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      q//Z
      
________________________________________________________________________________
Subject: 
Re: New BMA Nav data available
From: 
"rampil" <ira.rampil(at)gmail.com>
Date: 
Nov 12, 2010
      
      
      The site seems to be working for me at present
      
      bluemountainavionicsdata.com
      
      
      Good Luck,
      
      Ira
      N224XS with Gen4 E2
      
      --------
      Ira N224XS
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=319143#319143
      
      
________________________________________________________________________________
Date: 
Nov 12, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Z-16 Clairification
      
      
      At 09:17 PM 11/11/2010, you wrote:
      >
      >
      >The wire is 3 foot long running the length of the panel along the base of it.
      
         Okay, make it a fat wire of 4 or 6AWG.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
From: 
Steve Thomas <lists(at)stevet.net>
Subject: 
Re: New BMA Nav data available
Date: 
Nov 12, 2010
      
      Try a different web browser.
      
      
      Steve Thomas
      ________________________________________________________________________
      
      
      On Nov 12, 2010, at 9:28 AM, Mike Welch wrote:
      
      > 
      > Hi Bob,
      >  
      >   Thanks for the reply.  I have done all kinds of searches, from 
      forums, to BMA updates.
      > I've come across the BMA data link many, many times.  However, no 
      matter what I click on,
      > they all come up with "internet site not available".  I've even typed 
      in the link by hand, from 
      > Craig's discussion blog.  No joy...again. 
      >  
      >   Evidently, Craig (or somebody) has the site down for some reason.  
      No problems, tho, I'll
      > just keep looking for it every once in a while.
      >  
      > Thanks again,    Mike W
      
      
________________________________________________________________________________
Date: 
Nov 12, 2010
From: 
Dan Billingsley <dan(at)azshowersolutions.com>
Subject: 
Re: Z-16 Clairification
      
      
      Thanks Bob,
      Dan
      
      
      ----- Original Message ----
      > From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
      > To: aeroelectric-list(at)matronics.com
      > Sent: Fri, November 12, 2010 1:20:39 PM
      > Subject: Re: AeroElectric-List: Z-16 Clairification
      > 
      >
      > 
      > At 09:17 PM 11/11/2010, you wrote:
      >
      > > 
      > > The wire is 3 foot long running the length of the panel along the base of 
      it.
      > 
      >  Okay, make it a fat wire of 4 or 6AWG.
      > 
      > 
      >  Bob . . . 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
From: 
"Tony Babb" <tonybabb(at)alejandra.net>
Subject: 
New BMA Nav data available
Date: 
Nov 12, 2010
      
      I tried with IE8, Firefox and Opera, all failed. The domain name is 
      correct,
      below is the "whois" data for the domain. So, looks like the server or 
      site
      is down.
      
      Registrant:
            Domain Discreet
            ATTN: bluemountainavionicsdata.com
            Rua Dr. Brito Camara, n 20, 1
            Funchal, Madeira 9000-039
            PT
            Phone: 1-902-7495331
            Email:
      <http://www.domaintools.com/reverse-whois/?email=859798178abde4c9d2e68d
      67b21
      4874a> 
      
         Registrar Name....: Register.com
         Registrar Whois...: whois.register.com
         Registrar Homepage: www.register.com
      
         Domain Name: bluemountainavionicsdata.com
            Created on..............: 2010-07-24
            Expires on..............: 2013-07-24
      
         Administrative Contact:
            Domain Discreet
            ATTN: bluemountainavionicsdata.com
            Rua Dr. Brito Camara, n 20, 1
            Funchal, Madeira 9000-039
            PT
            Phone: 1-902-7495331 
            Email:
      <http://www.domaintools.com/reverse-whois/?email=1476c6e2ee52094f8dfcc8
      47a3e
      a2618> 
      
      
      -----Original Message-----
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Steve
      Thomas
      Sent: Friday, November 12, 2010 1:41 PM
      Subject: Re: AeroElectric-List: New BMA Nav data available
      
      
      Try a different web browser.
      
      
      Steve Thomas
      ________________________________________________________________________
      
      
      On Nov 12, 2010, at 9:28 AM, Mike Welch wrote:
      
      
      Hi Bob,
      
        Thanks for the reply.  I have done all kinds of searches, from forums, 
      to
      BMA updates.
      I've come across the BMA data link many, many times.  However, no matter
      what I click on,
      they all come up with "internet site not available".  I've even typed in 
      the
      link by hand, from 
      Craig's discussion blog.  No joy...again. 
      
        Evidently, Craig (or somebody) has the site down for some reason.  No
      problems, tho, I'll
      just keep looking for it every once in a while.
      
      Thanks again,    Mike W
      
      
________________________________________________________________________________
From: 
"Fulgham" <folgie(at)comcast.net>
Subject: 
New BMA Nav data available
Date: 
Nov 12, 2010
      
      MessageTony....I can open O.K. using IE8. It is 8:25 Pacific time and I 
      was just on the web site.
      
      Bill
        ----- Original Message ----- 
        From: Tony Babb 
        To: aeroelectric-list(at)matronics.com 
        Sent: Friday, November 12, 2010 8:07 PM
        Subject: RE: AeroElectric-List: New BMA Nav data available
      
      
        I tried with IE8, Firefox and Opera, all failed. The domain name is 
      correct, below is the "whois" data for the domain. So, looks like the 
      server or site is down.
      
________________________________________________________________________________
From: 
"Tony Babb" <tonybabb(at)alejandra.net>
Subject: 
New BMA Nav data available
Date: 
Nov 12, 2010
      
      I can get it too now 8;35pm Pacific Time with IE8.
      
      Tony
      
      -----Original Message-----
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of 
      Fulgham
      Sent: Friday, November 12, 2010 8:26 PM
      Subject: AeroElectric-List: New BMA Nav data available
      
      
      Tony....I can open O.K. using IE8. It is 8:25 Pacific time and I was 
      just on
      the web site.
      
      Bill
      
      ----- Original Message ----- 
      From: Tony  <mailto:tonybabb(at)alejandra.net> Babb 
      Sent: Friday, November 12, 2010 8:07 PM
      Subject: RE: AeroElectric-List: New BMA Nav data available
      
      I tried with IE8, Firefox and Opera, all failed. The domain name is 
      correct,
      below is the "whois" data for the domain. So, looks like the server or 
      site
      is down.
      
      
________________________________________________________________________________
Date: 
Nov 12, 2010
From: 
"Richard E. Tasker" <retasker(at)optonline.net>
Subject: 
Re: New BMA Nav data available
      
      
      It opens instantly for me...  Using Mozilla Seamonkey 2.0.10 if that 
      makes a difference.
      
      Dick Tasker
      
      Tony Babb wrote:
      > I tried with IE8, Firefox and Opera, all failed. The domain name is 
      > correct, below is the "whois" data for the domain. So, looks like the 
      > server or site is down.
      > Registrant:
      >       Domain Discreet
      >       ATTN: bluemountainavionicsdata.com
      >       Rua Dr. Brito Camara, n 20, 1
      >       Funchal, Madeira 9000-039
      >       PT
      >       Phone: 1-902-7495331*
      > *      Email: 
      > <http://www.domaintools.com/reverse-whois/?email=859798178abde4c9d2e68d67b214874a>
      >
      >    Registrar Name....: Register.com
      >    Registrar Whois...: whois.register.com
      >    Registrar Homepage: www.register.com
      >
      >    Domain Name: bluemountainavionicsdata.com
      >       Created on..............: 2010-07-24
      >       Expires on..............: 2013-07-24
      >
      >    Administrative Contact:
      >       Domain Discreet
      >       ATTN: bluemountainavionicsdata.com
      >       Rua Dr. Brito Camara, n 20, 1
      >       Funchal, Madeira 9000-039
      >       PT
      >       Phone: 1-902-7495331* *
      > **      Email: 
      > <http://www.domaintools.com/reverse-whois/?email=1476c6e2ee52094f8dfcc847a3ea2618>
      >
      >     -----Original Message-----
      >     *From:* owner-aeroelectric-list-server(at)matronics.com
      >     [mailto:owner-aeroelectric-list-server(at)matronics.com] *On Behalf
      >     Of *Steve Thomas
      >     *Sent:* Friday, November 12, 2010 1:41 PM
      >     *To:* aeroelectric-list(at)matronics.com
      >     *Subject:* Re: AeroElectric-List: New BMA Nav data available
      >
      >     Try a different web browser.
      >
      >
      >     Steve Thomas
      >     ________________________________________________________________________
      >
      >
      >     On Nov 12, 2010, at 9:28 AM, Mike Welch wrote:
      >
      >>
      >>     Hi Bob,
      >>
      >>       Thanks for the reply.  I have done all kinds of searches, from
      >>     forums, to BMA updates.
      >>     I've come across the BMA data link many, many times.  However, no
      >>     matter what I click on,
      >>     they all come up with "internet site not available".  I've even
      >>     typed in the link by hand, from
      >>     Craig's discussion blog.  No joy...again.
      >>
      >>       Evidently, Craig (or somebody) has the site down for some
      >>     reason.  No problems, tho, I'll
      >>     just keep looking for it every once in a while.
      >>
      >>     Thanks again,    Mike W
      >
      >     *
      >
      >     href="http://www.aeroelectric.com">www.aeroelectric.com
      >     href="http://www.buildersbooks.com">www.buildersbooks.com
      >     href="http://www.homebuilthelp.com">www.homebuilthelp.com
      >     href="http://www.matronics.com/contribution">http://www.matronics.com/chref="http://www.matronics.com/Navigator?AeroElectric-List">http://www.matronics.com/Navigator?AeroElectric-List
      >     href="http://forums.matronics.com">http://forums.matronics.com
      >     *
      >
      
      -- 
      Please Note:
      No trees were destroyed in the sending of this message.  We do concede, however,
      that a significant number of electrons may have been temporarily inconvenienced.
      --
      
      
________________________________________________________________________________
From: 
Steve Thomas <lists(at)stevet.net>
Subject: 
Re: New BMA Nav data available
Date: 
Nov 12, 2010
      
      Works fine for me as well.  The only other possibility is some firewall 
      or anti-phishing setting you have in your security software.  
      
      
      Steve Thomas
      ________________________________________________________________________
      
      
      On Nov 12, 2010, at 8:07 PM, Tony Babb wrote:
      
      > I tried with IE8, Firefox and Opera, all failed. The domain name is 
      correct, below is the "whois" data for the domain. So, looks like the 
      server or site is down.
      
      
________________________________________________________________________________
Date: 
Nov 13, 2010
From: 
Matt Dralle <dralle(at)matronics.com>
Subject: 
Please Make A Contribution...
      
      
      Dear Listers,
      
      A quick reminder that November is the annual List Fund Raiser.  The Matronics Lists
      are 100% member supported and all of the operational costs are provided for
      my your Contributions during this time of the year.  
      
      Your personal Contribution makes a big difference and keeps all of the Matronics
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      Please make your Contribution today to keep these services up and running!
      
              http://www.matronics.com/contribution
      
      Thank you in advance!
      
      Matt Dralle
      Matronics Email List and Forum Administrator
      
      
________________________________________________________________________________
From: 
"Howard M. Plevyak Jr." <hplevyak(at)mac.com>
Subject: 
Need a tips how best to validate wiring harness work
Date: 
Nov 13, 2010
      
      Hi Folks,
      I'm a first time airplane builder and working on a GlaStar.  I'm at the point of
      instrument panel and electrical system installation.  I'm planning around the
      Z13/8 architecture and working thru the one system per page designs.
      
      I had an avionics shop wire up some of the panel wiring harness for a number of
      instruments (GNS430W, GRT EFIS, SL30, Trig Transponder TT22/TC20, and PS8000BT
      audio panel).
      
      My newbie question is around how best to validate the wiring work.   I have a multimeter
      tester and started to do continuity checks on all the D-Sub pin assignments....then
      I thought I'd ask here what's best/disciplined practice to use
      when checking out a pre-wired harness?  Is there a D-Sub pin test lead tool that
      make it easier / faster to check each pin assignment?
      
      I've setup a spreadsheet to capture all the connector type, pin numbers, use /
      function, FROM/TO information that I will then use to feed my schematic diagrams
      later.
      
      Thanks for any tips!
      
      Howard Plevyak
      Cincinnati, Ohio
      Glastar
      
________________________________________________________________________________
Date: 
Nov 13, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Need a tips how best to validate wiring   harness
      work
      
      At 08:39 AM 11/13/2010, you wrote:
      
      My newbie question is around how best to validate the wiring 
      work.   I have a multimeter tester and started to do continuity 
      checks on all the D-Sub pin assignments....then I thought I'd ask 
      here what's best/disciplined practice to use when checking out a 
      pre-wired harness?  Is there a D-Sub pin test lead tool that make it 
      easier / faster to check each pin assignment?
      
      I've setup a spreadsheet to capture all the connector type, pin 
      numbers, use / function, FROM/TO information that I will then use to 
      feed my schematic diagrams later.
      
      Thanks for any tips!
      
          When you do a LOT of harness building and/or troubleshooting,
          it's often useful to have a collection of test fixtures that
          give you ready access to the wires in a harness to either
          check for continuity (correctness) or to sample signals
          that run on the wires. I own several dozen such fixtures
          that were acquired over several decades of such activity.
      
          Most look like this . . .
      
      Emacs!
      
      
         Others are more specialized . . .
      
      Emacs!
      
      
          In every case, the time and expense of fabricating the
          tool was more than offset by expediting return to
          service on multi-$millions$ airplanes.
      
          Unless you can borrow the tools that mate with
          the connectors specific to your project, it's a
          certainty that fabricating them for a one-time
          task will not offer a return on investment.
      
          Most of my harness ring-out ventures was accomplished
          with the aid of an individual who took one probe of
          the "buzz box" and ran around to the various far
          end connectors as I probed another connector while
          calling out far ends by referring to the wiring
          diagram. If your harnesses were professionally
          built, they should have done this job already.
      
          But it's a lot easier to find errors before the
          harnesses are installed in the airplane than
          after . . . and there's no really 'easy' way
          to do it other than two-pins-and-one-wire-at-
          a-time.
      
      
         Bob . . . 
      
________________________________________________________________________________
Date: 
Nov 13, 2010
From: 
"David E. Nelson" <david.nelson(at)pobox.com>
Subject: 
Re: Need a tips how best to validate wiring  harness
      work
      
      
      Hi Howard,
      
      My avionics harness was professionally built.  I still did the pin-x should 
      connect to pin-y and built up a schematic using the collected data.  I'm glad I
      
      did as they built the harness a little differently than what the EFIS vendor 
      showed in their diagrams.  Still workable, just different.  Anyways, I think 
      this potentially saved hours of debugging should the equipment have been plugged
      
      in and not worked correctly.
      
      Also, for my sanity and ease of counting, I wrote the pin numbers on the front
      
      of every DB style connector.  This includes the connectors for the 430, SL-40,
      
      etc.  On any DB style connector that I assembled, I also wrote the pin numbers
      
      on the back.  Note that I didn't write every number down, I just wrote the 
      numbers that represented the outboard pins. Reference the top/right picture of:
      
      http://caura.dyndns.org/gallery/Panel/acr?full=1   (sorry - large image)
      
      When all the avionics wiring was in-place in the panel, my Wife and I spent 
      about 30 mins confirming the schematic to "as built" and updating as necessary.
      
      I'm relatively confident that the avionics will work when inserted and 
      configured.  If things don't work, I'm confident that the schematic is accurate
      
      and will lead to a prompt resolution.
      
      Overall, given your situation, I think you're on the right track.
      
      Good luck,
      
       	 /\/elson
      
      ~~ Lately my memory seems to be like a steel trap .... without any spring.  ~~
      
      On Sat, 13 Nov 2010, Howard M. Plevyak Jr. wrote:
      
      > Hi Folks,I'm a first time airplane builder and working on a GlaStar.  I'm at
      > the point of instrument panel and electrical system installation.  I'm
      > planning around the Z13/8 architecture and working thru the one system per
      > page designs.
      > 
      > I had an avionics shop wire up some of the panel wiring harness for a number
      > of instruments (GNS430W, GRT EFIS, SL30, Trig Transponder TT22/TC20, and
      > PS8000BT audio panel).
      > 
      > My newbie question is around how best to validate the wiring work.   I have
      > a multimeter tester and started to do continuity checks on all the D-Sub pin
      > assignments....then I thought I'd ask here what's best/disciplined practice
      > to use when checking out a pre-wired harness?  Is there a D-Sub pin test
      > lead tool that make it easier / faster to check each pin assignment?
      > 
      > I've setup a spreadsheet to capture all the connector type, pin numbers, use
      > / function, FROM/TO information that I will then use to feed my schematic
      > diagrams later.
      > 
      > Thanks for any tips!
      > 
      > Howard Plevyak
      > Cincinnati, Ohio
      > Glastar
      > 
      >
      
      
________________________________________________________________________________
Date: 
Nov 14, 2010
From: 
Linda Walker <l.p(at)talk21.com>
Subject: 
Re: LR3C and overvoltage
      
      Bob.
      I have a B and C LR3C (?) regulator watching over my electrical system batt
      ery and alternator.
      I also have a Vision Micro Systems VM1000 instrumentation.
      In monitoring the elec system voltage the VM uses a lead from my main bus, 
      and normally shows between 13.6 and 14.2 volts.
      I have recently, yesterday, fitted a Dynon D-10A and on its screen it shows
       a voltage of 15 -15.3 volts. The Dynon is powered from the main bus.
      I also have two auxilliary outputs from the main bus to power a standby han
      dheld gps and handheld radio.
      The gps also monitors its input voltage and also shows 15 volts.
      My questions are: Could the LR3C be faulty and should it be replaced? How c
      an the VM1000 see a different voltage to the Dynon and standby gps? Is the 
      VM1000 at fault?
      Any help in identifying which is correct and which isn't would be much appr
      eciated.
      Patrick C Elliott
      G-LGEZ.
      PS: Presently in Indonesia on our rtw trip from the UK, so getting things r
      epaired isn't so easy!
      
      
________________________________________________________________________________
Date: 
Nov 14, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: LR3C and overvoltage
      
      At 03:44 AM 11/14/2010, you wrote:
      Bob.
      I have a B and C LR3C (?) regulator watching over my electrical 
      system battery and alternator.
      I also have a Vision Micro Systems VM1000 instrumentation.
      
      In monitoring the elec system voltage the VM uses a lead from my main 
      bus, and normally shows between 13.6 and 14.2 volts.
      I have recently, yesterday, fitted a Dynon D-10A and on its screen it 
      shows a voltage of 15 -15.3 volts. The Dynon is powered from the main bus.
      
      I also have two auxilliary outputs from the main bus to power a 
      standby handheld gps and handheld radio.
      The gps also monitors its input voltage and also shows 15 volts.
      
      My questions are: Could the LR3C be faulty and should it be replaced? 
      How can the VM1000 see a different voltage to the Dynon and standby 
      gps? Is the VM1000 at fault?
      
      Any help in identifying which is correct and which isn't would be 
      much appreciated.
      
           You are suffering a common malady known as "too much
           data". We're all operating vehicles from airplanes
           to cars, trucks, boats and lawn tractors that feature
           DC power systems. The vast majority do not have voltmeters
           and when they do have voltmeters, their veracity is seldom
           questioned.
      
           Obviously, only one of the readings you've cited can
           be "most nearly correct". I say "most nearly" because
           all measurement devices have accuracy specifications
           (and perhaps drift with age) that contribute to errors
           in displayed readings.
      
           Just for grins, I just gathered up a flock of 5 multimeters
           from various hiding places around the shops and vehicles
           and hooked them to a power supply on the bench. I set
           the power supply to 15.0 volts output based on it's
           3-digit display. The various meters read as follows:
      
           Micronta (radio shack brand)  15.00
           Digital Instrumets Co         15.05
           Radio Shack                   15.07
           Fluke Model 75                14.96
           Fluke Model 8000              14.94
      
           If I average the total of 6 displays I get
           15.003 which is a very strong suggestion that
           the power supply is indeed putting out 15.00
           volts. This isn't a very good illustration
           because the devices I choose to keep in my
           toolboxes are of known reliability and are
           periodically checked. Nonetheless, if I
           were to split hairs, I'd have to say that
           the REAL output voltage was probably closer
           to 14.95 volts. Why? Only because of my experience
           with instruments crafted with John Fluke's
           name on them.
      
           Now, what's the significance of these tiny variations?
           In an airplane or any other vehicle, obviously
           none. What you're experiencing is the uncertainty
           generated by non-agreement of multiple instruments.
           This is compounded by the  fact that you don't
           know which if any of the instruments were crafted
           with the skills and quality exemplified by
           John Fluke's test equipment.
      
           The preponderance of evidence suggests that your
           bus voltage is indeed on the order of 15.0
           volts. Assuming that the VM1000 is not being
           "tricked" into some lower reading as a result
           of configuration (conductor voltage drops
           throughout the system) then the major suspicion
           of error is on the VM1000.
      
           The best thing to do is get a multimeter of
           some known calibration and use it to referee
           the contest. A fresh Duracell AA battery is
           very close to 1.60 volts at room temperature.
           Get a Radio Shack AA battery holder for 8
           cells (Catalog #: 270-387)
      
      Emacs!
      
          An populate with fresh AA cells. Measure
          the terminal voltage on the holder. If your
          meter reads 12.8 volts, it's close enough
          for government work. If it's something else,
          make note of that difference. Let's say it's
          12.5 volts. Okay, any reading in that range
          is 0.3 volts high.
      
          Now, go measure the bus on your airplane.
          Apply any observed calibration offset to the
          reading and THAT becomes your benchmark for
          evaluating the veracity of the other displays
          in the airplane.
      
          Your LR-3 senses the main bus so if your
          meter suggests some adjustment is called for,
          then there's a plug button on the side of
          the LR-3 that covers an adjusting screw.
          This reading is best taken while in flight
          and with normal loads on the system. So it
          might take several observations and subsequent
          adjustments to achieve what you want.
      
          On the other hand if you find that the bus
          is 14.2 to 14.6 volts under all operating
          conditions in flight, then I'd leave it alone.
          Just make note of the correction factor you
          now need to apply to any ONE instrument that
          displays voltage and ignore the rest of them.
      
          Many moons ago, the RM series mercury cells
          could be depended upon to offer a 1.345 volt
          calibration source over a wide range of
          temperature. Of course, we can't buy those any
          more.
      
         Bob . . . 
      
________________________________________________________________________________
Date: 
Nov 14, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: LR3C and overvoltage (Clarification)
      
      
      
      
          . . .  populated with fresh AA cells. Measure
          the terminal voltage on the holder. If your
          meter reads 12.8 volts, it's close enough
          for government work. If it's something else,
          make note of that difference. Let's say it's
          12.5 volts. Okay, any reading in that range
          is 0.3 volts HIGHER THAN WHAT IS DISPLAYED
          ON THE METER so your correction factor is to
          add 0.3 volts to the reading.
      
          One reader asked why you couldn't check the
          meter calibration with one cell. Two reasons:
      
          (1) Many meters measure 15.0 and 1.5 on different
          scale settings which may not exactly track each
          other for %of error. In the example I gave, a
          single cell would have been measured on the 2
          to 4 volt full scale settings while 15.0 volts
          was measured on 20 to 40 volt full scale settings;
          same settings as those used to investigate the
          situation in the airplane. If Radio Shack had
          an 9-cell holder, it would be better yet for
          qualifying your investigative instrument.
      
          (2) Instruments have several kinds of errors.
          Linearity, scale factor and offset. See instrumentation
          chapter in the 'Connection. By doing your calibration
          in the same neighborhood as the voltage of interest,
          the effects of linearity error are washed out.
          Effects of offset and scale factor are largely
          combined together in the hypothesized 0.3 volt
          error factor.  This is a good example of how an
          instrument with terrible accuracy characteristics
          is still useful as a reasonably precise
          'transfer standard' once its shortcomings are known.
      
          Now, go measure the bus on your airplane.
          Apply any observed calibration offset to the
          reading and THAT becomes your benchmark for
          evaluating the veracity of the other displays
          in the airplane.
      
      
      
          Bob . . .
      
________________________________________________________________________________
From: 
"Ralph & Maria Finch" <ralphmariafinch(at)gmail.com>
Subject: 
Recommend a digital multimeter?
Date: 
Nov 14, 2010
      
      
      I just discovered my faithful old Radio Shack DMM is wonky, the little scale
      at the bottom of the LCD displays reads correctly between 0-30, but the
      digits don't correspond.  Time for a new DMM.
      
      I could just go back to the Shack and get whatever they have, but would like
      to check here for a recommendation.  Mr. Nuckolls, any advice?  A brief
      search using Google reveals many nifty new features in DMMs these days.
      Anything an airplane builder should look for?
      
      Thanks,
      Ralph Finch
      Davis, California, USA
      RV-9A QB-SA
      
      
________________________________________________________________________________
Date: 
Nov 15, 2010
From: 
Matt Dralle <dralle(at)matronics.com>
Subject: 
List Fund Raiser & Some Very Nice Comments... 
      
      
      Dear Listers,
      
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      Matronics Email List Administrator
      
      
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________________________________________________________________________________
From: 
"Howard M. Plevyak Jr." <hplevyak(at)mac.com>
Subject: 
Re: Need a tips how best to validate wiring  harness
      work
Date: 
Nov 15, 2010
      
      David and Bob,
      Thanks for the tips on validating a wiring harness.  Good to know I'm on the right
      track.
      
      Howard
      Glastar, Cincinnati, OH
      
________________________________________________________________________________
From: 
"bob-tcw" <rnewman(at)tcwtech.com>
Subject: 
TCW product update, backup battery system accessory
Date: 
Nov 15, 2010
      
      Fellow builders,
      
      We are bringing out a new accessory that you should know about.   Its a 
      plug-in AC powered charger specifically designed for our IBBS system.   
      This new charger lets you easily recharge and trickle charge an IBBS 
      battery back-up system. The plug-in charger keeps an IBBS system topped 
      off over the winter and fast charges it after yearly condition 
      inspections.   The details are available on our web site.   
      www.tcwtech.com 
      
      Thanks,
      Bob Newman
      RV-10 40176
      
________________________________________________________________________________
Subject: 
Re: Recommend a digital multimeter?
From: 
Etienne Phillips <etienne.phillips(at)gmail.com>
Date: 
Nov 15, 2010
      
      
      Hi Ralph
      
      In my experience, those cheap and nasty ones offer the best value for money. After
      I damaged my mid-range DMM (snapped the knob off), I replaced it with a cheapy,
      and have had twice the service life, maybe 1% less accuracy, and complete
      lack of concern for its well-being when chucking it into the tool box. I've
      gone through a single 9V battery in about 8 years, and the little beast keeps
      on going. Unlike my nice one.
      
      For what we do (if all you're doing is typical hobbyist stuff), the true-rms, computer-connectible,
      super gizmo is complete overkill. Something that can measure
      voltage, current (even if you have to change plugs for the different scales)
      and continuity will provide all the functionality that you'll ever need, and
      none of those require any sort of precision better than a few parts in a hundred.
      
      My 2c anyway!
      Etienne
      
      On 15 Nov 2010, at 6:32 AM, Ralph & Maria Finch wrote:
      
      > 
      > I just discovered my faithful old Radio Shack DMM is wonky, the little scale
      > at the bottom of the LCD displays reads correctly between 0-30, but the
      > digits don't correspond.  Time for a new DMM.
      > 
      > I could just go back to the Shack and get whatever they have, but would like
      > to check here for a recommendation.  Mr. Nuckolls, any advice?  A brief
      > search using Google reveals many nifty new features in DMMs these days.
      > Anything an airplane builder should look for?
      > 
      > Thanks,
      > Ralph Finch
      > Davis, California, USA
      > RV-9A QB-SA
      
      
________________________________________________________________________________
Subject: 
Capacitor for Rotax
From: 
"agibeaut" <aagibeaut(at)yahoo.com>
Date: 
Nov 15, 2010
      
      
      Anyone know where I can buy the 22,000uF 25V capacitor listed on the Rotax wiring
      diagram? The price wanted by a Rotax service center seems a little outrageous.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=319521#319521
      
      
________________________________________________________________________________
From: 
davidbf(at)centurytel.net
Subject: 
undervoltage lamps
Date: 
Nov 15, 2010
      
      
      I had a recent failure that is prompting me to at least get a couple of idiot lights
      for indicators, tell me what you think.  I have a FADEC system with dual
      alternators/batteries isolated.  My main battery is an Odyssey PC680, charged
      by B&C standard alternator.  Backup ess buss and primary FADEC battery is a 7
      amp/h smaller battery charged by the B&C SD-8 alternator.  Architecture is Z-14
      with crowbar protection only on the 7 amp battery.  For whatever reasoning
      I had 7 years ago this is what I was comfortable with...until now.  
      
      On a recent pre-flight I had to charge the primary fadec battery(non starting)
      to get the engine to fire because it was low in voltage after using it to check
      awos, tune frequencies, etc.  This had never happened before as I usually replace
      this battery annually.   After starting & running while taxiing & before
      takeoff it is standard to remove alternately primary & secondary busses from
      engine as a verification of buss operation.   Everything was ok so after the flight
      I replaced the battery.  I have voltage readout on the Dynon but didn't
      notice any abnormality (but there could have been). 
      
      Next flight, flew 90 miles to Grand Rapids for the day, no problem on the way down.
      After departure and telling departure control I was going to 6500 feet and
      arriving there I noticed my Dynon showing a red bar & message indicating the
      unit was powering down.  Also happening was a red fadec warning light followed
      by a sputtering engine, I was losing power!!  I immediately noticed (because
      the dynon red bar had happened before) that I had inadvertently put the primary
      alternator switch to the "battery only" position, the main alternator was
      not on.  This engine sputtering was also telling me the primary fadec battery
      was in a discharging state.  Both batteries were being operated with no method
      of charging either battery.  Even though I have voltage readout on the dynon
      for both busses, I was lax in looking at it.  Kicking in the main bat/alt switch
      brought everything back to seeming normal, but I knew I still had a primary
      battery/charging problem.  After landing & the next!
      
        day I saw that my SD-8 was not coupled and was spinning inside--the coupler had
      broken.  I now have parts on order & that should fix that problem. 
      
      Questions:
      
      1)  What would I need to get a warning light to indicate I do not have a charging
      mode on the batteries?  Is an LR-3 system the only choice?
      2)  The bat/alt 2 position switch per Z-14 has bitten me more than once, I'm not
      sure why I don't just use a bat/alt single position switch?  What is the purpose
      of the bat only postition?  When would I really need this?
      3)  The caveat of the fadec is a 9 volt operating threshold--it is what it is---should
      I have a way of joining busses in a real emergency to couple all available
      current to fadec?
      
      
      Dave Ford
      Cadillac, MI  
      RV6 flying
      RV10 building
      
      
________________________________________________________________________________
From: 
"Ed Anderson" <eanderson(at)carolina.rr.com>
Subject: 
Re: Capacitor for Rotax
Date: 
Nov 15, 2010
      
      
      Here is a source with some as cheap as $5.00
      
      http://www.mouser.com/Search/Refine.aspx?Keyword=22%2c000uF+25V
      
      Ed
      
      --------------------------------------------------
      From: "agibeaut" <aagibeaut(at)yahoo.com>
      Sent: Monday, November 15, 2010 8:13 PM
      Subject: AeroElectric-List: Capacitor for Rotax
      
      >
      > Anyone know where I can buy the 22,000uF 25V capacitor listed on the Rotax 
      > wiring diagram? The price wanted by a Rotax service center seems a little 
      > outrageous.
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=319521#319521
      >
      >
      > 
      
      
________________________________________________________________________________
Date: 
Nov 16, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: undervoltage lamps
      
      
      >   Even though I have voltage readout on the dynon for both busses, 
      > I was lax in looking at it.  Kicking in the main bat/alt switch 
      > brought everything back to seeming normal, but I knew I still had a 
      > primary battery/charging problem.  After landing & the next!
      
          Have you availed yourself of a copy of the AeroElectric Connection.
          In the chapters on electrical system instrumentation and system
          reliability we emphasize the need for ACTIVE NOTIFICATION OF
          LOW VOLTAGE. EVERY one of the Z-figures illustrates this feature.
      >
      >   day I saw that my SD-8 was not coupled and was spinning 
      > inside--the coupler had broken.  I now have parts on order & that 
      > should fix that problem.
      >
      >Questions:
      >
      >1)  What would I need to get a warning light to indicate I do not 
      >have a charging mode on the batteries?  Is an LR-3 system the only choice?
      
          A low voltage warning light. Preferably bright and flashes
          at 2-3 times per second and located to be easily seen
          by the pilot. It is automatically preflight tested because
          the light(s) come on as soon as battery switches are on
          and before the engine is started. Once alternator(s) pick
          up the loads, the lights go out.
      
      >2)  The bat/alt 2 position switch per Z-14 has bitten me more than 
      >once, I'm not sure why I don't just use a bat/alt single position switch?
      
          This is explained in the 'Connection. The switch is
          a way to emulate the functionality of the split-rocker
          used on most light singles for over 40 years. It
          allows you to run battery only for ground ops without
          burdening the battery with field current drain of a
          non-rotating alternator. This configuration is no
          different than what has flown on tens of thousands
          of TC aircraft.
      
          Since you're flying an electrically dependent engine,
          the need for active notification of low voltage is
          still more critical and the 'reliability' of dual
          electrical systems can be compromised without it as
          you've discovered.
      
          I don't have any inventory on LV warning right now
          but you should have one on EACH system before you
          fly again. Check with Eric at
      
      http://www.periheliondesign.com/moreproductsfiles/LV_Annunciator%20Manual.pdf
      
          and see if he can fix you up.
      
      
      >   What is the purpose of the bat only postition?  When would I 
      > really need this?
      >3)  The caveat of the fadec is a 9 volt operating threshold--it is 
      >what it is---should I have a way of joining busses in a real 
      >emergency to couple all available current to fadec?
      
          The point of having 4 pouwer sources in
          Z-14 is to NOT have an emergency. What's
          your game plan for detecting and dealing with
          any single failure? What's you plan for maintaining
          both batteries at some capacity that you've
          established as a design goal?
      
          12v lead acid batteries are 100% used up at 10v.
          If you find yourself down to this voltage level
          and wondering what to do next . . . you've really
          missed the opportunity offered by a Z-14 system
          combined with a preventative maintenance program
          that insures this will never happen.
      
          Bob . . .
      
      
________________________________________________________________________________
Date: 
Nov 16, 2010
From: 
Dan Billingsley <dan(at)azshowersolutions.com>
Subject: 
Pondering
      
      
      As I have recently completed wiring for the z-16...I find myself going through
      
      what-if questions. Not uncommon to most pilots as this is what saves our bacon
      
      should the deamon in question present itself.
      so... If while in flight the crowbar trips an over-voltage and in turn the 
      alternator disconnect relay does its thing...
      1. What would be my indicator that this has indeed happened?
      2. Other than knowing I need to land soon, what other steps should I take? 
      3. Should I turn off the ALT, the ALT and BATT and just rely on my essential 
      buss?
      4. Will cycling the ALT/BATT re-set the Alternator Relay if the overvoltage has
      
      subsided? Would this be good practice or just asking for it?
      
      Thanks for your thoughts
      Dan
      
      
________________________________________________________________________________
Date: 
Nov 16, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Pondering
      
      
      At 02:41 AM 11/16/2010, you wrote:
      >
      >
      >As I have recently completed wiring for the z-16...I find myself 
      >going through
      >what-if questions. Not uncommon to most pilots as this is what saves 
      >our bacon
      >should the deamon in question present itself.
      >so... If while in flight the crowbar trips an over-voltage and in turn the
      >alternator disconnect relay does its thing...
      >1. What would be my indicator that this has indeed happened?
      
          Low voltage light comes on . . .
      
      >2. Other than knowing I need to land soon, what other steps should I take?
      
          How soon? Do you KNOW what the capacity of your battery
          is for sustaining flight? Do you have a plan for
          reducing loads on the battery to MEET your design
          goals for battery only ops? Do you plan to carry
          flight bag accessories intended to mitigate the
          effects of electrical power loss?
      
          http://aeroelectric.com/Pictures/Misc/Vacination_for_Dark_Panel_Syndrom.pdf
      
      >3. Should I turn off the ALT, the ALT and BATT and just rely on my essential
      >buss?
      
          That's up to you what do you WANT to be able to accomplish
          with no alternator and how are you planning to meet those
          design goals with confidence?
      
      >4. Will cycling the ALT/BATT  re-set the Alternator Relay if the 
      >overvoltage has
      >subsided? Would this be good practice or just asking for it?
      
          Actually, just pushing the breaker back in will bring
          the alternator back on line. Just in case the event might
          have been a transient event, you can do this one time
          and it's good to monitor system voltage if it's displayed
          anywhere on the panel. If the voltage starts to climb
          abnormally, you can pull the breaker . . . or it may
          climb so fast that you don't have to pull it . . . it
          will trip by itself.
      
          Check out chapter 17 in the 'Connection.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Nov 16, 2010
Subject: 
Re: Capacitor for Rotax
From: 
Richard Girard <aslsa.rng(at)gmail.com>
      
      B & C has them. I don't remember what I paid for it, but it was under $20.
      
      Rick Girard
      
      On Mon, Nov 15, 2010 at 9:57 PM, Ed Anderson wrote:
      
      > eanderson(at)carolina.rr.com>
      >
      > Here is a source with some as cheap as $5.00
      >
      > http://www.mouser.com/Search/Refine.aspx?Keyword=22%2c000uF+25V
      >
      > Ed
      >
      > --------------------------------------------------
      > From: "agibeaut" <aagibeaut(at)yahoo.com>
      > Sent: Monday, November 15, 2010 8:13 PM
      > To: 
      > Subject: AeroElectric-List: Capacitor for Rotax
      >
      >
      >>
      >> Anyone know where I can buy the 22,000uF 25V capacitor listed on the Rotax
      >> wiring diagram? The price wanted by a Rotax service center seems a little
      >> outrageous.
      >>
      >>
      >>
      >>
      >> Read this topic online here:
      >>
      >> http://forums.matronics.com/viewtopic.php?p=319521#319521
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >
      >
      
      
      -- 
      Zulu Delta
      Kolb Mk IIIC
      582 Gray head
      4.00 C gearbox
      3 blade WD
      Thanks, Homer GBYM
      
      It is not bigotry to be certain we are right; but it is bigotry to be unable
      to imagine how we might possibly have gone wrong.
       - G.K. Chesterton
      
________________________________________________________________________________
Date: 
Nov 16, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Recommend a digital multimeter?
      
      
      Ralph asks:
      
      I just discovered my faithful old Radio Shack DMM is wonky, the little scale
      at the bottom of the LCD displays reads correctly between 0-30, but the
      digits don't correspond. Time for a new DMM.
      
      I could just go back to the Shack and get whatever they have, but would like
      to check here for a recommendation. Mr. Nuckolls, any advice? A brief
      search using Google reveals many nifty new features in DMMs these days.
      Anything an airplane builder should look for?
      
      Etienne says:
      
      In my experience, those cheap and nasty ones offer the best value for 
      money. After I damaged my mid-range DMM (snapped the knob off), I 
      replaced it with a cheapy, and have had twice the service life, maybe 
      1% less accuracy, and complete lack of concern for its well-being 
      when chucking it into the tool box. I've gone through a single 9V 
      battery in about 8 years, and the little beast keeps on going. Unlike 
      my nice one.
      
      For what we do (if all you're doing is typical hobbyist stuff), the 
      true-rms, computer-connectible, super gizmo is complete overkill. 
      Something that can measure voltage, current (even if you have to 
      change plugs for the different scales) and continuity will provide 
      all the functionality that you'll ever need, and none of those 
      require any sort of precision better than a few parts in a hundred.
      Ray suggests:
      
      My solution is to have one GOOD meter for my bench, which I treat 
      with TLC, and 1/2 dozen of the ultra cheap (<$5) from HF or RS.  I'm 
      able to have one at hand where ever I am and if I question what the 
      cheap one says, I can bring out the good one.
      
          Right on guys.
      
          A few days ago I mentioned an experiment wherein
          I gathered up all the multi-meters within handy
          reach to compare their agreement for reading a
          particular voltage on the workbench. The price
          range of the sampled instruments ran from $30 to
          $300. A $3 Harbor Freight sample wasn't handy but
          I've got a few of those around somewhere too. The
          experiment demonstrated the relatively equivalent
          accuracy of a wide range of devices.
      
          As others have already suggested, it's better to
          have a few cheapies than to blow your total budget
          on one Cadillac device. This is because the vast
          majority of uses for a multi-meter is to answer
          yes/no questions. Is the bus hot? Is the device
          drawing ballpark expected current? Does this pathway
          have continuity? The relative precision of the
          instrument doesn't help you do a better job.
      
          50 years ago, price bought you more precision,
          perhaps more robustness and certainly more
          sensitivity. My very first purchase of a
          "professional" multimeter was the day I got
          hired at Boeing for $86/wk. The instrument was
          a Tripplet 630 an cost me most of that week's
          pay.
      
      http://ralphselectronics.biz/images/TRIP-630NS.jpg
      
          The modern descendant of that instrument is
          still offered for about $500. It's got a few
          more features than the one I bought 59 years
          ago. Interestingly enough, the $3 Harbor Freight
          special is more sensitive (higher input impedance)
          and just as accurate (1.5%) as the 630 for a
          tiny fraction of the money.
      
          The $3 device IS not as robust but for most
          of our purposes, we can treat it as a disposable
          device. If the Tripplet craps, or gets crunched,
          you get it fixed or perhaps cry a lot. If the HF
          craps, you pitch it and get another one. In fact,
          when you buy the el-cheapo, you might get two or three.
      
          Need to set up your voltage regulator? Do the
          po-boy's calibration study I suggested earlier
          this week and you're good to go without having
          to invest a lot of $time$ on an instrument with
          features that may not offers a good return
          on investment.
      
          At the same time, keep an eye on the offerings
          at garage sales, ebay, and periodic special sale
          prices at RS, etc. You can often exploit a really
          good value on the purchase of an instrument
          with more chrome and foxtails.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Nov 16, 2010
From: 
Marvin Haught <handainc(at)madisoncounty.net>
Subject: 
Re: Recommend a digital multimeter?
      
      
        Bob -
      
      Do you have any experience with the Knight multimeters.  Looking at 
      their website  http://www.knightonline.com/meters, they seem to have a 
      nice variety at price that seem to be a good value.  Some friends of 
      mine bought 15 of them for use in a vo-tech school program for aircraft 
      and auto mechanics and are totally sold on the quality and value (if 
      anyone is rough on tools, it is mechanic students!).  Looking at the 
      variety offered on the site, what features would you recommend for a 
      home hobbyist, aircraft homebuilder?  I'm just getting started in the 
      electronics end of things, have been lurking on here, but know just 
      enough to be dangerous right now.  I am interested in purchasing one, 
      because they have temperature measuring that appears to be quite 
      accurate, and since I teach fabric covering for Stewart Systems, and do 
      custom covering, I need one for calibrating my heating irons.
      
      M. Haught
      
      On 11/16/2010 9:57 AM, Robert L. Nuckolls, III wrote:
      > 
      >
      > Ralph asks:
      >
      > I just discovered my faithful old Radio Shack DMM is wonky, the little 
      > scale
      > at the bottom of the LCD displays reads correctly between 0-30, but the
      > digits don't correspond. Time for a new DMM.
      >
      > I could just go back to the Shack and get whatever they have, but 
      > would like
      > to check here for a recommendation. Mr. Nuckolls, any advice? A brief
      > search using Google reveals many nifty new features in DMMs these days.
      > Anything an airplane builder should look for?
      >
      > Etienne says:
      >
      > In my experience, those cheap and nasty ones offer the best value for 
      > money. After I damaged my mid-range DMM (snapped the knob off), I 
      > replaced it with a cheapy, and have had twice the service life, maybe 
      > 1% less accuracy, and complete lack of concern for its well-being when 
      > chucking it into the tool box. I've gone through a single 9V battery 
      > in about 8 years, and the little beast keeps on going. Unlike my nice 
      > one.
      >
      > For what we do (if all you're doing is typical hobbyist stuff), the 
      > true-rms, computer-connectible, super gizmo is complete overkill. 
      > Something that can measure voltage, current (even if you have to 
      > change plugs for the different scales) and continuity will provide all 
      > the functionality that you'll ever need, and none of those require any 
      > sort of precision better than a few parts in a hundred.
      > Ray suggests:
      >
      > My solution is to have one GOOD meter for my bench, which I treat with 
      > TLC, and 1/2 dozen of the ultra cheap (<$5) from HF or RS.  I'm able 
      > to have one at hand where ever I am and if I question what the cheap 
      > one says, I can bring out the good one.
      >
      >    Right on guys.
      >
      >    A few days ago I mentioned an experiment wherein
      >    I gathered up all the multi-meters within handy
      >    reach to compare their agreement for reading a
      >    particular voltage on the workbench. The price
      >    range of the sampled instruments ran from $30 to
      >    $300. A $3 Harbor Freight sample wasn't handy but
      >    I've got a few of those around somewhere too. The
      >    experiment demonstrated the relatively equivalent
      >    accuracy of a wide range of devices.
      >
      >    As others have already suggested, it's better to
      >    have a few cheapies than to blow your total budget
      >    on one Cadillac device. This is because the vast
      >    majority of uses for a multi-meter is to answer
      >    yes/no questions. Is the bus hot? Is the device
      >    drawing ballpark expected current? Does this pathway
      >    have continuity? The relative precision of the
      >    instrument doesn't help you do a better job.
      >
      >    50 years ago, price bought you more precision,
      >    perhaps more robustness and certainly more
      >    sensitivity. My very first purchase of a
      >    "professional" multimeter was the day I got
      >    hired at Boeing for $86/wk. The instrument was
      >    a Tripplet 630 an cost me most of that week's
      >    pay.
      >
      > http://ralphselectronics.biz/images/TRIP-630NS.jpg
      >
      >    The modern descendant of that instrument is
      >    still offered for about $500. It's got a few
      >    more features than the one I bought 59 years
      >    ago. Interestingly enough, the $3 Harbor Freight
      >    special is more sensitive (higher input impedance)
      >    and just as accurate (1.5%) as the 630 for a
      >    tiny fraction of the money.
      >
      >    The $3 device IS not as robust but for most
      >    of our purposes, we can treat it as a disposable
      >    device. If the Tripplet craps, or gets crunched,
      >    you get it fixed or perhaps cry a lot. If the HF
      >    craps, you pitch it and get another one. In fact,
      >    when you buy the el-cheapo, you might get two or three.
      >
      >    Need to set up your voltage regulator? Do the
      >    po-boy's calibration study I suggested earlier
      >    this week and you're good to go without having
      >    to invest a lot of $time$ on an instrument with
      >    features that may not offers a good return
      >    on investment.
      >
      >    At the same time, keep an eye on the offerings
      >    at garage sales, ebay, and periodic special sale
      >    prices at RS, etc. You can often exploit a really
      >    good value on the purchase of an instrument
      >    with more chrome and foxtails.
      >
      >
      >   Bob . . .
      >
      >
      
      
________________________________________________________________________________
Date: 
Nov 16, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Recommend a digital multimeter?
      
      
      At 10:20 AM 11/16/2010, you wrote:
      
      
        Bob -
      
      Do you have any experience with the Knight multimeters.  Looking at 
      their website  http://www.knightonline.com/meters, they seem to have 
      a nice variety at price that seem to be a good value.  Some friends 
      of mine bought 15 of them for use in a vo-tech school program for 
      aircraft and auto mechanics and are totally sold on the quality and 
      value (if anyone is rough on tools, it is mechanic 
      students!).  Looking at the variety offered on the site, what 
      features would you recommend for a home hobbyist, aircraft homebuilder?
      
         I have no personal experience with these devices so
         your friend is in much better position to tell
         you how he assess the return on his investment.
      
        I'm just getting started in the electronics end of things, have 
      been lurking on here, but know just enough to be dangerous right 
      now.  I am interested in purchasing one, because they have 
      temperature measuring that appears to be quite accurate, and since I 
      teach fabric covering for Stewart Systems, and do custom covering, I 
      need one for calibrating my heating irons.
      
         You have identified a specific feature (thermocouple
         input) that drives your purchase decision. I didn't
         see the Knight device with this feature but a number
         of suppliers offer it. I note that Radio Shack is offering
         the EXtech EX430 with a thermocouple input for
         about $90.
      
         I can offer you observations about the instruments I have used
         but I have no first hand knowledge of the devices
         you've cited.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Nov 16, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Recommend a digital multimeter?
      
      
      At 10:20 AM 11/16/2010, you wrote:
      
      
        Bob -
      
      Do you have any experience with the Knight multimeters.  Looking at 
      their website  http://www.knightonline.com/meters, they seem to have 
      a nice variety at price that seem to be a good value.  Some friends 
      of mine bought 15 of them for use in a vo-tech school program for 
      aircraft and auto mechanics and are totally sold on the quality and 
      value (if anyone is rough on tools, it is mechanic 
      students!).  Looking at the variety offered on the site, what 
      features would you recommend for a home hobbyist, aircraft homebuilder?
      
         I have no personal experience with these devices so
         your friend is in much better position to tell
         you how he assess the return on his investment.
      
        I'm just getting started in the electronics end of things, have 
      been lurking on here, but know just enough to be dangerous right 
      now.  I am interested in purchasing one, because they have 
      temperature measuring that appears to be quite accurate, and since I 
      teach fabric covering for Stewart Systems, and do custom covering, I 
      need one for calibrating my heating irons.
      
         You have identified a specific feature (thermocouple
         input) that drives your purchase decision. I didn't
         see the Knight device with this feature but a number
         of suppliers offer it. I note that Radio Shack is offering
         the EXtech EX430 with a thermocouple input for
         about $90.
      
         I can offer you observations about the instruments I have used
         but I have no first hand knowledge of the devices
         you've cited.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Subject: 
Re: Recommend a digital multimeter?
From: 
"nuckollsr" <bob.nuckolls(at)aeroelectric.com>
Date: 
Nov 16, 2010
      
      
      PostPosted: Tue Nov 16, 2010 10:47 am    Post subject: Recommend a digital multimeter?
      At 10:20 AM 11/16/2010, you wrote:
      
      
      Bob -
      
      Do you have any experience with the Knight multimeters. Looking at
      their website http://www.knightonline.com/meters, they seem to have
      a nice variety at price that seem to be a good value.
      
         See: http://tinyurl.com/2bhdsnv 
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=319590#319590
      
      
________________________________________________________________________________
Date: 
Nov 16, 2010
From: 
Marvin Haught <handainc(at)madisoncounty.net>
Subject: 
Re: Recommend a digital multimeter?
      
      
        Thanks Bob -
      
      That at least gives me a ball park price for comparison.  They have a 
      model they call an "Automotive" (http://www.knightonline.com/automm.htm)
      that looks handy and has the thermocouple input.  Unless someone on here 
      has a better recommendation, I think that is the way I will go.  Price 
      is $117 plus shipping and has an available AC/DC current clamp and a RPM 
      measuring device.
      
      M. Haught
      
      On 11/16/2010 10:45 AM, Robert L. Nuckolls, III wrote:
      > 
      >
      > At 10:20 AM 11/16/2010, you wrote:
      > 
      >
      >  Bob -
      >
      > Do you have any experience with the Knight multimeters.  Looking at 
      > their website  http://www.knightonline.com/meters, they seem to have a 
      > nice variety at price that seem to be a good value.  Some friends of 
      > mine bought 15 of them for use in a vo-tech school program for 
      > aircraft and auto mechanics and are totally sold on the quality and 
      > value (if anyone is rough on tools, it is mechanic students!).  
      > Looking at the variety offered on the site, what features would you 
      > recommend for a home hobbyist, aircraft homebuilder?
      >
      >   I have no personal experience with these devices so
      >   your friend is in much better position to tell
      >   you how he assess the return on his investment.
      >
      >  I'm just getting started in the electronics end of things, have been 
      > lurking on here, but know just enough to be dangerous right now.  I am 
      > interested in purchasing one, because they have temperature measuring 
      > that appears to be quite accurate, and since I teach fabric covering 
      > for Stewart Systems, and do custom covering, I need one for 
      > calibrating my heating irons.
      >
      >   You have identified a specific feature (thermocouple
      >   input) that drives your purchase decision. I didn't
      >   see the Knight device with this feature but a number
      >   of suppliers offer it. I note that Radio Shack is offering
      >   the EXtech EX430 with a thermocouple input for
      >   about $90.
      >
      >   I can offer you observations about the instruments I have used
      >   but I have no first hand knowledge of the devices
      >   you've cited.
      >
      >
      >   Bob . . .
      >
      >
      
      
________________________________________________________________________________
Date: 
Nov 16, 2010
From: 
Marvin Haught <handainc(at)madisoncounty.net>
Subject: 
Re: Recommend a digital multimeter?
      
      
        Thanks Bob - Actually found that same unit for $19.99 on a google 
      search.  That works for me at an almost  "throw away" price.
      
      M. Haught
      
      On 11/16/2010 11:07 AM, nuckollsr wrote:
      > -->  AeroElectric-List message posted by: "nuckollsr"
      >
      > PostPosted: Tue Nov 16, 2010 10:47 am    Post subject: Recommend a digital multimeter?
      > At 10:20 AM 11/16/2010, you wrote:
      >
      >
      > Bob -
      >
      > Do you have any experience with the Knight multimeters. Looking at
      > their website http://www.knightonline.com/meters, they seem to have
      > a nice variety at price that seem to be a good value.
      >
      >     See: http://tinyurl.com/2bhdsnv
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=319590#319590
      >
      >
      
      
________________________________________________________________________________
From: 
Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: 
Recommend a digital multimeter?
Date: 
Nov 16, 2010
      
      
        Although I have a Radio Shack DMM=2C which cost me about $20=2C it defini
      tely feels
      like a cheapie.  It works fine and all=2C but it has about 10" test leads
      =2C and they are
      near impossible to fold back inside the unit=2C and then close the cover.
      
       Again=2C this little meter worked fine=2C but I just felt like get somethi
      ng that felt
      more "substantial."  We don't have much decent shopping in my new town=2C e
      xcept
      for WalMart.  I looked over their selection=2C and one unit caught my eye. 
       It was
      the typical bright yellow/black standard appearence DMM.  At $20-$21=2C it 
      looked
      like a bargain.  So I bought it=2C and initially I used it for checking hot
       circuits=2C etc=2C 
      on my house=2C which I was building at the time.
      
        After I finished the house=2C I needed to check on some resistors=2C and 
      found that my
      year-old preferred DMM didn't work anymore.  Upon taking it apart=2C my gue
      ss is they
      don't work long after someone dumps coffee in them.  Greatly dissapointed
      =2C I tried
      to find the SAME one on eBay.  No luck.  After looking everywhere and not f
      inding it
      elsewhere=2C I checked back at my local WalMart=2C and fortunately=2C it's 
      still there.  So=2C 
      I grabbed a new one.  I'm very pleased with it's performance=2C and I keep 
      it away
      from most beverages!  (it wasn't ME that dumped something in it)
      
        The DMM unit is made by "Etek".  The model # is 10709.  It has the basic 
      functions
      you'd expect to find=2C plus a thermister for checking temperatures.  I lik
      e it=2C I'd recommend it.
      It also has a few bonus features=2C like=3B flashlight and "non-contact" vo
      ltage warning alarm=2C
      although with my hearing=2C I don't hear it if it sounds.  It's probably Ch
      inese=2C but I wouldn't
      necessarily consider it a total cheapie.
        One small "oh goodie" of having to buy a new one is=2C I now have two set
      s of leads.  So=2C I
      converted one set into alligator clips.  Now=2C I have a choice....clips or
       pointy ends.  So=2C that's 
      my recommendation=3B  Etek #101709   ~$21.  Just keep your employees coffee
       away from it.
      
      Mike Welch 		 	   		  
      
________________________________________________________________________________
Subject: 
Re: Recommend a digital multimeter?
From: 
"rampil" <ira.rampil(at)gmail.com>
Date: 
Nov 16, 2010
      
      
      DMM T/C for fabric covering...
      
      
      Interesting, I was going to recommend you look for a cheapy with
      thermocouple input.  I'd find that feature useful for troubleshooting
      EGT probes.  The DMMs I have seen mostly have K type curves built
      in, not the lower temp J curves. A K tc would be completely unusable
      for your purpose, but probably still a more useful function than
      "diode test" or hFe (transistor gain)
      
      --------
      Ira N224XS
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=319602#319602
      
      
________________________________________________________________________________
From: 
Robert Mitchell <rmitch1(at)hughes.net>
Subject: 
Re: Recommend a digital multimeter?
Date: 
Nov 16, 2010
      
      
      I have several from Harbor Freight from time to time they go on sale for $3.99,
      seem to work as good as a top of the line Radio Shack DMM.
      Bob Mitchell
      
      Sent from my iPad
      
      On Nov 16, 2010, at 12:14 PM, "rampil"  wrote:
      
      > 
      > DMM T/C for fabric covering...
      > 
      > 
      > Interesting, I was going to recommend you look for a cheapy with
      > thermocouple input.  I'd find that feature useful for troubleshooting
      > EGT probes.  The DMMs I have seen mostly have K type curves built
      > in, not the lower temp J curves. A K tc would be completely unusable
      > for your purpose, but probably still a more useful function than
      > "diode test" or hFe (transistor gain)
      > 
      > --------
      > Ira N224XS
      > 
      > 
      > 
      > 
      > Read this topic online here:
      > 
      > http://forums.matronics.com/viewtopic.php?p=319602#319602
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Date: 
Nov 16, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Recommend a digital multimeter?
      
      At 12:14 PM 11/16/2010, you wrote:
      >
      >DMM T/C for fabric covering...
      >
      >
      >Interesting, I was going to recommend you look for a cheapy with
      >thermocouple input.  I'd find that feature useful for troubleshooting
      >EGT probes.  The DMMs I have seen mostly have K type curves built
      >in, not the lower temp J curves. A K t/c would be completely unusable
      >for your purpose, but probably still a more useful function than
      >"diode test" or hFe (transistor gain)
      
          How does a K wire device become "unusable" unless the only
          t/c wire you own is type J?  I think K-wire t/c is
          the industry preferred because it is suitable for use over
          a wider range than J-wire. I don't recall ever seeing
          a spool of J-wire at HBC. We used a lot of K and some T wire.
          I think all the common multi-meters with T/C inputs are
          K-wire.
      
          But every temperature you might wish to explore with J-
          wire can also be quantified with K-wire sensors.
      
          By the way, I was unpacking some moving bins
          looking for some parts and found an HF $3 multimeter
          waiting for some service. The internal fuse was popped.
          I replaced the fuse and compared it with the bench Fluke.
          It proved to be a 1% accuracy device on the DC and
          resistance scales.
      
          One thing I forgot to mention about selecting a multimeter:
      
          I avoid instruments with captive test probe leads. Banana
          plug jacks for a variety of leads is handy. It's even better
          if the jacks are spaced 3/4" . . . this allows you to take
          advantage of dual banana plug accessories and adapters
      
      Emacs!
      
      
      Emacs!
      
      
          that have been very popular in test leads market
          for many moons. You'll want to make up leads with insulated
          alligator clips on the end.
      
      Emacs!
      
      
          More often than not, I can "probe" a circuit with the
          tip of an alligator clip but quite often I want to
          have my hands free to do something else while the
          meter is clipped into place for a measurement.
      
          But if you can find a good deal on something that is
          not 3/4" spaced, it's not a big deal.
      
      
         Bob . . . 
      
________________________________________________________________________________
Date: 
Nov 16, 2010
From: 
Marvin Haught <handainc(at)madisoncounty.net>
Subject: 
Re: Recommend a digital multimeter?
      
        Okay - this is strange!  I have that exact same unit, and never 
      noticed that it had temp measurement on it!  However, I did not get a 
      thermocouple with the unit - did yours come with the thermocouple probe?
      
      M. Haught
      
      On 11/16/2010 11:53 AM, Mike Welch wrote:
      >   Although I have a Radio Shack DMM, which cost me about $20, it 
      > definitely feels
      > like a cheapie.  It works fine and all, but it has about 10" test 
      > leads, and they are
      > near impossible to fold back inside the unit, and then close the cover.
      >
      >  Again, this little meter worked fine, but I just felt like get 
      > something that felt
      > more "substantial."  We don't have much decent shopping in my new 
      > town, except
      > for WalMart.  I looked over their selection, and one unit caught my 
      > eye.  It was
      > the typical bright yellow/black standard appearence DMM.  At $20-$21, 
      > it looked
      > like a bargain.  So I bought it, and initially I used it for checking 
      > hot circuits, etc,
      > on my house, which I was building at the time.
      >
      >   After I finished the house, I needed to check on some resistors, and 
      > found that my
      > year-old preferred DMM didn't work anymore.  Upon taking it apart, my 
      > guess is they
      > don't work long after someone dumps coffee in them.  Greatly 
      > dissapointed, I tried
      > to find the SAME one on eBay.  No luck.  After looking everywhere and 
      > not finding it
      > elsewhere, I checked back at my local WalMart, and fortunately, it's 
      > still there.  So,
      > I grabbed a new one.  I'm very pleased with it's performance, and I 
      > keep it away
      > from most beverages!  (it wasn't ME that dumped something in it)
      >
      >   The DMM unit is made by "Etek".  The model # is 10709.  It has the 
      > basic functions
      > you'd expect to find, plus a thermister for checking temperatures.  I 
      > like it, I'd recommend it.
      > It also has a few bonus features, like; flashlight and "non-contact" 
      > voltage warning alarm,
      > although with my hearing, I don't hear it if it sounds.  It's probably 
      > Chinese, but I wouldn't
      > necessarily consider it a total cheapie.
      >   One small "oh goodie" of having to buy a new one is, I now have two 
      > sets of leads.  So, I
      > converted one set into alligator clips.  Now, I have a choice....clips 
      > or pointy ends.  So, that's
      > my recommendation;  Etek #101709   ~$21.  Just keep your employees 
      > coffee away from it.
      >
      > Mike Welch
      > *
      >
      > *
      
      
________________________________________________________________________________
Subject: 
Re: Recommend a digital multimeter?
From: 
"rampil" <ira.rampil(at)gmail.com>
Date: 
Nov 16, 2010
      
      
      Hi Bob,
      
      My recollection of the voltage curves for J and K types would
      render the fabric range down at the low  voltage end for a K type.
      If these are the cheap meters, you'll get better resolution with a J
      because of higher voltage per degree and larger voltage at 300F.
      
      OK, so less desirable if not useless.
      
      --------
      Ira N224XS
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=319620#319620
      
      
________________________________________________________________________________
From: 
Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: 
Recommend a digital multimeter?
Date: 
Nov 16, 2010
      
      
      Marvin=2C
      
        Geesh=2C what are the odds?!!  As a matter of fact=2C yes=2C I have it=2C
       plus I also the extra temp probe from 
      the first one.  Want it?  It's yours.
        Send me your address and I'll mail it to you.
      
       Mike W.
      
      
      Date: Tue=2C 16 Nov 2010 14:36:08 -0600
      From: handainc(at)madisoncounty.net
      Subject: Re: AeroElectric-List: Recommend a digital multimeter?
      
      
      Okay - this is strange!  I have that exact same unit=2C and never noticed t
      hat it had temp measurement on it!  However=2C I did not get a thermocouple
       with the unit - did yours come with the thermocouple probe? 
      
      M. Haught
      
      On 11/16/2010 11:53 AM=2C Mike Welch wrote: 
      
      
        Although I have a Radio Shack DMM=2C which cost me about $20=2C it defini
      tely feels
      like a cheapie.  It works fine and all=2C but it has about 10" test leads
      =2C and they are
      near impossible to fold back inside the unit=2C and then close the cover.
      
       Again=2C this little meter worked fine=2C but I just felt like get somethi
      ng that felt
      more "substantial."  We don't have much decent shopping in my new town=2C e
      xcept
      for WalMart.  I looked over their selection=2C and one unit caught my eye. 
       It was
      the typical bright yellow/black standard appearence DMM.  At $20-$21=2C it 
      looked
      like a bargain.  So I bought it=2C and initially I used it for checking hot
       circuits=2C etc=2C 
      on my house=2C which I was building at the time.
      
        After I finished the house=2C I needed to check on some resistors=2C and 
      found that my
      year-old preferred DMM didn't work anymore.  Upon taking it apart=2C my gue
      ss is they
      don't work long after someone dumps coffee in them.  Greatly dissapointed
      =2C I tried
      to find the SAME one on eBay.  No luck.  After looking everywhere and not f
      inding it
      elsewhere=2C I checked back at my local WalMart=2C and fortunately=2C it's 
      still there.  So=2C 
      I grabbed a new one.  I'm very pleased with it's performance=2C and I keep 
      it away
      from most beverages!  (it wasn't ME that dumped something in it)
      
        The DMM unit is made by "Etek".  The model # is 10709.  It has the basic 
      functions
      you'd expect to find=2C plus a thermister for checking temperatures.  I lik
      e it=2C I'd recommend it.
      It also has a few bonus features=2C like=3B flashlight and "non-contact" vo
      ltage warning alarm=2C
      although with my hearing=2C I don't hear it if it sounds.  It's probably Ch
      inese=2C but I wouldn't
      necessarily consider it a total cheapie.
        One small "oh goodie" of having to buy a new one is=2C I now have two set
      s of leads.  So=2C I
      converted one set into alligator clips.  Now=2C I have a choice....clips or
       pointy ends.  So=2C that's 
      my recommendation=3B  Etek #101709   ~$21.  Just keep your employees coffee
       away from it.
      
      Mike Welch
      
      
       		 	   		  
      
________________________________________________________________________________
From: 
Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: 
Re: Recommend a digital multimeter?
Date: 
Nov 16, 2010
      
      
      Ira=2C
      
        Having done the fabric last year on my Kolb MkIII=2C I can't imagine usin
      g a DMM temp probe
      on the Poly Fiber=2C when you consider they have IR Thermometers that are S
      O fast and
      accurate=2C like these=3B
      
       http://cgi.ebay.com/Non-Contact-IR-Infrared-Digital-Thermometer-Laser-/390
      225147065?pt=LH_DefaultDomain_0&hash=item5adb3b34b9
      
        I paid about $35 for mine about three years ago=2C but the prices appear 
      to have come down a 
      lot.  I used it to monitor the iron mostly=2C sometimes every 10-15 seconds
      .  Takes about 2 seconds to check 
      a temperature.  Just a thought.......
      
      Mike Welch
      
      
       		 	   		  
      
________________________________________________________________________________
Date: 
Nov 16, 2010
From: 
Marvin Haught <handainc(at)madisoncounty.net>
Subject: 
Re: Recommend a digital multimeter?
      
        LOL!  Yes, I want it!! I didnt' get the temp probe with mine and was 
      just searching on line for a source!
      
      This is great!!  Thanks Mike!  I'd be glad to pay you something for it 
      or at least, pay the postage!!
      
      Marvin Haught
      P.O. Box 419
      Huntsville, AR 72740
      
      M. Haught
      
      On 11/16/2010 3:02 PM, Mike Welch wrote:
      > Marvin,
      >
      >   Geesh, what are the odds?!!  As a matter of fact, yes, I have it, 
      > plus I also the extra temp probe from
      > the first one.  Want it?  It's yours.
      >   Send me your address and I'll mail it to you.
      >
      >  Mike W.
      >
      > ------------------------------------------------------------------------
      > Date: Tue, 16 Nov 2010 14:36:08 -0600
      > From: handainc(at)madisoncounty.net
      > To: aeroelectric-list(at)matronics.com
      > Subject: Re: AeroElectric-List: Recommend a digital multimeter?
      >
      > Okay - this is strange!  I have that exact same unit, and never 
      > noticed that it had temp measurement on it!  However, I did not get a 
      > thermocouple with the unit - did yours come with the thermocouple probe?
      >
      > M. Haught
      >
      > On 11/16/2010 11:53 AM, Mike Welch wrote:
      >
      >       Although I have a Radio Shack DMM, which cost me about $20, it
      >     definitely feels
      >     like a cheapie.  It works fine and all, but it has about 10" test
      >     leads, and they are
      >     near impossible to fold back inside the unit, and then close the
      >     cover.
      >
      >      Again, this little meter worked fine, but I just felt like get
      >     something that felt
      >     more "substantial."  We don't have much decent shopping in my new
      >     town, except
      >     for WalMart.  I looked over their selection, and one unit caught
      >     my eye.  It was
      >     the typical bright yellow/black standard appearence DMM.  At
      >     $20-$21, it looked
      >     like a bargain.  So I bought it, and initially I used it for
      >     checking hot circuits, etc,
      >     on my house, which I was building at the time.
      >
      >       After I finished the house, I needed to check on some resistors,
      >     and found that my
      >     year-old preferred DMM didn't work anymore.  Upon taking it apart,
      >     my guess is they
      >     don't work long after someone dumps coffee in them.  Greatly
      >     dissapointed, I tried
      >     to find the SAME one on eBay.  No luck.  After looking everywhere
      >     and not finding it
      >     elsewhere, I checked back at my local WalMart, and fortunately,
      >     it's still there.  So,
      >     I grabbed a new one.  I'm very pleased with it's performance, and
      >     I keep it away
      >     from most beverages!  (it wasn't ME that dumped something in it)
      >
      >       The DMM unit is made by "Etek".  The model # is 10709.  It has
      >     the basic functions
      >     you'd expect to find, plus a thermister for checking
      >     temperatures.  I like it, I'd recommend it.
      >     It also has a few bonus features, like; flashlight and
      >     "non-contact" voltage warning alarm,
      >     although with my hearing, I don't hear it if it sounds.  It's
      >     probably Chinese, but I wouldn't
      >     necessarily consider it a total cheapie.
      >       One small "oh goodie" of having to buy a new one is, I now have
      >     two sets of leads.  So, I
      >     converted one set into alligator clips.  Now, I have a
      >     choice....clips or pointy ends.  So, that's
      >     my recommendation;  Etek #101709   ~$21.  Just keep your employees
      >     coffee away from it.
      >
      >     Mike Welch
      >
      >     *
      >
      >     *
      >
      >
      > *
      >
      > _blank>www.aeroelectric.com
      > /" target=_blank>www.buildersbooks.com
      > =_blank>www.homebuilthelp.com
      > =_blank>http://www.matronics.com/contribution
      > -List" target=_blank>http://www.matronics.com/Navigator?AeroElectric-List
      > ttp://forums.matronics.com
      > *
      > *
      >
      > *
      
      
________________________________________________________________________________
Date: 
Nov 16, 2010
From: 
Marvin Haught <handainc(at)madisoncounty.net>
Subject: 
Re: Recommend a digital multimeter?
      
        Mike -
      
      I'm a distributor for Stewart Systems and use irons extensively, and 
      have found that the IR units vary greatly in accuracy, hence my desire 
      to have reliable testing source in the form of a mulltimeter.  Now, I 
      calibrate the little temp sensitive spring units with a multimeter and 
      use them in my classes rather than relying on the IR units, except for 
      the ones I have verified are accurate.  I have several brands of the IR 
      units and several of the brand I sell, and only 3 of the 10 or so are 
      accurate (of course, it depends upon the type of surface you are 
      reading).  And when I say "inaccurate" I'm talking 40 to 50 degrees 
      either hot or cold.  Like you, I monitor my irons carefully when shrinking.
      
      M. Haught
      
      On 11/16/2010 3:10 PM, Mike Welch wrote:
      > Ira,
      >
      >   Having done the fabric last year on my Kolb MkIII, I can't imagine 
      > using a DMM temp probe
      > on the Poly Fiber, when you consider they have IR Thermometers that 
      > are SO fast and
      > accurate, like these;
      >
      > http://cgi.ebay.com/Non-Contact-IR-Infrared-Digital-Thermometer-Laser-/390225147065?pt=LH_DefaultDomain_0&hash=item5adb3b34b9 
      > <http://cgi.ebay.com/Non-Contact-IR-Infrared-Digital-Thermometer-Laser-/390225147065?pt=LH_DefaultDomain_0&hash=item5adb3b34b9>
      >
      >   I paid about $35 for mine about three years ago, but the prices 
      > appear to have come down a
      > lot.  I used it to monitor the iron mostly, sometimes every 10-15 
      > seconds.  Takes about 2 seconds to check
      > a temperature.  Just a thought.......
      >
      > Mike Welch
      >
      >
      > *
      >
      > *
      
      
________________________________________________________________________________
From: 
"Ralph & Maria Finch" <ralphmariafinch(at)gmail.com>
Subject: 
Recommend a digital multimeter?
Date: 
Nov 16, 2010
      
      
      Fellas, thanks for the advice.  I just came back from Harbor Freight with
      two of their fine products in hand (http://bit.ly/9UbhcS). I splurged and
      paid the big bucks for the backlight unit.
      	
      OK, I also ordered a Fluke 115 from Amazon (http://amzn.to/aU9nm8).  For
      each type of tool I do like to have at least one quality example in addition
      to the HF knockoffs.  Now back to building...gotta use these things!
      
      Ralph Finch
      Davis, California, USA
      RV-9A QB-SA
      
      
________________________________________________________________________________
From: 
"Stan Blanton" <s.blanton(at)sbcglobal.net>
Subject: 
Z-13/8 Rev. Q
Date: 
Nov 16, 2010
      
      Is there a simplified schematic available for Z-13/8 that utilizes the
      always present battery to energize the SD-8?
      
      
      Thanks,
      
      
      Stan Blanton
      
      
________________________________________________________________________________
Date: 
Nov 16, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Z-13/8 Rev. Q
      
      
      At 07:22 PM 11/16/2010, you wrote:
      >Is there a simplified schematic available for Z-13/8 that utilizes 
      >the always present battery to energize the SD-8?
      >
      
         Not sure I understand "simplified" or "energize".
         The latest configuration is here:
      
      http://www.aeroelectric.com/PPS/Adobe_Architecture_Pdfs/Z13-8Q.pdf
      
         The extra diodes and resistors in the SD-8 wiring
         along with diodes on the alternator disconnect
         relay will use the battery to jump start the SD-8.
         Is there some additional functional feature you
         need?
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Nov 16, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Thermocouples
      
      
      At 02:40 PM 11/16/2010, you wrote:
      >
      >Hi Bob,
      >
      >My recollection of the voltage curves for J and K types would
      >render the fabric range down at the low  voltage end for a K type.
      >If these are the cheap meters, you'll get better resolution with a J
      >because of higher voltage per degree and larger voltage at 300F.
      >
      >OK, so less desirable if not useless.
      
         Okay . . . Yes, the voltage vs. temperature gradient
         for J is larger than K and therefore easier to measure
         with greater resolution.  But modern digitizing and
         processing makes this less of an issue. The display
         resolution on the Fluke 51/52 t/c meter is 0.1 C or F
         but the stated accuracy of instrument is +/- 1.1C
         with K-wire then there's accuracy of the wire itself
         which can stack another 1.5 to 2.5 degrees C error
         with either J or K assuming the wire meets industry
         performance minimums.
      
      http://digital.ni.com/public.nsf/allkb/776AB03E065228408625727B00034E20
      
         Multi-meters with t/c inputs tend not to be as
         capable as a dedicated t/c device like the Fluke
         51/52 devices. I think the last time I compared one
         of my multi-meters with the Fluke, there was a
         difference of 4 degrees at 100C.
      
         The thrust of this missive goes to the notion
         that thermocouples and their display devices are
         subject to well understood errors. Further, one
         needs to be mindful of additional errors that can
         crop up in poorly crafted joints.
      
         So don't be too surprised if side-by-side t/c
         instruments reading the same point differ by
         5-10 degrees at CHT temperatures.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Nov 17, 2010
From: 
Matt Dralle <dralle(at)matronics.com>
Subject: 
What's My Contribution Used For?     
      
      
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________________________________________________________________________________
From: 
"Stan Blanton" <s.blanton(at)sbcglobal.net>
Subject: 
Re: Z-13/8 Rev. Q
Date: 
Nov 17, 2010
      
      Bob,
      
      
      I believe I should have used the term SD8 "self excitation".
      
      
      Wasn't the self excitation feature added to allow the SD8 to come online
      without a battery on line?
      
      With a Z-13/8 architecture the battery is always connected to the SD8
      circuit.
      
      Assuming proper maintenance of the battery, is there any
      significant/reasonable simplified component reduction possible or advisable
      in the self excitation feature for the SD-8 ? (ref. message 44709 below)
      
      
      Thanks,
      
      
      Stan Blanton
      
      
      Match: 
      
      #11
      
      
      Message: 
      
      #44709
      
      
      Date: 
      
      Apr 05, 2009
      
      
      From: 
      
      "Robert L. Nuckolls, III" 
      
      
      Subject: 
      
      Re: SD-8 self-excitation in Z-13/8
      <http://www.matronics.com/searching/getmsg_script.cgi?INDEX=79864148?KEYS=_s
      elf_&_excitation?LISTNAME=AeroElectric?HITNUMBER=11?SERIAL=06243130800?SHOWB
      UTTONS=NO> 
      
      
      At 09:35 AM 4/4/2009, you wrote:
      > 
      >Robert L. Nuckolls, III wrote:
      >> 
      >>   I will suggest that a second E-bus feed directly from the
      >>   battery for combined with well considered preventative
      >>   maintenance is the best hedge against loss of battery
      >>   contactor. This takes the sans battery performance of
      >>   the alternator/regulator out of the equation.
      >Given a Z-13/8 architecture, what is the point in making the SD-8 
      >self exciting? The battery is always present even if the battery 
      >contactor fails.
      
          Yeah, in a 13/8 configuration the self-excitation
          feature is redundant. I was just putting it into
          all the drawings citing the SD-8. It would be a pretty
          cool thing if B&C would make this feature a part of
          their stock regulator.
      
      
              Bob . . .
      
      
________________________________________________________________________________
Subject: 
Re: Thermocouples
From: 
"rampil" <ira.rampil(at)gmail.com>
Date: 
Nov 17, 2010
      
      
      Hi Bob,
      
      Thanks for the input!
      
      When I responded, I was not considering Fluke, HP, or Tektronix,
      but rather cheapy $10 DMMs with cheap ADCs with poor temporal and voltage resolution
      and precision.
      
      My concerns would be negligible on a $500 Fluke!
      
      --------
      Ira N224XS
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=319780#319780
      
      
________________________________________________________________________________
From: 
"Noel Loveys" <noelloveys(at)yahoo.ca>
Subject: 
Re: Recommend a digital multimeter?
Date: 
Nov 17, 2010
      
      I use a special wax strips which melt at specific temps.  I believe the
      temps I have are 325 and 350 (I'd have to check).  I simply mark the bottom
      of my iron and when the 325 melts and the 350 doesn't I'm in the park.  I
      also have the IR thermometer but I tend to use it to find a dead cylinder
      without frying my hands.
      
      
      Noel
      
      
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Marvin
      Haught
      Sent: November 16, 2010 6:06 PM
      Subject: Re: AeroElectric-List: Re: Recommend a digital multimeter?
      
      
      Mike - 
      
      I'm a distributor for Stewart Systems and use irons extensively, and have
      found that the IR units vary greatly in accuracy, hence my desire to have
      reliable testing source in the form of a mulltimeter.  Now, I calibrate the
      little temp sensitive spring units with a multimeter and use them in my
      classes rather than relying on the IR units, except for the ones I have
      verified are accurate.  I have several brands of the IR units and several of
      the brand I sell, and only 3 of the 10 or so are accurate (of course, it
      depends upon the type of surface you are reading).  And when I say
      "inaccurate" I'm talking 40 to 50 degrees either hot or cold.  Like you, I
      monitor my irons carefully when shrinking.  
      
      M. Haught 
      
      On 11/16/2010 3:10 PM, Mike Welch wrote: 
      
      Ira,
      
        Having done the fabric last year on my Kolb MkIII, I can't imagine using a
      DMM temp probe
      on the Poly Fiber, when you consider they have IR Thermometers that are SO
      fast and
      accurate, like these;
      
      
      http://cgi.ebay.com/Non-Contact-IR-Infrared-Digital-Thermometer-Laser-/39022
      5147065?pt=LH_DefaultDomain_0
      <http://cgi.ebay.com/Non-Contact-IR-Infrared-Digital-Thermometer-Laser-/3902
      25147065?pt=LH_DefaultDomain_0&hash=item5adb3b34b9> &hash=item5adb3b34b9
      
        I paid about $35 for mine about three years ago, but the prices appear to
      have come down a 
      lot.  I used it to monitor the iron mostly, sometimes every 10-15 seconds.
      Takes about 2 seconds to check 
      a temperature.  Just a thought.......
      
      Mike Welch
      
      
________________________________________________________________________________
Date: 
Nov 17, 2010
From: 
Marvin Haught <handainc(at)madisoncounty.net>
Subject: 
Re: Recommend a digital multimeter?
      
        Thanks Noel for the feedback, and the wax strips would probably be 
      okay using a solvent system with proper cleaning, but with water based 
      products, ANY exposure of the fabric to any wax or oil is a HUGE 
      potential problem.  Even a fingerprint from rubbing your nose will show 
      up when filling the fabric with the UV Block and filler.  We use a 
      special cleaner periodically throughout the covering process to prevent 
      contamination from oils and waxes.  Even tack wipes supposedly 
      specifically for water based products can cause huge problems with fish 
      eyes in the top coat.
      
      M. Haught
      
      On 11/17/2010 9:29 AM, Noel Loveys wrote:
      >
      > I use a special wax strips which melt at specific temps.  I believe 
      > the temps I have are 325 and 350 (I'd have to check).  I simply mark 
      > the bottom of my iron and when the 325 melts and the 350 doesn't I'm 
      > in the park.  I also have the IR thermometer but I tend to use it to 
      > find a dead cylinder without frying my hands.
      >
      > Noel
      >
      > *From:* owner-aeroelectric-list-server(at)matronics.com 
      > [mailto:owner-aeroelectric-list-server(at)matronics.com] *On Behalf Of 
      > *Marvin Haught
      > *Sent:* November 16, 2010 6:06 PM
      > *To:* aeroelectric-list(at)matronics.com
      > *Subject:* Re: AeroElectric-List: Re: Recommend a digital multimeter?
      >
      > Mike -
      >
      > I'm a distributor for Stewart Systems and use irons extensively, and 
      > have found that the IR units vary greatly in accuracy, hence my desire 
      > to have reliable testing source in the form of a mulltimeter.  Now, I 
      > calibrate the little temp sensitive spring units with a multimeter and 
      > use them in my classes rather than relying on the IR units, except for 
      > the ones I have verified are accurate.  I have several brands of the 
      > IR units and several of the brand I sell, and only 3 of the 10 or so 
      > are accurate (of course, it depends upon the type of surface you are 
      > reading).  And when I say "inaccurate" I'm talking 40 to 50 degrees 
      > either hot or cold.  Like you, I monitor my irons carefully when 
      > shrinking.
      >
      > M. Haught
      >
      > On 11/16/2010 3:10 PM, Mike Welch wrote:
      >
      > Ira,
      >
      >   Having done the fabric last year on my Kolb MkIII, I can't imagine 
      > using a DMM temp probe
      > on the Poly Fiber, when you consider they have IR Thermometers that 
      > are SO fast and
      > accurate, like these;
      >
      > http://cgi.ebay.com/Non-Contact-IR-Infrared-Digital-Thermometer-Laser-/390225147065?pt=LH_DefaultDomain_0&hash=item5adb3b34b9 
      > <http://cgi.ebay.com/Non-Contact-IR-Infrared-Digital-Thermometer-Laser-/390225147065?pt=LH_DefaultDomain_0&hash=item5adb3b34b9>
      >
      >   I paid about $35 for mine about three years ago, but the prices 
      > appear to have come down a
      > lot.  I used it to monitor the iron mostly, sometimes every 10-15 
      > seconds.  Takes about 2 seconds to check
      > a temperature.  Just a thought.......
      >
      > Mike Welch
      >
      > *  *
      > *  *
      >
      > *  *www.aeroelectric.com  <http://www.aeroelectric.com>www.homebuilthelp.comhttp://www.matronics.com/c=                              -Matt Dralle, List         - The AeroElectric-List Email List utilities such as List Photoshare, and much much    -->    http://www.matronics.com/Navigator?AeroElectric-List
      > http://forums.matronics.com====
      > *
      >
      > *
      
      
________________________________________________________________________________
Date: 
Nov 17, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Z-13/8 Rev. Q
      
      
      At 08:35 AM 11/17/2010, you wrote:
      >Bob,
      >
      >I believe I should have used the term SD8 "self excitation".
      >
      >Wasn't the self excitation feature added to allow the SD8 to come 
      >online without a battery on line?
      
          Yes, and the diodes added to the disconnect relay to allow it
          to energize from EITHER the SD-8 or the Battery . . .
      
      >With a Z-13/8 architecture the battery is always connected to the SD8 circuit.
      
          ???? No, normal ops call for the SD-8 to be in the
          OFF position.
      
      >Assuming proper maintenance of the battery, is there any 
      >significant/reasonable simplified component reduction possible or 
      >advisable in the self excitation feature for the SD-8 ?
      
          Your right. The self excitation feature is based
          on the notion that one might find themselves airborne
          with a dead battery. I recall the conversation now. I
          think we decided that the band-aid stacked on top of
          the original Z-13/8 design goals was unnecessary
          and presumes that an OBAM airplane builder would
          find themselves in that situation after takeoff.
      
          Given that you, I and 99.9% of the folks who read
          this list will have a well considered Plan-B and
          a preventative maintenance program to support it,
          the SD-8 self-excitation and dual-feed for the
          alternator relay are unnecessary and only adds to
          parts count.
      
          Thanks for the reminder! I think I'll take those
          out.
      
          Bob . . .
      
      
________________________________________________________________________________
Date: 
Nov 17, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Thermocouples
      
      
      At 09:11 AM 11/17/2010, you wrote:
      >
      >Hi Bob,
      >
      >Thanks for the input!
      >
      >When I responded, I was not considering Fluke, HP, or Tektronix,
      >but rather cheapy $10 DMMs with cheap ADCs with poor temporal and 
      >voltage resolution and precision.
      >
      >My concerns would be negligible on a $500 Fluke!
      
          Understand.
      
          For folks interested in elevating their temperature
          measurement capabilities, an Ebay seller has about
          a half dozen Fluke 51 meters for $66.00 BuyItNow (includes
          shipping), item 170556237065.
      
          See also items 140478886447, 220696564187, 270664205816
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Nov 17, 2010
From: 
David <ainut(at)hiwaay.net>
Subject: 
Re: Recommend a digital multimeter?
      
      
      I have a (believe it or not) a Craftsman DMM.  It has a thermocouple for 
      temperature readings (k type, I think) as well as scales for freq (hz,) 
      and a proprietary link to serial port for computer connection.  It 
      autoranges, can read (low) ac and dc amps,  and has been quite reliable 
      during the years I've owned it.  IIRC, it cost about $100 but was well 
      worth it.  The hz scale alone helps me tweak the a/c generator in the 
      RV.  Don't even know if it is available anymore but it's a model 82325.  
      It comes with alligator clips that screw onto the pointy ends as needed.
      http://www.commercial.sears.com/comsale/industrial/toolcat/ti.cgi/item.ti/3143?tool=9-82325
      
      David M.
      
      
      Mike Welch wrote:
      >   Although I have a Radio Shack DMM, which cost me about $20, it 
      > definitely feels
      > like a cheapie.  It works fine and all, but it has about 10" test 
      > leads, and they are
      > near impossible to fold back inside the unit, and then close the cover.
      >
      >  Again, this little meter worked fine, but I just felt like get 
      > something that felt
      > more "substantial."  We don't have much decent shopping in my new 
      > town, except
      > for WalMart.  I looked over their selection, and one unit caught my 
      > eye.  It was
      > the typical bright yellow/black standard appearence DMM.  At $20-$21, 
      > it looked
      > like a bargain.  So I bought it, and initially I used it for checking 
      > hot circuits, etc,
      > on my house, which I was building at the time.
      >
      >   After I finished the house, I needed to check on some resistors, and 
      > found that my
      > year-old preferred DMM didn't work anymore.  Upon taking it apart, my 
      > guess is they
      > don't work long after someone dumps coffee in them.  Greatly 
      > dissapointed, I tried
      > to find the SAME one on eBay.  No luck.  After looking everywhere and 
      > not finding it
      > elsewhere, I checked back at my local WalMart, and fortunately, it's 
      > still there.  So,
      > I grabbed a new one.  I'm very pleased with it's performance, and I 
      > keep it away
      > from most beverages!  (it wasn't ME that dumped something in it)
      >
      >   The DMM unit is made by "Etek".  The model # is 10709.  It has the 
      > basic functions
      > you'd expect to find, plus a thermister for checking temperatures.  I 
      > like it, I'd recommend it.
      > It also has a few bonus features, like; flashlight and "non-contact" 
      > voltage warning alarm,
      > although with my hearing, I don't hear it if it sounds.  It's probably 
      > Chinese, but I wouldn't
      > necessarily consider it a total cheapie.
      >   One small "oh goodie" of having to buy a new one is, I now have two 
      > sets of leads.  So, I
      > converted one set into alligator clips.  Now, I have a choice....clips 
      > or pointy ends.  So, that's
      > my recommendation;  Etek #101709   ~$21.  Just keep your employees 
      > coffee away from it.
      >
      > Mike Welch
      > *
      >
      > *
      
      -- 
      If you're an American, just say NO to the Obamanation and to Soros!
      
      
________________________________________________________________________________
Date: 
Nov 17, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
HiRose Circular Connectors
      
      While digging through moving bins, I ran across two
      mated pairs of 10-conductor, HiRose circular connectors
      having max i.d. of 0.95 inches and mated length of
      4.5" including boots. These were extras for an instrumentation
      job I did for HBC a few moons back. New in sealed plastic
      bags.
      
      I think these would do the job for control stick wiring
      disconnects that will slide inside the stick. $30.00/pair
      new. I'd let these go for $20.00/pair postage paid.
      
      Emacs!
      
      
      Emacs!
      
      
          Interested readers should contact me directly
          at nuckolls.bob(at)aeroelectric.com
      
      
         Bob . . . 
      
________________________________________________________________________________
Date: 
Nov 17, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Z-13/8 Rev. R
      
      
      >    Thanks for the reminder! I think I'll take those
      >    out.
      >
      >    Bob . . .
      
          I've done some house-keeping on Z-13/8 and published
          a preliminary drawing at:
      
      http://www.aeroelectric.com/PPS/Adobe_Architecture_Pdfs/Z13-8R%28Prelimary%29.pdf
      
          Interested parties are invited to make suggestions
          or make we aware of stubbed toes . . .
      
      
         Bob . . . 
      
      
________________________________________________________________________________
From: 
"Stan Blanton" <s.blanton(at)sbcglobal.net>
Subject: 
Re: Z-13/8 Rev. R
Date: 
Nov 17, 2010
      
      Bob,
      
      
      In Rev. R of Z-13/8 I note a couple  of changes that I hope you can clarify
      for me.
      
      
      The diodes are gone on the S704-1 relay for the dynamo. Is this intentional?
      
      Is the deletion of the resistor across the capacitor also intentional?
      
      Why the change from a fusible link to a fuse rating approx. 3x for the
      circuit protection for the dynamo?
      
      
      Thanks for furthering my electrical education.
      
      
      Stan Blanton
      
      
________________________________________________________________________________
Date: 
Nov 17, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Z-13/8 Rev. R
      
      
      At 02:33 PM 11/17/2010, you wrote:
      >Bob,
      >
      >In Rev. R of Z-13/8 I note a couple  of changes that I hope you can 
      >clarify for me.
      >
      >The diodes are gone on the S704-1 relay for the dynamo. Is this intentional?
      
         Yes, those were part of the "dead battery" scenario. The pair
         of diodes allowed the self-excited SD-8 to close its own
         connect relay even if the battery was dead . . . a situation
         that is exceedingly low probability for a well designed/operated/
         maintained OBAM aircraft.
      
      >Is the deletion of the resistor across the capacitor also intentional?
      
         Yes
      
      >Why the change from a fusible link to a fuse rating approx. 3x for 
      >the circuit protection for the dynamo?
      
         Fusible links are okay . . . but I was thinking
         of 'tightening up' wiring between the battery (always
         hot) and the SD-8 disconnect relay. This pathway needs
         to be as short as practical. A fusible link in this location
         COULD have been simply a short piece of 20AWG, but
         it seemed a bit cleaner (faster and less smoke) to have
         a real fuse in there . . . the commercial off the shelf
         fuse holder comes with lead wires . . . hence the
         replacement. 30A rating is less likely to pop due to
         inrush charging the capacitor.
      
      >
      >Thanks for furthering my electrical education.
      
         Thanks for asking. I should point out that this is
         NOT a recommendation that anyone run out to the hangar
         and replace RevQ with RevR . . . this is just another
         step along the trail that evolved this architecture.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Nov 17, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Unique fasteners supplier
      
      
      I'm not sure I ever turned the AeroElectric-List community
      onto this company that stocks a nice range of product
      in smaller socket head hardware at great prices.
      
      http://rtlfasteners.com
      
      Check these guys out . . .
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Nov 17, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Sources list . . .
      
      
      Just got an email from an AeroElectric-List reader
      reminding me of a Sources List we generated about
      a year ago that did indeed link to RTL Fasteners.
      
      I'll invite List members to review the list at
      http://aeroelectric.com/Sources.html
      and let me know if there's a useful link that
      needs to be added.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
From: 
"B Tomm" <fvalarm(at)rapidnet.net>
Subject: 
Re: Z-13/8 Rev. R
Date: 
Nov 17, 2010
      
      
      Bob,
      
      Thanks for your work on this.  Couple minor points and some questions.
      
      1) Your drawing is for one Emag and one Pmag as shown in the lower right
      powered from different busses, but the battery bus on the left shows L and R
      ignitions powered from there.
      
      
      2) Again, at the battery bus, the 15amp fuse feeds a short 14AWG wire to the
      relay.  The relay control wire to the switch is 22AWG, and again from same
      switch to ground.  Shouldn't these wires also be 14AWG?  I noticed on the
      previous version of the drawing last night, and it shows up in the aux
      alternator circuit too.
      
      
      3) Shouldn't the fuselink feeding the E-bus be located at the feed end (next
      to the relay)?.
      
      
      4) For some reason, I think the relay, load shunt, capacitor, crow bar
      components etc for the aux alt circuit should be located on the cockpit side
      of the firewall (possibly for a cleaner more cooler environment).  Is this
      true?  Further, the drawing shows the capacitor grounded at the firewall
      ground bus. Is there any problem grounding it at the avionics buss instead
      which is closer in my current layout?
      
      
      5)  You've got 5X20 AWG wires between the firewall ground and avionics
      ground busses.  Is this intended to be on the same PIDG connector as shown
      or 5 separate connectors?  If it's on the same connector, why not just use a
      heavier equivalent wire?  Say 12AWG.
      
      
      6) Where can I buy a low voltage module?  The one shown doesn't seem to be
      on the B and C website.
      
      Thanks,
      
      Bevan
      RV7A wiring
      
      
________________________________________________________________________________
From: 
<bakerocb(at)cox.net>
Subject: 
Sources List
Date: 
Nov 18, 2010
      
      
      11/20/2010
      
      Hello Bob, Per your request here is an additional link to add to the sources 
      list:
      
      http://www.microfasteners.com/
      
      These people have valuable fasteners for real airplanes as well (not just 
      model airplanes) such as 100 degree countersink, flat head, six lobe (Torx) 
      drive screws.
      
      Once you use a Torx drive screw on your airplane you will NEVER again use a 
      phillips drive screw if it can be avoided.
      
      'OC' Baker Says: "The best investment we can make is the time and effort to 
      gather and understand knowledge."
      
      =====================================================
      
      From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
      Subject: AeroElectric-List: Sources list . . .
      
      
      Just got an email from an AeroElectric-List reader
      reminding me of a Sources List we generated about
      a year ago that did indeed link to RTL Fasteners.
      
      I'll invite List members to review the list at
      http://aeroelectric.com/Sources.html
      and let me know if there's a useful link that
      needs to be added.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Subject: 
Re: Recommend a digital multimeter?
From: 
"Eric M. Jones" <emjones(at)charter.net>
Date: 
Nov 18, 2010
      
      
      I have a pile of meters that await some golder moment when inspiration strikes
      me to fix them.....hah.
      
      I agree generally that cheapo meters will get the job done. My Galvanic frog-leg
      is still kicking when I apply the juice, but it is really nice to have dependable
      tools. 
      
      After reading this list I went to Ebay and snapped up a like-new Fluke 77 for $38
      including shipping. The seller had a note "Home Use Only!" on it, which scared
      away some potential buyers, but was only meant to indicate it had never seen
      industrial use. 
      
      Last year when I had a very difficult 0.1% measurement, After considering all the
      alternatives, I bought a freshly calibrated Fluke 87V meter (on Ebay too!)
      that offered FOUR digits behind the decimal. Not cheap but 1/2 price on Ebay.
      
      The Fluke 11 was proof that not all Fluke meters are great, but Fluke seems to
      be the ticket for great products at a fair price.
      
      --------
      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=319914#319914
      
      
________________________________________________________________________________
Date: 
Nov 18, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: HiRose Circular Connectors
      
      
      These connectors are gone. Thanks to all who
      expressed an interest.
      
      If you really need to have a set of these connectors
      they may be acquired new-off-the-shelf at:
      
      http://search.digikey.com/scripts/DkSearch/dksus.dll?Detail&name=HR1741-ND
      
      http://search.digikey.com/scripts/DkSearch/dksus.dll?Detail&name=HR1743-ND
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Nov 18, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Z-13/8 Rev. R
      
      
      Bob,
      
      Thanks for your work on this.  Couple minor points and some questions.
      
      1) Your drawing is for one Emag and one Pmag as shown in the lower right
      powered from different busses, but the battery bus on the left shows L and R
      ignitions powered from there.
      
          That's an artifact from an earlier cut-n-paste. Good catch.
          Fixed.
      
      2) Again, at the battery bus, the 15amp fuse feeds a short 14AWG wire to the
      relay.  The relay control wire to the switch is 22AWG, and again from same
      switch to ground.  Shouldn't these wires also be 14AWG?
      
           No, these wires carry relay control current only which is
           perhaps 150 mA. This is not unlike the wire that controls
           the battery contactor too.
      
      3) Shouldn't the fuselink feeding the E-bus be located at the feed end (next
      to the relay)?.
      
          No, that feedpath can be powered from BOTH ends hence protection
          at both ends. But you reminded me of another feature I wanted
          to fix. A faulted fuse at the e-bus end is much faster and less likely
          to damage the e-bus normal feedpath diode. I've revised to suggest
          fuse protection at that end as opposed to fusible link.
      
      
      4) For some reason, I think the relay, load shunt, capacitor, crow bar
      components etc for the aux alt circuit should be located on the cockpit side
      of the firewall (possibly for a cleaner more cooler environment).  Is this
      true?
      
          Not a big deal. Obviously it's cooler and cleaner in the
          cabin but at the same time, keeping all the high power
          wires out on the firewall is probably preferred.
      
        Further, the drawing shows the capacitor grounded at the firewall
      ground bus. Is there any problem grounding it at the avionics buss instead
      which is closer in my current layout?
      
           NO! That wire carries a lot of ripple current which
           is the byproduct of smoothing the SD-8 output . . . you
           don't want to inject that into the avionics ground. I
           think I'd keep all that alternator stuff on the forward
           side of the firewall.
      
      
      5)  You've got 5X20 AWG wires between the firewall ground and avionics
      ground busses.  Is this intended to be on the same PIDG connector as shown
      or 5 separate connectors?
      
           5 separate connectors at the firewall and 5 separate
           pins in the panel ground d-sub.
      
      
         If it's on the same connector, why not just use a
         heavier equivalent wire?  Say 12AWG.
      
           Use a 12AWG if you want to solder the wire to your
           panel ground connector like shown here
      
      http://aeroelectric.com/Pictures/Grounding/Minibus1.jpg
      
      
      6) Where can I buy a low voltage module?  The one shown doesn't seem to be
      on the B and C website.
      
          That's one of my devices which will be the next
          product out the gate here. If you need it right
          now, Eric Jones has one.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Subject: 
Re: Z-13/8 Rev. R 
From: 
Erich_Weaver(at)urscorp.com
Date: 
Nov 18, 2010
      
      Minor comments to consider:
      
      My local experience is that most everyone building these days, even those 
      on a budget,  are installing engine monitors. Stand-alone low voltage 
      monitors are not required.  Similarly, alternator load meters and their 
      associated shunts have been replaced by Hall effect sensors and the engine 
      monitor.  Maybe its time to modernize the schematic to reflect this?  Just 
      a thought...
      
      Erich
      
________________________________________________________________________________
Subject: 
Re: Z-13/8 Rev. R
From: 
"PaulR" <prose(at)panhandle.rr.com>
Date: 
Nov 18, 2010
      
      
      Bob,
      I was under the impression that EMAG Air had discontinued the "E" mag and was only
      making/selling the "P" mag.  Just thinking that if you're revising it, maybe
      worthwhile to look into that also.
      
      --------
      Paul Rose
      N417PR (res)
      RV-9A
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=319954#319954
      
      
________________________________________________________________________________
Date: 
Nov 19, 2010
From: 
Jeff Page <jpx(at)qenesis.com>
Subject: 
Z13/8 Rev Q comments
      
      
      Bob,
      
      I wonder why the feed paths to the Endurance Bus are different.  The  
      relay from the battery bus is 14 awg and fused, while the diode from  
      the main power bus is 16 awg and not fused.
      
      Previously, I was planning to use 14 awg and * 6 inches or less wire,  
      without any fuses for both paths.  I have changed my drawing so both  
      paths include fuses.
      
      Since Z13/8 highlights some new technology with E-Mags, perhaps it  
      makes sense to replace the Ford regulator with an electronic one that  
      includes overvoltage protection and low voltage annunication ?
      
      Jeff Page
      Dream Aircraft Tundra #10
      
      
________________________________________________________________________________
Date: 
Nov 19, 2010
From: 
Matt Dralle <dralle(at)matronics.com>
Subject: 
Just A Few Days Left; Well Behind Last Year...
      
      
      Dear Listers,
      
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________________________________________________________________________________
Subject: 
Re: SD8 alt connection
From: 
"gonzo24" <fmc(at)woh.rr.com>
Date: 
Nov 19, 2010
      
      
      Bob,
      
      thank you for the reply.  In reviewing the Z-13/8 schematic... since the 2awg batt
      and 14awg batt buss are all connecting at the same point on the batt contactor
      on the engine side of the firewall....  Wouldn't it be the same thing to
      terminate the SD-8 output lead directly to the battery buss stud inside the cabin?
      
      I ask this as all of my SD-8 power components i.e. regulator, capacitor, OV, relay
      are installed cabin side of the firewall (per the instructions received with
      these parts).  Why would it be necessary to run the lead with the inline 30amp
      fuse back out to the batt contactor?  In the event of a Primary alt failure,
      the SD-8 should still be excited through the 14AWG contact it has to the primary
      battery.
      
      Should one connect a smaller aux batt on the Batt buss as well in this case?  I
      ask this as LSE's power diagram shows two batteris for dual ignition as well.
      
      
      thank you for your time.
      
      --------
      RV-7a completed flown 700+ hrs sold 
      Rv-7 under construction
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=320077#320077
      
      
________________________________________________________________________________
Date: 
Nov 19, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: SD8 alt connection
      
      
      At 08:03 AM 11/19/2010, you wrote:
      >
      >Bob,
      >
      >thank you for the reply.  In reviewing the Z-13/8 schematic... since 
      >the 2awg batt and 14awg batt buss are all connecting at the same 
      >point on the batt contactor on the engine side of the 
      >firewall....  Wouldn't it be the same thing to terminate the SD-8 
      >output lead directly to the battery buss stud inside the cabin?
      
         Whoops! You have an always hot fat wire coming through
         the firewall?
      
      >I ask this as all of my SD-8 power components i.e. regulator, 
      >capacitor, OV, relay are installed cabin side of the firewall (per 
      >the instructions received with these parts).  Why would it be 
      >necessary to run the lead with the inline 30amp fuse back out to the 
      >batt contactor?  In the event of a Primary alt failure, the SD-8 
      >should still be excited through the 14AWG contact it has to the 
      >primary battery.
      
         Okay, you've arranged components with priorities ordered
         differently than suggested in the Z-figures and I understand
         why. I wish B&C wouldn't put those little notes in with
         his products suggesting that certain electro-whizzies are better
         off inside the cabin.
      
         Sure, connect the SD-8 to the battery bus . . . in fact,
         put a 30A fuse in one of the battery bus fuse-slots and
         use it to route power to the system.
      
         Airplane parts are airplane parts. They are selected and
         qualified for specific duty in locations selected first
         for functionality, minimum parts count, weight, and nice
         failure mode effects analysis. Obviously, boxes with LCD
         displays, push buttons and knobs NEED to go in the cabin
         and their tolerance for environmental extremes are relaxed
         because shares spaces where people sit. All other gizmos,
         particularly system power management parts should be happy
         living anywhere except perhaps bolted to an exhaust stack.
      
         The current locations for your SD-8 system parts
         and battery bus are now pretty much a given so you're
         compelled to make adjustments for how the wires are
         handled.
      
      >Should one connect a smaller aux batt on the Batt buss as well in 
      >this case?  I ask this as LSE's power diagram shows two batteris for 
      >dual ignition as well.
      
          No . . . don't mix-match architectures. I've
          encountered several instances where the system
          integrator attempted to cherry-pick what appeared
          to be "good and wonderful" features of multiple
          systems with the notion that each plucking of
          an idea makes the whole more righteous.
      
          The whole idea behind LSE's recommendations go
          to increasing probability that at least one
          of two ignition systems will have power irrespective
          of MULTIPLE failures . . . and without regard to
          the thought processes that ago toward fabrication
          of a FAILURE TOLERANT system.
      
          The battery in the OBAM aircraft owned, operated
          and maintained by a cognizant builder is the most
          reliable source of energy in the airplane. It's
          only limitation is total stored energy traded off
          with how much lead, water and plastic the builder
          is willing to drag around. Then comes TWO, engine
          driven power sources capable of mitigating battery
          limitations. By the way, if you DO find yourself
          operating either battery only . . . or battery+SD8,
          then turn one of the ignition systems off. The
          engine will hardly know the difference and your
          electrical system loads drop by about 2 amps.
      
          B&C and LSE make recommendations based on their
          best wishes and understanding of the systems they
          sell. The AeroElecric Connection goes toward a
          rational approach for crafting the whole system
          based on ingredients that go into recipes for
          success going WWWwaaayyyy back . . . further
          than any current supplier of electro-whizzies.
      
          Understand that supplier recommendations are
          almost never 'wrong'. But most suppliers are
          not system integrators with a focus on the big
          picture. Note how many different Z-figures there
          are as opposed to how many ways the legacy T/C
          aircraft is wired . . .
      
          I'll have a first-hand review of a dark-n-stormy
          night story to share with the List where the
          outcome wasn't a complete disaster . . . everybody
          walked away. The system integrator cherry-picked
          whippy ideas without regard their 'fit' in the
          overall system. The effects of some poor decisions
          were expensive and linger to this day. I'll tell
          you all about it after the court case settles.
      
          Please don't take anything above as a
          harbinger of doom for what you've described.
          Your system's WIRING and FUNCTIONALITY are
          going to be just fine and will function as
          advertised. We're only sifting through the
          simple-ideas that go to very low orders of
          risk.
      
      
      >thank you for your time.
      
      
          You're most welcome. That's what we're all here
          for . . .
      
         Bob . . .  
      
      
________________________________________________________________________________
Date: 
Nov 19, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Z-13/8 Rev. R
      
      
      At 02:26 PM 11/18/2010, you wrote:
      >
      >Bob,
      >I was under the impression that EMAG Air had discontinued the "E" 
      >mag and was only making/selling the "P" mag.  Just thinking that if 
      >you're revising it, maybe worthwhile to look into that also.
      
         Interesting. Thanks for the heads-up. I note that the
         e-models are not priced on the website. I've not talked
         with those guys for awhile, I need to give them a call
         and catch up.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Nov 19, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Z-13/8 Rev. R 
      
      At 11:46 AM 11/18/2010, you wrote:
      
      >Minor comments to consider:
      >
      >My local experience is that most everyone building these days, even 
      >those on a budget,  are installing engine monitors. Stand-alone low 
      >voltage monitors are not required.  Similarly, alternator load 
      >meters and their associated shunts have been replaced by Hall effect 
      >sensors and the engine monitor.  Maybe its time to modernize the 
      >schematic to reflect this?  Just a thought...
      
         The Z-figures are not a "do it this way" document.
         They're an example of an ARCHITECTURE which speaks
         to failure tolerance for a particular combination
         of flight-profile-driven battery and alternator
         decisions.
      
         Whether or not a particular airplane is fitted with
         the accessories illustrated is not germane to the
         intent and purpose of the Z-figure. There's an endless
         combination of accessories that may drive sizes of
         busses, sizes of battery, size of alternator, sizes
         of wires, choices of ignition systems and yes . . .
         methodology for monitoring any of the ship's functions.
      
         The most important thing to consider for LV monitoring
         is timely, unambiguous and attention getting notification
         for "time to switch to plan-b". If the builder has some
         alternative means for accomplishing that, great. The
         reason for having it in the Z-figure is to simply remind
         the planner that SOME form of device needs to be a
         part of the final recipe for success.
      
      
         Bob . . . 
      
________________________________________________________________________________
Date: 
Nov 19, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Z13/8 Rev Q comments
      
      
      At 12:15 AM 11/19/2010, you wrote:
      >
      >Bob,
      >
      >I wonder why the feed paths to the Endurance Bus are different.  The
      >relay from the battery bus is 14 awg and fused, while the diode from
      >the main power bus is 16 awg and not fused.
      
         Good question. The 16AWG wires are adequate to the
         current carrying task assigned to power the e-bus
         and you'll note that they're called out as "short"
         wires.  As "short", potentially sacrificial wires,
         we'd like them to fuse open as fast as practical,
         hence make them as small as practical. As we discovered
         in this experiment on the bench some time back . . .
      
      http://aeroelectric.com/Pictures/Wire/22AWG_20A.pdf
      
         . . . a 20 AMP current through a 22AWG wire didn't
         warm it enough to put the 150C insulation at risk.
         So we could probably wire the short normal feed path
         with 20 or even 18 AWG without 'over stressing' the
         the wire.
      
         An e-bus configured to the original idea calls for
         punching through a cloud layer at the home airport,
         failing an alternator, and flying comfortably to
         airport of intended destination battery only. This
         called for getting alternator-out endurance-bus loads
         down to 2 or 3 amps. Not an terribly difficult task in
         the magneto/steam-gage era.
      
         Then came electrically dependent engines and
         clusters of panel mounted 'stuff' that increased
         the size of a 'minimalist' power requirement.
         Okay, add the SD-8 and we've got 8-10 amps of
         continuous load without depleting the battery.
      
         Figure 2-3 amps of the original concept on top
         of that and one COULD consider an e-bus load of
         perhaps 13 amps.  Okay, the feeders had to take
         a big jump in AWG. Hence the fat feeder
         for alternate feed path. If we're to observe
         the reverence for crash safety and limit always
         hot feeders to 7A or less, then the S704 relay
         gets added and the fuse sizes go up to accommodate
         the new definition of endurance loads.
      
         This illustrates the thinking behind the disparity
         between normal and alternate feed wire sizes.
      
      >Previously, I was planning to use 14 awg and * 6 inches or less wire,
      >without any fuses for both paths.
      
         How did you arrive at this? When the battery and main
         bus fuse blocks are immediately adjacent to each other,
         then the no-fuse, 16AWG feeders (or even smaller
         as described above) through the diode fits legacy
         design goals. But the feeder from the battery
         bus to the e-bus is a long conductor that classically
         gets either:
      
         (1) 7A or less protection for skinny feeder and no
         remote mini-contactor or
      
         (2) a larger feeder and contactor per Z-32. The larger
         14AWG wire is appropriate for low voltage drop on longer
         wires good for up to 15A and rear mounted batteries. If
         your battery is up front, that wire could comfortably
         drop to 12AWG.
      
      
      >I have changed my drawing so both paths include fuses.
      
         Doen't hurt . . . but not necessary by legacy design
         goals.
      
      
      >Since Z13/8 highlights some new technology with E-Mags, perhaps it
      >makes sense to replace the Ford regulator with an electronic one that
      >includes overvoltage protection and low voltage annunication ?
      
         As suggested in an earlier post, you are encouraged
         to consider the full constellation of available accessories
         to put frosting on the Z-13/8 cake. I doubt that no two
         OBAM airplanes flying this ARCHITECTURE have the same
         frosting. It's my personal goal to suggest the simplest,
         lowest cost suite of components that get the job done.
         If the builder's design goals and pocket-book goes beyond
         those suggestions, great!
      
         Bob . . .  
      
      
________________________________________________________________________________
Subject: 
Re: SD8 alt connection
From: 
"user9253" <fran4sew(at)banyanol.com>
Date: 
Nov 20, 2010
      
      
      Most electrical devices that can not be shut off should be on the engine side of
      the firewall.  And if practical, devices that can be shut off should also be
      on the engine side of the firewall.  Look at each component of the electrical
      system and ask yourself, "If this device starts smoking, would I rather have
      it inside of the cockpit or outside, and how will I shut it off?"  When something
      starts smoking inside of the cockpit, it will be difficult to know what device
      it is.  Shutting off the master switch should remove power from almost everything
      inside of the cockpit.
      It would be better to place the following components on the engine side of the
      firewall: Battery, Battery Contactor, Main Battery Bus, Essential Bus Relay, Voltage
      Regulator, Capacitor, Alternator Relay
      Joe
      
      --------
      Joe Gores
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=320166#320166
      
      
________________________________________________________________________________
Date: 
Nov 21, 2010
From: 
Matt Dralle <dralle(at)matronics.com>
Subject: 
Make Sure You're Listed!  List of Contributors Published
      in December!
      
      
      Dear Listers, 
      
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      Matronics Email List Administrator
      
      
________________________________________________________________________________
Date: 
Nov 21, 2010
From: 
Dan Billingsley <dan(at)azshowersolutions.com>
Subject: 
test
      
      
________________________________________________________________________________
Date: 
Nov 21, 2010
From: 
Jeff Page <jpx(at)qenesis.com>
Subject: 
Re: Z13/8 Rev Q comments
      
      
      Robert L. Nuckolls wrote:
          Figure 2-3 amps of the original concept on top
          of that and one COULD consider an e-bus load of
          perhaps 13 amps.  Okay, the feeders had to take
          a big jump in AWG. Hence the fat feeder
          for alternate feed path. If we're to observe
          the reverence for crash safety and limit always
          hot feeders to 7A or less, then the S704 relay
          gets added and the fuse sizes go up to accommodate
          the new definition of endurance loads.
      
          This illustrates the thinking behind the disparity
          between normal and alternate feed wire sizes.
      
      Whether the feed is via the diode or the relay, the load is the same.   
      Shouldn't the wire capacity be the same ?
      
      
      > Previously, I was planning to use 14 awg and * 6 inches or less wire,
      > without any fuses for both paths.
      
          How did you arrive at this? When the battery and main
          bus fuse blocks are immediately adjacent to each other,
          then the no-fuse, 16AWG feeders (or even smaller
          as described above) through the diode fits legacy
          design goals. But the feeder from the battery
          bus to the e-bus is a long conductor that classically
          gets either:
      
          (1) 7A or less protection for skinny feeder and no
          remote mini-contactor or
      
          (2) a larger feeder and contactor per Z-32. The larger
          14AWG wire is appropriate for low voltage drop on longer
          wires good for up to 15A and rear mounted batteries. If
          your battery is up front, that wire could comfortably
          drop to 12AWG.
      
      My battery will be on the front of the firewall.  I planned the  
      connections between busses, contactors and relays all to be less than  
      6", so I originally omitted fuses.  I am minimizing my inventory by  
      purchasing only 14, 18 and 22 gauge wire, since the numbers worked out  
      that I would rarely need 16 and 20 gauge wire.  So the 16 awg feeders  
      changed to 14 awg.
      
      Since my busses will be fuse blocks, it is quite easy to use one of  
      the fuse positions to feed the bus.  However, I would prefer fewer  
      connections if you think the additional fuses are not needed.
      
      My "Endurance" bus grew.  I will be flying IFR.  My Plan B for a main  
      alternator failure is to have a sufficient secondary alternator to  
      continue to power one Dynon Skyview screen, a Garmin 430W, audio panel  
      and instrument lights and some indicators.  This could be 10A, peaking  
      to 16A during transmissions.  Rather than a load meter, the low  
      voltage indicator will confirm that the secondary alternator is  
      carrying the load.  The dark and stormy night equipment is my Plan C.
      
      Jeff Page
      Dream Aircraft Tundra #10
      
      
________________________________________________________________________________
From: 
"B Tomm" <fvalarm(at)rapidnet.net>
Subject: 
Re: Z13/8 Rev Q comments
Date: 
Nov 21, 2010
      
      
      Jeff,
      
      If I recall correctly and Bob may confirm, the SD8 aux alt actually puts out
      up to 10mp at the rpm we fly.  Further, in a main alternator out scenario,
      this is to be matched to the continuous draw of your minimum equipment list.
      The surge current for transmitting etc can come from the battery.
      Therefore, I would think that the SD8 will be sufficient as I'm doing
      similar as you.  
      
      Bevan
      RV7A wiring, not flying yet.
      
      
      -----Original Message-----
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Jeff Page
      Sent: Sunday, November 21, 2010 8:21 AM
      Subject: AeroElectric-List: Re: Z13/8 Rev Q comments
      
      
      Robert L. Nuckolls wrote:
          Figure 2-3 amps of the original concept on top
          of that and one COULD consider an e-bus load of
          perhaps 13 amps.  Okay, the feeders had to take
          a big jump in AWG. Hence the fat feeder
          for alternate feed path. If we're to observe
          the reverence for crash safety and limit always
          hot feeders to 7A or less, then the S704 relay
          gets added and the fuse sizes go up to accommodate
          the new definition of endurance loads.
      
          This illustrates the thinking behind the disparity
          between normal and alternate feed wire sizes.
      
      Whether the feed is via the diode or the relay, the load is the same.   
      Shouldn't the wire capacity be the same ?
      
      
      > Previously, I was planning to use 14 awg and * 6 inches or less wire, 
      > without any fuses for both paths.
      
          How did you arrive at this? When the battery and main
          bus fuse blocks are immediately adjacent to each other,
          then the no-fuse, 16AWG feeders (or even smaller
          as described above) through the diode fits legacy
          design goals. But the feeder from the battery
          bus to the e-bus is a long conductor that classically
          gets either:
      
          (1) 7A or less protection for skinny feeder and no
          remote mini-contactor or
      
          (2) a larger feeder and contactor per Z-32. The larger
          14AWG wire is appropriate for low voltage drop on longer
          wires good for up to 15A and rear mounted batteries. If
          your battery is up front, that wire could comfortably
          drop to 12AWG.
      
      My battery will be on the front of the firewall.  I planned the connections
      between busses, contactors and relays all to be less than 6", so I
      originally omitted fuses.  I am minimizing my inventory by purchasing only
      14, 18 and 22 gauge wire, since the numbers worked out that I would rarely
      need 16 and 20 gauge wire.  So the 16 awg feeders changed to 14 awg.
      
      Since my busses will be fuse blocks, it is quite easy to use one of the fuse
      positions to feed the bus.  However, I would prefer fewer connections if you
      think the additional fuses are not needed.
      
      My "Endurance" bus grew.  I will be flying IFR.  My Plan B for a main
      alternator failure is to have a sufficient secondary alternator to continue
      to power one Dynon Skyview screen, a Garmin 430W, audio panel and instrument
      lights and some indicators.  This could be 10A, peaking to 16A during
      transmissions.  Rather than a load meter, the low voltage indicator will
      confirm that the secondary alternator is carrying the load.  The dark and
      stormy night equipment is my Plan C.
      
      Jeff Page
      Dream Aircraft Tundra #10
      
      
________________________________________________________________________________
Date: 
Nov 21, 2010
From: 
"Brooks Wolfe" <slipstream(at)wavecable.com>
Subject: 
Re: SD8 alt connection
      
      
      Sure wish I'd read this a year or more ago.  As Gonzo wrote above, I
      followed the installation diagrams on the SD-8 and LR-3C to place a numbe
      r
      of devices on the pilot side of the firewall.  This includes the SD-8's
      voltage regulator, relay, capacitor, and crowbar OV module.  On the main
      side of the system, the LR-3 is also mounted on the pilot side of the
      firewall.  The hot battery bus, E-bus relay, current limiters, shunts,
      inline fuses and fuselinks are in the engine bay.  Moving everything to t
      he
      engine side would be a major hassle of working around the engine mount an
      d
      plumbing (I'd probably just remove the whole engine and mount assembly), 
      but
      less of a hassle now than after it's flying, I suppose.
      
      So, considering the devices above, what's my risk? Is it worth pulling th
      e
      motor off to consolidate all my electrical devices, or can I sleep at nig
      ht
      knowing that the items I do have inside the cabin are negligible risk?  F
      or
      reference, my electrical system follows Z-13/8 precisely, except for the 
      B&C
      LR-3 voltage regulator and no electronic ignition. 
      
      Brooks Wolfe
      RV-7 -- Finishing details details
      
      -------Original Message-------
      
      From: "user9253" <fran4sew(at)banyanol.com>
      
      
      Most electrical devices that can not be shut off should be on the engine
      side of
      the firewall.  And if practical, devices that can be shut off should also
       be
      on the engine side of the firewall.  Look at each component of the
      electrical
      system and ask yourself, "If this device starts smoking, would I rather h
      ave
      it inside of the cockpit or outside, and how will I shut it off?"  When
      something
      starts smoking inside of the cockpit, it will be difficult to know what
      device
      it is.  Shutting off the master switch should remove power from almost
      everything
      inside of the cockpit.
      It would be better to place the following components on the engine side o
      f
      the
      firewall: Battery, Battery Contactor, Main Battery Bus, Essential Bus Rel
      ay,
      Voltage
      Regulator, Capacitor, Alternator Relay
      Joe
      
      --------
      
________________________________________________________________________________
Subject: 
Re: SD8 alt connection
From: 
"user9253" <fran4sew(at)banyanol.com>
Date: 
Nov 21, 2010
      
      
      Brooks,
      I would sure hate to pull an engine to modify the electrical system.  Would it
      be much of a hassle to move the voltage regulator to the engine side and leave
      the other items in that circuit where they are?  The voltage regulator should
      have adequate cooling.  B&C must not think that their parts will fail.  My RV-12,
      that is built according to Van's instructions, has the voltage regulator
      forward of the firewall, but the capacitor is in the cockpit.
        An option is to add a relay in the engine compartment to shut off the AC output
      of the dynamo.  Perhaps Bob will comment on the feasibility of doing that.
      The dynamo will be putting out a high voltage without a load.
        There is an ideal way of doing things and there is a good-enough way.  I do not
      know where to draw the line.  Many times I am tempted to take shortcuts.  Then
      I ask myself what is the best in the long run.
        At least you have the main battery bus forward of the firewall.  That is the
      most dangerous component.
      Joe
      
      --------
      Joe Gores
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=320379#320379
      
      
________________________________________________________________________________
Subject: 
Re: SD8 alt connection
From: 
"gonzo24" <fmc(at)woh.rr.com>
Date: 
Nov 21, 2010
      
      
      Hello Bob,
      
      As usual your answers are thought provoking, specific, and yet posed in such a
      way to allow for builder interpretation to maintain a fault tolerant architecture.
      
      Just to clarify, I have not routed any "fat" 2awg wires into the cockpit per your
      written instructions for reduction of electrical noise issues.  The only two
      power leads coming through the firewall are... The Batt buss which is fed from
      the + of the battery via a 14 awg wire.  The main buss is fed off of the 60
      A limiter fuse from the post opposite the B&C Alternator feed through a short
      8 awg lead.  
      
      Thanks again for your thorough and timely response.
      
      --------
      RV-7a completed flown 700+ hrs sold 
      Rv-7 under construction
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=320392#320392
      
      
________________________________________________________________________________
Date: 
Nov 22, 2010
From: 
Matt Dralle <dralle(at)matronics.com>
Subject: 
Contributions Down By 17%...
      
      
      Dear Listers,
      
      As of today, Contributions to the Matronics List Fund Raiser are lagging behind
      last year at this time by roughly 17%.  I have a Fund Raiser each year simply
      to cover my operating costs for the Lists.  I *do not* accept any advertising
      income to support the Lists and rely solely on the Contributions of members to
      keep the expenses paid.
      
      I run all of my own servers and they are housed here locally, and the Internet
      connection is a commercial-grade, T1 connection with public address space.  I
      also maintain a full backup system that does nightly backups of all List-related
      data so that in the event of a server crash or worse, all of the Lists and
      the many years of List archive data could be restored onto a new server in a matter
      of hours.
      
      All of this costs a fair amount of money, not to mention a significant amount of
      my personal time.  I have a Fund Raiser each year to cover these costs and I
      ask that members that feel they receive a benefit from my investments make a
      modest Contribution each year to support the continued operation and upgrade of
      these services.
      
      If you enjoy the Lists, please make a Contribution today.  I also offer some incentive
      gifts for larger Contribution levels.  At the Contribution Web Wite, you
      can use a credit card, Paypal, or personal check to show your support for the
      continuation of these services:
      
              http://www.matronics.com/contribution
      
      Or, drop a personal check in the mail to: 
      
              Matt Dralle / Matronics 
              581 Jeannie Way 
              Livermore CA 94550
      	USA
      
      Thank you for your support!
      
      Matt Dralle
      Matronics Email List Administrator
      
      
________________________________________________________________________________
Date: 
Nov 22, 2010
From: 
Jeff Page <jpx(at)qenesis.com>
Subject: 
Re: Z13/8 Rev Q comments
      
      
      > Jeff,
      >
      > If I recall correctly and Bob may confirm, the SD8 aux alt actually puts out
      > up to 10mp at the rpm we fly.  Further, in a main alternator out scenario,
      > this is to be matched to the continuous draw of your minimum equipment list.
      > The surge current for transmitting etc can come from the battery.
      > Therefore, I would think that the SD8 will be sufficient as I'm doing
      > similar as you.
      >
      > Bevan
      > RV7A wiring, not flying yet.
      
      I typically cruise at 2200 rpm.  For a Lycoming the pad ratio is  
      1.3:1. at 2860 rpm, the SD-8 outputs approx 6.2A, which is just a  
      little shy of what I need.  Some items, such as the instrument panel  
      lights can be turned down or off.  The Skyview probably drawsa less  
      current if it is dimmed as well.  The SD-8 will produce more power if  
      I cruise at a higher rpm.  So my Plan B has me doing a little  
      adjustment to keep the low voltage warning light off.
      
      I would like to include a transponder on my endurance bus, but that  
      would require the SD-20.  More cost and weight for a very unlikely  
      situation.
      
      Jeff Page
      Dream Aircraft Tundra #10
      
      
________________________________________________________________________________
From: 
"B Tomm" <fvalarm(at)rapidnet.net>
Subject: 
Re: Z13/8 Rev Q comments
Date: 
Nov 22, 2010
      
      
      OK,
      
      I stand corrected on the output of the SD-8.
      
      Good info here.  I check my E-buss to see if it's less than 6 amp
      continuous.
      
      Bevan
      RV7A wiring 
      
      -----Original Message-----
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Jeff Page
      Sent: Monday, November 22, 2010 5:28 AM
      Subject: AeroElectric-List: Re: Z13/8 Rev Q comments
      
      
      > Jeff,
      >
      > If I recall correctly and Bob may confirm, the SD8 aux alt actually 
      > puts out up to 10mp at the rpm we fly.  Further, in a main alternator 
      > out scenario, this is to be matched to the continuous draw of your minimum
      equipment list.
      > The surge current for transmitting etc can come from the battery.
      > Therefore, I would think that the SD8 will be sufficient as I'm doing 
      > similar as you.
      >
      > Bevan
      > RV7A wiring, not flying yet.
      
      I typically cruise at 2200 rpm.  For a Lycoming the pad ratio is 1.3:1. at
      2860 rpm, the SD-8 outputs approx 6.2A, which is just a little shy of what I
      need.  Some items, such as the instrument panel lights can be turned down or
      off.  The Skyview probably drawsa less current if it is dimmed as well.  The
      SD-8 will produce more power if I cruise at a higher rpm.  So my Plan B has
      me doing a little adjustment to keep the low voltage warning light off.
      
      I would like to include a transponder on my endurance bus, but that would
      require the SD-20.  More cost and weight for a very unlikely situation.
      
      Jeff Page
      Dream Aircraft Tundra #10
      
      
________________________________________________________________________________
Subject: 
OV protection for Alt energized contactor
From: 
"jonlaury" <jonlaury(at)impulse.net>
Date: 
Nov 22, 2010
      
      
      My Stby alternator energizes its contactor, per the attached drawing. 
      How do I provide OV protection to the circuit with an OVM 14?
      
      Thanks,
      John
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=320538#320538
      
      
      Attachments: 
      
      http://forums.matronics.com//files/stby_alt_ov_protection_study_417.pdf
      
      
________________________________________________________________________________
Subject: 
Source for fuselink sleeve?
From: 
"jonlaury" <jonlaury(at)impulse.net>
Date: 
Nov 22, 2010
      
      
      Does Aerolectric Connection still sell the kits? 
      Didn't see it in the Products section
      
      J
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=320541#320541
      
      
________________________________________________________________________________
Date: 
Nov 22, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Source for fuselink sleeve?
      
      
      At 03:00 PM 11/22/2010, you wrote:
      >
      >Does Aerolectric Connection still sell the kits?
      >Didn't see it in the Products section
      
         I think B&C sells it. It's a Bently-Harris
         silicon impregnated fiberglas sleeving.
         Were are you intending to use it?
      
      
         Bob . . . 
      
      
________________________________________________________________________________
From: 
Robert Borger <rlborger(at)mac.com>
Subject: 
Re: Source for fuselink sleeve?
Date: 
Nov 22, 2010
      
      
      J,
      
      Go to B & C Specialty Products ( http://www.bandc.biz/ ).  They have Fusible Link Kits under "Electrical Products" "Circuit Protective Devices"
      
      Check six,
      Bob Borger
      http://www.europaowners.org/N914XL
      Europa XS, Short Wing, Intercooled Rotax 914
      rlborger(at)mac.com
      Cel: 817-992-1117
      
      On Nov 22, 2010, at 3:00 PM, jonlaury wrote:
      
      > 
      > Does Aerolectric Connection still sell the kits? 
      > Didn't see it in the Products section
      > 
      > J
      
      
________________________________________________________________________________
Date: 
Nov 22, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Z13/8 Rev Q comments
      
      
      At 11:10 AM 11/21/2010, you wrote:
      >
      >Jeff,
      >
      >If I recall correctly and Bob may confirm, the SD8 aux alt actually puts out
      >up to 10mp at the rpm we fly.
      
          Correct . . . sort of . . . the NORMAL manner in which
          alternators are rated calls for supporting the bus
          a the design set point. Say 14.2 - 14.6 volts. At the
          same time, a battery doesn't deliver significant energy
          into the system until the bus sags to 12.5 or so volts.
      
          The "normal" rating for the SD-8 is 8A.  However, the max load
          you can support with an SD-8 without taxing the battery
          closer to 10A because the bus voltage can be allowed to sag.
          This is why I don't show low-voltage warning on the E-bus.
          Even with an SD-8 powering it (as in Z-13/8). A satisfactory
          operating design point voltage is probably below the trip
          point for a l3v warning light driver.
      
      >Further, in a main alternator out scenario,
      >this is to be matched to the continuous draw of your minimum equipment list.
      >The surge current for transmitting etc can come from the battery.
      >Therefore, I would think that the SD8 will be sufficient as I'm doing
      >similar as you.
      
          If we were comfortable with the idea of taxing
          a battery for a minimum endurance during alternator
          out operations, the act of adding an SD-8 on top
          of the battery does not convert the battery's stored
          energy into a sacred commodity.
      
          If you needed to support a 13A endurance bus under
          some conditions, why not? The points to be pondered
          are minute details for how "plan-b" or perhaps even
          a "plan-c" are implemented. What preventative
          maintenance tests to the battery will be religiously
          conducted to insure support for your "worst case"
          but planned-for scenario.
      
          Building an OBAM aircraft is a mixed bag. There's
          a LOT of planning supported by a lot of understanding
          that is NOT covered in a holy-watered POH for your
          project.
      
          You're on your own to make sure you've got "the plan" and
          understanding that meets your design goals. Well,
          not entirely on your own . . . there IS the AeroElectric
          List.
      
          This discussion highlights the importance of both
          load analysis and failure mode effects that drive
          configuration of both hardware and your "plan-b".
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Nov 23, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: OV protection for Alt energized   contactor
      
      
      At 02:37 PM 11/22/2010, you wrote:
      >
      >My Stby alternator energizes its contactor, per the attached drawing.
      >How do I provide OV protection to the circuit with an OVM 14?
      >
      >Thanks,
      >John
      >
      >http://forums.matronics.com//files/stby_alt_ov_protection_study_417.pdf
      
         The drawing you posted won't work. See
      
      http://www.aeroelectric.com/PPS/Adobe_Architecture_Pdfs/Z11M.pdf
      
         for an exemplar technique for adding ov protection to
         an externally regulated alternator. No b-lead contactor
         is necessary.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Nov 23, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: SD8 alt connection
      
      
      At 12:08 PM 11/21/2010, you wrote:
      >
      >
      >Sure wish I'd read this a year or more ago.  As Gonzo wrote above, I 
      >followed the installation diagrams on the SD-8 and LR-3C to place a 
      >number of devices on the pilot side of the firewall.  This includes 
      >the SD-8's voltage regulator, relay, capacitor, and crowbar OV 
      >module.  On the main side of the system, the LR-3 is also mounted on 
      >the pilot side of the firewall.  The hot battery bus, E-bus relay, 
      >current limiters, shunts, inline fuses and fuselinks are in the 
      >engine bay.  Moving everything to the engine side would be a major 
      >hassle of working around the engine mount and plumbing (I'd probably 
      >just remove the whole engine and mount assembly), but less of a 
      >hassle now than after it's flying, I suppose.
      >
      >So, considering the devices above, what's my risk? Is it worth 
      >pulling the motor off to consolidate all my electrical devices, or 
      >can I sleep at night knowing that the items I do have inside the 
      >cabin are negligible risk?  For reference, my electrical system 
      >follows Z-13/8 precisely, except for the B&C LR-3 voltage regulator 
      >and no electronic ignition.
      
          No, don't rip up anything and re-configure. The risks
          are low as most have to do with crash worthiness
          for taking always-hot feeders long distances or through
          firewalls. Just pay attention to support and insulation
          of your always hot conductors.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Nov 23, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: SD8 alt connection
      
      
      Hello Bob,
      
      As usual your answers are thought provoking, specific, and yet posed 
      in such a way to allow for builder interpretation to maintain a fault 
      tolerant architecture.
      
      Just to clarify, I have not routed any "fat" 2awg wires into the 
      cockpit per your written instructions for reduction of electrical 
      noise issues.  The only two power leads coming through the firewall 
      are... The Batt buss which is fed from the + of the battery via a 14 
      awg wire.  The main buss is fed off of the 60 A limiter fuse from the 
      post opposite the B&C Alternator feed through a short 8 awg lead.
      
      Thanks again for your thorough and timely response.
      
         Sounds good to me but not sure why you
         added a limiter to the bus feeder. As long
         as your firewall pass thru is well crafted,
         that device will never be called upon to
         act for its intended purpose.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Nov 23, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Z13/8 Rev Q comments
      
      
      At 10:21 AM 11/21/2010, you wrote:
      
          (Me from earlier post) This illustrates the
          thinking behind the disparity between normal
          and alternate feed wire sizes.
      
      Whether the feed is via the diode or the relay, the load is the same.
      Shouldn't the wire capacity be the same ?
      
          Wire sizes may be based on a constellation of
          considerations. The legacy convention for 22 AWG
          on 5A breakers, 20AWG on 7A breakers, etc. is
          EXCEEDINGLY conservative and produces a system
          with low voltage drops and temperature rises.
      
          In this special case, we're considering the RARE
          but not-zero probability that the normal feed
          path wire could also be a fusible link. If we
          embrace the legacy policy of allowing wires of 6"
          or less to burn as along as they don't put other
          wires at risk, then the two short wires I've
          shown can be smaller because their voltage drops
          are short and their temperature rises very small.
          The smaller the wire, the faster they'll fuse.
      
      My battery will be on the front of the firewall.  I planned the
      connections between busses, contactors and relays all to be less than
      6", so I originally omitted fuses.  I am minimizing my inventory by
      purchasing only 14, 18 and 22 gauge wire, since the numbers worked out
      that I would rarely need 16 and 20 gauge wire.  So the 16 awg feeders
      changed to 14 awg.
      
          I can send you a chunk of any other size . . . but
          it would be better to go down as opposed to up
          in size for the un-fused, short wires. 20AWG would
          be fine. Use REAL PIDG terminals on these wires.
      
      Since my busses will be fuse blocks, it is quite easy to use one of
      the fuse positions to feed the bus.  However, I would prefer fewer
      connections if you think the additional fuses are not needed.
      
          Okay, 20AWG and no fuses it is.
      
      My "Endurance" bus grew.  I will be flying IFR.  My Plan B for a main
      alternator failure is to have a sufficient secondary alternator to
      continue to power one Dynon Skyview screen, a Garmin 430W, audio panel
      and instrument lights and some indicators.  This could be 10A, peaking
      to 16A during transmissions.  Rather than a load meter, the low
      voltage indicator will confirm that the secondary alternator is
      carrying the load.  The dark and stormy night equipment is my Plan C.
      
          Okay, does your SD-8 drive pad give you 4000 rpm
          at engine red-line? Even then, you won't keep a low
          voltage warning light OFF during endurance operations.
          The SD-8 may be too small for your plan-b loads in
          an un-limited endurance mode. You may have to up-size
          the alternator or plan for using significant battery
          energy to support the e-bus. This is STILL much better
          than a battery-only scenario but might call for a
          comfortable plan-b endurance of 1 hour or so. You'll
          want to measure your REAL plan-b loads as soon as
          all the goodies can be fired up.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Nov 23, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Contributions Down By 17%...
      
      
      At 02:08 AM 11/22/2010, you wrote:
      
      Dear Listers,
      
      As of today, Contributions to the Matronics List Fund Raiser are lagging behind
      last year at this time by roughly 17%.  I have a Fund Raiser each year simply
      to cover my operating costs for the Lists.  I *do not* accept any advertising
      income to support the Lists and rely solely on the Contributions of members to
      keep the expenses paid.
      
            Common folks. I know times are tough. I'm
            having to harbor thoughts for cash flow management
            right now that really @#$$ me off. THIS was
            suppose to be a time for having lots of fun
            designing new products, building airplanes
            and showing my grandson how to use tools.
      
            Economic conditions aside, the kind of $support$
            needed from each of us to keep this system healthy
            wouldn't take you and the wife out for a McD meal.
      
            We can and should make adjustments to habits for
            discretionary expenditures as our situations
            dictate. But the List servers are where our grey matter
            continues to grow, stays exercised and alert while
            improving the odds of saving money elsewhere.
      
            Keeping the List-Servers healthy give us all
            a leg up for exploitation of a brighter
            future. If you haven't done it yet, do it today.
      
            Bob . . . 
      
      
________________________________________________________________________________
Subject: 
Re: Z13/8 Rev Q comments
Date: 
Nov 23, 2010
From: 
<longg(at)pjm.com>
      
      
      IMO the SD-8 works well for the main power out scenario. I have the same
      setup, but with a G530. One needs to ask oneself how many primary power
      blackouts will ye observe on dark and stormy nights in flight.
      
      Murphy says, there will be at least one. If you fly one every week, your
      system has real issues and your preparedness is terrible. That would
      also mean your planning is also terrible.
      
      I find that with my Dynon pulling a whopping 1 amp, and my SL30 sending
      a VOR signal to the Dynon HSI, I can handle most stormy night
      situations. That may mean diversion, but you already have a problem, so
      you're diverting anyway, right? If you fly all the way home with a major
      problem at night, we'll you're just accepting lots of risk. All of these
      designs are based on getting you to safety, not transcontinental flight
      after major power loss.
      
      Early system planning is fantastic, but I find most folks over do it.
      What is your mission? Are you flying the mail every night? Based on the
      traffic I see at most airports at night, I'm glad I don't depend on them
      for food. I'd be starving.
      Have a good handheld WAAS GPS on board and keep the batteries fresh. I
      use the True Flight job which does approaches nearly as well as the
      Garmin (in a pinch of course). Turn all the unnecessary crap off. That's
      most of it.
      
      Recently I bought one of those head mounted lamps. They are fantastic
      for that situation. Get the best one you can buy. The one I bought has
      the red night light included. I find I use it all the time now. 
      
      Include some good cabin LED lights in your plan. Most cockpits are
      poorly lighted for night operations. Get some good lighting that don't
      draw much juice.
      
      Most importantly have fun and good holiday.
      
      Glenn 
      
      -----Original Message-----
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of
      Robert L. Nuckolls, III
      Sent: Tuesday, November 23, 2010 9:36 AM
      Subject: Re: AeroElectric-List: Re: Z13/8 Rev Q comments
      
      
      
      At 10:21 AM 11/21/2010, you wrote:
      
          (Me from earlier post) This illustrates the
          thinking behind the disparity between normal
          and alternate feed wire sizes.
      
      Whether the feed is via the diode or the relay, the load is the same.
      Shouldn't the wire capacity be the same ?
      
          Wire sizes may be based on a constellation of
          considerations. The legacy convention for 22 AWG
          on 5A breakers, 20AWG on 7A breakers, etc. is
          EXCEEDINGLY conservative and produces a system
          with low voltage drops and temperature rises.
      
          In this special case, we're considering the RARE
          but not-zero probability that the normal feed
          path wire could also be a fusible link. If we
          embrace the legacy policy of allowing wires of 6"
          or less to burn as along as they don't put other
          wires at risk, then the two short wires I've
          shown can be smaller because their voltage drops
          are short and their temperature rises very small.
          The smaller the wire, the faster they'll fuse.
      
      My battery will be on the front of the firewall.  I planned the
      connections between busses, contactors and relays all to be less than
      6", so I originally omitted fuses.  I am minimizing my inventory by
      purchasing only 14, 18 and 22 gauge wire, since the numbers worked out
      that I would rarely need 16 and 20 gauge wire.  So the 16 awg feeders
      changed to 14 awg.
      
          I can send you a chunk of any other size . . . but
          it would be better to go down as opposed to up
          in size for the un-fused, short wires. 20AWG would
          be fine. Use REAL PIDG terminals on these wires.
      
      Since my busses will be fuse blocks, it is quite easy to use one of
      the fuse positions to feed the bus.  However, I would prefer fewer
      connections if you think the additional fuses are not needed.
      
          Okay, 20AWG and no fuses it is.
      
      My "Endurance" bus grew.  I will be flying IFR.  My Plan B for a main
      alternator failure is to have a sufficient secondary alternator to
      continue to power one Dynon Skyview screen, a Garmin 430W, audio panel
      and instrument lights and some indicators.  This could be 10A, peaking
      to 16A during transmissions.  Rather than a load meter, the low
      voltage indicator will confirm that the secondary alternator is
      carrying the load.  The dark and stormy night equipment is my Plan C.
      
          Okay, does your SD-8 drive pad give you 4000 rpm
          at engine red-line? Even then, you won't keep a low
          voltage warning light OFF during endurance operations.
          The SD-8 may be too small for your plan-b loads in
          an un-limited endurance mode. You may have to up-size
          the alternator or plan for using significant battery
          energy to support the e-bus. This is STILL much better
          than a battery-only scenario but might call for a
          comfortable plan-b endurance of 1 hour or so. You'll
          want to measure your REAL plan-b loads as soon as
          all the goodies can be fired up.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
From: 
Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: 
Contributions Down By 17%...
Date: 
Nov 23, 2010
      
      
      > Keeping the List-Servers healthy give us all
      > a leg up for exploitation of a brighter
      > future. If you haven't done it yet=2C do it today.
      > 
      > Bob . . .
      
      Bob and members=2C
      
        Having joined this group this last spring=2C I have found this forum to b
      e 
      a fantastic resourse=3B  much more than a mere "contribution" would suggest
      .
      
        The advice=2C assistance and circuitry alone make supporting this list a
      
      mandatory act of just plain manners.  How could we expect such valuable hel
      p
      and not feel a slight sense of obligation?
      
        I have been given stuff for free (Allen Fulmer)=2C and I have given away 
      stuff at no charge
      (Marvin).  I have been supplied with circuitry=3B  Joe Gore and you.  I hav
      e had various 
      discussions regarding electronics with Dennis Glaeser=2C Etienne=2C Stein
      =2C and several others.
      
        A few bucks toward the furtherment of this list is a minor request=2C at 
      least that's how
      I see it.
      
      Mike Welch
      
      
       		 	   		  
      
________________________________________________________________________________
Date: 
Nov 23, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Noises in transmitted signals
      
      
      At 09:18 AM 11/23/2010, you wrote:
      
      G`day Bob
      
      I am wondering if you could help me with connecting my radio. I
      have replaced an older Terra 960 navcom and PM 3000 intercom with
      a new ICOM A210. I just used the original wiring to the PTT and
      mic/headphone sockets. I eliminated the PM3000 intercom and am just
      using the "built-in" intercom in the A210. None of these wires are shielded.
      
      I have been using this setup for the past couple of months but the tower
      tells me my readability is usually  3 with quite a bit of background noise.
      I have a KitFox with a Rotax 912UL (80HP).  I am using just one
      coax lead from  the original RAMI AV-534 VHF Antenna 118-136 MHz.
      The other lead is just taped up.
      
      I now want to make up a new harness and hopefully improve 
      readability/background noise.
      
           You're struggling with the same problem that
           tens of thousands of technicians have faced since
           DeForest lit up his first audion.
      
           The term "background noise" is indeterminate.
      
           It could be ignition, wind noise, alternator
           noise coming in through the bus, noise from
           another accessory getting into signal pathways
           (ground loops), etc.
      
           EACH of these noise sources has its own peculiar
           characteristic that the moderately experienced
           technician will recognize IF he heard it . . . but
           tower operators are not generally noteworthy
           for their technical acumen nor are they expected
           to be.
      
           On many occasions, I've been amazed at a tower
           operator's ability to get intelligence from some
           of the worst sounding radios. I'm similarly
           amazed at their patience when working with an
           airplane plagued with trashy signals.
      
           When is this noise noted? Are you in flight? On the
           ground? Engine running?
      
           Get a friend to help you. Have them sit in
           the cockpit and give you the 1,2,3,4 routine
           on a locally unused frequency while you stand
           off with a hand held (ear phones on it if
           you can) so YOU can listen to YOUR radio and
           described what you hear. You might take the
           rubber duck off the hand held so that you can
           stand say 50 feet away but not overload the hand
           held receiver.
      
           Not only do you need to know the character of
           the noise but the conditions under which it
           occurs. After you get an auditory sample, describe
           the nature of the noise and the conditions under
           which it does or does not happen.
      
      1.  I was planning on using 22ga. shielded for all wiring.
      
           I've never fixed a noise problem by adding shielded
           wires to a harness that were not already in
           place and in accordance with the manufacturer's
           wiring diagrams.
      
      2.  Reinstalling the PM3000 intercom
      
           Depends on what kind of noise and how it's
           getting in . . . I wouldn't discount this idea
           to zero . . . but it's quite low and probably
           not necessary.
      
      3.  Possibly bringing the radio power feed with a
      dedicated wire directly back to the battery. Would
      this help with the noise issue??? Just my own idea!!
      
           I'm a bit short tempered with folks who put
           out products for airplanes and then suggest that
           THEIR product performs "best" when wired directly
           to the ship's battery. Either they did their
           homework and the device can be installed like
           everybody else's products . . . or they are
           admitting a combination of ignorance or hiding
           a known shortcoming in the product's design.
      
           The Icom products do not suffer from the effects
           of this human shortcoming . . . so no, you don't
           need to move the power supply wires. We MIGHT
           need to fix a noise source that comes in on those
           wires but that's part of the investigation/
           identification task described above.
      
           Some years ago I published a diagram for hooking
           a tape recorder to the output of a hand held so
           that folks could record their own signals
           single-handed. Nowadays, this probably needs
           to be some sort of connection to an MP3 player
           with dictation features.
      
           You can set the hand held out away from the
           airplane and rubber-band a dictation machine
           to the speaker grille. In any case, THAT is
           where you start before you chopping out any
           wires.
      
           Bob . . . 
      
      
________________________________________________________________________________
Date: 
Nov 23, 2010
From: 
Ron Quillin <rjquillin(at)cox.net>
Subject: 
Re: Noises in transmitted signals
      
      At 09:19 11/23/2010, you wrote:
      >You might take the
      >     rubber duck off the hand held so that you can
      >     stand say 50 feet away but not overload the hand
      >     held receiver.
      
      Would this be advisable if one also wished to transmit and talk to 
      the operator in the aircraft?
      I'm thinking not a good idea, except for receive only...
      
      Ron Q. 
      
________________________________________________________________________________
Date: 
Nov 23, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Z13/8 Rev Q comments
      
      
         
      
      
      >Include some good cabin LED lights in your plan. Most cockpits are
      >poorly lighted for night operations. Get some good lighting that don't
      >draw much juice.
      
        Most importantly have fun and good holiday.
      
          Well considered posting sir. Thank you. I'll remind the
          ol' timers and alert the newbies of the ideas
          and deliberations offered in the systems reliability
          chapter of the 'Connection.
      
          I've never owned and airplane with an electrical
          system in it . . . the one airplane I did own for
          a time wasn't a cross country machine (J-3).
      
          When I fly, it's always in a rented airplane selected
          from a fleet of perhaps a dozen options. I don't KNOW
          the history of the airplane's electrical system in
          detail. I PLAN to be able to complete a leg of my trip
          in the "J-3 mode". I.e., panel dark, master switch off.
      
      http://aeroelectric.com/Pictures/Misc/Vacination_for_Dark_Panel_Syndrom.pdf
      
          So if your mission profiles call for system capabilities
          that cannot be COMFORTABLY conducted in a minimalist
          approach to backup, then as Glen suggests, think all
          this stuff through very carefully.
      
          It's not a task that should be scarry, just informative
          so that good judgement can prevail for any situation
          you're faced with. The vast majority of unhappy days
          in the cockpit or unplanned arrivals with the earth
          had nothing to do with an alternator failure or system
          configuration/maintenance. Poor judgement and/or over-
          stretched skills account for most of aviation's sad stories.
      
          Airplanes are never SAFE. Like cars, handguns,
          and skateboards, they are but tools that offer an
          opportunity for great utility, fun and personal
          satisfaction. Deliberations on the AeroElectric-
          List are not about safety. They're about risk
          reduction for how YOUR machine will be configured
          for how YOU plan to use it combined with YOUR
          skills to cope. This isn't something you get by
          reading the emergency procedures section of the
          POH.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
From: 
"Noel Loveys" <noelloveys(at)yahoo.ca>
Subject: 
OV protection for Alt energized contactor
Date: 
Nov 23, 2010
      
      
      Looks to me if the S terminal of your Ford regulator senses too high a
      voltage for any reason then it will cut all power to the F terminal of your
      alternator.  Problem with this set up is that it doesn't give you an
      indication that you have gone into an OV situation.  
      
      Notice the G2 ground to the case of the regulator is important to have this
      clean and corrosion free.
      
      Noel
      
      -----Original Message-----
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of jonlaury
      Sent: November 22, 2010 5:08 PM
      Subject: AeroElectric-List: OV protection for Alt energized contactor
      
      
      My Stby alternator energizes its contactor, per the attached drawing. 
      How do I provide OV protection to the circuit with an OVM 14?
      
      Thanks,
      John
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=320538#320538
      
      
      Attachments: 
      
      http://forums.matronics.com//files/stby_alt_ov_protection_study_417.pdf
      
      
________________________________________________________________________________
Date: 
Nov 23, 2010
Subject: 
Re: Noises in transmitted signals
From: 
Don Hudgeon <don(at)hudgeon.com>
      
      Thanks for the reply Bob.
      
       Sorry about the "background" noise description. This noise is not there
      when the engine is shut down. It is there when when the engine is running.
      Seems to get more noticeable as engine RPM increases. It makes no difference
      if A/C is stationary, taxiing,or flying.
      
      I ran the old radio on a separate wheel-chair battery for a few flights and
      it seemed to be much better. I have not tried it with this one.
      
      1. The original Terra 960 also had the same issues. My thinking was that by
      rewiring with shielded wire (according to the ICOM diagram) would help!!
      
      2.  Also. would  the PM3000 not be a better intercom than the" built in" in
      the ICOM??  Isn`t shielded wire going to just generally going to improve the
      situation??
      
      I will experiment with listening on the portable as soon as it warms up a
      bit. We are experiencing an unusual cold spell today and tomorrow (-12C)
      this morning!!!!
      
      Cheers
      
      Don
      
      
      On Tue, Nov 23, 2010 at 9:19 AM, Robert L. Nuckolls, III <
      nuckolls.bob(at)aeroelectric.com> wrote:
      
      > nuckolls.bob(at)aeroelectric.com>
      >
      >
      > At 09:18 AM 11/23/2010, you wrote:
      >
      > G`day Bob
      >
      > I am wondering if you could help me with connecting my radio. I
      > have replaced an older Terra 960 navcom and PM 3000 intercom with
      > a new ICOM A210. I just used the original wiring to the PTT and
      > mic/headphone sockets. I eliminated the PM3000 intercom and am just
      > using the "built-in" intercom in the A210. None of these wires are
      > shielded.
      >
      > I have been using this setup for the past couple of months but the tower
      > tells me my readability is usually  3 with quite a bit of background noise.
      > I have a KitFox with a Rotax 912UL (80HP).  I am using just one
      > coax lead from  the original RAMI AV-534 VHF Antenna 118-136 MHz.
      > The other lead is just taped up.
      >
      > I now want to make up a new harness and hopefully improve
      > readability/background noise.
      >
      >    You're struggling with the same problem that
      >    tens of thousands of technicians have faced since
      >    DeForest lit up his first audion.
      >
      >    The term "background noise" is indeterminate.
      >
      >    It could be ignition, wind noise, alternator
      >    noise coming in through the bus, noise from
      >    another accessory getting into signal pathways
      >    (ground loops), etc.
      >
      >    EACH of these noise sources has its own peculiar
      >    characteristic that the moderately experienced
      >    technician will recognize IF he heard it . . . but
      >    tower operators are not generally noteworthy
      >    for their technical acumen nor are they expected
      >    to be.
      >
      >    On many occasions, I've been amazed at a tower
      >    operator's ability to get intelligence from some
      >    of the worst sounding radios. I'm similarly
      >    amazed at their patience when working with an
      >    airplane plagued with trashy signals.
      >
      >    When is this noise noted? Are you in flight? On the
      >    ground? Engine running?
      >
      >    Get a friend to help you. Have them sit in
      >    the cockpit and give you the 1,2,3,4 routine
      >    on a locally unused frequency while you stand
      >    off with a hand held (ear phones on it if
      >    you can) so YOU can listen to YOUR radio and
      >    described what you hear. You might take the
      >    rubber duck off the hand held so that you can
      >    stand say 50 feet away but not overload the hand
      >    held receiver.
      >
      >    Not only do you need to know the character of
      >    the noise but the conditions under which it
      >    occurs. After you get an auditory sample, describe
      >    the nature of the noise and the conditions under
      >    which it does or does not happen.
      >
      > 1.  I was planning on using 22ga. shielded for all wiring.
      >
      >    I've never fixed a noise problem by adding shielded
      >    wires to a harness that were not already in
      >    place and in accordance with the manufacturer's
      >    wiring diagrams.
      >
      > 2.  Reinstalling the PM3000 intercom
      >
      >    Depends on what kind of noise and how it's
      >    getting in . . . I wouldn't discount this idea
      >    to zero . . . but it's quite low and probably
      >    not necessary.
      >
      > 3.  Possibly bringing the radio power feed with a
      > dedicated wire directly back to the battery. Would
      > this help with the noise issue??? Just my own idea!!
      >
      >    I'm a bit short tempered with folks who put
      >    out products for airplanes and then suggest that
      >    THEIR product performs "best" when wired directly
      >    to the ship's battery. Either they did their
      >    homework and the device can be installed like
      >    everybody else's products . . . or they are
      >    admitting a combination of ignorance or hiding
      >    a known shortcoming in the product's design.
      >
      >    The Icom products do not suffer from the effects
      >    of this human shortcoming . . . so no, you don't
      >    need to move the power supply wires. We MIGHT
      >    need to fix a noise source that comes in on those
      >    wires but that's part of the investigation/
      >    identification task described above.
      >
      >    Some years ago I published a diagram for hooking
      >    a tape recorder to the output of a hand held so
      >    that folks could record their own signals
      >    single-handed. Nowadays, this probably needs
      >    to be some sort of connection to an MP3 player
      >    with dictation features.
      >
      >    You can set the hand held out away from the
      >    airplane and rubber-band a dictation machine
      >    to the speaker grille. In any case, THAT is
      >    where you start before you chopping out any
      >    wires.
      >
      >    Bob . . .
      >
      >
      
________________________________________________________________________________
Subject: 
Re: Source for fuselink sleeve?
From: 
"jonlaury" <jonlaury(at)impulse.net>
Date: 
Nov 23, 2010
      
      
      Thankyou Bob & Bob,
      
      
      > Were are you intending to use it?
      > 
      
      As fuselink feed to from main bus to alternator1 Field  CB and ditto for Alt2 from
      Battery bus
      
      J
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=320642#320642
      
      
________________________________________________________________________________
Date: 
Nov 23, 2010
Subject: 
Re: Noises in transmitted signals
From: 
Don Hudgeon <don(at)hudgeon.com>
      
      On Tue, Nov 23, 2010 at 9:32 AM, Ron Quillin  wrote:
      
      >  At 09:19 11/23/2010, you wrote:
      >
      > You might take the
      >     rubber duck off the hand held so that you can
      >     stand say 50 feet away but not overload the hand
      >     held receiver.
      >
      >
      > Would this be advisable if one also wished to transmit and talk to the
      > operator in the aircraft?
      > I'm thinking not a good idea, except for receive only...
      >
      > Ron Q.
      >
      > *
      >
      >
      
________________________________________________________________________________
Subject: 
Re: OV protection for Alt energized contactor
From: 
"jonlaury" <jonlaury(at)impulse.net>
Date: 
Nov 23, 2010
      
      
      Bob,
      
      The B lead contactor was to avoid having an always hot 8 ga wire that goes across
      the top of my engine to the Stby 40a alternator. Maybe a large diode is a simpler
      solution.
      
      What is it that won't work in the drawing? The wiring of the Ford regulator was
      clipped and pasted from Z-13. Is it the alternator energized contactor?
      
      The attached uses your exemplar OV reference and shows the entire schematic.
      
      John
      
      
      John
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=320656#320656
      
      
      Attachments: 
      
      http://forums.matronics.com//files/z8_w_sb_altgpj_rev_c_115.pdf
      
      
________________________________________________________________________________
Subject: 
Re: OV protection for Alt energized contactor
From: 
"jonlaury" <jonlaury(at)impulse.net>
Date: 
Nov 23, 2010
      
      
      Noel, 
      Thanks for your observations. I think I've addressed my own original question with
      Bob N's direction to an example of std procedure. See the other "OV protection
      ..." thread
      
      A forest and trees thing.
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=320657#320657
      
      
________________________________________________________________________________
From: 
"Noel Loveys" <noelloveys(at)yahoo.ca>
Subject: 
Noises in transmitted signals
Date: 
Nov 23, 2010
      
      Ron: Removing the rubber duck antenna reflects close to 100% of the power
      out of the final RF tr5ansistors back on themselves...  To the radio it is
      equivalent to leaning into a left hook.
      
      
      Never try using a radio without the appropriate load on it.
      
      
      If you want to try this you can wire a light bulb of sufficient wattage
      across the antenna terminals.  Don'5t be surprised if the light bulb glows
      when the PTT is keyed.
      
      
      Noel
      
      
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Ron
      Quillin
      Sent: November 23, 2010 2:02 PM
      Subject: Re: AeroElectric-List: Noises in transmitted signals
      
      
      At 09:19 11/23/2010, you wrote:
      
      
      You might take the
          rubber duck off the hand held so that you can
          stand say 50 feet away but not overload the hand
          held receiver.
      
      
      Would this be advisable if one also wished to transmit and talk to the
      operator in the aircraft?
      I'm thinking not a good idea, except for receive only...
      
      Ron Q. 
      
      
________________________________________________________________________________
Date: 
Nov 23, 2010
From: 
Ron Quillin <rjquillin(at)cox.net>
Subject: 
Noises in transmitted signals
      
      At 13:38 11/23/2010, you wrote:
      >Ron: Removing the rubber duck antenna reflects close to 100% of the 
      >power out of the final RF tr5ansistors back on themselves...  To the 
      >radio it is equivalent to leaning into a left hook.
      >
      >Never try using a radio without the appropriate load on it.
      
      Precisely, that was the point of my post.
      Don't fry your RF output stage.
      Bob's comment suggested removal of the antenna.
      OK for RX only, bad juju for XMIT.
      
      >
      >If you want to try this you can wire a light bulb of sufficient 
      >wattage across the antenna terminals.  Don'5t be surprised if the 
      >light bulb glows when the PTT is keyed.
      >
      >Noel
      >
      >From: owner-aeroelectric-list-server(at)matronics.com 
      >[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Ron Quillin
      >Sent: November 23, 2010 2:02 PM
      >To: aeroelectric-list(at)matronics.com
      >Subject: Re: AeroElectric-List: Noises in transmitted signals
      >
      >At 09:19 11/23/2010, you wrote:
      >
      >You might take the
      >     rubber duck off the hand held so that you can
      >     stand say 50 feet away but not overload the hand
      >     held receiver.
      >
      >Would this be advisable if one also wished to transmit and talk to 
      >the operator in the aircraft?
      >I'm thinking not a good idea, except for receive only...
      >
      >Ron Q.
      >
      >
      >www.aeroelectric.com
      >www.buildersbooks.com
      >www.homebuilthelp.com
      >
      >
      >http://www.matronics.com/contribution
      >
      >
      >http://www.matronics.com/Navigator?AeroElectric-List
      >
      >
      >http://forums.matronics.com
      >
      >
      
________________________________________________________________________________
Date: 
Nov 23, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Noises in transmitted signals
      
      
      >Would this be advisable if one also wished to transmit and talk to 
      >the operator in the aircraft?
      >I'm thinking not a good idea, except for receive only...
      
          Correct . . . there is some risk to transmitting on
          an unloaded transmitter . . . but not much. All the
          panel mounted radios built by the 'big guys' are
          protected against infinite SWR. Hand helds are still
          more at risk for situations where the antenna is in
          close proximity to conductive objects, wrong antenna
          installed or simply left disconnected. I haven't
          heard of a disconnected-antenna-meltdown in years.
          When the first solid state radios came out, it WAS
          a major concern.
      
          Aha! Here's a chance to plug a AEC DIY project one
          can do in a few minutes on the workbench after a
          trip to Radio Shack.
      
      http://aeroelectric.com/Pictures/Tools/RF_Antenna_Test_Tools/DummyLoad.jpg
      
          Stick one of these on the antenna jack for the test
          hand-held and all will be right with the world even
          if you decide to transmit.
      
      
         Bob . . . 
      
________________________________________________________________________________
Date: 
Nov 23, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: OV protection for Alt energized   contactor
      
      
      At 03:00 PM 11/23/2010, you wrote:
      >
      >Bob,
      >
      >The B lead contactor was to avoid having an always hot 8 ga wire 
      >that goes across the top of my engine to the Stby 40a alternator. 
      >Maybe a large diode is a simpler solution.
      
         Oh yeah, I think we had this discussion before. That
         contactor would go right next to the battery contactor.
         Energize it with power taken from the alternator control
         switch that connects the Bus to the regulator.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Nov 23, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Source for fuselink sleeve?
      
      
      At 01:55 PM 11/23/2010, you wrote:
      >
      >Thankyou Bob & Bob,
      >
      >
      > > Were are you intending to use it?
      > >
      >
      >As fuselink feed to from main bus to alternator1 Field  CB and ditto 
      >for Alt2 from Battery bus
      
         Okay. Just checking. We probably talked about
         it but I've got a dozen different 'thinking streams'
         going right now.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Nov 23, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
OV protection for Alt energized   contactor
      
      
      At 01:49 PM 11/23/2010, you wrote:
      >
      >Looks to me if the S terminal of your Ford regulator senses too high a
      >voltage for any reason then it will cut all power to the F terminal of your
      >alternator.  Problem with this set up is that it doesn't give you an
      >indication that you have gone into an OV situation.
      
         OV is a transient event . . . perhaps 100 mS long followed
         by a very long LV condition which flashes a light.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
From: 
RGent1224(at)aol.com
Date: 
Nov 23, 2010
Subject: 
Re: Noises in transmitted signals
      
      Back in the '50's we called that a dummy load for testing the rig
      D
      
      
      In a message dated 11/23/2010 3:48:46 P.M. Central Standard Time,  
      noelloveys(at)yahoo.ca writes:
      
      If you want to try this you  can wire a light bulb of sufficient wattage 
      across the antenna  terminals.  Don=995t be surprised if the light bu
      lb glows 
      when the PTT is  keyed.
      
________________________________________________________________________________
Date: 
Nov 23, 2010
From: 
Lincoln Keill <airlincoln(at)sbcglobal.net>
Subject: 
Checklist for abnormal ops using Z-13/8
      
      I'm roughing out a draft for two abnormal electrical systems checklists for
       Z-13/8 using B&C's LR-3C regulator and a PC-680 battery. =C2-I'm sure so
      meone has trod this ground already -- here's my first draft -- any comments
       or suggestions?
      =0A=0ALOW VOLTAGE LIGHT FLASHING=0A=0A1.=C2-=C2- E-BUS ALT=0AFEED switc
      h =93 ON=0A=0A2.=C2-=C2- AUX ALT=0Aswitch =93 ON=0A=0A3.=C2
      -=C2- If LOW=0AVOLT light extinguishes / not flashing:=0A=0A=C2-=C2
      - 3A.=C2- DC=0APOWER MASTER switch=94OFF=0A=0A=C2-=C2- 3B.=C2
      -=0AVerify ENDURANCE BUS voltage > 13.0=0A=0A=C2-=C2- 3C.=C2-=0ACon
      tinue to destination -- monitor E-BUS voltage=0A=0A=C2-=C2- 3D.=C2- O
      n=0Afinal approach =93 DC POWER MASTER switch=94ON=0A=0A4.=C2
      -=C2- If LOW=0AVOLT light continues flashing:=0A=0A=C2-=C2- 4A.=C2
      - Hack=0Aclock / note time=0A=0A=C2-=C2- 4B.=C2-=C2-=0ADC POWER M
      ASTER switch =93 OFF=0A=0A=C2-=C2- 4C.=C2-=0ATransponder -- 770
      0=0A=0A=C2-=C2- 4D.=C2-=C2-=0ALand at nearest suitable airport (wit
      hin 60 minutes)=0A=0A=C2-=C2- 4E.=C2- On=0Afinal approach =93 D
      C POWER MASTER switch=94ON=0A=0A-------------------------------------
      ------------------------------------------------=0A=0A5.=C2-=C2- Once o
      n=0Athe ground & parked, begin troubleshooting=0A=0A6.=C2-=C2- If ALT F
      LD=0Acircuit breaker is open/tripped (overvoltage):=0A=0A=C2-=C2- 6A.
      =C2- Reset=0ACB and run engine -- note primary alternator field voltage u
      sing test probe=0A=0A=C2-=C2- 6B.=C2- Refer=0Ato AEC Page Z-8 for tro
      ubleshooting guidance=0A=0A=C2-
      
      =0A=0AELECTRICAL SMOKE / FIRE
      =0A=0A1.=C2- E-BUS ALT FEED switch =93 ON=0A=0A2.=C2- DC POWER MA
      STER switch =93 OFF=0A=0A3.=C2- Cabin heat =93 OFF=0A=0A4.=C2
      - Eyeball vents (both) =93 FULL OPEN=0A=0A5.=C2- Transponder -- 7
      700=0A=0A6.=C2- Hack clock / note time=0A=0A7.=C2- If smoke/fire dimini
      shes/extinguishes:=0A=0A7A. Land at=0Anearest suitable airport (within 60 m
      inutes)=0A=0A8.=C2- If smoke/fire continues:=0A=0A8A.=C2- Obtain VMC=0A
      =0A8B.=C2- E-BUS ALT FEED switch =93 OFF=0A=0A=C2-=C2- =C2- 
      =C2- =C2- =C2- 8C.=C2- Land immediately=0A=0A=0A=0A
      
________________________________________________________________________________
Date: 
Nov 24, 2010
From: 
Matt Dralle <dralle(at)matronics.com>
Subject: 
Just A Few More Days To Make Your List Contribution...
      
      
      There is less than a week left in this year's List Fund Raiser and only a few short
      days to grab one of the great Contribution Gifts available this year.  Support
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________________________________________________________________________________
Date: 
Nov 24, 2010
Subject: 
Re: Checklist for abnormal ops using Z-13/8
From: 
Jared Yates <email(at)jaredyates.com>
      
      Have you considered turning everything off in the event of electrical smoke
      instead of switching to ebus mode?  My inclination would be something more
      like this:
      
      1: all electrical switches off
      2: if smoke persists, open windows and vents and land as soon as possible,
      off airport if necessary.
      3: if smoke ceases, consider landing as soon as possible on an airport, or
      if operationally necessary (IMC etc), energize ebus to see if smoke returns
      4: if smoke returns, complete steps one and two above and stop checklist
      5: if smoke does not return, continue to nearest airport.
      6: if workload permits, declare an emergency and use hand-held backup radio
      to alert SAR resources
      
      
      On Tue, Nov 23, 2010 at 8:04 PM, Lincoln Keill wr
      ote:
      
      > I'm roughing out a draft for two abnormal electrical systems checklists f
      or
      > Z-13/8 using B&C's LR-3C regulator and a PC-680 battery.  I'm sure someon
      e
      > has trod this ground already -- here's my first draft -- any comments or
      > suggestions?
      >
      > LOW VOLTAGE LIGHT FLASHING
      >
      > 1.   E-BUS ALT FEED switch ' ON
      >
      > 2.   AUX ALT switch ' ON
      >
      > 3.   If LOW VOLT light extinguishes / not flashing:
      >
      >    3A.  DC POWER MASTER switch=97OFF
      >
      >    3B.  Verify ENDURANCE BUS voltage > 13.0
      >
      >    3C.  Continue to destination -- monitor E-BUS voltage
      >
      >    3D.  On final approach ' DC POWER MASTER switch=97ON
      >
      > 4.   If LOW VOLT light continues flashing:
      >
      >    4A.  Hack clock / note time
      >
      >    4B.   DC POWER MASTER switch ' OFF
      >
      >    4C.  Transponder -- 7700
      >
      >    4D.   Land at nearest suitable airport (within 60 minutes)
      >
      >    4E.  On final approach ' DC POWER MASTER switch=97ON
      >
      >
      > -------------------------------------------------------------------------
      ------------
      >
      > 5.   Once on the ground & parked, begin troubleshooting
      >
      > 6.   If ALT FLD circuit breaker is open/tripped (overvoltage):
      >
      >    6A.  Reset CB and run engine -- note primary alternator field voltage
      > using test probe
      >
      >    6B.  Refer to AEC Page Z-8 for troubleshooting guidance
      >
      >
      > *ELECTRICAL SMOKE / FIRE*
      >
      > *
      > *
      >
      > 1.  E-BUS ALT FEED switch ' ON
      >
      > 2.  DC POWER MASTER switch ' OFF
      >
      > 3.  Cabin heat ' OFF
      >
      > 4.  Eyeball vents (both) ' FULL OPEN
      >
      > 5.  Transponder -- 7700
      >
      > 6.  Hack clock / note time
      >
      > 7.  If smoke/fire diminishes/extinguishes:
      >
      > 7A. Land at nearest suitable airport (within 60 minutes)
      >
      > 8.  If smoke/fire continues:
      >
      > 8A.  Obtain VMC
      >
      > 8B.  E-BUS ALT FEED switch ' OFF
      >            8C.  Land immediately
      >
      > *
      >
      ===========
      ===========
      ===========
      ============*
      >
      >
      
________________________________________________________________________________
Date: 
Nov 24, 2010
From: 
Jeff Page <jpx(at)qenesis.com>
Subject: 
Re: Z13/8 Rev Q comments
      
      
         > My battery will be on the front of the firewall.  I planned the
         > connections between busses, contactors and relays all to be less than
         > 6", so I originally omitted fuses.  I am minimizing my inventory by
         > purchasing only 14, 18 and 22 gauge wire, since the numbers worked out
         > that I would rarely need 16 and 20 gauge wire.  So the 16 awg feeders
         > changed to 14 awg.
         >
         >     I can send you a chunk of any other size . . . but
         >     it would be better to go down as opposed to up
         >     in size for the un-fused, short wires. 20AWG would
         >     be fine. Use REAL PIDG terminals on these wires.
         >
         > Since my busses will be fuse blocks, it is quite easy to use one of
         > the fuse positions to feed the bus.  However, I would prefer fewer
         > connections if you think the additional fuses are not needed.
         >
         >     Okay, 20AWG and no fuses it is.
      
      
      So assuming all these wires are 6" or less, should I use 20awg and no  
      fuses on both the diode and the relay path to the Endurance bus ?
      
      
         > My "Endurance" bus grew.  I will be flying IFR.  My Plan B for a main
         > alternator failure is to have a sufficient secondary alternator to
         > continue to power one Dynon Skyview screen, a Garmin 430W, audio panel
         > and instrument lights and some indicators.  This could be 10A, peaking
         > to 16A during transmissions.  Rather than a load meter, the low
         > voltage indicator will confirm that the secondary alternator is
         > carrying the load.  The dark and stormy night equipment is my Plan C.
         >
         >     Okay, does your SD-8 drive pad give you 4000 rpm
         >     at engine red-line? Even then, you won't keep a low
         >     voltage warning light OFF during endurance operations.
         >     The SD-8 may be too small for your plan-b loads in
         >     an un-limited endurance mode. You may have to up-size
         >     the alternator or plan for using significant battery
         >     energy to support the e-bus. This is STILL much better
         >     than a battery-only scenario but might call for a
         >     comfortable plan-b endurance of 1 hour or so. You'll
         >     want to measure your REAL plan-b loads as soon as
         >     all the goodies can be fired up.
      
      For a while, I was planning on a larger secondary alternator, but the  
      plan was getting out of control for an unlikely situation.  Glenn's  
      comments make sense.  I think I am better off minimizing the  
      electrical usage.  Some of the items, like the Skyview will probably  
      take less in actual use than the rated maximum.
      
      I can use a low voltage warning for the SD-8 with a lower voltage trip  
      point, so I know when the battery is actually carrying part of the load.
      At 2700 rpm, the SD-8 will be turning 3500 rpm, with higher fuel  
      consumption.  I can make that tradeoff in flight, depending on the  
      distance of the destination.
      
      Jeff Page
      Dream Aircraft Tundra #10
      
      
________________________________________________________________________________
Date: 
Nov 24, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: peak loads for motors/pumps
      
      
      At 06:49 PM 11/23/2010, you wrote:
      >Say you're doing your load analysis and you have a flap motor 
      >(running all of 30 seconds during a flight) that when turned on 
      >briefly draws 14 amps and then quickly settles down to 3.5 amps 
      >while running -- do you consider the "peak load" 14 amps or 3.5 amps 
      >as far as determining wire size and fuse size?  Same question with a 
      >high pressure electric fuel pump for fuel injected engines.
      
         Transient peak current demands are generally not part of
         a load analysis because they are not high energy events.
         By high energy, we're considering watt-seconds of demand
         during a transient event is tiny when compared with the
         sum total of all other loads.
      
         Another example: The cold resistance of an 28v incandescent
         landing light bulb can easily be under 1/2  ohm. 1/2 ohm
         across 28v is 56 amps . . . except that this current is so
         large compared to normal running current of say 4 amps,
         the resistance of wring sized to OPERATED the lamp contributes
         greatly to the mitigation of inrush current.
      
         The energy demands of a start up transient (say 10A average
         at 28v for .2 seconds) would be 56 watt-seconds. The energy
         demands for the next ten minutes for approach to landing and
         taxi in is (4A at 28v for 600 seconds) or 67200 watt-seconds.
      
         A load analysis focuses on a flight-cycle. From master
         switch ON to master switch OFF with one question in mind.
         Does the power generation system produce enough energy to
         recharge a battery used for cranking and to run all necessary
         accessories for all phases of flight.
      
         See the exemplar load analysis aids and samples at:
      
      http://www.aeroelectric.com/PPS/Load_Analysis/
      
         This does not mean that inrush currents are not an important
         part of the system's performance analysis. Inrush currents
         represent a potential for antagonizing other systems. I.e.,
         as far as your GPS, EFIS, radio, or MP3 player is concerned,
         turning on that landing light or pump motor is an influence
         upon the quality of incoming power. A noise.
      
         A low internal impedance of the battery goes to mitigation
         of bus voltage excursions during the inrush event. Sizes of bus
         feeders has a smaller but significant influence too. But as
         a general rule, the only design consideration for wiring up
         devices that produce large transient events is to make sure their
         circuit protection doesn't nuisance trip.
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Nov 24, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Z13/8 Rev Q comments
      
      
      At 09:03 AM 11/24/2010, you wrote:
      
      For a while, I was planning on a larger secondary alternator, but the
      plan was getting out of control for an unlikely situation.  Glenn's
      comments make sense.  I think I am better off minimizing the
      electrical usage.  Some of the items, like the Skyview will probably
      take less in actual use than the rated maximum.
      
          Exactly! I can't tell you how many exercises in load
          analysis ended with considerable error in the final
          totals. Not so much from a variance in the published
          values for any one accessory . . . but when you have
          dozens of accessories . . .
      
          You know the ol' saw: "A million here, a billion there
          and pretty soon, we're talking about real money!"
      
          The neat thing about the e-bus architecture is the
          ease with which an experimental direct measurement
          of endurance loads can be accomplished. I've oft
          pondered the notion of adding a shunt in series
          with the e-bus alternate feed path. Silly of course,
          this is a one-time exercise that does not justify
          permanent installation of instrumentation.
      
      I can use a low voltage warning for the SD-8 with a lower voltage trip
      point, so I know when the battery is actually carrying part of the load.
      At 2700 rpm, the SD-8 will be turning 3500 rpm, with higher fuel
      consumption.  I can make that tradeoff in flight, depending on the
      distance of the destination.
      
          Now you're THINKING about it. Today's bright stars
          for plan-b may differ from what you ultimately
          fly with. But every modification will go toward
          establishing and meeting design goals for NEVER
          experiencing an electrical emergency.
      
          Bob . . . 
      
      
________________________________________________________________________________
From: 
"Noel Loveys" <noelloveys(at)yahoo.ca>
Subject: 
OV protection for Alt energized   contactor
Date: 
Nov 24, 2010
      
      
      What causes the light to flash?  I don't even see an enunciator light in the
      schematic.
      
      Noel
      
      -----Original Message-----
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Robert L.
      Nuckolls, III
      Sent: November 23, 2010 7:20 PM
      Subject: RE: AeroElectric-List: OV protection for Alt energized contactor
      
      
      
      At 01:49 PM 11/23/2010, you wrote:
      
      >
      >Looks to me if the S terminal of your Ford regulator senses too high a
      >voltage for any reason then it will cut all power to the F terminal of your
      >alternator.  Problem with this set up is that it doesn't give you an
      >indication that you have gone into an OV situation.
      
         OV is a transient event . . . perhaps 100 mS long followed
         by a very long LV condition which flashes a light.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
From: 
"Noel Loveys" <noelloveys(at)yahoo.ca>
Subject: 
Noises in transmitted signals
Date: 
Nov 24, 2010
      
      Hams ( amateur operators ) still do!
      
      
      Noel
      
      From: owner-aeroelectric-list-server(at)matronics.com 
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of 
      RGent1224(at)aol.com
      Sent: November 23, 2010 8:45 PM
      Subject: Re: AeroElectric-List: Noises in transmitted signals
      
      
      Back in the '50's we called that a dummy load for testing the rig
      
      D
      
      
      In a message dated 11/23/2010 3:48:46 P.M. Central Standard Time, 
      noelloveys(at)yahoo.ca writes:
      
      If you want to try this you can wire a light bulb of sufficient wattage 
      across the antenna terminals.  Don=995t be surprised if the light 
      bulb glows when the PTT is keyed.
      
      
________________________________________________________________________________
Date: 
Nov 24, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
OV protection for Alt energized     contactor
      
      
      At 06:24 PM 11/24/2010, you wrote:
      >
      >What causes the light to flash?  I don't even see an enunciator light in the
      >schematic.
      
         Depends on who's LV warning device one chooses to install . . .
         but all those offered in the past and future from AEC have
         flashers built in. For an exemplar schematic of a discontinued
         product, see:
      
      http://www.aeroelectric.com/Catalog/AEC/9005/LV_Warn_Fab_and_Install.pdf
      
         This and similar LV warning devices are shown on every
         one of the Z-figures. It drives an LED lamp fixture
         placarded LV WARN.
      
      
              Bob . . .
                          ////
                         (o o)
          ===========o00o=(_)=o00o========
          < Go ahead, make my day . . .   >
          < show me where I'm wrong.      >
          ================================
      
      
________________________________________________________________________________
Date: 
Nov 25, 2010
From: 
Matt Dralle <dralle(at)matronics.com>
Subject: 
What Are You Thankful For...?
      
      
      Dear Listers,
      
      Here in the United States, Thursday is our National day of Thanksgiving.  Many
      of us will be traveling to be with our families and friends to share in generous
      feasts of plenty and giving thanks for the many blessings that have been bestowed
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      Many Listers have expressed over the last couple of weeks how thankful they are
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      One of my favorite comments is when someone writes to me and says something like,
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      That's a wonderful tribute to the purpose and function of these Lists. 
      Its always great to hear I'm not the only one that jumps out of bed each morning
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      Won't you take a minute today and show your appreciation for these Lists and for
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      The List Contribution Site is:
      
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      Or, drop a personal check in the mail to: 
      
              Matt Dralle / Matronics 
              581 Jeannie Way 
              Livermore CA 94550
      	USA
      
      Thank you in advance for your kind consideration,
      
      Matt Dralle
      Matronics Email List Administrator
      
      
________________________________________________________________________________
Subject: 
Re: OV protection for Alt energized contactor
From: 
"jonlaury" <jonlaury(at)impulse.net>
Date: 
Nov 25, 2010
      
      
      > What causes the light to flash? I don't even see an enunciator light in the
      > schematic. 
      
      
      Noel, 
      
      Look at the schematic that I posted in this thread (that Bob started as a parallel
      to the original).
      
      The 9005 LVM is on the far left of the schematic. I assume that the diode with
      the circle around it is a LED symbol. I usually see LED's indicated with a zig-zag
      arrow.
      
      J
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=321046#321046
      
      
________________________________________________________________________________
From: 
Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: 
Dynon alarm detector
Date: 
Nov 25, 2010
      
      
      Mr. Bob=2C
      
        Regarding the Dynon alarm detector circuit you designed=2C I have a 
      very easy question=3B  (your circuit is attached=2C to save you the trouble
       of 
      looking it up)
        First=2C some background.  As I mentioned awhile back=2C I intended to us
      e 
      your circuit to power a "cascading LED circuit".  (this is a 10 LED 
      flashing circuit based on the 555 timer and the 4017 decade counter)
      This would give a visual alarm=2C in addition to the standard Dynon audio
      alarm.
      
        I built the entire combo circuit=2C where the Dynon alarm detector powers
      
      the cascading LEDs upon activation.  Works great=2C look nice.  Exactly wha
      t
      I had in mind.  However=2C I would like to verify during preflight inspecti
      on that
      the alarm detector is "working" properly (waiting for a signal)=2C although
       I 
      wouldn't know while on the ground .
      
        Here's the question=3B  Can I install an SPST switch between the "alarm s
      ignal 
      wire" and the +12V 'always hot' wire to the detector circuit?  On the bread
      board=2C 
      this works just fine...but there is no Dynon hooked up to it=2C either.  I 
      don't want to 
      assume I can start applying +12V to the Dynon alarm signal wire (while it i
      s NOT 
      in alarm mode) and everything will be okay.  Do I need to protect the Dynon
       EFIS
      in order to check the alarm circuit is operable?
        Would a diode be necessary upstream from the switch?  If so=2C which one.
      
      What do you think?
      
        BTW=2C after building the Dynon alarm detector=2C I found out not just AN
      Y NPN
      transistors will do.  Evidently the PNP & NPN transistors are somewhat 'mat
      ched'.  
      It matters!!  I had a package of RShack "NPN" transistors.  For the record
      =2C BC546's
      don't work!  (You can see it off to the right in the picture of my project)
      
        Here is a picture of the fully finished Dynon alarm detector circuit.  I 
      installed 
      the single 3mm LED=2C and will leave it in.  The short white wire sends pow
      er to the
      'yet to be built' LED circuit.  The completed and operable LED circuit is o
      n the 
      breadboard=2C top left in the picture.  I salvaged some of the Dynon circui
      t parts
      off the breadboard to build the finished circuit.  The purple wire is the +
      12V lead.
      The light blue wire is the alarm signal.  Black is ground.  The black aliga
      tor clip
      is providing power (artificial alarm signal) to the purple wire charged wit
      h +12V.
      Works like a champ!!       I just need to allow for proper checking....
      
      Thanks for your time=2C     Mike Welch 		 	   		  
      
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November 12, 2010 - November 25, 2010

AeroElectric-Archive.digest.vol-jv

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