What have others done?
Thanks in advance.
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: l5t06e 1ipfv |
At 09:32 AM 7/24/2011, you wrote:
>
>I think my Hotmail address book is on their server because when I
>log into my email account from another computer I can access it to send emails.
Aha! Good to hear.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: P-Mag Switch(s) |
At 12:15 PM 7/24/2011, you wrote:
>I'm going with one standard Slick mag and one P-MAG. I need to
>verify that the Slick is actually working as part of the pre-flight
>run-up, but I can't figure out how to do it by controlling the P-MAG
>with a single S700-2-10 and the Slick with a S700-1-3. The P-MAG
>manual says not to turn the power to the P-MAG off until the engine
>has come to a stop, and they also say to use the P-MAG to start the
>engine. Finally they say to not to turn the power off and on while
>the engine is running.
>
>I'm planning to wire the P-MAG per the schematic on Z-13/8. The
>only way I can figure out how to get there from here is to add a
>second switch to control the P-MAG's P-Lead.
Emacs!
Figure Z-13/8Q is fully compliant with Emag's recommendations
for operating their product. It's the 'progressive transfer'
Hat-dance unique to the 2-10 switch that offers this
compliance. Further, this idea is re-enforced by the words in
the note-box adjacent to the wiring diagram.
Once you move the 2-10 from OFf to BAT, the Emag is
powered and stays powered until you move the switch to
OFF. During starting and preflight, you can manipulate
the switch between BAT and ON at will for the purpose
off enabling/disabling the Emag in the conduct of normal
flight ops while maintaining battery power on the Emag.
When you park the airplane, only moving the switch to OFF
removes power from the Emag.
Bob . . .
>What have others done?
>
>Thanks in advance.
>
>
><http://www.matronics.com/Navigator?AeroElectric-List>http://www.matronics.com/Navigator?AeroElectric-List
><http://www.matronics.com/contribution>http://www.matronics.com/contribution
>
>
>No virus found in this message.
>Checked by AVG - <http://www.avg.com>www.avg.com
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: P-Mag Switch(s) |
>The P-MAG manual says not to turn the power to the P-MAG off until
>the engine has come to a stop, and they also say to use the P-MAG to
>start the engine. Finally they say to not to turn the power off and
>on while the engine is running.
Hmmm . . . I'm a bit surprised at this statement in
the P-Mag manual. P-Mag generates its own operating
power internally. The prohibition for powering down
an E-Mag was to avoid unpredictable behaviors if
the microprocessor were un-powered and then re-powered
while the engine was running.
The intuitive narration suggests that since the
internal and external power sources are automatic
switched back-ups for each other, removal of battery
power after the engine is running should be a seamless
event.
If were a concern with the P-Mag, there would also
be a note suggesting that if battery power fails
at any time in flight, the pilot should avoid allowing
it to spontaneously restore. I'll email Brad and double
check on this. Need to update with those guys anyhow.
It's been too long.
Bob . . .
________________________________________________________________________________
| From: | "B Tomm" <fvalarm(at)rapidnet.net> |
It appears to me the question is about P-mags, but Bob's answer is for the
E-mags. The difference may be suttle but the operation is not (in my
opinion). The Emagair website as a FAQ section. In it, it describes how to
test that the P-mag is generating it's own power. It suggests pullling the
P-mag breaker while running only on the Pmag to see if the engine keeps
running etc. This is contrary to what the original poster wrote about
Emagair's recommendation.
FWIW, I don't believe Emagair is selling the E-mag version anymore. P-mag
is the way to go. Perhaps the documentation needs to be updated?
Bevan
Waiting for my P-mags to arrive in the mail. :)
_____
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Robert L.
Nuckolls, III
Sent: Sunday, July 24, 2011 11:49 AM
Subject: Re: AeroElectric-List: P-Mag Switch(s)
At 12:15 PM 7/24/2011, you wrote:
I'm going with one standard Slick mag and one P-MAG. I need to verify that
the Slick is actually working as part of the pre-flight run-up, but I can't
figure out how to do it by controlling the P-MAG with a single S700-2-10 and
the Slick with a S700-1-3. The P-MAG manual says not to turn the power to
the P-MAG off until the engine has come to a stop, and they also say to use
the P-MAG to start the engine. Finally they say to not to turn the power off
and on while the engine is running.
I'm planning to wire the P-MAG per the schematic on Z-13/8. The only way I
can figure out how to get there from here is to add a second switch to
control the P-MAG's P-Lead.
Emacs!
Figure Z-13/8Q is fully compliant with Emag's recommendations
for operating their product. It's the 'progressive transfer'
Hat-dance unique to the 2-10 switch that offers this
compliance. Further, this idea is re-enforced by the words in
the note-box adjacent to the wiring diagram.
Once you move the 2-10 from OFf to BAT, the Emag is
powered and stays powered until you move the switch to
OFF. During starting and preflight, you can manipulate
the switch between BAT and ON at will for the purpose
off enabling/disabling the Emag in the conduct of normal
flight ops while maintaining battery power on the Emag.
When you park the airplane, only moving the switch to OFF
removes power from the Emag.
Bob . . .
What have others done?
Thanks in advance.
AeroElectric-List Email Forum -
<http://www.matronics.com/Navigator?AeroElectric-List>
http://www.matronics.com/Navigator?AeroElectric-List
- MATRONICS WEB FORUMS -
http://forums.matronics.com
- List Contribution Web Site -
-Matt Dralle, List Admin.
<http://www.matronics.com/contribution>
http://www.matronics.com/contribution
No virus found in this message.
Checked by AVG - www.avg.com
07/24/11
Bob . . .
________________________________________________________________________________
| From: | "Paul Zimmer" <stickandrudder1(at)comcast.net> |
Agreed. However it's my understanding (based on what I've read; and so maybe
accurate maybe not) that an RPM drop when switching the standard mag on and
off may not (Likely may not) be noticed when operating along side a PMAG,
and since there is no way to ground the P-Lead without also turning the
power off you can't get there with one switch.
Wait a sec. I may have answered my own question.
Since the E-MAG is internally powered above ~ 900 RPM, I should be able to
turn the external power off during run-up (thereby grounding the P-Lead),
and assuming the Slick mag is on - if the engine remains running (hopefully
with some sort of reduced RMP), test completed.
_____
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Robert L.
Nuckolls, III
Sent: Sunday, July 24, 2011 2:49 PM
Subject: Re: AeroElectric-List: P-Mag Switch(s)
At 12:15 PM 7/24/2011, you wrote:
I'm going with one standard Slick mag and one P-MAG. I need to verify that
the Slick is actually working as part of the pre-flight run-up, but I can't
figure out how to do it by controlling the P-MAG with a single S700-2-10 and
the Slick with a S700-1-3. The P-MAG manual says not to turn the power to
the P-MAG off until the engine has come to a stop, and they also say to use
the P-MAG to start the engine. Finally they say to not to turn the power off
and on while the engine is running.
I'm planning to wire the P-MAG per the schematic on Z-13/8. The only way I
can figure out how to get there from here is to add a second switch to
control the P-MAG's P-Lead.
Emacs!
Figure Z-13/8Q is fully compliant with Emag's recommendations
for operating their product. It's the 'progressive transfer'
Hat-dance unique to the 2-10 switch that offers this
compliance. Further, this idea is re-enforced by the words in
the note-box adjacent to the wiring diagram.
Once you move the 2-10 from OFf to BAT, the Emag is
powered and stays powered until you move the switch to
OFF. During starting and preflight, you can manipulate
the switch between BAT and ON at will for the purpose
off enabling/disabling the Emag in the conduct of normal
flight ops while maintaining battery power on the Emag.
When you park the airplane, only moving the switch to OFF
removes power from the Emag.
Bob . . .
What have others done?
Thanks in advance.
AeroElectric-List Email Forum -
<http://www.matronics.com/Navigator?AeroElectric-List>
http://www.matronics.com/Navigator?AeroElectric-List
- MATRONICS WEB FORUMS -
http://forums.matronics.com
- List Contribution Web Site -
-Matt Dralle, List Admin.
<http://www.matronics.com/contribution>
http://www.matronics.com/contribution
No virus found in this message.
Checked by AVG - www.avg.com
07/24/11
Bob . . .
________________________________________________________________________________
| From: | "Paul Zimmer" <stickandrudder1(at)comcast.net> |
Meant P-MAG in the post below.
_____
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Paul
Zimmer
Sent: Sunday, July 24, 2011 3:30 PM
Subject: RE: AeroElectric-List: P-Mag Switch(s)
Agreed. However it's my understanding (based on what I've read; and so maybe
accurate maybe not) that an RPM drop when switching the standard mag on and
off may not (Likely may not) be noticed when operating along side a PMAG,
and since there is no way to ground the P-Lead without also turning the
power off you can't get there with one switch.
Wait a sec. I may have answered my own question.
Since the E-MAG is internally powered above ~ 900 RPM, I should be able to
turn the external power off during run-up (thereby grounding the P-Lead),
and assuming the Slick mag is on - if the engine remains running (hopefully
with some sort of reduced RMP), test completed.
_____
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Robert L.
Nuckolls, III
Sent: Sunday, July 24, 2011 2:49 PM
Subject: Re: AeroElectric-List: P-Mag Switch(s)
At 12:15 PM 7/24/2011, you wrote:
I'm going with one standard Slick mag and one P-MAG. I need to verify that
the Slick is actually working as part of the pre-flight run-up, but I can't
figure out how to do it by controlling the P-MAG with a single S700-2-10 and
the Slick with a S700-1-3. The P-MAG manual says not to turn the power to
the P-MAG off until the engine has come to a stop, and they also say to use
the P-MAG to start the engine. Finally they say to not to turn the power off
and on while the engine is running.
I'm planning to wire the P-MAG per the schematic on Z-13/8. The only way I
can figure out how to get there from here is to add a second switch to
control the P-MAG's P-Lead.
Emacs!
Figure Z-13/8Q is fully compliant with Emag's recommendations
for operating their product. It's the 'progressive transfer'
Hat-dance unique to the 2-10 switch that offers this
compliance. Further, this idea is re-enforced by the words in
the note-box adjacent to the wiring diagram.
Once you move the 2-10 from OFf to BAT, the Emag is
powered and stays powered until you move the switch to
OFF. During starting and preflight, you can manipulate
the switch between BAT and ON at will for the purpose
off enabling/disabling the Emag in the conduct of normal
flight ops while maintaining battery power on the Emag.
When you park the airplane, only moving the switch to OFF
removes power from the Emag.
Bob . . .
What have others done?
Thanks in advance.
AeroElectric-List Email Forum -
<http://www.matronics.com/Navigator?AeroElectric-List>
http://www.matronics.com/Navigator?AeroElectric-List
- MATRONICS WEB FORUMS -
http://forums.matronics.com
- List Contribution Web Site -
-Matt Dralle, List Admin.
<http://www.matronics.com/contribution>
http://www.matronics.com/contribution
No virus found in this message.
Checked by AVG - www.avg.com
07/24/11
Bob . . .
________________________________________________________________________________
| From: | "Paul Zimmer" <stickandrudder1(at)comcast.net> |
I read the suggestion about pulling the P-MAG breaker too. So the
implication is it's OK to pull external power from the P-MAG once it's
generating its own power. Assuming this is true, my question about how to
tell if my Slick is working, becomes a moot point.
_____
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of B Tomm
Sent: Sunday, July 24, 2011 3:22 PM
Subject: RE: AeroElectric-List: P-Mag Switch(s)
It appears to me the question is about P-mags, but Bob's answer is for the
E-mags. The difference may be suttle but the operation is not (in my
opinion). The Emagair website as a FAQ section. In it, it describes how to
test that the P-mag is generating it's own power. It suggests pullling the
P-mag breaker while running only on the Pmag to see if the engine keeps
running etc. This is contrary to what the original poster wrote about
Emagair's recommendation.
FWIW, I don't believe Emagair is selling the E-mag version anymore. P-mag
is the way to go. Perhaps the documentation needs to be updated?
Bevan
Waiting for my P-mags to arrive in the mail. :)
_____
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Robert L.
Nuckolls, III
Sent: Sunday, July 24, 2011 11:49 AM
Subject: Re: AeroElectric-List: P-Mag Switch(s)
At 12:15 PM 7/24/2011, you wrote:
I'm going with one standard Slick mag and one P-MAG. I need to verify that
the Slick is actually working as part of the pre-flight run-up, but I can't
figure out how to do it by controlling the P-MAG with a single S700-2-10 and
the Slick with a S700-1-3. The P-MAG manual says not to turn the power to
the P-MAG off until the engine has come to a stop, and they also say to use
the P-MAG to start the engine. Finally they say to not to turn the power off
and on while the engine is running.
I'm planning to wire the P-MAG per the schematic on Z-13/8. The only way I
can figure out how to get there from here is to add a second switch to
control the P-MAG's P-Lead.
Emacs!
Figure Z-13/8Q is fully compliant with Emag's recommendations
for operating their product. It's the 'progressive transfer'
Hat-dance unique to the 2-10 switch that offers this
compliance. Further, this idea is re-enforced by the words in
the note-box adjacent to the wiring diagram.
Once you move the 2-10 from OFf to BAT, the Emag is
powered and stays powered until you move the switch to
OFF. During starting and preflight, you can manipulate
the switch between BAT and ON at will for the purpose
off enabling/disabling the Emag in the conduct of normal
flight ops while maintaining battery power on the Emag.
When you park the airplane, only moving the switch to OFF
removes power from the Emag.
Bob . . .
What have others done?
Thanks in advance.
AeroElectric-List Email Forum -
<http://www.matronics.com/Navigator?AeroElectric-List>
http://www.matronics.com/Navigator?AeroElectric-List
- MATRONICS WEB FORUMS -
http://forums.matronics.com
- List Contribution Web Site -
-Matt Dralle, List Admin.
<http://www.matronics.com/contribution>
http://www.matronics.com/contribution
No virus found in this message.
Checked by AVG - www.avg.com
07/24/11
Bob . . .
________________________________________________________________________________
| Subject: | Re: max current through sub-d pins |
| From: | "jayb" <jaybrinkmeyer(at)yahoo.com> |
Nothing fancy here... Just using D-Subs provided by Stein. I don't recall ever
seeing a datasheet on those parts.
Regards,
Jay
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=347589#347589
________________________________________________________________________________
| From: | Peter Pengilly <peter(at)sportingaero.com> |
| Subject: | Re: P-Mag Switch(s) |
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
At 02:43 PM 7/24/2011, you wrote:
>Meant P-MAG in the post below.
>
>
>----------
>From: owner-aeroelectric-list-server(at)matronics.com
>[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Paul Zimmer
>Sent: Sunday, July 24, 2011 3:30 PM
>To: aeroelectric-list(at)matronics.com
>Subject: RE: AeroElectric-List: P-Mag Switch(s)
>
>Agreed. However it's my understanding (based on what I've read; and
>so maybe accurate maybe not) that an RPM drop when switching the
>standard mag on and off may not (Likely may not) be noticed when
>operating along side a PMAG, and since there is no way to ground the
>P-Lead without also turning the power off you can't get there with one switch.
>
>Wait a sec. I may have answered my own question.
>
>Since the E-MAG is internally powered above ~ 900 RPM, I should be
>able to turn the external power off during run-up (thereby grounding
>the P-Lead), and assuming the Slick mag is on - if the engine
>remains running (hopefully with some sort of reduced RMP), test completed.
Check the wiring for Z-13/8 . . . while the E-mag Air ignition
is labeled E-mag, the only difference between p and e-mags is
that removing DC power from the e-version will cause it
to shut down. However, when wired with the 2-10 switch as shown,
you can DISABLE the e or p-mag without REMOVING power to the
electronics. In other words, as far as your pre-flight ignition
tests go, you can accomplish ignition integrity tests during
run up whether you have an e-mag or p-mag installed.
The question becomes how to test the internal power generation
system of a p-mag. If the builder uses breakers on the panel
(a la Lightspeed) or an additional switch in the power path,
then you can do it with a high degree of convenience . . .
I spent several hours in Emag's shops a few years ago. Brad
and I discussed the single 2-10, single switch, battery-bus
fed architecture of Z-13/8.
Brad advised me that the reliability of this feature is so
high that one could do it periodically, like every oil change
or plug cleaning task. But you do need to pull the battery bus fuse,
open the battery bus breaker, or ADD some power interruption
feature that can be exercised with the engine running. This could
be a spring-loaded, normally-closed toggle switch . . . perhaps
out of sight even but accessible from the cockpit.
In any case, I do recommend that the e or p-mag be powered from
the battery bus . . . turning of the master should have no
effect on things needed to keep the engine running.
I've had some builders worry about that 'inaccessible fuse'
on the battery bus. The p-mag supplies 100% of internal power
needs above 2000 rpm. An e-mag draws only 0.8 amps max at
cruise.
Emacs!
So a 5A feeder off the battery is exceedingly robust. If you
pop that fuse, something is so badly wrong that the ability
to replace the fuse or reset a breaker has about 1 chance in
a thousand of restoring usefulness of that ignition system.
If you routinely start with the magneto off that power path
gets tested at each engine start. If you have dual p-mags, then
develop a habit of starting on alternate ignition systems.
The mag-drop thing is another set of simple ideas. The reasons
that you see a drop in engine RPM when killing one mag are
these: Cylinders in an aircraft engine are pretty big in
diameter. The compressed mixture is normally lit off on both
sides of a cylinder by the upper and lower plugs. At low manifold
(and lower cylinder pressures, the flame front across the top
of the cylinder is significantly slower than at full power (high)
pressures.
When you turn off one ignition source, the flame front starting
at the sparked plug has to travel all the way across the cylinder.
Normally, two flame fronts meet in the middle in half the time.
Single ignition has the net effect of RETARDING the timing of
the ignition and the engine slows. The actual amount of 'mag drop'
is not terribly significant . . . but it's useful to note that
they are identical. This verifies that the timing for the two
mags agree with each other. It has no other significance with
respect to ignition integrity or reliability.
Electronic ignitions are automatically advanced in response
to manifold pressures and engine rpm. When two electronic
ignitions are installed, you may not observe any 'mag drop'
when killing one of the two systems. When you have one electronic
and one mag, you may see very little no drop when the mag
ignition is shut off and the usually expected 'mag drop' when
the electronic ignition is shut off. This is because they
are never timed together except during full power ops. All
other times the mag lags the electronic ignition by a
significant interval of crank rotation.
But Z-13/8 is correct as shown for either Emag product.
Bob . . .
________________________________________________________________________________
| From: | "Paul Zimmer" <stickandrudder1(at)comcast.net> |
Mystery solved. I've been basing my P-Mag switch on Z-13/8K. Based on
your
statement below "However, when wired with the 2-10 switch as shown, you
can
DISABLE the e or p-mag without REMOVING power to the electronics.",
which I
knew to be inaccurate insofar as the schematic I was looking at was
concerned, I decided to see if I was looking at Z-13/8Q, and alas I
wasn't.
Schematic Z-13/8Q changed the configuration of the 2-10, and in this
configuration, it will do what is needed.
Thanks for your help and for the other explanations below.
Paul
_____
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of
Robert L.
Nuckolls, III
Sent: Sunday, July 24, 2011 9:11 PM
Subject: RE: AeroElectric-List: P-Mag Switch(s)
At 02:43 PM 7/24/2011, you wrote:
Meant P-MAG in the post below.
_____
From: owner-aeroelectric-list-server(at)matronics.com [
mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Paul
Zimmer
Sent: Sunday, July 24, 2011 3:30 PM
Subject: RE: AeroElectric-List: P-Mag Switch(s)
Agreed. However it=12s my understanding (based on what I=12ve read; and
so maybe
accurate maybe not) that an RPM drop when switching the standard mag on
and
off may not (Likely may not) be noticed when operating along side a
PMAG,
and since there is no way to ground the P-Lead without also turning the
power off you can=12t get there with one switch.
Wait a sec. I may have answered my own question.
Since the E-MAG is internally powered above ~ 900 RPM, I should be able
to
turn the external power off during run-up (thereby grounding the
P-Lead),
and assuming the Slick mag is on - if the engine remains running
(hopefully
with some sort of reduced RMP), test completed.
Check the wiring for Z-13/8 . . . while the E-mag Air ignition
is labeled E-mag, the only difference between p and e-mags is
that removing DC power from the e-version will cause it
to shut down. However, when wired with the 2-10 switch as shown,
you can DISABLE the e or p-mag without REMOVING power to the
electronics. In other words, as far as your pre-flight ignition
tests go, you can accomplish ignition integrity tests during
run up whether you have an e-mag or p-mag installed.
The question becomes how to test the internal power generation
system of a p-mag. If the builder uses breakers on the panel
(a la Lightspeed) or an additional switch in the power path,
then you can do it with a high degree of convenience . . .
I spent several hours in Emag's shops a few years ago. Brad
and I discussed the single 2-10, single switch, battery-bus
fed architecture of Z-13/8.
Brad advised me that the reliability of this feature is so
high that one could do it periodically, like every oil change
or plug cleaning task. But you do need to pull the battery bus fuse,
open the battery bus breaker, or ADD some power interruption
feature that can be exercised with the engine running. This could
be a spring-loaded, normally-closed toggle switch . . . perhaps
out of sight even but accessible from the cockpit.
In any case, I do recommend that the e or p-mag be powered from
the battery bus . . . turning of the master should have no
effect on things needed to keep the engine running.
I've had some builders worry about that 'inaccessible fuse'
on the battery bus. The p-mag supplies 100% of internal power
needs above 2000 rpm. An e-mag draws only 0.8 amps max at
cruise.
Emacs!
So a 5A feeder off the battery is exceedingly robust. If you
pop that fuse, something is so badly wrong that the ability
to replace the fuse or reset a breaker has about 1 chance in
a thousand of restoring usefulness of that ignition system.
If you routinely start with the magneto off that power path
gets tested at each engine start. If you have dual p-mags, then
develop a habit of starting on alternate ignition systems.
The mag-drop thing is another set of simple ideas. The reasons
that you see a drop in engine RPM when killing one mag are
these: Cylinders in an aircraft engine are pretty big in
diameter. The compressed mixture is normally lit off on both
sides of a cylinder by the upper and lower plugs. At low manifold
(and lower cylinder pressures, the flame front across the top
of the cylinder is significantly slower than at full power (high)
pressures.
When you turn off one ignition source, the flame front starting
at the sparked plug has to travel all the way across the cylinder.
Normally, two flame fronts meet in the middle in half the time.
Single ignition has the net effect of RETARDING the timing of
the ignition and the engine slows. The actual amount of 'mag drop'
is not terribly significant . . . but it's useful to note that
they are identical. This verifies that the timing for the two
mags agree with each other. It has no other significance with
respect to ignition integrity or reliability.
Electronic ignitions are automatically advanced in response
to manifold pressures and engine rpm. When two electronic
ignitions are installed, you may not observe any 'mag drop'
when killing one of the two systems. When you have one electronic
and one mag, you may see very little no drop when the mag
ignition is shut off and the usually expected 'mag drop' when
the electronic ignition is shut off. This is because they
are never timed together except during full power ops. All
other times the mag lags the electronic ignition by a
significant interval of crank rotation.
But Z-13/8 is correct as shown for either Emag product.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
At 09:56 PM 7/24/2011, you wrote:
>Mystery solved. I've been basing my P-Mag switch on Z-13/8K. Based
>on your statement below "However, when wired with the 2-10 switch
>as shown, you can DISABLE the e or p-mag without REMOVING power to
>the electronics.", which I knew to be inaccurate insofar as the
>schematic I was looking at was concerned, I decided to see if I was
>looking at Z-13/8Q, and alas I wasn't. Schematic Z-13/8Q changed
>the configuration of the 2-10, and in this configuration, it will do
>what is needed.
>
>Thanks for your help and for the other explanations below.
Yup, it do make a difference. Z-13/8K was
the drawing that started our discussions with
Brad and friends some years ago . . . and
prompted the update.
Bob . . .
________________________________________________________________________________
| From: | David <ainut(at)knology.net> |
| Subject: | Re: l5t06e 1ipfv |
I'm a UNIX head from way, way back (early 80's). Playing right now
with Ubuntu and Suse distributions, among others. Ubuntu seems to hold
up the best.
David M.
>
> On 7/24/2011 11:04 AM, Keith Ward wrote:
>> Bonus- buy a Mac and never worry about viruses again.
>>
>
> Or, the free option, download a Linux distro and install it on
> your PC... :-)
>
> http://centos.org is my favorite.
>
> -Dj
>
>
--
If you're an American, just say NO to the Obamanation, to socialism, and get rid
of Soros.
...democracy and a republic can function only in a firm partnership with morality
and religion. -- John Adams. Indeed. Same should be said for ANY type of
gubmnt
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Batteries: To fly . . . or not to fly . . . that IS |
the question.
Got an e-mail flyer this morning showing this
guy on sale for $10 off . .
Emacs!
http://tinyurl.com/3gnnwrt
Bob . . .
________________________________________________________________________________
| From: | CardinalNSB(at)aol.com |
| Subject: | Re: AeroElectric-List Digest: 1 Msgs - 07/26/11 |
Harbor Freight also has 20 percent off coupons. If its "on sale" the 20
percent coupon applies, but the 20 percent coupon won't work with another
"coupon". HF usually has a full page spread in several hot rod/diy
magazines with the coupons, they expire quickly though so read the fine print.
Skip Simpson
In a message dated 7/27/2011 12:01:22 A.M. Pacific Daylight Time,
aeroelectric-list(at)matronics.com writes:
http://tinyurl.com/3gnnwrt
________________________________________________________________________________
| From: | RScott <rscott(at)cascadeaccess.com> |
| Subject: | Politically incorrect |
At sports bar trivia quiz the other night, I lost by one point. The
question was, where do women mostly have curly hair? Apparently, it's
Africa
One of the other questions was to name two things commonly found in
cells. It appears that Mexicans and African Americans is not the correct
answer
I've heard that Apple has scrapped their plans for the new
children's-oriented iPod after realizing that iTouch Kids is not a good
product name.
A new Muslim clothing shop opened here, but I've been banned from it
after asking to look at some bomber jackets
You can say lots of bad things about pedophiles but at least they drive
slowly past schools
A friend of mine has just told me he's shagging his girlfriend and her
twin.. I asked, "How can you tell them apart?" He said, "Her brother has
a moustache"
Just put a deposit down on a brand new Porsche and mentioned it on
Facebook.. I said "I can't wait for the new 911 to arrive!" Next thing I
know 4000 Muslims have added me as a friend!!
Being a modest man, when I checked into my hotel on a recent trip, I
said to the lady at the registration desk ...
"I hope the porn channel in my room is disabled."
To which she replied, "No, it's regular porn, you sick bastard.
The red cross knocked at my door asking if I could help towards the
floods in Pakistan . I said I would love to, but my hose only reaches
the bottom of the driveway.
________________________________________________________________________________
| From: | "Tony Babb" <tonybabb(at)alejandra.net> |
Is it me or has it gone quiet around here? Nothing for the past couple of
days
Tony
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Robert L.
Nuckolls, III
Sent: Tuesday, July 26, 2011 12:49 PM
Subject: AeroElectric-List: Batteries: To fly . . . or not to fly . . . that
IS the question.
Got an e-mail flyer this morning showing this
guy on sale for $10 off . .
Emacs!
<http://tinyurl.com/3gnnwrt> http://tinyurl.com/3gnnwrt
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Gone quiet ?? |
At 10:37 PM 7/28/2011, you wrote:
>
>Is it me or has it gone quiet around here? Nothing for the past couple of days
>Tony
Just too d@#$ed hot. Bet everybody is setting
in front of the fan with a cool one . . .
I've been working on the bathroom in our
little house in Lindsborg . . . the A/C
outlet for the bathroom is a 4' run from
the air handler. I've enjoyed having it blow
up my pant legs for the last few days!
Bob . . .
////
(o o)
===========o00o=(_)=o00o========
< Go ahead, make my day . . . >
< show me where I'm wrong. >
================================
________________________________________________________________________________
| From: | rayj <raymondj(at)frontiernet.net> |
| Subject: | Re: Gone quiet ?? |
I think OSH is keeping everyone busy.
Raymond Julian
Kettle River, MN
"And you know that I could have me a million more friends,
and all I'd have to lose is my point of view." - John Prine
On 07/28/2011 10:37 PM, Tony Babb wrote:
> Is it me or has it gone quiet around here? Nothing for the past couple
> of days
>
> Tony
>
> *From:*owner-aeroelectric-list-server(at)matronics.com
> [mailto:owner-aeroelectric-list-server(at)matronics.com] *On Behalf Of
> *Robert L. Nuckolls, III
> *Sent:* Tuesday, July 26, 2011 12:49 PM
> *To:* aeroelectric-list(at)matronics.com
> *Subject:* AeroElectric-List: Batteries: To fly . . . or not to fly . .
> . that IS the question.
>
> Got an e-mail flyer this morning showing this
> guy on sale for $10 off . .
>
> Emacs!
>
>
> *http://tinyurl.com/3gnnwrt*
>
> Bob . . .
>
________________________________________________________________________________
| From: | "B Tomm" <fvalarm(at)rapidnet.net> |
Bob,
I've recently started crimping wires on the RV7 project. I've been using
the El-Cheapo variety of crimper but also have the Amp T-Head crimper on
hand. The el-cheapo is easier to use for fast-ons (unless I'm doing
something wrong) but the T-head looks like it makes a much better crimp
particularly on the wire jacket. Actually, it looks like my el-cheapo does
not crimp the jacket at all. I've read your excellent blurb on the subject
here
http://www.aeroelectric.com/articles/CrimpTools/crimptools.html
So I am going to try to get more efficient with the T-Head but what about
the crimps already made?.
My question is, would I be hurting the quality of the existing crimps by
"re-crimping with the T-Head? i.e. going over them again with the T-Head?
Thanks
Bevan
-----Original Message-----
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Robert L.
Nuckolls, III
Sent: Thursday, July 28, 2011 9:12 PM
Subject: Re: AeroElectric-List: Gone quiet ??
-->
At 10:37 PM 7/28/2011, you wrote:
>
>Is it me or has it gone quiet around here? Nothing for the past couple
>of days Tony
Just too d@#$ed hot. Bet everybody is setting
in front of the fan with a cool one . . .
I've been working on the bathroom in our
little house in Lindsborg . . . the A/C
outlet for the bathroom is a 4' run from
the air handler. I've enjoyed having it blow
up my pant legs for the last few days!
Bob . . .
////
(o o)
===========o00o=(_)=o00o========
< Go ahead, make my day . . . >
< show me where I'm wrong. >
================================
________________________________________________________________________________
| From: | "B Tomm" <fvalarm(at)rapidnet.net> |
| Subject: | Max d-sub current? |
Bob,
What is the max current that can be run through a crimp style d-sub pin and
located in a DB-9 body? I'm thinking flap and trim tab currents, probably
less than 5 amp for the flaps, much less for the trims.
Bevan
-----Original Message-----
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Robert L.
Nuckolls, III
Sent: Thursday, July 28, 2011 9:12 PM
Subject: Re: AeroElectric-List: Gone quiet ??
-->
At 10:37 PM 7/28/2011, you wrote:
>
>Is it me or has it gone quiet around here? Nothing for the past couple
>of days Tony
Just too d@#$ed hot. Bet everybody is setting
in front of the fan with a cool one . . .
I've been working on the bathroom in our
little house in Lindsborg . . . the A/C
outlet for the bathroom is a 4' run from
the air handler. I've enjoyed having it blow
up my pant legs for the last few days!
Bob . . .
////
(o o)
===========o00o=(_)=o00o========
< Go ahead, make my day . . . >
< show me where I'm wrong. >
================================
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
>
>My question is, would I be hurting the quality of the existing crimps by
>"re-crimping with the T-Head? i.e. going over them again with the T-Head?
I don't think this will 'hurt' anything . . . assuming
you can get the terminal into the tool and cycle it
without shaving the insulation. Try one and see what
it looks like. You can do some experiments on pieces
of scrap wire, a few terminals and the two tools before
you attack the airplane.
Bob . . .
////
(o o)
===========o00o=(_)=o00o========
< Go ahead, make my day . . . >
< show me where I'm wrong. >
================================
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Max d-sub current? |
At 12:01 AM 7/29/2011, you wrote:
>
>
>Bob,
>
>What is the max current that can be run through a crimp style d-sub pin and
>located in a DB-9 body? I'm thinking flap and trim tab currents, probably
>less than 5 amp for the flaps, much less for the trims.
For these intermittent loads you can comfortably
go 7A/pin on 20AWG wire.
Bob . . .
////
(o o)
===========o00o=(_)=o00o========
< Go ahead, make my day . . . >
< show me where I'm wrong. >
================================
________________________________________________________________________________
| From: | RScott <rscott(at)cascadeaccess.com> |
| Subject: | Solving the debt problem |
Midwestern tycoon Warren Buffett presented his quick and easy solution
to America;s debt problem:
"I could end the deficit in five minutes. You just pass a law
that says that anytime there is a deficit of more than three
percent of GDP all sitting members of congress are
ineligible for reelection."
________________________________________________________________________________
| From: | "ROGER & JEAN CURTIS" <mrspudandcompany(at)verizon.net> |
| Subject: | Solving the debt problem |
Midwestern tycoon Warren Buffett presented his quick and easy solution
to America;s debt problem:
Please go to a political forum. This is not the place for
politics!!!
Roger
________________________________________________________________________________
| From: | rayj <raymondj(at)frontiernet.net> |
| Subject: | Re: Solving the debt problem |
Bob has a forum for political discussion. You can contact him about
signing up.
Raymond Julian
Kettle River, MN
"And you know that I could have me a million more friends,
and all I'd have to lose is my point of view." - John Prine
On 07/29/2011 12:59 PM, ROGER & JEAN CURTIS wrote:
>
> Midwestern tycoon Warren Buffett presented his quick and easy solution
> to America;s debt problem:
>
>
> Please go to a political forum. This is not the place for
> politics!!!
>
> Roger
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | IvoProp circuit question |
Bob=2C
I finally finished my mini-vacations=2C off visiting my kids and grandkid
s=2C and
have now tackled that IvoProp current limiter circuit problem I had.
Rather than try to figure out where I miswired something=2C I thought it
easier
to just build a whole new circuit. I've made great efforts to quadruple ch
eck=2C
and confirm that all the solder points are correct!! Polarities oriented p
roperly=2C
when needed=2C everything connected to the right component!! So=2C at this
point=2C
I am pretty certain I have the entire circuit completed (properly). Only o
ne
last hook-up=3B the IRFP3703.
Bob=2C could you help me make sure I get the connections to the IFRP3703
right?
It has three "pins"=2C and I'm using the datasheet to identify them. Altho
ugh the
datasheet is clear=2C and easy to understand.....they used a different symb
ol for
the MOSFET than you did=2C and I'd like to be 100% certain I'm connecting i
t right.
According to the datasheet=2C looking at the rectifier=2C writing facing
us=2C and pins down=2C
pin 1 is the left (gate)=2C pin 2 (drain)=2C pin 3 (source). (and back the
rmal pad is drain=2C also).
On your IvoProp circuit=2C there are three attach points for the rectifier
=2C could you identify
them for me?
1. R113 attaches to the pin_______
2. The junction of R116=2C R117=2C & R118 attach to pin_______
3. Cathode of D108 & RED16 connect to pin________
Mike Welch
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: IvoProp circuit question |
At 11:20 AM 7/30/2011, you wrote:
>Bob,
>
> I finally finished my mini-vacations, off visiting my kids and
> grandkids, and
>have now tackled that IvoProp current limiter circuit problem I had.
>
> Rather than try to figure out where I miswired something, I
> thought it easier
>to just build a whole new circuit.
Could you send me your old one?
> I've made great efforts to quadruple check,
>and confirm that all the solder points are correct!! Polarities
>oriented properly,
>when needed, everything connected to the right component!! So, at this point,
>I am pretty certain I have the entire circuit completed (properly). Only one
>last hook-up; the IRFP3703.
>
> Bob, could you help me make sure I get the connections to the
> IFRP3703 right?
>It has three "pins", and I'm using the datasheet to identify
>them. Although the
>datasheet is clear, and easy to understand.....they used a different
>symbol for
>the MOSFET than you did, and I'd like to be 100% certain I'm
>connecting it right..
>
> According to the datasheet, looking at the rectifier, writing
> facing us, and pins down,
>pin 1 is the left (gate), pin 2 (drain), pin 3 (source). (and back
>thermal pad is drain, also)..
>On your IvoProp circuit, there are three attach points for the
>rectifier, could you identify
>them for me?
Emacs!
Bob . . .
________________________________________________________________________________
| From: | Mike Welch <mdnanwelch7(at)hotmail.com> |
| Subject: | IvoProp circuit question |
Hi Bob=2C
Sure=2C I can send you the old one. Back when I was ordering parts=2C I
ordered multiples
of everything....except the IRFP3703 (it came from Digi-Key=2C everything e
lse from Mouser).
I figured if I had any problems it'd be easier to build a new circuit tha
n try and analyze
where I had a problem.
I cannibalized the IRFP3703 from the original circuit and am using it in
the new one. Do
you still want the old circuit....even though it's missing the rectifier?
I can send everything
else unchanged=2C unaltered=2C totally intact=2C as removed=2C including th
e LEDs=2C and spade connectors=2C
etc.
BTW=2C I had the IRFP3703 separate from the actual circuit board. I moun
ted it on a 2" x 2"
piece of AL plate=2C connected by way of wires to the appropriate spots on
the CB. All I did
was snip the 3 wires for removal.
For the record=3B I had it hooked up correctly. While I was waiting on a
return email
about my question=2C I found a datasheet of MOSFET symbols I originally use
d to hook it up
like you said to do. The data sheet had several configurations of MOSFETs
=2C including one
virtually the same as the design you had in the circuit.
Thanks for your help=2C
Mike Welch
PS What is the preferred address to send it to? I had somewhere=2C but it'
d take me awhile
to find it.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________________________________________________________________________________
| From: | "Paul Zimmer" <stickandrudder1(at)comcast.net> |
| Subject: | More FUD (Fear Uncertainty and Doubt)? |
Bob, a number of manufacturers state in their installation manuals (Garmin -
GTN 650, PS Engineering - PS9000EX) that the use of push-pull circuit
breakers is required, and that the breakers "be readily accessible to the
pilot." Based on your recommendation I intend to use fuses, for simplicity
and cost. What's your view on the matter? I'm reluctant to go against a
manufacturer's recommendation/requirement, but don't want to do it blindly
either.
As long as I'm asking, what's your view on the VPX-PRO? I was initially
attracted to it, but thought better of it for a number of reasons (much
higher cost than fuses, support issues if Vertical Power goes away,
electronic interface to reset an ECB (i.e. complexity?), single power bus,
etc.). Plus, I'n not sure if the added benefits of their systems exceed the
negatives. I'd be interested in your opinion.
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: More FUD (Fear Uncertainty and Doubt)? |
At 08:48 PM 7/30/2011, you wrote:
>Bob, a number of manufacturers state in their
>installation manuals (Garmin - GTN 650, PS
>Engineering ' PS9000EX) that the use of
>push-pull circuit breakers is required, and that
>the breakers =93be readily accessible to the
>pilot.=94 Based on your recommendation I intend
>to use fuses, for simplicity and cost. What=92s
>your view on the matter? I=92m reluctant to go
>against a manufacturer=92s
>recommendation/requirement, but don=92t want to do it blindly either.
Black box designers are not systems designers.
Further, their products are generally tested
to meet performance and environmental specifications
that are never called upon to 'test the efficacy
of protection for power feeders.' In other
words, it's none of their business. If their
devices were being installed in an airplane
fitted with a VP system . . . or an airplane
like the Eclipse, there are no pullable
breakers.
Do these same folks insist on an Avionics
Master Switch?
Bottom line is that the authors of their
installation manuals are more lawyer than
engineer.
>
>As long as I=92m asking, what=92s your view on the
>VPX-PRO? I was initially attracted to it, but
>thought better of it for a number of reasons
>(much higher cost than fuses, support issues if
>Vertical Power goes away, electronic interface
>to reset an ECB (i.e. complexity?), single power
>bus, etc.). Plus, I=92n not sure if the added
>benefits of their systems exceed the
>negatives. I=92d be interested in your opinion.
What is your return on investment? Lighter
airplane, faster airplane, lower fuel
consumption? Yes, lots of nice nic-nacs
but are you a PILOT or someone who would
rather just be along for a nice ride?
If you have a fuse/breaker/switch system,
you know where every part comes from and what
spares will cost you for repairs. If the VP
system gets a cold, your airplane is down
while the factory repairs it. It uses software
you didn't write, parts you didn't buy and
couldn't replace even if you had them . . .
'cause you don't understand it.
I just don't see that the VP products are
in synchronization for why we choose to
built our own airplanes as opposed to paying
factory prices. Certainly cost/performance
ratio is a strong driver and I don't see
how a VP product fits that recipe for success.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | IvoProp circuit question |
At 03:29 PM 7/30/2011, you wrote:
>Hi Bob,
>
> BTW, I had the IRFP3703 separate from the actual circuit
> board. I mounted it on a 2" x 2"
>piece of AL plate, connected by way of wires to the appropriate
>spots on the CB. All I did
>was snip the 3 wires for removal.
That's okay I have the fets here. BTW, they don't
need to be on a heatsink. The system shuts down
so fast that the un-sinked device doesn't have
time to get hot.
I've got a manufactured assembly about ready to
test. The FET on this assembly is right on the
board with no heatsink.
Emacs!
The next generation device will have a surface mounted
fet which is smaller yet.
> For the record; I had it hooked up correctly. While I was
> waiting on a return email
>about my question, I found a datasheet of MOSFET symbols I
>originally used to hook it up
>like you said to do. The data sheet had several configurations of
>MOSFETs, including one
>virtually the same as the design you had in the circuit.
Very good!
Let me know how it works out.
> Thanks for your help,
>
>Mike Welch
>PS What is the preferred address to send it to? I had somewhere,
>but it'd take me awhile
>to find it.
P.O. box 130, Medicine Lodge, KS 67104
Bob . . .
________________________________________________________________________________
| From: | Jae Chang <jc-matronics_aeroelectric(at)jline.com> |
| Subject: | Permanet Splicing RG400 |
I am wondering if there is a way of permanently splicing together 2
sections of coax wire together. I realize I could use a male/female
connector. However, i would like to route this cable thru a wing
conduit, and the bulky connectors would just get in the way.
Thanks for any insights!
Jae
RV-10
________________________________________________________________________________
| From: | Jared Yates <email(at)jaredyates.com> |
I'm looking for a connector to use for my cowling-mounted landing light. I'll have
to disconnect it every time I remove the cowl, so I'd like to find something
fairly durable, with at least 3 conductors. Has anyone found a good product
for this role?
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Permanet Splicing RG400 |
At 09:51 AM 7/31/2011, you wrote:
>
>
> I am wondering if there is a way of permanently splicing together
> 2 sections of coax wire together. I realize I could use a
> male/female connector. However, i would like to route this cable
> thru a wing conduit, and the bulky connectors would just get in the way.
This only works well with heat-resistant,
modern coax like RG400 or RG142.
Slip 2 pieces of 1/2" heat shrink, 4 inches
long over ends to be spliced.
Strip back 1-1/2" of outer jacket and
push braids back to the end of the jackets.
Cut center conductors to 1" per side, then
strip 1/4" per side. Lap solder center
conductors. Wrap exposed joint with Teflon
pipe thread tape. It's okay if the tape
overlaps the ends of the center conductor
insulation and leaves a bit of a 'lump'.
Then take braid from one side and pull it
over the center conductor splice. Wrap
the last 1/2" with a few turns of fine strand
wire taken from some airframe wire. Solder
wire wrap very thinly to the braid. You're
wanting this to get 'fixtured' and 'smooth'
without getting 'thick'.
Pull the other braid over the fixtured
braid and repeat the fine-strand-wire wrap.
Then solder the braids to each other. Use
63/37 tin-lead solder.
Cover joint with one piece of shrink and heat
it. Cover with second piece of shrink and
heat that.
Yeah, this puts an 'impedance bump' in your feedline
that can be observed with the proper test equipment.
But if you had identical installations on the
airplane except for one pristine feedline and
one spliced feedline, you could switch back and
forth between them and observe no difference
in performance.
I used to do this with RG-58 . . . it's pretty
tricky due to low melting temperatures of the
PVC and PolyE insulations but it CAN be done
with practical success.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: FWF Connector |
At 10:51 AM 7/31/2011, you wrote:
>
>I'm looking for a connector to use for my cowling-mounted landing
>light. I'll have to disconnect it every time I remove the cowl, so
>I'd like to find something fairly durable, with at least 3
>conductors. Has anyone found a good product for this role?
Cessna started out with Wrist-Locks and/or knife
spices in this role, then went to Amp Mate-n-locks.
The plastic connectors demonstrated a service life
of ten years or better. You could use a d-sub connector
and do the pin-paralleling technique described here.
http://tinyurl.com/3flxqcc
A 15-pin connector with 5 paralleled pins per
conductor would achieve some electrical robustness.
Bob . . .
________________________________________________________________________________
| From: | RGent1224(at)aol.com |
| Subject: | Re: FWF Connector |
How about the three wire trailer light hook up
Dick
In a message dated 7/31/2011 10:55:44 A.M. Central Daylight Time,
email(at)jaredyates.com writes:
--> AeroElectric-List message posted by: Jared Yates
I'm looking for a connector to use for my cowling-mounted landing light.
I'll have to disconnect it every time I remove the cowl, so I'd like to find
something fairly durable, with at least 3 conductors. Has anyone found a
good product for this role?
________________________________________________________________________________
| From: | Dennis Ramsey <doramsey(at)gmail.com> |
Is there a difference in the diode that should be used in a 24 volt
contactor vs a 12 volt contactor. My kit provider supplied me with the
following Diode specification:
"1N4001 Diode; 1 a (Max.) @25C IF; 1. Max.)@25C; 5uAdc(max.)@2" "
My plane is 24Volt. Not trying to stir up the 24 vs 12 volt debate. That
debate was settled when the kit I bought already had some expensive 24 volt
components purchased by the previous builder.
________________________________________________________________________________
| Subject: | Re: Permanet Splicing RG400 |
| From: | "rparigoris" <rparigor(at)suffolk.lib.ny.us> |
Hi Bob
Thx. for your explanation on how to splice coax cable.
Question:
What is airframe wire? Strands of stainless or plain steel control wire rope (control
cable)? Or perhaps you mean thin copper strands of Tefzel wire that is
hanging around?
"a few turns of fine strand wire taken from some airframe wire"
Thx.
Ron Parigoris
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=348160#348160
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
At 11:14 AM 7/31/2011, you wrote:
>Is there a difference in the diode that should be used in a 24 volt
>contactor vs a 12 volt contactor. My kit provider supplied me with
>the following Diode specification:
>
>"1N4001 Diode; 1 a (Max.) @25C IF; 1. Max.)@25C; 5uAdc(max.)@2" "
>
> My plane is 24Volt. Not trying to stir up the 24 vs 12 volt
> debate. That debate was settled when the kit I bought already had
> some expensive 24 volt components purchased by the previous builder.
These diodes are EXCEEDINGLY un-critical. ANYTHING
50V or better, 1A or better does the job. My personal
favorites are the 1N54xx series, 3A devices. They're
readily available at Radio Shack
http://www.radioshack.com/product/index.jsp?productId 62578
cheap but most important . . . robust. Heavier
20AWG leads and more robust bodies.
But the diodes you have will be fine . . .
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Permanet Splicing RG400 |
At 11:16 AM 7/31/2011, you wrote:
>
>
>Hi Bob
>
>Thx. for your explanation on how to splice coax cable.
>
>Question:
>What is airframe wire? Strands of stainless or plain steel control
>wire rope (control cable)? Or perhaps you mean thin copper strands
>of Tefzel wire that is hanging around?
Sorry, 'hookup wire' is perhaps a better term.
A piece of 22AWG, M22759 will yield some nice
strands of 34AWG wire nicely suited to this
'fixturing' task.
When you're lap-splicing stranded wire, you
can use a strand from the base conductor
as shown . . .
http://tinyurl.com/dgg2nb
But in the coax-splicing task, you need to
acquire the fixture strands elsewhere.
Bob . . .
________________________________________________________________________________
| From: | Sam Marlow <sam.marlow(at)roadrunner.com> |
| Subject: | Re: FWF Connector |
Jared Yates wrote:
> --> AeroElectric-List message posted by: Jared Yates
>
> I'm looking for a connector to use for my cowling-mounted landing light. I'll
have to disconnect it every time I remove the cowl, so I'd like to find something
fairly durable, with at least 3 conductors. Has anyone found a good product
for this role?
>
>
Cessna uses 2 knife splices on the older 172's.
________________________________________________________________________________
| From: | Jim Dabney <jdabney(at)rice.edu> |
| Subject: | Re: FWF Connector |
I'm using a Metripack connector for that and it's holding up well.
On 7/31/2011 1:00 PM, Sam Marlow wrote:
>
>
> Jared Yates wrote:
>> --> AeroElectric-List message posted by: Jared
>> Yates
>>
>> I'm looking for a connector to use for my cowling-mounted landing
>> light. I'll have to disconnect it every time I remove the cowl, so
>> I'd like to find something fairly durable, with at least 3
>> conductors. Has anyone found a good product for this role?
>>
>>
>>
>>
>>
>>
>>
>>
> Cessna uses 2 knife splices on the older 172's.
>
>
________________________________________________________________________________
| From: | "Jeff Luckey" <JLuckey(at)pacbell.net> |
| Subject: | More FUD (Fear Uncertainty and Doubt)? |
I've been fascinated w/ the VP product line since it came out. As an
electrical engineer I think it is a really cool way to skin the Power
Distribution cat but no matter how cool, I still don't want one in my
airplane. It seems like there is a lot of complexity involved to accomplish
a relatively simple mission - safe & reliable power distribution & control -
something we've been doing for decades w/ relatively inexpensive & proven
components.
I'm all for trying to apply new technologies to solving old problems, but
it's not easy, and sometimes the old way is hard to beat.
It looks kind of like a solution looking for a problem and it seems to put
all of your electrical eggs in one basket. Like Bob says, if the system
gets sick, it must come out - thus grounding (electrical pun intended;) your
airplane - while the system travels back and forth to the factory for
repair.
I think that you probably get a lot of bang but you also put up a lot of
bucks - I just don't see the value - but then again I'm capable of designing
& building my own system. Someone without that skill set may see it
differently.
I would like to hear from someone who is knowledgeable about VP's
features/benefits discuss why they think those system are better, stronger,
faster. I might learn something.
-Jeff
_____
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Robert L.
Nuckolls, III
Sent: Saturday, July 30, 2011 22:50
Subject: Re: AeroElectric-List: More FUD (Fear Uncertainty and Doubt)?
At 08:48 PM 7/30/2011, you wrote:
Bob, a number of manufacturers state in their installation manuals (Garmin -
GTN 650, PS Engineering - PS9000EX) that the use of push-pull circuit
breakers is required, and that the breakers "be readily accessible to the
pilot." Based on your recommendation I intend to use fuses, for simplicity
and cost. What's your view on the matter? I'm reluctant to go against a
manufacturer's recommendation/requirement, but don't want to do it blindly
either.
Black box designers are not systems designers.
Further, their products are generally tested
to meet performance and environmental specifications
that are never called upon to 'test the efficacy
of protection for power feeders.' In other
words, it's none of their business. If their
devices were being installed in an airplane
fitted with a VP system . . . or an airplane
like the Eclipse, there are no pullable
breakers.
Do these same folks insist on an Avionics
Master Switch?
Bottom line is that the authors of their
installation manuals are more lawyer than
engineer.
As long as I'm asking, what's your view on the VPX-PRO? I was initially
attracted to it, but thought better of it for a number of reasons (much
higher cost than fuses, support issues if Vertical Power goes away,
electronic interface to reset an ECB (i.e. complexity?), single power bus,
etc.). Plus, I'n not sure if the added benefits of their systems exceed the
negatives. I'd be interested in your opinion.
What is your return on investment? Lighter
airplane, faster airplane, lower fuel
consumption? Yes, lots of nice nic-nacs
but are you a PILOT or someone who would
rather just be along for a nice ride?
If you have a fuse/breaker/switch system,
you know where every part comes from and what
spares will cost you for repairs. If the VP
system gets a cold, your airplane is down
while the factory repairs it. It uses software
you didn't write, parts you didn't buy and
couldn't replace even if you had them . . .
'cause you don't understand it.
I just don't see that the VP products are
in synchronization for why we choose to
built our own airplanes as opposed to paying
factory prices. Certainly cost/performance
ratio is a strong driver and I don't see
how a VP product fits that recipe for success.
Bob . . .
________________________________________________________________________________
| From: | Jae Chang <jc-matronics_aeroelectric(at)jline.com> |
| Subject: | Re: Permanet Splicing RG400 |
Wow, thank you Bob for that detailed explanation. Now that I have the
"how" I have to decide if it's worth it.
Just checked on the price of RG400, and it seems to be around $2.50/ft.
Egads! I swear that is 2x more than what i paid for my original order
just a year ago!? That's $33 savings if i can splice the coax myself. :D
Jae
RV-10
________________________________________________________________________________
| Subject: | Alternator Contactor |
| From: | Dennis Ramsey <doramsey(at)gmail.com> |
At Oshkosh, I sat in on an "electrical system design" forum. The presenter
at the end presented there little box that they sell with all the
contactors, fuses, and overvoltage protection in it. One of the contactors
was an "alternator contactor". So I decided to stop by their booth and ask
questions. Here is our conversation:
Why do you need an alternator contactor? The field is going to be 5 amps
or less, you can use a switch for that. "Our contactor is on the alternator
output". Why do you need that, once you kill the field its going to shut
down the alternator? "You can still have a run away alternator with the
field shut off" Hmmm.
So my question is, can you really have a runaway alternator with the field
shut off? My B&C controller is focused on the field juice, and just
wondering how much risk I have of an issue.
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Alternator Contactor |
At 08:43 AM 8/2/2011, you wrote:
At Oshkosh, I sat in on an "electrical system design" forum. The
presenter at the end presented there little box that they sell with
all the contactors, fuses, and overvoltage protection in it. One of
the contactors was an "alternator contactor". So I decided to stop
by their booth and ask questions. Here is our conversation:
Why do you need an alternator contactor? The field is going to be 5
amps or less, you can use a switch for that. "Our contactor is on
the alternator output". Why do you need that, once you kill the
field its going to shut down the alternator? "You can still have a
run away alternator with the field shut off" Hmmm.
There is a exceedingly tiny chance that the alternator
designer didn't do his homework and the alternator develops
and internal short from field lead to some hot conductor
within. Saw this happen one time at Mooney . . . they
experienced an un-controllable runaway on a prototype
alternator they were testing.
So my question is, can you really have a runaway alternator with the
field shut off? My B&C controller is focused on the field juice, and
just wondering how much risk I have of an issue.
Chances of this happening in real life are
zero. Who is this organization? I'll send them
a couple of books.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Permanet Splicing RG400 |
At 06:45 PM 8/1/2011, you wrote:
>
>
> Wow, thank you Bob for that detailed explanation. Now that I have
> the "how" I have to decide if it's worth it.
>
>Just checked on the price of RG400, and it seems to be around
>$2.50/ft. Egads! I swear that is 2x more than what i paid for my
>original order just a year ago!? That's $33 savings if i can splice
>the coax myself. :D
Yeah, that stuff has gotten expensive . . . but
anything with copper in it has been given an excuse
to jump in price . . . even if copper is the least
expensive commodity in the product.
I'll poke around my surplus/used sources and see
if I can dig up some 400 at more attractive prices.
But for our purposes, the splice I described is
pretty easy to do and has no observable impact
on performance. For that matter, you could consider
RG58 for anything except GPS and Transponders.
That coax performed well for decades.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Permanet Splicing RG400 |
> I'll poke around my surplus/used sources and see
> if I can dig up some 400 at more attractive prices.
Don't forget eBay. For example, if your run is 9' or
less, you can buy something like this:
http://tinyurl.com/4x3a3na
which is pre-assembled with connectors. But it's $10
with free shipping. Cut the connectors off and install
your own.
Also, consider the modern Poly coax LMR400. It's larger
in diameter but connectors for it are easy to get.
It's losses at the high frequencies are on par with
the fancier stuff and a whole lot cheaper. If the
size is not a turn off for your particular application:
http://tinyurl.com/3k86rvm
Bob . . .
________________________________________________________________________________
| From: | "Stuart Hutchison" <stuart(at)stuarthutchison.com.au> |
| Subject: | Permanet Splicing RG400 |
G'day Bob,
I assume RG58 TNC/BNC connectors are fine for RG142, +142 or 400 coax? I
don't understand why TNC connectors are listed at Aircraft Spruce for
between $35 and $62 each, yet even silver-plated types are avaliable here in
Australia (from RS) for around $10-15. What am I missing please?
Cheers, Stu
________________________________________________________________________________
| From: | Bill Watson <Mauledriver(at)nc.rr.com> |
| Subject: | Re: Batteries: To fly . . . or not to fly . . . that |
IS the question.
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Permanet Splicing RG400 |
At 06:35 AM 8/3/2011, you wrote:
>G'day Bob,
>
>I assume RG58 TNC/BNC connectors are fine for RG142, +142 or 400 coax?
Yes.
> I don't understand why TNC connectors are listed at Aircraft
> Spruce for between $35 and $62 each, yet even silver-plated types
> are avaliable here in Australia (from RS) for around $10-15. What
> am I missing please?
Not a thing. There are coax connectors that are
essentially interchangeable but built and qualified
to different specifications . . . which for our
purposes doesn't matter. Prices on identical connectors
can vary widely too depending on the supplier's
volume, expertise and target customer base.
When we added those connectors to our wesite catalog
many moons back, I think I bought them in 100 lots
for something on the order of 95 cents and sold them
for $2. The exact came connector was commonly offered
at $3.50 in single lots. But if you bought a mil-qualified
connector in small quantities, it could be pretty
breathtaking without being any 'better' for what you're
needing to do.
http://www.alliedelec.com/search/productdetail.aspx?SKU=7131150
http://www.alliedelec.com/search/productdetail.aspx?SKU=7131003
Bob . . .
________________________________________________________________________________
| From: | Matthew Schumacher <schu(at)schu.net> |
| Subject: | Questions about protecting the 4AWG wire in a remote |
battery installation.
List,
I looked through the book and searched the archives, but can't find an
answer to my question:
I want to mount the battery under the seat and the contactors on the
firewall. In order to do this I'll need to run 4awg wire about 6 feet.
From the master contactor I'll run another 4awg wire to the starter
contactor and I'll terminate my panel feed directly onto the master
contactor.
I don't see any circuit protection in any of the drawings, but it feels
wrong to not have a wire that large running that distance unprotected.
Would be be ok to build a fusible link out of some 6awg wire that is
only 3" long or would that cause to much voltage drop for the starter?
Another option is to mount the contactors under the seat with the
battery and run a 10awg wire up to the panel and install a fusible link
on that wire. Is that more reasonable? I really don't want to mount a
breaker under the seat because I don't want any critical part of the
electrical system hidden from the pilot's view. I suppose I could mount
a fuse, but I'm concerned that a fuse failure can take out my panel.
Perhaps a slow blow fuse?
Thanks,
schu
________________________________________________________________________________
| From: | "William Slaughter" <william_slaughter(at)att.net> |
| Subject: | Questions about protecting the 4AWG wire in a remote |
battery installation.
The master and starter contactors do not need to be in the same place. Most
rear battery RVs have the master contactor at the rear right next to the
battery and the starter contactor up on the firewall. That's the way I'm
doing my RV-8. Alternator output and "panel feed" wire terminate on the
"hot" side of the starter contactor.
William
-----Original Message-----
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Matthew
Schumacher
Sent: Thursday, August 04, 2011 1:00 PM
Subject: AeroElectric-List: Questions about protecting the 4AWG wire in a
remote battery installation.
List,
I looked through the book and searched the archives, but can't find an
answer to my question:
I want to mount the battery under the seat and the contactors on the
firewall. In order to do this I'll need to run 4awg wire about 6 feet.
From the master contactor I'll run another 4awg wire to the starter
contactor and I'll terminate my panel feed directly onto the master
contactor.
I don't see any circuit protection in any of the drawings, but it feels
wrong to not have a wire that large running that distance unprotected.
Would be be ok to build a fusible link out of some 6awg wire that is
only 3" long or would that cause to much voltage drop for the starter?
Another option is to mount the contactors under the seat with the
battery and run a 10awg wire up to the panel and install a fusible link
on that wire. Is that more reasonable? I really don't want to mount a
breaker under the seat because I don't want any critical part of the
electrical system hidden from the pilot's view. I suppose I could mount
a fuse, but I'm concerned that a fuse failure can take out my panel.
Perhaps a slow blow fuse?
Thanks,
schu
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Questions about protecting the 4AWG wire in a |
remote battery installation.
At 12:59 PM 8/4/2011, you wrote:
>
>List,
>
>I looked through the book and searched the archives, but can't find an
>answer to my question:
>
>I want to mount the battery under the seat and the contactors on the
>firewall. In order to do this I'll need to run 4awg wire about 6 feet.
> From the master contactor I'll run another 4awg wire to the starter
>contactor and I'll terminate my panel feed directly onto the master
>contactor.
>
>I don't see any circuit protection in any of the drawings, but it feels
>wrong to not have a wire that large running that distance unprotected.
You're right. That's why battery contactors are at the
battery . . . else they are not 'battery contactors'.
>Would be be ok to build a fusible link out of some 6awg wire that is
>only 3" long or would that cause to much voltage drop for the starter?
No . . . battery disconnect at the battery is a crash
safety idea . . . we don't run always-hot, high-current
feeders right of the battery in TC aircraft.
>Another option is to mount the contactors under the seat with the
>battery and run a 10awg wire up to the panel and install a fusible link
>on that wire.
Why not take the bus feeder off the starter contactor?
Bob . . .
________________________________________________________________________________
| Subject: | VHF Nav/GS Duplexer |
| From: | Jared Yates <email(at)jaredyates.com> |
I've been wondering lately about how I should provide glideslope input for my GNS430.
I saw several duplexing modules at the aeromart, but many of them had a
threaded connection instead of the usual BNC turn and lock. Are those threaded
connectors available, or should I look for a unit with BNC all around?
The other option that I've considered is making or buying a dedicated antenna,
though I'm not sure where I would put it. Would the elements need to be parallel
to the wingspan?
________________________________________________________________________________
| Subject: | Re: VHF Nav/GS Duplexer |
| From: | "DeWitt (Dee) Whittington" <dee.whittington(at)gmail.com> |
Jared,
We had the same dilemma for our 430W. At Oshkosh I too looked at the
diplexers in the AeroMart. I was not impressed. What I saw were three bags
holding 5 units each for $19 per bag. All appeared to have been removed from
Cessnas or Pipers, etc. Yes, super cheap, but I had no real idea whether
they would work properly and many had screw fittings or a combination of
screw and BNC. We wanted all BNC.
So I just went ahead and bought a new Comant CI-507 from Aircraft Spruce
(11-17980) and got free freight and a discount. My situation is different
from most. I have three partners in building a Sportsman, so we split all
costs four ways.
Dee
On Fri, Aug 5, 2011 at 11:00 AM, Jared Yates wrote:
> >
>
> I've been wondering lately about how I should provide glideslope input for
> my GNS430. I saw several duplexing modules at the aeromart, but many of them
> had a threaded connection instead of the usual BNC turn and lock. Are
> those threaded connectors available, or should I look for a unit with BNC
> all around?
>
> The other option that I've considered is making or buying a dedicated
> antenna, though I'm not sure where I would put it. Would the elements need
> to be parallel to the wingspan?
>
>
--
DeWitt Whittington
www.VirginiaFlyIn.org
Building Glasair Sportsman with 3 partners
________________________________________________________________________________
| From: | "The Kuffels" <kuffel(at)cyberport.net> |
| Subject: | Re: VHF Nav/GS Duplexer |
Jared,
<< I've been wondering lately about how I should provide glideslope input
for my GNS430. I saw several duplexing modules at the aeromart, but many of
them had a threaded connection instead of the usual BNC turn and lock. Are
those threaded connectors available, or should I look for a unit with BNC
all around? >>
The threaded connectors are available (see Mouser.com) but come in several
different types. You really need to know exactly what you need to get the
right one. Much better is to just get the BNC type. Chief seems to offer
the lowest price for the Comant CI-507 at about $130.
<< The other option that I've considered is making or buying a dedicated
antenna, though I'm not sure where I would put it. Would the elements need
to be parallel to the wingspan? >>
I put mine at the center top of my windshield, forward of a cross tube.
Don't even notice it is there when seated. While certainly optimum to have
the dipole parallel to the wing, it shouldn't be critical. Even end-on
(parallel to the fuselage) where dipoles have a null there should be enough
signal bouncing around to be functional. Try it and see.
Or better yet, for $6.00 in parts plus a small box and short piece of
coaxial cable make your own diplexer. See the attached diagram.
Tom Kuffel
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: VHF Nav/GS Duplexer |
At 10:00 AM 8/5/2011, you wrote:
>
>I've been wondering lately about how I should provide glideslope
>input for my GNS430. I saw several duplexing modules at the
>aeromart, but many of them had a threaded connection instead of the
>usual BNC turn and lock. Are those threaded connectors available,
>or should I look for a unit with BNC all around?
The ones that are threaded but same size as BNC are
probably TNC connectors . . . there threaded cousin
to the bayonet lock BNC. The connectors are readily
available.
The diplexers are offered by several companies. Here's
one by RA Miller
Emacs!
and offered by Aircraft Spruce for under $100
http://www.aircraftspruce.com/catalog/avpages/av570coup.php
The DIY splitter suggested by Jim Wier was posted by
Tom. This can be even simpler to make than what Jim
suggested. I've uses a BNC "T" adapter
Emacs!
which feeds the VOR signal through the top
of the 'tee'. Then there's an RF game to be
played off the branch with the 10pF capacitor
and a couple of BNC chassis connectors
Emacs!
and some long 4-40 screws. You end up with
a more compact and robust version of Jim's
coupler with a minimum of disruption of the
VOR feedline characteristics.
I've got a program working out at Hawker-Beech.
I'll see if I can get a prototype over to the
RF lab and optimize the dimesions of the
10 pF capacitor wiring.
Jim called out exactly 1" overall lead length
for the capacitor. That's because the capacitor
COMBINED with the inductance of the leads forms
a series resonant turned circuit that picks off
the glide slope signal for routing it to the
GS receiver.
Once those dimensions are developed, I can
publish a good DIY project. Or you can build
what Jim has already suggested. It works too.
>The other option that I've considered is making or buying a
>dedicated antenna, though I'm not sure where I would put it. Would
>the elements need to be parallel to the wingspan?
Generally, yes. What kind of airplane are we
talking about?
GS signals on approach are VERY strong. The
antenna can suffer huge indignities of missed
optimization and still get you down the pipe
in good shape.
Bob . . .
////
(o o)
===========o00o=(_)=o00o========
< Go ahead, make my day . . . >
< show me where I'm wrong. >
================================
________________________________________________________________________________
| Subject: | Re: VHF Nav/GS Duplexer |
| From: | Jared Yates <email(at)jaredyates.com> |
Thanks everyone, I'm intrigued by the DIY duplex option, assuming that I can
find the parts. I especially like Bob's idea of a design that minimizes
losses to the VHF signal, since that was my only motivation for a separate
GS antenna. The airplane is a Bearhawk, which is a tailwheel tube and
fabric fuselage with a aluminum skin from the instrument panel to the nose
bowl.
On Fri, Aug 5, 2011 at 9:24 PM, Robert L. Nuckolls, III <
nuckolls.bob(at)aeroelectric.com> wrote:
> At 10:00 AM 8/5/2011, you wrote:
>
> >
>
> I've been wondering lately about how I should provide glideslope input for
> my GNS430. I saw several duplexing modules at the aeromart, but many of them
> had a threaded connection instead of the usual BNC turn and lock. Are
> those threaded connectors available, or should I look for a unit with BNC
> all around?
>
>
> The ones that are threaded but same size as BNC are
> probably TNC connectors . . . there threaded cousin
> to the bayonet lock BNC. The connectors are readily
> available.
>
> The diplexers are offered by several companies. Here's
> one by RA Miller
>
> [image: Emacs!]
>
> and offered by Aircraft Spruce for under $100
>
> http://www.aircraftspruce.com/catalog/avpages/av570coup.php
>
>
> The DIY splitter suggested by Jim Wier was posted by
> Tom. This can be even simpler to make than what Jim
> suggested. I've uses a BNC "T" adapter
> [image: Emacs!]
>
> which feeds the VOR signal through the top
> of the 'tee'. Then there's an RF game to be
> played off the branch with the 10pF capacitor
> and a couple of BNC chassis connectors
>
> [image: Emacs!]
>
> and some long 4-40 screws. You end up with
> a more compact and robust version of Jim's
> coupler with a minimum of disruption of the
> VOR feedline characteristics.
>
> I've got a program working out at Hawker-Beech.
> I'll see if I can get a prototype over to the
> RF lab and optimize the dimesions of the
> 10 pF capacitor wiring.
>
> Jim called out exactly 1" overall lead length
> for the capacitor. That's because the capacitor
> COMBINED with the inductance of the leads forms
> a series resonant turned circuit that picks off
> the glide slope signal for routing it to the
> GS receiver.
>
> Once those dimensions are developed, I can
> publish a good DIY project. Or you can build
> what Jim has already suggested. It works too.
>
>
> The other option that I've considered is making or buying a dedicated
> antenna, though I'm not sure where I would put it. Would the elements need
> to be parallel to the wingspan?
>
>
> Generally, yes. What kind of airplane are we
> talking about?
>
> GS signals on approach are VERY strong. The
> antenna can suffer huge indignities of missed
> optimization and still get you down the pipe
> in good shape.
>
> **
>
> ** Bob . . .
> ////
> (o o)
> ===========o00o=(_)=o00o========
> < Go ahead, make my day . . . >
> < show me where I'm wrong. >
> ================================
>
>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: VHF Nav/GS Duplexer |
At 08:50 PM 8/5/2011, you wrote:
>Thanks everyone, I'm intrigued by the DIY duplex option, assuming
>that I can find the parts. I especially like Bob's idea of a design
>that minimizes losses to the VHF signal, since that was my only
>motivation for a separate GS antenna. The airplane is a Bearhawk,
>which is a tailwheel tube and fabric fuselage with a aluminum skin
>from the instrument panel to the nose bowl.
Okay, Cessna put tens of thousands of GS antennas just
above the compass centered on the windshield. A simple
dipole 17" long fed in the center with 50 ohm coax
will perform quite well.
We had a fancy, clear plastic molded housing that
contained a copper foil strip. A short length of RG174
(itty-bitty 50 ohm coax) fed the center and took the
feed-line under the windshield and upholstery trim. I think
it spliced onto RG58 to take the signal on to the
GS receiver.
If you can manage RG400's larger diameter, it would
be the material of choice for getting the GS signal
down to your panel mounted receiver.
I proposed a methodology for fabricating a GS antenna
in the chapter on antennas . . . but forget the toroid
cores . . . they add no observable value.
Bob . . .
////
(o o)
===========o00o=(_)=o00o========
< Go ahead, make my day . . . >
< show me where I'm wrong. >
================================
________________________________________________________________________________
| From: | Matthew Schumacher <schu(at)schu.net> |
| Subject: | Re: Questions about protecting the 4AWG wire in |
a remote battery installation.
On 08/05/2011 03:59 AM, Robert L. Nuckolls, III wrote:
>
>> Another option is to mount the contactors under the seat with the
>> battery and run a 10awg wire up to the panel and install a fusible link
>> on that wire.
>
> Why not take the bus feeder off the starter contactor?
>
>
> Bob . . .
Bob,
Seems like your solution is to put the battery contactor near the
battery, and the starter contactor on the firewall with the bus feeder
and alternator wired to that.
That is what I'll do, but doesn't that leave the 4awg wire between the
two contactors unprotected or will the battery contactor fail before the
wire does? Are you saying that this wire doesn't need to be protected
because it can be switched off by the pilot?
Thanks for the answers,
schu
________________________________________________________________________________
| Subject: | Re: VHF Nav/GS Duplexer |
| From: | Jared Yates <email(at)jaredyates.com> |
Would an antenna like that need a balun, and what kind of gap would be
acceptable between the two elements?
On Fri, Aug 5, 2011 at 11:36 PM, Robert L. Nuckolls, III <
nuckolls.bob(at)aeroelectric.com> wrote:
> nuckolls.bob(at)aeroelectric.com**>
>
>
> At 08:50 PM 8/5/2011, you wrote:
>
>> Thanks everyone, I'm intrigued by the DIY duplex option, assuming that I
>> can find the parts. I especially like Bob's idea of a design that minimizes
>> losses to the VHF signal, since that was my only motivation for a separate
>> GS antenna. The airplane is a Bearhawk, which is a tailwheel tube and
>> fabric fuselage with a aluminum skin from the instrument panel to the nose
>> bowl.
>>
>
> Okay, Cessna put tens of thousands of GS antennas just
> above the compass centered on the windshield. A simple
> dipole 17" long fed in the center with 50 ohm coax
> will perform quite well.
>
> We had a fancy, clear plastic molded housing that
> contained a copper foil strip. A short length of RG174
> (itty-bitty 50 ohm coax) fed the center and took the
> feed-line under the windshield and upholstery trim. I think
> it spliced onto RG58 to take the signal on to the
> GS receiver.
>
> If you can manage RG400's larger diameter, it would
> be the material of choice for getting the GS signal
> down to your panel mounted receiver.
>
> I proposed a methodology for fabricating a GS antenna
> in the chapter on antennas . . . but forget the toroid
> cores . . . they add no observable value.
>
>
> Bob . . .
> ////
> (o o)
> ===========o00o=(_)=o00o======**==
> < Go ahead, make my day . . . >
> < show me where I'm wrong. >
> ==============================**==
>
>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: VHF Nav/GS Duplexer |
At 08:00 AM 8/6/2011, you wrote:
>Would an antenna like that need a balun,
Technically, it is "best" . . . practically,
you wouldn't see any difference in performance
if it did not have one.
> and what kind of gap would be acceptable between the two elements?
. . . minimum practical. Actually, you can fabricate
a nifty antenna just from coax cable.
In this case, you clean off the outer jacket of your
feedline about 11". If it's a double shielded coax,
strip of the outer layer of shield too.
Pull center conductor out of the remaining shield
as illustrated here:
http://www.aeroelectric.com/articles/shldwire/shldwire.html
Stretch the center conductor and remaining
braid out into a dipole and trim each to 9.5"
per side.
Glue to 1/4" wood or plastic dowel 17" long. Just
spot it in a few places to fixture it on the dowel.
Then put pieces of heat shrink over each
leg of the dipole to "dress it up".
This technique eliminates the process-sensitive
and never pretty junction between antenna elements
an the feedline. It's all one piece.
Bob . . .
________________________________________________________________________________
| From: | Harley <harley(at)AgelessWings.com> |
| Subject: | Re: VHF Nav/GS Duplexer |
Bob...
A little inconsistency here...I think...the length of the antenna
elements and the dowel don't match.
Did you mean to cut the shield and center conductor to 8.5 inches
long each and use a 17 inch dowel, or to use a dowel 19 inches
long for the 9.5" element length?
Or leave two inches of the center of the coax unattached and
hanging at something like a "Y"? Or one inch of each element
hanging over each end of the dowel?
Harley
-----------------------------------------------------------------
> . . . minimum practical. Actually, you can fabricate
> a nifty antenna just from coax cable.
>
> In this case, you clean off the outer jacket of your
> feedline about 11". If it's a double shielded coax,
> strip of the outer layer of shield too.
>
> Pull center conductor out of the remaining shield
> as illustrated here:
>
> http://www.aeroelectric.com/articles/shldwire/shldwire.html
>
> Stretch the center conductor and remaining
> braid out into a dipole and trim each to 9.5"
> per side.
>
> Glue to 1/4" wood or plastic dowel 17" long. Just
> spot it in a few places to fixture it on the dowel.
> Then put pieces of heat shrink over each
> leg of the dipole to "dress it up".
>
> This technique eliminates the process-sensitive
> and never pretty junction between antenna elements
> an the feedline. It's all one piece.
>
> Bob . . .
>
________________________________________________________________________________
| Subject: | Re: VHF Nav/GS Duplexer |
| From: | Jared Yates <email(at)jaredyates.com> |
Awesome, that sounds like the best solution so far! I have some hefty
spanwise steel structure up at the top of the windshield. In this
application should I be worried about being close to those?
On Sat, Aug 6, 2011 at 9:20 AM, Robert L. Nuckolls, III <
nuckolls.bob(at)aeroelectric.com> wrote:
> nuckolls.bob(at)aeroelectric.com**>
>
> At 08:00 AM 8/6/2011, you wrote:
>
>> Would an antenna like that need a balun,
>>
>
> Technically, it is "best" . . . practically,
> you wouldn't see any difference in performance
> if it did not have one.
>
>
> and what kind of gap would be acceptable between the two elements?
>>
>
> . . . minimum practical. Actually, you can fabricate
> a nifty antenna just from coax cable.
>
> In this case, you clean off the outer jacket of your
> feedline about 11". If it's a double shielded coax,
> strip of the outer layer of shield too.
>
> Pull center conductor out of the remaining shield
> as illustrated here:
>
> http://www.aeroelectric.com/**articles/shldwire/shldwire.**html>
>
> Stretch the center conductor and remaining
> braid out into a dipole and trim each to 9.5"
> per side.
>
> Glue to 1/4" wood or plastic dowel 17" long. Just
> spot it in a few places to fixture it on the dowel.
> Then put pieces of heat shrink over each
> leg of the dipole to "dress it up".
>
> This technique eliminates the process-sensitive
> and never pretty junction between antenna elements
> an the feedline. It's all one piece.
>
> Bob . . .
>
>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Questions about protecting the 4AWG wire in |
a remote battery installation.
>Bob,
>
>Seems like your solution is to put the battery contactor near the
>battery, and the starter contactor on the firewall with the bus feeder
>and alternator wired to that.
Yes . . .
>That is what I'll do, but doesn't that leave the 4awg wire between the
>two contactors unprotected or will the battery contactor fail before the
>wire does? Are you saying that this wire doesn't need to be protected
>because it can be switched off by the pilot?
Exactly. These 'fat wires' are part of the power
distribution between major components and do not
represent an operational hazard for overload. The
artfully installed fat wire will not suffer a hard
fault that puts the wire at risk . . . it generally
is 'self clearing' and burns away the edge of any
former where the grommet has failed.
In a type certificated airplane, FAR23.1357
allows fat-wires to go 'un protected'. See:
http://www.aeroelectric.com/Reference_Docs/FAA/Part23_electrical_A.pdf
Bob . . .
////
(o o)
===========o00o=(_)=o00o========
< Go ahead, make my day . . . >
< show me where I'm wrong. >
================================
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: VHF Nav/GS Duplexer |
At 08:41 AM 8/6/2011, you wrote:
>Bob...
>
>A little inconsistency here...I think...the length of the antenna
>elements and the dowel don't match.
>
>Did you mean to cut the shield and center conductor to 8.5 inches
>long each and use a 17 inch dowel, or to use a dowel 19 inches long
>for the 9.5" element length?
>
>Or leave two inches of the center of the coax unattached and hanging
>at something like a "Y"? Or one inch of each element hanging over
>each end of the dowel?
No, stretch the whole thing out on a dowel of appropriate
length . . . in this case the 9.5" was a typo, should
be 8.5" and 17" overall. Thanks for the heads-up!
Bob . . .
////
(o o)
===========o00o=(_)=o00o========
< Go ahead, make my day . . . >
< show me where I'm wrong. >
================================
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: VHF Nav/GS Duplexer |
At 08:43 AM 8/6/2011, you wrote:
>Awesome, that sounds like the best solution so far! I have some
>hefty spanwise steel structure up at the top of the windshield. In
>this application should I be worried about being close to those?
Technically, yes. Ignore them for now. Space away as far
as sensibilities and craftsmanship will allow and give
it a try. Close proximity of the conductive structure will
electrically lengthen the antenna . . . so after installation
the purist would trim to new resonance after installation.
In this case, I don't think it's going to make much operational
difference.
Bob . . .
////
(o o)
===========o00o=(_)=o00o========
< Go ahead, make my day . . . >
< show me where I'm wrong. >
================================
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
I made a good buy on a wad of RG400 cable assemblies.
I'll be offering RG-400 cut to length with connectors
installed for $1.50/ft. Some long lengths (~10' or longer)
may be supplied with a mated pair of SMA crimp connnectors
to splice two shorter lengths. Connector choices will
include BNC cable male, BNC cable female, SMA cable male
and SMA cable female.
Will let the List know when the product is listed on
the website catalog.
Bob . . .
////
(o o)
===========o00o=(_)=o00o========
< Go ahead, make my day . . . >
< show me where I'm wrong. >
================================
________________________________________________________________________________
| From: | "Fulgham" <folgie(at)comcast.net> |
| Subject: | All you can eat buffets |
Subject: All you can eat buffets
All you can eat buffets - HYSTERICAL, especially the part
about Indian food.
His humor is off the wall! This is the epitome of a good
humorous speech without a bit of nasty language from a comedian. Talk
about using his body as a visual aid! Great!
ALL-YOU-CAN-EAT BUFFETS: click below.
http://www.stumbleupon.com/su/1B4AZI
--
________________________________________________________________________________
| From: | rayj <raymondj(at)frontiernet.net> |
| Subject: | Re: All you can eat buffets |
Please do not send me items which do not pertain to aircraft electronics
or electrical systems.
Raymond Julian
Kettle River, MN
"And you know that I could have me a million more friends,
and all I'd have to lose is my point of view." - John Prine
On 08/06/2011 06:27 PM, Fulgham wrote:
> *Subject:* All you can eat buffets
>
>
> All you can eat buffets - HYSTERICAL, especially the part about Indian food.
>
> His humor is off the wall! This is the epitomeof a good humorous speech
> without a bit of nasty language from a comedian. Talk about using his
> body as a visual aid! Great!
>
> *ALL-YOU-CAN-EAT BUFFETS: click below.*
>
> http://www.stumbleupon.com/su/1B4AZI
>
>
> --
>
>
>
> FREE Animations for your email - by IncrediMail! Click Here!
> <http://www.incredimail.com/?id=619263&did=10500&ppd=2723,201107241428,9,1,603980311805460181&rui=125498726&sd 110806>
>
________________________________________________________________________________
| From: | rayj <raymondj(at)frontiernet.net> |
| Subject: | Re: All you can eat buffets |
Sorry list, I intended to send this to the person who sent it to me.
Apologies to all.
Raymond Julian
Kettle River, MN
"And you know that I could have me a million more friends,
and all I'd have to lose is my point of view." - John Prine
On 08/06/2011 11:46 PM, rayj wrote:
>
> Please do not send me items which do not pertain to aircraft electronics
> or electrical systems.
>
> Raymond Julian
> Kettle River, MN
>
> "And you know that I could have me a million more friends,
> and all I'd have to lose is my point of view." - John Prine
>
> On 08/06/2011 06:27 PM, Fulgham wrote:
>> *Subject:* All you can eat buffets
>>
>>
>> All you can eat buffets - HYSTERICAL, especially the part about Indian
>> food.
>>
>> His humor is off the wall! This is the epitomeof a good humorous speech
>> without a bit of nasty language from a comedian. Talk about using his
>> body as a visual aid! Great!
>>
>> *ALL-YOU-CAN-EAT BUFFETS: click below.*
>>
>> http://www.stumbleupon.com/su/1B4AZI
>>
>>
>>
>>
>> --
>>
>>
>>
>> FREE Animations for your email - by IncrediMail! Click Here!
>> <http://www.incredimail.com/?id=619263&did=10500&ppd=2723,201107241428,9,1,603980311805460181&rui=125498726&sd 110806>
>>
>>
>
>
________________________________________________________________________________
| From: | Paul McAllister <l_luv2_fly(at)yahoo.com> |
| Subject: | Pressure transducer for airspeed |
Hi All,=0A=0ACould some offer a recommendation for a suitable pressure tran
sducer to measure airspeed.- The intended use is to read is with an ADC /
Pic Micro along with a few other parameters so I can automate my cowl open
ing / closing, and perhaps a few other functions such as gear up warning.
=0A=0AThanks,- Paul=0A
________________________________________________________________________________
| From: | "Richard E. Tasker" <retasker(at)optonline.net> |
| Subject: | Re: Pressure transducer for airspeed |
Silicon Microstructures Inc. makes a nice sensor that can be used for this. The
SM5882 is available in 0.6 and 1.5 psi full scale versions (depending on what
the maximum speed you want to measure).
These are fully conditioned sensors with both analog and digital output. You would
use the differential version which you can use directly with the pitot and
static inputs to get IAS.
Well, not IAS from the pressure sensor. You get the difference between pitot and
static pressures that can be converted into IAS with the following equations:
Airspeed = ((5.0 * (((((PitotPressure - StaticPressure) / 1013.25) + 1) ^ (2.0
/ 7.0)) - 1.0)) ^ 0.5) * 661.48 (where the pressure units are millibar)
or
Airspeed = ((5.0 * (((((PitotPressure - StaticPressure) / 14.69) + 1) ^ (2.0 /
7.0)) - 1.0)) ^ 0.5) * 661.48 (where the pressure units are psi)
If you want to save a bit of money and do all the A/D yourself they also make the
SM5652, although the calibration accuracy is not quite as good as the above
sensors.
To get TAS you would have to have some way of measuring outside pressure (static
pressure) separately. They do make a version (SM5822) that will do that.
Dick Tasker
Paul McAllister wrote:
> Hi All,
>
> Could some offer a recommendation for a suitable pressure transducer to measure
airspeed. The intended use is to read is with an ADC / Pic Micro along with
a few other parameters so I can automate
> my cowl opening / closing, and perhaps a few other functions such as gear up
warning.
>
> Thanks, Paul
> *
>
>
> *
--
Please Note:
No trees were destroyed in the sending of this message. We do concede, however,
that a significant number of electrons may have been temporarily inconvenienced.
--
________________________________________________________________________________
| From: | Ken <klehman(at)albedo.net> |
| Subject: | Re: Pressure transducer for airspeed |
Might also be worth looking at the line of sensors similar to the
MPX5050DP-ND that I used for an instrument vacuum sensor. They have ones
suitable for airspeed if a 0 to 5 volt output is adequate or the
microprocessor already has an ADC in it.
Sparkfun.com is also a good resource for such projects.
Ken
On 8/7/2011 8:08 PM, Richard E. Tasker wrote:
>
>
> Silicon Microstructures Inc. makes a nice sensor that can be used for
> this. The SM5882 is available in 0.6 and 1.5 psi full scale versions
> (depending on what the maximum speed you want to measure). These are
> fully conditioned sensors with both analog and digital output. You would
> use the differential version which you can use directly with the pitot
> and static inputs to get IAS.
>
> Well, not IAS from the pressure sensor. You get the difference between
> pitot and static pressures that can be converted into IAS with the
> following equations:
> Airspeed = ((5.0 * (((((PitotPressure - StaticPressure) / 1013.25) + 1)
> ^ (2.0 / 7.0)) - 1.0)) ^ 0.5) * 661.48 (where the pressure units are
> millibar)
> or
> Airspeed = ((5.0 * (((((PitotPressure - StaticPressure) / 14.69) + 1) ^
> (2.0 / 7.0)) - 1.0)) ^ 0.5) * 661.48 (where the pressure units are psi)
>
> If you want to save a bit of money and do all the A/D yourself they also
> make the SM5652, although the calibration accuracy is not quite as good
> as the above sensors.
>
> To get TAS you would have to have some way of measuring outside pressure
> (static pressure) separately. They do make a version (SM5822) that will
> do that.
>
> Dick Tasker
>
> Paul McAllister wrote:
>> Hi All,
>>
>> Could some offer a recommendation for a suitable pressure transducer
>> to measure airspeed. The intended use is to read is with an ADC / Pic
>> Micro along with a few other parameters so I can automate my cowl
>> opening / closing, and perhaps a few other functions such as gear up
>> warning.
>>
>> Thanks, Paul
>> *
>>
>>
>> *
>
________________________________________________________________________________
| From: | David <ainut(at)knology.net> |
| Subject: | Re: Pressure transducer for airspeed |
I use the AMD 494/495. Freescale also has some newer models that are
even better, which I'm using for MAP, etc.
David M.
Paul McAllister wrote:
> Hi All,
>
> Could some offer a recommendation for a suitable pressure transducer
> to measure airspeed. The intended use is to read is with an ADC / Pic
> Micro along with a few other parameters so I can automate my cowl
> opening / closing, and perhaps a few other functions such as gear up
> warning.
>
> Thanks, Paul
> *
>
>
> *
--
If you're an American, just say NO to the Obamanation, to socialism, and get rid
of Soros.
...democracy and a republic can function only in a firm partnership with morality
and religion. -- John Adams. Indeed. Same should be said for ANY type of
gubmnt
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: De-sulfating Question |
>
>Are you familiar with some of the companies touting their battery
>de-sulfaters? Is this process a hoax, or what is the story behind
>these things? I don't find any questions or answers in the
>archives, but this enquiring mind wants to know.
My earlier reply to this was somewhat hurried . . . I think
I was on my way out the door.
The art, science and alchemy of battery restoration
is as old as the battery itself. I recall seeing ads
in the back of Popular Mechanics when I was a kid
advertising various pills, potions and notions that
would "make your battery last 10x longer" or "bring
new life to a dead battery."
When somebody asked why folks who know more about
batteries than anybody (the manufacturers) didn't
offer such products, the standard saw was, "Well . . .
those guys just want to sell more batteries . . . so
they design-in a certain service life. It just would
not do to have an off-the-shelf battery routinely deliver
10 years of service. That would put them out of the battery
business."
Of course, hundreds of honorable suppliers of goods
and services put that myth to rest by being the very
best at what they knew how to do with every intention
of capturing the majority of market share. It
doesn't compute that a super-whippy manufacturer of
batteries doesn't go for the gold.
Which brings up another thought: If you do have
the ultimate success in any process or product,
then to protect your $millions$ in profits, you
spend some portion of those $millions$ to patent
and then hire lawyers to defend those patents.
So, upon getting the first whiff of the odor
of snake oil one of the first places to go look
is at freepatentsoline.com or some similar
service. I've found several devices of one flavor
or another which propose to recover a dead battery,
make good batteries last longer, etc. Of course,
being awarded a patent only says your idea is
different from all others similarly recorded
in the patent office . . . in no way is it an
endorsement of the idea's functionality.
As best I can determine, de-sulfaters are the
latest pass at parting the uneducated consumer
from his/her money. But that doesn't keep them
from being very popular topics on websites and
Internet forums. Nearly all sources will yield
some story about having "recovered" a trashed
battery.
But to date, I've see NO data that compares
the recovered battery with performance of the
new battery in terms of energy stored. Given
that batteries in our airplanes are picked,
maintained and replaced to achieve certain energy
storage design goals, the idea of stroking an
abused or otherwise poor performing battery
with the idea that I'm going to fly it some more
. . . . well, you get the picture.
Now, if this is a battery for your bass boat
or riding lawn mower, feel free to experiment
to your own satisfaction . . . and do let
us know what, if anything, you discover.
Bob . . .
________________________________________________________________________________
| From: | "David Lloyd" <skywagon(at)charter.net> |
| Subject: | Re: De-sulfating Question |
I am of the mind that when a acid chemical battery de-sulfates, its lead
plate compound changes chemistry, and sloughs off to the cell floor.
Once in this condition or state, it is non-reversible.
The only way that I know to maintain a wet chemical acid battery for
it's longest life is to never let it get to the "state" where the lead
plates essentially decompose; sulfates.
Thus, the need to keep it charged always above a certain level.
Mostly in the dark past, we attach trickle charges and the like to the
battery and then walk away from it and forget to time the charging
period. Thus, it over-charges soon and that causes life shorting states
also.
Now, comes along the small battery charges called "Maintainers". Bob
and others have spoken of these chargers many times. They are
semi-smart in that they will charge like a standard trickle charger to
some set voltage potential and then, stop the charge and "float" a
voltage potential at some set level, usually a tad under the trickle
stop point. And, there they will happily maintain that float voltage on
the battery forever. Assuming that no cell in the battery is corrupted,
this method probably will give you max life from a battery.
Personally, after every flight, I connect a maintainer to the battery
and it stays there until the next flight. My Gill and Concord batteries
seem to last forever.....
....2 cents of comment...
Dave
-------------------------------------------------------------------------
-------
----- Original Message -----
From: Robert L. Nuckolls, III
To: aeroelectric-list(at)matronics.com
Sent: Monday, August 08, 2011 8:32 AM
Subject: AeroElectric-List: Re: De-sulfating Question
Are you familiar with some of the companies touting their battery
de-sulfaters? Is this process a hoax, or what is the story behind these
things? I don't find any questions or answers in the archives, but this
enquiring mind wants to know.
My earlier reply to this was somewhat hurried . . . I think
I was on my way out the door.
The art, science and alchemy of battery restoration
is as old as the battery itself. I recall seeing ads
in the back of Popular Mechanics when I was a kid
advertising various pills, potions and notions that
would "make your battery last 10x longer" or "bring
new life to a dead battery."
When somebody asked why folks who know more about
batteries than anybody (the manufacturers) didn't
offer such products, the standard saw was, "Well . . .
those guys just want to sell more batteries . . . so
they design-in a certain service life. It just would
not do to have an off-the-shelf battery routinely deliver
10 years of service. That would put them out of the battery
business."
Of course, hundreds of honorable suppliers of goods
and services put that myth to rest by being the very
best at what they knew how to do with every intention
of capturing the majority of market share. It
doesn't compute that a super-whippy manufacturer of
batteries doesn't go for the gold.
Which brings up another thought: If you do have
the ultimate success in any process or product,
then to protect your $millions$ in profits, you
spend some portion of those $millions$ to patent
and then hire lawyers to defend those patents.
So, upon getting the first whiff of the odor
of snake oil one of the first places to go look
is at freepatentsoline.com or some similar
service. I've found several devices of one flavor
or another which propose to recover a dead battery,
make good batteries last longer, etc. Of course,
being awarded a patent only says your idea is
different from all others similarly recorded
in the patent office . . . in no way is it an
endorsement of the idea's functionality.
As best I can determine, de-sulfaters are the
latest pass at parting the uneducated consumer
from his/her money. But that doesn't keep them
from being very popular topics on websites and
Internet forums. Nearly all sources will yield
some story about having "recovered" a trashed
battery.
But to date, I've see NO data that compares
the recovered battery with performance of the
new battery in terms of energy stored. Given
that batteries in our airplanes are picked,
maintained and replaced to achieve certain energy
storage design goals, the idea of stroking an
abused or otherwise poor performing battery
with the idea that I'm going to fly it some more
. . . . well, you get the picture.
Now, if this is a battery for your bass boat
or riding lawn mower, feel free to experiment
to your own satisfaction . . . and do let
us know what, if anything, you discover.
Bob . . .
________________________________________________________________________________
| From: | "Scott B." <chemeagle(at)verizon.net> |
| Subject: | Antenna ground plane and nearby cables |
I have a composite aircraft (Glastar) with batteries in tailcone. #2 cables run
to the starter and a #8 wire from the alternator run along a channel through
the baggage compartment. I want to install a quarter wave antenna (and associated
ground plane) right underneath all those cables.
Is this a stupid thing to do?
Scott
________________________________________________________________________________
| From: | Ken <klehman(at)albedo.net> |
| Subject: | Re: De-sulfating Question |
From my experience a desulfater might help a bit on old flooded cell
tractor and generator batteries if used occasionally. However even a
small desulfater seems to cause my AGM batteries to vent. I can actually
hear the valve puff out gas every few minutes.
Ken
On 8/8/2011 11:32 AM, Robert L. Nuckolls, III wrote:
>>
>> Are you familiar with some of the companies touting their battery
>> de-sulfaters? Is this process a hoax, or what is the story behind
>> these things? I dont find any questions or answers in the archives,
>> but this enquiring mind wants to know.
>
> My earlier reply to this was somewhat hurried . . . I think
> I was on my way out the door.
>
> The art, science and alchemy of battery restoration
> is as old as the battery itself. I recall seeing ads
> in the back of Popular Mechanics when I was a kid
> advertising various pills, potions and notions that
> would "make your battery last 10x longer" or "bring
> new life to a dead battery."
>
> When somebody asked why folks who know more about
> batteries than anybody (the manufacturers) didn't
> offer such products, the standard saw was, "Well . . .
> those guys just want to sell more batteries . . . so
> they design-in a certain service life. It just would
> not do to have an off-the-shelf battery routinely deliver
> 10 years of service. That would put them out of the battery
> business."
>
> Of course, hundreds of honorable suppliers of goods
> and services put that myth to rest by being the very
> best at what they knew how to do with every intention
> of capturing the majority of market share. It
> doesn't compute that a super-whippy manufacturer of
> batteries doesn't go for the gold.
>
> Which brings up another thought: If you do have
> the ultimate success in any process or product,
> then to protect your $millions$ in profits, you
> spend some portion of those $millions$ to patent
> and then hire lawyers to defend those patents.
>
> So, upon getting the first whiff of the odor
> of snake oil one of the first places to go look
> is at freepatentsoline.com or some similar
> service. I've found several devices of one flavor
> or another which propose to recover a dead battery,
> make good batteries last longer, etc. Of course,
> being awarded a patent only says your idea is
> different from all others similarly recorded
> in the patent office . . . in no way is it an
> endorsement of the idea's functionality.
>
> As best I can determine, de-sulfaters are the
> latest pass at parting the uneducated consumer
> from his/her money. But that doesn't keep them
> from being very popular topics on websites and
> Internet forums. Nearly all sources will yield
> some story about having "recovered" a trashed
> battery.
>
> But to date, I've see NO data that compares
> the recovered battery with performance of the
> new battery in terms of energy stored. Given
> that batteries in our airplanes are picked,
> maintained and replaced to achieve certain energy
> storage design goals, the idea of stroking an
> abused or otherwise poor performing battery
> with the idea that I'm going to fly it some more
> . . . . well, you get the picture.
>
> Now, if this is a battery for your bass boat
> or riding lawn mower, feel free to experiment
> to your own satisfaction . . . and do let
> us know what, if anything, you discover.
>
> Bob . . .
>
>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: De-sulfating Question |
At 12:07 PM 8/8/2011, you wrote:
I am of the mind that when a acid chemical battery de-sulfates, its
lead plate compound changes chemistry, and sloughs off to the cell
floor. Once in this condition or state, it is non-reversible.
The only way that I know to maintain a wet chemical acid battery for
it's longest life is to never let it get to the "state" where the
lead plates essentially decompose; sulfates. Thus, the need to keep
it charged always above a certain level.
Another claim made by some battery rejuvenation processes
is based on idea that large crystals of sulfate (low
surface area) can be broken up by hitting the crystals
with pulses of RF energy (in the 5 MHz range as I recall).
Mostly in the dark past, we attach trickle charges and the like to
the battery and then walk away from it and forget to time the
charging period. Thus, it over-charges soon and that causes life
shorting states also.
That worked with some success on wet batteries
where water lost to disassociation can be replaced.
Now, comes along the small battery charges called "Maintainers". Bob
and others have spoken of these chargers many times. They are
semi-smart in that they will charge like a standard trickle charger
to some set voltage potential and then, stop the charge and "float" a
voltage potential at some set level, usually a tad under the trickle
stop point. And, there they will happily maintain that float voltage
on the battery forever. Assuming that no cell in the battery is
corrupted, this method probably will give you max life from a battery.
While I was still full time at HBC, I had an array
of SVLA batteries that I used for sundry instrumentation
tasks. 2Ah up to 32 Ah devices. ALL were happily maintained
in parallel on one maintainer. My 32 Ah beast still tested
at over 25 Ah for a 5A load when I scrapped it. It was
over ten years old.
Personally, after every flight, I connect a maintainer to the battery
and it stays there until the next flight. My Gill and Concord
batteries seem to last forever.....
....2 cents of comment...
More than 2 cents . . . a report on a recipe for
success.
Another demonstrated recipe for success is the dead-battery
recovery (conditioning charge) that Concorde calls out
in their manuals. Do a constant current charge at 1/10C
and continue to charge until the battery has been above
15.5 (or 31.0) volts for 4 hours. This is an obvious
'overcharge' condition that may recover a battery to minimum
capacity for service . . . but shorten the overall life
of the battery. But then, without the conditioning charge
the battery is scrap anyhow.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: De-sulfating Question |
At 07:19 PM 8/8/2011, you wrote:
>
> From my experience a desulfater might help a bit on old flooded
> cell tractor and generator batteries if used occasionally. However
> even a small desulfater seems to cause my AGM batteries to vent. I
> can actually hear the valve puff out gas every few minutes.
Wow . . . if it's driving water off, that's a high
energy process. I've not encountered any devices claiming
to de-sulfate a battery that were anything close to
those energy levels.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Antenna ground plane and nearby cables |
At 06:19 PM 8/8/2011, you wrote:
>
>
>I have a composite aircraft (Glastar) with batteries
two batteries? Why so many in this
class airplane?
> . . . in tailcone. #2 cables run to the starter and
>a #8 wire from the alternator
Alternator feed wire would normally
not run in this bundle. You can tie
it to the starter contactor under
the cowl.
> . . . run along a channel through the baggage compartment.
>I want to install a quarter wave antenna (and associated
>ground plane) right underneath all those cables.
>
>Is this a stupid thing to do?
No, antennas on the outside of the airplane
sitting on an existing groundplane (skin
or tubular structure) or manufactured ground-
plane are not influenced by adjacent wires
on the other side of the groundplane.
Bob . . .
________________________________________________________________________________
| Subject: | Re: Antenna ground plane and nearby cables |
| From: | "jonlaury" <jonlaury(at)impulse.net> |
> No, antennas on the outside of the airplane
> sitting on an existing groundplane (skin
> or tubular structure) or manufactured ground-
> plane are not influenced by adjacent wires
> on the other side of the groundplane.
>
Bob, I mounted my xpdr antenna on a 6" diameter ground plane inside my composite
plane. The tail strobe wire is about 12" away from the antenna. Would you expect
problems with this installation?
John
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=349111#349111
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Antenna ground plane and nearby cables |
At 09:15 AM 8/10/2011, you wrote:
>
>
> > No, antennas on the outside of the airplane
> > sitting on an existing groundplane (skin
> > or tubular structure) or manufactured ground-
> > plane are not influenced by adjacent wires
> > on the other side of the groundplane.
> >
>
>
>Bob, I mounted my xpdr antenna on a 6" diameter ground plane inside
>my composite plane. The tail strobe wire is about 12" away from the
>antenna. Would you expect problems with this installation?
Define "problems". There will be an effect.
Whether strong enough to offer an observable
difference is subject to much conjecture and
discussion . . . but never quantified without
competent analysis, accurately measured
experimentation or both.
Not trying to be obtuse . . . even the 'big
guys' know few facts that go to your question.
Education is expensive and they're so busy
fighting big fires that mundane details
like performance anomalies in antenna installations
take a distant back seat.
This has been known to come back and 'bite'
in expensive and embarrassing ways later. I
could expound on those war-stories for hours.
Bottom line is, try it. Make notes of situations
where ATC says your transponder is intermittent
or unreadable under conditions where you believe
it shouldn't be a problem. Competent observation
and connection of the dots will out-weigh any
amount of supposition/conjecture on the forums.
But if it worries you, then do the legacy hang-
it-out-the-bottom installation that has proven
to be the best-we-know-how-to-do.
Bob . . .
________________________________________________________________________________
| From: | "Jay Hyde" <jay(at)horriblehyde.com> |
| Subject: | Around the world again... |
Hi there everyone,
A couple of years ago two mates of mine, Mike Blyth and James Pitman, flew
from Johannesburg, South Africa to Oshkosh, Wisconsin, USA and then
continued around the world back to SA. The flight was an epic and record
breaking one involving two 20+hour crossings over the Atlantic and Pacific
oceans. The flew around the world in 38 days in a light sport aircraft that
they had designed and built, with the aim of selling these as kits or ready
built aircraft. Their aircraft, called the Sling, is a 2 seater, low wing,
all aluminium aircraft powered by a Rotax 912 engine which proved its
reliability over the long over water stretches of the trip.
Two years later, and some 27 orders of aircraft later, they and their new
business partner, Jean Dasonville, are now doing it all again; this time
from west to east - but now in their new 4 seater, christened, 'Silver
Bullit', which is an enlarged version of their 2 seater, comfortably seating
4. They took off from Johannesburg on Sunday, headed for Reunion Island,
with their 450 litre tanks (the whole leading edges of each wing are fuel
tanks) filled to the brim. They landed safely and will take off on their
next leg tomorrow morning at 4am SA time- this time a 24 hour flight to
Colombo, Sri Lanka. They had planned to stop off at the Maldives on the way
but there is only 80 octane MOGAS available in the Maldives so they are
going to try and push through.
Its an epic adventure; iced wings on the first night and now extended legs
because of fuel availability..
If you would like to read more about it have a look at
http://www.airplanefactory.co.za/sling4atw_news.asp
Jay Hyde
South Africa
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
HH Enterprises
* Aircraft assembly, repair, wiring and avionics
* Flight instruction
* General and Electrical Engineering services
(NHD Elec Eng, BTech Elec Eng, GDE ELec Eng)
* Great dinner parties and conversation
* General adventuring, climbing, kayaking and living
Blog: www.rawhyde.wordpress.com
Cel: 083 300 8675
Email: jay(at)horriblehyde.com
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
________________________________________________________________________________
| From: | Matthew Schumacher <schu(at)schu.net> |
| Subject: | Wire size question for Z13/8. |
Bob,
I'm looking at Z13/8 getting ready to order wire. I'm looking at the
wire sizes and noticed that the drawing calls for 20awg for the starter
contactor switch and 22awg for the battery contactor switch. Why is
this? Is it because the starter contactor draws more current? Or
perhaps the run is longer?
Thanks,
schu
________________________________________________________________________________
| Subject: | Stop nuts one terminal studs? |
| From: | "messydeer" <messydeer(at)yahoo.com> |
Hi!
I have a 3/16 to 1/4" studs on my battery, battery contactor, starter contactor
and ground posts. Some came with simple jam-type nuts with a split ring washer.
What type of nuts and washers should I use FWF? I've got MS21042-3 and -4 that
would work for some. Others are metric and wold need a separate lock washer
of sorts.
Thanks!
--------
Dan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=349196#349196
________________________________________________________________________________
| Subject: | Re: Wire size question for Z13/8. |
| From: | Bob Meyers <bobmeyers(at)meyersfamily.org> |
Different Bob, but yes, the starter contractor draws much more than the battery
contractor. Typical draw of a starter contractor is around five amps vs. less
than an amp for a battery contractor.
Bob Meyers
Flying my Sonex N982SX - Building log at http://n982sx.com
Sent from my iPad
On Aug 11, 2011, at 12:44 PM, Matthew Schumacher wrote:
>
> Bob,
>
> I'm looking at Z13/8 getting ready to order wire. I'm looking at the
> wire sizes and noticed that the drawing calls for 20awg for the starter
> contactor switch and 22awg for the battery contactor switch. Why is
> this? Is it because the starter contactor draws more current? Or
> perhaps the run is longer?
>
> Thanks,
> schu
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Wire size question for Z13/8. |
| From: | Bob Meyers <bobmeyers(at)meyersfamily.org> |
Seems like my iPad decided I didn't know how to spell and decided to change 'contactor'
into 'contractor'. I hate it when that happens.
Bob Meyers
Flying my Sonex N982SX - Building log at http://n982sx.com
Sent from my iPad
On Aug 11, 2011, at 1:59 PM, Bob Meyers wrote:
>
> Different Bob, but yes, the starter contractor draws much more than the battery
contractor. Typical draw of a starter contractor is around five amps vs. less
than an amp for a battery contractor.
>
> Bob Meyers
>
> Flying my Sonex N982SX - Building log at http://n982sx.com
>
> Sent from my iPad
>
> On Aug 11, 2011, at 12:44 PM, Matthew Schumacher wrote:
>
>>
>> Bob,
>>
>> I'm looking at Z13/8 getting ready to order wire. I'm looking at the
>> wire sizes and noticed that the drawing calls for 20awg for the starter
>> contactor switch and 22awg for the battery contactor switch. Why is
>> this? Is it because the starter contactor draws more current? Or
>> perhaps the run is longer?
>>
>> Thanks,
>> schu
>>
>>
>>
>>
>>
>>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Stop nuts one terminal studs? |
| From: | Richard Girard <aslsa.rng(at)gmail.com> |
Dan, If your metric contactor studs are 6mm X 1.0, the 21042-4 will go right
on. I use them on Rotax vibration dampers to mount the radiator on my plane
and they work just fine.
FWIW,
Rick Girard
On Thu, Aug 11, 2011 at 12:56 PM, messydeer wrote:
>
> Hi!
>
> I have a 3/16 to 1/4" studs on my battery, battery contactor, starter
> contactor and ground posts. Some came with simple jam-type nuts with a split
> ring washer. What type of nuts and washers should I use FWF? I've got
> MS21042-3 and -4 that would work for some. Others are metric and wold need a
> separate lock washer of sorts.
>
> Thanks!
>
> --------
> Dan
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=349196#349196
>
>
--
Zulu Delta
Mk IIIC
Thanks, Homer GBYM
It isn't necessary to have relatives in Kansas City in order to be unhappy.
- Groucho Marx
________________________________________________________________________________
| Subject: | Re: More FUD (Fear Uncertainty and Doubt)? |
| From: | "cjay" <cgfinney(at)yahoo.com> |
"If you have a fuse/breaker/switch system,
you know where every part comes from and what
spares will cost you for repairs. If the VP
system gets a cold, your airplane is down
while the factory repairs it. It uses software
you didn't write, parts you didn't buy and
couldn't replace even if you had them . . .
'cause you don't understand it. "
The VP system tells you exactly and precisely what device/avionics/electronic is
surging, overloading, shorting, etc. Much more information than a fuse or breaker
provides. Great system for monitoring, tweaking, and measuring. Never
heard of a VP system going back to the factory, but I suppose it happens. What
do you do when a radio/EFIS/autopilot goes bad if you don't send it back to
the factory? Or maybe modern electronics violates your principle of why we choose
to build our own plane? You must be flying with analogue/vacuum gauges.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=349223#349223
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: More FUD (Fear Uncertainty and Doubt)? |
At 07:27 PM 8/11/2011, you wrote:
"If you have a fuse/breaker/switch system,
you know where every part comes from and what
spares will cost you for repairs. If the VP
system gets a cold, your airplane is down
while the factory repairs it. It uses software
you didn't write, parts you didn't buy and
couldn't replace even if you had them . . .
'cause you don't understand it. "
The VP system tells you exactly and precisely what
device/avionics/electronic is surging, overloading, shorting,
etc. Much more information than a fuse or breaker provides.
In 45 years of working in general aviation and in 25 years
as a pilot, I've never felt the need for knowing such things
in flight . . .
Great system for monitoring, tweaking, and measuring. Never heard of
a VP system going back to the factory, but I suppose it happens.
If you are curious about such things, you can easily
monitor/measure any number of parameters of interest
with commercial off-the-shelf data acquisition systems
that are not integral to the power distribution system.
But believe me, after pouring over a hundred hours
of data where "nothing is happening" I think
you'll find other more interesting things to do
with your time.
You're worrying about things that are first rare
and secondly do not represent a hazard to flight.
What do you do when a radio/EFIS/autopilot goes bad if you don't send
it back to the factory? Or maybe modern electronics violates your
principle of why we choose to build our own plane? You must be
flying with analogue/vacuum gauges.
The airplane does not fall out of the sky when a
radio quits, nor should it fall out of the sky
if some article of power distribution equipment
quits.
That's what failure mode effects analysis and
Plan-B is all about. You reposition a couple of
switches and continue flight to a comfortable arrival
. . . and it doesn't take one byte of software
to do it. We were doing it decades before glass
screens and micro-controllers came along.
It's easy to get enamored of doing a thing simply
because it can be done. Just tonight I had to
struggle through the magic panel on a new radio
in my truck. All I ever wanted was on-off, band,
tune and volume. But this thing stores a qazillion
frequencies, five channels of two bands, plays
flash drives, plays CDs and has an aux audio input
with half octave equalizers and features I can't even
name much less tell you what they do for me. Hat
dancing over the array of 20 buttons will, no doubt,
do some whippy things.
It took me more than a minute to get my grandson's
favorite radio station located and on speakers.
I think your electrical system is a similar situation
with exceedingly simple design goals that do not get
'better cause you can do more'.
Bob . . .
________________________________________________________________________________
| From: | "stearman456" <warbirds(at)shaw.ca> |
This past week I decided to tackle some radio noise in my '49 Aeronca Champ. Although
I can transmit just fine (Narco Comm 111) there was always some background
ignition noise when receiving (you need to be about only 15 miles away to
hear an ATIS clearly). But when you switch over to just the right mag (Bendix
mags) the noise goes away. The noise is ignition noise, it varies directly
with the rpm, and I believe it's radiated noise as it varies with the radio volume
control.
If you disconnect the P lead from the left mag's filter (Lone Star Aviations Magneto
filters) the noise goes away completely and the radio is perfect. The P
leads were shielded wire, probably 16 gauge, and the shields were grounded to
the mag cases. Checking the mag switch (AAF A-7 type) I found that the shields
were also grounded at the switch. "Aha..." says I. "exactly what Bob said
never to do." So I reached in with a pair of side cutters and cut the connections
to the shields. Rolled her back outside, started her up and... no change
- still a noisy left mag.
Deciding that the P lead itself must be chafed or the shielding was open somewhere
I removed both leads and made up two new ones from 18 gauge shielded wire,
and carefully added a second wire (not just a pigtail) to connect the shielding
to the mag cases on the respective mags. Installed them last night, rolled
her back outside and... no change! Same quiet right mag/noisy left mag. I couldn't
see it being the switch itself but even so I swapped the leads on the
switch and the noise followed the lead, so it's not the switch. The only difference
I can come up with between the mags is the left mag has the impulse coupling
on it (re-read your article about mag switches in the EAA magazine, Bob.
Lots of good info there - thanks) but that should have anything at all to do
with it.
I'm stumped. Should I perhaps use heavier wire for the P leads, or is this an
actual mag problem?
Thanks in advance.
Dan
warbirds(at)shaw.ca
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=349246#349246
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: One Noisy Mag |
At 09:10 AM 8/12/2011, you wrote:
This past week I decided to tackle some radio
noise in my '49 Aeronca Champ. Although I can
transmit just fine (Narco Comm 111) there was
always some background ignition noise when
receiving (you need to be about only 15 miles
away to hear an ATIS clearly). But when you
switch over to just the right mag (Bendix mags)
the noise goes away. The noise is ignition
noise, it varies directly with the rpm, and I
believe it's radiated noise as it varies with the radio volume control.
good point
If you disconnect the P lead from the left mag's
filter (Lone Star Aviations Magneto filters)
the noise goes away completely and the radio is perfect.
If I read this experiment correctly, the left mag filter is still
wired to the p-connection on the mag itself . . . but the
wire going to the magneto switch is disconnected from the
other end?
The P leads were shielded wire, probably 16
gauge, and the shields were grounded to the mag
cases. Checking the mag switch (AAF A-7 type) I
found that the shields were also grounded at the
switch. "Aha..." says I. "exactly what Bob said never to do."
Not so much a problem for noise. But it provides a second
ground path between crankcase and airframe that parallels
all other grounds . . . there is a potential for burning your
p-lead wire as described in the 'Connection.
So I reached in with a pair of side cutters and
cut the connections to the shields. Rolled her
back outside, started her up and... no change - still a noisy left mag.
So this experiment has the shielded wire grounded
a the magneto (probably to the filter mounting screw)
at one end and to the GRD terminal of the magneto
switch at the other end?
Deciding that the P lead itself must be chafed or
the shielding was open somewhere I removed both
leads and made up two new ones from 18 gauge
shielded wire, and carefully added a second wire
(not just a pigtail) to connect the shielding to
the mag cases on the respective mags.
Okay
Installed them last night, rolled her back
outside and... no change! Same quiet right
mag/noisy left mag. I couldn't see it being the
switch itself but even so I swapped the leads on
the switch and the noise followed the lead, so
it's not the switch. The only difference I can
come up with between the mags is the left mag has
the impulse coupling on it (re-read your article
about mag switches in the EAA magazine,
Bob. Lots of good info there - thanks) but that
should have anything at all to do with it.
Good deduction
I'm stumped. Should I perhaps use heavier wire
for the P leads, or is this an actual mag problem?
No, actual size of the wires is unimportant.
24AWG would 'function'. The general rule of thumb
for operational wires (not instrumentation) under
the cowl is 20AWG or heavier . . . for mechanical
robustness.
What we may be witnessing is the innate perversity
of shielded wires . . . at least in the eyes of
many builders. Shielding is 99.9% effective in
breaking the electro-static coupling mode and about
1% effective in breaking a radiated coupling mode
depending on the frequencies involved.
EXCEPTION: Plug wires with shields connected to
ground at both ends behave more like transmission
lines . . . like your coax from antenna to radio.
In this case, there is considerable attenuation
of the electro-static coupling of a fast-rise high-
voltage spark pulse. Further, they break the
wire's ability to be an efficient antenna. Modern
plug wires will have resistance wire as the center
conductor which has little effect on spark energy
but really whacks the wire's performance as an antenna.
This is the ONE place where shielding is indicated for
both coupling modes . . . if you put an effective
RFI filter on a plug wire, the plug wouldn't fire!
The shields behave more as an 'enclosure' since the
wires are short and the shields grounded a very
low-impedance ground (crankcase).
The filters on both p-leads that break the radiated
coupling mode before the trash gets out onto the p-
leads. So if your noise goes away when the engine is
run without a p-lead connected to the filter . . .
then a reasonable deduction is that the filter is not
doing its job.
The fact that noise goes away with a p-lead
disconnected also says your plug wires are good.
I've never personally seen a filter go bad but
they're a spares item in most inventories so it
must happen now and then. Try swapping the filters
between mags . . . If this makes a difference as
to which mag is noisy, you might want to replace
both. One tired ol' filter going t-u may be a
portent of things to come for the other one as
well.
Good detective work!
Bob . . .
________________________________________________________________________________
| Subject: | Re: One Noisy Mag |
| From: | "stearman456" <warbirds(at)shaw.ca> |
Hi Bob,
Thanks for the help.
If I read this experiment correctly, the left mag filter is still
wired to the p-connection on the mag itself . . . but the
wire going to the magneto switch is disconnected from the
other end?
Yes, the P lead was disconnected from the filter, so when the engine was running
with no P lead to the switch the filter was still connected to the mag itself.
So this experiment has the shielded wire grounded
a the magneto (probably to the filter mounting screw)
at one end and to the GRD terminal of the magneto
switch at the other end?
The P lead wire itself is grounded at the mag switch (the switch itself has a ground
wire to the fuselage frame) but the shielding for the P lead is only grounded
at the mag case to one of the screws.
I'll swap the filters around tonight and let you know how that goes. Really appreciate
the help.
Dan
warbirds(at)shaw.ca
[/i]
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=349285#349285
________________________________________________________________________________
| Subject: | Re: One Noisy Mag |
| From: | "stearman456" <warbirds(at)shaw.ca> |
Hi Bob,
That was it - I swapped the mag filters and now I have a noisy right hand mag and
a quiet left hand one. Don't know why I didn't think of that, though they're
not all that old. Must have had a dud right out of the box because it's always
been like that and I installed those filters about five years ago, but...
that happens sometimes. Thanks for the help - sure appreciate it.
Dan
warbirds(at)shaw.ca
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=349300#349300
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: One Noisy Mag |
At 12:04 AM 8/13/2011, you wrote:
>
>Hi Bob,
>
>That was it - I swapped the mag filters and now I have a noisy right
>hand mag and a quiet left hand one. Don't know why I didn't think
>of that, though they're not all that old. Must have had a dud right
>out of the box because it's always been like that and I installed
>those filters about five years ago, but... that happens
>sometimes. Thanks for the help - sure appreciate it.
Pleased to be of service. You were getting close
by yourself. The detective work was on point.
Bob . . .
________________________________________________________________________________
| From: | <kesleyelectric(at)iowatelecom.net> |
| Subject: | Z-13/8 inline fuse |
Bob,
I noticed that the latest revision of Z-13/8 calls out a 30 amp inline fuse between
the battery contactor and the SD-8. In a previous post I found an explanation
for the change, but am wondering what type of device would be used. A fuse
holder with a couple of loose leads for an automotive type fuse or a firewall
mounted single pole fuse holder with a small, round fuse. Any recommendations
or supplier P/N appreciated.
Tom Barter
Avid Magnum - wiring
________________________________________________________________________________
| Subject: | Fwd: current outstanding questions |
| From: | Keith Ward <keithward1(at)bellsouth.net> |
> Here are a few questions from my buddy who is building an RV-10 and will be using
Z13/8 for his all electric panel. He is trying to use zero or as few circuit
breakers on the panel as possible. He will be using fuse blocks for the
main and endurance buses, so most of the usual CBs will not be needed.
Questions:
> 1. "ALT FLD" wire protection z13/8: can that be a fuse or does it need to be
a circuit breaker on the panel?
> 2. Is it feasible to think someone could react fast enough on run away trim scenario
to pull the circuit breaker before it ran its full course? If not - use
fuse instead of CB?
> 3. In z13/8, Can both shunts be hooked up to one ammeter? Would the shunt attached
to the SD8 alternator indicate a load even if the aux alt switch was off?
Suggestions for best way to proceed with only one ammeter?
> 4.If your goal was to minimize as many warning lights, switches, and CBs on the
panel, what would your short list be of these items to remain? Using Dynon
Skyview that will be booted up prior to start-up that will have plenty of warnings
to display.
Thanks for the input.
Keith
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Warning - New Bose Line Power Cables Only 3' Long! |
Just a heads up to those installing or planning on installing Bose X or A20 Active
NR headsets using the inline power jacks. Specifically these units:
http://www.bose.com/controller?url=/shop_online/headphones/aviation_headsets/accessories/headset_installkit_acc.jsp
They now come with only 3 feet of cable! Three years ago they came with 6 feet
of cable and I thought at the time that 6 feet seemed a little short. Now 3
feet? What idiot penny pincher in Bose marketing decided "three feet should be
plenty". Here's quote from the Bose web page above: "Three-foot wiring harness
with six pin female connector allows for *placement in locations throughout
aircraft*." WTF? On what planet will a 3-foot hardness reach "locations throughout
the aircraft". That's just plain stupid.
If these were third rate, el-cheapo headsets, I'd write it off to penny pinching,
but for a >$1000 product that you then have to spend an additional $32 for
an installation cable, cheaping out on the cable length is just simply unacceptable.
I have the jacks mounted in the center of the RV-8, and the cables don't even reach
to the righthand control console. What does Bose expect people to do; splice
the wire? That's ridiculous! What would somebody installing in the back
seats of a 4 or 6 place airplane do?
Of course I wrote a scathing email to Bose Support just now. I'm sure they will
write back with "for most of our customers, three feet is sufficient".
Given this direction within Bose, I'd definitely consider the new Sennheiser S1
if I had to do it over again. Additionally, the Sennheiser's Bluetooth supports
the A2DP, AVRCP STEREO profiles. The Bose A20's Bluetooth does NOT support
stereo. It must have been the same marketing moron that dictated 3' cables
that decided not to include stereo Bluetooth profiles. Unbelievable.
Matt
-
Matt "Red Dawg" Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
________________________________________________________________________________
| Subject: | Re: One Noisy Mag |
| From: | "user9253" <fran4sew(at)banyanol.com> |
> Checking the mag switch (AAF A-7 type) I found that the shields were also grounded
at the switch. "Aha!" says I. "exactly what Bob said never to do." So I
reached in with a pair of side cutters and cut the connections to the shields
Some magneto switches have a terminal labeled GND to which the shields are attached.
This GND terminal is not an actual airframe ground. The shields need to
be connected to this terminal in order for the switch to short out the P leads.
The mag switch operation should be verified to be sure there is not an always
hot mag.
Joe
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=349351#349351
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Fwd: current outstanding questions |
At 09:31 PM 8/13/2011, you wrote:
>
>
> > Here are a few questions from my buddy who is building an RV-10
> and will be using Z13/8 for his all electric panel. He is trying
> to use zero or as few circuit breakers on the panel as
> possible. He will be using fuse blocks for the main and endurance
> buses, so most of the usual CBs will not be needed.
>
>Questions:
> > 1. "ALT FLD" wire protection z13/8: can that be a fuse or does it
> need to be a circuit breaker on the panel?
If he is using crowbar ov protection, a CB is
called for . . .
> > 2. Is it feasible to think someone could react fast enough on run
> away trim scenario to pull the circuit breaker before it ran its
> full course? If not - use fuse instead of CB?
No
>
> > 3. In z13/8, Can both shunts be hooked up to one ammeter? Would
> the shunt attached to the SD8 alternator indicate a load even if
> the aux alt switch was off? Suggestions for best way to proceed
> with only one ammeter?
Put it on the SD-8 only. That's the one
most useful for shedding loads in flight.
You're never going to overload the main
alternator.
> > 4.If your goal was to minimize as many warning lights, switches,
> and CBs on the panel, what would your short list be of these items
> to remain? Using Dynon Skyview that will be booted up prior to
> start-up that will have plenty of warnings to display.
"Plenty" ought to be enough. I've been flying in TC
aircraft for over 60 years that have zero 'warnings'.
They have gages that give you the big picture and
for nearly a century, it has been quite sufficient
to let the pilot do the pilot-thing and be aware
of the big picture.
Engines and other systems have only become more
reliable over the years while digital instrumentation
has offered us ways to raise flags, flash lights,
sound alarms and otherwise lull us to sleep in
a cockpit that makes less demands.
If you've got an electro-whizzy with warning
features not included on a 1980 A-36 Bonanza,
I suspect that will be "plenty".
Bob . . .
////
(o o)
===========o00o=(_)=o00o========
< Go ahead, make my day . . . >
< show me where I'm wrong. >
================================
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Z-13/8 inline fuse |
At 04:53 PM 8/13/2011, you wrote:
>
>Bob,
>
>I noticed that the latest revision of Z-13/8 calls out a 30 amp
>inline fuse between the battery contactor and the SD-8. In a
>previous post I found an explanation for the change, but am
>wondering what type of device would be used. A fuse holder with a
>couple of loose leads for an automotive type fuse or a firewall
>mounted single pole fuse holder with a small, round fuse. Any
>recommendations or supplier P/N appreciated.
NO GLASS CARTRIDGE FUSES. Use the MAX30
and companion holder available from any
parts store.
http://aeroelectric.com/Pictures/Fuses/Fuses/maxi.gif
http://aeroelectric.com/Pictures/Fuses/Fuse_Holders/MaxiFuse_Holder.jpg
Bob . . .
////
(o o)
===========o00o=(_)=o00o========
< Go ahead, make my day . . . >
< show me where I'm wrong. >
================================
________________________________________________________________________________
| From: | Keith Ward <keithward1(at)bellsouth.net> |
| Subject: | Re: Fwd: current outstanding questions |
Bob,
He is using the crowbar. Is there any reason that the CB should be on the panel
or can it be placed out of sight?
Thanks for the help!
Keith
On Aug 14, 2011, at 12:11 AM, "Robert L. Nuckolls, III"
wrote:
>
> At 09:31 PM 8/13/2011, you wrote:
>>
>>
>> > Here are a few questions from my buddy who is building an RV-10 and will be
using Z13/8 for his all electric panel. He is trying to use zero or as few
circuit breakers on the panel as possible. He will be using fuse blocks for the
main and endurance buses, so most of the usual CBs will not be needed.
>>
>> Questions:
>> > 1. "ALT FLD" wire protection z13/8: can that be a fuse or does it need to
be a circuit breaker on the panel?
>
> If he is using crowbar ov protection, a CB is
> called for . . .
>
>> > 2. Is it feasible to think someone could react fast enough on run away trim
scenario to pull the circuit breaker before it ran its full course? If not -
use fuse instead of CB?
>
> No
>
>>
>> > 3. In z13/8, Can both shunts be hooked up to one ammeter? Would the shunt
attached to the SD8 alternator indicate a load even if the aux alt switch was
off? Suggestions for best way to proceed with only one ammeter?
>
> Put it on the SD-8 only. That's the one
> most useful for shedding loads in flight.
> You're never going to overload the main
> alternator.
>
>> > 4.If your goal was to minimize as many warning lights, switches, and CBs on
the panel, what would your short list be of these items to remain? Using Dynon
Skyview that will be booted up prior to start-up that will have plenty of warnings
to display.
>
> "Plenty" ought to be enough. I've been flying in TC
> aircraft for over 60 years that have zero 'warnings'.
> They have gages that give you the big picture and
> for nearly a century, it has been quite sufficient
> to let the pilot do the pilot-thing and be aware
> of the big picture.
>
> Engines and other systems have only become more
> reliable over the years while digital instrumentation
> has offered us ways to raise flags, flash lights,
> sound alarms and otherwise lull us to sleep in
> a cockpit that makes less demands.
>
> If you've got an electro-whizzy with warning
> features not included on a 1980 A-36 Bonanza,
> I suspect that will be "plenty".
>
>
>
> Bob . . .
> ////
> (o o)
> ===========o00o=(_)=o00o========
> < Go ahead, make my day . . . >
> < show me where I'm wrong. >
> ================================
>
>
>
>
>
>
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | Re: Warning - New Bose Line Power Cables Only |
3' Long!
At 10:54 AM 8/14/2011 Sunday, you wrote:
>
>Matt,
>I gather from your purchase of Boses and your recommendation to look at Sennheisers,
that you found Light Speed's Zulus not to your liking. Care to comment?
> I need headsets and with the trade-in that LS will give me for my 25 yr old DC's,
Zulu is attractive.
>
>Anybody else?
>
>Thanks
>John
Hi John,
Don't get me wrong; I really, really like the Bose X and now A20 headsets. I am
a stickler for audio performance and quality and the Bose headsets have delivered.
Coupled with a PM3000 intercom and a high-end automobile entertainment
system, the quality of experience is unlike anything you've ever heard in an
airplane before. I had the Bose X headsets in the first RV-8 and really liked
them. For the new RV-8, I've got the newer A20 models. While I haven't flown
with the A20's yet, in bench top testing, they seem even better than the X's
in terms of noise cancelling and audio performance.
My only beef's with the new A20's are the lack of the Stereo Bluetooth profiles
(that's stupid), and the fact that they only provide 3' of cable with the bulkhead
in line power jacks (even stupider). 3' is ridiculous for a cut to fit
installation. I heard back from Bose Support today. Here's what "Barry" from
Bose had to say about the situation: "I'm sorry, the install kit only comes with
a 3 foot cable. Longer cables are not available." Well, great.
In summary, realistically, I guess for a future purchase I wouldn't let the completely
inadequate cable lengths deter me from purchasing the A20's again. I
noticed that it appears that the Sennheisers do NOT have an in line power option
- you have to use batteries. As far as I'm concerned, that's a show stopper.
Frankly, a bigger show stopper than the lack of stereo Bluetooth and bulkhead
cable length issues with the Bose. I haven't listed to the Zulu's, so I can't
speak directly to their physical or aural quality. But the fact is that
if Zulu could charge $1000 for a set of headphones, they would. Enough said.
Matt's $.02
-
Matt "Red Dawg" Dralle
RV-8 #82880 N998RV "Ruby Vixen"
http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log
http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log
http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel
Status: 170+ Hours TTSN - Rebuilding Fuselage After Landing Mishap...
________________________________________________________________________________
| From: | Bill Watson <Mauledriver(at)nc.rr.com> |
| Subject: | Re: Fwd: current outstanding questions |
On 8/13/2011 10:31 PM, Keith Ward wrote:
> --> AeroElectric-List message posted by: Keith Ward
>
>
>> Here are a few questions from my buddy who is building an RV-10 and will be
using Z13/8 for his all electric panel. He is trying to use zero or as few circuit
breakers on the panel as possible. He will be using fuse blocks for the
main and endurance buses, so most of the usual CBs will not be needed.
I am trying to do the same thing in my RV10 with a Z14. FWIW, below is
what I did...
>> Questions:
>> 1. "ALT FLD" wire protection z13/8: can that be a fuse or does it need to be
a circuit breaker on the panel?
I have 2 for my 2 voltage regulators - req'd per Bob.
>> 2. Is it feasible to think someone could react fast enough on run away trim
scenario to pull the circuit breaker before it ran its full course? If not - use
fuse instead of CB?
I opted for the Safety Trim product which does 2 things; 1) limits trim
activation to 3 seconds per switch actuation, 2) it includes a 3
position locking switch that offers Trim on, Trim off, and Trim reverse
>> 3. In z13/8, Can both shunts be hooked up to one ammeter? Would the shunt attached
to the SD8 alternator indicate a load even if the aux alt switch was off?
Suggestions for best way to proceed with only one ammeter?
>> 4.If your goal was to minimize as many warning lights, switches, and CBs on
the panel, what would your short list be of these items to remain? Using Dynon
Skyview that will be booted up prior to start-up that will have plenty of warnings
to display.
I have 4 CBs; 2 for volt regulators, 1 for the AP (as an emergency off),
and 1 for the flaps (I was imagining a scenario where flap actuation at
high speeds (why?) might blow a fuse and how I'd like to be able to
reset it (flaps not absolutely required). Next to the CBs I have the
Safety Trim switch and a switch for ADI battery backup.
Mounted the fuse block on right hand side panel and had Flightline
interiors put a cutout in the panel. A transparent panel will be
velcro'd over the panel so it can be easily accessed.
Good luck to your friend,
Bill "ready to fly" Watson
>
________________________________________________________________________________
| Subject: | Re: One Noisy Mag |
| From: | Dennis Ramsey <doramsey(at)gmail.com> |
Bob, should all aircraft have these magneto filters? What is the criteria
and what is the recommended choice?
On Fri, Aug 12, 2011 at 12:59 PM, Robert L. Nuckolls, III <
nuckolls.bob(at)aeroelectric.com> wrote:
> nuckolls.bob(at)aeroelectric.com**>
>
> At 09:10 AM 8/12/2011, you wrote:
>
> This past week I decided to tackle some radio noise in my '49 Aeronca
> Champ. Although I can transmit just fine (Narco Comm 111) there was alwa
ys
> some background ignition noise when receiving (you need to be about only
15
> miles away to hear an ATIS clearly). But when you switch over to just th
e
> right mag (Bendix mags) the noise goes away. The noise is ignition noise
,
> it varies directly with the rpm, and I believe it's radiated noise as it
> varies with the radio volume control.
>
> good point
>
> If you disconnect the P lead from the left mag's filter (Lone Star
> Aviation=92s Magneto filters) the noise goes away completely and the radi
o is
> perfect.
>
> If I read this experiment correctly, the left mag filter is still
> wired to the p-connection on the mag itself . . . but the
> wire going to the magneto switch is disconnected from the
> other end?
>
> The P leads were shielded wire, probably 16 gauge, and the shields were
> grounded to the mag cases. Checking the mag switch (AAF A-7 type) I foun
d
> that the shields were also grounded at the switch. "Aha..." says I.
> "exactly what Bob said never to do."
>
> Not so much a problem for noise. But it provides a second
> ground path between crankcase and airframe that parallels
> all other grounds . . . there is a potential for burning your
> p-lead wire as described in the 'Connection.
>
>
> So I reached in with a pair of side cutters and cut the connections to th
e
> shields. Rolled her back outside, started her up and... no change - stil
l a
> noisy left mag.
>
> So this experiment has the shielded wire grounded
> a the magneto (probably to the filter mounting screw)
> at one end and to the GRD terminal of the magneto
> switch at the other end?
>
> Deciding that the P lead itself must be chafed or the shielding was open
> somewhere I removed both leads and made up two new ones from 18 gauge
> shielded wire, and carefully added a second wire (not just a pigtail) to
> connect the shielding to the mag cases on the respective mags.
>
> Okay
>
> Installed them last night, rolled her back outside and... no change! Sam
e
> quiet right mag/noisy left mag. I couldn't see it being the switch itsel
f
> but even so I swapped the leads on the switch and the noise followed the
> lead, so it's not the switch. The only difference I can come up with
> between the mags is the left mag has the impulse coupling on it (re-read
> your article about mag switches in the EAA magazine, Bob. Lots of good i
nfo
> there - thanks) but that should have anything at all to do with it.
>
> Good deduction
>
> I'm stumped. Should I perhaps use heavier wire for the P leads, or is th
is
> an actual mag problem?
>
> No, actual size of the wires is unimportant.
> 24AWG would 'function'. The general rule of thumb
> for operational wires (not instrumentation) under
> the cowl is 20AWG or heavier . . . for mechanical
> robustness.
>
> What we may be witnessing is the innate perversity
> of shielded wires . . . at least in the eyes of
> many builders. Shielding is 99.9% effective in
> breaking the electro-static coupling mode and about
> 1% effective in breaking a radiated coupling mode
> depending on the frequencies involved.
>
> EXCEPTION: Plug wires with shields connected to
> ground at both ends behave more like transmission
> lines . . . like your coax from antenna to radio.
> In this case, there is considerable attenuation
> of the electro-static coupling of a fast-rise high-
> voltage spark pulse. Further, they break the
> wire's ability to be an efficient antenna. Modern
> plug wires will have resistance wire as the center
> conductor which has little effect on spark energy
> but really whacks the wire's performance as an antenna.
> This is the ONE place where shielding is indicated for
> both coupling modes . . . if you put an effective
> RFI filter on a plug wire, the plug wouldn't fire!
> The shields behave more as an 'enclosure' since the
> wires are short and the shields grounded a very
> low-impedance ground (crankcase).
>
> The filters on both p-leads that break the radiated
> coupling mode before the trash gets out onto the p-
> leads. So if your noise goes away when the engine is
> run without a p-lead connected to the filter . . .
> then a reasonable deduction is that the filter is not
> doing its job.
>
> The fact that noise goes away with a p-lead
> disconnected also says your plug wires are good.
>
> I've never personally seen a filter go bad but
> they're a spares item in most inventories so it
> must happen now and then. Try swapping the filters
> between mags . . . If this makes a difference as
> to which mag is noisy, you might want to replace
> both. One tired ol' filter going t-u may be a
> portent of things to come for the other one as
> well.
>
> Good detective work!
>
>
> Bob . . .
>
>
=====**===================
===========**=
/www.matronics.com/Navigator?AeroElectric-List>
=====**===================
===========**=
=====**===================
===========**=
com/contribution>
=====**===================
===========**=
>
>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Fwd: current outstanding questions |
At 11:34 AM 8/14/2011, you wrote:
>
>Bob,
>
>He is using the crowbar. Is there any reason that the CB should be
>on the panel or can it be placed out of sight?
Depends on whether or not he wants the popped CB
to be the annunciating feature for an ov shutdown.
Suggest you review the philosophy and functionality
of the crowbar ov protection system. The nature of
the questions suggests that this system is not
well understood.
Bob . . .
////
(o o)
===========o00o=(_)=o00o========
< Go ahead, make my day . . . >
< show me where I'm wrong. >
================================
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: One Noisy Mag |
At 04:01 PM 8/14/2011, you wrote:
>Bob, should all aircraft have these magneto filters? What is the
>criteria and what is the recommended choice?
If you got an ignition system noise you don't
like you may need a filter. It depends on the
propagation mode of the particular installation.
But if you have no noises, then there's no
value in adding a filter.
Nearly all aircraft flying ADF or Loran will have
magneto p-lead filters. A portion of other aircraft
will have them for reasons of demonstrated value.
Many are flying happily without them.
Bob . . .
////
(o o)
===========o00o=(_)=o00o========
< Go ahead, make my day . . . >
< show me where I'm wrong. >
================================
________________________________________________________________________________
| Subject: | Re: Fwd: current outstanding questions |
| From: | Keith Ward <keithward1(at)bellsouth.net> |
Bill,
Thanks for the reply. I'll pass it on my buddy.
Keith
On Aug 14, 2011, at 3:57 PM, Bill Watson wrote:
>
> On 8/13/2011 10:31 PM, Keith Ward wrote:
>> --> AeroElectric-List message posted by: Keith Ward
>>
>>
>>> Here are a few questions from my buddy who is building an RV-10 and will be
using Z13/8 for his all electric panel. He is trying to use zero or as few circuit
breakers on the panel as possible. He will be using fuse blocks for the
main and endurance buses, so most of the usual CBs will not be needed.
> I am trying to do the same thing in my RV10 with a Z14. FWIW, below is what
I did...
>>> Questions:
>>> 1. "ALT FLD" wire protection z13/8: can that be a fuse or does it need to be
a circuit breaker on the panel?
> I have 2 for my 2 voltage regulators - req'd per Bob.
>>> 2. Is it feasible to think someone could react fast enough on run away trim
scenario to pull the circuit breaker before it ran its full course? If not -
use fuse instead of CB?
> I opted for the Safety Trim product which does 2 things; 1) limits trim activation
to 3 seconds per switch actuation, 2) it includes a 3 position locking switch
that offers Trim on, Trim off, and Trim reverse
>>> 3. In z13/8, Can both shunts be hooked up to one ammeter? Would the shunt attached
to the SD8 alternator indicate a load even if the aux alt switch was off?
Suggestions for best way to proceed with only one ammeter?
>>> 4.If your goal was to minimize as many warning lights, switches, and CBs on
the panel, what would your short list be of these items to remain? Using Dynon
Skyview that will be booted up prior to start-up that will have plenty of warnings
to display.
> I have 4 CBs; 2 for volt regulators, 1 for the AP (as an emergency off), and
1 for the flaps (I was imagining a scenario where flap actuation at high speeds
(why?) might blow a fuse and how I'd like to be able to reset it (flaps not
absolutely required). Next to the CBs I have the Safety Trim switch and a switch
for ADI battery backup.
>
> Mounted the fuse block on right hand side panel and had Flightline interiors
put a cutout in the panel. A transparent panel will be velcro'd over the panel
so it can be easily accessed.
>
> Good luck to your friend,
> Bill "ready to fly" Watson
>
>>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: One Noisy Mag |
At 06:27 PM 8/14/2011, you wrote:
>
>Bob,
>
>Sorry to say, you won't find any aircraft flying LORAN these days. :)
Yeah, too bad. A single receiver set up to receive
both LORAN and GPS along with the appropriate filter
software could have provided the ultimate navigation
reference. GPS works good when there are thunderstorms
and no sunspots, LORAN works good when GPS is degraded.
Further, it was harder to jam and a whole lot less expensive
to build and maintain. But then, folks who know more about
airplanes than we do must know best.
Bob . . .
________________________________________________________________________________
| Subject: | Re: Warning - New Bose Line Power Cables Only 3' Long! |
| From: | "user9253" <fran4sew(at)banyanol.com> |
I needed new headsets and looked at the Zulu trade-up program. I figured that
if Zulu was offering $400 for competitor's headsets, they must be good ones.
Sometimes it is more a matter of personal preference. I bought the Telex Stratus
50 and like them for a very noisy environment.
Joe
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=349496#349496
________________________________________________________________________________
| Subject: | Re: Warning - New Bose Line Power Cables Only 3' Long! |
| From: | "jonlaury" <jonlaury(at)impulse.net> |
After spending w-a-a-y too much time reading all the reveiws, opinions, and rants
about A20's vs Zulu 2's, this is what's clear:
A20's have better ANR, music sound quality,
Zulu 2's have better blue tooth
So I'm leaning toward the BeyerDynamic HS800 Digital because:
They're newer and I'm enamored of the new.
$100 kickback for my 25 yr old DC
Panel mounts don't need ANY batteries
Less than Bose and a wash with Zulu
Joe Gores didn't make any sarcastic remarks about them.javascript:emoticon(':D')
Now I just need to find someone who actually bought a pair.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=349528#349528
________________________________________________________________________________
| Subject: | Will servo run to outer position if PWM signal is missing? |
| From: | "zwakie" <mz(at)cariama.nl> |
I am trying to troubleshoot an issue with my Navaid servo. Immediately upon engaging
the servo, it will run the aileron to full left.
I was wondering if this could be caused by the PWM signal missing, f.i. Because
of a broken wire.
Can anybody enlighten this knows-nothing-about-electrics guy please?
--------
Marcel
(Classic Tri-Gear PH-MZW - formerly G-BWON)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=349540#349540
________________________________________________________________________________
| From: | Ed Holyoke <bicyclop(at)pacbell.net> |
| Subject: | Re: Will servo run to outer position if PWM signal |
is missing?
Are you using the Navaid instrument? Is it tracking a GPS course? Are
you in the air or on the ground? It is probably commanding a turn and it
will run the servo to the stop until it sees some results.
Ed Holyoke
On 8/15/2011 2:31 PM, zwakie wrote:
> --> AeroElectric-List message posted by: "zwakie"
>
> I am trying to troubleshoot an issue with my Navaid servo. Immediately upon engaging
the servo, it will run the aileron to full left.
>
> I was wondering if this could be caused by the PWM signal missing, f.i. Because
of a broken wire.
>
> Can anybody enlighten this knows-nothing-about-electrics guy please?
>
> --------
> Marcel
> (Classic Tri-Gear PH-MZW - formerly G-BWON)
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=349540#349540
>
>
________________________________________________________________________________
| Subject: | Re: Warning - New Bose Line Power Cables Only 3' Long! |
| From: | "user9253" <fran4sew(at)banyanol.com> |
> Joe Gores didn't make any sarcastic remarks about them.
That is because I have not heard of that brand. (':D')
They do use batteries though. Their website says mignon batteries. Someone said
that is French for AA batteries. It seems that most, if not all, ANR headsets
require power, either batteries or ships power.
The Telex Stratus 50 has the same features for less money at Aircraft Spruce.
Joe
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=349576#349576
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | RG-141 Coax Cable Assemblies Now in Catalog |
I received all the materials I need to make good on an offer
a few weeks ago for a lower-cost alternative to RG400/RG-141.
My offer is RG-141 coax at $1.50/ft with connectors already
installed at no extra charge.
See the Catalog of Merchandise and Services at
http://aeroelectric.com
Bob . . .
________________________________________________________________________________
| Subject: | Re: Will servo run to outer position if PWM signal |
is missing?
| From: | "zwakie" <mz(at)cariama.nl> |
Thanks Ed for your answer and questions.
I am indeed using a Navaid servo. It gives me full aileron deflection in every
situation, with and without tracking a flightplan, with and without following
a heading, in the ground and in the air.
As soon as the servo receives power it will give me full left aileron, no matter
the situation and configuration of the head.
I can think of two things causing this: (1) servo zero position sits outside the
zone of travel, or (2) PWM signal not reaching the servo, e.g. broken a broken
wire that carries the PWM signal.
First scenario seems unlikely to me, because from a safety point of view I cannot
believe the design would allow it to change from the set point. I am not trusting
this assumption to be 100% true, so can't rule this option out.
Second scenario is the one that I have no clue about, because I lack the technical
knowledge. Hence my question whether it would be technically possible that
the servo runs to an outer position if the PWM signal is missing.
Because the servo sits under the passenger seat in a very confined area, before
starting the juggle to remove the servo, I would like to know what happens if
the PWM signal is missing (I guess I can run a parallel wire with the PWM signal
to the servo, that at least would tell me that the servo indeed receices the
signal, right?)
--------
Marcel
(Classic Tri-Gear PH-MZW - formerly G-BWON)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=349604#349604
________________________________________________________________________________
| From: | <rd2(at)dejazzd.com> |
| Subject: | 24 VDC to 20 VDC power supply/converter |
Hi all,
We need to power a Lenovo X60 tablet with charts in a certified aircraft with 24
VDC el. system. The 110 VAC OEM power supply calls for 20 VDC, 3.25 A output
(65 W).
We ordered from a web site a power supply that was listed as 12-14 VDC input (besides
worldwide AC voltage), but received a product able to handle only 9-15
VDC input, with no further help from the merchant (dinodirect.com). An internet
search for the right power supply turned up unsuccessful.
Can anyone direct me to a source or suggest a different solution?
Rumen
________________________________________________________________________________
| Subject: | Re: 24 VDC to 20 VDC power supply/converter |
| From: | Jared Yates <email(at)jaredyates.com> |
Try these folks:
http://www.igo.com/
Some of their power supplies are designed to handle the old jacks on
airliners, which I think were 24v.
On Tue, Aug 16, 2011 at 1:37 PM, wrote:
>
> Hi all,
>
> We need to power a Lenovo X60 tablet with charts in a certified aircraft
> with 24 VDC el. system. The 110 VAC OEM power supply calls for 20 VDC, 3.25
> A output (65 W).
>
> We ordered from a web site a power supply that was listed as 12-14 VDC
> input (besides worldwide AC voltage), but received a product able to handle
> only 9-15 VDC input, with no further help from the merchant (
> dinodirect.com). An internet search for the right power supply turned up
> unsuccessful.
>
> Can anyone direct me to a source or suggest a different solution?
>
> Rumen
>
>
________________________________________________________________________________
| From: | BobsV35B(at)aol.com |
| Subject: | Re: 24 VDC to 20 VDC power supply/converter |
Good Afternoon Jared,
Not sure about other airlines, but the power plugs for passenger use were
set to supply 16 volts! The idea was that they were not convenient to use
for anything other than the computers of the day. Many things have changed
since I became unemployed and that may be one of them.
Happy Skies,
Old Bob
In a message dated 8/16/2011 1:41:11 P.M. Central Daylight Time,
email(at)jaredyates.com writes:
Try these folks:
_http://www.igo.com/_ (http://www.igo.com/)
Some of their power supplies are designed to handle the old jacks on
airliners, which I think were 24v.
On Tue, Aug 16, 2011 at 1:37 PM, <_rd2(at)dejazzd.com_
(mailto:rd2(at)dejazzd.com) > wrote:
(mailto:rd2(at)dejazzd.com) >
Hi all,
We need to power a Lenovo X60 tablet with charts in a certified aircraft
with 24 VDC el. system. The 110 VAC OEM power supply calls for 20 VDC, 3.25
A output (65 W).
We ordered from a web site a power supply that was listed as 12-14 VDC
input (besides worldwide AC voltage), but received a product able to handle
only 9-15 VDC input, with no further help from the merchant (_dinodirect.com_
(http://dinodirect.com/) ). An internet search for the right power supply
turned up unsuccessful.
Can anyone direct me to a source or suggest a different solution?
Rumen
==========
-List" target="_blank">http://www.matronics.com/Navigator?AeroElectric-List
==========
http://forums.matronics.com
==========
le, List Admin.
="_blank">http://www.matronics.com/contribution
==========
(http://www.matronics.com/Navigator?AeroElectric-List)
(http://www.matronics.com/contribution)
________________________________________________________________________________
| From: | Sean Stephens <sean(at)stephensville.com> |
| Subject: | Splicing Into Existing GPS Serial |
I have the need to splice into an existing GPS Serial Out wire on my
430W to facilitate a run to the new ACK E-04 GPS Serial In. I've read
the Aeroelectric article on solder lap splices here:
http://www.aeroelectric.com/articles/Solder_Lap_Splicing/Solder_Lap_Splices.html.
I am wondering if a similar technique can be used when you don't have
two "free ends". Is it ok to strip a .3" section of the existing wire
and then lap solder the new splice wire to it following the above
technique? If so, what it the best way to cover the lap splice as heat
shrink could not be placed around the existing wire run in this case?
Silicon tape or something?
________________________________________________________________________________
| From: | "Fisher Paul A." <FisherPaulA(at)johndeere.com> |
| Subject: | 24 VDC to 20 VDC power supply/converter |
Couldn't you use something like this:
http://www.amazon.com/Power-Bright-ML400-24-Watt-Inverter/dp/B000NP0MXC
and the normal AC power adapter for the laptop? Im sure there is a more elegant
solution, but for $38USD this seems pretty easy.
- Paul
-----Original Message-----
From: owner-aeroelectric-list-server(at)matronics.com [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of rd2(at)dejazzd.com
Sent: Tuesday, August 16, 2011 12:37
Subject: AeroElectric-List: 24 VDC to 20 VDC power supply/converter
Hi all,
We need to power a Lenovo X60 tablet with charts in a certified aircraft with 24
VDC el. system. The 110 VAC OEM power supply calls for 20 VDC, 3.25 A output
(65 W).
We ordered from a web site a power supply that was listed as 12-14 VDC input (besides
worldwide AC voltage), but received a product able to handle only 9-15
VDC input, with no further help from the merchant (dinodirect.com). An internet
search for the right power supply turned up unsuccessful.
Can anyone direct me to a source or suggest a different solution?
Rumen
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Splicing Into Existing GPS Serial |
At 02:02 PM 8/16/2011, you wrote:
>
>
>I have the need to splice into an existing GPS Serial Out wire on my
>430W to facilitate a run to the new ACK E-04 GPS Serial In. I've
>read the Aeroelectric article on solder lap splices here:
>http://www.aeroelectric.com/articles/Solder_Lap_Splicing/Solder_Lap_Splices.html.
>
>I am wondering if a similar technique can be used when you don't
>have two "free ends". Is it ok to strip a .3" section of the
>existing wire and then lap solder the new splice wire to it
>following the above technique? If so, what it the best way to cover
>the lap splice as heat shrink could not be placed around the
>existing wire run in this case?
>Silicon tape or something?
some kind of tape would work. I think I'd cut
the existing cable so that you could handle the
junction as three wires take advantage of the
neater outcome for using heat shrink.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: E6000 on plexi |
At 06:47 PM 8/16/2011, you wrote:
>
>Greetings listers,
>
>Has anyone used E 6000 on plexiglass? I'm wondering if the solvent
>will cause any damage or crazing to the plastic.
>
>Thanks in advance to any info.
There are several versions of E6000 . . . one is flammable,
the other is not. What's your proposed application?
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | RG142 coax offer |
I've spent some time today sorting through about #40 pounds
of RG-142 coax cable assemblies. I've updated the coax assembly
offer on the website to include a wider range of no-extra-charge-
connectors.
I've also listed a no-connectors segment, 11+ feet long for
$10.00.
That's less than $1.00/ft for "the good stuff".
Bob . . .
________________________________________________________________________________
| From: | "DEAN PSIROPOULOS" <dean.psiropoulos(at)verizon.net> |
Marcel:
Are you using the Navaid control head with it and do you have your servo set
up correctly on the ground. Using the Navaid control head requires manual
adjustments (as opposed to electronic)and set up tasks. Check the manual for
servo and control head adjustments and read and re-read it carefully. I had
some confusion about some of the tasks that were best clarified by someone
familiar with the system. Unfortunately Navaid no longer exists but there
are still many folks who have them in their aircraft so you may be in luck.
Before I finished my panel Trio Avionics had come out with a new digital
control head that worked with the three wire Navaid servo so I ditched the
old analog Navaid control head for an EZ Pilot (cost almost as much for the
control head as the entire Navaid system but definitely worth it). I have
everything set up and working properly on the ground but still experience a
slight problem with my Navaid servo. When I engage the servo in flight I
get an initial one-time excursion to the left (left wing down ~20 degrees)
before things settle out and start working properly.
Before I started using my EZ Pilot Chuck, at Trio Avionics, suggested I send
in my Navaid servo for a tune up. I did that and, for a very reasonable fee,
Trio performed some magic that cleaned up the slop in the mechanicals of the
servo. However, when they tested the servo they found a common problem in
the electronics. In talking with Chuck he mentioned one of the components,
a diode if I recall correctly, can sometimes cause the excursion that I
experience. Unfortunately he couldn't fix it.
Which brings me to a question I have for the list....does anyone know who
made the Navaid servos and are there any drawings/specs/schematics available
for it? Is there anyone or any company that still makes or repairs these
servos? If so please let us know, the servos are pretty rugged but they
don't last forever and I would like to get rid of the excursion in mine.
Thanks
Dean
RV-6A N197DM
Flying since 2008
------------Original Message -------------
Subject: Will servo run to outer position if PWM signal is missing?
From: "zwakie" <mz(at)cariama.nl>
I am trying to troubleshoot an issue with my Navaid servo. Immediately upon
engaging the servo, it will run the aileron to full left. I was wondering if
this could be caused by the PWM signal missing, f.i. because of a broken
wire. Can anybody enlighten this knows-nothing-about-electrics guy please?
Marcel
(Classic Tri-Gear PH-MZW - formerly G-BWON)
________________________________________________________________________________
| From: | James Robinson <jbr79r(at)yahoo.com> |
| Subject: | Re: battery charger |
Hi Bob=0AI was looking for the info on the battery chargers and I must not
have saved it.- It seems you recommended one available from WalMart that
was a good value=0AJim=0A-=0AJames Robinson=0AGlasair lll N79R=0ASpanish
Fork UT U77=0A=0A=0A________________________________=0AFrom: "Robert L. N
uckolls, III" =0ATo: aeroelectric-list@matro
nics.com=0ASent: Tuesday, August 16, 2011 5:27 PM=0ASubject: AeroElectric-L
L. Nuckolls, III" =0A=0AI've spent some tim
e today sorting through about #40 pounds=0Aof RG-142 coax cable assemblies.
I've updated the coax assembly=0Aoffer on the website to include a wider r
ange of no-extra-charge-=0Aconnectors.=0A=0AI've also listed a no-connector
s segment, 11+ feet long for=0A$10.00.=0A=0AThat's less than $1.00/ft for "
=- - - - - - - - - - - - - - - -Matt Dralle
========
________________________________________________________________________________
| From: | Ed Holyoke <bicyclop(at)pacbell.net> |
| Subject: | Re: Navaid Servo |
Howdy Dean,
I've got the same setup in my 6A and experienced the same excursion. I
reset some of the parameters in the Trio and it mostly went away. Been a
long time and I don't remember exactly what it was, but it seems like
there was a couple of settings for activity and sensitivity. Anyway, I
tweaked it a couple of times and test flew it a couple of times and
cleared it up. If I engage the servo to track to a waypoint, it still
does a small excursion and then lines up. I think it has something to do
with the sensitivity. Even if you are close to the centerline of the
course, it does a large correction to get you exactly on the centerline
and, naturally, overshoots. I usually just set it to heading mode while
I'm pointed the right direction and engage the servo. It doesn't do any
initial roll when I do it that way.
It once got very weird and tried to turn the airplane upside down when I
engaged it. I had to re-install the firmware to get it straight. The
guys at Trio said that it happens, rarely. Apparently it has to do with
shutting the power off at the exact millisecond that it is writing
parameters to memory and it gets corrupted. Always a good idea to do a
test engagement in good visibility before you count on it in the clouds.
Marcel,
Dean is right about the manual setup on the Navaid. It's been a long
time since I messed with it, so I can't be very specific about the
procedure. You really need the manual. Do you have it? You also have to
verify that the wires don't need to be reversed. If I understand it
right, the servo doesn't sense arm position. Everything comes from the
head, so if the head thinks that it is turning, it will command full
opposite aileron until it thinks that it is level. So if there is no
roll, or roll in the wrong direction, the head will go right on
commanding roll. I don't know for sure, but I don't think that the head
is putting out the pwm signal that you think it should. I believe that
it basically just runs the servo motorone direction or the other until
it thinks the airplane is wings level and/or tracking the nav source.If
the initial setup isn't done right, it will act just as you are
experiencing.
Pax,
Ed Holyoke
On 8/16/2011 7:28 PM, DEAN PSIROPOULOS wrote:
> --> AeroElectric-List message posted by: "DEAN PSIROPOULOS"
>
>
> Marcel:
>
> Are you using the Navaid control head with it and do you have your servo set
> up correctly on the ground. Using the Navaid control head requires manual
> adjustments (as opposed to electronic)and set up tasks. Check the manual for
> servo and control head adjustments and read and re-read it carefully. I had
> some confusion about some of the tasks that were best clarified by someone
> familiar with the system. Unfortunately Navaid no longer exists but there
> are still many folks who have them in their aircraft so you may be in luck.
>
> Before I finished my panel Trio Avionics had come out with a new digital
July 16, 2011 - August 17, 2011
AeroElectric-Archive.digest.vol-ko