AeroElectric-Archive.digest.vol-pa
July 07, 2019 - August 01, 2019
>
> Crimping wires into contacts or crimp ferrules is a method for splicing wires
together without soldering. When crimping multiple wires into a contact or ferrule,
the total circular-mil-area (CMA) of all the wires must be calculated into
an Equivalent Wire Size (EWS) in order to select the properly sized contact
or ferrule.
>
> 19.9.1 The following requirements apply for crimped splices:
>
> a. The tooling verification process and the completed termination shall comply
with all the requirements of this document for a crimp termination except as
specified herein for jiffy junction devices.
>
> b. The contact/wires size and crimp tool setting combination shall be developed
and verified using the same requirements as for any machined contact (see 12.3.5).
>
> c. The crimp ferrule or contact shall be sized equivalently with the calculated
Equivalent Wire Size (EWS) or the next larger EWS if the calculated value does
not exactly match a single wire size.
>
>
>
>
> Dont twist the wires together, they should go into the barrel parallel. I believe
when you double area of a wire, the AWG goes down by three. So 2 x 20 gauge
wires would be 17 gauge.
>
>
>
>
>
>
>
> On Jul 6, 2019, at 11:09 PM, Argonaut36 wrote:
>
>
> I was wondering if the practice of twisting 2 wires together and crimping the
resulting wire in a ring terminal can be considered acceptable, even for standard
certificate airplanes, for making a Y splitter. If so, assuming that 2 wires
to be twisted together are size 20#, should a red or blue ring terminal be
used?
> Thanks
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=490084#490084
>
>
>
>
>
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>
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________________________________________________________________________________
| From: | David Saylor <saylor.dave(at)gmail.com> |
| Subject: | Re: Limiting Current to a Battery |
Would it be a DC-DC battery charger?
https://www.renogy.com/renogy-12v-dc-to-dc-on-board-battery-charger/?gclid=CjwKCAjwsIbpBRBNEiwAZF8-z-TrUeFYygbwZh7wrFUpKO_RhdCJkW-vJ-BFwYS_IZjlu9G8uAMNcxoCgBoQAvD_BwE
On Sun, Jul 7, 2019 at 7:05 AM Jared Yates wrote:
> I have a question that's only somewhat applicable to E/AB aviation,
> apologies in advance. But I think it points out a hole in my electrical
> understanding.
>
> The characteristics of the lithium iron battery I'm running allow it to
> draw lots of current really fast after the engine starts. If it has been a
> little while since the last flight, the alternator is at max output for
> several minutes. The alternator puts out all it can give, and it's less
> than the battery wants to take.
>
> Stepping out of the hangar, my tow vehicle circuitry includes a wire in
> the 7-pin connector that provides alternator voltage to the trailer,
> intending to charge a small battery for a breakaway emergency brake. If I
> install a larger battery for other purposes, perhaps one like what is in
> the airplane, and connect it to that line coming from the truck, it seems
> like it would almost certainly open the fuse on that circuit during that
> initial high-draw stage.
>
> These two scenarios had me thinking, what methods would one have to limit
> a hungry battery's draw? I'm imagining some type of circuit that takes in
> 12-14 volts, and puts out almost the same, but only at some specified
> number of amps. Almost like a DC-powered battery charging circuit, rather
> than just putting the battery on the bus directly.
>
> Surely this has been solved in some off-the-shelf widget, but I haven't
> figured out the words to google yet.
>
________________________________________________________________________________
| Subject: | Re: Limiting Current to a Battery |
| From: | Charlie England <ceengland7(at)gmail.com> |
That device won't limit current pulled through his feed to the trailer
connector.
While that device might work for its intended purpose, one of its claims
is nonsense:
* Overcomes voltage drop caused by long cable runs
Unless its some corollary of a perpetual motion machine.
Charlie
On 7/7/2019 12:02 PM, David Saylor wrote:
> Would it be a DC-DC battery charger?
>
> https://www.renogy.com/renogy-12v-dc-to-dc-on-board-battery-charger/?gclid=CjwKCAjwsIbpBRBNEiwAZF8-z-TrUeFYygbwZh7wrFUpKO_RhdCJkW-vJ-BFwYS_IZjlu9G8uAMNcxoCgBoQAvD_BwE
>
>
> On Sun, Jul 7, 2019 at 7:05 AM Jared Yates > wrote:
>
> I have a question that's only somewhat applicable to E/AB
> aviation, apologies in advance. But I think it points out a hole
> in my electrical understanding.
>
> The characteristics of the lithium iron battery I'm running allow
> it to draw lots of current really fast after the engine starts. If
> it has been a little while since the last flight, the alternator
> is at max output for several minutes. The alternator puts out all
> it can give, and it's less than the battery wants to take.
>
> Stepping out of the hangar, my tow vehicle circuitry includes a
> wire in the 7-pin connector that provides alternator voltage to
> the trailer, intending to charge a small battery for a breakaway
> emergency brake. If I install a larger battery for other purposes,
> perhaps one like what is in the airplane, and connect it to that
> line coming from the truck, it seems like it would almost
> certainly open the fuse on that circuit during that initial
> high-draw stage.
>
> These two scenarios had me thinking, what methods would one have
> to limit a hungry battery's draw? I'm imagining some type of
> circuit that takes in 12-14 volts, and puts out almost the same,
> but only at some specified number of amps. Almost like a
> DC-powered battery charging circuit, rather than just putting the
> battery on the bus directly.
>
> Surely this has been solved in some off-the-shelf widget, but I
> haven't figured out the words to google yet.
>
---
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________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Overvoltage protection |
At 10:25 AM 7/7/2019, you wrote:
>
>A friend is working on a Grumman Tiger in which the alternator field
>circuit breaker was found tripped. Upon digging in the manual, he
>found the overvoltage protection was simply a Zener diode wired from
>the output of the field breaker to ground. The diode was found to
>be shorted, which would easily trip the breaker.
Yup. A stone simple ov protection scheme
that made it onto a TC aircraft. Wrote about
this for SA back in '93 . . .
https://tinyurl.com/y38og7he
Discovered later that the idea was not
'bad' as originally implemented. The
design called for a GLASS, 1N4745, 1W zener
tied to ground downstream of a 5A
FUSE. The thing was designed to be a single
event operator . . . IF you experienced
an ov condition, the zener was expected to
short, the fuse was expected to open.
You would have to investigate and fix
root cause of the ov condtion, then replace the
zener and fuse before flying upward and onward.
Emacs!
I did some testing on various
zeners and found that only GLASS enclosed
could be depended upon to fail shorted . . .
plastics would occasionally split apart
and fail to burn the fuse.
Emacs!
This is why the zener could only be
'legally' replaced with the Grumman house
part number to make sure that the part
was GLASS encased.
Some airplanes were modified to replace
cartridge fuses with breakers but left
the zener in place . . . risky because
the I(squared)t operation numbers
for the breaker are larger than a fuse.
>I can only find a "house number" on the Zener. The diode was
>removed, the old regulator was replaced with a Zeftronics with
>integral overvoltage protection, the split rocker switch was
>replaced with a new one, and all seems well -- except that one
>electrical instrument is inoperative (possibly due to an overvoltage event).
Once the regulator is replaced with one
that INCLUDES ov protection, the zener
should be removed.
>My questions are as follows: can a physically small Zener diode
>(similar in size to a 1N5401 diode) handle the amount of energy
>required to trip a 5A breaker, even one time? Can the Zener always
>be counted upon to fail shorted and not open?
Good question but moot after the
regulator is replaced.
Bob . . .
________________________________________________________________________________
| From: | David Saylor <saylor.dave(at)gmail.com> |
| Subject: | Re: Limiting Current to a Battery |
>>That device won't limit current pulled through his feed to the trailer
connector.<<
If the 20A model was mounted to the truck, the feed would be limited to
20A. If it was mounted to the trailer, the feed would be limited to
something more than 20A.
>>While that device might work for its intended purpose, one of its claims
is nonsense:
- Overcomes voltage drop caused by long cable runs
Unless its some corollary of a perpetual motion machine. <<
As someone mentioned earlier, long cable runs have been suggested as a
solution. But since that's really just a resistor, you'd also get a
voltage drop. This gizmo looks like it limits the current sent to the
battery being charged without dropping the voltage. So it overcomes the
voltage drop caused by the long cable run solution. I don't think they're
suggesting that it makes magical energy.
>
________________________________________________________________________________
| From: | Alec Myers <alec(at)alecmyers.com> |
| Subject: | Re: Limiting Current to a Battery |
The only way to limit the current drawn by a battery is to limit the voltage.
On Jul 7, 2019, at 2:13 PM, David Saylor wrote:
This gizmo looks like it limits the current sent to the battery being charged without
dropping the voltage.
________________________________________________________________________________
| Subject: | Re: Limiting Current to a Battery |
| From: | Charlie England <ceengland7(at)gmail.com> |
On 7/7/2019 1:13 PM, David Saylor wrote:
> >>That device won't limit current pulled through his feed to the
> trailer connector.<<
>
> If the 20A model was mounted to the truck, the feed would be limited
> to 20A. If it was mounted to the trailer, the feed would be limited
> to something more than 20A.
>
> >>While that device might work for its intended purpose, one of its
> claims is nonsense:
>
> * Overcomes voltage drop caused by long cable runs
>
> Unless its some corollary of a perpetual motion machine.<<
>
> As someone mentioned earlier, long cable runs have been suggested as a
> solution. But since that's really just a resistor, you'd also get a
> voltage drop. This gizmo looks like it limits the current sent to the
> battery being charged without dropping the voltage. So it overcomes
> the voltage drop caused by the long cable run solution. I don't think
> they're suggesting that it makes magical energy.
>
P(ower)=V(oltage) / I (current)
The only way to do what you suggest is...magical energy.
To restore charge voltage *at the same current* after a voltage drop
caused by a long cable run, you *must* increase current, to satisfy the
power equation. How?
---
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________________________________________________________________________________
| From: | Jared Yates <email(at)jaredyates.com> |
| Subject: | Re: Limiting Current to a Battery |
Thank you everyone for the tips, I have ordered a power supply circuit to
test and will report back. It includes an adjustment for the max current.
On July 7, 2019 13:08:34 David Saylor wrote:
> Would it be a DC-DC battery charger?
>
> https://www.renogy.com/renogy-12v-dc-to-dc-on-board-battery-charger/?gclid=CjwKCAjwsIbpBRBNEiwAZF8-z-TrUeFYygbwZh7wrFUpKO_RhdCJkW-vJ-BFwYS_IZjlu9G8uAMNcxoCgBoQAvD_BwE
>
>
> On Sun, Jul 7, 2019 at 7:05 AM Jared Yates wrote:
>
>> I have a question that's only somewhat applicable to E/AB aviation,
>> apologies in advance. But I think it points out a hole in my electrical
>> understanding.
>>
>> The characteristics of the lithium iron battery I'm running allow it to
>> draw lots of current really fast after the engine starts. If it has been a
>> little while since the last flight, the alternator is at max output for
>> several minutes. The alternator puts out all it can give, and it's less
>> than the battery wants to take.
>>
>> Stepping out of the hangar, my tow vehicle circuitry includes a wire in
>> the 7-pin connector that provides alternator voltage to the trailer,
>> intending to charge a small battery for a breakaway emergency brake. If I
>> install a larger battery for other purposes, perhaps one like what is in
>> the airplane, and connect it to that line coming from the truck, it seems
>> like it would almost certainly open the fuse on that circuit during that
>> initial high-draw stage.
>>
>> These two scenarios had me thinking, what methods would one have to limit
>> a hungry battery's draw? I'm imagining some type of circuit that takes in
>> 12-14 volts, and puts out almost the same, but only at some specified
>> number of amps. Almost like a DC-powered battery charging circuit, rather
>> than just putting the battery on the bus directly.
>>
>> Surely this has been solved in some off-the-shelf widget, but I haven't
>> figured out the words to google yet.
>>
________________________________________________________________________________
| From: | Joe Dubner <jdubner(at)yahoo.com> |
| Subject: | Re: Overvoltage protection |
Thank you, Bob. Mystery solved! You nailed it with this information and in the
article you wrote for S.A. in 1993. But it's the first time I've heard of such
a thing and was somewhat bewildered at a design depending on an unspecified
parameter in this way. Thanks for the history and explanation.
BTW, the diode we removed appeared to be plastic (like the one in your second
attached image), not glass.
But as you conclude (and we do too): it's moot after the regulator is replaced
with one containing over-voltage regulation.
Thanks again,
Joe
Robert L. Nuckolls, III wrote, On 7/7/2019 09:45:
> At 10:25 AM 7/7/2019, you wrote:
>>
>> A friend is working on a Grumman Tiger in which the alternator field
>> circuit breaker was found tripped. Upon digging in the manual, he
>> found the overvoltage protection was simply a Zener diode wired from
>> the output of the field breaker to ground. The diode was found to be
>> shorted, which would easily trip the breaker.
>
> Yup. A stone simple ov protection scheme
> that made it onto a TC aircraft. Wrote about
> this for SA back in '93 . . .
>
> https://tinyurl.com/y38og7he
>
> Discovered later that the idea was not
> 'bad' as originally implemented. The
> design called for a GLASS, 1N4745, 1W zener
> tied to ground downstream of a 5A
> FUSE.
>
>
> Emacs!
>
>
>
>
> I did some testing on various
> zeners and found that only GLASS enclosed
> could be depended upon to fail shorted . . .
> plastics would occasionally split
> and fail to burn the fuse.
> Emacs!
>
>
>
> This is why the zener could only be
> 'legally' replaced with the Grumman house
> part number to make sure that the part
> was GLASS encased.
>
> Some airplanes were modified to replace
> cartridge fuses with breakers but left
> the zener in place . . . risky because
> the I(squared)t operation numbers
> for a breaker are larger than the fuse.
>
>
>> I can only find a "house number" on the Zener. The diode was removed,
>> the old regulator was replaced with a Zeftronics with integral
>> overvoltage protection, the split rocker switch was replaced with a
>> new one, and all seems well -- except that one electrical instrument
>> is inoperative (possibly due to an overvoltage event).
>
> Once the regulator is replaced with one
> that INCLUDES ov protection, the zener
> should be removed.
>
>
>> My questions are as follows: can a physically small Zener diode
>> (similar in size to a 1N5401 diode) handle the amount of energy
>> required to trip a 5A breaker, even one time? Can the Zener always be
>> counted upon to fail shorted and not open?
>
> Good question but moot after the
> regulator is replaced.
>
>
>
> Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Limiting Current to a Battery |
At 12:34 PM 7/7/2019, you wrote:
>That device won't limit current pulled through his feed to the
>trailer connector.
>
>While that device might work for its intended purpose, one of its
>claims is nonsense:
> * Overcomes voltage drop caused by long cable runs
>Unless its some corollary of a perpetual motion machine.
Don't think current through the connector
was the problem . . . the 'high current'
issue centers on the discharged battery's
willingness to accept a replacement
current greater than what is healthy for its physics.
Hence, taking care of the battery calls for
a constant voltage/constant current charging
supply that is battery friendly . . . which
is what this product would do . . . EXCEPT PERHAPS
. . . that the specifications do not call out
an 'adjustable' constant current range.
It's basically a dc/dc converter with
a full performance input range of 8-16
volts where the output would be held
steady at specified charging/maintaining\
levels and a max current of 20A.
The specs do not say that it's electronically
limited to 20A although I suspect it would
be.
If the trailer battery is happy at 20A max
charge current, then this critter would do
the job . . . However, under a 20A output
load, current through the trailer connector
WILL be higher because of voltage
drops being compensated for by the charger's
electronics.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Limiting Current to a Battery |
> Hence, taking care of the battery calls for
> a constant voltage/constant current charging
> supply that is battery friendly . . . which
> is what this product would do . . . EXCEPT PERHAPS
> . . . that the specifications do not call out
> an 'adjustable' constant current range.
Here's a less expensive device in the same
power class. No "battery charging smarts"
but it does have user adjustable voltage
and current limits:
https://tinyurl.com/y4qson88
Perhaps quite suited to the task . . .
Bob . . .
________________________________________________________________________________
| Subject: | Re: Limiting Current to a Battery |
| From: | Charlie England <ceengland7(at)gmail.com> |
On 7/7/2019 3:46 PM, Robert L. Nuckolls, III wrote:
> At 12:34 PM 7/7/2019, you wrote:
>> That device won't limit current pulled through his feed to the
>> trailer connector.
>>
>> While that device might work for its intended purpose, one of its
>> claims is nonsense:
>>
>> * Overcomes voltage drop caused by long cable runs
>>
>> Unless its some corollary of a perpetual motion machine.
>
> Don't think current through the connector
> was the problem . . . the 'high current'
> issue centers on the discharged battery's
> willingness to accept a replacement
> current greater than what is healthy for its physics.
>
> Hence, taking care of the battery calls for
> a constant voltage/constant current charging
> supply that is battery friendly . . . which
> is what this product would do . . . EXCEPT PERHAPS
> . . . that the specifications do not call out
> an 'adjustable' constant current range.
>
> It's basically a dc/dc converter with
> a full performance input range of 8-16
> volts where the output would be held
> steady at specified charging/maintaining\
> levels and a max current of 20A.
> The specs do not say that it's electronically
> limited to 20A although I suspect it would
> be.
>
> If the trailer battery is happy at 20A max
> charge current, then this critter would do
> the job . . . However, under a 20A output
> load, current through the trailer connector
> WILL be higher because of voltage
> drops being compensated for by the charger's
> electronics.
>
>
> Bob . . .
>
Bob, his question indicated an issue with limited current capacity of
his wiring in the tow vehicle ('feed to the connector'). As I read his
question, the issue in his specific situation is not with hurting the
battery, but with overloading the supply circuit wiring ('open the fuse
on that circuit during that initial high-draw stage'). Hence, my
recommendation of a boost/buck power supply with current adjust.
Charlie
---
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________________________________________________________________________________
| From: | "Argonaut36" <fmlibrino(at)msn.com> |
Thanks to All for the very good information provided!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490122#490122
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Limiting Current to a Battery |
>Bob, his question indicated an issue with limited current capacity
>of his wiring in the tow vehicle ('feed to the connector'). As I
>read his question, the issue in his specific situation is not with
>hurting the battery, but with overloading the supply circuit wiring
>('open the fuse on that circuit during that initial high-draw
>stage'). Hence, my recommendation of a boost/buck power supply with
>current adjust.
>
>Charlie
Well fooey . . . got mentally snarled up
in another discussion from years past . . .
but I think I had this same discussion with
a builder back in the Compuserve AvSig days.
Not yet Dr. Dee and I were still running
the airport . . .
We fiddled with some current limiting
schemes involving lengths of 10AWG wire
(0.001 ohm/foot), a small contactor
and a comparator to sense when drop
across the resistor fell below a
user adjustable level. The idea was
to have additional resistance in the
line to the discharged trailer battery
that would be bypassed at some adjustable
preset.
That proved pretty messy. He decided to
up-size his trailer connector to handle 6AWG
battery feeders. I think it was
this one:
https://tinyurl.com/y48u7znv
The mated pair of connectors was really
cheaper than the bill of materials to
do the fancy hat-dance with an
electronically modulated current
limiter.
Since there was a battery on both ends
of the feeder, I think he put an ANL35
on both ends.
Thanks for the heads-up Charlie . . .
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Limiting Current to a Battery |
>Bob, his question indicated an issue with limited current capacity
>of his wiring in the tow vehicle ('feed to the connector'). As I
>read his question, the issue in his specific situation is not with
>hurting the battery, but with overloading the supply circuit wiring
>('open the fuse on that circuit during that initial high-draw
>stage'). Hence, my recommendation of a boost/buck power supply with
>current adjust.
>
>Charlie
Well fooey . . . got mentally snarled up
in another discussion from years past . . .
but I think I had this same discussion with
a builder back in the Compuserve AvSig days.
Not yet Dr. Dee and I were still running
the airport . . .
We fiddled with some current limiting
schemes involving lengths of 10AWG wire
(0.001 ohm/foot), a small contactor
and a comparator to sense when drop
across the resistor fell below a
user adjustable level. The idea was
to have additional resistance in the
line to the discharged trailer battery
that would be bypassed at some adjustable
preset.
That proved pretty messy. He decided to
up-size his trailer connector to handle 6AWG
battery feeders. I think it was
this one:
https://tinyurl.com/y48u7znv
The mated pair of connectors was really
cheaper than the bill of materials to
do the fancy hat-dance with an
electronically modulated current
limiter.
Since there was a battery on both ends
of the feeder, I think he put an ANL35
on both ends.
Thanks for the heads-up Charlie . . .
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Limiting Current to a Battery |
> The mated pair of connectors was really
> cheaper than the bill of materials to
> do the fancy hat-dance with an
> electronically modulated current
> limiter.
The link I offered for the connectors
was to Waytek Wire who has a really
comprehensive catalog of wiring products.
Interested Listers are invited to download
a copy of their catalog here:
http://www.aeroelectric.com/Mfgr_Data/Misc/Waytek/waytek_catalog231.pdf
Back in the days when we were selling
a lot of materials, tools and supplies,
we ordered quite a bit of stuff from
Waytek.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Speaking of well loaded wires . . . |
The a/c quit on the Barber Co homestead
a couple days ago. Pulled of the covers
and found a wire burned off the dual
motor run capacitor.
Emacs!
The failure started in the Fast-On crimp
and pretty well toasted the wire and it's
mating capacitor tab before parting.
I didn't think to save the carcass . . .
While working the replacement, the wire fell
out of the terminal on the FAN side of
the capacitor!
The terminal on the capacitor COMMON lead
carries nearly the same current (~20A) as the
COMPRESSOR side, but it was in good shape.
HOWEVER . . . the other end of the capacitor
COMMON wire attaching to the run contactor
was starting to show stress . . . not in
the crimp but on the Fast-On grips.
Emacs!
In the case cited above, the terminals were
under-crimped. I'd replaced that same
capacitor in years past but didn't see
a problem with the terminals. But these
were in service for over 10 years
in a pretty unfriendly environment.
This time, ALL the PIDG devices in the
condenser wiring got replaced with a fine,
ratchet-handled mash-tool.
Even tho the catalogs offer a yellow PIDG
for up to 10AWG wire, I think it prudent
NOT to push this technology that hard
in aircraft.
7A or so continuous in blue PIDG Fast-Ons
have a track record of good performance.
If you must push into yellow terminal
territory, make sure they're 'real'
TE Connectivity PIDG and use the
ratchet-handled tool.
Bob . . .
________________________________________________________________________________
| From: | Wayne Blackler <wayne_blackler(at)yahoo.com.au> |
| Subject: | Re: Limiting Current to a Battery |
Some current DO-160 qualified Lithium Iron Phosphate batteries often do not limit
charge current. A distinct difference in next-gen similarly qualified LFP batteries
is to enable the end-user to limit charge current by programming the
battery management system. There are clearly implications. Particularly for all
electric aircraft. A large 28VDC 40A-hr lfp battery might be good for 700A
continuous discharge and could draw 600A if fully discharged on a charge cycle.
If charged with a 400A starter-generator, this could put the generation system
into overload, and the limit is reached in seconds. Even a 50% discharged lfp
battery of this size draws huge charge currents for not insignificant durations.
It would be interesting to see the effect of critical utilisation equipment
hung off a bus with this issue. Thoughts?
> On 8 Jul 2019, at 02:41, Alec Myers wrote:
>
>
>
>
> On Jul 7, 2019, at 10:23 AM, Ken Ryan wrote:
> ...But I think it points out a hole in my electrical understanding.
>
> . I'm imagining some type of circuit that takes in 12-14 volts, and puts out
almost the same, but only at some specified number of amps.
>
>
> Remember a battery is a two terminal device. It functions like you pick the voltage
across the terminals, Ill pick the current, or, equivalently you pick the
current, Ill pick the voltage. You cant pick both the voltage across the terminals
and the current through the battery, independently.
>
> You could put some kind of negative temperature coefficient thermistor in series
with the battery, and shunt that with a fat diode so as not to limit the current
withdrawable from the battery?
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Limiting Current to a Battery |
At 06:16 AM 7/8/2019, you wrote:
>
>
>Some current DO-160 qualified Lithium Iron Phosphate batteries often
>do not limit charge current. A distinct difference in next-gen
>similarly qualified LFP batteries is to enable the end-user to limit
>charge current by programming the battery management system. There
>are clearly implications. Particularly for all electric aircraft. A
>large 28VDC 40A-hr lfp battery might be good for 700A continuous
>discharge and could draw 600A if fully discharged on a charge cycle.
>If charged with a 400A starter-generator, this could put the
>generation system into overload, and the limit is reached in
>seconds. Even a 50% discharged lfp battery of this size draws huge
>charge currents for not insignificant durations. It would be
>interesting to see the effect of critical utilisation equipment hung
>off a bus with this issue. Thoughts?
What goes around . . . comes around . . .
Had some similar thoughts back in the hey-day
of wet ni-cads finding their way onto airplanes.
A number of airplanes suffered battery fires
due to high rate energy replenishment after engine
start. The same conditions contributed to
root cause. Smaller batteries with lower
thermal mass. Lower internal resistance
translating into a battery's willingness to accept
replenishment.
The 'fix' was to add crew monitored
battery temperature warning systems to
the airplane. Here's an example . . .
Emacs!
The idea was that when the yellow light
came on, the crew would disconnect the
battery from the bus until the temperature
fell to happier territory.
Back in those days, I was participating in
a series of design programs for alternator
and/or generator controllers. In numerous
design reviews I proposed that our product
included battery temperature monitoring
that would effect automatic bus voltage
reduction until such time that the battery
would again accept replenishment at the
high rate. Some of the twin turbine
a/c had DUAL 600A generators!
The idea was pushed aside as in the 'too
hard' pile. We'd have to re-qualify
a fleet wide array of controllers. Adding
the 'band-aid' to aircraft carrying ni-cads
was a much simpler solution.
In years since, improvements in lead-acid
technologies lowered cell impedances
to the point that RG batteries were
subject to discharge/recharge overheat
in a/c with large generators. So
lead-acid batteries began to sprout
connectors to carry temperature sensor
data to . . . you guessed it . . .
the cockpit mounted warning system.
Emacs!
So here we are again. Itty bitty LiPO4
cells quite capable of producing engine
cranking power are similarly at-risk
for reduced service life from a pair
of stresses. (1) high temperature
induced by extended current flows
with I(squared)R losses dumped into
very low thermal mass and (2) over
discharge below some voltage threshold
that trashes the chemistry.
Folks like Earth-X and TrueBlue have
built protections into their battery.
Why? Because the primary instigators
of risk to the battery (charging
system and battery contactor) have
no idea as to the battery's condition
hence not configured to do the
really simple job of mitigating
battery abuse.
In the OBAM aviation world, we have
opportunity to take the next step
in power system management and control.
It would be no big deal to build
alternator controllers that would
take battery chemistry and size
into account . . . totally eliminating
the need for temperature monitoring.
Similarly, a battery contactor controller
could be crafted to simply unhook the
battery when the voltage dropped below
some established limit.
Perhaps its time that the DC power system
be treated as an orchestra of components
that play well TOGETHER. Right now, the
players are marching to their own tunes
with nary a care for each other's limits
and needs.
Bob . . .
________________________________________________________________________________
| From: | Bob Verwey <bob.verwey(at)gmail.com> |
| Subject: | Re: Limiting Current to a Battery |
Mr N...as always I am in awe of your immense repository of knowledge...not
that others on the group can't challenge you...but I am grateful that you
make the time to dispense same on this forum. Often it is a topic that does
not really interest me. Yet I find myself drawn inextricably away from
the DELETE button!
On Mon, 08 Jul 2019, 5:50 PM Robert L. Nuckolls, III <
nuckolls.bob(at)aeroelectric.com> wrote:
> At 06:16 AM 7/8/2019, you wrote:
>
> wayne_blackler(at)yahoo.com.au>
>
> Some current DO-160 qualified Lithium Iron Phosphate batteries often do
> not limit charge current. A distinct difference in next-gen similarly
> qualified LFP batteries is to enable the end-user to limit charge current
> by programming the battery management system. There are clearly
> implications. Particularly for all electric aircraft. A large 28VDC 40A-hr
> lfp battery might be good for 700A continuous discharge and could draw 600A
> if fully discharged on a charge cycle. If charged with a 400A
> starter-generator, this could put the generation system into overload, and
> the limit is reached in seconds. Even a 50% discharged lfp battery of this
> size draws huge charge currents for not insignificant durations. It would
> be interesting to see the effect of critical utilisation equipment hung off
> a bus with this issue. Thoughts?
>
>
> What goes around . . . comes around . . .
>
> Had some similar thoughts back in the hey-day
> of wet ni-cads finding their way onto airplanes.
> A number of airplanes suffered battery fires
> due to high rate energy replenishment after engine
> start. The same conditions contributed to
> root cause. Smaller batteries with lower
> thermal mass. Lower internal resistance
> translating into a battery's willingness to accept
> replenishment.
>
> The 'fix' was to add crew monitored
> battery temperature warning systems to
> the airplane. Here's an example . . .
>
> [image: Emacs!]
>
> The idea was that when the yellow light
> came on, the crew would disconnect the
> battery from the bus until the temperature
> fell to happier territory.
>
> Back in those days, I was participating in
> a series of design programs for alternator
> and/or generator controllers. In numerous
> design reviews I proposed that our product
> included battery temperature monitoring
> that would effect automatic bus voltage
> reduction until such time that the battery
> would again accept replenishment at the
> high rate. Some of the twin turbine
> a/c had DUAL 600A generators!
>
> The idea was pushed aside as in the 'too
> hard' pile. We'd have to re-qualify
> a fleet wide array of controllers. Adding
> the 'band-aid' to aircraft carrying ni-cads
> was a much simpler solution.
>
> In years since, improvements in lead-acid
> technologies lowered cell impedances
> to the point that RG batteries were
> subject to discharge/recharge overheat
> in a/c with large generators. So
> lead-acid batteries began to sprout
> connectors to carry temperature sensor
> data to . . . you guessed it . . .
> the cockpit mounted warning system.
>
> [image: Emacs!]
>
> So here we are again. Itty bitty LiPO4
> cells quite capable of producing engine
> cranking power are similarly at-risk
> for reduced service life from a pair
> of stresses. (1) high temperature
> induced by extended current flows
> with I(squared)R losses dumped into
> very low thermal mass and (2) over
> discharge below some voltage threshold
> that trashes the chemistry.
>
> Folks like Earth-X and TrueBlue have
> built protections into their battery.
> Why? Because the primary instigators
> of risk to the battery (charging
> system and battery contactor) have
> no idea as to the battery's condition
> hence not configured to do the
> really simple job of mitigating
> battery abuse.
>
> In the OBAM aviation world, we have
> opportunity to take the next step
> in power system management and control.
> It would be no big deal to build
> alternator controllers that would
> take battery chemistry and size
> into account . . . totally eliminating
> the need for temperature monitoring.
>
> Similarly, a battery contactor controller
> could be crafted to simply unhook the
> battery when the voltage dropped below
> some established limit.
>
> Perhaps its time that the DC power system
> be treated as an orchestra of components
> that play well TOGETHER. Right now, the
> players are marching to their own tunes
> with nary a care for each other's limits
> and needs.
>
>
> Bob . . .
>
________________________________________________________________________________
| From: | Ernest Christley <echristley(at)att.net> |
| Subject: | Re: Limiting Current to a Battery |
Look for a "poly fuse" in the aviation section of an auto parts store. These will
limit current to the rated value
Sent from Yahoo Mail on Android
On Sun, Jul 7, 2019 at 10:01 AM, Jared Yates wrote: I
have a question that's only somewhat applicable to E/AB aviation, apologies in
advance. But I think it points out a hole in my electrical understanding.
The characteristics of the lithium iron battery I'm running allow it to draw lots
of current really fast after the engine starts. If it has been a little while
since the last flight, the alternator is at max output for several minutes.
The alternator puts out all it can give, and it's less than the battery wants
to take.
Stepping out of the hangar, my tow vehicle circuitry includes a wire in the 7-pin
connector that provides alternator voltage to the trailer, intending to charge
a small battery for a breakaway emergency brake. If I install a larger battery
for other purposes, perhaps one like what is in the airplane, and connect
it to that line coming from the truck, it seems like it would almost certainly
open the fuse on that circuit during that initial high-draw stage.
These two scenarios had me thinking, what methods would one have to limit a hungry
battery's draw? I'm imagining some type of circuit that takes in 12-14 volts,
and puts out almost the same, but only at some specified number of amps. Almost
like a DC-powered battery charging circuit, rather than just putting the
battery on the bus directly.
Surely this has been solved in some off-the-shelf widget, but I haven't figured
out the words to google yet.
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Limiting Current to a Battery |
At 11:14 AM 7/8/2019, you wrote:
>Mr N...as always I am in awe of your immense repository of
>knowledge...not that others on the group can't challenge you...but I
>am grateful that you make the time to dispense same on this forum.
>Often it is a topic that does not really interest me. Yet I find
>myself drawn inextricably away from the DELETE button!
Thank you for those kind words.
I am grateful to my teachers
and constellation of employers who
offered a great spectrum of
opportunities.
Knowledge is like cash . . . the
value of which grows in proportion
to how much it CIRCULATES. We
all have opportunity to stir the
great stew pot of knowledge. I
have been gifted with a really
big pot and spoon to go with it.
Your participation here goes toward
refining recipes for success based
on knowledge and science. Thank
you for being here!
Bob . . .
________________________________________________________________________________
| Subject: | Re: Limiting Current to a Battery |
| From: | Charlie England <ceengland7(at)gmail.com> |
=81=A3Sent from BlueMail =8B
On Jul 8, 2019, 10:50 AM, at 10:50
AM, "Robert L=2E Nuckolls, III" wrote:
>At 06:16 AM 7/8/2019, you wrote:
>>--> AeroElectric-List message posted b
y: Wayne Blackler
>>
>>
>>Some current DO
-160 qualified Lithium Iron Phosphate batteries often
>>do not limit charg
e current=2E A distinct difference in next-gen
>>similarly qualified LFP b
atteries is to enable the end-user to limit
>>charge current by programmin
g the battery management system=2E There
>>are clearly implications=2E Par
ticularly for all electric aircraft=2E A
>>large 28VDC 40A-hr lfp battery
might be good for 700A continuous
>>discharge and could draw 600A if full
y discharged on a charge cycle=2E
>>If charged with a 400A starter-generat
or, this could put the
>>generation system into overload, and the limit is
reached in
>>seconds=2E Even a 50% discharged lfp battery of this size dr
aws huge
>>charge currents for not insignificant durations=2E It would be
>>interesting to see the effect of critical utilisation equipment hung
>>
off a bus with this issue=2E Thoughts?
>
> What goes around =2E =2E =2E c
omes around =2E =2E =2E
>
> Had some similar thoughts back in the hey-day
> of wet ni-cads finding their way onto airplanes=2E
> A number of air
planes suffered battery fires
> due to high rate energy replenishment aft
er engine
> start=2E The same conditions contributed to
> root cause=2E
Smaller batteries with lower
> thermal mass=2E Lower internal resistance
> translating into a battery's willingness to accept
> replenishment
=2E
>
> The 'fix' was to add crew monitored
> battery temperature warni
ng systems to
> the airplane=2E Here's an example =2E =2E =2E
>
>Emacs!
>
>
> The idea was that when the yellow light
> came on, the crew would
disconnect the
> battery from the bus until the temperature
> fell to h
appier territory=2E
>
> Back in those days, I was participating in
> a
series of design programs for alternator
> and/or generator controllers
=2E In numerous
> design reviews I proposed that our product
> included
battery temperature monitoring
> that would effect automatic bus voltage
> reduction until such time that the battery
> would again accept repl
enishment at the
> high rate=2E Some of the twin turbine
> a/c had DUAL
600A generators!
>
> The idea was pushed aside as in the 'too
> hard'
pile=2E We'd have to re-qualify
> a fleet wide array of controllers=2E Ad
ding
> the 'band-aid' to aircraft carrying ni-cads
> was a much simpler
solution=2E
>
> In years since, improvements in lead-acid
> technologi
es lowered cell impedances
> to the point that RG batteries were
> subj
ect to discharge/recharge overheat
> in a/c with large generators=2E So
>
lead-acid batteries began to sprout
> connectors to carry temperature
sensor
> data to =2E =2E =2E you guessed it =2E =2E =2E
> the cockpit m
ounted warning system=2E
>
>Emacs!
>
>
> So here we are again=2E Itty bit
ty LiPO4
> cells quite capable of producing engine
> cranking power are
similarly at-risk
> for reduced service life from a pair
> of stresses
=2E (1) high temperature
> induced by extended current flows
> with I(s
quared)R losses dumped into
> very low thermal mass and (2) over
> disc
harge below some voltage threshold
> that trashes the chemistry=2E
>
>
Folks like Earth-X and TrueBlue have
> built protections into their batte
ry=2E
> Why? Because the primary instigators
> of risk to the battery (
charging
> system and battery contactor) have
> no idea as to the batte
ry's condition
> hence not configured to do the
> really simple job of
mitigating
> battery abuse=2E
>
> In the OBAM aviation world, we have
>
opportunity to take the next step
> in power system management and con
trol=2E
> It would be no big deal to build
> alternator controllers tha
t would
> take battery chemistry and size
> into account =2E =2E =2E to
tally eliminating
> the need for temperature monitoring=2E
>
> Similarl
y, a battery contactor controller
> could be crafted to simply unhook the
> battery when the voltage dropped below
> some established limit=2E
>
> Perhaps its time that the DC power system
> be treated as an orchest
ra of components
> that play well TOGETHER=2E Right now, the
> players
are marching to their own tunes
> with nary a care for each other's limit
s
> and needs=2E
>
>
> Bob =2E =2E =2E
________________________________________________________________________________
| Subject: | Re: Limiting Current to a Battery |
| From: | Charlie England <ceengland7(at)gmail.com> |
Don't polyfuses simply open/close? With no regulation, wouldn't you just ge
t a series of pulses?
=81=A3Sent from BlueMail =8B
On Jul 8, 201
9, 11:44 AM, at 11:44 AM, Ernest Christley wrote:
>L
ook for a "poly fuse" in the aviation section of an auto parts store=2E
>Th
ese will limit current to the rated value
>
>Sent from Yahoo Mail on Androi
d
>
>On Sun, Jul 7, 2019 at 10:01 AM, Jared Yates
>wrote: I have a question that's only somewhat applicable to E/AB
>aviat
ion, apologies in advance=2E But I think it points out a hole in my
>electr
ical understanding=2E
>The characteristics of the lithium iron battery I'm
running allow it to
>draw lots of current really fast after the engine star
ts=2E If it has
>been a little while since the last flight, the alternator
is at max
>output for several minutes=2E The alternator puts out all it can
give,
>and it's less than the battery wants to take=2E
>Stepping out of th
e hangar, my tow vehicle circuitry includes a wire in
>the 7-pin connector
that provides alternator voltage to the trailer,
>intending to charge a sma
ll battery for a breakaway emergency brake=2E If
>I install a larger batter
y for other purposes, perhaps one like what is
>in the airplane, and connec
t it to that line coming from the truck, it
>seems like it would almost cer
tainly open the fuse on that circuit
>during that initial high-draw stage
=2E
>These two scenarios had me thinking, what methods would one have to
>l
imit a hungry battery's draw? I'm imagining some type of circuit that
>take
s in 12-14 volts, and puts out almost the same, but only at some
>specified
number of amps=2E Almost like a DC-powered battery charging
>circuit, rath
er than just putting the battery on the bus directly=2E
>Surely this has be
en solved in some off-the-shelf widget, but I haven't
>figured out the word
s to google yet=2E
________________________________________________________________________________
| Subject: | Re: Limiting Current to a Battery |
| From: | "user9253" <fransew(at)gmail.com> |
The battery manufacturer, EarthX, wrote:
> Based on extensive testing, the maximum charge rating will never be exceeded
using this simple and reliable diode isolation design.
https://earthxbatteries.com/dual-bus-lithium-battery-design
So why not try using diodes first before trying more complicated methods to reduce
the voltage and current. An assortment of diodes with various forward voltage
drops could be tried. Yes, it is trial and error. But so is finding the
ideal voltage output of a DC-DC converter.
By the way, it is physically impossible to reduce the battery charging current
without lowering the charging voltage that is connected to the battery.
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490144#490144
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Limiting Current to a Battery |
At 11:36 AM 7/8/2019, you wrote:
>Look for a "poly fuse" in the aviation section of an auto parts
>store. These will limit current to the rated value
No, these are intended to perform the
same function as breakers and fuses.
Placed in series with the power path
to an electrical load, they present
a low resistance at or below a certain
temperature. Should an overload occur,
they warm past the 'trip point' where
the resistance rises rapidly thus
mitigating the fault current.
See:
https://tinyurl.com/7vt49mw
https://tinyurl.com/y2uh3byy
The TC aircraft world flirted with these
critters on several occasions where
I participated . . . and there were
no doubt others.
There are several power distribution
products offered to the OBAM aviation
community that feature Polyfuses.
One of the earliest examples is the
EXPBUS
Emacs!
Greg Richter was a proponent of Polyfuses
in his designs. One proposal for light
aircraft power distribution took this
form:
Emacs!
(We had quite a discussion about both products
which have been archived on AeroElectric.com
if anyone is interested. Search on expbus
or polyfuse.
But suffice it to say that Polyfuses are not
well suited for protection of power distribution
feeders in aircraft. They are well suited to
protection of circuitry WITHIN an electro-whizzy . . .
indeed, they're sold by the millions for that
purpose. They've alos found utility on some
automotive applications . . . like providing
electrical limit stops for power windows.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Limiting Current to a Battery |
At 02:23 PM 7/8/2019, you wrote:
>Don't polyfuses simply open/close? With no regulation, wouldn't you
>just get a series of pulses?
close . . . the polyfuse maintains a low
resistance state BELOW some trip point
whereupon it reverts to a high resistance
state. Current flow never goes to zero and
the 'fuse' is held in the high-resistance
condition at some current value well below
hazardous.
To 'reset' a polyfuse, you have to remove
the current and allow the device to cool
whereupon the magic molecules re-arrange
to form the low-resistance matrix.
Bob . . .
________________________________________________________________________________
| From: | Michael Wynn <mlwynn(at)aol.com> |
| Subject: | Re: King Molex connectors |
VERY helpful
Thank you.
Michael Wynn
-----Original Message-----
From: Charles Birdsall <cbirdsall6(at)cox.net>
Sent: Fri, Jul 5, 2019 6:52 pm
Subject: Re: AeroElectric-List: King Molex connectors
Michael,You can purchase the pins here:=C2-http://lane-pilot.com/25-pcs-
BendixKing-tray-contacts-KX155KMA24KX196KN53etc_p_123.html as well as every
thing else I mention here ...The extractor is a Molex PN HT-1884. You can m
ake your own - I've done so using a cheap stainless 6" rule on the dollar s
helf at the hardware store.=C2- I ground down one end so that it looked s
imilar to the tool in the picture and then carefully sized it to fit into t
he tiny little slot above/below the pins in the connector. Take a look at t
he KX 155 Install manual, Page 2-6 - you'll see a picture of the removal to
ol and the pins.=C2- The pins have a narrow tang that locks into place by
dropping into a stepped slot=C2- when it's inserted into the rear of the
connector.=C2- The removal tool simply pushes the tang up so that it dis
engages from the slot. To use it, insert it into the slot above or below th
e pin (depending on which row you're after) from the front of the connector
, give it a little push to disengage the tang and either push the pin out f
rom the front with a blunt tool or pull it out the back using the attached
wire. Use finesse, not brute force. It won't come out if the tang isn't dis
engaged.=C2-RF connections:=C2- Solder-in style is TED PN 9-30-10 (simi
lar to the original).=C2- It takes a little practice to solder these well
.OR you can go with a Delkin=C2- DBA 600 and not have to solder the whip
at all.=C2- Make your antenna lead long enough to reach the back of the t
ray and crimp on a BNC connector.=C2-One caution: One row of pins is numb
ered, the other is alphabetical. The alphabetical row is missing the G, I,
O,=C2- and Q. Forget that and you'll get the pins in the wrong place. Bee
n there, done that.KX 155 install manual is here:=C2-http://aeroelectric.
com/Installation_Data/Bendix-King/KX155_IM.pdf
Chuck
On July 5, 2019 at 3:07 PM Michael Wynn wrote:
Hi All,
I am restoring and re-wiring a 1977 Pitts.=C2- The radios are a King KY97
a and a King 76c.=C2- Both have wiring going into a rack and some version
of molex pins in a plastic holder at the rear.=C2- When wiring my RV8, I
was using Garmin radios that all use more standard Sub-d pins and sockets.
I want to replace some wires and add a couple of circuits.=C2- I am reall
y unclear about how to remove and replace these pins and where I buy replac
ement pins.=C2-=C2-
I also want to put new RG400 for the wires to the antennae.=C2- There is
a right angle connector, but I am really unsure if I can remove the current
antenna wiring and replace them.=C2- Anyone with experience dealing with
these connectors?
Regards,
Michael WynnPitts S1-SRV 8Livermore, CA
________________________________________________________________________________
| Subject: | =?ISO-8859-1?Q?=D8=B4=D8=B1=D9=83=D8=A9?= =?ISO-8859-1?Q?=D8=D9=86=D8=B8=D9=8A=D9=81? |
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e'er .
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490150#490150
________________________________________________________________________________
| From: | speedy11(at)aol.com |
| Subject: | Re: Limiting Current to a Battery |
I'm no expert, but Bob's idea seems to have great merit.I have noticed, aft
er starting my IO-390 using my two EarthX LiFePo batteries, the amps go to
57 immediately after start.=C2- The alternator is a 60A Plane Power, so i
t is being maxed out.It could be that the EarthX monitor system is limiting
the charge so as to avoid exceeding a particular charging limit, but I am
not sure of that.=C2- I have little experience with the batteries thus fa
r.I am currently installing a complete new panel and the new AFS5800 has in
puts available for monitoring the batteries.=C2- I intend to connect them
and configure the EFIS.Stan SutterfieldSpruce Creek Fly-In, FL
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Re: AeroElectric-List: Limiting Current to a Battery
At 06:16 AM 7/8/2019, you wrote:
>
>
>Some current DO-160 qualified Lithium Iron Phosphate batteries often
>do not limit charge current. A distinct difference in next-gen
>similarly qualified LFP batteries is to enable the end-user to limit
>charge current by programming the battery management system. There
>are clearly implications. Particularly for all electric aircraft.=C2- A
>large 28VDC 40A-hr lfp battery might be good for 700A continuous
>discharge and could draw 600A if fully discharged on a charge cycle.
>If charged with a 400A starter-generator, this could put the
>generation system into overload, and the limit is reached in
>seconds. Even a 50% discharged lfp battery of this size draws huge
>charge currents for not insignificant durations. It would be
>interesting to see the effect of critical utilisation equipment hung
>off a bus with this issue. Thoughts?
=C2- What goes around . . . comes around . . .
=C2- Had some similar thoughts back in the hey-day
=C2- of wet ni-cads finding their way onto airplanes.
=C2- A number of airplanes suffered battery fires
=C2- due to high rate energy replenishment after engine
=C2- start. The same conditions contributed to
=C2- root cause. Smaller batteries with lower
=C2- thermal mass. Lower internal resistance
=C2- translating into a battery's willingness to accept
=C2- replenishment.
=C2- The 'fix' was to add crew monitored
=C2- battery temperature warning systems to
=C2- the airplane. Here's an example . . .
Emacs!
=C2- The idea was that when the yellow light
=C2- came on, the crew would disconnect the
=C2- battery from the bus until the temperature
=C2- fell to happier territory.
=C2- Back in those days, I was participating in
=C2- a series of design programs for alternator
=C2- and/or generator controllers. In numerous
=C2- design reviews I proposed that our product
=C2- included battery temperature monitoring
=C2- that would effect automatic bus voltage
=C2- reduction until such time that the battery
=C2- would again accept replenishment at the
=C2- high rate. Some of the twin turbine
=C2- a/c had DUAL 600A generators!
=C2- The idea was pushed aside as in the 'too
=C2- hard' pile. We'd have to re-qualify
=C2- a fleet wide array of controllers. Adding
=C2- the 'band-aid' to aircraft carrying ni-cads
=C2- was a much simpler solution.
=C2- In years since, improvements in lead-acid
=C2- technologies lowered cell impedances
=C2- to the point that RG batteries were
=C2- subject to discharge/recharge overheat
=C2- in a/c with large generators. So
=C2- lead-acid batteries began to sprout
=C2- connectors to carry temperature sensor
=C2- data to . . . you guessed it . . .
=C2- the cockpit mounted warning system.
Emacs!
=C2- So here we are again. Itty bitty LiPO4
=C2- cells quite capable of producing engine
=C2- cranking power are similarly at-risk
=C2- for reduced service life from a pair
=C2- of stresses. (1) high temperature
=C2- induced by extended current flows
=C2- with I(squared)R losses dumped into
=C2- very low thermal mass and (2) over
=C2- discharge below some voltage threshold
=C2- that trashes the chemistry.
=C2- Folks like Earth-X and TrueBlue have
=C2- built protections into their battery.
=C2- Why? Because the primary instigators
=C2- of risk to the battery (charging
=C2- system and battery contactor) have
=C2- no idea as to the battery's condition
=C2- hence not configured to do the
=C2- really simple job of mitigating
=C2- battery abuse.
=C2- In the OBAM aviation world, we have
=C2- opportunity to take the next step
=C2- in power system management and control.
=C2- It would be no big deal to build
=C2- alternator controllers that would
=C2- take battery chemistry and size
=C2- into account . . . totally eliminating
=C2- the need for temperature monitoring.
=C2- Similarly, a battery contactor controller
=C2- could be crafted to simply unhook the
=C2- battery when the voltage dropped below
=C2- some established limit.
=C2- Perhaps its time that the DC power system
=C2- be treated as an orchestra of components
=C2- that play well TOGETHER. Right now, the
=C2- players are marching to their own tunes
=C2- with nary a care for each other's limits
=C2- and needs.
=C2- Bob . . .=C2-
________________________________________________________________________________
| Subject: | Re: WIFI Repeater/Booster Options For My Remote Steel |
Hangar???
| From: | "LecrameMark" <lecramermark(at)yahoo.com> |
There is an easier way, I can suggest you to buy one more wifi router and to connect
it with an UTP cable that is long enough to reach the other router. My house
is big, and I bought one more router because one wasnt enough for the whole
house. If you want more ideas () it may be useful for you, it is telling you
how to configure router to work on larger distance oar gives ideas how to connect
2 routers with each other. It may be useful for you and for others.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490152#490152
________________________________________________________________________________
| From: | Ernest Christley <echristley(at)att.net> |
| Subject: | Re: Limiting Current to a Battery |
What he said, Charlie.=C2- I had a part with threaded studs that was a 4
0amp fuse.=C2- I was under the impression that it acted as a current limi
ter.=C2- It appears that I was wrong.
olls.bob(at)aeroelectric.com> wrote:
At 02:23 PM 7/8/2019, you wrote:
Don't polyfuses simplyopen/close? With no regulation, wouldn't you just get
a series ofpulses?
=C2- close . . . the polyfuse maintains a low
=C2- resistance state BELOW some trip point
=C2- whereupon it reverts to a high resistance
=C2- state. Current flow never goes to zero and
=C2- the 'fuse' is held in the high-resistance
=C2- condition at some current value well below
=C2- hazardous.
=C2- To 'reset' a polyfuse, you have to remove
=C2- the current and allow the device to cool
=C2- whereupon the magic molecules re-arrange
=C2- to form the low-resistance matrix.
=C2-
=C2- Bob . . .
________________________________________________________________________________
| From: | Ernest Christley <echristley(at)att.net> |
| Subject: | Re: Limiting Current to a Battery |
Before inserting a diode, I'd add a one ohm "sensing" resistor in the char
ge line.=C2- You'd get the benefit of having a way to sense the health of
the generator/alternator along with never being able to exceed the maximum
charge current.
rote:
The battery manufacturer, EarthX, wrote:
> Based on extensive testing, the maximum charge rating will never be excee
ded using this simple and reliable diode isolation design.
https://earthxbatteries.com/dual-bus-lithium-battery-design
So why not try using diodes first before trying more complicated methods to
reduce the voltage and current.=C2- An assortment of diodes with various
forward voltage drops could be tried.=C2- Yes, it is trial and error.=C2
- But so is finding the ideal voltage output of a DC-DC converter.
=C2- By the way, it is physically impossible to reduce the battery chargi
ng current without lowering the charging voltage that is connected to the b
attery.
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490144#490144
-
S -
WIKI -
-
=C2- =C2- =C2- =C2- =C2- -Matt Dralle, List Admin.
________________________________________________________________________________
| Subject: | Re: Limiting Current to a Battery |
| From: | Dick Tasker <dick(at)thetaskerfamily.com> |
Adding a resistor with that high impedance would certainly limit the charging current!
To only a couple amps or so...
The idea would probably work, but the resistor would have to be much less than
1 ohm and would have to be a high wattage one.
Dick Tasker
Ernest Christley wrote:
> Before inserting a diode, I'd add a one ohm "sensing" resistor in the charge
line. You'd get the benefit of having a way to sense the health of the generator/alternator
along with never being able
> to exceed the maximum charge current.
>
>
>
> The battery manufacturer, EarthX, wrote:
>
> > Based on extensive testing, the maximum charge rating will never be exceeded
using this simple and reliable diode isolation design.
>
> https://earthxbatteries.com/dual-bus-lithium-battery-design
> So why not try using diodes first before trying more complicated methods to reduce
the voltage and current. An assortment of diodes with various forward voltage
drops could be tried. Yes, it is
> trial and error. But so is finding the ideal voltage output of a DC-DC converter.
> By the way, it is physically impossible to reduce the battery charging current
without lowering the charging voltage that is connected to the battery.
>
> --------
> Joe Gores
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=490144#490144
>
>
> http://www.matronics.com/Navigator?AeroElectric-List
> http://forums.matronics.com
> http://wiki.sp; &= --> http://www.matronics.com/contribution
>
>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: WIFI Repeater/Booster Options For My Remote |
Steel Hangar???
At 07:29 AM 7/9/2019, you wrote:
>"LecrameMark"
>
>There is an easier way, I can suggest you to buy
>one more wifi router and to connect it with an
>UTP cable that is long enough to reach the other
>router. My house is big, and I bought one more
>router because one wasn=99t enough for the whole
>house. If you want more ideas () it may be
>useful for you, it is telling you how to
>configure router to work on larger distance oar
>gives ideas how to connect 2 routers with each
>other. It may be useful for you and for others.
Just finished resolving a similar
problem with my wifi system. A recent
refurbishment of a deck at the back of
my house offered an opportunity to
move my main router to the highest
possible point inside the house. Couldn't
use the attic due to temperature variations
but we added a power and cat5 cable conduit
up through the walls to an upstairs
bedroom.
The router is now about 20' above
terrain on the property. I can
now remain 'connected' for up to
200 to 300 feet all around the house.
Dr. Dee's system needed cat5 interconnect
so I've been using an 'extender' at her
desk. These don't have a WAN port, only
4 LAN ports. They listen-talk on 2.4 and
5.8G so you can set them up to become
another wifi 'source' with their own
SSID. I set up Dr. Dee's with a 5G
SSID only because it let's me monitor
her connectivity from my mobile phone.
Other than convenience of maintenance,
the extender could be radio-silent
and only the cat5 ports active to
connect up her office.
I have another extender as wifi
repeaters with independent SSIDs
for the 'kids' wifi. It's powered
through a programmable timer that
limits their access.
A third extender is kept on hand
to supply a cat5 portal to the system
for times that I'm working a computer
that doesn't have wifi capability.
There is a boat-load of extender
products out there at really
attractive prices. The key to
good coverage is improving
radio illumination of the property
where (like in airplanes) ALTITUDE
has a profound effect on range.
Getting my main router elevated made
a huge difference. Adding extenders
in remote buildings (also as
high and clear as practical) would
offer both wifi SSID and Cat5
interconnection in the building.
For your steel hangar situation,
mounting a radio-silent extender
in a plastic housing outside on a
wall facing the house might do it.
You could then bring cat5 into
the hangar to another router that
puts the hangar on the 'net with
its own system. I've offered to
try this for a friend out in
the Gyp Hills with outbuildings
a quarter mile away from the house.
Will post the results as they become
known.
Bob . . .
________________________________________________________________________________
| Subject: | Re: Limiting Current to a Battery |
| From: | "user9253" <fransew(at)gmail.com> |
Suppose the battery charging current is 10 amps. The voltage drop across a 1 ohm
resistor with 10 amps flowing is 10 volts. That leaves 4 volts to charge the
battery. It will not work.
A resistor of 0.05 ohms times 10 amps equals 0.5 volts dropped across the resistor,
which is about right. A 16 AWG wire that is 15 feet long has about 0.05
ohms. Maybe the towing vehicle and trailer wires already have enough resistance
to limit battery charging current to a safe value.
Maybe we are trying to solve a problem that does not exist.
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490156#490156
________________________________________________________________________________
| From: | Art Zemon <art(at)zemon.name> |
| Subject: | Re: WIFI Repeater/Booster Options For My Remote |
Steel Hangar???
Folks,
I want to add a few things to what Bob wrote.
5.8 GHz attenuates rapidly as it passes through walls. You may find that
just two or three walls are enough to make the signal unusable. Play with
the location of your WiFi access point. Moving it a few feet side to side
or up and down can make a huge difference.
2.4 GHz doesn't attenuate as badly as the signal passes through walls,
ceilings, etc. but microwave ovens interfere with it badly. If you are out
in the country, as opposed to in an apartment building with dozens of other
WiFi access points, you may find that 2.4 GHz gives you broader, easier to
manage coverage.
2.4 GHz looks like it has lots of channels but, in fact, only channels 1,
6, and 11 are useful here in the US. They are the only three which do not
overlap. See
https://www.electronics-notes.com/articles/connectivity/wifi-ieee-802-11/ch
annels-frequencies-bands-bandwidth.php
When you configure your WiFi radio(s), make sure that you channels don't
overlap, either your own equipment or your neighbors'. On Android, I use
the Wifi Analyzer tool to display what is going on. There are similar ones
on iOS, I'm sure.
Many WiFi routers let you choose a maximum speed. In actuality, you are
choosing the frequency bandwidth of the channel that you are using.
Generally speaking, the transmitter power remains unchanged. If you choose
a higher maximum speed, the transmitter spreads the power across a broader
frequency range. You get more speed but less distance. By choosing a lower
maximum speed, the transmitter focuses its power on a narrower frequency
range and you get more distance. If all you do in the steel out-building is
check your email, not watch Netflix and YouTube, you don't need much speed.
Cheers,
-- Art Z.
On Tue, Jul 9, 2019 at 10:35 AM Robert L. Nuckolls, III <
nuckolls.bob(at)aeroelectric.com> wrote:
> At 07:29 AM 7/9/2019, you wrote:
>
> lecramermark(at)yahoo.com>
>
> There is an easier way, I can suggest you to buy one more wifi router and
> to connect it with an UTP cable that is long enough to reach the other
> router. My house is big, and I bought one more router because one wasn=C3
=A2=82=AC=84=A2t
> enough for the whole house. If you want more ideas () it may be useful fo
r
> you, it is telling you how to configure router to work on larger distance
> oar gives ideas how to connect 2 routers with each other. It may be usefu
l
> for you and for others.
>
>
> Just finished resolving a similar
> problem with my wifi system. A recent
> refurbishment of a deck at the back of
> my house offered an opportunity to
> move my main router to the highest
> possible point inside the house. Couldn't
> use the attic due to temperature variations
> but we added a power and cat5 cable conduit
> up through the walls to an upstairs
> bedroom.
>
> The router is now about 20' above
> terrain on the property. I can
> now remain 'connected' for up to
> 200 to 300 feet all around the house.
>
> Dr. Dee's system needed cat5 interconnect
> so I've been using an 'extender' at her
> desk. These don't have a WAN port, only
> 4 LAN ports. They listen-talk on 2.4 and
> 5.8G so you can set them up to become
> another wifi 'source' with their own
> SSID. I set up Dr. Dee's with a 5G
> SSID only because it let's me monitor
> her connectivity from my mobile phone.
>
> Other than convenience of maintenance,
> the extender could be radio-silent
> and only the cat5 ports active to
> connect up her office.
>
> I have another extender as wifi
> repeaters with independent SSIDs
> for the 'kids' wifi. It's powered
> through a programmable timer that
> limits their access.
>
> A third extender is kept on hand
> to supply a cat5 portal to the system
> for times that I'm working a computer
> that doesn't have wifi capability.
>
> There is a boat-load of extender
> products out there at really
> attractive prices. The key to
> good coverage is improving
> radio illumination of the property
> where (like in airplanes) ALTITUDE
> has a profound effect on range.
>
> Getting my main router elevated made
> a huge difference. Adding extenders
> in remote buildings (also as
> high and clear as practical) would
> offer both wifi SSID and Cat5
> interconnection in the building.
>
>
> For your steel hangar situation,
> mounting a radio-silent extender
> in a plastic housing outside on a
> wall facing the house might do it.
> You could then bring cat5 into
> the hangar to another router that
> puts the hangar on the 'net with
> its own system. I've offered to
> try this for a friend out in
> the Gyp Hills with outbuildings
> a quarter mile away from the house.
> Will post the results as they become
> known.
>
>
> Bob . . .
>
--
https://CheerfulCurmudgeon.com/
*Pray as if everything depends on God. Act as if everything depends on you.
*
________________________________________________________________________________
| From: | David and Elaine Lamphere <dalamphere(at)comcast.net> |
| Subject: | Headset Conversion |
A few weeks back I purchased a Flightcom E-13 ANR Headset off of EBay.
It was a really good price for a like new set. Found out later it was a Military
(one-plug) headset. No problem, ordered an adapter (Pilot brand) to use it with
a normal GA intercom. Well that turned out to be a problem - while you could
talk and hear like usual, there was a great deal of static and loud white noise!
I understand theres also a difference in impedance?
Has anyone converted one of these military noise-cancelling headsets to a general
aviation 2-plug set?
Or is this just wishful thinking?
David
________________________________________________________________________________
| Subject: | Re: WIFI Repeater/Booster Options For My Remote Steel |
Hangar???
I did something similar to this for a customer a few years back. They had a garage
about 150' away from the office and wanted network access in the garage.
Parking lot was paved so laying cable wasn't an option.
We went with an outdoor wireless extender. Basically, two outdoor antennas (there
were directional) that we connected to a wireless AP in the shop.
Worked great. But costs about $500. Looks like prices have come down.
Engenius was the brand.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490167#490167
________________________________________________________________________________
| Subject: | Re: WIFI Repeater/Booster Options For My Remote |
Steel Hangar???
| From: | Charlie England <ceengland7(at)gmail.com> |
On 7/9/2019 4:35 PM, donjohnston wrote:
>
> I did something similar to this for a customer a few years back. They had a
garage about 150' away from the office and wanted network access in the garage.
Parking lot was paved so laying cable wasn't an option.
>
> We went with an outdoor wireless extender. Basically, two outdoor antennas (there
were directional) that we connected to a wireless AP in the shop.
>
> Worked great. But costs about $500. Looks like prices have come down.
>
> Engenius was the brand.
>
>
Also,
https://www.google.com/search?ei=ziIIW5XaA8zXzwKzr4dI&q=Ubiquiti+nano+station&oq=Ubiquiti+nano+station&gs_l=psy-ab.12..0i10k1l6.3555.99914.0.101253.3.3.0.0.0.0.230.649.0j1j2.3.0....0...1c.1j2.64.psy-ab..0.3.645...0j0i67k1j0i20i264k1.0.GvJK3J6l8As
No 1st hand experience, but some linux guys who are network gurus
recommended them. Apparently they can be quite long range. This one:
https://www.balticnetworks.com/nsm5-ubiquiti-nanostation-m5-airmax-intl.html
claims range to 15km.
---
This email has been checked for viruses by Avast antivirus software.
https://www.avast.com/antivirus
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Limiting Current to a Battery |
At 12:02 PM 7/7/2019, you wrote:
>Would it be a DC-DC battery charger?
>
>https://www.renogy.com/renogy-12v-dc-to-dc-on-board-batte
ry-charger/?gclid=CjwKCAjwsIbpBRBNEiwAZF8-z-TrUeFYygbwZh7wrFUpKO_RhdCJkW-v
J-BFwYS_IZjlu9G8uAMNcxoCgBoQAvD_BwE=C2
>=C2
>
>On Sun, Jul 7, 2019 at 7:05 AM Jared Yates
><email(at)jaredyates.com> wrote:
>I have a question that's only somewhat
>applicable to E/AB aviation, apologies in
>advance. But I think it points out a hole in my electrical understanding.
>
>The characteristics of the lithium iron battery
>I'm running allow it to draw lots of current
>really fast after the engine starts. If it has
>been a little while since the last flight, the
>alternator is at max output for several minutes.
>The alternator puts out all it can give, and
>it's less than the battery wants to take.
>
>Stepping out of the hangar, my tow vehicle
>circuitry includes a wire in the 7-pin connector
>that provides alternator voltage to the trailer,
>intending to charge a small battery for a
>breakaway emergency brake. If I install a larger
>battery for other purposes, perhaps one like
>what is in the airplane, and connect it to that
>line coming from the truck, it seems like it
>would almost certainly open the fuse on that
>circuit during that initial high-draw stage.
Had to come back and review the headwaters
of this thread. Seems this is a hypothetical
not yet validated by the actual blowing of
the cited fuse.
The WIRE from the ending compartment back
to the trailer has SIGNIFICANT resistance
in the battery charging world. As Joe
pointed out, a 50 milliohm resistance in
a 10A charging path would drop 1/2 volt.
This would cause a significant reduction in
charge current to the second battery.
Can you offer us a schematic of the trailer
battery system? Does the battery feeder
also supply power for electric brakes . . .
or is that a separate path? What size fuse
is protecting the current wire . . . and
what size is the wire?
10AWG wire is 0.001 ohms per foot. So a
20' run would 'ballast' your charging
path to the tune of .02 ohms. A 20A
replenishment flow would drop 0.4 volts.
Again, a marked reduction in battery
recharge current.
When dealing with batteries having
sensitivity to 100 millivolt differences
and charging current in the tens of
amps, you're working with a rather
un-predictable set of circumstances,
difficult to predict without more data
and perhaps easier to test with empirical
experimentation.
Bob . . .
________________________________________________________________________________
| From: | Art Zemon <art(at)zemon.name> |
| Subject: | Re: WIFI Repeater/Booster Options For My Remote |
Steel Hangar???
At that kind of distance, you might consider building a couple of
directional antennas out of Pringles cans. It works really well, believe it
or not
-- Art Z.
On Tue, Jul 9, 2019 at 4:52 PM donjohnston <don@velocity-xl.com> wrote:
> don@velocity-xl.com>
>
> I did something similar to this for a customer a few years back. They had
> a garage about 150' away from the office and wanted network access in the
> garage. Parking lot was paved so laying cable wasn't an option.
>
> We went with an outdoor wireless extender. Basically, two outdoor
> antennas (there were directional) that we connected to a wireless AP in the
> shop.
>
> Worked great. But costs about $500. Looks like prices have come down.
--
https://CheerfulCurmudgeon.com/
*Pray as if everything depends on God. Act as if everything depends on you.*
________________________________________________________________________________
| From: | William Hunter <billhuntersemail(at)gmail.com> |
| Subject: | Re: WIFI Repeater/Booster Options For My Remote |
Steel Hangar???
My hangar is 40 feet away from the house period I first tried a pair of
these
NETGEAR PowerLINE 1000 Mbps WiFi, 802.11ac, 1 Gigabit Port - Essentials
Edition (PLW1010-100NAS and that was unsuccessful probably because the
house has a solar system and SunPower uses a similar adapter and I think
they were interfering with each other.
I did end up buying the Ccrane directional internet extender antenna and I
now have internet in my hangar! Inside my house at a window pointing
toward the Hanger is by Wi-Fi transmitter so I had to buy only one
directional antenna . In your case I would recommend buying two directional
antennas because of the distance.
CC Vector Extended Long Range WiFi Repeater System 2.4 GHz- Extends WiFi
Coverage to a Distant Location
https://www.amazon.com/dp/B076KRTXQ6/ref=cm_sw_r_em_apa_i_WJxjDbEA8HY1V
Research this webpage to get some ideas but make sure you always buy these
contraptions in a pair from the same manufacturer
https://www.google.com/amp/s/rootsaid.com/best-wifi-antennas/amp/
Thanks,
Bill Hunter
On Wed, Jul 10, 2019, 03:39 Art Zemon wrote:
> At that kind of distance, you might consider building a couple of
> directional antennas out of Pringles cans. It works really well, believe it
> or not
>
> -- Art Z.
>
> On Tue, Jul 9, 2019 at 4:52 PM donjohnston <don@velocity-xl.com> wrote:
>
>> don@velocity-xl.com>
>>
>> I did something similar to this for a customer a few years back. They
>> had a garage about 150' away from the office and wanted network access in
>> the garage. Parking lot was paved so laying cable wasn't an option.
>>
>> We went with an outdoor wireless extender. Basically, two outdoor
>> antennas (there were directional) that we connected to a wireless AP in the
>> shop.
>>
>> Worked great. But costs about $500. Looks like prices have come down.
>
>
> --
> https://CheerfulCurmudgeon.com/
>
> *Pray as if everything depends on God. Act as if everything depends on
> you.*
>
________________________________________________________________________________
| From: | speedy11(at)aol.com |
| Subject: | Audio panel problem |
Fellow builders.I need a bit of advice/help.I have a PS Engineering PDA360E
X-R, which is the remote audio panel that is controlled through an EFIS.Thi
s is a retrofit after removing an intercom.=C2- The intercom was mono and
I am attempting to use the original shielded wires because of the difficul
ty of running new wires.I called PS Engineering and asked if I could wire i
t mono.=C2- They said yes by using only the left headphone connection.(No
te: I have called them several times for information on their product, but
they are very reluctant to provide support for their product.=C2- So, if
you purchase any of their products, you can expect minimal support)I have p
inned only the pilot headphone and mic jacks so far, so I cannot doa full t
est of the intercom portion, but, so far, I do not have sidetone.=C2- I d
id an audio test on the AOA, AF3400s, and GTN 650.=C2- In all cases, the
audio has a hollow sound as if the speaker is in a barrel.=C2- Occasional
ly, the audio is normal, but 95% of the time it has the hollow tone.Any ide
as on how to solve the problem?Thanks,Stan SutterfieldRV-8A
________________________________________________________________________________
| From: | <berkut13(at)berkut13.com> |
| Subject: | King Molex connectors |
As for an extractor for those pins:
http://berkut13.com/extractor.htm
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Robert L.
Nuckolls, III
Sent: Friday, July 5, 2019 10:07 PM
Subject: Re: AeroElectric-List: King Molex connectors
At 08:51 PM 7/5/2019, you wrote:
Michael,
You can purchase the pins here:
http://lane-pilot.com/25-pcs-BendixKing-tray-contacts-KX155KMA24KX196KN53etc
_p_123.html as well as everything else I mention here ...
This ebay seller has a little more
attractive offer
https://tinyurl.com/y44o6gr8
Bob . . .
________________________________________________________________________________
| From: | Michael Wynn <mlwynn(at)aol.com> |
| Subject: | Re: King Molex connectors |
This link is too funny.
Thank you=C2-
Michael
-----Original Message-----
From: berkut13 <berkut13(at)berkut13.com>
Sent: Thu, Jul 11, 2019 8:22 am
Subject: RE: AeroElectric-List: King Molex connectors
#yiv3212589577 #yiv3212589577 -- _filtered #yiv3212589577 {panose-1:2 4 5 3
5 4 6 3 2 4;} _filtered #yiv3212589577 {font-family:Calibri;panose-1:2 15
5 2 2 2 4 3 2 4;} _filtered #yiv3212589577 {font-family:Tahoma;panose-1:2 1
1 6 4 3 5 4 4 2 4;} #yiv3212589577 #yiv3212589577 p.yiv3212589577MsoNormal,
#yiv3212589577 li.yiv3212589577MsoNormal, #yiv3212589577 div.yiv3212589577
MsoNormal {margin:0in;margin-bottom:.0001pt;font-size:12.0pt;font-family:Ne
w;} #yiv3212589577 a:link, #yiv3212589577 span.yiv3212589577MsoHyperlink {c
olor:blue;text-decoration:underline;} #yiv3212589577 a:visited, #yiv3212589
577 span.yiv3212589577MsoHyperlinkFollowed {color:purple;text-decoration:un
derline;} #yiv3212589577 p {margin-right:0in;margin-left:0in;font-size:12.0
pt;font-family:New;} #yiv3212589577 span.yiv3212589577EmailStyle18 {color:#
1F497D;} #yiv3212589577 .yiv3212589577MsoChpDefault {font-size:10.0pt;} _fi
ltered #yiv3212589577 {margin:1.0in 1.0in 1.0in 1.0in;} #yiv3212589577 div.
yiv3212589577WordSection1 {} #yiv3212589577 As for an extractor for those p
ins: =C2-http://berkut13.com/extractor.htm =C2- =C2- =C2-From: owne
r-aeroelectric-list-server(at)matronics.com [mailto:owner-aeroelectric-list-se
rver(at)matronics.com] On Behalf Of Robert L. Nuckolls, III
Sent: Friday, July 5, 2019 10:07 PM
Subject: Re: AeroElectric-List: King Molex connectors =C2-At 08:51 PM 7/5
/2019, you wrote:
Michael,
You can purchase the pins here: http://lane-pilot.com/25-pcs-BendixKing-tra
y-contacts-KX155KMA24KX196KN53etc_p_123.html as well as everything else I m
ention here ...
=C2- This ebay seller has a little more
=C2- attractive offer
https://tinyurl.com/y44o6gr8
=C2- Bob . . .
________________________________________________________________________________
| Subject: | Garmin aera660 RS232 outputs |
| From: | "John M Tipton" <john(at)tiptonuk.eu> |
Hi Guys/Bob
The Garmin Aera660 GPS has two RS232 outputs, I have three instrument that require
this signal, A/p,Transponder & Garmin G5 - can one of these devices share
a RS232 signal -
Regards: john
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490212#490212
________________________________________________________________________________
| From: | Henador Titzoff <henador_titzoff(at)yahoo.com> |
| Subject: | Re: Garmin aera660 RS232 outputs |
Try something known as an RX-232 Expander. It takes traffic from one RS-232
port and spreads it out to 2 or more RS-232 ports.=C2- If you have fast
traffic, it will spoil your day if you try to divide that fast traffic port
into 2 or more ports.=C2- Some ports want to see fast traffic with minim
um latency (delay). Ask Garmin if they make one or better yet, consult with
one of their technicians to see if the Expander is compatible with their t
raffic flow.=C2- I know GRT makes an Expander and works well with their t
raffic flow.
I'm still trying to figure out why RS-232 is being used in experimental air
plane applications.=C2- They should have gone with RS-422 a long time ago
to avoid signal compatibility and integrity issues.
Henador Titzoff
eu> wrote:
>
Hi Guys/Bob
The Garmin Aera660 GPS has two RS232 outputs, I have three instrument that
require this signal, A/p,Transponder & Garmin G5 - can one of these devices
share a RS232 signal -
Regards: john
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490212#490212
-
S -
WIKI -
-
=C2- =C2- =C2- =C2- =C2- -Matt Dralle, List Admin.
________________________________________________________________________________
| From: | Sebastien <cluros(at)gmail.com> |
| Subject: | Alternator Dropping Off Line |
The alternator on our O-200 intermittently died on a flight today. In total
it quit 4 times, the longest for almost 4 minutes. After landing we wiggled
all the wires, checked several for continuity, everything looks good. We
have no cooling air going to the alternator at the back of the engine and
it was a warm day and the engine compartment was very hot.
Is it possible this is a heat problem or definitely wiring / regulator /
alternator?
Thank you,
Sebastien
________________________________________________________________________________
| Subject: | Re: Alternator Dropping Off Line |
| From: | "user9253" <fransew(at)gmail.com> |
Not enough information is given.
How many hours on the alternator?
13.8 volts is low.
One possibility is worn brushes.
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490233#490233
________________________________________________________________________________
| From: | Sebastien <cluros(at)gmail.com> |
| Subject: | Re: Alternator Dropping Off Line |
That 13.8 is at the start of a failure cycle. Normal bus voltage has been
14.1 on the last several flights.
The engine was recently overhauled, I'm trying to find out if the
alternator was as well. It *looks* new.
On Fri, Jul 12, 2019 at 6:35 PM user9253 wrote:
>
> Not enough information is given.
> How many hours on the alternator?
> 13.8 volts is low.
> One possibility is worn brushes.
>
> --------
> Joe Gores
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=490233#490233
>
>
________________________________________________________________________________
| From: | Art Zemon <art(at)zemon.name> |
| Subject: | [OT] IFR-certified GPS Suggestions |
This is somewhat off-topic but I figure y'all know a lot about airplanes so
you might have opinions about avionics, too.
I reserved space in my panel for a Garmin 430 WAAS or a Garmin 650. Now
that Oshkosh is upon us, perhaps I can save a few pennies on an
IFR-certified GPS that will fit in that hole. It doesn=99t have to be
a
Garmin; that is just the size hole that I cut when I did the rest of the
panel.
What suggestions do you have, both for equipment and vendor?
-- Art Z.
--
https://CheerfulCurmudgeon.com/
*Love the stranger for you yourselves were strangers in Egypt. *Deut. 10:19
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Alternator Dropping Off Line |
At 12:12 AM 7/13/2019, you wrote:
>That 13.8 is at the start of a failure cycle. Normal bus voltage has
>been 14.1 on the last several flights.
>
>The engine was recently overhauled, I'm trying to find out if the
>alternator was as well. It looks new.
Okay, it sounds like this alternator
has no known track record.
Emacs!
I put a 'ruler' on a piece of your
data plot and it appears that alternator
OPERATING is on the order of 13.7v, alternator
OFF is 12.4v or battery only. you've got a
LOT of on/off transients.
Does this alternator have a built in
regulator or external regulator?
If INTERNAL regulator, the alternator
is defective. If EXTERNAL reguator,
you need to put a voltmeter on the
Field terminal during a flight to
see if the transient is upstream
(in the regulator or associate
wiring) or downstream (in the
alternator).
Bob . . .
________________________________________________________________________________
| From: | Ken Ryan <keninalaska(at)gmail.com> |
| Subject: | Re: Alternator Dropping Off Line |
Bob, what is a "transient" ?
On Sat, Jul 13, 2019 at 7:39 AM Robert L. Nuckolls, III <
nuckolls.bob(at)aeroelectric.com> wrote:
> At 12:12 AM 7/13/2019, you wrote:
>
> That 13.8 is at the start of a failure cycle. Normal bus voltage has been
> 14.1 on the last several flights.
>
> The engine was recently overhauled, I'm trying to find out if the
> alternator was as well. It *looks* new.
>
>
> Okay, it sounds like this alternator
> has no known track record.
>
> [image: Emacs!]
>
> I put a 'ruler' on a piece of your
> data plot and it appears that alternator
> OPERATING is on the order of 13.7v, alternator
> OFF is 12.4v or battery only. you've got a
> LOT of on/off transients.
>
> Does this alternator have a built in
> regulator or external regulator?
> If INTERNAL regulator, the alternator
> is defective. If EXTERNAL reguator,
> you need to put a voltmeter on the
> Field terminal during a flight to
> see if the transient is upstream
> (in the regulator or associate
> wiring) or downstream (in the
> alternator).
>
>
> Bob . . .
>
________________________________________________________________________________
| From: | Sebastien <cluros(at)gmail.com> |
| Subject: | Re: Alternator Dropping Off Line |
Operating is 14.1, not operating is about 12.7. Please see the link below
which I should have sent to start with. I find it strange the way the
voltage slowly drops rather than a sharp on/off drop. Maybe I'll try the
switch to see what that looks like on the graph.
I will place a voltmeter on the field line next flight.
https://www.savvyanalysis.com/flight/3309601/fa4df24a-e512-4297-bf73-2a797c6ab36b
On Sat, Jul 13, 2019, 09:05 Ken Ryan wrote:
> Bob, what is a "transient" ?
>
> On Sat, Jul 13, 2019 at 7:39 AM Robert L. Nuckolls, III <
> nuckolls.bob(at)aeroelectric.com> wrote:
>
>> At 12:12 AM 7/13/2019, you wrote:
>>
>> That 13.8 is at the start of a failure cycle. Normal bus voltage has been
>> 14.1 on the last several flights.
>>
>> The engine was recently overhauled, I'm trying to find out if the
>> alternator was as well. It *looks* new.
>>
>>
>>
>> Okay, it sounds like this alternator
>> has no known track record.
>>
>> [image: Emacs!]
>>
>> I put a 'ruler' on a piece of your
>> data plot and it appears that alternator
>> OPERATING is on the order of 13.7v, alternator
>> OFF is 12.4v or battery only. you've got a
>> LOT of on/off transients.
>>
>> Does this alternator have a built in
>> regulator or external regulator?
>> If INTERNAL regulator, the alternator
>> is defective. If EXTERNAL reguator,
>> you need to put a voltmeter on the
>> Field terminal during a flight to
>> see if the transient is upstream
>> (in the regulator or associate
>> wiring) or downstream (in the
>> alternator).
>>
>>
>>
>> Bob . . .
>>
>
________________________________________________________________________________
| From: | Sebastien <cluros(at)gmail.com> |
| Subject: | Re: Alternator Dropping Off Line |
Ford style external regulator wired as per AEC.
On Sat, Jul 13, 2019, 09:14 Sebastien wrote:
> Operating is 14.1, not operating is about 12.7. Please see the link below
> which I should have sent to start with. I find it strange the way the
> voltage slowly drops rather than a sharp on/off drop. Maybe I'll try the
> switch to see what that looks like on the graph.
>
> I will place a voltmeter on the field line next flight.
>
>
> https://www.savvyanalysis.com/flight/3309601/fa4df24a-e512-4297-bf73-2a797c6ab36b
>
> On Sat, Jul 13, 2019, 09:05 Ken Ryan wrote:
>
>> Bob, what is a "transient" ?
>>
>> On Sat, Jul 13, 2019 at 7:39 AM Robert L. Nuckolls, III <
>> nuckolls.bob(at)aeroelectric.com> wrote:
>>
>>> At 12:12 AM 7/13/2019, you wrote:
>>>
>>> That 13.8 is at the start of a failure cycle. Normal bus voltage has
>>> been 14.1 on the last several flights.
>>>
>>> The engine was recently overhauled, I'm trying to find out if the
>>> alternator was as well. It *looks* new.
>>>
>>>
>>>
>>> Okay, it sounds like this alternator
>>> has no known track record.
>>>
>>> [image: Emacs!]
>>>
>>> I put a 'ruler' on a piece of your
>>> data plot and it appears that alternator
>>> OPERATING is on the order of 13.7v, alternator
>>> OFF is 12.4v or battery only. you've got a
>>> LOT of on/off transients.
>>>
>>> Does this alternator have a built in
>>> regulator or external regulator?
>>> If INTERNAL regulator, the alternator
>>> is defective. If EXTERNAL reguator,
>>> you need to put a voltmeter on the
>>> Field terminal during a flight to
>>> see if the transient is upstream
>>> (in the regulator or associate
>>> wiring) or downstream (in the
>>> alternator).
>>>
>>>
>>>
>>> Bob . . .
>>>
>>
________________________________________________________________________________
| Subject: | Re: Alternator Dropping Off Line |
| From: | Charlie England <ceengland7(at)gmail.com> |
adjective
1.
1.
lasting only for a short time; impermanent.
"a transient cold spell"
*
noun
1.
1.
a person who is staying or working in a place for only a short time.
2.
2.
_*a momentary variation in current, voltage, or frequency.*_
On 7/13/2019 10:58 AM, Ken Ryan wrote:
> Bob, what is a "transient" ?
>
> On Sat, Jul 13, 2019 at 7:39 AM Robert L. Nuckolls, III
> >
> wrote:
>
> At 12:12 AM 7/13/2019, you wrote:
>> That 13.8 is at the start of a failure cycle. Normal bus voltage
>> has been 14.1 on the last several flights.
>>
>> The engine was recently overhauled, I'm trying to find out if the
>> alternator was as well. It /looks/ new.
>
>
> Okay, it sounds like this alternator
> has no known track record.
>
> Emacs!
>
> I put a 'ruler' on a piece of your
> data plot and it appears that alternator
> OPERATING is on the order of 13.7v, alternator
> OFF is 12.4v or battery only. you've got a
> LOT of on/off transients.
>
> Does this alternator have a built in
> regulator or external regulator?
> If INTERNAL regulator, the alternator
> is defective. If EXTERNAL reguator,
> you need to put a voltmeter on the
> Field terminal during a flight to
> see if the transient is upstream
> (in the regulator or associate
> wiring) or downstream (in the
> alternator).
>
>
> Bob . . .
>
---
This email has been checked for viruses by Avast antivirus software.
https://www.avast.com/antivirus
________________________________________________________________________________
| From: | Ken Ryan <keninalaska(at)gmail.com> |
| Subject: | Re: Alternator Dropping Off Line |
Wow, that is certainly an all-inclusive definition.
On Sat, Jul 13, 2019 at 9:24 AM Charlie England
wrote:
> adjective
>
> 1. 1.
> lasting only for a short time; impermanent.
> "a transient cold spell"
> -
>
>
> noun
>
> 1. 1.
> a person who is staying or working in a place for only a short time.
> 2. 2.
> *a momentary variation in current, voltage, or frequency.*
>
>
> On 7/13/2019 10:58 AM, Ken Ryan wrote:
>
> Bob, what is a "transient" ?
>
> On Sat, Jul 13, 2019 at 7:39 AM Robert L. Nuckolls, III <
> nuckolls.bob(at)aeroelectric.com> wrote:
>
>> At 12:12 AM 7/13/2019, you wrote:
>>
>> That 13.8 is at the start of a failure cycle. Normal bus voltage has been
>> 14.1 on the last several flights.
>>
>> The engine was recently overhauled, I'm trying to find out if the
>> alternator was as well. It *looks* new.
>>
>>
>>
>> Okay, it sounds like this alternator
>> has no known track record.
>>
>> [image: Emacs!]
>>
>> I put a 'ruler' on a piece of your
>> data plot and it appears that alternator
>> OPERATING is on the order of 13.7v, alternator
>> OFF is 12.4v or battery only. you've got a
>> LOT of on/off transients.
>>
>> Does this alternator have a built in
>> regulator or external regulator?
>> If INTERNAL regulator, the alternator
>> is defective. If EXTERNAL reguator,
>> you need to put a voltmeter on the
>> Field terminal during a flight to
>> see if the transient is upstream
>> (in the regulator or associate
>> wiring) or downstream (in the
>> alternator).
>>
>>
>>
>> Bob . . .
>>
>
>
> Virus-free.
> www.avast.com
>
> <#m_-949200549652384023_DAB4FAD8-2DD7-40BB-A1B8-4E2AA1F9FDF2>
>
________________________________________________________________________________
| From: | Charlie England <ceengland7(at)gmail.com> |
| Subject: | Re: Alternator Dropping Off Line |
Hi Ken,
I highlighted & underlined what I thought was Bob's meaning when I read it;
the 2nd noun definition. Perhaps the highlight/underline didn't show up in
your email client.
If a signal (or power level) is switching on/off rapidly, it's a
'transient' (short term event).
On Sat, Jul 13, 2019 at 2:22 PM Ken Ryan wrote:
> Wow, that is certainly an all-inclusive definition.
>
> On Sat, Jul 13, 2019 at 9:24 AM Charlie England
> wrote:
>
>> adjective
>>
>> 1. 1.
>> lasting only for a short time; impermanent.
>> "a transient cold spell"
>> -
>>
>>
>> noun
>>
>> 1. 1.
>> a person who is staying or working in a place for only a short time.
>> 2. 2.
>> *a momentary variation in current, voltage, or frequency.*
>>
>>
>>
>>
>> On 7/13/2019 10:58 AM, Ken Ryan wrote:
>>
>> Bob, what is a "transient" ?
>>
>> On Sat, Jul 13, 2019 at 7:39 AM Robert L. Nuckolls, III <
>> nuckolls.bob(at)aeroelectric.com> wrote:
>>
>>> At 12:12 AM 7/13/2019, you wrote:
>>>
>>> That 13.8 is at the start of a failure cycle. Normal bus voltage has
>>> been 14.1 on the last several flights.
>>>
>>> The engine was recently overhauled, I'm trying to find out if the
>>> alternator was as well. It *looks* new.
>>>
>>>
>>>
>>> Okay, it sounds like this alternator
>>> has no known track record.
>>>
>>> [image: Emacs!]
>>>
>>> I put a 'ruler' on a piece of your
>>> data plot and it appears that alternator
>>> OPERATING is on the order of 13.7v, alternator
>>> OFF is 12.4v or battery only. you've got a
>>> LOT of on/off transients.
>>>
>>> Does this alternator have a built in
>>> regulator or external regulator?
>>> If INTERNAL regulator, the alternator
>>> is defective. If EXTERNAL reguator,
>>> you need to put a voltmeter on the
>>> Field terminal during a flight to
>>> see if the transient is upstream
>>> (in the regulator or associate
>>> wiring) or downstream (in the
>>> alternator).
>>>
>>>
>>>
>>> Bob . . .
>>>
>>
>>
>>
>> Virus-free.
>> www.avast.com
>>
>> <#m_263918708704238526_m_-949200549652384023_DAB4FAD8-2DD7-40BB-A1B8-4E2AA1F9FDF2>
>>
>
________________________________________________________________________________
| From: | Ken Ryan <keninalaska(at)gmail.com> |
| Subject: | Re: Alternator Dropping Off Line |
Thanks Charlie. I think I understand now what Bob is saying.
On Sat, Jul 13, 2019 at 12:02 PM Charlie England
wrote:
> Hi Ken,
>
> I highlighted & underlined what I thought was Bob's meaning when I read
> it; the 2nd noun definition. Perhaps the highlight/underline didn't show up
> in your email client.
>
> If a signal (or power level) is switching on/off rapidly, it's a
> 'transient' (short term event).
>
> On Sat, Jul 13, 2019 at 2:22 PM Ken Ryan wrote:
>
>> Wow, that is certainly an all-inclusive definition.
>>
>> On Sat, Jul 13, 2019 at 9:24 AM Charlie England
>> wrote:
>>
>>> adjective
>>>
>>> 1. 1.
>>> lasting only for a short time; impermanent.
>>> "a transient cold spell"
>>> - 949200549652384023lr_dct_sf_subsen"
>>> id="gmail-m_263918708704238526gmail-m_-949200549652384023_hAcqXbWIObmF9PwP8JOsMA21"
>>> style="display:list-item;list-style-type:disc;font-size:xx-small;margin-left:25px;padding-top:5px">
>>>
>>>
>>>
>>> noun
>
> 1. 1.
> a person who is staying or working in a place for only a short time.
> 2. 2.
> *a momentary variation in current, voltage, or frequency.*
>
>
> On 7/13/2019 10:58 AM, Ken Ryan wrote:
>
> Bob, what is a "transient" ?
>
> On Sat, Jul 13, 2019 at 7:39 AM Robert L. Nuckolls, III <
> nuckolls.bob(at)aeroelectric.com> wrote:
>
>> At 12:12 AM 7/13/2019, you wrote:
>>
>> That 13.8 is at the start of a failure cycle. Normal bus voltage has been
>> 14.1 on the last several flights.
>>
>> The engine was recently overhauled, I'm trying to find out if the
>> alternator was as well. It *looks* new.
>>
>>
>>
>> Okay, it sounds like this alternator
>> has no known track record.
>>
>> [image: Emacs!]
>>
>> I put a 'ruler' on a piece of your
>> data plot and it appears that alternator
>> OPERATING is on the order of 13.7v, alternator
>> OFF is 12.4v or battery only. you've got a
>> LOT of on/off transients.
>>
>> Does this alternator have a built in
>> regulator or external regulator?
>> If INTERNAL regulator, the alternator
>> is defective. If EXTERNAL reguator,
>> you need to put a voltmeter on the
>> Field terminal during a flight to
>> see if the transient is upstream
>> (in the regulator or associate
>> wiring) or downstream (in the
>> alternator).
>>
>>
>>
>> Bob . . .
>>
>
>
> Virus-free.
> www.avast.com
>
> <#m_1840038890319382137_m_263918708704238526_m_-949200549652384023_DAB4FAD8-2DD7-40BB-A1B8-4E2AA1F9FDF2>
>
________________________________________________________________________________
| From: | Alec Myers <alec(at)alecmyers.com> |
| Subject: | Re: [OT] IFR-certified GPS Suggestions |
I=99m fond of the Avidyne IFD series
> On Jul 13, 2019, at 08:05, Art Zemon wrote:
>
> This is somewhat off-topic but I figure y'all know a lot about airplanes s
o you might have opinions about avionics, too.
>
> I reserved space in my panel for a Garmin 430 WAAS or a Garmin 650. Now th
at Oshkosh is upon us, perhaps I can save a few pennies on an IFR-certified G
PS that will fit in that hole. It doesn=99t have to be a Garmin; that i
s just the size hole that I cut when I did the rest of the panel.
>
> What suggestions do you have, both for equipment and vendor?
>
> -- Art Z.
>
> --
> https://CheerfulCurmudgeon.com/
>
> Love the stranger for you yourselves were strangers in Egypt. Deut. 10:19
________________________________________________________________________________
| From: | Michael Burbidge <mburbidg(at)gmail.com> |
| Subject: | Updated Z-12 available yet |
Hi,
I=92ve read on the archives that Bob was working on an updated Z-12 archite
cture, that included some of the features of the Z-13 architecture. Is ther
e a final version available?
Thanks,
Michael-
________________________________________________________________________________
| From: | "r.r.hall(at)cox.net r.r.hall(at)cox.net" <r.r.hall(at)cox.net> |
| Subject: | Re: Alternator Dropping Off Line |
I don't know if it is significant but it seemed to be offline for longer periods
each time during the flight. Going by the download you linked to.
> On July 13, 2019 at 3:16 PM Ken Ryan wrote:
>
> Wow, that is certainly an all-inclusive definition.
>
> On Sat, Jul 13, 2019 at 9:24 AM Charlie England < ceengland7(at)gmail.com mailto:ceengland7(at)gmail.com > wrote:
>
> > >
> > adjective
> >
> > 1. 1.
> > lasting only for a short time; impermanent.
> > "a transient cold spell"
> > o
> >
> >
> > noun
> >
> > 1. 1.
> > a person who is staying or working in a place for only
a short time.
> > 2. 2.
> > a momentary variation in current, voltage, or frequency.
> >
> >
> >
> > On 7/13/2019 10:58 AM, Ken Ryan wrote:
> >
> > > > > Bob, what is a "transient" ?
> > >
> > > On Sat, Jul 13, 2019 at 7:39 AM Robert L. Nuckolls, III < nuckolls.bob(at)aeroelectric.com mailto:nuckolls.bob(at)aeroelectric.com > wrote:
> > >
> > > > > > > At 12:12 AM 7/13/2019, you wrote:
> > > >
> > > > > > > > > That 13.8 is at the start of a failure cycle.
Normal bus voltage has been 14.1 on the last several flights.
> > > > >
> > > > > The engine was recently overhauled, I'm trying to
find out if the alternator was as well. It looks new.
> > > > >
> > > > > > > > >
> > > > Okay, it sounds like this alternator
> > > > has no known track record.
> > > >
> > > > [Emacs!]
> > > >
> > > > I put a 'ruler' on a piece of your
> > > > data plot and it appears that alternator
> > > > OPERATING is on the order of 13.7v, alternator
> > > > OFF is 12.4v or battery only. you've got a
> > > > LOT of on/off transients.
> > > >
> > > > Does this alternator have a built in
> > > > regulator or external regulator?
> > > > If INTERNAL regulator, the alternator
> > > > is defective. If EXTERNAL reguator,
> > > > you need to put a voltmeter on the
> > > > Field terminal during a flight to
> > > > see if the transient is upstream
> > > > (in the regulator or associate
> > > > wiring) or downstream (in the
> > > > alternator).
> > > >
> > > >
> > > >
> > > >
> > > > Bob . . .
> > > >
> > > > > > >
> > > > >
> > https://www.avast.com/sig-email?utm_medium=email&utm_source=link&utm_campaign=sig-email&utm_content=emailclient&utm_term=icon
> > Virus-free. www.avast.com https://www.avast.com/sig-email?utm_medium=email&utm_source=link&utm_campaign=sig-email&utm_content=emailclient&utm_term=link
> >
> > >
________________________________________________________________________________
| From: | Sebastien <cluros(at)gmail.com> |
| Subject: | Re: Alternator Dropping Off Line |
Yes I found that strange. Each cycle was longer both in duration and in
time before the next one. Probably random though.
On Sat, Jul 13, 2019, 19:44 r.r.hall(at)cox.net r.r.hall(at)cox.net <
r.r.hall(at)cox.net> wrote:
> I don't know if it is significant but it seemed to be offline for longer
> periods each time during the flight. Going by the download you linked to.
>
>
> On July 13, 2019 at 3:16 PM Ken Ryan wrote:
>
> Wow, that is certainly an all-inclusive definition.
>
> On Sat, Jul 13, 2019 at 9:24 AM Charlie England < ceengland7(at)gmail.com>
> wrote:
>
> adjective
>
>
> 1. 1.
> lasting only for a short time; impermanent.
> "a transient cold spell"
> -
>
>
> noun
>
>
> 1. 1.
> a person who is staying or working in a place for only a short time.
> 2. 2.
> *a momentary variation in current, voltage, or frequency.*
>
>
> On 7/13/2019 10:58 AM, Ken Ryan wrote:
>
> Bob, what is a "transient" ?
>
> On Sat, Jul 13, 2019 at 7:39 AM Robert L. Nuckolls, III <
> nuckolls.bob(at)aeroelectric.com> wrote:
>
> At 12:12 AM 7/13/2019, you wrote:
>
> That 13.8 is at the start of a failure cycle. Normal bus voltage has been
> 14.1 on the last several flights.
>
> The engine was recently overhauled, I'm trying to find out if the
> alternator was as well. It *looks* new.
>
>
> Okay, it sounds like this alternator
> has no known track record.
>
> [image: Emacs!]
>
> I put a 'ruler' on a piece of your
> data plot and it appears that alternator
> OPERATING is on the order of 13.7v, alternator
> OFF is 12.4v or battery only. you've got a
> LOT of on/off transients.
>
> Does this alternator have a built in
> regulator or external regulator?
> If INTERNAL regulator, the alternator
> is defective. If EXTERNAL reguator,
> you need to put a voltmeter on the
> Field terminal during a flight to
> see if the transient is upstream
> (in the regulator or associate
> wiring) or downstream (in the
> alternator).
>
>
> Bob . . .
>
>
> Virus-free.
> www.avast.com
>
>
>
________________________________________________________________________________
| From: | Rod Smith <rodsmith52(at)yahoo.com> |
Art Z,
Check out Garmin's new GPS 175. It is a stand alone IFR GPS navigator. About a
1/2 shorter than the 650. Also available as the GPS 375 which includes an ADSB
out/in transponder in the same box.
________________________________________________________________________________
| Subject: | BNC connectors - Types of cable and installation tools |
| From: | "Argonaut36" <fmlibrino(at)msn.com> |
Could somebody kindly answer the following questions:
- Are BNC connectors for RG-58U wire and RG400U wire the same?
- Can the same crimpers be used for attaching BNC connectors to both RG-58U wire
and RG400U wire? If so, why you can only read 58 on some dye sets and not 58/400
or something like that?
- What about TNC connectors? Do the same principles as for BNC connectors apply
when it comes to RG58/RG400 cables and installation tools?
Thanks
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490290#490290
________________________________________________________________________________
| Subject: | =?ISO-8859-1?Q?=D8=B4=D8=B1=D9=83=D8=A9?= =?ISO-8859-1?Q?=D8=A7=D9=84=D8=A8=D9=8A=D8?= |
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| From: | "nanafananas" <nasr74642(at)gmail.com> |
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Read this topic online here:
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________________________________________________________________________________
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| From: | "nanafananas" <nasr74642(at)gmail.com> |
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[/code]
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490292#490292
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053024
| From: | "nanafananas" <nasr74642(at)gmail.com> |
0530242929
, ,
0530242929
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Read this topic online here:
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________________________________________________________________________________
| From: | A R Goldman <argoldman(at)aol.com> |
| Subject: | Re: BNC connectors - Types of cable and installation |
tools
There is a difference between the 58 and the 400 RU B(T)NC connectors
It deals with the fact that the 400 cable has 2 braided shields around the central
insulated conductor. This makes the wire greater in diameter and thus needs
a larger crimp collar(which holds the whole assembly together). You could probably
get by using a 400 collar with 58 wire but a 58 collar wont easily fit
in 400.
The crimping tools should be the same.
Rich
The crimped
Sent from my iPhone
> On Jul 14, 2019, at 6:00 PM, Argonaut36 wrote:
>
>
> Could somebody kindly answer the following questions:
>
> - Are BNC connectors for RG-58U wire and RG400U wire the same?
>
> - Can the same crimpers be used for attaching BNC connectors to both RG-58U wire
and RG400U wire? If so, why you can only read 58 on some dye sets and not
58/400 or something like that?
>
> - What about TNC connectors? Do the same principles as for BNC connectors apply
when it comes to RG58/RG400 cables and installation tools?
>
> Thanks
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=490290#490290
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | =?ISO-8859-1?Q?=D8=B4=D8=B1=D9=83=D8=A9?= =?ISO-8859-1?Q?=D8=A7=D8=B3=D8=A7=D8=B7=D9=8A=D8=B1? |
| From: | "nanafananas" <nasr74642(at)gmail.com> |
(http://kenanaonline.com/users/mzlat/posts/1035857)
(http://kenanaonline.com/users/mzlat/posts/1035856)
(http://kenanaonline.com/users/mzlat/posts/1035855)
(https://mzlatwswater.blogspot.com/2019/06/blog-post_9.html)
(https://mzlatwswater.blogspot.com/2019/06/blog-post_6.html)
(https://mzlatwswater.blogspot.com/2019/06/blog-post_46.html)
(https://mzlatwswater.blogspot.com/2019/06/blog-post_70.html)
(https://mzlatwswater.blogspot.com/2019/06/blog-post_26.html)
(https://mzlatwswater.blogspot.com/2019/06/blog-post_94.html)
(https://mzlatwswater.blogspot.com/2019/06/blog-post_22.html)
(https://mzlatwswater.blogspot.com/2019/06/blog-post_15.html)
(https://mzlatwswater.blogspot.com/2019/06/blog-post.html)
(https://mzlat.home.blog/2019/06/26/%d9%82%d8%b1%d9%85%d9%8a%d8%af-%d8%a7%d9%84%d8%b1%d9%8a%d8%a7%d8%b6/)
(https://mzlat.home.blog/2019/06/26/%d9%85%d8%b8%d9%84%d8%a7%d8%aa-%d8%ad%d8%af%d8%a7%d8%a6%d9%82-%d8%a7%d9%84%d8%b1%d9%8a%d8%a7%d8%b6/)
(https://mzlat.home.blog/2019/06/26/%d8%aa%d8%b1%d9%83%d9%8a%d8%a8-%d8%b3%d9%88%d8%a7%d8%aa%d8%b1/)
(https://mzlat.home.blog/2019/06/26/%d9%87%d9%86%d8%a7%d8%ac%d8%b1-%d9%88%d9%85%d8%b3%d8%aa%d9%88%d8%af%d8%b9%d8%a7%d8%aa-%d8%a7%d9%84%d8%b1%d9%8a%d8%a7%d8%b6/)
(https://mzlat.home.blog/2019/06/26/%d9%85%d8%b8%d9%84%d8%a7%d8%aa-%d8%ad%d8%af%d8%a7%d8%a6%d9%82/)
(https://mzlat.home.blog/2019/06/22/%d9%85%d8%b8%d9%84%d8%a7%d8%aa-%d9%84%d9%83%d8%b3%d8%a7%d9%86/)
(https://mzlat.home.blog/2019/06/22/%d8%a8%d8%b1%d8%ac%d9%88%d9%84%d8%a7%d8%aa/)
(https://mzlat.home.blog/2019/06/21/%d8%b4%d8%a8%d9%88%d9%83/)
(https://mzlat.home.blog/2019/06/11/%d9%85%d8%b8%d9%84%d8%a7%d8%aa-%d9%88%d8%b3%d9%88%d8%a7%d8%aa%d8%b1/)
(https://alroda.webnode.com/l/trkyb-swatr-alryad/)
(https://alroda.webnode.com/l/trkyb-mzlat-alryad/)
(https://alroda.webnode.com/l/swatr-alryad/)
(https://khadmaty.tumblr.com/post/185858905484/%D8%A8%D9%8A%D9%88%D8%AA-%D8%B4%D8%B9%D8%B1-%D8%A7%D9%84%D8%B1%D9%8A%D8%A7%D8%B6)
(https://khadmaty.tumblr.com/post/185858894429/%D9%85%D8%B8%D9%84%D8%A7%D8%AA-%D8%B3%D9%8A%D8%A7%D8%B1%D8%A7%D8%AA-%D8%A7%D9%84%D8%B1%D9%8A%D8%A7%D8%B6)
(https://khadmaty.tumblr.com/post/185858885794/%D9%87%D9%86%D8%A7%D8%AC%D8%B1-%D9%88%D9%85%D8%B3%D8%AA%D9%88%D8%AF%D8%B9%D8%A7%D8%AA)
(https://khadmaty.tumblr.com/post/185765859439/%D9%82%D8%B1%D9%85%D9%8A%D8%AF)
(https://alroda54.wixsite.com/alroda/post/%D8%AA%D8%B1%D9%83%D9%8A%D8%A8-%D9%82%D8%B1%D9%85%D9%8A%D8%AF-%D8%AD%D8%AF%D9%8A%D8%AF)
(https://alroda54.wixsite.com/alroda/post/%D8%AA%D8%B1%D9%83%D9%8A%D8%A8-%D9%87%D9%86%D8%A7%D8%AC%D8%B1-%D8%A7%D9%84%D8%B1%D9%8A%D8%A7%D8%B6)
(https://alroda54.wixsite.com/alroda/post/%D8%B4%D8%A8%D9%88%D9%83-%D8%A7%D9%84%D8%B1%D9%8A%D8%A7%D8%B6)
(https://alroda54.wixsite.com/alroda/post/%D9%87%D9%86%D8%A7%D8%AC%D8%B1)
(https://al-roda.weebly.com/blog/3913728)
(https://al-roda.weebly.com/blog/2600505)
(https://al-roda.weebly.com/blog/2413164)
(https://al-roda.weebly.com/blog/8740665)
(https://al-roda.weebly.com/blog/7801012)
(https://al-roda.weebly.com/blog/7907456)
(https://alroda.hatenablog.com/entry/2019/06/26/180854)
(https://alroda.hatenablog.com/entry/2019/06/26/180835)
(https://alroda.hatenablog.com/entry/2019/06/26/180803)
(https://alroda.hatenablog.com/entry/2019/06/22/230744)
(http://kenanaonline.com/alrodaa)
(https://marketingplus550.wordpress.com/blog/)
(https://marketingplus550.blogspot.com/)
(https://marketingplus3.webnode.com/marketing-plus/)
(https://alrodaa.weebly.com/blog)
(https://blogmarketingplus.tumblr.com/)
(https://marketingplus.hatenablog.com/)
(https://myseo550blog.quora.com/)
(http://marketingplus.emyspot.com/blog/)
(http://site-1643697-8902-1287.strikingly.com/)
(https://unet.com/mzlatasteer/entries/)
(https://alroda.hatenablog.com/)
(https://al-roda.weebly.com/)
(https://alroda54.wixsite.com/alroda/blog)
(https://alroda54.wixsite.com/alroda/)
(https://khadmaty.tumblr.com/)
(https://alroda.webnode.com/)
(https://alroda.webnode.com/alroda-blog/)
(https://mzlat.home.blog/)
(https://mzlatwswater.blogspot.com/)
(http://kenanaonline.com/mzlat)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490297#490297
________________________________________________________________________________
| Subject: | =?ISO-8859-1?Q?=D8=B4=D8=B1=D9=83=D8=A9?= =?ISO-8859-1?Q?=D9=85=D8=AD=D8=D8=B1=D9=81?= |
=?ISO-8859-1?Q?=D8=A7=D9=84=D8=B8=D9=84?
| From: | "nanafananas" <nasr74642(at)gmail.com> |
(https://justpaste.it/6k0uq)
(https://justpaste.it/7higb)
(https://justpaste.it/48a4g)
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Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490298#490298
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: BNC connectors - Types of cable and installation |
tools
At 06:00 PM 7/14/2019, you wrote:
>
>Could somebody kindly answer the following questions:
>
>- Are BNC connectors for RG-58U wire and RG400U wire the same?
>
>- Can the same crimpers be used for attaching
>BNC connectors to both RG-58U wire and RG400U
>wire? If so, why you can only read =9858=99 on
>some dye sets and not =9858/400=99 or something like that?
>
>- What about TNC connectors? Do the same
>principles as for BNC connectors apply when it
>comes to RG58/RG400 cables and installation tools?
BNC and TNC connectors are crimped with
the same hex dies. 0.213 for the shield
and 0.068 for the center conductor.
As indicated in this ad:
https://tinyurl.com/y5poy9dc
Emacs!
All coax types listed are 0.195" nominal
o.d. and will install on the same connector
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: BNC connectors - Types of cable and installation |
tools
At 06:00 PM 7/14/2019, you wrote:
>
>Could somebody kindly answer the following questions:
>
>- Are BNC connectors for RG-58U wire and RG400U wire the same?
>
>- Can the same crimpers be used for attaching
>BNC connectors to both RG-58U wire and RG400U
>wire? If so, why you can only read =9858=99 on
>some dye sets and not =9858/400=99 or something like that?
>
>- What about TNC connectors? Do the same
>principles as for BNC connectors apply when it
>comes to RG58/RG400 cables and installation tools?
BNC and TNC connectors are crimped with
the same hex dies. 0.213 for the shield
and 0.068 for the center conductor.
As indicated in this ad:
https://tinyurl.com/y5poy9dc
Emacs!
All coax types listed are 0.195" nominal
o.d. and will install on the same connector
Bob . . .
________________________________________________________________________________
| Subject: | Re: BNC connectors - Types of cable and installation |
tools
| From: | "Argonaut36" <fmlibrino(at)msn.com> |
Thanks for answering my questions!
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490315#490315
________________________________________________________________________________
| From: | Charlie England <ceengland7(at)gmail.com> |
| Subject: | Ray Allen trim servo/control: actual wiring schematic |
needed
Anyone out there with an actual schematic of the Ray Allen relay decks,
switches, stick switches, etc? Their on-line 'diagrams' are typical
consumer-facing 'white boxes' for each component, showing nothing of how
the contacts in the device are tied to the various colored wires. I can
spend a day or two puzzling out how the internals are connected, but I'd
love to avoid the waste of time.
The guys at RA were less than worthless, telling me that it would be
'dangerous' to show the consumer (the people actually installing their
stuff) what was going on inside each box on their diagrams. Gotta say, if
there were an alternative, I'd just replace the stuff so I wouldn't have to
deal with them.
Problem: previous owner(s) have panel mounted rockers & indicators for
pitch/roll, and a stick grip with the 4 separate buttons for pitch/roll.
The rockers work. The stick buttons will make the relays click, but don't
control the trim motors.
As I said, I can puzzle it out, but I'd like to *start* with schematics of
the devices, instead of having to create them.
Thanks,
Charlie
________________________________________________________________________________
| Subject: | Re: Ray Allen trim servo/control: actual wiring schematic |
needed
| From: | "user9253" <fransew(at)gmail.com> |
Do you have these pdf documents from Ray Allen?
http://www.rayallencompany.com/RACmedia/instructionsG2grip.pdf
http://www.rayallencompany.com/RACmedia/do-it-urself1servorelays.pdf
Here is Bob N's circuit:
http://aeroelectric.com/PPS/Flight/Trim/Stick_Grip_Trim.pdf
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490332#490332
Attachments:
http://forums.matronics.com//files/trim_motor_control_13_157.jpg
________________________________________________________________________________
| Subject: | Re: Ray Allen trim servo/control: actual wiring |
schematic needed
| From: | Charlie England <ceengland7(at)gmail.com> |
On 7/16/2019 12:43 PM, user9253 wrote:
>
> Do you have these pdf documents from Ray Allen?
> http://www.rayallencompany.com/RACmedia/instructionsG2grip.pdf
>
> http://www.rayallencompany.com/RACmedia/do-it-urself1servorelays.pdf
>
> Here is Bob N's circuit:
> http://aeroelectric.com/PPS/Flight/Trim/Stick_Grip_Trim.pdf
>
> --------
> Joe Gores
>
Hi Joe,
I've got the RA cartoon docs. Bob's type of drawing, showing the relay &
switch terminals/internal connections, is what I'm hoping to find for
the RA parts.
Thanks,
Charlie
---
This email has been checked for viruses by Avast antivirus software.
https://www.avast.com/antivirus
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Ray Allen trim servo/control: actual wiring |
schematic needed
>Hi Joe,
>
>I've got the RA cartoon docs. Bob's type of drawing, showing the
>relay & switch terminals/internal connections, is what I'm hoping to
>find for the RA parts.
>
>Thanks,
>
>Charlie
Check through the collection of drawings at
https://tinyurl.com/y6yxkbb8
If you're a CAD-driver and can read .dwg
files, I can supply originals for all/any
of those .pdfs
Bob . . .
________________________________________________________________________________
| From: | Peter Campo <peter_campo(at)yahoo.com> |
| Subject: | Molex 4366 terminals for ICOM IC-A210 radio |
Does anyone know a source for the terminals (contacts) for an ICOM IC-A210
card edge connector.
I have the housing (30 Pin Molex 4338) and just need the crimp terminals (M
olex 4366, Molex Part Number=C2-08-03-0304).
The usual distributors (Newark, Mouser, Digi-Key) show these as obsolete.
Thanks in advance,
Peter
________________________________________________________________________________
| From: | <mike(at)vision499.com> |
| Subject: | [OT] IFR-certified GPS Suggestions |
Hello Art
If I remember correctly you have MGL equipment, there was a query on the MG
L forum about this, the answer was that MGL was WAAS certified.
Not sure if this was your question or whether you wanted something in addit
ion to your system
Keep well
Mike
From: owner-aeroelectric-list-server(at)matronics.com <owner-aeroelectric-list
-server(at)matronics.com> On Behalf Of Alec Myers
Sent: July 13, 2019 3:18 PM
Subject: Re: AeroElectric-List: [OT] IFR-certified GPS Suggestions
I=99m fond of the Avidyne IFD series
On Jul 13, 2019, at 08:05, Art Zemon > wrote:
This is somewhat off-topic but I figure y'all know a lot about airplanes so
you might have opinions about avionics, too.
I reserved space in my panel for a Garmin 430 WAAS or a Garmin 650. Now tha
t Oshkosh is upon us, perhaps I can save a few pennies on an IFR-certified
GPS that will fit in that hole. It doesn=99t have to be a Garmin; tha
t is just the size hole that I cut when I did the rest of the panel.
What suggestions do you have, both for equipment and vendor?
-- Art Z.
--
https://CheerfulCurmudgeon.com/
Love the stranger for you yourselves were strangers in Egypt. Deut. 10:19
---
This email has been checked for viruses by Avast antivirus software.
https://www.avast.com/antivirus
________________________________________________________________________________
| From: | Art Zemon <art(at)zemon.name> |
| Subject: | Re: [OT] IFR-certified GPS Suggestions |
Mike,
Yes, I have an MGL system and their latest GPS, the SP-12
<http://www.mglavionics.co.za/sp12.html>, has the necessary certifications
to be an ADS-B source. Rainier has posted the details but they were so
detailed that my eyes glazed over while reading them. The bottom line is
that the SP-12 is certified but the GPS which is integrated into the EFIS
is significantly more accurate. Go figure.
I am seeking a navigation radio with a GPS receiver that I can use for
flying IFR so I want both the necessary certifications *and* the database
with approaches, SIDs, STARs, etc. And I want a proven user interface that
someone else has already designed and debugged. I am willing to do a lot of
experimenting but, when I am in the clouds, I want to minimize my risk and
workload.
The MGL SP-12 is only GPS receiver, though. It lacks a front panel display,
database, etc etc etc, so it won't meet my needs.
-- Art Z.
On Tue, Jul 16, 2019 at 11:37 PM wrote:
> Hello Art
>
>
> If I remember correctly you have MGL equipment, there was a query on the
> MGL forum about this, the answer was that MGL was WAAS certified.
>
>
> Not sure if this was your question or whether you wanted something in
> addition to your system
>
--
https://CheerfulCurmudgeon.com/
*Love the stranger for you yourselves were strangers in Egypt. *Deut. 10:19
________________________________________________________________________________
| From: | Charlie England <ceengland7(at)gmail.com> |
| Subject: | Re: Ray Allen trim servo/control: actual wiring |
schematic needed
On Tue, Jul 16, 2019 at 2:15 PM Robert L. Nuckolls, III <
nuckolls.bob(at)aeroelectric.com> wrote:
> Hi Joe,
>
> I've got the RA cartoon docs. Bob's type of drawing, showing the relay &
> switch terminals/internal connections, is what I'm hoping to find for the
> RA parts.
>
> Thanks,
>
> Charlie
>
>
> Check through the collection of drawings at
>
> https://tinyurl.com/y6yxkbb8
>
> If you're a CAD-driver and can read .dwg
> files, I can supply originals for all/any
> of those .pdfs
>
>
> Bob . . .
>
Thanks Bob; the trim.pdf is a good starting point for me. Unfortunately, I
haven't had the time yet to become CAD-literate.
Charlie
________________________________________________________________________________
| From: | Gerald Farek <gfarek(at)yahoo.com> |
| Subject: | Re: [OT] IFR-certified GPS Suggestions |
No, hot GRT ,
Sent from my iPhone
> On Jul 16, 2019, at 11:21 PM, wr
ote:
>
> Hello Art
>
> If I remember correctly you have MGL equipment, there was a query on the M
GL forum about this, the answer was that MGL was WAAS certified.
>
> Not sure if this was your question or whether you wanted something in addi
tion to your system
>
> Keep well
>
> Mike
>
> From: owner-aeroelectric-list-server(at)matronics.com <owner-aeroelectric-lis
t-server(at)matronics.com> On Behalf Of Alec Myers
> Sent: July 13, 2019 3:18 PM
> To: aeroelectric-list(at)matronics.com
> Subject: Re: AeroElectric-List: [OT] IFR-certified GPS Suggestions
>
> I=99m fond of the Avidyne IFD series
>
> On Jul 13, 2019, at 08:05, Art Zemon wrote:
>
> This is somewhat off-topic but I figure y'all know a lot about airplanes s
o you might have opinions about avionics, too.
>
> I reserved space in my panel for a Garmin 430 WAAS or a Garmin 650. Now th
at Oshkosh is upon us, perhaps I can save a few pennies on an IFR-certified G
PS that will fit in that hole. It doesn=99t have to be a Garmin; that i
s just the size hole that I cut when I did the rest of the panel.
>
> What suggestions do you have, both for equipment and vendor?
>
> -- Art Z.
>
> --
> https://CheerfulCurmudgeon.com/
>
> Love the stranger for you yourselves were strangers in Egypt. Deut. 10:19
>
> Virus-free. www.avast.com
________________________________________________________________________________
| Subject: | ADS-B Preflight Requirements updated for GA |
| From: | Harley Dixon <harley(at)AgelessWings.com> |
Just saw this on AVWeb...
The FAA will issue a Notam
on Thursday that will essentially exempt general aviation aircraft
operators from an ADS-B preflight requirement when the ADS-B mandate
kicks in next January. The Notam specifically exempts ADS-B Out
transmitters that use WAAS GPS receivers as a position source from the
preflight requirement described in an FAA policy statement that was
released earlier this month. The Notam reads: It is not necessary for
operators of aircraft equipped with the Wide Area Augmentation System
(WAAS) (TSOC145 or TSOC146) receivers to conduct a preflight
availability prediction.
Garmin spokesman Bill Stone told /AVweb/ the preflight requirement was
always intended for airliners, most of which have early-generation GPS
systems that are not as reliably precise as those with WAAS. All ADS-B
units certified for GA aircraft for the 2020 mandate must use a WAAS GPS
receiver as a position source. There are currently zero non-WAAS based
ADS-B Out GPS solutions for general aviation aircraft, he said. For
GA, its a non-issue. Stone said he suspects the WAAS exemption got
lost in the extensive vetting process that policy statements like the
preflight requirements included in the recent Federal Register Notice go
through. The original intent of the policy statement was to codify
exemptions from sanctions for airlines when GPS signals degrade after
theyve done the preflight checks and the subsequent lack of compliance
is beyond their control.
Harley
________________________________________________________________________________
| From: | Michael Wynn <mlwynn(at)aol.com> |
| Subject: | Re: [OT] IFR-certified GPS Suggestions |
Hi Art,
I installed a GTN 650 in my RV8 when they first came out.=C2- Could not b
e happier with the unit.=C2- It is simple and intuitive to use.=C2- Dat
a updates are expensive, but that is the nature things aviation.
Michael WynnRV8Livermore, CA
-----Original Message-----
From: mike <mike(at)vision499.com>
Sent: Tue, Jul 16, 2019 9:22 pm
Subject: RE: AeroElectric-List: [OT] IFR-certified GPS Suggestions
#yiv6656459749 #yiv6656459749 -- _filtered #yiv6656459749 {panose-1:2 4 5 3
5 4 6 3 2 4;} _filtered #yiv6656459749 {font-family:Calibri;panose-1:2 15
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4 5 2 5 4 5 2 3 3;} #yiv6656459749 #yiv6656459749 p.yiv6656459749MsoNormal,
#yiv6656459749 li.yiv6656459749MsoNormal, #yiv6656459749 div.yiv6656459749
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ns-serif;} #yiv6656459749 a:link, #yiv6656459749 span.yiv6656459749MsoHyper
link {color:blue;text-decoration:underline;} #yiv6656459749 a:visited, #yiv
6656459749 span.yiv6656459749MsoHyperlinkFollowed {color:purple;text-decora
tion:underline;} #yiv6656459749 p.yiv6656459749msonormal0, #yiv6656459749 l
i.yiv6656459749msonormal0, #yiv6656459749 div.yiv6656459749msonormal0 {marg
in-right:0cm;margin-left:0cm;font-size:11.0pt;font-family:sans-serif;} #yiv
6656459749 span.yiv6656459749EmailStyle18 {font-family:sans-serif;color:win
dowtext;} #yiv6656459749 .yiv6656459749MsoChpDefault {font-size:10.0pt;} _f
iltered #yiv6656459749 {margin:72.0pt 72.0pt 72.0pt 72.0pt;} #yiv6656459749
div.yiv6656459749WordSection1 {} #yiv6656459749 Hello Art =C2-If I remem
ber correctly you have MGL equipment, there was a query on the MGL forum ab
out this, the answer was that MGL was WAAS certified. =C2-Not sure if thi
s was your question or whether you wanted something in addition to =C2-yo
ur system =C2-Keep well =C2-Mike =C2-From: owner-aeroelectric-list-se
rver(at)matronics.com On Behalf
Of Alec Myers
Sent: July 13, 2019 3:18 PM
Subject: Re: AeroElectric-List: [OT] IFR-certified GPS Suggestions =C2-I
=99m fond of the Avidyne IFD series=C2-
On Jul 13, 2019, at 08:05, Art Zemon wrote:
This is somewhat off-topic but I figure y'all know a lot about airplanes so
you might have opinions about avionics, too. =C2-I reserved space in my
panel for a Garmin 430 WAAS or a Garmin 650. Now that Oshkosh is upon us, p
erhaps I can save a few pennies on an IFR-certified GPS that will fit in th
at hole. It doesn=99t have to be a Garmin; that is just the size hole
that I cut when I did the rest of the panel.
What suggestions do you have, both for equipment and vendor? =C2-=C2-
=C2- -- Art Z. =C2--- https://CheerfulCurmudgeon.com/
Love the stranger for you yourselves were strangers in Egypt. Deut. 10:19
| | Virus-free. www.avast.com |
________________________________________________________________________________
| Subject: | Re: Ray Allen trim servo/control: actual wiring schematic |
neede
| From: | "Eric M. Jones" <emjones(at)charter.net> |
Hi Charlie,
I have a bunch and have posted some over the years. Here is the Trim box.
Eric
--------
Eric M. Jones
www.PerihelionDesign.com
113 Brentwood Drive
Southbridge, MA 01550
(508) 764-2072
emjones(at)charter.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490359#490359
Attachments:
http://forums.matronics.com//files/tscmr_installation_manual_108.pdf
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | BALUNs and stuff |
Got a VNA up and running on a laptop.
Will try to get a Jim Wier ELT antenna
fabricated over the next few days to
see if a common mode choke is really
effective/necessary.
I'll also look at an exemplar
Pawsey Stub and a legacy 'Aviation
BALUN' featured in so many anointed
documents over the past 50 or so
years.
By the way, I was curious about how
well those little VHF/UHF 'rubber duck'
antennas worked on contemporary VHF/UHF
hand-helds. Screwed an antenna off my EMS
talkie to the VNA and ran a 100 to 500 MHz scan
which yielded the following plot:
Emacs!
Sho 'nuf . . . the little critter has SWR
'dips' that span the frequencies of interest.
Pretty cool . . .
Bob . . .
________________________________________________________________________________
| Subject: | Re: [OT] IFR-certified GPS Suggestions |
I had the IFR GPS from GRT but they didn't have the software updated. So I went
looking for a GNS400W (or 400 that I would upgrade). For the same price I was
finding them, Tim and Approach FastStack got me a brand new GTN625.
Took me a while to get used to the different UI, but it's pretty nice.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490363#490363
________________________________________________________________________________
| From: | Charlie England <ceengland7(at)gmail.com> |
| Subject: | Re: [OT] IFR-certified GPS Suggestions |
As Art points out, there are radical differences between a 'WAAS certified
GPS' as a position source for ADSB, and an IFR certified GPS navigation
radio. As far as I know, there are no experimental EFIS systems that are
approved for IFR *navigation*. Perfectly fine to use them as flight
instruments in IFR conditions, but until the FAA modifies their rules, you
still need an IFR certified GPS navigator (complete with certified, up to
date databases, approaches, etc) for IFR GPS navigation in the USA. I've
seen some rumors that FAA might be considering an easing on that rule, so
that non-certified GPS could be used for IFR, similar to non-TSO VOR/ILS
receivers, but haven't heard of any official change.
On Wed, Jul 17, 2019 at 7:12 AM Art Zemon wrote:
> Mike,
>
> Yes, I have an MGL system and their latest GPS, the SP-12
> <http://www.mglavionics.co.za/sp12.html>, has the necessary
> certifications to be an ADS-B source. Rainier has posted the details but
> they were so detailed that my eyes glazed over while reading them. The
> bottom line is that the SP-12 is certified but the GPS which is integrated
> into the EFIS is significantly more accurate. Go figure.
>
> I am seeking a navigation radio with a GPS receiver that I can use for
> flying IFR so I want both the necessary certifications *and* the database
> with approaches, SIDs, STARs, etc. And I want a proven user interface that
> someone else has already designed and debugged. I am willing to do a lot of
> experimenting but, when I am in the clouds, I want to minimize my risk and
> workload.
>
> The MGL SP-12 is only GPS receiver, though. It lacks a front panel
> display, database, etc etc etc, so it won't meet my needs.
>
> -- Art Z.
>
> On Tue, Jul 16, 2019 at 11:37 PM wrote:
>
>> Hello Art
>>
>>
>>
>> If I remember correctly you have MGL equipment, there was a query on the
>> MGL forum about this, the answer was that MGL was WAAS certified.
>>
>>
>>
>> Not sure if this was your question or whether you wanted something in
>> addition to your system
>>
>
> --
> https://CheerfulCurmudgeon.com/
>
> *Love the stranger for you yourselves were strangers in Egypt. *Deut.
> 10:19
>
________________________________________________________________________________
| Subject: | Re: [OT] IFR-certified GPS Suggestions |
| From: | Charlie England <ceengland7(at)gmail.com> |
Hey Art,
Don't know your budget, but an IFR rated friend replaced his Garmin 430
with an Avidyne 440. Slide-in replacement for the 430, and he says that
it's got a much better user interface and some really nice features that
'anticipate' the next segment when flying a procedure.
At the time, they were offering a very attractive trade-in deal for
430s, which I suppose won't help you much. :-)
Charlie
On 7/17/2019 1:53 PM, Charlie England wrote:
> As Art points out, there are radical differences between a 'WAAS
> certified GPS' as a position source for ADSB, and an IFR certified GPS
> navigation radio. As far as I know, there are no experimental EFIS
> systems that are approved for IFR *navigation*. Perfectly fine to use
> them as flight instruments in IFR conditions, but until the FAA
> modifies their rules, you still need an IFR certified GPS navigator
> (complete with certified, up to date databases, approaches, etc) for
> IFR GPS navigation in the USA. I've seen some rumors that FAA might be
> considering an easing on that rule, so that non-certified GPS could be
> used for IFR, similar to non-TSO VOR/ILS receivers, but haven't heard
> of any official change.
>
> On Wed, Jul 17, 2019 at 7:12 AM Art Zemon > wrote:
>
> Mike,
>
> Yes, I have an MGL system and their latest GPS, the SP-12
> <http://www.mglavionics.co.za/sp12.html>, has the necessary
> certifications to be an ADS-B source. Rainier has posted the
> details but they were so detailed that my eyes glazed over while
> reading them. The bottom line is that the SP-12 is certified but
> the GPS which is integrated into the EFIS is significantly more
> accurate. Go figure.
>
> I am seeking a navigation radio with a GPS receiver that I can use
> for flying IFR so I want both the necessary certifications
> /and/the database with approaches, SIDs, STARs, etc. And I want a
> proven user interface that someone else has already designed and
> debugged. I am willing to do a lot of experimenting but, when I am
> in the clouds, I want to minimize my risk and workload.
>
> The MGL SP-12 is only GPS receiver, though. It lacks a front panel
> display, database, etc etc etc, so it won't meet my needs.
>
> -- Art Z.
>
> On Tue, Jul 16, 2019 at 11:37 PM > wrote:
>
> Hello Art
>
> If I remember correctly you have MGL equipment, there was a
> query on the MGL forum about this, the answer was that MGL was
> WAAS certified.
>
> Not sure if this was your question or whether you wanted
> something in addition to your system
>
>
> --
> https://CheerfulCurmudgeon.com/
>
> /Love the stranger for you yourselves were strangers in Egypt.
> /Deut. 10:19
>
---
This email has been checked for viruses by Avast antivirus software.
https://www.avast.com/antivirus
________________________________________________________________________________
| From: | Art Zemon <art(at)zemon.name> |
| Subject: | Re: [OT] IFR-certified GPS Suggestions |
Charlie,
I am definitely considering the Avidyne IFD 440. I have a friend with one
in his RV10 and he really likes it.
I am also considering the new Garmin GPS 175 and then add a second comm
radio and call it done. (I already have a VOR/ILS/GS nav radio.)
-- Art Z.
On Wed, Jul 17, 2019 at 4:19 PM Charlie England
wrote:
> Hey Art,
>
> Don't know your budget, but an IFR rated friend replaced his Garmin 430
> with an Avidyne 440. Slide-in replacement for the 430, and he says that
> it's got a much better user interface and some really nice features that
> 'anticipate' the next segment when flying a procedure.
>
--
https://CheerfulCurmudgeon.com/
*Love the stranger for you yourselves were strangers in Egypt. *Deut. 10:19
________________________________________________________________________________
| From: | <mike(at)vision499.com> |
| Subject: | Antenna Cable length |
Hello,
I am about to cut my antenna to final length and want to confirm:
a: if there is an optimal antenna length and
b: if there is a minimum distance between radio and antenna.
The radio is a MGL V16 remote mount
I have 2 possible antenna position and want to test both, at the moment one
is +/- 2 feet from the radio and the other +/- 8ft
Thanks
Mike
---
This email has been checked for viruses by Avast antivirus software.
https://www.avast.com/antivirus
________________________________________________________________________________
| From: | Art Zemon <art(at)zemon.name> |
| Subject: | Re: Antenna Cable length |
Mike,
For a communications radio, the distance on a GA airplane doesn't matter
much. You might, in a lab, be able to measure the difference in performance
of an antenna that is 2 feet vs 8 feet from the transmitter. Similarly, you
might be able to measure the difference in performance of an antenna on the
top vs the bottom of the fuselage. In the real world, probably not.
My advice: put your antenna where ever it looks cool. You will smile bigger
whenever you see your airplane and that counts for a lot.
What are you building?
-- Art Z.
On Thu, Jul 18, 2019 at 12:27 AM wrote:
> Hello,
>
>
> I am about to cut my antenna to final length and want to confirm:
>
>
> a: if there is an optimal antenna length and
>
>
> b: if there is a minimum distance between radio and antenna.
>
>
> The radio is a MGL V16 remote mount
>
>
> I have 2 possible antenna position and want to test both, at the moment
> one is +/- 2 feet from the radio and the other +/- 8ft
>
>
> Thanks
>
>
> Mike
>
--
https://CheerfulCurmudgeon.com/
*Love the stranger for you yourselves were strangers in Egypt. *Deut. 10:19
________________________________________________________________________________
| Subject: | New Smartphone Apps for Pilots |
| From: | "rampil" <ira.rampil(at)gmail.com> |
Greetings fellow Aviators!
As a long time, intermittent contributor to this forum, I thought this might be
of interest:
It has been quite a while since we started writing pilot apps for Apple smartphones
and iPads.
Our family of apps for aviation has grown into 11 very handy and unique tools for
people who fly
(or dream about it!). Here's a brief list of the Apps with links to the App Store
for more information
and a sampling of screen shots to see the apps in action.
The latest App is Runway Finder. This app was suggested by a buddy, a retired
Delta Captain who owns a Citabria.
He does a lot of cross country flying and complained that it was hard to find a
grass strip to use away from home base.
This App maps out airports by runway surface and type (Turf, Paved, Gravel, Water,
Glider, and Heliport).
Runway Finder has a built-in list of over 50,000 runways/airports world wide. It
is available on the Apple App store at:
https://apps.apple.com/app/airport-runway-finder/id1471923024
Plane Registry. A FREE app to lookup US-Registered aircraft from the live FAA database.
https://apps.apple.com/app/airport-runway-finder/id1471923024
Local METARS. A very handy weather app for local conditions. Just open the App
and it will display
the current METAR conditions at the closest reporting station. You get the option
to look out up to
100 miles and sort by bearing from your location. No more scrolling and endless
clicking to get the
Wx you need for local flying. This app works with world wide reporting stations.
https://apps.apple.com/us/app/local-metars/id1150644548
We also have a stand-alone version of Local METARS for the Apple Watch
https://apps.apple.com/app/local-metars-for-watch/id1447757207
Civil Twilight Calculator. CTC is a self-contained sunrise/sunset calculator for
use anywhere.
No calling home to the Naval Observatory! It doesnt need internet access at all.
Use it in
flight! It can tell you accurately when Civil Twilight occurs where you are, or
at an airport
around the world, on any day 50 years. If you do have internet, you can give it
a street
address and see the calculated times.
https://apps.apple.com/app/civil-twilight-calculator/id1163850946
We also have a stand-alone version for Apple Watch:
https://apps.apple.com/app/civil-twilight-for-watch/id1448137376
Aviation Altimeter (aka avAltimeter). Not a GPS altimeter like most on the App
Store, but a True
and Accurate barometric altimeter using the built-in sensors in iPhones after iPhone
6, or iPads
after the Mini-4. Has a Kollsman adjustment for ATC or METARs reports. Looks and
feels just like
the steam gauge in your panel, but with Smart features: Density Altitude, Oxygen
Warning timer,
and estimated aircraft Performance, auto-set at airport, etc.
https://apps.apple.com/app/avaltimeter/id1120306812
The stand-alone version for the Apple Watch:
https://apps.apple.com/app/aviation-altimeter-for-watch/id1434085253
VOR Navigator. Truly unique! A fully functional VOR and HSI navigator (using GPS,
not VHF). Includes
all current VOR and NDB transmitting stations plus a number of recently decommissioned
ones. Also
includes DME and ADF modes. The App will also home to all Large and Medium (Commercial)
airports.
Check out the Add Lightning mode for the ADF for a true vintage experience! This
is a single hybrid
App, which works on both iOS devices and the Apple Watch, each independently from
the other.
https://apps.apple.com/app/vor-navigator/id1451733763
Crosswinds Live. Another very unique and handy App. Crosswinds Live contains the
runway diagrams for
all registered airports world wide and will draw the current wind across the runways.
The wind information
comes from the METAR station closest to the airport. Also computes the headwind
& crosswind components
for flight planning.
https://apps.apple.com/app/crosswinds-live/id1240254020
Sun Compass. Compass broken? Lost on a hike? If you can see the Sun or the Moon,
this app for Apple Watch
can help you out. The Watch does not have a compass built in, but, using the GPS
and some fancy astronomy
calculations, this App will point to North, and show you your direction of travel.
For Watch only (iOS has builtin
magnetic compass hardware)
https://apps.apple.com/app/sun-compass-for-watch/id1448262474
Safe Flying!
--------
Ira N224XS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490378#490378
________________________________________________________________________________
| From: | GLEN MATEJCEK <fly4grins(at)gmail.com> |
| Subject: | [OT] IFR-certified GPS Suggestions |
>
> Hi Charlie et al-
> It's been a while since I had my fingers in this stuff, but isn't the
> requirement for certificated GPS only for terminal operations? IIRC,
> experimental GPS is fine for en route, but some other means is required for
> finding the runway.
TIA
________________________________________________________________________________
| From: | Charlie England <ceengland7(at)gmail.com> |
| Subject: | Re: [OT] IFR-certified GPS Suggestions |
I'm not IFR rated, and it's been weeks since I stayed in *any* hotel, so
I'm not qualified to answer that. But my layman's understanding is that you
can ask ATC for a 'heading' to fly direct to your IFR destination, and
they'd wink, nod, & give you the clearance. Many years ago, my airline
pilot Swift partner used to do that with a VFR LORAN receiver. Wouldn't be
the same thing as actually filing GPS-direct, but has the same effect.
You could be right about experimentals; I just haven't heard about it.
Charlie
On Thu, Jul 18, 2019 at 8:15 AM GLEN MATEJCEK wrote:
> Hi Charlie et al-
>> It's been a while since I had my fingers in this stuff, but isn't the
>> requirement for certificated GPS only for terminal operations? IIRC,
>> experimental GPS is fine for en route, but some other means is required for
>> finding the runway.
>
> TIA
>
________________________________________________________________________________
| From: | <jim(at)PoogieBearRanch.com> |
| Subject: | [OT] IFR-certified GPS Suggestions |
I'm IFR rated, but only in helicopters (thanks, Uncle Sam!), but haven't
flown IFR in 35+ years. However, I do read a lot, and I probably have
stayed in a Holiday Inn at least once in the past year...
So here's the AIM section [AIM 1-1-17(b)(2)] that explains the rules:
https://www.faa.gov/air_traffic/publications/atpubs/aim_html/chap1_section_1.html
And here's what that paragraph says:
Authorization to conduct any GPS operation under IFR requires:
(1) GPS navigation equipment used for IFR operations must be approved in
accordance with the requirements specified in Technical Standard Order
(TSO) TSO-C129(), TSO-C196(), TSO-C145(), or TSO-C146(), and the
installation must be done in accordance with Advisory Circular AC
20-138, Airworthiness Approval of Positioning and Navigation Systems.
Equipment approved in accordance with TSO-C115a does not meet the
requirements of TSO-C129. Visual flight rules (VFR) and hand-held GPS
systems are not authorized for IFR navigation, instrument approaches, or
as a principal instrument flight reference.
Jim Parker
-------- Original Message --------
Subject: Re: AeroElectric-List: [OT] IFR-certified GPS Suggestions
From: Charlie England <ceengland7(at)gmail.com>
Date: Thu, July 18, 2019 8:37 am
I'm not IFR rated, and it's been weeks since I stayed in *any* hotel, so
I'm not qualified to answer that. But my layman's understanding is that
you can ask ATC for a 'heading' to fly direct to your IFR destination,
and they'd wink, nod, & give you the clearance. Many years ago, my
airline pilot Swift partner used to do that with a VFR LORAN receiver.
Wouldn't be the same thing as actually filing GPS-direct, but has the
same effect.
You could be right about experimentals; I just haven't heard about it.
Charlie
On Thu, Jul 18, 2019 at 8:15 AM GLEN MATEJCEK
wrote:
Hi Charlie et al-
It's been a while since I had my fingers in this stuff, but isn't the
requirement for certificated GPS only for terminal operations? IIRC,
experimental GPS is fine for en route, but some other means is required
for finding the runway.TIA
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Antenna Cable length |
At 06:06 AM 7/18/2019, you wrote:
>Mike,
>
>For a communications radio, the distance on a GA airplane doesn't
>matter much. You might, in a lab, be able to measure the difference
>in performance of an antenna that is 2 feet vs 8 feet from the
>transmitter. Similarly, you might be able to measure the difference
>in performance of an antenna on the top vs the bottom of the
>fuselage. In the real world, probably not.
Agreed
Bob . . .
________________________________________________________________________________
| Subject: | Re: New Smartphone Apps for Pilots |
| From: | Dick Tasker <dick(at)thetaskerfamily.com> |
Some of these sound useful to me. When are you going to port them to Android?
rampil wrote:
>
> Greetings fellow Aviators!
>
> As a long time, intermittent contributor to this forum, I thought this might
be of interest:
>
> It has been quite a while since we started writing pilot apps for Apple smartphones
and iPads.
> Our family of apps for aviation has grown into 11 very handy and unique tools
for people who fly
> (or dream about it!). Here's a brief list of the Apps with links to the App Store
for more information
> and a sampling of screen shots to see the apps in action.
>
> The latest App is Runway Finder. This app was suggested by a buddy, a retired
Delta Captain who owns a Citabria.
> He does a lot of cross country flying and complained that it was hard to find
a grass strip to use away from home base.
> This App maps out airports by runway surface and type (Turf, Paved, Gravel, Water,
Glider, and Heliport).
> Runway Finder has a built-in list of over 50,000 runways/airports world wide.
It is available on the Apple App store at:
> https://apps.apple.com/app/airport-runway-finder/id1471923024
>
>
> Plane Registry. A FREE app to lookup US-Registered aircraft from the live FAA
database.
> https://apps.apple.com/app/airport-runway-finder/id1471923024
>
>
> Local METARS. A very handy weather app for local conditions. Just open the
App and it will display
> the current METAR conditions at the closest reporting station. You get the option
to look out up to
> 100 miles and sort by bearing from your location. No more scrolling and endless
clicking to get the
> Wx you need for local flying. This app works with world wide reporting stations.
> https://apps.apple.com/us/app/local-metars/id1150644548
>
> We also have a stand-alone version of Local METARS for the Apple Watch
> https://apps.apple.com/app/local-metars-for-watch/id1447757207
>
>
> Civil Twilight Calculator. CTC is a self-contained sunrise/sunset calculator
for use anywhere.
> No calling home to the Naval Observatory! It doesnt need internet access at all.
Use it in
> flight! It can tell you accurately when Civil Twilight occurs where you are,
or at an airport
> around the world, on any day 50 years. If you do have internet, you can give
it a street
> address and see the calculated times.
> https://apps.apple.com/app/civil-twilight-calculator/id1163850946
>
> We also have a stand-alone version for Apple Watch:
> https://apps.apple.com/app/civil-twilight-for-watch/id1448137376
>
>
> Aviation Altimeter (aka avAltimeter). Not a GPS altimeter like most on the App
Store, but a True
> and Accurate barometric altimeter using the built-in sensors in iPhones after
iPhone 6, or iPads
> after the Mini-4. Has a Kollsman adjustment for ATC or METARs reports. Looks
and feels just like
> the steam gauge in your panel, but with Smart features: Density Altitude, Oxygen
Warning timer,
> and estimated aircraft Performance, auto-set at airport, etc.
> https://apps.apple.com/app/avaltimeter/id1120306812
>
> The stand-alone version for the Apple Watch:
> https://apps.apple.com/app/aviation-altimeter-for-watch/id1434085253
>
>
> VOR Navigator. Truly unique! A fully functional VOR and HSI navigator (using
GPS, not VHF). Includes
> all current VOR and NDB transmitting stations plus a number of recently decommissioned
ones. Also
> includes DME and ADF modes. The App will also home to all Large and Medium (Commercial)
airports.
> Check out the Add Lightning mode for the ADF for a true vintage experience!
This is a single hybrid
> App, which works on both iOS devices and the Apple Watch, each independently
from the other.
> https://apps.apple.com/app/vor-navigator/id1451733763
>
>
> Crosswinds Live. Another very unique and handy App. Crosswinds Live contains
the runway diagrams for
> all registered airports world wide and will draw the current wind across the
runways. The wind information
> comes from the METAR station closest to the airport. Also computes the headwind
& crosswind components
> for flight planning.
> https://apps.apple.com/app/crosswinds-live/id1240254020
>
>
> Sun Compass. Compass broken? Lost on a hike? If you can see the Sun or the
Moon, this app for Apple Watch
> can help you out. The Watch does not have a compass built in, but, using the
GPS and some fancy astronomy
> calculations, this App will point to North, and show you your direction of travel.
For Watch only (iOS has builtin
> magnetic compass hardware)
> https://apps.apple.com/app/sun-compass-for-watch/id1448262474
>
> Safe Flying!
>
> --------
> Ira N224XS
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=490378#490378
>
>
________________________________________________________________________________
| Subject: | Re: [OT] IFR-certified GPS Suggestions |
| From: | Kelly McMullen <kellym(at)aviating.com> |
There are more benefits to an actual IFR certified GPS. If you are
flying victor airways you are stuck with the published MEA. If you go
off-route, i.e. direct, you are limited to the controller's MEA, which
isn't published. IF you have an IFR GPS lower minimum altitudes are
published, often 1-2000 ft lower here in the West.
You can't file to navigate IFR by anything but certified
equipment...which means VOR/localizer in the lower 48 states in most
cases. In the flat lands you can easily ask for a vector on a specific
heading and usually get it. IF your destination, or any alternate you
need to divert to has a VOR/LOC/ILS, fine, but all the smaller airports
are limited pretty much to GPS, or VOR with high minimums.
Most approach and departure facilities have strict routing in and out of
the area, that they need you on. Usually airways on departures, and
unpublished arrival "gates" in between airways. So, most anything works
enroute, but in the terminal environment, when ever the weather makes
them busy, they don't have time for hand holding.
On 7/18/2019 6:37 AM, Charlie England wrote:
> I'm not IFR rated, and it's been weeks since I stayed in *any* hotel, so
> I'm not qualified to answer that. But my layman's understanding is that
> you can ask ATC for a 'heading' to fly direct to your IFR destination,
> and they'd wink, nod, & give you the clearance. Many years ago, my
> airline pilot Swift partner used to do that with a VFR LORAN receiver.
> Wouldn't be the same thing as actually filing GPS-direct, but has the
> same effect.
>
> You could be right about experimentals; I just haven't heard about it.
>
> Charlie
>
> On Thu, Jul 18, 2019 at 8:15 AM GLEN MATEJCEK > wrote:
>
> Hi Charlie et al-
> It's been a while since I had my fingers in this stuff, but
> isn't the requirement for certificated GPS only for terminal
> operations? IIRC, experimental GPS is fine for en route, but
> some other means is required for finding the runway.
>
> TIA
>
________________________________________________________________________________
| From: | Charlie England <ceengland7(at)gmail.com> |
| Subject: | Re: New Smartphone Apps for Pilots |
Bingo!
On Thu, Jul 18, 2019 at 11:10 AM Dick Tasker
wrote:
> dick(at)thetaskerfamily.com>
>
> Some of these sound useful to me. When are you going to port them to
> Android?
>
> rampil wrote:
>
> >
> > Greetings fellow Aviators!
> >
> > As a long time, intermittent contributor to this forum, I thought this
> might be of interest:
> >
> > It has been quite a while since we started writing pilot apps for Apple
> smartphones and iPads.
> > Our family of apps for aviation has grown into 11 very handy and unique
> tools for people who fly
> > (or dream about it!). Here's a brief list of the Apps with links to the
> App Store for more information
> > and a sampling of screen shots to see the apps in action.
> >
> > The latest App is Runway Finder. This app was suggested by a buddy, a
> retired Delta Captain who owns a Citabria.
> > He does a lot of cross country flying and complained that it was hard t
o
> find a grass strip to use away from home base.
> > This App maps out airports by runway surface and type (Turf, Paved,
> Gravel, Water, Glider, and Heliport).
> > Runway Finder has a built-in list of over 50,000 runways/airports world
> wide. It is available on the Apple App store at:
> > https://apps.apple.com/app/airport-runway-finder/id1471923024
> >
> >
> > Plane Registry. A FREE app to lookup US-Registered aircraft from the
> live FAA database.
> > https://apps.apple.com/app/airport-runway-finder/id1471923024
> >
> >
> > Local METARS. A very handy weather app for local conditions. Just ope
n
> the App and it will display
> > the current METAR conditions at the closest reporting station. You get
> the option to look out up to
> > 100 miles and sort by bearing from your location. No more scrolling and
> endless clicking to get the
> > Wx you need for local flying. This app works with world wide reporting
> stations.
> > https://apps.apple.com/us/app/local-metars/id1150644548
> >
> > We also have a stand-alone version of Local METARS for the Apple Watch
> > https://apps.apple.com/app/local-metars-for-watch/id1447757207
> >
> >
> >
> > Civil Twilight Calculator. CTC is a self-contained sunrise/sunset
> calculator for use anywhere.
> > No calling home to the Naval Observatory! It doesn=C3=A2=82=AC=84
=A2t need internet
> access at all. Use it in
> > flight! It can tell you accurately when Civil Twilight occurs where you
> are, or at an airport
> > around the world, on any day =C3=82=C2=B1 50 years. If you do have inte
rnet, you
> can give it a street
> > address and see the calculated times.
> > https://apps.apple.com/app/civil-twilight-calculator/id1163850946
> >
> > We also have a stand-alone version for Apple Watch:
> > https://apps.apple.com/app/civil-twilight-for-watch/id1448137376
> >
> >
> > Aviation Altimeter (aka avAltimeter). Not a GPS altimeter like most on
> the App Store, but a True
> > and Accurate barometric altimeter using the built-in sensors in iPhones
> after iPhone 6, or iPads
> > after the Mini-4. Has a Kollsman adjustment for ATC or METARs reports.
> Looks and feels just like
> > the steam gauge in your panel, but with Smart features: Density
> Altitude, Oxygen Warning timer,
> > and estimated aircraft Performance, auto-set at airport, etc.
> > https://apps.apple.com/app/avaltimeter/id1120306812
> >
> > The stand-alone version for the Apple Watch:
> > https://apps.apple.com/app/aviation-altimeter-for-watch/id1434085253
> >
> >
> > VOR Navigator. Truly unique! A fully functional VOR and HSI navigator
> (using GPS, not VHF). Includes
> > all current VOR and NDB transmitting stations plus a number of recently
> decommissioned ones. Also
> > includes DME and ADF modes. The App will also home to all Large and
> Medium (Commercial) airports.
> > Check out the =C3=A2=82=AC=C5=93Add Lightning=C3=A2=82=AC mode f
or the ADF for a true vintage
> experience! This is a single hybrid
> > App, which works on both iOS devices and the Apple Watch, each
> independently from the other.
> > https://apps.apple.com/app/vor-navigator/id1451733763
> >
> >
> > Crosswinds Live. Another very unique and handy App. Crosswinds Live
> contains the runway diagrams for
> > all registered airports world wide and will draw the current wind acros
s
> the runways. The wind information
> > comes from the METAR station closest to the airport. Also computes the
> headwind & crosswind components
> > for flight planning.
> > https://apps.apple.com/app/crosswinds-live/id1240254020
> >
> >
> > Sun Compass. Compass broken? Lost on a hike? If you can see the Sun o
r
> the Moon, this app for Apple Watch
> > can help you out. The Watch does not have a compass built in, but,
> using the GPS and some fancy astronomy
> > calculations, this App will point to North, and show you your direction
> of travel. For Watch only (iOS has builtin
> > magnetic compass hardware)
> > https://apps.apple.com/app/sun-compass-for-watch/id1448262474
> >
> > Safe Flying!
> >
> > --------
> > Ira N224XS
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=490378#490378
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
===========
===========
===========
===========
===========
>
>
________________________________________________________________________________
| Subject: | Re: New Smartphone Apps for Pilots |
| From: | "rampil" <ira.rampil(at)gmail.com> |
Hi Guys,
At the moment, all the Aviametrix Apps are iOS or Apple Watch.
I am well aware of the size of the Android market.
There are three reasons:
First, the Google Play store is infested with Patent trolls who extort
Developers with frivolous lawsuits. This why you dont see XPlane
Or ForeFlight on Android.
Second, in the Android world there is a huge variety of hardware and
Sensors to support, and a lot of hardware would not have what is needed.
Third, we are a small development shop, concentrated on producing fine-
tuned, quality apps. Splitting effort for mastery of a new programming
Language, new operating system and UI interface, and new dev tools,
would significantly reduce our ability to produce excellent products.
Even cross-platform tools like Xamarin are no quick snap to master.
Things may change in the future. If so, we will make it known.
Fly safe! Enjoy AirVenture!
--------
Ira N224XS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490403#490403
________________________________________________________________________________
| From: | argoldman(at)aol.com |
| Subject: | Re: [OT] IFR-certified GPS Suggestions |
Greetings all,
On a different but related subject,
Assume a Garmin GNS 430W talking to a Dynon Skyview through an ARINC 429 de
vice, and ADSB in and out
What, if anything is necessary for the EAB builder to get it certified for
IFR (enroute and approach) use as well as ADSB certification/verification?-
-- or can we just go fly in the system?Thanks in advanceRich
-----Original Message-----
From: Kelly McMullen <kellym(at)aviating.com>
Sent: Thu, Jul 18, 2019 11:21 am
Subject: Re: AeroElectric-List: [OT] IFR-certified GPS Suggestions
m>
There are more benefits to an actual IFR certified GPS. If you are
flying victor airways you are stuck with the published MEA. If you go
off-route, i.e. direct, you are limited to the controller's MEA, which
isn't published. IF you have an IFR GPS lower minimum altitudes are
published, often 1-2000 ft lower here in the West.
You can't file to navigate IFR by anything but certified
equipment...which means VOR/localizer in the lower 48 states in most
cases. In the flat lands you can easily ask for a vector on a specific
heading and usually get it. IF your destination, or any alternate you
need to divert to has a VOR/LOC/ILS, fine, but all the smaller airports
are limited pretty much to GPS, or VOR with high minimums.
Most approach and departure facilities have strict routing in and out of
the area, that they need you on. Usually airways on departures, and
unpublished arrival "gates" in between airways. So, most anything works
enroute, but in the terminal environment, when ever the weather makes
them busy, they don't have time for hand holding.
On 7/18/2019 6:37 AM, Charlie England wrote:
> I'm not IFR rated, and it's been weeks since I stayed in *any* hotel, so
> I'm not qualified to answer that. But my layman's understanding is that
> you can ask ATC for a 'heading' to fly direct to your IFR destination,
> and they'd wink, nod, & give you the clearance. Many years ago, my
> airline pilot Swift partner used to do that with a VFR LORAN receiver.
> Wouldn't be the same thing as actually filing GPS-direct, but has the
> same effect.
>
> You could be right about experimentals; I just haven't heard about it.
>
> Charlie
>
> On Thu, Jul 18, 2019 at 8:15 AM GLEN MATEJCEK > wrote:
>
>=C2- =C2- =C2- =C2- Hi Charlie et al-
>=C2- =C2- =C2- =C2- It's been a while since I had my fingers in th
is stuff, but
>=C2- =C2- =C2- =C2- isn't the requirement for certificated GPS onl
y for terminal
>=C2- =C2- =C2- =C2- operations?=C2- IIRC, experimental GPS is fi
ne for en route, but
>=C2- =C2- =C2- =C2- some other means is required for finding the r
unway.
>
>=C2- =C2- TIA
>
-
S -
WIKI -
-
=C2- =C2- =C2- =C2- =C2- -Matt Dralle, List Admin.
________________________________________________________________________________
| From: | <jim(at)PoogieBearRanch.com> |
| Subject: | [OT] IFR-certified GPS Suggestions |
If the "Operating Limitations" document that was issued to you by the
FAA (DAR?) include the IFR approval, you can just go fly. If not, you
have to petition for a new Operating Limitations" document to be issued
that does include that wording.
Odds are that the FAA will want a DAR sign-off. But given what you have
in your plane, that should be just a formality. (Assuming, of course,
you already meet the VFR Day/Night requirements as well, since those are
prerequisites to IFR approval.)
Jim Parker
-------- Original Message --------
Subject: Re: AeroElectric-List: [OT] IFR-certified GPS Suggestions
From: argoldman(at)aol.com
Date: Thu, July 18, 2019 3:10 pm
Greetings all,
On a different but related subject,
Assume a Garmin GNS 430W talking to a Dynon Skyview through an ARINC 429
device, and ADSB in and out
What, if anything is necessary for the EAB builder to get it certified
for IFR (enroute and approach) use as well as ADSB
certification/verification?--- or can we just go fly in the system?
Thanks in advance
Rich
-----Original Message-----
From: Kelly McMullen <kellym(at)aviating.com>
To: aeroelectric-list
Sent: Thu, Jul 18, 2019 11:21 am
Subject: Re: AeroElectric-List: [OT] IFR-certified GPS Suggestions
There are more benefits to an actual IFR certified GPS. If you are
flying victor airways you are stuck with the published MEA. If you go
off-route, i.e. direct, you are limited to the controller's MEA, which
isn't published. IF you have an IFR GPS lower minimum altitudes are
published, often 1-2000 ft lower here in the West.
You can't file to navigate IFR by anything but certified
equipment...which means VOR/localizer in the lower 48 states in most
cases. In the flat lands you can easily ask for a vector on a specific
heading and usually get it. IF your destination, or any alternate you
need to divert to has a VOR/LOC/ILS, fine, but all the smaller airports
are limited pretty much to GPS, or VOR with high minimums.
Most approach and departure facilities have strict routing in and out of
the area, that they need you on. Usually airways on departures, and
unpublished arrival "gates" in between airways. So, most anything works
enroute, but in the terminal environment, when ever the weather makes
them busy, they don't have time for hand holding.
On 7/18/2019 6:37 AM, Charlie England wrote:
> I'm not IFR rated, and it's been weeks since I stayed in *any* hotel, so
> I'm not qualified to answer that. But my layman's understanding is that
> you can ask ATC for a 'heading' to fly direct to your IFR destination,
> and they'd wink, nod, & give you the clearance. Many years ago, my
> airline pilot Swift partner used to do that with a VFR LORAN receiver.
> Wouldn't be the same thing as actually filing GPS-direct, but has the
> same effect.
>
> You could be right about experimentals; I just haven't heard about it.
>
> Charlie
>
> On Thu, Jul 18, 2019 at 8:15 AM GLEN MATEJCEK > wrote:
>
> Hi Charlie et al-
> It's been a while since I had my fingers in this stuff, but
> isn't the requirement for certificated GPS only for terminal
> operations? IIRC, experimental GPS is fine for en route, but
> some other means is required for finding the runway.
>
> TIA
>
________________________________________________________________________________
| From: | argoldman(at)aol.com |
| Subject: | Re: [OT] IFR-certified GPS Suggestions |
Thanks, Somewhere in the back of my mind is that there is a procedure that
you have to go through to verify that the adsb is operating correctly. Pla
ne not flying yet-- almost done (15 years).
Rich
-----Original Message-----
From: jim <jim(at)PoogieBearRanch.com>
Sent: Thu, Jul 18, 2019 4:22 pm
Subject: RE: AeroElectric-List: [OT] IFR-certified GPS Suggestions
If the "Operating Limitations" document that was issued to you by the
FAA (DAR?) include the IFR approval, you can just go fly.=C2- If not, you
have to petition for a new Operating Limitations" document to be issued
that does include that wording.=C2-
Odds are that the FAA will want a DAR sign-off.=C2- But given what you ha
ve
in your plane, that should be just a formality.=C2- (Assuming, of course,
you already meet the VFR Day/Night requirements as well, since those are
prerequisites to IFR approval.)
Jim Parker
-------- Original Message --------
Subject: Re: AeroElectric-List: [OT] IFR-certified GPS Suggestions
From: argoldman(at)aol.com
Date: Thu, July 18, 2019 3:10 pm
=C2- Greetings all,
On a different but related subject,
Assume a Garmin GNS 430W talking to a Dynon Skyview through an ARINC 429
device, and ADSB in and out
What, if anything is necessary for the EAB builder to get it certified
for IFR (enroute and approach) use as well as ADSB
certification/verification?--- or can we just go fly in the system?
Thanks in advance
Rich
-----Original Message-----
From: Kelly McMullen <kellym(at)aviating.com>
To: aeroelectric-list
Sent: Thu, Jul 18, 2019 11:21 am
Subject: Re: AeroElectric-List: [OT] IFR-certified GPS Suggestions
There are more benefits to an actual IFR certified GPS. If you are
flying victor airways you are stuck with the published MEA. If you go
off-route, i.e. direct, you are limited to the controller's MEA, which
isn't published. IF you have an IFR GPS lower minimum altitudes are
published, often 1-2000 ft lower here in the West.
You can't file to navigate IFR by anything but certified
equipment...which means VOR/localizer in the lower 48 states in most
cases. In the flat lands you can easily ask for a vector on a specific
heading and usually get it. IF your destination, or any alternate you
need to divert to has a VOR/LOC/ILS, fine, but all the smaller airports
are limited pretty much to GPS, or VOR with high minimums.
Most approach and departure facilities have strict routing in and out of
the area, that they need you on. Usually airways on departures, and
unpublished arrival "gates" in between airways. So, most anything works
enroute, but in the terminal environment, when ever the weather makes
them busy, they don't have time for hand holding.
On 7/18/2019 6:37 AM, Charlie England wrote:
> I'm not IFR rated, and it's been weeks since I stayed in *any* hotel, so
> I'm not qualified to answer that. But my layman's understanding is that
> you can ask ATC for a 'heading' to fly direct to your IFR destination,
> and they'd wink, nod, & give you the clearance. Many years ago, my
> airline pilot Swift partner used to do that with a VFR LORAN receiver.
> Wouldn't be the same thing as actually filing GPS-direct, but has the
> same effect.
>
> You could be right about experimentals; I just haven't heard about it.
>
> Charlie
>
> On Thu, Jul 18, 2019 at 8:15 AM GLEN MATEJCEK > wrote:
>
>=C2- =C2- =C2- =C2- Hi Charlie et al-
>=C2- =C2- =C2- =C2- It's been a while since I had my fingers in th
is stuff, but
>=C2- =C2- =C2- =C2- isn't the requirement for certificated GPS onl
y for terminal
>=C2- =C2- =C2- =C2- operations?=C2- IIRC, experimental GPS is fi
ne for en route, but
>=C2- =C2- =C2- =C2- some other means is required for finding the r
unway.
>
>=C2- =C2- TIA
>
-
S -
WIKI -
-
=C2- =C2- =C2- =C2- =C2- -Matt Dralle, List Admin.
________________________________________________________________________________
| Subject: | Re: [OT] IFR-certified GPS Suggestions |
| From: | Kelly McMullen <kellym(at)aviating.com> |
This comes up from time to time. Most operating limitations in the past
15 years require the 91.205(b) Day VFR equipment, and then state that to
fly at night VFR you must meet 91.205(c) and to fly IFR must meet 91.205
(d) requirements. Of course you have to altimeter certified to IFR
standards and static system that meets the leak down requirements.
Everything else is dependent on the airspace you will fly in, what
ground nav equipment you will utilize, etc. GPS certification is by the
manufacturer and the manufacturer's instructions.
Essentially, there is no airframe certification requirement, it is the
certification of required equipment that is to be installed.
ADSB is not an IFR requirement, it is an airspace requirement. You have
to install ADS-B equipment that meets the performance requirements of
the TSO. Certification is same as transponder, plus it is wise to get
the email report that it is working correctly.
As for sign off....none required, but because some of the equipment
install may be considered "major" under your operating limitations, you
may need to place a call to the FSDO to get how many hours they want you
to do Phase I testing of the changed equipment. You will spend more than
they required learning any IFR GPS.
On 7/18/2019 1:57 PM, jim(at)PoogieBearRanch.com wrote:
>
> If the "Operating Limitations" document that was issued to you by the
> FAA (DAR?) include the IFR approval, you can just go fly. If not, you
> have to petition for a new Operating Limitations" document to be issued
> that does include that wording.
>
> Odds are that the FAA will want a DAR sign-off. But given what you have
> in your plane, that should be just a formality. (Assuming, of course,
> you already meet the VFR Day/Night requirements as well, since those are
> prerequisites to IFR approval.)
>
> Jim Parker
>
>
>
> -------- Original Message --------
> Subject: Re: AeroElectric-List: [OT] IFR-certified GPS Suggestions
> From: argoldman(at)aol.com
> Date: Thu, July 18, 2019 3:10 pm
> To: aeroelectric-list(at)matronics.com
>
> Greetings all,
>
>
> On a different but related subject,
>
>
>
> Assume a Garmin GNS 430W talking to a Dynon Skyview through an ARINC 429
> device, and ADSB in and out
>
> What, if anything is necessary for the EAB builder to get it certified
> for IFR (enroute and approach) use as well as ADSB
> certification/verification?--- or can we just go fly in the system?
> Thanks in advance
> Rich
>
>
>
>
________________________________________________________________________________
| Subject: | Re: [OT] IFR-certified GPS Suggestions |
| From: | Kelly McMullen <kellym(at)aviating.com> |
It depends....if you are talking a new 1090ES transponder/ADSB, or
adding a UAT ADSB to existing currently certified transponder. There is
certification of any transponder, at install and every 2 years. Doesn't
hurt anything but your wallet to have avionics shop do a ramp check and
certify the transponder/encoder for VFR. ADSB is separate.
You need to ensure that all of the parameter programing is correct, for
tail number, aircraft size and speed. Then you fly in "rule airspace"
which can be under/over Class C or Class B "mode C 3o mile radius" or
just go up to 10,000 feet most anywhere not real close to mountains.
Then request a report via email. You don't have to do it, but if you
don't, and something isn't right, you will get a letter telling you that
you aren't meeting requirements.
On 7/18/2019 3:48 PM, argoldman(at)aol.com wrote:
> Thanks, Somewhere in the back of my mind is that there is a procedure
> that you have to go through to verify that the adsb is operating
> correctly. Plane not flying yet-- almost done (15 years)Disappointed.
>
> Rich
________________________________________________________________________________
| From: | "Jeff B." <loboflyer(at)gmail.com> |
| Subject: | Re: ADS-B Preflight Requirements updated for GA |
Correct me if I'm wrong, I believe WAAS is a type of SBAS (Satellite Based
Augmentation System), and reading AC-90-114a already says this:
c. GPS Performance Prediction. Operators flying aircraft equipped with SBAS
(TSO-C145 or TSO-C146) receivers do not need to conduct a preflight
availability prediction
because the FAA will issue a NOTAM whenever SBAS performance is not
adequate. If
TSO-C129() or TSO-C196() equipment is used for ADS-B Out, NACp and NIC
availability
prediction should be performed for the intended route of flight (route and
time) using available
GPS satellite information.
So, my interpretation is:
You need:
1. =9CAll available information concerning flight=9D (=C2=A7 91
.103) (the standard
catch-all)
2. Check NOTAMS for SBAS outages.
-Jeff-
On Wed, Jul 17, 2019 at 9:23 AM Harley Dixon
wrote:
> Just saw this on AVWeb...
>
> The FAA will issue a Notam
>
> on Thursday that will essentially exempt general aviation aircraft
> operators from an ADS-B preflight requirement when the ADS-B mandate kick
s
> in next January. The Notam specifically exempts ADS-B Out transmitters th
at
> use WAAS GPS receivers as a position source from the preflight requiremen
t
> described in an FAA policy statement that was released earlier this month
.
> The Notam reads: =9CIt is not necessary for operators of aircraft e
quipped
> with the Wide Area Augmentation System (WAAS) (TSO=88=92C145 or TSO
=88=92C146)
> receivers to conduct a preflight availability prediction.=9D
>
> Garmin spokesman Bill Stone told *AVweb* the preflight requirement was
> always intended for airliners, most of which have early-generation GPS
> systems that are not as reliably precise as those with WAAS. All ADS-B
> units certified for GA aircraft for the 2020 mandate must use a WAAS GPS
> receiver as a position source. =9CThere are currently zero non-WAAS
based
> ADS-B Out GPS solutions for general aviation aircraft,=9D he said.
=9CFor GA,
> it=99s a non-issue.=9D Stone said he suspects the WAAS exempt
ion got lost in
> the extensive vetting process that policy statements like the preflight
> requirements included in the recent Federal Register Notice go through. T
he
> original intent of the policy statement was to codify exemptions from
> sanctions for airlines when GPS signals degrade after they=99ve don
e the
> preflight checks and the subsequent lack of compliance is beyond their
> control.
>
> Harley
>
________________________________________________________________________________
| Subject: | Re: Z-13/8 inquiry |
| From: | "bcone1381" <bcone1964(at)gmail.com> |
[quote="nuckolls.bob(at)aeroelect"]At 05:41 AM 11/15/2017, you wrote:
>
>
> This brings up another design goal for making direct
> connections to batteries. The legacy design conventions
> in type certified aircraft called for always hot feeders to
> be protected at no more than 5A. The idea was to limit
> the battery's ability to start fires in the event of
> a landing that was really hard to walk away from.
>
> Bob . . .
My Load Analysis looks like the electrical system will have less than 10A draw.
5.4A continuous, 10.5A when the Fuel Pump is on. So, simplification, reliability
and weight reduction would demand dual buses with equal loads, and ditching
the Battery Master Relay. Is that unconventional idea a bad idea? What am
i not seeing?
--------
Brooks Cone
Bearhawk Patrol Kit Build
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490421#490421
________________________________________________________________________________
| Subject: | Re: Z-13/8 inquiry |
| From: | "user9253" <fransew(at)gmail.com> |
The pilot needs a way to quickly shut off all sources of electrical power at the
source.
This is important in case of smoke or fire or an imminent forced landing. A battery
contactor will fulfill that need.
A battery contactor can also be shut off if the starter contactor welds itself
shut.
Each circuit should have its own fuse. If a fuse blows, only one load will quit
working.
Dual buses are more complicated than a single bus
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490423#490423
________________________________________________________________________________
| From: | Ken Ryan <keninalaska(at)gmail.com> |
| Subject: | Re: Z-13/8 inquiry |
A battery contactor allows for easy connection to a battery charger,
whereby the battery charging current is limited to the battery, without
powering the bus/systems. It also allows for easy connection to a ground
power source to power the bus/systems, without subjecting the battery to
the ground power.
On Fri, Jul 19, 2019 at 11:37 AM user9253 wrote:
>
> The pilot needs a way to quickly shut off all sources of electrical power
> at the source.
> This is important in case of smoke or fire or an imminent forced landing.
> A battery contactor will fulfill that need.
> A battery contactor can also be shut off if the starter contactor welds
> itself shut.
> Each circuit should have its own fuse. If a fuse blows, only one load
> will quit working.
> Dual buses are more complicated than a single bus
>
> --------
> Joe Gores
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=490423#490423
>
>
________________________________________________________________________________
| Subject: | Re: [OT] IFR-certified GPS Suggestions |
argoldman(at)aol.com wrote:
> Thanks, Somewhere in the back of my mind is that there is a procedure that you
have to go through to verify that the adsb is operating correctly. Plane not
flying yet-- almost done (15 years).
> --
I used this to verify my ADS-B install.
https://adsbperformance.faa.gov/paprrequest.aspx
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490436#490436
________________________________________________________________________________
| From: | GLEN MATEJCEK <fly4grins(at)gmail.com> |
| Subject: | IFR-certified GPS Suggestions |
>
> That's an interesting evolution. It used to be that the only bit of
> equipment on an experimental that was required to have a TSO was GPS for
> terminal ops. I've spent a little time searching, and can't find any such
> reference anymore. The AIM does indeed make a blanket statement with
> regard to having TSO'd GPS, which is curious as the AIM isn't regulatory.
> (Of course, if one finds themselves in front of an administrative law judge
> due to nonconformity with the AIM one will likely be in a world of hurt,
> but that's a different topic...). So, I wonder if all the folks with
> non-TSO'd GPS are grandfathered somehow, or just SOL...
>
>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | ELT antenna, BALUNS and stuff |
Got the VNA back up and running. Did some
quick scans of a couple of BALUN configurations
and got some amazing (or should I say consternating)
results. At first blush it seems that conventional
wisdom may have failed us.
Need to repeat the experiments with more rigorous
attention to process and calibration . . .
watch this space.
Got the elements fabricated for a Jim Wier
ELT antenna. I'll be assembling those on
a test fixture with opportunity to explore
BALUN configurations . . .
Bob . . .
________________________________________________________________________________
| Subject: | Re: IFR-certified GPS Suggestions |
| From: | Kelly McMullen <kellym(at)aviating.com> |
There is an advisory circular on GPS install. I forget the first two
digits, after the dash its 138a, which for most purposes can be
considered regulatory. While you could get away with most anything if
you declare an emergency, I wouldn't make a habit of that.
I don't believe the FAA has ever "approved" of using anything but a TSO
GPS. I believe you also have to have a TSO approved ELT unless you meet
the exceptions like single seat.
On 7/20/2019 6:48 AM, GLEN MATEJCEK wrote:
> That's an interesting evolution. It used to be that the only bit of
> equipment on an experimental that was required to have a TSO was GPS
> for terminal ops. I've spent a little time searching, and can't
> find any such reference anymore. The AIM does indeed make a blanket
> statement with regard to having TSO'd GPS, which is curious as the
> AIM isn't regulatory. (Of course, if one finds themselves in front
> of an administrative law judge due to nonconformity with the AIM one
> will likely be in a world of hurt, but that's a different
> topic...). So, I wonder if all the folks with non-TSO'd GPS are
> grandfathered somehow, or just SOL...
>
________________________________________________________________________________
| Subject: | ADS-B - Garmin GDL-82 installation |
| From: | "Argonaut36" <fmlibrino(at)msn.com> |
In my airplane there are at least 3 options for grounding the GDL-82:
1. Grounding to the avionics box that contains the electrical bus, the radio and
the transponder. The box is attached with screws to lugs welded to the airplane
tubular frame. Paint was removed where necessary to ensure good electrical
continuity to the frame.
2. Grounding to a single screw on the firewall to which the radio, the transponder
and the encoder are already grounded.
3. Grounding to a new screw on the firewall in the general area where the above
mentioned ground screw is.
What would be the recommended solution? Right now (before installing the GDL-82)
there is some background noise in the radio, transmitting and receiving. I
am concerned about the GDL-82 working properly and not making the radio worse.
Thanks
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490457#490457
________________________________________________________________________________
| From: | Hal Benjamin <halbenjamin101(at)gmail.com> |
| Subject: | Re: ADS-B - Garmin GDL-82 installation |
I grounded mine to the common forest of tabs on the firewall. All tested well on
ground and in the NYC airspace. Good luck.
Hal Benjamin
RV4
Sent from my iPad
> On Jul 20, 2019, at 9:10 PM, Argonaut36 wrote:
>
>
> In my airplane there are at least 3 options for grounding the GDL-82:
> 1. Grounding to the avionics box that contains the electrical bus, the radio
and the transponder. The box is attached with screws to lugs welded to the
airplane tubular frame. Paint was removed where necessary to ensure good electrical
continuity to the frame.
> 2. Grounding to a single screw on the firewall to which the radio, the transponder
and the encoder are already grounded.
> 3. Grounding to a new screw on the firewall in the general area where the
above mentioned ground screw is.
> What would be the recommended solution? Right now (before installing the GDL-82)
there is some background noise in the radio, transmitting and receiving.
I am concerned about the GDL-82 working properly and not making the radio worse.
> Thanks
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=490457#490457
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Ray Allen trim servo/control: actual wiring |
schematic neede
| From: | Charlie England <ceengland7(at)gmail.com> |
On 7/17/2019 11:16 AM, Eric M. Jones wrote:
>
> Hi Charlie,
>
> I have a bunch and have posted some over the years. Here is the Trim box.
>
> Eric
>
> --------
> Eric M. Jones
> www.PerihelionDesign.com
> 113 Brentwood Drive
> Southbridge, MA 01550
> (508) 764-2072
> emjones(at)charter.net
>
Hi Eric,
Sorry to be so long in replying. Thanks for the link, and I really like
the conversion to true servo action in your device. But what I was
really looking for was *internal* schematics for the Ray Allen devices.
One of Bob's drawings has the 'guts' of the servo shown, but no joy on
the other products.
I'll reply to my earlier post to detail what I found during troubleshooting.
Charlie
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________________________________________________________________________________
| Subject: | Re: Ray Allen trim servo/control: actual wiring schematic |
needed (folowup)
| From: | Charlie England <ceengland7(at)gmail.com> |
On 7/16/2019 12:00 PM, Charlie England wrote:
> Anyone out there with an actual schematic of the Ray Allen relay
> decks, switches, stick switches, etc? Their on-line 'diagrams' are
> typical consumer-facing 'white boxes' for each component, showing
> nothing of how the contacts in the device are tied to the various
> colored wires. I can spend a day or two puzzling out how the internals
> are connected, but I'd love to avoid the waste of time.
>
> The guys at RA were less than worthless, telling me that it would be
> 'dangerous' to show the consumer (the people actually installing their
> stuff) what was goingon inside each box on their diagrams. Gotta say,
> if there were an alternative, I'd just replace the stuff so I wouldn't
> have to deal with them.
>
> Problem: previous owner(s) have panel mounted rockers & indicators for
> pitch/roll, and a stick grip with the 4 separate buttons for
> pitch/roll. The rockers work. The stick buttons will make the relays
> click, but don't control the trim motors.
>
> As I said, I can puzzle it out, but I'd like to *start* with
> schematics of the devices, instead of having to create them.
>
> Thanks,
>
> Charlie
Well, I found my 'issue', so I thought I'd detail it here for posterity.
Here's the 1st sentence from the Ray Allen website description of their
RS2 rocker switch:
*This switch is designed for use with Ray Allen trim systems. It has a
very positive snap action in two directions and returns to a _center
off_ position. *(underline added by me)
**Notethat thisis NOT correct. What they *don't mention* in the
description is that the housing actually contains a pair of switches,
and when the switch is in what they deceptively call the 'center off'
position, it actually shorts the pair of wires that would normally feed
the trim motor. The legitimate reason is to stop motor 'coasting', but
failure to document that they did this, in both the description and in
their wiring diagrams, leaves one open to wasting a half day or more
just sorting out what's happening.
One of RA's drawings shows a pair of diodes in series with the RS2
switch wires, but no explanation of why they're there. They're there to
keep the switch from powering *both* relays in the RA relay block, if a
2nd control is installed, as with stick-mounted pushbuttons or
hat-switch. That's what was happening with my installation. The builder
failed to install the diodes, and when a stick trim button was pressed,
the relay block would click but the servo wouldn't move. Both relays
inside the relay block were activating (undetectable by 'ear'), which
meant that the motor saw no voltage differential.
I did have a couple of very pointed discussions with the RA folks. The
1st (before I found my problem) was to request devices' internal
schematics, and the response was that it would be 'dangerous' (for RA,
obviously) to give end-users 'too much information'. My 2nd, after
discovering the RS2 switch issue, was with a different person, who did
apologize and said that they had plans to update the website and their
docs. When I asked the 2nd guy to tell me, tech-to-tech (I've had a
couple of prior lives as an electronics tech), what 'center off' meant,
I got what can be described as a 'pregnant pause'.
Hey Bob, I know the AEC book is primarily about power distribution, but
maybe you should beat us over the head at the beginning and end of every
chapter, reminding us to *document* our work. The builder of my a/c had
a printed copy of AEC in the boxes of paperwork, and did have a few
hand-drawn variations on some of the Z-figures, but apparently failed to
document anything beyond power feeds.
Charlie
**
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________________________________________________________________________________
| Subject: | Re: Ray Allen trim servo/control: actual wiring schematic |
neede
| From: | "Eric M. Jones" <emjones(at)charter.net> |
Sorry Charlie...the Trim box is on the last page. I couldn't find my file of the
trim box alone.
Attached is my file of the trim box and the bar graph. I have some others if I
can find them...I had all my CAD files on a 32 GB flash drive for safety and ran
over it with my office chair. Nothing was recoverable so I am checking old
HDs. and backups.
--------
Eric M. Jones
www.PerihelionDesign.com
113 Brentwood Drive
Southbridge, MA 01550
(508) 764-2072
emjones(at)charter.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490468#490468
Attachments:
http://forums.matronics.com//files/rac_trim_box_and_bar_graph_166.pdf
________________________________________________________________________________
| Subject: | Re: Ray Allen trim servo/control: actual wiring |
schematic neede
| From: | Charlie England <ceengland7(at)gmail.com> |
On 7/21/2019 1:28 PM, Eric M. Jones wrote:
>
> Sorry Charlie...the Trim box is on the last page. I couldn't find my file of
the trim box alone.
>
> Attached is my file of the trim box and the bar graph. I have some others if
I can find them...I had all my CAD files on a 32 GB flash drive for safety and
ran over it with my office chair. Nothing was recoverable so I am checking old
HDs. and backups.
>
> --------
> Eric M. Jones
> www.PerihelionDesign.com
> 113 Brentwood Drive
> Southbridge, MA 01550
> (508) 764-2072
> emjones(at)charter.net
>
Thanks, Eric. Impressive what you get for the money at RA, isn't it? At
$119.00 for that display, it works out to about $109.00 for the little
box & the label set, after buying the display, pc board, & misc
components. I started playing with LM3914s about 40 years ago, before
you could buy the 10 segment displays for 50 cents.
Please don't do any more digging just for me; I've got my problem licked.
Charlie
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________________________________________________________________________________
| Subject: | Re: Ray Allen trim servo/control: actual wiring |
schematic neede
| From: | Dick Tasker <dick(at)thetaskerfamily.com> |
Here is what I have for the display module. It is the LM3914 data sheet marked
up with the additional components in the module. The part labeled "sensor" is
the Ray Allen position sensor that works
with the display.
Dick Tasker
Charlie England wrote:
>
> On 7/17/2019 11:16 AM, Eric M. Jones wrote:
>>
>> Hi Charlie,
>>
>> I have a bunch and have posted some over the years. Here is the Trim box.
>>
>> Eric
>>
>> --------
>> Eric M. Jones
>> www.PerihelionDesign.com
>> 113 Brentwood Drive
>> Southbridge, MA 01550
>> (508) 764-2072
>> emjones(at)charter.net
>>
> Hi Eric,
>
> Sorry to be so long in replying. Thanks for the link, and I really like the conversion
to true servo action in your device. But what I was really looking for
was *internal* schematics for the Ray
> Allen devices. One of Bob's drawings has the 'guts' of the servo shown, but no
joy on the other products.
>
> I'll reply to my earlier post to detail what I found during troubleshooting.
>
> Charlie
>
> ---
> This email has been checked for viruses by Avast antivirus software.
> https://www.avast.com/antivirus
>
>
________________________________________________________________________________
| Subject: | Re: Ray Allen trim servo/control: actual wiring |
schematic neede
| From: | Charlie England <ceengland7(at)gmail.com> |
Thanks, Dick; got it. My problem was actually the RS2 rocker switch.
Charlie
On 7/21/2019 7:43 PM, Dick Tasker wrote:
> Here is what I have for the display module. It is the LM3914 data
> sheet marked up with the additional components in the module. The
> part labeled "sensor" is the Ray Allen position sensor that works with
> the display.
>
> Dick Tasker
>
> Charlie England wrote:
>>
>>
>> On 7/17/2019 11:16 AM, Eric M. Jones wrote:
>>>
>>>
>>> Hi Charlie,
>>>
>>> I have a bunch and have posted some over the years. Here is the Trim
>>> box.
>>>
>>> Eric
>>>
>>> --------
>>> Eric M. Jones
>>> www.PerihelionDesign.com
>>> 113 Brentwood Drive
>>> Southbridge, MA 01550
>>> (508) 764-2072
>>> emjones(at)charter.net
>>>
>> Hi Eric,
>>
>> Sorry to be so long in replying. Thanks for the link, and I really
>> like the conversion to true servo action in your device. But what I
>> was really looking for was *internal* schematics for the Ray Allen
>> devices. One of Bob's drawings has the 'guts' of the servo shown, but
>> no joy on the other products.
>>
>> I'll reply to my earlier post to detail what I found during
>> troubleshooting.
>>
>> Charlie
>>
>> ---
>> This email has been checked for viruses by Avast antivirus software.
>> https://www.avast.com/antivirus
>>
>>
>>
>>
>>
>
________________________________________________________________________________
| From: | Ken Ryan <keninalaska(at)gmail.com> |
| Subject: | connector identification |
Can anyone name the connector in the attached picture? It is on my Optimate
TM471 battery charger. The charger comes with two pigtails that can be
plugged in (one with ring terminals, one with spring clamps). I wired the
ring terminal pigtail to my airframe to allow for easy connection of the
charger, without removing the battery. I would like to utilize the spring
clamp pigtail for easy connection of a ground power source, but I need the
matching connector to set up my power source. Thanks. Ken
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Ray Allen trim servo/control: actual wiring |
schematic needed (folowup)
>
>Hey Bob, I know the AEC book is primarily about power distribution,
>but maybe you should beat us over the head at the beginning and end
>of every chapter, reminding us to *document* our work. The builder
>of my a/c had a printed copy of AEC in the boxes of paperwork, and
>did have a few hand-drawn variations on some of the Z-figures, but
>apparently failed to document anything beyond power feeds.
Used to have a segment in the weekend seminars
on that subject . . . we've talked about it
over the years here on List as well. Perhaps
and article for one of the fly-rags would be
in order as well as a Shop-Notes on AE.com . . .
I'll put that in the hopper.
Bob . . .
________________________________________________________________________________
| Subject: | Re: connector identification |
| From: | Charlie England <ceengland7(at)gmail.com> |
On 7/22/2019 10:56 AM, Ken Ryan wrote:
> Can anyone name the connector in the attached picture? It is on my
> Optimate TM471 battery charger. The charger comes with two pigtails
> that can be plugged in (one with ring terminals, one with spring
> clamps). I wired the ring terminal pigtail to my airframe to allow for
> easy connection of the charger, without removing the battery. I would
> like to utilize the spring clamp pigtail for easy connection of a
> ground power source, but I need the matching connector to set up my
> power source. Thanks. Ken
The individual terminal looks like what's in typical tail/brake light
connectors for small trailers. I googled 'trailer connector' & one of
the 1st hits was this:
https://www.delcity.net/store/2-Way-Flat-Connector/p_8873.h_84862.r_IF1003?mkwid=sGlFIIm7H&crid=38094426869&mp_kw=&mp_mt=&gclid=Cj0KCQjwvdXpBRCoARIsAMJSKqIW44OSVL3xnDBzqOwrt2abA-SpQW5cZU6ziMvTlMOP2wCO604p8awaAq2kEALw_wcB
Anyway, that's where I'd start looking.
Charlie
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This email has been checked for viruses by Avast antivirus software.
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________________________________________________________________________________
| From: | Ken Ryan <keninalaska(at)gmail.com> |
| Subject: | Re: connector identification |
Thanks Charlie. We've got a couple of trailer supply shops so I will look
there.
On Mon, Jul 22, 2019 at 8:25 AM Charlie England
wrote:
> ceengland7(at)gmail.com>
>
> On 7/22/2019 10:56 AM, Ken Ryan wrote:
> > Can anyone name the connector in the attached picture? It is on my
> > Optimate TM471 battery charger. The charger comes with two pigtails
> > that can be plugged in (one with ring terminals, one with spring
> > clamps). I wired the ring terminal pigtail to my airframe to allow for
> > easy connection of the charger, without removing the battery. I would
> > like to utilize the spring clamp pigtail for easy connection of a
> > ground power source, but I need the matching connector to set up my
> > power source. Thanks. Ken
> The individual terminal looks like what's in typical tail/brake light
> connectors for small trailers. I googled 'trailer connector' & one of
> the 1st hits was this:
>
> https://www.delcity.net/store/2-Way-Flat-Connector/p_8873.h_84862.r_IF1003?mkwid=sGlFIIm7H&crid=38094426869&mp_kw=&mp_mt=&gclid=Cj0KCQjwvdXpBRCoARIsAMJSKqIW44OSVL3xnDBzqOwrt2abA-SpQW5cZU6ziMvTlMOP2wCO604p8awaAq2kEALw_wcB
>
> Anyway, that's where I'd start looking.
>
> Charlie
>
> ---
> This email has been checked for viruses by Avast antivirus software.
> https://www.avast.com/antivirus
>
>
________________________________________________________________________________
| Subject: | Re: connector identification |
| From: | Charlie England <ceengland7(at)gmail.com> |
On 7/22/2019 11:31 AM, Ken Ryan wrote:
> Thanks Charlie. We've got a couple of trailer supply shops so I will
> look there.
>
> On Mon, Jul 22, 2019 at 8:25 AM Charlie England > wrote:
>
> >
>
> On 7/22/2019 10:56 AM, Ken Ryan wrote:
> > Can anyone name the connector in the attached picture? It is on my
> > Optimate TM471 battery charger. The charger comes with two pigtails
> > that can be plugged in (one with ring terminals, one with spring
> > clamps). I wired the ring terminal pigtail to my airframe to
> allow for
> > easy connection of the charger, without removing the battery. I
> would
> > like to utilize the spring clamp pigtail for easy connection of a
> > ground power source, but I need the matching connector to set up my
> > power source. Thanks. Ken
> The individual terminal looks like what's in typical tail/brake light
> connectors for small trailers. I googled 'trailer connector' & one of
> the 1st hits was this:
> https://www.delcity.net/store/2-Way-Flat-Connector/p_8873.h_84862.r_IF1003?mkwid=sGlFIIm7H&crid=38094426869&mp_kw=&mp_mt=&gclid=Cj0KCQjwvdXpBRCoARIsAMJSKqIW44OSVL3xnDBzqOwrt2abA-SpQW5cZU6ziMvTlMOP2wCO604p8awaAq2kEALw_wcB
>
> Anyway, that's where I'd start looking.
>
> Charlie
>
Got a Prime account?
https://www.amazon.com/Hopkins-47965-2-Pole-Flat-Extension/dp/B0002Q80RW
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________________________________________________________________________________
| From: | A R Goldman <argoldman(at)aol.com> |
| Subject: | Re: connector identification |
If this has been posted before. Forgive me
Have you considered cutting that connector off and substitute a different one more
comparable with your needs?
Rich
Sent from my iPhone
> On Jul 22, 2019, at 10:56 AM, Ken Ryan wrote:
>
> Can anyone name the connector in the attached picture? It is on my Optimate TM471
battery charger. The charger comes with two pigtails that can be plugged
in (one with ring terminals, one with spring clamps). I wired the ring terminal
pigtail to my airframe to allow for easy connection of the charger, without
removing the battery. I would like to utilize the spring clamp pigtail for easy
connection of a ground power source, but I need the matching connector to set
up my power source. Thanks. Ken
>
________________________________________________________________________________
| From: | "John Ciolino" <JohnCiolino(at)carolina.rr.com> |
| Subject: | connector identification |
Ken,
That connector is called an SAE connector. You can order on Amazon or
local trailer shops may have them.
John Ciolino
Bearhawk Patrol
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Ken
Ryan
Sent: Monday, July 22, 2019 11:57 AM
Subject: AeroElectric-List: connector identification
Can anyone name the connector in the attached picture? It is on my
Optimate TM471 battery charger. The charger comes with two pigtails that
can be plugged in (one with ring terminals, one with spring clamps). I
wired the ring terminal pigtail to my airframe to allow for easy
connection of the charger, without removing the battery. I would like to
utilize the spring clamp pigtail for easy connection of a ground power
source, but I need the matching connector to set up my power source.
Thanks. Ken
________________________________________________________________________________
| From: | Deems Herring <dsleepy47(at)hotmail.com> |
| Subject: | Re: connector identification |
Search SAE 2 pin connector on Amazon you should find them for about $2 each if
you order a 5 or 6 pack.
Deems
________________________________________
From: owner-aeroelectric-list-server(at)matronics.com <owner-aeroelectric-list-server(at)matronics.com>
on behalf of Ken Ryan
Sent: Monday, July 22, 2019 11:56 AM
Subject: AeroElectric-List: connector identification
Can anyone name the connector in the attached picture? It is on my Optimate TM471
battery charger. The charger comes with two pigtails that can be plugged in
(one with ring terminals, one with spring clamps). I wired the ring terminal
pigtail to my airframe to allow for easy connection of the charger, without removing
the battery. I would like to utilize the spring clamp pigtail for easy
connection of a ground power source, but I need the matching connector to set
up my power source. Thanks. Ken
________________________________________________________________________________
| From: | Ken Ryan <keninalaska(at)gmail.com> |
| Subject: | Re: connector identification |
Thanks!
On Mon, Jul 22, 2019, 11:19 John Ciolino
wrote:
> Ken,
>
>
> That connector is called an SAE connector. You can order on Amazon or
> local trailer shops may have them.
>
>
> John Ciolino
>
> Bearhawk Patrol
>
>
> *From:* owner-aeroelectric-list-server(at)matronics.com [mailto:
> owner-aeroelectric-list-server(at)matronics.com] *On Behalf Of *Ken Ryan
> *Sent:* Monday, July 22, 2019 11:57 AM
> *To:* aeroelectric-list(at)matronics.com
> *Subject:* AeroElectric-List: connector identification
>
>
> Can anyone name the connector in the attached picture? It is on my
> Optimate TM471 battery charger. The charger comes with two pigtails that
> can be plugged in (one with ring terminals, one with spring clamps). I
> wired the ring terminal pigtail to my airframe to allow for easy connection
> of the charger, without removing the battery. I would like to utilize the
> spring clamp pigtail for easy connection of a ground power source, but I
> need the matching connector to set up my power source. Thanks. Ken
>
________________________________________________________________________________
| From: | John Tipton <john(at)tiptonuk.eu> |
| Subject: | Re: connector identification |
E-bay
Sent from my iPad
----x--O--x----
> On 22 Jul 2019, at 8:09 pm, John Ciolino wro
te:
>
> Ken,
>
> That connector is called an SAE connector. You can order on Amazon or loca
l trailer shops may have them.
>
> John Ciolino
> Bearhawk Patrol
>
> From: owner-aeroelectric-list-server(at)matronics.com [mailto:owner-aeroelect
ric-list-server(at)matronics.com] On Behalf Of Ken Ryan
> Sent: Monday, July 22, 2019 11:57 AM
> To: aeroelectric-list(at)matronics.com
> Subject: AeroElectric-List: connector identification
>
> Can anyone name the connector in the attached picture? It is on my Optimat
e TM471 battery charger. The charger comes with two pigtails that can be plu
gged in (one with ring terminals, one with spring clamps). I wired the ring t
erminal pigtail to my airframe to allow for easy connection of the charger, w
ithout removing the battery. I would like to utilize the spring clamp pigtai
l for easy connection of a ground power source, but I need the matching conn
ector to set up my power source. Thanks. Ken
________________________________________________________________________________
| From: | GLEN MATEJCEK <fly4grins(at)gmail.com> |
| Subject: | IFR-certified GPS Suggestions |
Hi Kelley- sorry for the delay, but the trip to OSH and related wx issues
have had me offline for a bit.
*SNIP*
I don't believe the FAA has ever "approved" of using anything but a TSO
GPS. I believe you also have to have a TSO approved ELT unless you meet
the exceptions like single seat.
Believe it or not, such is the case. Right off the top of my head Blue
Mountain comes to mind, among others. All non-certified and all used IFR.
WRT the ELT, the salient quote in the reg is "meets the requirements of TSO
-C91". It doesn't say has
a TSO sticker on it. This is a fine legal point, similar to the part about
experimentals having to address AD's, not comply with them. Now, I
certainly wouldn't recommend scratch building a radio and expecting a fed
to take your word for it's suitability, but the legal principle still
stands.
All of this was brought to my attention at the time by the local mx fed
that handled homebuilts.
Unfortunately, there is as much confusion on these matters within the ranks
of the feds as there is at the average fly in breakfast, but a quick call
to EAA government relations will likely get you a pretty quick and concise
answer. Especially when it comes to recent developments, as the FAA has
liaised with EAA on regulatory issues affecting homebuilts.
ics.com> wrote:
> *
>
> =================================================
> Online Versions of Today's List Digest Archive
> =================================================
>
> Today's complete AeroElectric-List Digest can also be found in either of
> the
> two Web Links listed below. The .html file includes the Digest formatted
> in HTML for viewing with a web browser and features Hyperlinked Indexes
> and Message Navigation. The .txt file includes the plain ASCII version
> of the AeroElectric-List Digest and can be viewed with a generic text
> editor
> such as Notepad or with a web browser.
>
> HTML Version:
>
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter 19-07-20&Archive=AeroElectric
>
> Text Version:
>
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter 19-07-20&Archive=AeroElectric
>
>
> ===============================================
> EMail Version of Today's List Digest Archive
> ===============================================
>
>
> ----------------------------------------------------------
> AeroElectric-List Digest Archive
> ---
> Total Messages Posted Sat 07/20/19: 6
> ----------------------------------------------------------
>
>
> Today's Message Index:
> ----------------------
>
> 1. 02:26 AM - Re: [OT] IFR-certified GPS Suggestions (donjohnston)
> 2. 06:50 AM - IFR-certified GPS Suggestions (GLEN MATEJCEK)
> 3. 09:25 AM - ELT antenna, BALUNS and stuff (Robert L. Nuckolls, III)
> 4. 01:31 PM - Re: IFR-certified GPS Suggestions (Kelly McMullen)
> 5. 06:12 PM - ADS-B - Garmin GDL-82 installation (Argonaut36)
> 6. 07:53 PM - Re: ADS-B - Garmin GDL-82 installation (Hal Benjamin)
>
>
> ________________________________ Message 1
> _____________________________________
>
>
> Subject: AeroElectric-List: Re: [OT] IFR-certified GPS Suggestions
> From: "donjohnston" <don@velocity-xl.com>
>
>
> argoldman(at)aol.com wrote:
> > Thanks, Somewhere in the back of my mind is that there is a procedure
> that you
> have to go through to verify that the adsb is operating correctly. Plane
> not
> flying yet-- almost done (15 years).
> > --
>
>
> I used this to verify my ADS-B install.
>
> https://adsbperformance.faa.gov/paprrequest.aspx
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=490436#490436
>
>
> ________________________________ Message 2
> _____________________________________
>
>
> From: GLEN MATEJCEK <fly4grins(at)gmail.com>
> Subject: AeroElectric-List: IFR-certified GPS Suggestions
>
> >
> > That's an interesting evolution. It used to be that the only bit of
> > equipment on an experimental that was required to have a TSO was GPS for
> > terminal ops. I've spent a little time searching, and can't find any
> such
> > reference anymore. The AIM does indeed make a blanket statement with
> > regard to having TSO'd GPS, which is curious as the AIM isn't regulatory.
> > (Of course, if one finds themselves in front of an administrative law
> judge
> > due to nonconformity with the AIM one will likely be in a world of hurt,
> > but that's a different topic...). So, I wonder if all the folks with
> > non-TSO'd GPS are grandfathered somehow, or just SOL...
> >
> >
>
> ________________________________ Message 3
> _____________________________________
>
>
> From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
> Subject: AeroElectric-List: ELT antenna, BALUNS and stuff
>
>
> Got the VNA back up and running. Did some
> quick scans of a couple of BALUN configurations
> and got some amazing (or should I say consternating)
> results. At first blush it seems that conventional
> wisdom may have failed us.
>
> Need to repeat the experiments with more rigorous
> attention to process and calibration . . .
> watch this space.
>
> Got the elements fabricated for a Jim Wier
> ELT antenna. I'll be assembling those on
> a test fixture with opportunity to explore
> BALUN configurations . . .
>
>
> Bob . . .
>
>
> ________________________________ Message 4
> _____________________________________
>
>
> Subject: Re: AeroElectric-List: IFR-certified GPS Suggestions
> From: Kelly McMullen <kellym(at)aviating.com>
>
>
> There is an advisory circular on GPS install. I forget the first two
> digits, after the dash its 138a, which for most purposes can be
> considered regulatory. While you could get away with most anything if
> you declare an emergency, I wouldn't make a habit of that.
> I don't believe the FAA has ever "approved" of using anything but a TSO
> GPS. I believe you also have to have a TSO approved ELT unless you meet
> the exceptions like single seat.
>
> On 7/20/2019 6:48 AM, GLEN MATEJCEK wrote:
> > That's an interesting evolution. It used to be that the only bit of
> > equipment on an experimental that was required to have a TSO was GPS
> > for terminal ops. I've spent a little time searching, and can't
> > find any such reference anymore. The AIM does indeed make a blanket
> > statement with regard to having TSO'd GPS, which is curious as the
> > AIM isn't regulatory. (Of course, if one finds themselves in front
> > of an administrative law judge due to nonconformity with the AIM one
> > will likely be in a world of hurt, but that's a different
> > topic...). So, I wonder if all the folks with non-TSO'd GPS are
> > grandfathered somehow, or just SOL...
> >
>
>
> ________________________________ Message 5
> _____________________________________
>
>
> Subject: AeroElectric-List: ADS-B - Garmin GDL-82 installation
> From: "Argonaut36" <fmlibrino(at)msn.com>
>
>
> In my airplane there are at least 3 options for grounding the GDL-82:
> 1. Grounding to the avionics box that contains the electrical bus,
> the radio and
> the transponder. The box is attached with screws to lugs welded to the
> airplane
> tubular frame. Paint was removed where necessary to ensure good electrical
> continuity to the frame.
> 2. Grounding to a single screw on the firewall to which the radio,
> the transponder
> and the encoder are already grounded.
> 3. Grounding to a new screw on the firewall in the general area where
> the above
> mentioned ground screw is.
> What would be the recommended solution? Right now (before installing the
> GDL-82)
> there is some background noise in the radio, transmitting and receiving. I
> am concerned about the GDL-82 working properly and not making the radio
> worse.
> Thanks
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=490457#490457
>
>
> ________________________________ Message 6
> _____________________________________
>
>
> From: Hal Benjamin <halbenjamin101(at)gmail.com>
> Subject: Re: AeroElectric-List: ADS-B - Garmin GDL-82 installation
>
>
> I grounded mine to the common forest of tabs on the firewall. All tested
> well on
> ground and in the NYC airspace. Good luck.
>
> Hal Benjamin
> RV4
>
> Sent from my iPad
>
> > On Jul 20, 2019, at 9:10 PM, Argonaut36 wrote:
> >
> >
> > In my airplane there are at least 3 options for grounding the GDL-82:
> > 1. Grounding to the avionics box that contains the electrical bus,
> the radio
> and the transponder. The box is attached with screws to lugs welded to the
> airplane tubular frame. Paint was removed where necessary to ensure good
> electrical
> continuity to the frame.
> > 2. Grounding to a single screw on the firewall to which the radio,
> the transponder
> and the encoder are already grounded.
> > 3. Grounding to a new screw on the firewall in the general area where
> the
> above mentioned ground screw is.
> > What would be the recommended solution? Right now (before installing
> the GDL-82)
> there is some background noise in the radio, transmitting and receiving.
> I am concerned about the GDL-82 working properly and not making the radio
> worse.
> > Thanks
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=490457#490457
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
________________________________________________________________________________
| From: | Nigel Willson <nigel(at)easyppl.com> |
| Subject: | AT-6C ballast resistor? |
QWxsLA0KDQpBbSBsb29raW5nIGZvciBoZWxwLg0KDQpXZSBoYXZlIGEgSGFydmFyZCAoQVQtNkMp
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YmxlIHVudGlsIGEgc29sdXRpb24gaXMgZm91bmQuDQoNCklzIHRoZXJlIGEgbW9kZXJuIHJlcGxh
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Y29tDQpodHRwOi8vZ3JlYXRicml0aXNoYWlyc2hvd3MuY29tDQpodHRwOi8veWFrZGlzcGxheS5j
b208aHR0cDovL3lha2Rpc3BsYXkuY29tLz4NCg0KDQoNCg0KU2VudCBmcm9tIG15IFNhbXN1bmcg
R2FsYXh5IFM5IC0gUG93ZXJlZCBieSBUaHJlZQ0K
________________________________________________________________________________
| From: | Ron Burnett <ronburnett(at)charter.net> |
| Subject: | Battery maintainers |
Am at OSH and got the impressive presentation of Battery Saver #3015-LCD
Maintains larger vehicles with up to two batteries
Quickly charges weak batteries
Pulse cleaning mode improves battery condition with continued use
Automatically works with 6&12 volt lead acid batteries
Built in LCD tester displays voltage, amp output and battery percentage bar
I have two Oddessy PC-680 batteries which need keeping at peak for an electric
dual EFII system.
Anyone have this unit or a knowledgeable suggestion?
Thanks,
Ron Burnett
RV-6A
May you have the Lord's blessings today!
Sent from my iPad
________________________________________________________________________________
| Subject: | Re: Battery maintainers |
| From: | Charlie England <ceengland7(at)gmail.com> |
Unless you only fly twice a year, plug your charger money into avgas=2E
:-)
=81=A3Sent from BlueMail =8B
On Jul 23, 2019, 11:19 PM, at 11:1
9 PM, Ron Burnett wrote:
>--> AeroElectric-List
message posted by: Ron Burnett
>
>
>Am at OSH and
got the impressive presentation of Battery Saver
>#3015-LCD
>
>Maintains l
arger vehicles with up to two batteries
>Quickly charges weak batteries
>
Pulse cleaning mode improves battery condition with continued use
>Automati
cally works with 6&12 volt lead acid batteries
>Built in LCD tester displa
ys voltage, amp output and battery percentage
>bar
>
>I have two Oddessy PC
-680 batteries which need keeping at peak for an
>electric dual EFII system
=2E
>
>Anyone have this unit or a knowledgeable suggestion?
>
>Thanks,
>
>R
on Burnett
>RV-6A
>
>May you have the Lord's blessings today!
>Sent from m
y iPad
>
=============
ic-List Email Forum -
rowse
rchive Search & Download, 7-Day Browse, Chat, FAQ,
uch much more:
eroElectric-List
==================
- MATRONICS WEB FORUMS -
he Web Forums!
>
WIKI -
http://wiki=2Ematronics=2Ecom
====================
- List Contribution Web Site -
support!
>_
-= --> http://www=2Ematronics=2Ecom/contribution
===
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: AT-6C ballast resistor? |
At 11:19 AM 7/23/2019, you wrote:
>All,
>
>Am looking for help.
>
>We have a Harvard (AT-6C).
>
>There is what allegedly is called a ballast resistor that sits in an
>externally accessible electrical box on the left hand side of the
>fuselage above the left wing leading edge. That box also contains
>the carbon pile rectified amongst other things.
>
>Twice now, this ballast resistor has failed in a thermic way.....
>(replaced, and replacement failed after about 10 hours).
Do you still have a failed part? Can you share a picture?
>When this fails, on activating battery master, there is no power to
>the main 28v bus..... only power from battery to starter motor. 28v
>bus only becomes energised when generator kicks in. Battery does not charge.
>
>Can anyone enlighten what this resistor is for? Rumour has it that
>it was only to protect old style avionics. If this is the case,
>would it be safe to remove it since we have modern avionics in the aircraft.
Do you have a wiring diagram for this airplane?
Have you availed yourself of the documentation
library on this aircraft available at:
https://tinyurl.com/y4bclrc2
>Problem us that we are having difficulty sourcing a further
>replacement, so the aircraft is unserviceable until a solution is found.
There are no doubt dozens of suitable
replacements. But without knowing the form,
fit and function of this part, making a
selection is impossible.
>Is there a modern replacement or mod that anyone knows of?
>
>I'm led to believe its 125 ohm, but have no other information than
>that (and it's a 28v generator based system)
Does the failed part have any markings on it?
Bob . . .
________________________________________________________________________________
| From: | Nigel Willson <nigel(at)easyppl.com> |
| Subject: | AT-6C ballast resistor? |
Hi Bob,
Yes we have diagrams.....
I'll send picture in next email, but the part concerned is:
PART No: COIEK
125 Ohms
125 Watt
Regards,
Nigel Willson
Flying Instructor & Examiner | Airshow Organiser | Display Pilot
[cid:image002.jpg(at)01D5423F.D4696EF0]
[cid:image004.png(at)01D5423F.D4696EF0]
Mobile:
+44 (0)7809 116676
[cid:image010.png(at)01D5423F.D4696EF0]
[cid:image012.png(at)01D5423F.D4696EF0]
Email:
nigel(at)easyppl.com
[cid:image018.png(at)01D5423F.D4696EF0]
Web:
http://easyppl.com
http://greatbritishairshows.com
http://yakdisplay.com>
From: owner-aeroelectric-list-server(at)matronics.com <owner-aeroelectric-list
-server(at)matronics.com> On Behalf Of Robert L. Nuckolls, III
Sent: 24 July 2019 16:26
Subject: Re: AeroElectric-List: AT-6C ballast resistor?
At 11:19 AM 7/23/2019, you wrote:
All,
Am looking for help.
We have a Harvard (AT-6C).
There is what allegedly is called a ballast resistor that sits in an extern
ally accessible electrical box on the left hand side of the fuselage above
the left wing leading edge. That box also contains the carbon pile rectifie
d amongst other things.
Twice now, this ballast resistor has failed in a thermic way..... (replaced
, and replacement failed after about 10 hours).
Do you still have a failed part? Can you share a picture?
When this fails, on activating battery master, there is no power to the mai
n 28v bus..... only power from battery to starter motor. 28v bus only becom
es energised when generator kicks in. Battery does not charge.
Can anyone enlighten what this resistor is for? Rumour has it that it was o
nly to protect old style avionics. If this is the case, would it be safe to
remove it since we have modern avionics in the aircraft.
Do you have a wiring diagram for this airplane?
Have you availed yourself of the documentation
library on this aircraft available at:
https://tinyurl.com/y4bclrc2
Problem us that we are having difficulty sourcing a further replacement, so
the aircraft is unserviceable until a solution is found.
There are no doubt dozens of suitable
replacements. But without knowing the form,
fit and function of this part, making a
selection is impossible.
Is there a modern replacement or mod that anyone knows of?
I'm led to believe its 125 ohm, but have no other information than that (an
d it's a 28v generator based system)
Does the failed part have any markings on it?
Bob . . .
________________________________________________________________________________
| From: | Nigel Willson <nigel(at)easyppl.com> |
| Subject: | Re: AT-6C ballast resistor? |
Bob,
Here is the picture of the resistor....
Regards,
Nigel Willson
Flying Instructor & Examiner | Airshow Organiser | Display Pilot
[X]
[X]
Mobile:
+44 (0)7809 116676
[X]
[X]
Email:
nigel(at)easyppl.com
[X]
Web:
http://easyppl.com
http://greatbritishairshows.com
http://yakdisplay.com>
Sent from my Samsung Galaxy S9 - Powered by Three
-------- Original message --------
From: Nigel Willson <nigel(at)easyppl.com>
Date: 24/07/2019 16:56 (GMT+00:00)
Subject: RE: AeroElectric-List: AT-6C ballast resistor?
Hi Bob,
Yes we have diagrams.....
I'll send picture in next email, but the part concerned is:
PART No: COIEK
125 Ohms
125 Watt
Regards,
Nigel Willson
Flying Instructor & Examiner | Airshow Organiser | Display Pilot
[cid:image002.jpg(at)01D5423F.D4696EF0]
[cid:image004.png(at)01D5423F.D4696EF0]
Mobile:
+44 (0)7809 116676
[cid:image010.png(at)01D5423F.D4696EF0]
[cid:image012.png(at)01D5423F.D4696EF0]
Email:
nigel(at)easyppl.com
[cid:image018.png(at)01D5423F.D4696EF0]
Web:
http://easyppl.com
http://greatbritishairshows.com
http://yakdisplay.com>
From: owner-aeroelectric-list-server(at)matronics.com <owner-aeroelectric-list
-server(at)matronics.com> On Behalf Of Robert L. Nuckolls, III
Sent: 24 July 2019 16:26
Subject: Re: AeroElectric-List: AT-6C ballast resistor?
At 11:19 AM 7/23/2019, you wrote:
All,
Am looking for help.
We have a Harvard (AT-6C).
There is what allegedly is called a ballast resistor that sits in an extern
ally accessible electrical box on the left hand side of the fuselage above
the left wing leading edge. That box also contains the carbon pile rectifie
d amongst other things.
Twice now, this ballast resistor has failed in a thermic way..... (replaced
, and replacement failed after about 10 hours).
Do you still have a failed part? Can you share a picture?
When this fails, on activating battery master, there is no power to the mai
n 28v bus..... only power from battery to starter motor. 28v bus only becom
es energised when generator kicks in. Battery does not charge.
Can anyone enlighten what this resistor is for? Rumour has it that it was o
nly to protect old style avionics. If this is the case, would it be safe to
remove it since we have modern avionics in the aircraft.
Do you have a wiring diagram for this airplane?
Have you availed yourself of the documentation
library on this aircraft available at:
https://tinyurl.com/y4bclrc2
Problem us that we are having difficulty sourcing a further replacement, so
the aircraft is unserviceable until a solution is found.
There are no doubt dozens of suitable
replacements. But without knowing the form,
fit and function of this part, making a
selection is impossible.
Is there a modern replacement or mod that anyone knows of?
I'm led to believe its 125 ohm, but have no other information than that (an
d it's a 28v generator based system)
Does the failed part have any markings on it?
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | AT-6C ballast resistor? |
At 10:50 AM 7/24/2019, you wrote:
>Hi Bob,
>
>
>PART No: COIEK
>125 Ohms
>125 Watt
>
>
Hmmm . . . I seem to recall that COIEK is
a old-line resistor manufacturer . . .
Emacs!
A resistor of that size would look about
like this?
28 volts applied to a 125 ohm resistor
dissipates only 6 watts. I'm having
trouble imagining how a resistor of
that size gets overheated in a 28v system.
Bob . . .
________________________________________________________________________________
| From: | Nigel Willson <nigel(at)easyppl.com> |
| Subject: | Re: AT-6C ballast resistor? |
Qm9iDQoNCkxvb2tzIHJpZ2h0IHRvIG1lLiBBbmQgSSBhZ3JlZS4gRGlmZmljdWx0eSBpcyB0cnlp
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cmVjYWxsIHRoYXQgQ09JRUsgaXMNCiAgYSBvbGQtbGluZSByZXNpc3RvciBtYW51ZmFjdHVyZXIg
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Ym91dA0KICBsaWtlIHRoaXM/DQoNCiAgMjggdm9sdHMgYXBwbGllZCB0byBhIDEyNSBvaG0gcmVz
aXN0b3INCiAgZGlzc2lwYXRlcyBvbmx5IDYgd2F0dHMuIEknbSBoYXZpbmcNCiAgdHJvdWJsZSBp
bWFnaW5pbmcgaG93IGEgcmVzaXN0b3Igb2YNCiAgdGhhdCBzaXplIGdldHMgb3ZlcmhlYXRlZCBp
biBhIDI4diBzeXN0ZW0uDQoNCg0KDQogIEJvYiAuIC4gLg0K
________________________________________________________________________________
| From: | Charlie England <ceengland7(at)gmail.com> |
| Subject: | Re: AT-6C ballast resistor? |
The pic shows multiple taps; looks like some of the individual segments
could easily be as low as around 20 ohms. Those are some really fat looking
conductors attached to it, too.
Charlie
On Wed, Jul 24, 2019 at 2:28 PM Robert L. Nuckolls, III <
nuckolls.bob(at)aeroelectric.com> wrote:
> At 10:50 AM 7/24/2019, you wrote:
>
> Hi Bob,
>
>
> PART No: COIEK
> 125 Ohms
> 125 Watt
>
>
> Hmmm . . . I seem to recall that COIEK is
> a old-line resistor manufacturer . . .
> [image: Emacs!]
>
> A resistor of that size would look about
> like this?
>
> 28 volts applied to a 125 ohm resistor
> dissipates only 6 watts. I'm having
> trouble imagining how a resistor of
> that size gets overheated in a 28v system.
>
>
> Bob . . .
>
________________________________________________________________________________
| From: | Nigel Willson <nigel(at)easyppl.com> |
| Subject: | Re: AT-6C ballast resistor? |
No. They are not multiple taps, just a connector sited beneath the resistor
....
Regards,
Nigel Willson
Flying Instructor & Examiner | Airshow Organiser | Display Pilot
[X]
[X]
Mobile:
+44 (0)7809 116676
[X]
[X]
Email:
nigel(at)easyppl.com
[X]
Web:
http://easyppl.com
http://greatbritishairshows.com
http://yakdisplay.com>
Sent from my Samsung Galaxy S9 - Powered by Three
-------- Original message --------
From: Charlie England <ceengland7(at)gmail.com>
Date: 24/07/2019 20:40 (GMT+00:00)
Subject: Re: AeroElectric-List: AT-6C ballast resistor?
The pic shows multiple taps; looks like some of the individual segments cou
ld easily be as low as around 20 ohms. Those are some really fat looking co
nductors attached to it, too.
Charlie
On Wed, Jul 24, 2019 at 2:28 PM Robert L. Nuckolls, III <nuckolls.bob@aeroe
lectric.com> wrote:
At 10:50 AM 7/24/2019, you wrote:
Hi Bob,
PART No: COIEK
125 Ohms
125 Watt
Hmmm . . . I seem to recall that COIEK is
a old-line resistor manufacturer . . .
[Emacs!]
A resistor of that size would look about
like this?
28 volts applied to a 125 ohm resistor
dissipates only 6 watts. I'm having
trouble imagining how a resistor of
that size gets overheated in a 28v system.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | AT-6C ballast resistor? |
At 10:50 AM 7/24/2019, you wrote:
>Hi Bob,
>
>
>PART No: COIEK
>125 Ohms
>125 Watt
>
>
Hmmm . . . I seem to recall that COIEK is
a old-line resistor manufacturer . . .
Emacs!
A resistor of that size would look about
like this?
28 volts applied to a 125 ohm resistor
dissipates only 6 watts. I'm having
trouble imagining how a resistor of
that size gets overheated in a 28v system.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: AT-6C ballast resistor? |
At 01:42 PM 7/24/2019, you wrote:
>Bob,
>
>Here is the picture of the resistor....
Hmmm . . . that's in no way a 125 ohm
resistor. When they are wound with ribbon
wire on edge, it's more likely to be 12.5
ohms or even 1.25 ohms.
Will need to see the wiring diagram where
this device is incorporated before I can
be of much help.
If the last replacement lasted only a few
hours, then something is broke . . . need
to figure out what this resistor is supposed
to do.
Bob . . .
________________________________________________________________________________
| From: | bob noffs <icubob(at)gmail.com> |
| Subject: | Re: Battery maintainers |
past input to this forum suggests that 680's [and all of that brand] live
longer with only charging from the engine running. a flight even every 6
weeks should be enough. a constant charge seems to more often shorten the
life and is not needed. i shortened the life of my 625!.
bob noffs
On Wed, Jul 24, 2019 at 7:52 AM Charlie England
wrote:
> Unless you only fly twice a year, plug your charger money into avgas.
> :-)
>
> Sent from BlueMail <http://www.bluemail.me/r?b=14874>
> On Jul 23, 2019, at 11:19 PM, Ron Burnett wrote:
>>
>>
>> Am at OSH and got the impressive presentation of Battery Saver #3015-LCD
>>
>> Maintains larger vehicles with up to two batteries
>> Quickly charges weak batteries
>> Pulse cleaning mode improves battery condition with continued use
>> Automatically works with 6&12 volt lead acid batteries
>> Built in LCD tester displays voltage, amp output and battery percentage bar
>>
>> I have two Oddessy PC-680 batteries which need keeping at peak for an electric
dual EFII system.
>>
>> Anyone have this unit or a knowledgeable suggestion?
>>
>> Thanks,
>>
>> Ron Burnett
>> RV-6A
>>
>> May you hav http:on">http://www.matronics.com/contribution
>> ------------------------------
>>
>>
>>
>>
>>
________________________________________________________________________________
| From: | GLEN MATEJCEK <fly4grins(at)gmail.com> |
| Subject: | Re: IFR-certified GPS Suggestions |
Part dux-
I got a chance to talk to one of the avionics guys here about the current state
of things. He did say that TSOd GPS units are mandatory for IFR and ADS-B inputs.
And so it goes-
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Battery maintainers |
At 06:39 AM 7/25/2019, you wrote:
>past input to this forum suggests that 680's
>[and all of that brand] live longer with only
>charging from the engine running. a flight even
>every 6 weeks should be enough. a constant
>charge seems to more often shorten the life and
>is not needed. i shortened the life of my 625!.=C2
>=C2 bob noffs
Generally true. Consider that even before
the era of SVLA batteries, it was not uncommon
to have a battery in a vehicle run for 3 years.
Of course this assumes regular use with a
properly functioning charging system and
no extra-ordinary abuse of the battery (deep
discharge, freezing, hot storage, etc).
The SVLA battery's superior reduction in
self-discharge makes still more likely that
a well treated battery will have a long
service life.
The 'well treated' battery gets 'parked'
with a high state of charge in a relatively
benign environment. If one anticipates
a long storage then there is but ONE externally
applied benefit comes in the form of a
MAINTAINER which is simply a voltage
source tied to the battery and adjusted
for a few hundred MILLIVOLS greater than
the battery's nominal resting voltage.
This cannot and does not charge the battery.
It simply offers an energy source to
shoulder the very small self discharge
currents that exist in all batteries.
A few weeks ago I purchased a Battery Minder
Plus charger/maintainer. A Lister supplied
me with a near end of life SVLA battery
as a test article to evaluate this new
product from Battery Minder. This
product claims to have added desulfation
technology for even better performance
as a battery maintenance device.
I've looked at the charging output on a
'scope and yes . . . there are some spikey
pulses coming out that must be artifacts
of the Battery Minder approach to 'desulfating'
the battery. I'll have more to offer on this
product later . . . it takes WEEKS to evaluate
the efficacy of this process. Suffice
it to say that I'm not impressed nor did
I expect to be.
A cruise through the library of YouTube
videos yields a constellation of bad
science offered up as practical techniques
to work around the laws of physics in
batteries, energy sources and weight
loss.
There are dozens of PATENTS for battery
desulfation schemes with a common thread
suggesting that the lead-sulfide crystals
can be electrically 'hammered' back into
useful chemistry from outside the battery.
The whole battery desufation thingy
has proven to be in the same class of
products as strapping magnets to your
incoming main to 'soften' the water . . .
and little 'turbines' installed under
your carburetor to boost gas mileage.
I am saddened that legacy battery maintenance
products like Battery Minder have found
it necessary to emulate their competition's
ventures into smoke-n-mirrors marketing
but hey, it's the nature of things. Just
look at all the brands of laundry soap . . .
I buy what's on sale . . . works just
fine.
A battery charger-MAINTAINER will top
of the battery one time and then revert
to a maintenance mode that is only
capable of offsetting self-discharge
currents . . . and can only enhance
battery service life.
Emacs!
As for desulfation . . . ask to see
laboratory test results that prove efficacy
of the product's performance claims.
But if you fly regularly, even the well
crafted maintainer will be of no demonstrable
benefit.
Bob . . .
________________________________________________________________________________
| From: | <jim(at)PoogieBearRanch.com> |
| Subject: | IFR-certified GPS Suggestions |
I think this is slightly misleading... The Blue Mountain device is an
experimental-only EFIS that happens to have a VFR GPS included in it
(just like Dynon, GRT, or the Garmin 3X-series) but it was never
intended to be an IFR Navigator on it's own. The FAA considers these
devices to be "VFR-only" GPS navigators, and the GPS capabilities are
supposed to be used for situational awareness only.
The FAA DOES allow EAB aircraft to fly in IMC with those experimental
EFIS systems, but they STILL require a certified IFR GPS to file "/G" in
the system, and to use the GPS as the primary navigation source in IMC.
EAA has lots of articles, Q&As, etc. on this topic. In addition, my
local DAR (also our EAA Tech Counselor) tells me they hammer away on
this point EVERY time they have DAR recurrent training...
To save some initial cash outlay, one might use one of the older
IFR-certified non-WAAS GPS systems (like the TSOed Garmin GNC-300XL)
which are FAA approved for enroute and non-precision approaches, SIDs,
and STARS). Or you could go whole hog and get one of the TSOed WAAS
navigators that allow all of the above, plus LPV, LNAV/VNAV, and LNAV
precision approaches. Or for that matter, you can use the experimental
GPS for situational awareness as you fly the VOR Airways with a TSOed
VHF Nav radio. But you cannot file "/G" and use the GPS approaches
without an FAA-certified GPS.
So, flying in IMC with just a Blue Mountain EFIS and it's included GPS
--- not allowed per the FAA's rules.
Jim Parker
-------- Original Message --------
Subject: AeroElectric-List: IFR-certified GPS Suggestions
From: GLEN MATEJCEK <fly4grins(at)gmail.com>
Date: Tue, July 23, 2019 7:38 am
Hi Kelley- sorry for the delay, but the trip to OSH and related wx
issues have had me offline for a bit.
*SNIP*I don't believe the FAA has ever "approved" of using anything but
a TSO
GPS. I believe you also have to have a TSO approved ELT unless you meet
the exceptions like single seat.
Believe it or not, such is the case. Right off the top of my head Blue
Mountain comes to mind, among others. All non-certified and all used
IFR. WRT the ELT, the salient quote in the reg is "meets the
requirements of TSO-C91". It doesn't say has a TSO sticker on it. This
is a fine legal point, similar to the part about experimentals having to
address AD's, not comply with them. Now, I certainly wouldn't recommend
scratch building a radio and expecting a fed to take your word for it's
suitability, but the legal principle still stands.
All of this was brought to my attention at the time by the local mx fed
that handled homebuilts.
Unfortunately, there is as much confusion on these matters within the
ranks of the feds as there is at the average fly in breakfast, but a
quick call to EAA government relations will likely get you a pretty
quick and concise answer. Especially when it comes to recent
developments, as the FAA has liaised with EAA on regulatory issues
affecting homebuilts.
ics.com> wrote:
*
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Total Messages Posted Sat 07/20/19: 6
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Today's Message Index:
----------------------
1. 02:26 AM - Re: [OT] IFR-certified GPS Suggestions
(donjohnston)
2. 06:50 AM - IFR-certified GPS Suggestions (GLEN MATEJCEK)
3. 09:25 AM - ELT antenna, BALUNS and stuff (Robert L. Nuckolls,
III)
4. 01:31 PM - Re: IFR-certified GPS Suggestions (Kelly McMullen)
5. 06:12 PM - ADS-B - Garmin GDL-82 installation (Argonaut36)
6. 07:53 PM - Re: ADS-B - Garmin GDL-82 installation (Hal
Benjamin)
________________________________ Message 1
_____________________________________
Subject: AeroElectric-List: Re: [OT] IFR-certified GPS Suggestions
From: "donjohnston" <don@velocity-xl.com>
argoldman(at)aol.com wrote:
> Thanks, Somewhere in the back of my mind is that there is a procedure
that you
have to go through to verify that the adsb is operating correctly.
Plane not
flying yet-- almost done (15 years).
> --
I used this to verify my ADS-B install.
https://adsbperformance.faa.gov/paprrequest.aspx
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490436#490436
________________________________ Message 2
_____________________________________
From: GLEN MATEJCEK <fly4grins(at)gmail.com>
Subject: AeroElectric-List: IFR-certified GPS Suggestions
>
> That's an interesting evolution. It used to be that the only bit of
> equipment on an experimental that was required to have a TSO was GPS
for
> terminal ops. I've spent a little time searching, and can't find any
such
> reference anymore. The AIM does indeed make a blanket statement with
> regard to having TSO'd GPS, which is curious as the AIM isn't
regulatory.
> (Of course, if one finds themselves in front of an administrative law
judge
> due to nonconformity with the AIM one will likely be in a world of
hurt,
> but that's a different topic...). So, I wonder if all the folks with
> non-TSO'd GPS are grandfathered somehow, or just SOL...
>
>
________________________________ Message 3
_____________________________________
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: AeroElectric-List: ELT antenna, BALUNS and stuff
Got the VNA back up and running. Did some
quick scans of a couple of BALUN configurations
and got some amazing (or should I say consternating)
results. At first blush it seems that conventional
wisdom may have failed us.
Need to repeat the experiments with more rigorous
attention to process and calibration . . .
watch this space.
Got the elements fabricated for a Jim Wier
ELT antenna. I'll be assembling those on
a test fixture with opportunity to explore
BALUN configurations . . .
Bob . . .
________________________________ Message 4
_____________________________________
Subject: Re: AeroElectric-List: IFR-certified GPS Suggestions
From: Kelly McMullen <kellym(at)aviating.com>
There is an advisory circular on GPS install. I forget the first two
digits, after the dash its 138a, which for most purposes can be
considered regulatory. While you could get away with most anything if
you declare an emergency, I wouldn't make a habit of that.
I don't believe the FAA has ever "approved" of using anything but a TSO
GPS. I believe you also have to have a TSO approved ELT unless you meet
the exceptions like single seat.
On 7/20/2019 6:48 AM, GLEN MATEJCEK wrote:
> That's an interesting evolution. It used to be that the only bit
of
> equipment on an experimental that was required to have a TSO was
GPS
> for terminal ops. I've spent a little time searching, and can't
> find any such reference anymore. The AIM does indeed make a
blanket
> statement with regard to having TSO'd GPS, which is curious as
the
> AIM isn't regulatory. (Of course, if one finds themselves in
front
> of an administrative law judge due to nonconformity with the AIM
one
> will likely be in a world of hurt, but that's a different
> topic...). So, I wonder if all the folks with non-TSO'd GPS are
> grandfathered somehow, or just SOL...
>
________________________________ Message 5
_____________________________________
Subject: AeroElectric-List: ADS-B - Garmin GDL-82 installation
From: "Argonaut36" <fmlibrino(at)msn.com>
In my airplane there are at least 3 options for grounding the GDL-82:
1. Grounding to the avionics box that contains the electrical bus,
the radio and
the transponder. The box is attached with screws to lugs welded to the
airplane
tubular frame. Paint was removed where necessary to ensure good
electrical
continuity to the frame.
2. Grounding to a single screw on the firewall to which the radio,
the transponder
and the encoder are already grounded.
3. Grounding to a new screw on the firewall in the general area
where the above
mentioned ground screw is.
What would be the recommended solution? Right now (before installing
the GDL-82)
there is some background noise in the radio, transmitting and
receiving. I
am concerned about the GDL-82 working properly and not making the radio
worse.
Thanks
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490457#490457
________________________________ Message 6
_____________________________________
From: Hal Benjamin <halbenjamin101(at)gmail.com>
Subject: Re: AeroElectric-List: ADS-B - Garmin GDL-82 installation
I grounded mine to the common forest of tabs on the firewall. All
tested well on
ground and in the NYC airspace. Good luck.
Hal Benjamin
RV4
Sent from my iPad
> On Jul 20, 2019, at 9:10 PM, Argonaut36 wrote:
>
>
> In my airplane there are at least 3 options for grounding the GDL-82:
> 1. Grounding to the avionics box that contains the electrical bus,
the radio
and the transponder. The box is attached with screws to lugs welded to
the
airplane tubular frame. Paint was removed where necessary to ensure
good electrical
continuity to the frame.
> 2. Grounding to a single screw on the firewall to which the radio,
the transponder
and the encoder are already grounded.
> 3. Grounding to a new screw on the firewall in the general area
where the
above mentioned ground screw is.
> What would be the recommended solution? Right now (before installing
the GDL-82)
there is some background noise in the radio, transmitting and
receiving.
I am concerned about the GDL-82 working properly and not making the
radio worse.
> Thanks
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=490457#490457
>
>
>
>
>
>
>
>
>
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________________________________________________________________________________
| From: | Art Zemon <art(at)zemon.name> |
| Subject: | Re: IFR-certified GPS Suggestions |
Since I started this thread, I figure that I ought to let you know that I
purchased one of the new Garmin GPS 175 units. That and a pair of VAL
Avionics COM 2000 radios and one NAV 2000 VOR/ILS/GS receiver comprise my
IFR panel.
-- Art Z.
Sent from my phone. Please excuse brevity and bizarre typos.
________________________________________________________________________________
| Subject: | Re: IFR-certified GPS Suggestions |
| From: | Charlie England <ceengland7(at)gmail.com> |
=81=A3Sent from BlueMail =8B
On Jul 25, 2019, 10:35 AM, at 10:3
5 AM, Art Zemon wrote:
>Since I started this thread, I f
igure that I ought to let you know that
>I
>purchased one of the new Garmin
GPS 175 units=2E That and a pair of VAL
>Avionics COM 2000 radios and one
NAV 2000 VOR/ILS/GS receiver comprise
>my
>IFR panel=2E
>
> -- Art Z=2E
>
>Sent from my phone=2E Please excuse brevity and bizarre typos=2E
________________________________________________________________________________
| From: | Art Zemon <art(at)zemon.name> |
| Subject: | Re: IFR-certified GPS Suggestions |
I am very pleased with the COM 2000. Haven't used my NAV 2000 yet due to a
wiring glitch. I did need to turn up the mic gain in the setup menu but
other than that, it works like a radio.
One small thing: turning the decimal from .975 to .000 increments the
integer. E.g., turning from 127.975 one click gets you to 128.000, not
127.000. For a guy coming from mechanical dials, this was unexpected
behavior.
On Thu, Jul 25, 2019, 11:22 AM Charlie England wrote:
>
>
> Sent from BlueMail <http://www.bluemail.me/r?b=14874>
> On Jul 25, 2019, at 10:35 AM, Art Zemon wrote:
>>
>> Since I started this thread, I figure that I ought to let you know that I
>> purchased one of the new Garmin GPS 175 units. That and a pair of VAL
>> Avionics COM 2000 radios and one NAV 2000 VOR/ILS/GS receiver comprise my
>> IFR panel.
>>
>> -- Art Z.
>>
>>
>> Hi Art,
>>
>> Please send us pireps on both the 175 and the VAL 2000. The val 429 has a
>> great rep, but some reports on the 2000 aren't as positive. If you have
>> good luck with it, I'll seriously consider the com/nav2000 pair for my
>> plane. Much cheaper than even a used Garmin SL30.
>>
>> Thanks,
>>
>> Charlie
>>
>
________________________________________________________________________________
| From: | "skywagon185guy ." <skywagon185(at)gmail.com> |
| Subject: | Re: Battery maintainers |
Ron,
For reviews check Amazon as the carry them. Read the "minus" reviews first.
For my use, the Battery Tender works well and is about 1/2 the cost.
I have 5 of them on various vehicle batteries and have not had a failure.
However, there is a potential flaw in most of these low cost maintainers.
If you power the unit from your normal wall power that is controlled by a
GFI, that is were the problem lurks.
If the GFI trips for any reason, storms, power outage, etc., etc., and the
unit looses power, it will still draw a small current from the battery that
it is affixed to.
Not a problem if you catch the problem in a few hours, maybe days.
However, if you are on a trip or other long away time, the maintainer will
discharge the battery flat.
They should install a diode in the battery line to prevent back current
flow, but, few do.
One could install their own diode however, its forward voltage drop now
means that the charging voltage will be lower by 0.5 - 0.6 volts. Not
good, in the 6v or 12v charging arena. It would be nice if one could open
up the maintainer and tweak the charging voltage to make up for the diode's
voltage drop....
D
On Tue, Jul 23, 2019 at 9:20 PM Ron Burnett wrote:
> ronburnett(at)charter.net>
>
> Am at OSH and got the impressive presentation of Battery Saver #3015-LCD
>
> Maintains larger vehicles with up to two batteries
> Quickly charges weak batteries
> Pulse cleaning mode improves battery condition with continued use
> Automatically works with 6&12 volt lead acid batteries
> Built in LCD tester displays voltage, amp output and battery percentage bar
>
> I have two Oddessy PC-680 batteries which need keeping at peak for an
> electric dual EFII system.
>
> Anyone have this unit or a knowledgeable suggestion?
>
> Thanks,
>
> Ron Burnett
> RV-6A
>
> May you have the Lord's blessings today!
> Sent from my iPad
>
>
________________________________________________________________________________
| Subject: | Re: IFR-certified GPS Suggestions |
| From: | Werner Schneider <glastar(at)gmx.net> |
Art,
would be interested to hear your experience about the NAV 2000, will you
couple it with any EFIS?
Cheers Werner
On 25.07.2019 17:26, Art Zemon wrote:
> Since I started this thread, I figure that I ought to let you know that
> I purchased one of the new Garmin GPS 175 units. That and a pair of VAL
> Avionics COM 2000 radios and one NAV 2000 VOR/ILS/GS receiver comprise
> my IFR panel.
>
> -- Art Z.
>
> Sent from my phone. Please excuse brevity and bizarre typos.
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Battery maintainers |
At 12:23 PM 7/25/2019, you wrote:
>Ron,
>For reviews check Amazon as the carry them. Read the "minus" reviews first.
>For my use, the Battery Tender works well and is about 1/2 the cost.
>I have 5 of them on various vehicle batteries and have=C2 not had a
failure.
>
>However, there is a potential flaw in most of these low cost maintainers.
>If you power the unit from your normal wall
>power that is controlled by a GFI, that is were the problem lurks.
>If the GFI trips for any reason, storms, power
>outage, etc., etc., and the unit looses power,
>it will still draw a small current from the battery that it is affixed to.
>
>Not a problem if you catch the problem in a few
>hours, maybe days.=C2 However, if you are on a
>trip or other long away time, the maintainer will discharge the battery
flat.
>They should install a diode in the battery line
>to prevent back current flow, but, few do.
I just checked the back-flow into one of my
Battery Tenders. Measured just under 1 milliamp.
It would take 20,000 hours (2.3 years)
to toss off all the energy in a 20 a.h. battery.
The voltage sense circuitry could indeed be
calibrated to wash out the voltage drop of a
diode but the risks are pretty small.
Bob . . .
________________________________________________________________________________
| Subject: | Re: Battery maintainers |
| From: | Charlie England <ceengland7(at)gmail.com> |
On 7/25/2019 1:56 PM, Robert L. Nuckolls, III wrote:
> At 12:23 PM 7/25/2019, you wrote:
>> Ron,
>> For reviews check Amazon as the carry them. Read the "minus" reviews
>> first.
>> For my use, the Battery Tender works well and is about 1/2 the cost.
>> I have 5 of them on various vehicle batteries and have not had a
>> failure.
>>
>> However, there is a potential flaw in most of these low cost maintainers.
>> If you power the unit from your normal wall power that is controlled
>> by a GFI, that is were the problem lurks.
>> If the GFI trips for any reason, storms, power outage, etc., etc.,
>> and the unit looses power, it will still draw a small current from
>> the battery that it is affixed to.
>>
>> Not a problem if you catch the problem in a few hours, maybe days.
>> However, if you are on a trip or other long away time, the maintainer
>> will discharge the battery flat.
>> They should install a diode in the battery line to prevent back
>> current flow, but, few do.
>
> I just checked the back-flow into one of my
> Battery Tenders. Measured just under 1 milliamp.
>
> It would take 20,000 hours (2.3 years)
> to toss off all the energy in a 20 a.h. battery.
> The voltage sense circuitry could indeed be
> calibrated to wash out the voltage drop of a
> diode but the risks are pretty small.
>
>
> Bob . . .
>
Any chance that due to the seemingly endless variation in designs among
brands and even within brands, everybody could be right?
For example, Odyssey says that *their* charger-maintainer can be left
connected to their batteries indefinitely, but there are a *lot* of 1st
person accounts floating around describing very short lived Odyssey
batteries "even though I kept them on a maintainer" (brands
unspecified). There are relatively few 1st person accounts (that I've
seen) complaining about short lived Odyssey batteries when no
'maintainers' were used.
Charlie
---
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________________________________________________________________________________
| From: | Ken Ryan <keninalaska(at)gmail.com> |
| Subject: | Re: Battery maintainers |
I would be reluctant to trust unverified third party reports on this. I
have found that "battery literacy" is quite low. For example, many people
think a "trickle charger" is the same thing as a battery maintainer; many
people have no idea how bad it is to fully discharge a battery, etc. Then
there is the "cause or effect" problem -- i.e. are people with already bad
batteries more likely to resort to using a battery tender, and then when
the already damaged battery dies, blame it on the tender? I myself have a
lot of experience using battery maintainers, all of it good. Based on that,
I completely agree with Bob that it is impossible to damage a battery by
using a properly functioning battery tender.
On Thu, Jul 25, 2019 at 12:10 PM Charlie England
wrote:
> On 7/25/2019 1:56 PM, Robert L. Nuckolls, III wrote:
>
> At 12:23 PM 7/25/2019, you wrote:
>
> Ron,
> For reviews check Amazon as the carry them. Read the "minus" reviews firs
t.
> For my use, the Battery Tender works well and is about 1/2 the cost.
> I have 5 of them on various vehicle batteries and have=C3=82 not had a f
ailure.
>
> However, there is a potential flaw in most of these low cost maintainers.
> If you power the unit from your normal wall power that is controlled by a
> GFI, that is were the problem lurks.
> If the GFI trips for any reason, storms, power outage, etc., etc., and th
e
> unit looses power, it will still draw a small current from the battery th
at
> it is affixed to.
>
> Not a problem if you catch the problem in a few hours, maybe days.=C3=82
> However, if you are on a trip or other long away time, the maintainer wil
l
> discharge the battery flat.
> They should install a diode in the battery line to prevent back current
> flow, but, few do.
>
>
> I just checked the back-flow into one of my
> Battery Tenders. Measured just under 1 milliamp.
>
> It would take 20,000 hours (2.3 years)
> to toss off all the energy in a 20 a.h. battery.
> The voltage sense circuitry could indeed be
> calibrated to wash out the voltage drop of a
> diode but the risks are pretty small.
>
>
> Bob . . .
>
> Any chance that due to the seemingly endless variation in designs among
> brands and even within brands, everybody could be right?
>
> For example, Odyssey says that *their* charger-maintainer can be left
> connected to their batteries indefinitely, but there are a *lot* of 1st
> person accounts floating around describing very short lived Odyssey
> batteries "even though I kept them on a maintainer" (brands unspecified).
> There are relatively few 1st person accounts (that I've seen) complaining
> about short lived Odyssey batteries when no 'maintainers' were used.
>
> Charlie
>
>
> Virus-free
.
> www.avast.com
>
> <#m_3655902431514137369_DAB4FAD8-2DD7-40BB-A1B8-4E2AA1F9FDF2>
>
________________________________________________________________________________
| From: | Charlie England <ceengland7(at)gmail.com> |
| Subject: | Re: Battery maintainers |
On Thu, Jul 25, 2019 at 4:00 PM Ken Ryan wrote:
> I would be reluctant to trust unverified third party reports on this. I
> have found that "battery literacy" is quite low. For example, many people
> think a "trickle charger" is the same thing as a battery maintainer; many
> people have no idea how bad it is to fully discharge a battery, etc. Then
> there is the "cause or effect" problem -- i.e. are people with already ba
d
> batteries more likely to resort to using a battery tender, and then when
> the already damaged battery dies, blame it on the tender? I myself have a
> lot of experience using battery maintainers, all of it good. Based on tha
t,
> I completely agree with Bob that it is impossible to damage a battery by
> using a properly functioning battery tender.
>
> On Thu, Jul 25, 2019 at 12:10 PM Charlie England
> wrote:
>
>> On 7/25/2019 1:56 PM, Robert L. Nuckolls, III wrote:
>>
>> At 12:23 PM 7/25/2019, you wrote:
>>
>> Ron,
>> For reviews check Amazon as the carry them. Read the "minus" reviews
>> first.
>> For my use, the Battery Tender works well and is about 1/2 the cost.
>> I have 5 of them on various vehicle batteries and have=C3=82 not had a
>> failure.
>>
>> However, there is a potential flaw in most of these low cost maintainers
.
>> If you power the unit from your normal wall power that is controlled by
a
>> GFI, that is were the problem lurks.
>> If the GFI trips for any reason, storms, power outage, etc., etc., and
>> the unit looses power, it will still draw a small current from the batte
ry
>> that it is affixed to.
>>
>> Not a problem if you catch the problem in a few hours, maybe days.=C3=82
>> However, if you are on a trip or other long away time, the maintainer wi
ll
>> discharge the battery flat.
>> They should install a diode in the battery line to prevent back current
>> flow, but, few do.
>>
>>
>> I just checked the back-flow into one of my
>> Battery Tenders. Measured just under 1 milliamp.
>>
>> It would take 20,000 hours (2.3 years)
>> to toss off all the energy in a 20 a.h. battery.
>> The voltage sense circuitry could indeed be
>> calibrated to wash out the voltage drop of a
>> diode but the risks are pretty small.
>>
>>
>>
>> Bob . . .
>>
>> Any chance that due to the seemingly endless variation in designs among
>> brands and even within brands, everybody could be right?
>>
>> For example, Odyssey says that *their* charger-maintainer can be left
>> connected to their batteries indefinitely, but there are a *lot* of 1st
>> person accounts floating around describing very short lived Odyssey
>> batteries "even though I kept them on a maintainer" (brands unspecified)
.
>> There are relatively few 1st person accounts (that I've seen) complainin
g
>> about short lived Odyssey batteries when no 'maintainers' were used.
>>
>> Charlie
>>
>> <#m_4055673255306501323_m_3655902431514137369_DAB4FAD8-2DD7-40BB-A1B8-4E
2AA1F9FDF2>
>>
> Ken,
That was my point. The percentage of pilots with both the qualifications
*and the equipment* to verify that their particular 'maintainer' does what
it claims is likely not much better than the percentage of drivers who meet
both criteria. And,it's a pretty safe bet that the pilots who have short
lived SLA batteries have normal lived batteries in their cars. That's
likely because they don't think about the car battery, and just leave it
alone.
"If it ain't broke, don't fix it." (Especially if you don't have the quals
& tools for the job.)
The battery doesn't need to be 'maintained' on a half-way frequently flown
a/c, any more than the owner's car battery needs to be 'maintained'. So why
risk hooking it to something when the owner isn't qualified to judge its
suitability for the task?
Charlie
________________________________________________________________________________
| From: | Ken Ryan <keninalaska(at)gmail.com> |
| Subject: | Re: Battery maintainers |
"Why risk hooking it to something when the owner isn't qualified to judge
its suitability for the task?" -- Well, first off, once the knowledge of
the distinction between a battery maintainer and a battery charger has been
acquired, the owner is pretty well qualified. Next thing to consider is
that even a single complete discharge can severely damage a battery. And
the final ingredient is the observation that although we plan to fly
regularly, sh@# happens, and it is easy for time to pass. All of this makes
me wonder why anyone would prefer not to put the battery on a tender,
unless of course doing so is difficult and time consuming. But if the
airplane is set up for it, that will not be the case. (And there is nothing
like a fresh, fully topped battery for spinning that engine.) As to the
comparison to automobiles, I really don't think that is fare. Most people
drive their cars daily. A better comparison would be to motorcycles, where
owners quickly learn (because of the cost of battery replacement) to put
their batteries on tenders at the end of riding season.
On Thu, Jul 25, 2019, 14:13 Charlie England wrote:
>
>
> On Thu, Jul 25, 2019 at 4:00 PM Ken Ryan wrote:
>
>> I would be reluctant to trust unverified third party reports on this. I
>> have found that "battery literacy" is quite low. For example, many peopl
e
>> think a "trickle charger" is the same thing as a battery maintainer; man
y
>> people have no idea how bad it is to fully discharge a battery, etc. The
n
>> there is the "cause or effect" problem -- i.e. are people with already b
ad
>> batteries more likely to resort to using a battery tender, and then when
>> the already damaged battery dies, blame it on the tender? I myself have
a
>> lot of experience using battery maintainers, all of it good. Based on th
at,
>> I completely agree with Bob that it is impossible to damage a battery by
>> using a properly functioning battery tender.
>>
>> On Thu, Jul 25, 2019 at 12:10 PM Charlie England
>> wrote:
>>
>>> On 7/25/2019 1:56 PM, Robert L. Nuckolls, III wrote:
>>>
>>> At 12:23 PM 7/25/2019, you wrote:
>>>
>>> Ron,
>>> For reviews check Amazon as the carry them. Read the "minus" reviews
>>> first.
>>> For my use, the Battery Tender works well and is about 1/2 the cost.
>>> I have 5 of them on various vehicle batteries and have=C3=82 not had a
>>> failure.
>>>
>>> However, there is a potential flaw in most of these low cost maintainer
s.
>>> If you power the unit from your normal wall power that is controlled by
>>> a GFI, that is were the problem lurks.
>>> If the GFI trips for any reason, storms, power outage, etc., etc., and
>>> the unit looses power, it will still draw a small current from the batt
ery
>>> that it is affixed to.
>>>
>>> Not a problem if you catch the problem in a few hours, maybe days.=C3
=82
>>> However, if you are on a trip or other long away time, the maintainer w
ill
>>> discharge the battery flat.
>>> They should install a diode in the battery line to prevent back current
>>> flow, but, few do.
>>>
>>>
>>> I just checked the back-flow into one of my
>>> Battery Tenders. Measured just under 1 milliamp.
>>>
>>> It would take 20,000 hours (2.3 years)
>>> to toss off all the energy in a 20 a.h. battery.
>>> The voltage sense circuitry could indeed be
>>> calibrated to wash out the voltage drop of a
>>> diode but the risks are pretty small.
>>>
>>>
>>>
>>> Bob . . .
>>>
>>> Any chance that due to the seemingly endless variation in designs among
>>> brands and even within brands, everybody could be right?
>>>
>>> For example, Odyssey says that *their* charger-maintainer can be left
>>> connected to their batteries indefinitely, but there are a *lot* of 1st
>>> person accounts floating around describing very short lived Odyssey
>>> batteries "even though I kept them on a maintainer" (brands unspecified
).
>>> There are relatively few 1st person accounts (that I've seen) complaini
ng
>>> about short lived Odyssey batteries when no 'maintainers' were used.
>>>
>>> Charlie
>>>
>>> <#m_-6971088048238445844_m_-716638392855206128_m_4055673255306501323_m_
3655902431514137369_DAB4FAD8-2DD7-40BB-A1B8-4E2AA1F9FDF2>
>>>
>> Ken,
>
> That was my point. The percentage of pilots with both the qualifications
> *and the equipment* to verify that their particular 'maintainer' does wha
t
> it claims is likely not much better than the percentage of drivers who me
et
> both criteria. And,it's a pretty safe bet that the pilots who have short
> lived SLA batteries have normal lived batteries in their cars. That's
> likely because they don't think about the car battery, and just leave it
> alone.
>
> "If it ain't broke, don't fix it." (Especially if you don't have the qual
s
> & tools for the job.)
>
> The battery doesn't need to be 'maintained' on a half-way frequently flow
n
> a/c, any more than the owner's car battery needs to be 'maintained'. So w
hy
> risk hooking it to something when the owner isn't qualified to judge its
> suitability for the task?
>
> Charlie
>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Battery maintainers |
>Any chance that due to the seemingly endless variation in designs
>among brands and even within brands, everybody could be right?
>
>For example, Odyssey says that *their* charger-maintainer can be
>left connected to their batteries indefinitely, but there are a
>*lot* of 1st person accounts floating around describing very short
>lived Odyssey batteries "even though I kept them on a maintainer"
>(brands unspecified). There are relatively few 1st person accounts
>(that I've seen) complaining about short lived Odyssey batteries
>when no 'maintainers' were used.
>
>Charlie
>
>Ken,
>
>That was my point. The percentage of pilots with both the
>qualifications *and the equipment* to verify that their particular
>'maintainer' does what it claims is likely not much better than the
>percentage of drivers who meet both criteria. And,it's a pretty safe
>bet that the pilots who have short lived SLA batteries have normal
>lived batteries in their cars. That's likely because they don't
>think about the car battery, and just leave it alone.
>
>"If it ain't broke, don't fix it." (Especially if you don't have the
>quals & tools for the job.)
>
>The battery doesn't need to be 'maintained' on a half-way frequently
>flown a/c, any more than the owner's car battery needs to be
>'maintained'. So why risk hooking it to something when the owner
>isn't qualified to judge its suitability for the task?
But given the cost of suitable
instrumentation is so low . . .
Emacs!
. . . there's not much standing in the way
of checking things out. One can easily
measure the parasitic leakage of their
favorite maintainer.
Then there are practical design goals.
That 1 mA of current I measured suggests
a voltage sense impedance on the order
of 12,000 ohms. As a general rule,
one doesn't want components in their design
to dissipate any more energy than necessary
to meed operational design goals. 1 mA
is not out of line . . . modern electronics
could probably build a maintainer with
100 MICRO amps of parasitic powered-down
draw. I would be surprised to find one
that sucked 10mA in the powered-down state.
But even 10mA would give us 2,000 hours
to total suck-down. It seems unlikely
that this condition would ever exist.
But if someone believes their maintainer
offers such a risk, it's stone simple
easy to find out.
I mentioned earlier this week that some
MEASUREMENTS of certain qualities in
BALUN design have caused me to re-think
what must have been ASSUMPTIONS on
the part of certain authors . . . assumptions
that I adopted along with countless others.
So when in doubt, go measure the thing . . .
Lord Kelvin would be proud of us!
I'm doing some experiments here that I will
share with learned authors on the 'net
for validation/verification before
an article devoid of assumptions will be crafted
to share results.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: AT-6C ballast resistor? |
At 01:42 PM 7/24/2019, you wrote:
>Bob,
>
>Here is the picture of the resistor....
>
There are companies that still make
this style of resistor: Ohmite and
TE Connectivity. The trick will be
to first identify specifications
for the failed part and then dig through
the catalog items for nearest if not
exact replacement.
Are the failed parts still on hand?
I've got a 4-wire ohmmeter that might
let me measure segments on either
side of the failure to deduce it's
original characteristics.
Bob . . .
________________________________________________________________________________
| From: | bob noffs <icubob(at)gmail.com> |
| Subject: | Re: Battery maintainers |
what i have ''learned'' and practiced for years with snomo., motorcycle,
lawn tractor, anything with a sealed lead acid battery is that every 6-8
weeks put the battery on a tender for a day or 2 off season. they always
test about a full charge before i charge them. if they don't they are
probably running something in the machine with a minute elect. draw.
bob noffs
On Thu, Jul 25, 2019 at 5:34 PM Ken Ryan wrote:
> "Why risk hooking it to something when the owner isn't qualified to judge
> its suitability for the task?" -- Well, first off, once the knowledge of
> the distinction between a battery maintainer and a battery charger has be
en
> acquired, the owner is pretty well qualified. Next thing to consider is
> that even a single complete discharge can severely damage a battery. And
> the final ingredient is the observation that although we plan to fly
> regularly, sh@# happens, and it is easy for time to pass. All of this
> makes me wonder why anyone would prefer not to put the battery on a tende
r,
> unless of course doing so is difficult and time consuming. But if the
> airplane is set up for it, that will not be the case. (And there is nothi
ng
> like a fresh, fully topped battery for spinning that engine.) As to the
> comparison to automobiles, I really don't think that is fare. Most people
> drive their cars daily. A better comparison would be to motorcycles, wher
e
> owners quickly learn (because of the cost of battery replacement) to put
> their batteries on tenders at the end of riding season.
>
>
> On Thu, Jul 25, 2019, 14:13 Charlie England wrote:
>
>>
>>
>> On Thu, Jul 25, 2019 at 4:00 PM Ken Ryan wrote:
>>
>>> I would be reluctant to trust unverified third party reports on this. I
>>> have found that "battery literacy" is quite low. For example, many peop
le
>>> think a "trickle charger" is the same thing as a battery maintainer; ma
ny
>>> people have no idea how bad it is to fully discharge a battery, etc. Th
en
>>> there is the "cause or effect" problem -- i.e. are people with already
bad
>>> batteries more likely to resort to using a battery tender, and then whe
n
>>> the already damaged battery dies, blame it on the tender? I myself have
a
>>> lot of experience using battery maintainers, all of it good. Based on t
hat,
>>> I completely agree with Bob that it is impossible to damage a battery b
y
>>> using a properly functioning battery tender.
>>>
>>> On Thu, Jul 25, 2019 at 12:10 PM Charlie England
>>> wrote:
>>>
>>>> On 7/25/2019 1:56 PM, Robert L. Nuckolls, III wrote:
>>>>
>>>> At 12:23 PM 7/25/2019, you wrote:
>>>>
>>>> Ron,
>>>> For reviews check Amazon as the carry them. Read the "minus" reviews
>>>> first.
>>>> For my use, the Battery Tender works well and is about 1/2 the cost.
>>>> I have 5 of them on various vehicle batteries and have=C3=82 not had
a
>>>> failure.
>>>>
>>>> However, there is a potential flaw in most of these low cost
>>>> maintainers.
>>>> If you power the unit from your normal wall power that is controlled b
y
>>>> a GFI, that is were the problem lurks.
>>>> If the GFI trips for any reason, storms, power outage, etc., etc., and
>>>> the unit looses power, it will still draw a small current from the bat
tery
>>>> that it is affixed to.
>>>>
>>>> Not a problem if you catch the problem in a few hours, maybe days.=C3
=82
>>>> However, if you are on a trip or other long away time, the maintainer
will
>>>> discharge the battery flat.
>>>> They should install a diode in the battery line to prevent back curren
t
>>>> flow, but, few do.
>>>>
>>>>
>>>> I just checked the back-flow into one of my
>>>> Battery Tenders. Measured just under 1 milliamp.
>>>>
>>>> It would take 20,000 hours (2.3 years)
>>>> to toss off all the energy in a 20 a.h. battery.
>>>> The voltage sense circuitry could indeed be
>>>> calibrated to wash out the voltage drop of a
>>>> diode but the risks are pretty small.
>>>>
>>>>
>>>>
>>>> Bob . . .
>>>>
>>>> Any chance that due to the seemingly endless variation in designs amon
g
>>>> brands and even within brands, everybody could be right?
>>>>
>>>> For example, Odyssey says that *their* charger-maintainer can be left
>>>> connected to their batteries indefinitely, but there are a *lot* of 1s
t
>>>> person accounts floating around describing very short lived Odyssey
>>>> batteries "even though I kept them on a maintainer" (brands unspecifie
d).
>>>> There are relatively few 1st person accounts (that I've seen) complain
ing
>>>> about short lived Odyssey batteries when no 'maintainers' were used.
>>>>
>>>> Charlie
>>>>
>>>> <#m_-7102905767685230837_m_-6971088048238445844_m_-716638392855206128_
m_4055673255306501323_m_3655902431514137369_DAB4FAD8-2DD7-40BB-A1B8-4E2AA1F
9FDF2>
>>>>
>>> Ken,
>>
>> That was my point. The percentage of pilots with both the qualifications
>> *and the equipment* to verify that their particular 'maintainer' does wh
at
>> it claims is likely not much better than the percentage of drivers who m
eet
>> both criteria. And,it's a pretty safe bet that the pilots who have short
>> lived SLA batteries have normal lived batteries in their cars. That's
>> likely because they don't think about the car battery, and just leave it
>> alone.
>>
>> "If it ain't broke, don't fix it." (Especially if you don't have the
>> quals & tools for the job.)
>>
>> The battery doesn't need to be 'maintained' on a half-way frequently
>> flown a/c, any more than the owner's car battery needs to be 'maintained
'.
>> So why risk hooking it to something when the owner isn't qualified to ju
dge
>> its suitability for the task?
>>
>> Charlie
>>
>
________________________________________________________________________________
| Subject: | Re: AT-6C ballast resistor? |
| From: | "Eric M. Jones" <emjones(at)charter.net> |
I want to add to what Bob N. said. The proper title is "carbon pile regulator."
These use a variable resistance load composed of a pile of carbon disks (usually
with an alignment hole in the center), compressed by a solenoid that pushes
them together harder as the voltage increases.
Very common WWII regulator, and pretty reliable. There is a good site for these at: https://www.industrial-electronics.com/aircraft_6.html
And you can get more data if you Google: Images "carbon pile voltage regulator."
You'll probably see yours.
As Bob alluded to, the resistor should not have failed...and I can surmise that
either something is wrong with the system, or somebody put in the wrong part.
There is lots of AT-6 information online.
BUT: It is entirely legal to put a substitute resistor. A schematic on your regulator
is a very good idea.
I can't find the resistor manufacturer online. Perhaps Thomas Index of Manufacturers
has them...but maybe the part info is hard to read.
Good luck,
--------
Eric M. Jones
www.PerihelionDesign.com
113 Brentwood Drive
Southbridge, MA 01550
(508) 764-2072
emjones(at)charter.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490552#490552
________________________________________________________________________________
| From: | Art Zemon <art(at)zemon.name> |
| Subject: | Connect 12V Power Pack to Airplane |
I was at AirVenture this week and spent a lot of time in a chair next to my
airplane. I took a door off of the BD-4C and people stopped to ask
questions. It was great!
I got the idea of lighting up the EFIS screens. I have a Jackery 167
watt/hour portable power pack
. I borrowed a little Black
& Decker 2A battery charger/maintainer
.
I hooked it up to the airplane and powered it from the 110V inverted on the
power pack. That was all good and it gave me a few hours of power with the
watt meter on the power supply reading around 30 watts.
Running the 110V inverter used 4 watts and a bunch of the battery
maintainer's energy was being dissipated as heat.
My power supply also has a 12V DC output which measures 13.3V with no load.
Could I have hooked that output to the airplane instead of the battery
maintainer, without damaging the battery?
-- Art Z.
--
https://CheerfulCurmudgeon.com/
*Love the stranger for you yourselves were strangers in Egypt. *Deut. 10:19
________________________________________________________________________________
| From: | Ken Ryan <keninalaska(at)gmail.com> |
| Subject: | Re: Connect 12V Power Pack to Airplane |
Art, I cannot answer your question directly, but on my airplane there are a
couple of easily accessible places to clip on where I can feed the bus
without turning on the master switch, leaving the battery out of the
picture completely. Doing that also eliminates the current draw of the
battery contactor.
On Sun, Jul 28, 2019 at 6:00 AM Art Zemon wrote:
> I was at AirVenture this week and spent a lot of time in a chair next to
> my airplane. I took a door off of the BD-4C and people stopped to ask
> questions. It was great!
>
> I got the idea of lighting up the EFIS screens. I have a Jackery 167
> watt/hour portable power pack
> . I borrowed a little Black
> & Decker 2A battery charger/maintainer
> .
> I hooked it up to the airplane and powered it from the 110V inverted on the
> power pack. That was all good and it gave me a few hours of power with the
> watt meter on the power supply reading around 30 watts.
>
> Running the 110V inverter used 4 watts and a bunch of the battery
> maintainer's energy was being dissipated as heat.
>
> My power supply also has a 12V DC output which measures 13.3V with no
> load. Could I have hooked that output to the airplane instead of the
> battery maintainer, without damaging the battery?
>
> -- Art Z.
>
> --
> https://CheerfulCurmudgeon.com/
>
> *Love the stranger for you yourselves were strangers in Egypt. *Deut.
> 10:19
>
________________________________________________________________________________
| Subject: | Re: Connect 12V Power Pack to Airplane |
| From: | "user9253" <fransew(at)gmail.com> |
The aircraft battery normally gets charged with over 14 volts. So 13.3 volts are
not going to hurt it. The lithium battery will discharge into a lead acid
battery connected in parallel. So it is best not to connect the two batteries
together. Ken's suggestion is a good one. Connect the lithium battery downstream
of the battery contactor, which remains off. According to the Amazon ad,
the lithium power supply can output up to 7 amps at 12 volts. So it should
handle a 2 or 3 amp, 12 VDC load. Your idea to eliminate the inverter and charger
is a good one.
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490565#490565
________________________________________________________________________________
| From: | Art Zemon <art(at)zemon.name> |
| Subject: | Re: Connect 12V Power Pack to Airplane |
I think that you have hit on the best idea, Ken. I actually have an old
fashioned cigarette lighter plug which I planned to install but never got
around to installing. That will give me exactly the connect that I require
and, coincidentally, my power pack came with exactly the cable that I need.
-- Art Z.
On Sun, Jul 28, 2019 at 10:51 AM Ken Ryan wrote:
> Art, I cannot answer your question directly, but on my airplane there are
> a couple of easily accessible places to clip on where I can feed the bus
> without turning on the master switch, leaving the battery out of the
> picture completely. Doing that also eliminates the current draw of the
> battery contactor.
>
> On Sun, Jul 28, 2019 at 6:00 AM Art Zemon wrote:
>
>> I was at AirVenture this week and spent a lot of time in a chair next to
>> my airplane. I took a door off of the BD-4C and people stopped to ask
>> questions. It was great!
>>
>> I got the idea of lighting up the EFIS screens. I have a Jackery 167
>> watt/hour portable power pack
>> . I borrowed a little Black
>> & Decker 2A battery charger/maintainer
>> .
>> I hooked it up to the airplane and powered it from the 110V inverted on the
>> power pack. That was all good and it gave me a few hours of power with the
>> watt meter on the power supply reading around 30 watts.
>>
>> Running the 110V inverter used 4 watts and a bunch of the battery
>> maintainer's energy was being dissipated as heat.
>>
>> My power supply also has a 12V DC output which measures 13.3V with no
>> load. Could I have hooked that output to the airplane instead of the
>> battery maintainer, without damaging the battery?
>>
>
--
https://CheerfulCurmudgeon.com/
*Love the stranger for you yourselves were strangers in Egypt. *Deut. 10:19
________________________________________________________________________________
| From: | don van santen <donvansanten(at)gmail.com> |
| Subject: | Re: Connect 12V Power Pack to Airplane |
Art, you may want to use a "Powerlett" receptacle and plug. Cigarette
lightets are not good at any where above about 3 amps for continuos usage.
Burned a few on my RV7. Have han no issues with the Powerlet stuff.
On Sun, Jul 28, 2019, 20:10 Art Zemon wrote:
> I think that you have hit on the best idea, Ken. I actually have an old
> fashioned cigarette lighter plug which I planned to install but never got
> around to installing. That will give me exactly the connect that I require
> and, coincidentally, my power pack came with exactly the cable that I need.
>
> -- Art Z.
>
> On Sun, Jul 28, 2019 at 10:51 AM Ken Ryan wrote:
>
>> Art, I cannot answer your question directly, but on my airplane there are
>> a couple of easily accessible places to clip on where I can feed the bus
>> without turning on the master switch, leaving the battery out of the
>> picture completely. Doing that also eliminates the current draw of the
>> battery contactor.
>>
>> On Sun, Jul 28, 2019 at 6:00 AM Art Zemon wrote:
>>
>>> I was at AirVenture this week and spent a lot of time in a chair next to
>>> my airplane. I took a door off of the BD-4C and people stopped to ask
>>> questions. It was great!
>>>
>>> I got the idea of lighting up the EFIS screens. I have a Jackery 167
>>> watt/hour portable power pack
>>> . I borrowed a little Black
>>> & Decker 2A battery charger/maintainer
>>> .
>>> I hooked it up to the airplane and powered it from the 110V inverted on the
>>> power pack. That was all good and it gave me a few hours of power with the
>>> watt meter on the power supply reading around 30 watts.
>>>
>>> Running the 110V inverter used 4 watts and a bunch of the battery
>>> maintainer's energy was being dissipated as heat.
>>>
>>> My power supply also has a 12V DC output which measures 13.3V with no
>>> load. Could I have hooked that output to the airplane instead of the
>>> battery maintainer, without damaging the battery?
>>>
>>
>
> --
> https://CheerfulCurmudgeon.com/
>
> *Love the stranger for you yourselves were strangers in Egypt. *Deut.
> 10:19
>
________________________________________________________________________________
| Subject: | Repeated alternator failure |
| From: | "Argonaut36" <fmlibrino(at)msn.com> |
The alternator in my Lycoming AEIO-360 engine is a Kelly Aerospace ALY 8520 formerly
known as ALY 8420. The alternator fails every 80-100 hours. Replacing
the brushes and the brush holder (P/N 08-13833) brings back the alternator to
work.
The alternator does not fail suddenly. There is a period of time prior to each
failure during which the alternator works intermittently, sometimes it is on
and sometimes is off. Then it stops working completely.
On the removed brushes there is a black fluid (engine oil plus brush dust?). I
dont know up to what extent this is normal.
Any advice on how to proceed to fix this problem permanently?
Thanks
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490620#490620
________________________________________________________________________________
| Subject: | Re: Buy Discount adidas Yeezy Powerphase on 2019mensjordans.com |
| From: | "AlanSanders" <alan.vcommpk(at)gmail.com> |
Now surely what does customer service mean to you (https://www.realinteract.com/what-does-great-customer-service-mean-to-you/) will be simply its helping effectively with good manners, then the results of good customer service is
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=490621#490621
________________________________________________________________________________
| From: | Art Zemon <art(at)zemon.name> |
| Subject: | Re: Repeated alternator failure |
Argonaut,
I don't know much about alternators but I have never seen one that needs
(or is supposed to have) any fluid inside, including motor oil. I would
look for, and eliminate, the engine oil leak and see if that preserves your
alternator.
Now I'm going to sit back and see if my guess aligns with what the truly
knowledgeable people suggest.
Cheers,
-- Art Z.
On Tue, Jul 30, 2019 at 10:59 PM Argonaut36 wrote:
>
> The alternator in my Lycoming AEIO-360 engine is a Kelly Aerospace ALY
> 8520 formerly known as ALY 8420. The alternator fails every 80-100 hours
.
> Replacing the brushes and the brush holder (P/N 08-13833) brings back the
> alternator to work.
> The alternator does not fail suddenly. There is a period of time prior t
o
> each failure during which the alternator works intermittently, sometimes
it
> is on and sometimes is off. Then it stops working completely.
> On the removed brushes there is a black fluid (engine oil plus brush
> dust?). I don=99t know up to what extent this is normal.
> Any advice on how to proceed to fix this problem permanently?
--
https://CheerfulCurmudgeon.com/
*Love the stranger for you yourselves were strangers in Egypt. *Deut. 10:19
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Repeated alternator failure |
At 10:43 PM 7/30/2019, you wrote:
>
>The alternator in my Lycoming AEIO-360 engine is
>a Kelly Aerospace ALY 8520 formerly known as
>ALY 8420. The alternator fails every 80-100
>hours. Replacing the brushes and the brush
>holder (P/N 08-13833) brings back the alternator to work.
>The alternator does not fail suddenly. There is
>a period of time prior to each failure during
>which the alternator works intermittently,
>sometimes it is on and sometimes is off. Then it stops working completely.
>On the removed brushes there is a black fluid
>(engine oil plus brush dust?). I don=99t know
>up to what extent this is normal.
>Any advice on how to proceed to fix this problem permanently?
>Thanks
>
I there are no obvious sources of oil
external to the alternator (engine
leaks) then the next best guess i
the rear alternator bearing. These
are normally sealed and factory loaded
with the appropriate grease. If the
seal is leaking, the grease can migrate
out and onto the slip rings.
Bearings come in all manner of pedigree
but verifying seal quality and sometimes
type of grease can be problematic. Next
time you replace brushes, replace the
bearing too . . . and let us know how
it goes.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Repeated alternator failure |
At 10:43 PM 7/30/2019, you wrote:
>
>The alternator in my Lycoming AEIO-360 engine is
>a Kelly Aerospace ALY 8520 formerly known as
>ALY 8420. The alternator fails every 80-100
>hours. Replacing the brushes and the brush
>holder (P/N 08-13833) brings back the alternator to work.
>The alternator does not fail suddenly. There is
>a period of time prior to each failure during
>which the alternator works intermittently,
>sometimes it is on and sometimes is off. Then it stops working completely.
>On the removed brushes there is a black fluid
>(engine oil plus brush dust?). I don=99t know
>up to what extent this is normal.
>Any advice on how to proceed to fix this problem permanently?
>Thanks
>
I there are no obvious sources of oil
external to the alternator (engine
leaks) then the next best guess i
the rear alternator bearing. These
are normally sealed and factory loaded
with the appropriate grease. If the
seal is leaking, the grease can migrate
out and onto the slip rings.
Bearings come in all manner of pedigree
but verifying seal quality and sometimes
type of grease can be problematic. Next
time you replace brushes, replace the
bearing too . . . and let us know how
it goes.
Bob . . .
________________________________________________________________________________
| From: | Sebastien <cluros(at)gmail.com> |
I am going to be making a bunch of harnesses next week and would like to
find a good solution for marking wires. I need to custom label very clear
and specific markings on many wires to make it easy for the customer to
install so I was thinking of getting a DYMO Printer and using their 1/4"
Heat-Shrink. Has anyone used this system and would it work for 22 gauge
wire? I'm afraid it either won't shrink down far enough to be secure on the
wire or won't be readable once it does.
Thank you
________________________________________________________________________________
| From: | Art Zemon <art(at)zemon.name> |
| Subject: | Re: Marking Wires |
You're right; it won't shrink enough for 22 AWG wire. Shrink some small,
unmarked shrink tube on the wire. Then shrink your label over that.
-- Art Z.
On Thu, Aug 1, 2019 at 10:45 AM Sebastien wrote:
> I am going to be making a bunch of harnesses next week and would like to
> find a good solution for marking wires. I need to custom label very clear
> and specific markings on many wires to make it easy for the customer to
> install so I was thinking of getting a DYMO Printer and using their 1/4"
> Heat-Shrink. Has anyone used this system and would it work for 22 gauge
> wire? I'm afraid it either won't shrink down far enough to be secure on the
> wire or won't be readable once it does.
>
> Thank you
>
--
https://CheerfulCurmudgeon.com/
*Love the stranger for you yourselves were strangers in Egypt. *Deut. 10:19
________________________________________________________________________________
| Subject: | Re: Marking Wires |
| From: | Charlie England <ceengland7(at)gmail.com> |
Is that really a disadvantage? Once bundled, the label won't travel far.
And I've found that my labels that can't be moved a bit often are
difficult to read because the printed area happens to face into a
bundle, or has another wire's label in the way. Sliding them along the
wire an inch or two, and being able to rotate them would be an
advantage, for me.
Charlie
On 8/1/2019 11:06 AM, Art Zemon wrote:
> You're right; it won't shrink enough for 22 AWG wire. Shrink some
> small, unmarked shrink tube on the wire. Then shrink your label over that.
>
> -- Art Z.
>
> On Thu, Aug 1, 2019 at 10:45 AM Sebastien > wrote:
>
> I am going to be making a bunch of harnesses next week and would
> like to find a good solution for marking wires. I need to custom
> label very clear and specific markings on many wires to make it
> easy for the customer to install so I was thinking of getting a
> DYMO Printer and using their 1/4" Heat-Shrink. Has anyone used
> this system and would it work for 22 gauge wire? I'm afraid it
> either won't shrink down far enough to be secure on the wire or
> won't be readable once it does.
>
> Thank you
>
> --
> https://CheerfulCurmudgeon.com/
>
> /Love the stranger for you yourselves were strangers in Egypt. /Deut.
> 10:19
---
This email has been checked for viruses by Avast antivirus software.
https://www.avast.com/antivirus
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Marking Wires |
At 11:06 AM 8/1/2019, you wrote:
>You're right; it won't shrink enough for 22 AWG wire. Shrink some
>small, unmarked shrink tube on the wire. Then shrink your label over that.
Another option:
Emacs!
Bob . . .
________________________________________________________________________________
| From: | Art Zemon <art(at)zemon.name> |
| Subject: | Re: Marking Wires |
The labels that I had would slide freely up and down the 22 awg wire.
That's why I had to put a smaller sleeve underneath
On Thu, Aug 1, 2019, 1:06 PM Charlie England wrote:
> Is that really a disadvantage? Once bundled, the label won't travel far.
> And I've found that my labels that can't be moved a bit often are difficult
> to read because the printed area happens to face into a bundle, or has
> another wire's label in the way. Sliding them along the wire an inch or
> two, and being able to rotate them would be an advantage, for me.
>
> Charlie
>
>
> On 8/1/2019 11:06 AM, Art Zemon wrote:
>
> You're right; it won't shrink enough for 22 AWG wire. Shrink some small,
> unmarked shrink tube on the wire. Then shrink your label over that.
>
> -- Art Z.
>
> On Thu, Aug 1, 2019 at 10:45 AM Sebastien wrote:
>
>> I am going to be making a bunch of harnesses next week and would like to
>> find a good solution for marking wires. I need to custom label very clear
>> and specific markings on many wires to make it easy for the customer to
>> install so I was thinking of getting a DYMO Printer and using their 1/4"
>> Heat-Shrink. Has anyone used this system and would it work for 22 gauge
>> wire? I'm afraid it either won't shrink down far enough to be secure on the
>> wire or won't be readable once it does.
>>
>> Thank you
>>
> --
> https://CheerfulCurmudgeon.com/
>
> *Love the stranger for you yourselves were strangers in Egypt. *Deut.
> 10:19
>
>
> Virus-free.
> www.avast.com
>
> <#m_9019167577042916761_DAB4FAD8-2DD7-40BB-A1B8-4E2AA1F9FDF2>
>
________________________________________________________________________________
| Subject: | Re: Marking Wires |
| From: | Charlie England <ceengland7(at)gmail.com> |
July 07, 2019 - August 01, 2019
AeroElectric-Archive.digest.vol-pa