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      IDAwMDAwIG4NCnRyYWlsZXINPDwNL1NpemUgMjE3DS9JRFs8NjY2ZGQ1Yzg2YzBiZTYyNDM1
      N2I0MzkwYTUzZGRlZWI+PDY2NmRkNWM4NmMwYmU2MjQzNTdiNDM5MGE1M2RkZWViPl0NPj4N
      c3RhcnR4cmVmDTE3Mw0lJUVPRg0
      
________________________________________________________________________________
From: 
"Mike Gamble" <mp.gamble(at)talktalk.net>
Subject: 
Garmin GTX 320
Date: 
Dec 23, 2010
      
      2 Copies of required manual received. Garmin was no help but the forum
      turned up trumps again.
      
      Thanks Ron
      
      Mike
      
      XS Mono
      
      G-CFMP 
      
      
________________________________________________________________________________
Date: 
Dec 23, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Avionics Installation Data Archives
      
      
      Charles,
      
      Thanks for the posting of the GTX320 manual. I captured
      and added it to the Installation Data Archives at:
      
      http://www.aeroelectric.com/Installation_Data/
      
      By the way. If anyone has possession of an electronic
      or paper copy of installation data (not already
      archived) and would like to share it with the OBAM
      aircraft community, please let me know.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Dec 23, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Is this good practice?
      
      
         AeroElectric-Listers . . .
      
         Had a couple of direct emails asking why some of my
         postings were stripped of the quote tags for the
         posting to which I was responding . . . often to the
         extent of duplicating much data.
      
         When involved in a running conversation, it's a GOOD
         thing that we strip our replies of past threading.
         I have a folder in my email client where I stash
         what might be called "tech tips". These are complete
         threads of an idea or process that COULD be subject
         matter for another publication. I have 2500+ such
         items on file.
      
         The 'Connection was necessarily limited to
         simple-ideas for components and broad ideas for
         architectures. The few copies I've had returned
         from dissatisfied customers came with a note that
         said, "I thought you were going to tell me how to
         wire my airplane."
      
         The Tech-Tips publication will go to hands-on
         examples of materials selection and shop practice
         . . . a logical follow-on to the 'Connection.
      
         So when you see postings like the one I put up
         an hour ago, understand that it's one more
         "note card" of many being stacked up as source
         material for another publishing effort. Now all
         I need is a couple of months of spare time to
         edit the thing!
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Subject: 
Canopy Latch Indicator
From: 
"Eric M. Jones" <emjones(at)charter.net>
Date: 
Dec 23, 2010
      
      
      Here's a handy indicator that tells you that BOTH (or any number) canopy (or gear,
      door or other) latches are fastened. It uses a bipolar Red/Green LED. Easy
      to adapt to other uses. No critical parts.
      
      Merry Xmas.
      
      --------
      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=324285#324285
      
      
      Attachments: 
      
      http://forums.matronics.com//files/canopy_latches_for_bipolar_leds_184.pdf
      
      
________________________________________________________________________________
Date: 
Dec 23, 2010
From: 
rayj <raymondj(at)frontiernet.net>
Subject: 
Re: Canopy Latch Indicator
      
      
      Thanks Eric. A useful thing for an electronics novice like me.
      
      Raymond Julian
      Kettle River, MN
      
      On 12/23/2010 05:49 PM, Eric M. Jones wrote:
      > -->  AeroElectric-List message posted by: "Eric M. Jones"
      >
      > Here's a handy indicator that tells you that BOTH (or any number) canopy (or
      gear, door or other) latches are fastened. It uses a bipolar Red/Green LED. Easy
      to adapt to other uses. No critical parts.
      >
      > Merry Xmas.
      >
      > --------
      > 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=324285#324285
      >
      >
      > Attachments:
      >
      > http://forums.matronics.com//files/canopy_latches_for_bipolar_leds_184.pdf
      >
      >
      
      
________________________________________________________________________________
From: 
"Don" <dsvs(at)ca.rr.com>
Subject: 
Avionics Installation Data Archives
Date: 
Dec 23, 2010
      
      
      -----Original Message-----
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Robert L.
      Nuckolls, III
      Sent: Thursday, December 23, 2010 9:01 AM
      Subject: AeroElectric-List: Avionics Installation Data Archives
      
      
      
      Charles,
      
      Thanks for the posting of the GTX320 manual. I captured
      and added it to the Installation Data Archives at:
      
      http://www.aeroelectric.com/Installation_Data/
      
      By the way. If anyone has possession of an electronic
      or paper copy of installation data (not already
      archived) and would like to share it with the OBAM
      aircraft community, please let me know.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
From: 
"Don" <dsvs(at)ca.rr.com>
Subject: 
Avionics Installation Data Archives
Date: 
Dec 23, 2010
      
      Bob,
       I have three more that I will send one at a time
      
      -----Original Message-----
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Robert L.
      Nuckolls, III
      Sent: Thursday, December 23, 2010 9:01 AM
      Subject: AeroElectric-List: Avionics Installation Data Archives
      
      
      
      Charles,
      
      Thanks for the posting of the GTX320 manual. I captured
      and added it to the Installation Data Archives at:
      
      http://www.aeroelectric.com/Installation_Data/
      
      By the way. If anyone has possession of an electronic
      or paper copy of installation data (not already
      archived) and would like to share it with the OBAM
      aircraft community, please let me know.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
From: 
"Don" <dsvs(at)ca.rr.com>
Subject: 
Avionics Installation Data Archives
Date: 
Dec 23, 2010
      
      
      -----Original Message-----
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Robert L.
      Nuckolls, III
      Sent: Thursday, December 23, 2010 9:01 AM
      Subject: AeroElectric-List: Avionics Installation Data Archives
      
      
      
      Charles,
      
      Thanks for the posting of the GTX320 manual. I captured
      and added it to the Installation Data Archives at:
      
      http://www.aeroelectric.com/Installation_Data/
      
      By the way. If anyone has possession of an electronic
      or paper copy of installation data (not already
      archived) and would like to share it with the OBAM
      aircraft community, please let me know.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
From: 
"Don" <dsvs(at)ca.rr.com>
Subject: 
Avionics Installation Data Archives
Date: 
Dec 23, 2010
      
      
      Bob,
      I also have the Garmin 480 and 347 but they are to large to send via email.
      If you want these please send me a message with a way to get them to you 
      
      -----Original Message-----
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Don
      Sent: Thursday, December 23, 2010 8:52 PM
      Subject: RE: AeroElectric-List: Avionics Installation Data Archives
      
      
      -----Original Message-----
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Robert L.
      Nuckolls, III
      Sent: Thursday, December 23, 2010 9:01 AM
      Subject: AeroElectric-List: Avionics Installation Data Archives
      
      
      
      Charles,
      
      Thanks for the posting of the GTX320 manual. I captured and added it to the
      Installation Data Archives at:
      
      http://www.aeroelectric.com/Installation_Data/
      
      By the way. If anyone has possession of an electronic or paper copy of
      installation data (not already
      archived) and would like to share it with the OBAM aircraft community,
      please let me know.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Dec 24, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Avionics Installation Data Archives
      
      
      At 11:35 PM 12/23/2010, you wrote:
      >
      >Bob,
      >I also have the Garmin 480 and 347 but they are to large to send via email.
      >If you want these please send me a message with a way to get them to you
      
         Hmmmm . . . I guess you could burn them to a CD
         and mail 'em. Do you have FTP access to a server
         anywhere?
      
      
         Bob . . . 
      
      
________________________________________________________________________________
From: 
"Don" <dsvs(at)ca.rr.com>
Subject: 
Avionics Installation Data Archives
Date: 
Dec 23, 2010
      
      
      No ftp access tp a server.  I will send a cd to yoy. I need an address to
      send it to.  Thanks
      
      -----Original Message-----
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Robert L.
      Nuckolls, III
      Sent: Thursday, December 23, 2010 10:30 PM
      Subject: RE: AeroElectric-List: Avionics Installation Data Archives
      
      
      
      At 11:35 PM 12/23/2010, you wrote:
      >
      >Bob,
      >I also have the Garmin 480 and 347 but they are to large to send via email.
      >If you want these please send me a message with a way to get them to you
      
         Hmmmm . . . I guess you could burn them to a CD
         and mail 'em. Do you have FTP access to a server
         anywhere?
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Dec 24, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Avionics Installation Data Archives
      
      
      At 01:08 AM 12/24/2010, you wrote:
      >
      >No ftp access tp a server.  I will send a cd to yoy. I need an address to
      >send it to.  Thanks
      
         P.O. Box 130, Medicine Lodge, KS 67104
      
         Thank you!
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Dec 24, 2010
From: 
Neil Clayton <harvey4(at)earthlink.net>
Subject: 
Alternator output voltage vs usable voltage at the
      bus
      
      Is my reasoning correct here?
      
      On my pusher, the internally regulated alternator puts about 13+ 
      volts on the bus behind the panel.
      If there is 10 feet of #6 wire between the alternator and the battery 
      (alternator, all the way forward to the 40A panel breaker, then to the bus).
      
      10 feet of #6 wire at 0.004 mOhms/foot pulling 15 amps of current 
      would see a voltage drop of 10 x 0.004 x 15 = 0.6 volt drop. Add a 
      few more losses along the route and 13v is a reasonable expectation 
      at the bus. So if the electrons start out their journey from the 
      alternator at 14 volts, I'd see about 13.0 volts on the bus.
      
      Furthermore, if I externally regulated the alternator using +14 bus 
      voltage as the target voltage, the regulator would compensate for the 
      line voltage drop, and I'd see 14+ volts at the bus?
      
      Right, or is this Mech Engineer counting electrons wrong?
      
      Thanks
      Neil
      
      
________________________________________________________________________________
Date: 
Dec 24, 2010
From: 
"Richard E. Tasker" <retasker(at)optonline.net>
Subject: 
Re: Alternator output voltage vs usable voltage at
      the bus
      
      
      You are correct.
      
      Dick Tasker
      
      Neil Clayton wrote:
      > Is my reasoning correct here?
      >
      > On my pusher, the _internally_ regulated alternator puts about 13+ 
      > volts on the bus behind the panel.
      > If there is 10 feet of #6 wire between the alternator and the battery 
      > (alternator, all the way forward to the 40A panel breaker, then to the 
      > bus).
      >
      > 10 feet of #6 wire at 0.004 mOhms/foot pulling 15 amps of current 
      > would see a voltage drop of 10 x 0.004 x 15 = 0.6 volt drop. Add a few 
      > more losses along the route and 13v is a reasonable expectation at the 
      > bus. So if the electrons start out their journey from the alternator 
      > at 14 volts, I'd see about 13.0 volts on the bus.
      >
      > Furthermore, if I _externally_ regulated the alternator using +14 bus 
      > voltage as the target voltage, the regulator would compensate for the 
      > line voltage drop, and I'd see 14+ volts at the bus?
      >
      > Right, or is this Mech Engineer counting electrons wrong?
      >
      > Thanks
      > Neil
      >
      > *
      >
      > *
      
      -- 
      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.
      --
      
      
________________________________________________________________________________
Date: 
Dec 24, 2010
From: 
Kelly McMullen <kellym(at)aviating.com>
Subject: 
Re: Alternator output voltage vs usable voltage  at
      the bus
      
      
      Your reasoning is correct, but the goal is not. You want 14V +/- 0.2 at 
      the battery when you have enough rpm for significant positive output 
      from the alternator. Your avionics and most everything else electrical 
      will function fine at 12 to 14 V and are not that picky. Voltage is set 
      to fully recharge the battery, so you have maximum endurance time 
      available if the charging system quits. The rest of the electrical 
      system doesn't care that much once the minimum voltage is present. So 
      the cable size(s) from the alternator to the battery via the regulator 
      and any resistance induced at connections are what matters.
      
      
      On 12/24/2010 3:03 PM, Neil Clayton wrote:
      > Is my reasoning correct here?
      >
      > On my pusher, the _internally_ regulated alternator puts about 13+ 
      > volts on the bus behind the panel.
      > If there is 10 feet of #6 wire between the alternator and the battery 
      > (alternator, all the way forward to the 40A panel breaker, then to the 
      > bus).
      >
      > 10 feet of #6 wire at 0.004 mOhms/foot pulling 15 amps of current 
      > would see a voltage drop of 10 x 0.004 x 15 = 0.6 volt drop. Add a few 
      > more losses along the route and 13v is a reasonable expectation at the 
      > bus. So if the electrons start out their journey from the alternator 
      > at 14 volts, I'd see about 13.0 volts on the bus.
      >
      > Furthermore, if I _externally_ regulated the alternator using +14 bus 
      > voltage as the target voltage, the regulator would compensate for the 
      > line voltage drop, and I'd see 14+ volts at the bus?
      >
      > Right, or is this Mech Engineer counting electrons wrong?
      >
      > Thanks
      > Neil
      >
      > *
      >
      > *
      
      
________________________________________________________________________________
Date: 
Dec 24, 2010
From: 
jerb <ulflyer(at)verizon.net>
Subject: 
Off Topic - Looking for geared AC motor
      
      
      Hey folks there are a lot of resources on these list.  Anyone have or 
      know of a source for an surplus (cheap is good) geared down 120V AC 
      motor of 1/4-1/3 HP.  Inline or right angle gear box will work - need 
      a shaft output of around 20-43 (desired) or 80-100 RPM.  This in not 
      for an aviation orientated project.  I can't justify the cost of a 
      new unit for its intended use.
      
      If so please email direct.  Thanks,
      jerryb
      
      
________________________________________________________________________________
Date: 
Dec 24, 2010
From: 
jerb <ulflyer(at)verizon.net>
Subject: 
Off Topic - Looking for geared AC motor
      
      
      Hey folks there are a lot of resources on these list.  Anyone have or 
      know of a source for an surplus (cheap is good) geared down 120V AC 
      motor of 1/4-1/3 HP.  Inline or right angle gear box will work - need 
      a shaft output of around 20-43 (desired) or 80-100 RPM.  This in not 
      for an aviation orientated project.  I can't justify the cost of a 
      new unit for its intended use.
      
      If so please email direct.  Thanks,
      jerryb
      
      
________________________________________________________________________________
Subject: 
Re: Off Topic - Looking for geared AC motor
From: 
dfritzj <dfritzj(at)yahoo.com>
Date: 
Dec 25, 2010
      
      
      I've been using such a geared motor for years to turn a large barbecue rotisserie
      (good for a pig up to 110 pounds). What I used appears to be a mill or lathe
      electric feed motor. It's plenty strong and turns at about 10 RPM. You may be
      able to find something similar that turns a little quicker at a surplus shop.
      
      
      Dan
      
      
________________________________________________________________________________
From: 
"Neal George" <n8zg(at)att.net>
Subject: 
Off Topic - Looking for geared AC motor
Date: 
Dec 25, 2010
      
      
      Jerry - 
      
      Lots to choose from here:
      
      http://www.surpluscenter.com/electric.asp 
      
      neal
      
      -----Original Message-----
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of jerb
      Sent: Friday, December 24, 2010 11:11 PM
      Subject: AeroElectric-List: Off Topic - Looking for geared AC motor
      
      
      Hey folks there are a lot of resources on these list.  Anyone have or 
      know of a source for an surplus (cheap is good) geared down 120V AC 
      motor of 1/4-1/3 HP.  Inline or right angle gear box will work - need 
      a shaft output of around 20-43 (desired) or 80-100 RPM.  This in not 
      for an aviation orientated project.  I can't justify the cost of a 
      new unit for its intended use.
      
      If so please email direct.  Thanks,
      jerryb
      
      
________________________________________________________________________________
Subject: 
Voltage Regulator Output
From: 
"MHerder" <michaelherder(at)beckgroup.com>
Date: 
Dec 26, 2010
      
      
      I am using a Jabiru 3300 with a permanent magnet alternator and a kubota voltage
      regulator.  I have some questions since I don't fully understand the PM alternator
      output.
      
      1)  What does the voltage out of the regulator look like on an oscilloscope?  Is
      it really pure DC or does it have some squiggles that avionics may not do so
      well with?
      
      2) Jabiru suggests tying the yellow wire (senses voltage and tells whether or not
      the system needs charge or dumps excess to ground) and the Red wire (charges
      battery) as close to the positive terminal as possible.  I would like to charge
      and sense voltage at the starter contactor for the following reason... If
      I have an over voltage situation, I will get an alarm from my EIS and I can simply
      shut off my master switch which would hopefully prevent a problem....  Take
      a look at my schematic and let me know what you think.
      
      3)  What should the voltage be at say 800 RPM, 1500 RPM and 2800 RPM?
      
      --------
      One Rivet at a Time!
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=324581#324581
      
      
      Attachments: 
      
      http://forums.matronics.com//files/regulator_wiring_572.pdf
      
      
________________________________________________________________________________
Subject: 
Re: Voltage Regulator Output
From: 
"MHerder" <michaelherder(at)beckgroup.com>
Date: 
Dec 26, 2010
      
      
      To clarify, my main concern is with damaging avionics since my charging would rin
      past the avionics bus on the way to the positive side of my battery.  I also
      have concerns with what happens if the red and yellow are disconnected.  Where
      would the voltage go, or would it just be an open circuit?
      
      --------
      One Rivet at a Time!
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=324582#324582
      
      
________________________________________________________________________________
Subject: 
Re: Voltage Regulator Output
From: 
"user9253" <fran4sew(at)banyanol.com>
Date: 
Dec 27, 2010
      
      
      Michael,
      The output of the voltage regulator is not pure DC, but rather pulsing DC.  Hopefully
      your avionics are well designed to operate on dirty DC.  If not, it might
      be helpful to add some type of filter.
      Your schematic does not show a switch to disable the alternator.  Is there a switch?
      The schematic does not show details, but it appears that the master switch
      will not disconnect the alternator output from the aircraft load.  But the
      avionics master will isolate the avionics.  I recommend that Bob Nuckolls' over-voltage
      protection module be used.  It will react in less than one second.
      It will take a human 5 or 10 seconds to recognize a high voltage problem and
      take appropriate action.
      Joe
      
      --------
      Joe Gores
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=324654#324654
      
      
________________________________________________________________________________
Date: 
Dec 27, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Voltage Regulator Output
      
      
      At 03:12 PM 12/26/2010, you wrote:
      >
      >
      >I am using a Jabiru 3300 with a permanent magnet alternator and a 
      >kubota voltage regulator.  I have some questions since I don't fully 
      >understand the PM alternator output.
      >
      >1)  What does the voltage out of the regulator look like on an 
      >oscilloscope?  Is it really pure DC or does it have some squiggles 
      >that avionics may not do so well with?
      
         When the regulator is running flat out (switched on hard)
         the output current is what one would expect from a full-wave
         bridge rectifier driven by a single phase ac source.
         As bus voltage achieves the regulation setpiont, the regulator
         "throttles back" an if the battery were not present, you would
         no doubt see a trashier looking waveform
      
         Noise studies on these power generating sources have
         shown that the noise levels (while unique to PM alternators)
         are of no more concern than the noise from a wound-field,
         3-phase alternator.
      
      >2) Jabiru suggests tying the yellow wire (senses voltage and tells 
      >whether or not the system needs charge or dumps excess to ground) 
      >and the Red wire (charges battery) as close to the positive terminal 
      >as possible.  I would like to charge and sense voltage at the 
      >starter contactor for the following reason... If I have an over 
      >voltage situation, I will get an alarm from my EIS and I can simply 
      >shut off my master switch which would hopefully prevent a 
      >problem....  Take a look at my schematic and let me know what you think.
      
          Why not add active monitoring and automatic control
          for the OV condition as described here?
      
      http://www.aeroelectric.com/PPS/Adobe_Architecture_Pdfs/Z16M.pdf
      
      
      >3)  What should the voltage be at say 800 RPM, 1500 RPM and 2800 RPM?
      
          PM alternators are usually "geared" such that full alternator
          output is not available until the engine is turning at max
          cruise RPM. This is why PM alternators are problematic for
          meeting legacy design goals assigned to their larger 3-phase
          brothers found on TC aircraft. It's unlikely that any useful
          output is achieved at 800 or 1500 engine rpm. The engine
          manual is silent on alternator performance data.
      
      http://www.usjabiru.com/images/pdf/manuals/new%20stuff/3300%20Install.pdf
      
          . . . other than to say it's rated for 200W of output
          (about 14 amps).
      
      
              Bob . . .
                          ////
                         (o o)
          ===========o00o=(_)=o00o========
          < Go ahead, make my day . . .   >
          < show me where I'm wrong.      >
          ================================
      
      
________________________________________________________________________________
Subject: 
Re: Voltage Regulator Output
From: 
"MHerder" <michaelherder(at)beckgroup.com>
Date: 
Dec 27, 2010
      
      
      Here's my logic...  The over voltage scenario is highly unlikely with the PM alternator,
      in fact the Jabiru manual does not even recommend any protection.  It
      seems that I could either disconnect the master solenoid which would remedy
      the problem, or just turn on my landing and taxi light which draws a lot of power.
      Normally the PM alternator can barely keep up with anyway.  The master switch
      disconnect would isolate the regulator and rectifier, however the disadvantage
      is that I have no power to the main buss or avionics buss.   Since I have
      battery backup up on my EFIS and GPS, I'm not that concerned.  I can still land
      safely, which is all I'm really looking for.
      
      The EIS should give me ample visual and audio warning if I set it for a little
      lower threshold value, say 13.8V.
      
      
      Michael, 
      The output of the voltage regulator is not pure DC, but rather pulsing DC. Hopefully
      your avionics are well designed to operate on dirty DC. If not, it might
      be helpful to add some type of filter. 
      Your schematic does not show a switch to disable the alternator. Is there a switch?
      The schematic does not show details, but it appears that the master switch
      will not disconnect the alternator output from the aircraft load. But the avionics
      master will isolate the avionics. I recommend that Bob Nuckolls' over-voltage
      protection module be used. It will react in less than one second. It will
      take a human 5 or 10 seconds to recognize a high voltage problem and take appropriate
      action. 
      Joe
      
      --------
      One Rivet at a Time!
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=324689#324689
      
      
________________________________________________________________________________
Date: 
Dec 28, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Voltage Regulator Output
      
      
      At 01:23 PM 12/27/2010, you wrote:
      >
      >
      >  . . . .Since I have battery backup up on my EFIS and GPS, I'm not 
      > that concerned.  I can still land safely, which is all I'm really looking for.
      >
      >The EIS should give me ample visual and audio warning if I set it 
      >for a little lower threshold value, say 13.8V.
      
          Michael, It's not clear to me that you've acquired
          an understanding of the simple-ideas that go into
          a recipe for success for your airplane's electrical
          system. There's a recommended library of information
          but in particular, a chapter on system reliability
          published in the AeroElectric Connection. You can
          get printed/bound copies for a nominal fee or download
          it and print yourself at no cost other than printer
          expenses.
      
          You're correct that OV conditions are rare and
          one of the least concerns for reducing risk . . .
          which is why chapter 17 goes to some length attempting
          to order various system frailties and failures in
          order of criticality.
      
          The architecture diagrams offered in appendix Z
          strive to bring the best legacy design goals from
          TC aviation into the new "kitchen". Owner Built
          and Maintained aviation is crafting new recipes
          specific to what the builder wants/needs . . .
          not what the FAA or program managers dictate.
          At the same time, we strive to drive risks to
          still lower numbers.
      
          If you've not taken advantage of the resources
          cited, I would encourage you to do so. It goes
          toward increasing your comfort and confidence in
          the operation of your airplane.
      
          Happy new year!
      
          Bob . . .
      
      
________________________________________________________________________________
Date: 
Dec 28, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Voltage Regulator Output
      
      
      At 01:23 PM 12/27/2010, you wrote:
      >
      
         P.S. Here's some alternator noise signatures for
         PM and WF3P (wound-field/three-phase) alternators:
      
      http://www.aeroelectric.com/Pictures/Curves/Safari_Bus_Noise_1.gif
      
      http://www.aeroelectric.com/Pictures/Curves/Safari_Bus_Noise_2.gif
      
      http://www.aeroelectric.com/Pictures/Curves/SD-8_Noise_Data.pdf
      
          The SD-8 (and similar PM alternators) does
          not present an unusually severe problem with
          respect to noise.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Dec 28, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
SD-8 Performance
      
      
      I'd forgotten about this plot we crafted for B&C 6 years
      ago . . .
      
      http://www.aeroelectric.com/Reference_Docs/Alternator_Data/SD8-Performance.pdf
      
      This data was gathered on the test bench and then
      plotted against engine RPM for the two common drive
      pad ratios: Lycoming 1:1.3 and Continental 1:1.5
      
      There are two curves. One that predicts usable output
      at minimum battery maintenance voltage of 13.8. The
      second curve shows output available if the bus is pulled
      down to 12.5 volts . . . not so low as to begin discharging
      the battery but also not high enough to push energy back
      into the battery.
      
      It was this data gathering exercise that suggested one
      could plan to load the SD-8 to as much as 10A under
      some circumstances.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Dec 28, 2010
Subject: 
faulty push to talk
From: 
bob noffs <icubob(at)gmail.com>
      
      hi all,
        my friend bought a kitfox and when the ptt button is pressed the rotax
      tach. goes to far right and so does the gas gauge. the intercom and radio
      all continue to work normally. any hints where he should look first? he
      isolated the power to the ptt by jumping at the battery but no change.
              bob noffs
      
________________________________________________________________________________
Date: 
Dec 28, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: faulty push to talk
      
      
      At 05:39 PM 12/28/2010, you wrote:
      >hi all,
      >   my friend bought a kitfox and when the ptt button is pressed the 
      > rotax tach. goes to far right and so does the gas gauge. the 
      > intercom and radio all continue to work normally. any hints where 
      > he should look first? he isolated the power to the ptt by jumping 
      > at the battery but no change.
      
          Does it do it with the radio turned off? This has the
          flavor of an RF interference problem. You need to
          dummy load the transceiver's antenna line . . .
      
      http://aeroelectric.com/Pictures/Tools/RF_Antenna_Test_Tools/DummyLoad.jpg
      
          and see if the problem goes away. Are these perchance
          Van's instruments? I've had two of them in my shop,
          an ammeter and a fuel gauge as I recall. Both were
          extraordinarily vulnerable to strong RF in the
          cockpit.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Dec 29, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
9024 plods on . . .
      
      
      For those who are awaiting availability of the 9024,
      4-function control module, I've published a footprint
      sketch and product photo at:
      
      http://www.aeroelectric.com/Catalog/AEC/9024/
      
      Originally, we considered a heat-shrink encapsulated assembly
      with pendant wires. After much pondering of the processes
      and cost of manufacturing/ownership issues, we've decided
      to build the little guy up in a d-sub back shell. The builder
      will have the option of making their own mounting bracket
      and acquiring the mating connector locally . . . either
      crimp or solder.
      
      We'll be offering pre-punched, extruded brackets and crimp
      connector mounting kits as a separate option for those who
      would rather buy than make. The 9, 15, 25, and 37-pin
      mounting kits will become attach hardware for a constellation of
      products. Once the mounting kits are in inventory, the
      current instrument panel ground bus kit will be revised
      to use the same bracket thus eliminating the present
      etched circuit board. I'm finally going to get some really
      good use from that set of d-sub punches I lusted after for
      more than 30 years before finally acquiring a set about 7
      years ago!
      
      Dr. Dee and I are going to St. Pete Beach next week.
      Dee is going to hob-nob with associates from around
      the country while 'lectric Bob is going to get some
      writing done . . . which will include the final revisions
      to the 9024 software description document and the
      companion installation manual.
      
      Progress IS being made . . .
      
      Happy new year folks!
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Jan 01, 2011
Subject: 
faulty push to talk
From: 
bob noffs <icubob(at)gmail.com>
      
      hey robert,
       thanks for your advice on the rf interference causing the tach to go crazy.
      the area where the antenna mounted was cleaned up and that solved the
      problem!
                      bob noffs
      
________________________________________________________________________________
Date: 
Jan 01, 2011
Subject: 
Questions about the 9005 Low Voltage Module
From: 
Jared Yates <email(at)jaredyates.com>
      
      Today it was cold and rainy so I had great fun soldering the various bits
      onto the 9005 PCB for the low voltage module in the comfort of the heated
      workshop.  When I got it all finished I made up a test lead out of a mating
      D-sub connector and two alligator clips.  Pins 4,5, and 9 all are connected
      to the red alligator clip, while pins 3,6,7,8 and the test LED cathode are
      all connected to the black alligator clip.  Pin 2 is connected to the test
      LED anode.  My plan was to hook those alligator clips to the truck battery,
      such that the LED would flash with the engine off and extinguish with the
      engine on, since the voltage situation would mirror the airplane that
      doesn't happen to have a functioning alternator yet.
      
      I don't think it is working correctly yet, and I was wondering if Bob or
      anyone else who has built one of these might have some suggestions.  When I
      first apply the battery voltage with the truck engine off, the LED in the
      test harness and the LED on the PCB flash once, like Captain Ramius's "one
      ping only."  Sometimes the LEDs flash once when I remove the voltage also.
       If I do my best impression of a morse code communicator with the alligator
      clip on the battery terminal the light will blink every time I touch the
      terminal, just as fast as I can modulate it.  My meter shows the truck
      battery to be on the high side of 12 volts, around 12.7 or so.  If I were to
      use intuition instead of science, it almost seems to behave as though the
      truck battery's 12.7 [measured, presumed to be fairly accurate] volts is
      above the threshold for a flashing LED, though I think that the intent of
      the design is for it to flash in this voltage range.  The LED in the test
      harness is just the first little red LED that I grabbed.  Is it possible
      that a difference in current draw between this LED and the one originally
      supplied with the 9005 kits would cause this behavior?
      
      I should also add that I did not need the aux battery features so I omitted
      the three components Q114, R119, and Z118 as per the note in the
      documentation.
      
      Here's a link to the documentation to save a search:
      http://www.aeroelectric.com/DIY/LV_Warn_Fab_and_Install.pdf
      
      So, does it sound like the unit is working correctly, and if not, what other
      troubleshooting would be good to try?
      
________________________________________________________________________________
Date: 
Jan 01, 2011
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Questions about the 9005 Low Voltage   Module
      
      At 09:53 PM 1/1/2011, you wrote:
      Today it was cold and rainy so I had great fun soldering the various 
      bits onto the 9005 PCB for the low voltage module in the comfort of 
      the heated workshop.  When I got it all finished I made up a test 
      lead out of a mating D-sub connector and two alligator clips.  Pins 
      4,5, and 9 all are connected to the red alligator clip, while pins 
      3,6,7,8 and the test LED cathode are all connected to the black 
      alligator clip.  Pin 2 is connected to the test LED anode.  My plan 
      was to hook those alligator clips to the truck battery, such that the 
      LED would flash with the engine off and extinguish with the engine 
      on, since the voltage situation would mirror the airplane that 
      doesn't happen to have a functioning alternator yet.
      
         Good plan . . .
      
      
      I don't think it is working correctly yet, and I was wondering if Bob 
      or anyone else who has built one of these might have some 
      suggestions.  When I first apply the battery voltage with the truck 
      engine off, the LED in the test harness and the LED on the PCB flash 
      once, like Captain Ramius's "one ping only."
      
      
      
      Is it possible that a difference in current draw between this LED and 
      the one originally supplied with the 9005 kits would cause this behavior?
      
          No.
      
      I should also add that I did not need the aux battery features so I 
      omitted the three components Q114, R119, and Z118 as per the note in 
      the documentation.
      
          No problem.
      
          With the device under test hooked to your battery
          in a non-running vehicle.  Hook the minus lead
          of your voltmeter hooked to battery (-). Measure
          and record the voltages at the following test points:
      
          U107  Pin 1
      
          U107  Pin 2
      
          U107  Pin 3
      
          U107  Pin 4
      
          U107  Pin 7
      
          U107  Pin 8
      
          Also
      
          U110  Pin 1
      
          U110  Pin 2
      
          U110  Pin 3
      
          U110  Pin 4
      
          U110  Pin 5
      
          U110  Pin 6
      
          U110  Pin 8
      
      
              Bob . . .
                          ////
                         (o o)
          ===========o00o=(_)=o00o========
          < Go ahead, make my day . . .   >
          < show me where I'm wrong.      >
          ================================
      
      
________________________________________________________________________________
Date: 
Jan 02, 2011
Subject: 
Re: Questions about the 9005 Low Voltage Module
From: 
Jared Yates <email(at)jaredyates.com>
      
      Thanks Bob!  Here are the readings that I get.  Battery Voltage this morning
      is 12.3.
      
      U107  Pin 1: 0
      U107  Pin 2: 2.38
      U107  Pin 3: .68
      U107  Pin 4: 0
      U107  Pin 7: 11.24
      U107  Pin 8: 11.49
      
      U110  Pin 1: 0
      U110  Pin 2: 10.77
      U110  Pin 3: 0
      U110  Pin 4: 11.49
      U110  Pin 5: 7.66
      U110  Pin 6: 10.78
      U110  Pin 8: 11.49
      
      
      On Sun, Jan 2, 2011 at 12:52 AM, Robert L. Nuckolls, III <
      nuckolls.bob(at)aeroelectric.com> wrote:
      
      >  With the device under test hooked to your battery in a non-running vehicle.
      Hook the minus lead of your voltmeter hooked to battery (-). Measure and record
      the voltages at the following test points:
      >
      > 
      >
      >
      
________________________________________________________________________________
Date: 
Jan 02, 2011
From: 
Jan de Jong <jan_de_jong(at)casema.nl>
Subject: 
is battery filter or dead weight?
      
      
      A question.
      Is a fully charged 12V lead-acid battery held at 14V a voltage stabiliser?
      People seem to think so but I doubt it.
      If you disconnect the battery while the alternator consistently puts out 
      over 13V will there be much difference in AC components on the bus?
      Is there an AC on top of DC internal impedance measurement out there 
      somewhere that I can't find a reference to?
      I hope somebody knows more.
      Thank you.
      Jan de Jong
      
      
________________________________________________________________________________
From: 
"Noel R.C. Loveys" <noelloveys(at)yahoo.ca>
Subject: 
is battery filter or dead weight?
Date: 
Jan 02, 2011
      
      
      The battery in the circuit will help dissipate voltage spikes.  If your
      generator goes into an overvoltage charge situation it won't take long to
      boil the battery.  Once that happens the buss will go overvoltage too,
      
      Noel 
      
      -----Original Message-----
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Jan de
      Jong
      Sent: January 2, 2011 1:53 PM
      Subject: AeroElectric-List: is battery filter or dead weight?
      
      
      A question.
      Is a fully charged 12V lead-acid battery held at 14V a voltage stabiliser?
      People seem to think so but I doubt it.
      If you disconnect the battery while the alternator consistently puts out 
      over 13V will there be much difference in AC components on the bus?
      Is there an AC on top of DC internal impedance measurement out there 
      somewhere that I can't find a reference to?
      I hope somebody knows more.
      Thank you.
      Jan de Jong
      
      
________________________________________________________________________________
Date: 
Jan 03, 2011
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: is battery filter or dead weight?
      
      At 11:23 AM 1/2/2011, you wrote:
      >
      >A question.
      >Is a fully charged 12V lead-acid battery held at 14V a voltage stabiliser?
      >People seem to think so but I doubt it.
      >If you disconnect the battery while the alternator consistently puts 
      >out over 13V will there be much difference in AC components on the bus?
      >Is there an AC on top of DC internal impedance measurement out there 
      >somewhere that I can't find a reference to?
      >I hope somebody knows more.
      
         I think you've already identified the battery
         filter myth . . . a myth I once propagated.
         There was a sort of "giant capacitor" quality
         ascribed to batteries that kind of made sense.
         Batteries are indeed a huge energy source/sink
         for their size.
      
         If you study battery behavior you'll discover
         that they are very non-linear devices. The term
         "internal impedance" does not describe a simple
         resistive or reactive loss. While a battery
         is being heavily discharged (say 12.0v and below)
         it can be said to have a very low internal impedance
         on the order of tens of milliohms. But while
         being charged at 14.0 volts and above, that
         impedance value rises. Worse yet, when
         the battery is fully charged, it's internal impedance
         goes waaayyyy up.
      
         This is why Mil-Std-704 tells us to EXPECT bus voltage
         excursions of 3v pk-pk over the range of
         1000 to 5000 Hz on a 28v system (1/2 that
         on a 14 volt system). The expected/permissible
         levels drop off on either side of that band:
      
      Emacs!
      
      
           Further, 704 is silent as to whether or not there is a battery
           present.  And it makes sense. A fully charge battery floating
           on a normal bus is electrically 'transparent'.
      
           If you experience an alternator runaway, the battery will offer
           a significant mitigating load that joins with system loads to
           drive the alternator into a current limited mode. This is helpful
           in holding down bus voltage while the ov protection system
           takes a few tens of milliseconds to shut it down.
      
           Obviously, when the alternator fails, the battery can be
           expected to provide the alternate source of energy albeit at
           reduced voltage. But as a "filter" small transients that we
           call noise, the battery is of no practical value. Dead weight?
           Hope not. The thoughtfully maintained battery is the most
           reliable source of energy on the airplane.
      
         Bob . . . 
      
________________________________________________________________________________
Date: 
Jan 03, 2011
From: 
Jan de Jong <jan_de_jong(at)casema.nl>
Subject: 
is battery filter or dead weight?
      
      
      Thanks.
      I realise that the battery will not allow excursion below 12.5V and will 
      be an increasing load above 15.5V as long as it lives.
      I wonder about its filtering role around 14V when it's neither drawing 
      or supplying current which is the standard situation.
      What might be an equivalent load of capacitor, resistor and inductor 
      combination?
      Jan
      
      The question is not urgent
      > From: "Noel R.C. Loveys" <noelloveys(at)yahoo.ca>
      > Subject: RE: AeroElectric-List: is battery filter or dead weight?
      >
      >
      > The battery in the circuit will help dissipate voltage spikes.  If your
      > generator goes into an overvoltage charge situation it won't take long to
      > boil the battery.  Once that happens the buss will go overvoltage too,
      >
      > Noel 
      >
      > -----Original Message-----
      > From: owner-aeroelectric-list-server(at)matronics.com
      > [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Jan de
      > Jong
      > Sent: January 2, 2011 1:53 PM
      > Subject: AeroElectric-List: is battery filter or dead weight?
      >
      >
      > A question.
      > Is a fully charged 12V lead-acid battery held at 14V a voltage stabiliser?
      > People seem to think so but I doubt it.
      > If you disconnect the battery while the alternator consistently puts out 
      > over 13V will there be much difference in AC components on the bus?
      > Is there an AC on top of DC internal impedance measurement out there 
      > somewhere that I can't find a reference to?
      > I hope somebody knows more.
      > Thank you.
      > Jan de Jong
      >   
      
      
________________________________________________________________________________
Date: 
Jan 03, 2011
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Questions about the 9005 Low Voltage   Module
      
      At 07:57 AM 1/2/2011, you wrote:
      >Thanks Bob!  Here are the readings that I get.  Battery Voltage this 
      >morning is 12.3.
      >
      >U107  Pin 1: 0
      >U107  Pin 2: 2.38
      >U107  Pin 3: .68
      >U107  Pin 4: 0
      >U107  Pin 7: 11.24
      >U107  Pin 8: 11.49
      >
      >U110  Pin 1: 0
      >U110  Pin 2: 10.77
      >U110  Pin 3: 0
      >U110  Pin 4: 11.49
      >U110  Pin 5: 7.66
      >U110  Pin 6: 10.78
      >U110  Pin 8: 11.49
      
         Okay, all of the voltages you've measured are expected
         values with one exception. Pin 3 of U107 voltage is
         established by the voltage reference Z103 and SHOULD
         be within 30 millivolts or so of 2.50 volts.
      
      http://www.national.com/ds/LM/LM185-2.5.pdf
      
         The fact that you're reading only .68 volts suggests
         that Z013 is installed wrong. See data sheet for pinout
         orientation . . .
      
      Emacs!
      
      
          Note that the image is a BOTTOM view
          of the device. The pictures for assembly of
          the 9005 show the flat side of the device
          pointed toward the power transistor location.
      
          If you determine that the device IS
          installed wrong you should consider the
          best way to replace it. If you have the tools
          and experience to removed parts from a plated
          thru hole board, you have a high probability
          of re-using the original part.
      
          I very seldom pull a part off a board with
          any notion of reusing it. The value of the
          part is usually pretty small compared to the
          value of the whole. I usually clip the leads
          on the part to be removed so that they can
          be taken out of the holes one at a time thus
          minimizing hazard to the board.
      
      
         Bob . . . 
      
________________________________________________________________________________
Date: 
Jan 03, 2011
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
is battery filter or dead weight?
      
      
      At 06:42 AM 1/3/2011, you wrote:
      >
      >Thanks.
      >I realise that the battery will not allow excursion below 12.5V and 
      >will be an increasing load above 15.5V as long as it lives.
      >I wonder about its filtering role around 14V when it's neither 
      >drawing or supplying current which is the standard situation.
      >What might be an equivalent load of capacitor, resistor and inductor 
      >combination?
      
          I've never considered researching an "equivalency" . . .
          It would depend heavily both on size of the battery
          and its physical condition. Given that noise values
          for battery-in versus battery-out are indistinguishable
          from each other says that noise mitigation benefits,
          if any, are insignificantly small.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Subject: 
Re: is battery filter or dead weight?
From: 
"Eric M. Jones" <emjones(at)charter.net>
Date: 
Jan 03, 2011
      
      
      It is a little hard to discover if big commercial aircraft have batteries at all.
      My guess is that they have some efficient small battery to start the APU, and
      not much more. Can an airplane be built without a battery? Sure. There is a
      large Russian airplane that can be parked all Winter, then started with the compressed
      air stored from a previous flight. If it doesn't start, you have your
      prisoners hand-pump in more compressed air.
      
      So having a battery is convenient for starting the airplane, and seems to be a
      stabilizing load for the alternator. If the battery is disconnected, plan on some
      other stabilization for the alternator, because what comes out of the alternator
      is a bumpy DC whose bumps are proportional the the alternator RPM. Modern
      electronics are perfectly capable of doing this as well as a big battery, but
      modern electronics are going to POL (Point-of-Load), where the "main" power
      supply is no longer forced to provide various voltages at various currents and
      various stabilities. Instead a single (and perhaps higher voltage) power line
      runs around the aircraft, and is then changed at the load to whatever the load
      needs by tiny little ICs. This has advantages from several angles, perhaps
      the main one being that the system supply and buses don't easily become obsolete.
      
      In my little airplane a-building, I plan an internally-regulated ND alternator
      and a power filter using a capacitor, and inductor, Zener and just a few other
      parts to give far better filtering than standard Cessnas. Why this is not routine
      practice mystifies me. 
      
      I might also find a reason to put in a 1.0 F supercapacitor sitting on my shelf.
      Such a reason might be that it would reduce the wire size between my battery
      and the starter, while (it has been shown) cause the battery life to soar.
      
      --------
      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=325420#325420
      
      
________________________________________________________________________________
Date: 
Jan 03, 2011
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: is battery filter or dead weight?
      
      
      At 08:41 AM 1/3/2011, you wrote:
      >
      >It is a little hard to discover if big commercial aircraft have 
      >batteries at all. My guess is that they have some efficient small 
      >battery to start the APU, and not much more. Can an airplane be 
      >built without a battery? Sure. There is a large Russian airplane 
      >that can be parked all Winter, then started with the compressed air 
      >stored from a previous flight. If it doesn't start, you have your 
      >prisoners hand-pump in more compressed air.
      
          The first time I saw the B-57 Canberra,
          it was preparing to leave an air show at
          McConnell AFB
      
      http://www.b-57canberra.org/b-57sounds.htm
      
          Those were late 40s engines too. It was
          amazing to think that a thing which made so
          much smoke and noise was doing all that
          because it was the best-they-knew-how-to-
          do at the time.
      
          Other airplanes have used a variety of
          energy sources for engine cranking. I
          was once invited to crank up the flywheel
          on the engine for getting it started without
          success. It's not mean task.
      
          Our J-3 at 1K1 would start on the first
          pull of a blade . . . IF you carried out
          the right combination of preparation (and
          had the prop clocked right on the hub).
      
          Each system left the factory having met certain
          design goals. Those goals might be driven by
          some combination of customer specs, weight,
          costs, space, etc. Some of them caught on in
          the consumer markets, others were relegated to
          the annals of historical curiosities.
      
      >So having a battery is convenient for starting the airplane, and 
      >seems to be a stabilizing load for the alternator.
      
          I think we've discussed and demonstrated that
          batteries are not "stabilizers" in the common
          sense of the word. The battery will assist a
          wound field alternator in getting started.
          However, the alternator doesn't need the battery
          to provide useful output. They will run self-excited
          as long as you don't hit the machine with a
          hi inrush load that exceeds it's output
          current rating thus stalling it.
      
          At Cessna in 1967 or so, we fiddled with ways
          to kick start alternators on the 337 should the
          battery become unavailable. Ideas included (1) array
          of D-cells OR (2) a 3-phase rectifier off the tach
          generator. These small energy sources could be
          tapped by means of a panel mounted push button
          to get the alternators on-line. They were operated
          in parallel with one regulator.
      
          Neither idea made it to production as I recall.
          We were sandbagging a failure that was very low
          on the ladder of probability. That was about
          20 years before the idea of a dual feed e-bus
          blossomed. THAT would have been a very simple,
          low cost alternative to the dragons of the day.
      
      
      >  If the battery is disconnected, plan on some other stabilization 
      > for the alternator, because what comes out of the alternator is a 
      > bumpy DC whose bumps are proportional the the alternator RPM.
      
          Have you ever put a 'scope on the bus of
          your car, started the engine, and taken trace
          pictures of the battery-connected versus
          battery disconnected? I was hard pressed
          to see any differences. System load had more
          effect on noise than the presence of a battery.
          I'd like to put a spectrum analyzer on the system
          sometime and get some real numbers.
      
      
      >  Modern electronics are perfectly capable of doing this as well as 
      > a big battery, but modern electronics are going to POL 
      > (Point-of-Load), where the "main" power supply is no longer forced 
      > to provide various voltages at various currents and various 
      > stabilities. Instead a single (and perhaps higher voltage) power 
      > line runs around the aircraft, and is then changed at the load to 
      > whatever the load needs by tiny little ICs. This has advantages 
      > from several angles, perhaps the main one being that the system 
      > supply and buses don't easily become obsolete.
      
          What supplies and busses have or are becoming
          obsolete? Especially those which have or currently
          find favor in small airplanes? What are the design
          goals driving that "obsolescence"? Do these proposed
          technologies portend lower cost, higher reliability,
          less weight, increased performance?
      
          I recall visiting a booth at OSH about 15 years ago
          where the proprietor was demonstrating an advanced
          power distribution and control system. He had a control
          box with switches on it for nav, strobe, landing and
          taxi lights. One power/data wire came out of the box
          and ran to each of those fixtures. Digital data was
          transmitted to smart controllers over the power wire
          to turn them on/off. What could be simpler? One wire
          does it all.
      
          The implications for single points of failure, increased
          parts count, increased cost of ownership, etc were
          profound. I didn't see him there the next year.
      
          I have perhaps a dozen tools that will set a nail or
          stable style fastener. Some electric, some air driven.
          But sometimes the best way to drive a nail is with a
          hammer. Hammers have been around for a long time.
      
      
      >In my little airplane a-building, I plan an internally-regulated ND 
      >alternator and a power filter using a capacitor, and inductor, Zener 
      >and just a few other parts to give far better filtering than 
      >standard Cessnas. Why this is not routine practice mystifies me.
      
          In what way? Cars, trucks and all manner of ground
          based vehicle have been doing these things for over
          100 years to the tunes of hundreds of millions of
          examples. Airplanes to hundreds of thousands of
          examples. Is it your assertion that the designers
          of these vehicles have stubbed their intellectual
          toes and failed to exploit some process that
          promises improved performance at lower costs of
          ownership?  As you fly along in any airplane of
          any age, are you painfully aware of some deficiency
          of performance that cries out for a quieter bus.
      
      
      >I might also find a reason to put in a 1.0 F supercapacitor sitting 
      >on my shelf. Such a reason might be that it would reduce the wire 
      >size between my battery and the starter, while (it has been shown) 
      >cause the battery life to soar.
      
          Haven't heard of that one. Can you enlighten us
          as to the simple-ideas in physics that support
          these assertions? 1 Farad hit with a 100A load
          discharges at 100 volts per second. This means
          that the capacitor will support the battery for
          something on the order of 30 milliseconds after
          onset of a start cycle. How is this beneficial
          to battery life?
      
      
         Bob . . .  
      
      
________________________________________________________________________________
Subject: 
Regulator How Hot
From: 
"rvg8tor" <rvg8tor(at)comcast.net>
Date: 
Jan 03, 2011
      
      
      I am planning to use the SD-20 as a back up power source, I have created an Electronic
      Equipment Bay out of the lower portion of the RV-8A forward baggage area.
      My battery is there, Hot battery bus and ground tabs.  I have also installed
      the regulator for also SD-20 in this compartment. 
      
      A friend asked how hot will that stuff get and I did not have an answer.  The SD-20
      regulator has a set point below normal bus voltage so it should only come
      on if the main alternator goes bad or is turned off, so with the regulator essentially
      at idle will it produce much heat, at the same token if operating on
      standby alternator, how hot will the regulator get.
      
      Thanks for any help.
      
      --------
      Mike "Nemo" Elliott
      RV-8A QB (Fuselage)
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=325485#325485
      
      
________________________________________________________________________________
Subject: 
Re: is battery filter or dead weight?
From: 
"Eric M. Jones" <emjones(at)charter.net>
Date: 
Jan 03, 2011
      
      
      > Haven't heard of that one. Can you enlighten us 
      > as to the simple-ideas in physics that support 
      > these assertions? 1 Farad hit with a 100A load 
      > discharges at 100 volts per second. This means 
      > that the capacitor will support the battery for 
      > something on the order of 30 milliseconds after 
      > onset of a start cycle. How is this beneficial 
      > to battery life? 
      
      
      Batteries are electrochemical are are thus affected by temperature. SuperCaps,
      being electrostatic have no such problem. Thus they are fastened near the starter
      and help immensely starting engines in cold climates, or with weak batteries
      one might suppose. 
      
      Starting an engine is usually separated into three phases: Breakaway, takes the
      greatest current as the starter overcomes the static friction of the cold engine.
      A SuperCap helps enormously in this breakaway and load shares with current
      from the battery, albiet for a short time. Nobody said the initial current was
      100A. In fact the SuperCap has the ability to discharge much faster than the
      battery--they are very low ESR.
      
      In my earlier life a problematic solenoid attached to a limited supply would just
      have a capacitor attached to it (and a diode and a resistor to discharge it
      fast and recharge it slowly) so that the capacitor would dump current through
      the coil. The plan I mentioned is similar.
      
      But hey, nobody said I suggest this for everyone. But I just might do it.
      
      --------
      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=325497#325497
      
      
________________________________________________________________________________
Date: 
Jan 03, 2011
Subject: 
Re: Questions about the 9005 Low Voltage Module
From: 
Jared Yates <email(at)jaredyates.com>
      
      That's great information, thank you for your help!  I found the Digikey
      invoice and I think I might have ordered the wrong part.
      
      The national part is the Digikey LM285Z-2.5-ND
      http://www.national.com/ds/LM/LM185-2.5.pdf
      
      The one that I ordered is made by ON Semiconductor, Digikey
      LM285Z-2.5GOS-ND.
      http://www.onsemi.com/pub_link/Collateral/LM285-D.PDF
      
      I installed it with the flat side oriented as in the pictures, but didn't
      bother to check the spec sheets.  National numbers the pins from right to
      left, as you pictured below.  The ON Numbers them from left to right.  The
      symbology with regards to the shape of the device seems to be the same
      between the two, so I'm not sure if the pin numbers are related to
      function or not.  Now that I look at the descriptions, the ON is called a
      "DIODE REG MICROPWR 2.5V TO-92" while the National is called "IC VOLT REF
      MICROPWR 2.5V TO92-3."  Does it look like that inadvertent substitution
      would be responsible here?  In the worst case, I can order one of the
      National parts and execute the "snip and swap" as you describe.
      
      
      On Mon, Jan 3, 2011 at 9:31 AM, Robert L. Nuckolls, III <
      nuckolls.bob(at)aeroelectric.com> wrote:
      
      >  At 07:57 AM 1/2/2011, you wrote:
      >
      > Thanks Bob!  Here are the readings that I get.  Battery Voltage this
      > morning is 12.3.
      >
      > U107  Pin 1: 0
      > U107  Pin 2: 2.38
      > U107  Pin 3: .68
      > U107  Pin 4: 0
      > U107  Pin 7: 11.24
      > U107  Pin 8: 11.49
      >
      > U110  Pin 1: 0
      > U110  Pin 2: 10.77
      > U110  Pin 3: 0
      > U110  Pin 4: 11.49
      > U110  Pin 5: 7.66
      > U110  Pin 6: 10.78
      > U110  Pin 8: 11.49
      >
      >
      >   Okay, all of the voltages you've measured are expected
      >   values with one exception. Pin 3 of U107 voltage is
      >   established by the voltage reference Z103 and SHOULD
      >   be within 30 millivolts or so of 2.50 volts.
      >
      > http://www.national.com/ds/LM/LM185-2.5.pdf
      >
      >   The fact that you're reading only .68 volts suggests
      >   that Z013 is installed wrong. See data sheet for pinout
      >   orientation . . .
      >
      > [image: Emacs!]
      >
      >    Note that the image is a BOTTOM view
      >    of the device. The pictures for assembly of
      >    the 9005 show the flat side of the device
      >    pointed toward the power transistor location.
      >
      >    If you determine that the device IS
      >    installed wrong you should consider the
      >    best way to replace it. If you have the tools
      >    and experience to removed parts from a plated
      >    thru hole board, you have a high probability
      >    of re-using the original part.
      >
      >    I very seldom pull a part off a board with
      >    any notion of reusing it. The value of the
      >    part is usually pretty small compared to the
      >    value of the whole. I usually clip the leads
      >    on the part to be removed so that they can
      >    be taken out of the holes one at a time thus
      >    minimizing hazard to the board.
      >
      >
      >   Bob . . .
      >
      
________________________________________________________________________________
Date: 
Jan 03, 2011
From: 
"Richard E. Tasker" <retasker(at)optonline.net>
Subject: 
Re: Questions about the 9005 Low Voltage Module
      
      
      Functionally, these are exactly the same parts.  For some reason they 
      chose to number the pins just the opposite of each other.  However, if 
      you installed it so that the flat is in the same orientation they would 
      operate exactly the same.  If you installed it based on the pin 
      numbering, then that would be a problem.
      
      Dick Tasker
      
      Jared Yates wrote:
      > That's great information, thank you for your help!  I found the 
      > Digikey invoice and I think I might have ordered the wrong part.
      > The national part is the Digikey LM285Z-2.5-ND
      > http://www.national.com/ds/LM/LM185-2.5.pdf
      > The one that I ordered is made by ON Semiconductor, Digikey 
      > LM285Z-2.5GOS-ND.
      > http://www.onsemi.com/pub_link/Collateral/LM285-D.PDF
      > I installed it with the flat side oriented as in the pictures, but 
      > didn't bother to check the spec sheets.  National numbers the pins 
      > from right to left, as you pictured below.  The ON Numbers them from 
      > left to right.  The symbology with regards to the shape of the device 
      > seems to be the same between the two, so I'm not sure if the pin 
      > numbers are related to function or not.  Now that I look at the 
      > descriptions, the ON is called a "DIODE REG MICROPWR 2.5V TO-92" while 
      > the National is called "IC VOLT REF MICROPWR 2.5V TO92-3."  Does it 
      > look like that inadvertent substitution would be responsible here?  In 
      > the worst case, I can order one of the National parts and execute the 
      > "snip and swap" as you describe.
      >
      > On Mon, Jan 3, 2011 at 9:31 AM, Robert L. Nuckolls, III 
      > > 
      > wrote:
      >
      >     At 07:57 AM 1/2/2011, you wrote:
      >>     Thanks Bob!  Here are the readings that I get.  Battery Voltage
      >>     this morning is 12.3.
      >>
      >>     U107  Pin 1: 0
      >>     U107  Pin 2: 2.38
      >>     U107  Pin 3: .68
      >>     U107  Pin 4: 0
      >>     U107  Pin 7: 11.24
      >>     U107  Pin 8: 11.49
      >>
      >>     U110  Pin 1: 0
      >>     U110  Pin 2: 10.77
      >>     U110  Pin 3: 0
      >>     U110  Pin 4: 11.49
      >>     U110  Pin 5: 7.66
      >>     U110  Pin 6: 10.78
      >>     U110  Pin 8: 11.49
      >
      >       Okay, all of the voltages you've measured are expected
      >       values with one exception. Pin 3 of U107 voltage is
      >       established by the voltage reference Z103 and SHOULD
      >       be within 30 millivolts or so of 2.50 volts.
      >
      >     http://www.national.com/ds/LM/LM185-2.5.pdf
      >
      >       The fact that you're reading only .68 volts suggests
      >       that Z013 is installed wrong. See data sheet for pinout
      >       orientation . . .
      >
      >     Emacs!
      >
      >        Note that the image is a BOTTOM view
      >        of the device. The pictures for assembly of
      >        the 9005 show the flat side of the device
      >        pointed toward the power transistor location.
      >
      >        If you determine that the device IS
      >        installed wrong you should consider the
      >        best way to replace it. If you have the tools
      >        and experience to removed parts from a plated
      >        thru hole board, you have a high probability
      >        of re-using the original part.
      >
      >        I very seldom pull a part off a board with
      >        any notion of reusing it. The value of the
      >        part is usually pretty small compared to the
      >        value of the whole. I usually clip the leads
      >        on the part to be removed so that they can
      >        be taken out of the holes one at a time thus
      >        minimizing hazard to the board.
      >
      >
      >       Bob . . .
      >
      >
      > *
      >
      >
      > *
      
      -- 
      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.
      --
      
      
________________________________________________________________________________
Date: 
Jan 03, 2011
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: is battery filter or dead weight?
      
      
      Batteries are electrochemical and thus affected by temperature. 
      SuperCaps, being electrostatic have no such problem. Thus they are 
      fastened near the starter and help immensely starting engines in cold 
      climates, or with weak batteries one might suppose.
      
          I'm having trouble calibrating "immensely" . . .
      
      Starting an engine is usually separated into three phases: Breakaway, 
      takes the greatest current as the starter overcomes the static 
      friction of the cold engine. A SuperCap helps enormously in this 
      breakaway and load shares with current from the battery, albiet for a 
      short time. Nobody said the initial current was 100A. In fact the 
      SuperCap has the ability to discharge much faster than the 
      battery--they are very low ESR.
      
         Absolutely . . . but while capacitors have a greater ability
         to deliver CURRENT, their ability to deliver ENERGY is
         the fact I'm wrestling with. Total energy stored on a
         1F capacitor at 12v is CE(squared)/2 or 72 watt-seconds.
         The capacitor can deliver energy into the cranking task
         only until its terminal voltage drops to some value equal
         to the battery terminal voltage . . . lets assume a cold
         weather worst case of 8v whereupon the capacitor still
         contains 1*8^2/2 or 32 watt-seconds. Hence, the paralleled
         capacitor can offer 40 watt-seconds of stored energy to the
         task of getting the engine started for about 50 milliseconds
         topes . . . . Assume 100A (small engine) and 9 volts average
         for 10 seconds gives 100 * 9 * 10 = 9000 watt-seconds. So
         perhaps we see the capacitor contributing less than 1/2 of
         1% into the first 1/20 of a second of a cranking scenario.
         Does this agree with your calibration of "immensely"?
      
      
      In my earlier life a problematic solenoid attached to a limited 
      supply would just have a capacitor attached to it (and a diode and a 
      resistor to discharge it fast and recharge it slowly) so that the 
      capacitor would dump current through the coil. The plan I mentioned is similar.
      
         But of course . . . you're getting a boost for the
         purposes of aiding an event that takes perhaps 10
         milliseconds total and a current level on the order
         of tens of amps . . . not ten seconds for hundreds of
         amps. These are not similar energy transfer
         scenarios.
      
      
      But hey, nobody said I suggest this for everyone. But I just might do it.
      
         Understand. You brought forth an idea that suggested
         "soaring battery life" . . . I'm just making sure
         I've not overlooked some new discovery.
      
         Bob . . .
      
      
________________________________________________________________________________
Date: 
Jan 03, 2011
From: 
Tim Andres <tim2542(at)sbcglobal.net>
Subject: 
CPC's
      
      
      I saw a interesting video tonight from EAA on using circular plastic 
      connectors.
      http://www.eaavideo.org/video.aspx?v=713328494001
      Can anyone tell me the part numbers for the connectors he's using? I'd 
      like to use these for the stick grips and a few other places. I would 
      like to use the same crimp pins he's using instead of the molex type, 
      which is about all I could find on a search tonight.
      Thanks, Tim Andres
      
      
________________________________________________________________________________
From: 
"Don" <dsvs(at)ca.rr.com>
Subject: 
CPC's
Date: 
Jan 03, 2011
      
      
      That is a Danials crimper and the pins and sockets are machined . Steinair
      has both.
      
      -----Original Message-----
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Tim
      Andres
      Sent: Monday, January 03, 2011 10:14 PM
      Subject: AeroElectric-List: CPC's
      
      
      I saw a interesting video tonight from EAA on using circular plastic 
      connectors.
      http://www.eaavideo.org/video.aspx?v=713328494001
      Can anyone tell me the part numbers for the connectors he's using? I'd 
      like to use these for the stick grips and a few other places. I would 
      like to use the same crimp pins he's using instead of the molex type, 
      which is about all I could find on a search tonight.
      Thanks, Tim Andres
      
      
________________________________________________________________________________
Date: 
Jan 04, 2011
From: 
Werner Schneider <glastar(at)gmx.net>
Subject: 
Re: CPC's
      
      
      This are from Tycoelectronics:
      
      <http://www.tycoelectronics.com/catalog/minf/en/645>
      
      and here 493 products:
      
      <http://www.tycoelectronics.com/catalog/feat/en/c/10574?BML=10576,17560,23645,17584,17760>
      
      bulkier then the db9 I use but if you need more then 9 pins they might 
      be your choice.
      
      Werner
      
      
      > Can anyone tell me the part numbers for the connectors he's using? I'd
      > like to use these for the stick grips and a few other places. I would
      
      
________________________________________________________________________________
From: 
"Don" <dsvs(at)ca.rr.com>
Subject: 
CPC's
Date: 
Jan 03, 2011
      
      
      Pins and sockets are on allied electronics catalog page 202 use DM20 p and
      s.  Series 2 connectors are on page 199 
      
      -----Original Message-----
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Don
      Sent: Monday, January 03, 2011 11:07 PM
      Subject: RE: AeroElectric-List: CPC's
      
      
      That is a Danials crimper and the pins and sockets are machined . Steinair
      has both.
      
      -----Original Message-----
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Tim
      Andres
      Sent: Monday, January 03, 2011 10:14 PM
      Subject: AeroElectric-List: CPC's
      
      
      I saw a interesting video tonight from EAA on using circular plastic 
      connectors.
      http://www.eaavideo.org/video.aspx?v=713328494001
      Can anyone tell me the part numbers for the connectors he's using? I'd 
      like to use these for the stick grips and a few other places. I would 
      like to use the same crimp pins he's using instead of the molex type, 
      which is about all I could find on a search tonight.
      Thanks, Tim Andres
      
      
________________________________________________________________________________
From: 
BobsV35B(at)aol.com
Date: 
Jan 04, 2011
Subject: 
Re: CPC's
      
      Good Morning Werner,
      
      My understanding is that the  D-subminiature DB is a twenty-five pin  
      connector whereas a DE-9 is a nine pin connector. Where have I gone  wrong?
      
      Happy Skies,
      
      Old Bob
      
      
      In a message dated 1/4/2011 1:31:49 A.M. Central Standard Time,  
      glastar(at)gmx.net writes:
      
      -->  AeroElectric-List message posted by: Werner Schneider  
      
      
      This are from  Tycoelectronics:
      
      <http://www.tycoelectronics.com/catalog/minf/en/645>
      
      and  here 493  products:
      
      <http://www.tycoelectronics.com/catalog/feat/en/c/10574?BML=10576,17560,2364
      5,17584,17760>
      
      bulkier  then the db9 I use but if you need more then 9 pins they might 
      be your  choice.
      
      Werner
      
      
      > Can anyone tell me the part numbers for  the connectors he's using? I'd
      > like to use these for the stick grips  and a few other places. I  would
      
      
________________________________________________________________________________
Date: 
Jan 04, 2011
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Questions about the 9005 Low Voltage   Module
      
      At 09:28 PM 1/3/2011, you wrote:
      >That's great information, thank you for your help!  I found the 
      >Digikey invoice and I think I might have ordered the wrong part.
      >
      >The national part is the Digikey LM285Z-2.5-ND
      ><http://www.national.com/ds/LM/LM185-2.5.pdf>http://www.national.com/ds/LM/LM185-2.5.pdf
      >
      >The one that I ordered is made by ON Semiconductor, Digikey LM285Z-2.5GOS-ND.
      ><http://www.onsemi.com/pub_link/Collateral/LM285-D.PDF>http://www.onsemi.com/pub_link/Collateral/LM285-D.PDF
      >
      
         I don't think so. The LM series devices are National
         Semiconductor originations. All competing manufacturers
         have to put out a drop in duplicate of the part.
      
         If the voltage at U107-3 had been zero or identical
         to an adjacent pin, then I would suspect a solder
         splash or an ECB defect often called a 'cat hair'.
         The fact that your measurement is unique and way out
         of whack for what the LM285 should present suggests
         that neither event is in force. You might check
         markings or color code for the R104 . . . make sure
         it.s a 4.7K and not something higher. Also re-flow
         the solder joins on R104. It's extremely rare that a
         new part is bad out of the box so if the LM285 is
         not installed wrong, we need to explore other possible
         causes for U107-3 voltage not to be 2.50 volts.
      
      
         Bob . . . 
      
________________________________________________________________________________
Date: 
Jan 04, 2011
From: 
Werner Schneider <glastar(at)gmx.net>
Subject: 
Re: CPC's
      
      
      Hello "old" Bob,
      
      you are certainly right Sir and I'm wrong ;)
      
      D shell and 2nd letter is size so it would be DE:
      
      <http://en.wikipedia.org/wiki/D-subminiature> (I've learned something new :)
      
      But I'm excused coming from the computer side (read 5th Paragraph)
      
      .....to see DE9 connectors sold as "DB9" connectors. DB-9  is nearly 
      always intended to be a 9 pin connector with an E size shell.
      
      Werner
      
      On 04.01.2011 16:05, BobsV35B(at)aol.com wrote:
      > Good Morning Werner,
      > My understanding is that the D-subminiature DB is a twenty-five pin
      > connector whereas a DE-9 is a nine pin connector. Where have I gone
      > wrong?
      > Happy Skies,
      > Old Bob
      > In a message dated 1/4/2011 1:31:49 A.M. Central Standard Time,
      > glastar(at)gmx.net writes:
      >
      >     
      >
      >     This are from Tycoelectronics:
      >
      >     <http://www.tycoelectronics.com/catalog/minf/en/645>
      >
      >     and here 493 products:
      >
      >     <http://www.tycoelectronics.com/catalog/feat/en/c/10574?BML=10576,17560,23645,17584,17760>
      >
      >     bulkier then the db9 I use but if you need more then 9 pins they might
      >     be your choice.
      >
      >     Werner
      >
      >
      >      > Can anyone tell me the part numbers for the connectors he's
      >     using? I'd
      >      > like to use these for the stick grips and a few other places. I
      >     ========================= Use utilities Day
      >     ================================================ - MATRONICS WEB
      >     FORUMS ================================================ - List
      >     Contribution Web Site sp;
      >     ==================================================
      >
      >
      > *
      >
      >
      > *
      
      
________________________________________________________________________________
From: 
"ROGER &  JEAN CURTIS" <mrspudandcompany(at)verizon.net>
Subject: 
CPC's
Date: 
Jan 04, 2011
      
      		 
      		My understanding is that the  D-subminiature DB is a
      twenty-five pin connector whereas a DE-9 is a nine pin connector. Where 
      have
      I gone wrong?
      		 
      		Happy Skies,
      		 
      		Old Bob
      
      				The D subminiature series is inclusive of
      the 9 and 25 pin connectors.
      
      				Roger
      		 
      
      
________________________________________________________________________________
Date: 
Jan 04, 2011
From: 
Tim Andres <tim2542(at)sbcglobal.net>
Subject: 
Re: CPC's
      
      
      On 1/3/2011 11:06 PM, Don wrote:
      > -->  AeroElectric-List message posted by: "Don"
      >
      > That is a Danials crimper and the pins and sockets are machined . Steinair
      > has both.
      >
      Thanks; I have the pins & crimper, that's why I wanted to use the 
      specific connector he's using. The problem is there are hundreds of 
      choices from either Tyco or Amp, and all the ones I could find used the 
      molex type crimped pin vs. the D-sup machined pins I'm familiar with.
      I'll keep looking or call Allied for help.
      Thanks, Tim Andres
      
      
________________________________________________________________________________
Date: 
Jan 04, 2011
From: 
Tim Andres <tim2542(at)sbcglobal.net>
Subject: 
Re: CPC's
      
      
      Ok great Don! thats what I could not find.
      Tim
      
      
________________________________________________________________________________
From: 
BobsV35B(at)aol.com
Date: 
Jan 04, 2011
Subject: 
Re: CPC's
      
      Sounds fair to me!
      
      Happy Skies,
      
      Old Bob
      
      
      In a message dated 1/4/2011 9:39:27 A.M. Central Standard Time,  
      glastar(at)gmx.net writes:
      
      -->  AeroElectric-List message posted by: Werner Schneider  
      
      Hello "old" Bob,
      
      you are certainly right  Sir and I'm wrong ;)
      
      D shell and 2nd letter is size so it would be  DE:
      
      <http://en.wikipedia.org/wiki/D-subminiature> (I've learned  something new 
      :)
      
      But I'm excused coming from the computer side (read  5th Paragraph)
      
      .....to see DE9 connectors sold as "DB9" connectors.  DB-9  is nearly 
      always intended to be a 9 pin connector with an E  size shell.
      
      Werner
      
      On 04.01.2011 16:05, BobsV35B(at)aol.com  wrote:
      > Good Morning Werner,
      > My understanding is that the  D-subminiature DB is a twenty-five pin
      > connector whereas a DE-9 is a  nine pin connector. Where have I gone
      > wrong?
      > Happy  Skies,
      > Old Bob
      > In a message dated 1/4/2011 1:31:49 A.M.  Central Standard Time,
      > glastar(at)gmx.net writes:
      >
      >      
      >
      >     This are from  Tycoelectronics:
      >
      >      <http://www.tycoelectronics.com/catalog/minf/en/645>
      >
      >   and here 493 products:
      >
      >      
      <http://www.tycoelectronics.com/catalog/feat/en/c/10574?BML=10576,17560,23645,17584,17760>
      >
      >   bulkier then the db9 I use but if you need more then 9 pins they  might
      >     be your choice.
      >
      >   Werner
      >
      >
      >      > Can  anyone tell me the part numbers for the connectors he's
      >   using? I'd
      >      > like to use these for  the stick grips and a few other places. I
      >      ========================= Use utilities Day
      >      ================================================ - MATRONICS WEB
      >   FORUMS ================================================ -  List
      >     Contribution Web Site sp;
      >    ==================================================
      >
      >
      >  *
      >
      >
      >  *
      
      
________________________________________________________________________________
From: 
BobsV35B(at)aol.com
Date: 
Jan 04, 2011
Subject: 
Re: CPC's
      
      Good Morning Roger, 
      
      That is true and the DA is 15, DB is 25, DC is 37, DD is 50 and DE is 9.  
      Did I say or imply otherwise?
      
      Happy Skies,
      
      Old Bob
      
      
      In a message dated 1/4/2011 9:46:08 A.M. Central Standard Time,  
      mrspudandcompany(at)verizon.net writes:
      
      The D  subminiature series is inclusive of
      the 9 and 25 pin  connectors.
      
      Roger
      
      
________________________________________________________________________________
Date: 
Jan 04, 2011
From: 
Jan de Jong <jan_de_jong(at)casema.nl>
Subject: 
is battery filter or dead weight?
      
      
      Thank you very much for confirming my model of lead-acid battery.
      So battery is:
      - backup energy source
      - engine starting energy source
      - overvoltage slowdown load
      - negligible filter
      
      Ultracap is fascinating but it is hard to find a compelling use.
      With http://www.maxwell.com/docs/DATASHEET_K2_SERIES_1015370.PDF
      one could make a 100F, 16.2V, 5mOhm capacitor weighing 1 kg for $500 or so.
      Multiple seconds of starting amps.
      Leakage 1.5 mA or more than 1Ah per month though.
      And would need six 2.75V 0.5A or so power zeners made and very reliable OVP.
      
      For $150 or so one could make a 8Ah, 13.2V, 8mOhm LiFePO4 battery 
      weighing 1.5 kg or so:
      http://www.evassemble.com/index.php?main_page=index&cPath=2&zenid=s0l174nirkm5s4ltndf75rt9f2
      Minutes of starting amps.
      Leakage 0.3 mA or so.
      Would need four 3.75V full charging current power zeners made and a 
      heatsink temperature controlled alternator switch.
      Function then automatically includes 15V OVP.
      Alternator needs set at 14.6V.
      And not very good at low temperatures:
      http://www.lifebatt.com/sandiareport.pdf
      
      Jan de Jong
      
      
________________________________________________________________________________
Date: 
Jan 04, 2011
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: CPC's
      
      At 10:05 AM 1/4/2011, you wrote:
      >Good Morning Werner,
      >
      >My understanding is that the  D-subminiature DB is a twenty-five pin 
      >connector whereas a DE-9 is a nine pin connector. Where have I gone wrong?
      >
      >Happy Skies,
      
      
      The second letter after the D in some folks catalogs
      refer to a shell size. The original D series was A thru
      D for 15 thru 50 pins. I think the 9 pin was added later
      and they gave it an out-of-sequence letter "E"
      
      See
      
      http://aeroelectric.com/Mfgr_Data/Connectors/ITT_Cannon/dsub_accessories.pdf
      
      
         Bob . . . 
      
________________________________________________________________________________
Date: 
Jan 04, 2011
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: CPC's
      
      
      I have the pins & crimper, that's why I wanted to use the specific 
      connector he's using. The problem is there are hundreds of choices 
      from either Tyco or Amp, and all the ones I could find used the molex 
      type crimped pin vs. the D-sup machined pins I'm familiar with.
      
         Goto http://digikey.com
      
      Do search on  amp cpc -> circular housings (330 items) -> then Contact size 20
      
         There you will find a listing of a limited number of
         sizes for the CPC connectors that accept the 20 AWG
         machined pins (a la D-sub).  This series is described
         in AMP document
      
      http://search.digikey.com/scripts/DkSearch/dksus.dll?Cat=1441934&k=cpc%20series%202
      
         in top paragraphs of column 2 on both pages.
      
         As you can see. This particular connector is not
         available in many sizes. It's also more expensive
         than D-subs and is bulkier than a trimmed down
         dsub described on the website.
      
      http://aeroelectric.com/articles/macservo/macservo.html
      
         If you need more than 9 wires, use two connectors
         and flip the sex for the connectors so that they
         cannot be mis-mated.
      
         Bob . . .
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Jan 04, 2011
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
is battery filter or dead weight?
      
      
      At 11:36 AM 1/4/2011, you wrote:
      >
      >Thank you very much for confirming my model of lead-acid battery.
      >So battery is:
      >- backup energy source
      >- engine starting energy source
      >- overvoltage slowdown load
      >- negligible filter
      
          
      
          What you have discovered is that not every
          "problem" is begging to be solved. A proposed
          advancement to the state of our art needs to be
          evaluated for a host of unknowns . . .
      
          What's the impetus for 'solving' this 'problem'?
          Will anything on the airplane work better if the
          bus noise is reduced? What is the probability
          that making this change will add any observable
          or measurable value for the way I use my airplane?
          What does it cost to own this feature over the next
          10 years?
      
          Burt Rutan beat us up for grams of weight savings
          but didn't care if the system was any quieter than
          what you might find in a C-172. I don't know what
          size batteries he ended up with . . . but you can
          bet it was a carefully considered decision. When
          I was asked to convert a LongEz into a spook airplane
          loaded with sensitive receivers, noise became the
          paramount issue. Whole different mission.
      
          The point is that latching onto the latest and
          greatest electro-whizzy may or may not have a
          return on investment. Throughout our culture,
          there's an almost primal urge to step up to
          the new and improved but without regard to
          whether or not the thing being replaced really
          needs to be replaced.
      
          If I were to rent an airplane tomorrow, I'd be
          just as comfortable navigating to intended
          destination using the Wallmart Magellan
          GPS I introduced to The OBAM aircraft industry
          13 years ago.
      
      http://aeroelectric.com/articles/nailgun.pdf
      
          But MOST important, make sure that the proposed
          change is integrated into the system with thoughtful
          understanding of all the simple-ideas that makes
          the thing work. It will reduce if not eliminate those
          "Aw #$#%" moments in the cockpit.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Subject: 
IR Alternator Voltage
Date: 
Jan 04, 2011
From: 
<longg(at)pjm.com>
      
      
      Good Afternoon,
      
      I am using a Lamar 80 Amp Internally Regulated Alternator which is
      currently charging at 13 volts. That often puts my B & C low voltage
      indicator in the blinkety-blinkety state.  
      
      Sorry, I don't have the model specifics with me (can get later) but off
      the top are there ways to adjust the output of IR type alternators or is
      that a factory setting that cannot be changed? Is this an "it depends"
      item?
      
      
      Thanks,
      
      Glenn Long
      
      
________________________________________________________________________________
Date: 
Jan 04, 2011
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: IR Alternator Voltage
      
      
      At 01:53 PM 1/4/2011, you wrote:
      >
      >Good Afternoon,
      >
      >I am using a Lamar 80 Amp Internally Regulated Alternator which is
      >currently charging at 13 volts. That often puts my B & C low voltage
      >indicator in the blinkety-blinkety state.
      
         Yup, they'll do that . . .
      
      
      >Sorry, I don't have the model specifics with me (can get later) but off
      >the top are there ways to adjust the output of IR type alternators or is
      >that a factory setting that cannot be changed? Is this an "it depends"
      >item?
      
      
         Probably not. I've never seen an adjustable regulator on
         an internally regulated machine. In fact, most external
         regulators were not adjustable either.
      
         Before you take a wrench to the airplane, check the
         alternator output voltage at the alternator's b-terminal.
         The internal regulator senses b-terminal voltage and
         there MAY be a difference. You can probably buy a
         replacement regulator but depending on the alternator,
         it might be lest hassle/expense to trade it in.
      
      
         Bob . . .
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Jan 04, 2011
Subject: 
Re: Questions about the 9005 Low Voltage Module
From: 
Jared Yates <email(at)jaredyates.com>
      
      Here's a picture.  I think the resistors are right, but perhaps I'm
      overlooking something that will seem obvious to someone with more
      experience.
      
      On Tue, Jan 4, 2011 at 10:11 AM, Robert L. Nuckolls, III
       wrote:
      > At 09:28 PM 1/3/2011, you wrote:
      >
      > That's great information, thank you for your help!- I found the Digikey
      > invoice and I think I might have ordered the wrong part.
      >
      > The national part is the Digikey LM285Z-2.5-ND
      > http://www.national.com/ds/LM/LM185-2.5.pdf
      >
      > The one that I ordered is made by ON Semiconductor, Digikey
      > LM285Z-2.5GOS-ND.
      > http://www.onsemi.com/pub_link/Collateral/LM285-D.PDF
      >
      >
      > - I don't think so. The LM series devices are National
      > - Semiconductor originations. All competing manufacturers
      > - have to put out a drop in duplicate of the part.
      >
      > - If the voltage at U107-3 had been zero or identical
      > - to an adjacent pin, then I would suspect a solder
      > - splash or an ECB defect often called a 'cat hair'.
      > - The fact that your measurement is unique and way out
      > - of whack for what the LM285 should present suggests
      > - that neither event is in force. You might check
      > - markings or color code for the R104 . . . make sure
      > - it.s a 4.7K and not something higher. Also re-flow
      > - the solder joins on R104. It's extremely rare that a
      > - new part is bad out of the box so if the LM285 is
      > - not installed wrong, we need to explore other possible
      > - causes for U107-3 voltage not to be 2.50 volts.
      >
      >
      > - Bob . . .
      >
      ===========
      ===========
      ===========
      ===========
      >
      
________________________________________________________________________________
Date: 
Jan 04, 2011
From: 
Tim Andres <tim2542(at)sbcglobal.net>
Subject: 
Pull-up resistors
      
      I'm connecting a GNS430w to a pair of GRT MFD's. GRT calls for 10k ohm 
      pull up resistors to be used on 4 of the interconnects between the MFD's 
      and the Garmin, these resistors are fed with 12VDC and
        "T" 'd into the harness. 
      http://www.grtavionics.com/File/Wiring%20Diagrams/WD-1007-01.pdf
      All this equipment provides for multiple feed paths, and I have fed all 
      3 from the E-Bus and my Aux bus. I have read that the Garmin will be 
      damaged if these pull ups are not used. So to prevent this in the case 
      of power from the AUX only I built a little pull up network using on a 
      DB25 for a "Home" (Thanks Bob) and fed it from both bus's (E & AUX). 
      Each bus has a 1N4004 diode installed prior to feeding the 4 resistors 
      to prevent the bus's from back feeding. Still with me?
      OK so I check it out when done with my Ohmmeter and discover that 
      instead of 10K ohms I have 326K ohms. All but 10K of it of course is 
      from the Diodes. I knew the Diodes had a forward voltage drop, but 
      didn't realize it was this much.
      What to do?
      Thanks, Tim Andres
      
      
________________________________________________________________________________
Date: 
Jan 05, 2011
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Pull-up resistors
      
      At 02:26 AM 1/5/2011, you wrote:
      I'm connecting a GNS430w to a pair of GRT MFD's. GRT calls for 10k 
      ohm pull up resistors to be used on 4 of the interconnects between 
      the MFD's and the Garmin, these resistors are fed with 12VDC and
        "T" 'd into the 
      harness.  http://www.grtavionics.com/File/Wiring%20Diagrams/WD-1007-01.pdf
      All this equipment provides for multiple feed paths, and I have fed 
      all 3 from the E-Bus and my Aux bus. I have read that the Garmin will 
      be damaged if these pull ups are not used.
      
          I kind of doubt this. Some function may not
          behave as intended without a resistor but
          I don't believe there is risk of damage to
          any particular piece of equipment. These
          are signal/control wires with VERY low currents
          and no potential for destructive fault
          currents.
      
        So to prevent this in the case of power from the AUX only I built a 
      little pull up network using on a DB25 for a "Home" (Thanks Bob) and 
      fed it from both bus's (E & AUX). Each bus has a 1N4004 diode 
      installed prior to feeding the 4 resistors to prevent the bus's from 
      back feeding. Still with me?
      OK so I check it out when done with my Ohmmeter and discover that 
      instead of 10K ohms I have 326K ohms. All but 10K of it of course is 
      from the Diodes. I knew the Diodes had a forward voltage drop, but 
      didn't realize it was this much.
      
          You cannot "measure" the resistance of a diode
          with an ohmmeter. Wire per the diagram. No
          diodes necessary.
      
          Bob . . .
      
________________________________________________________________________________
Subject: 
Re: is battery filter or dead weight?
From: 
"Eric M. Jones" <emjones(at)charter.net>
Date: 
Jan 05, 2011
      
      
      The 1 Farad cap I mentioned is pitifully small (Hell, it shows my age that I was
      impressed). Here is a 3000F (-0/+20%!) Cap:
      maxwell.interconnectnet.com/ultracapacitors/datasheets/DATASHEET_K2_SERIES_1015370.pdf
      
      On Ebay a guy is selling five cases of these (2.7V) 15 per case, for $775/case
      OBO. You'd need 5-6 of these to make a proper cell. (In series total capacitance
      is 1/(n/C), but you'd still get 500 F at 14V or so)
      
      A few years ago the caps were used more for starting purposes, now they are advertised
      more for "energy saving" applications, like stop-start engines, and providing
      a boost when starting hybrid cars from a standstill.
      
      See also: maxwell.com/products/ultracapacitors/applications/cold_starting.aspx
      
      --------
      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=325653#325653
      
      
________________________________________________________________________________
Date: 
Jan 05, 2011
Subject: 
Pulse Wave Modulation Dimmers
From: 
Jared Yates <email(at)jaredyates.com>
      
      
      Earlier someone on the list asked about using these as LED dimmers:
      
      http://www.aircraftspruce.com/catalog/elpages/pwmDimmer.php
      
      Just to follow up, did anyone ever install them and have anything good
      or bad to say about them?  I noticed that some very similar looking
      units are available here:
      
      http://www.allelectronics.com/make-a-store/item/DMR-9/12VDC-18W-PWM-DIMMER/SPEED-CONTROL/1.html
      and
      http://www.allelectronics.com/make-a-store/item/DMR-10/DUAL-12-VDC-18W-PWM-DIMMER/SPEED-CONTROL/1.html
      
      for a lower price.  As Bob said before, it's cheap enough to buy and
      try, (even cheaper now), but I thought I'd check first just in case.
      
      
________________________________________________________________________________
Subject: 
Pulse Wave Modulation Dimmers
Date: 
Jan 05, 2011
From: 
<longg(at)pjm.com>
      
      
      Jared,
      
      I use one of these for my panel LED lights. It works ok. Occasionally
      the lights blink on/off when the switch is completely off. Also, the
      backing on the switch does not grip the panel well which tends to allow
      it to spin in the hole. 
      
      It modulates the light perfectly and doesn't jump, spark or crackle when
      adjusting. If you have LED lights you want to dim, you need one of these
      (or a similar cousin). As indicated in the pictures it is easy to hook
      up. 
      
      Glenn E. Long
      
      
      -----Original Message-----
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Jared
      Yates
      Sent: Wednesday, January 05, 2011 1:39 PM
      Subject: AeroElectric-List: Pulse Wave Modulation Dimmers
      
      
      
      Earlier someone on the list asked about using these as LED dimmers:
      
      http://www.aircraftspruce.com/catalog/elpages/pwmDimmer.php
      
      Just to follow up, did anyone ever install them and have anything good
      or bad to say about them?  I noticed that some very similar looking
      units are available here:
      
      http://www.allelectronics.com/make-a-store/item/DMR-9/12VDC-18W-PWM-DIMM
      ER/SPEED-CONTROL/1.html
      and
      http://www.allelectronics.com/make-a-store/item/DMR-10/DUAL-12-VDC-18W-P
      WM-DIMMER/SPEED-CONTROL/1.html
      
      for a lower price.  As Bob said before, it's cheap enough to buy and
      try, (even cheaper now), but I thought I'd check first just in case.
      
      
________________________________________________________________________________
Date: 
Jan 05, 2011
From: 
Tim Andres <tim2542(at)sbcglobal.net>
Subject: 
Re: Pulse Wave Modulation Dimmers
      
      
      On 1/5/2011 10:39 AM, Jared Yates wrote:
      > -->  AeroElectric-List message posted by: Jared Yates
      >
      > Earlier someone on the list asked about using these as LED dimmers:
      >
      
      I used one, the first one was bad out of the box, I didn't discover it 
      until several months had passed but ACS replaced it after some 
      "discussions".
      One thing though, I'm told PWM will not dim most avionics.
      Tim Andres
      >
      >
      
      
________________________________________________________________________________
Date: 
Jan 05, 2011
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Pulse Wave Modulation Dimmers
      
      At 01:39 PM 1/5/2011, you wrote:
      >
      >Earlier someone on the list asked about using these as LED dimmers:
      >
      >http://www.aircraftspruce.com/catalog/elpages/pwmDimmer.php
      >
      >Just to follow up, did anyone ever install them and have anything good
      >or bad to say about them?  I noticed that some very similar looking
      >units are available here:
      >
      >http://www.allelectronics.com/make-a-store/item/DMR-9/12VDC-18W-PWM-DIMMER/SPEED-CONTROL/1.html
      >and
      >http://www.allelectronics.com/make-a-store/item/DMR-10/DUAL-12-VDC-18W-PWM-DIMMER/SPEED-CONTROL/1.html
      >
      >for a lower price.  As Bob said before, it's cheap enough to buy and
      >try, (even cheaper now), but I thought I'd check first just in case.
      
         They will function as advertised. The only caveat goes
         to the method for bringing wires onto and off the board.
      
      Emacs!
      
      
         We discussed the "twist-n-squash" terminal boards
         a few years back when Greg featured them on the BMA power
         distribution board described on page 41 of
      
      http://www.aeroelectric.com/articles/richter/response_1.pdf
      
      Emacs!
      
      
         This tecnology for bringing wires off of etched circuit
         board argues with the idea of gas-tight connections
         favored with immediately adjacent insulation support
         discussed in . . .
      
      http://www.aeroelectric.com/articles/terminal.pdf
      
         The technology for these dimmers is pretty simple. Here's
         on example of a duty cycle controller suitable
         for their LED or incandescent lamps.
      
      Emacs!
      
      
          A dimmer of this genere could be crafted
          with some really solid termination technology
          (d-sub, fast-on, etc. etc). Bill of materials
          is about $10.
      
      
         Bob . . . 
      
________________________________________________________________________________
Date: 
Jan 05, 2011
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: is battery filter or dead weight?
      
      
      At 09:21 AM 1/5/2011, you wrote:
      
      The 1 Farad cap I mentioned is pitifully small (Hell, it shows my age 
      that I was impressed). Here is a 3000F (-0/+20%!) Cap:
      
      maxwell.interconnectnet.com/ultracapacitors/datasheets/DATASHEET_K2_SERIES_1015370.pdf
      
         Okay, that's a whole new paradigm.
      
      http://www.greencar.com/articles/ultrabattery-combines-battery-supercapacitor-power.php
      
      http://www.technologyreview.com/biztech/18086/
      
      
      On Ebay a guy is selling five cases of these (2.7V) 15 per case, for 
      $775/case OBO. You'd need 5-6 of these to make a proper cell. (In 
      series total capacitance is 1/(n/C), but you'd still get 500 F at 14V or so)
      
      A few years ago the caps were used more for starting purposes, now 
      they are advertised more for "energy saving" applications, like 
      stop-start engines, and providing a boost when starting hybrid cars 
      from a standstill.
      
          Ultracaps been proposed and even advertised for a host
          of "new and improved" performance . . . but compared
          to what product and for what purpose?
      
      See also: maxwell.com/products/ultracapacitors/applications/cold_starting.aspx
      
           I think it was Mallory that proposed a capacitor
           replacement for a lead-acid battery a few years ago
           for cranking over the road truck engines. I think
           I saw some catalog sheets on product. Maxwell is offering
           catalog items with interesting specs . . .
      
      http://www.aeroelectric.com/Mfgr_Data/Capacitors-UltraCaps/Maxwell_BMOD-Series_Ultracaps.pdf
      
           These or similar products may very well be the
           solution to engine cranking design goals. Right
           now, an OBAM airplane using a $75, 17 a.h. lead
           acid battery can plan to support a 4 a load for
           3 hours when new, 2.4 hours at end of life. 2.4
           hours at 11 volts average and 4 amps is 380KJ of
           standby energy.
      
           A capacitor being discharged from 14 to 10.5 volts
           delivers 47 Joules/Farad. The equivalent storage
           for a lead-acid replacement is something on the
           order of 8000 Farads or 16 of the Maxwell modules
           connected in parallel for about 800 cubic inches.
      
           Methinks 16 of these critters is larger and a lot
           more expensive than the 17 a.h. battery.
      
           I worked lead-acid battery project for HBC a couple
           years ago that proposed to used lead-plated carbon
           fibers . . . MUCH lighter. Thinner plates with really
           good performance numbers. That product turned
           out to be made mostly of smoke, mirrors, and computer
           models that 'neglected' a few important variables.
      
           I have no doubt that somebody will replace or even
           augment the SVLA battery somewhere sometime. If a sense
           of history serves us well, it will be years after
           Honda, Kia or Chrysler puts a few millions of
           consumer road-miles on them before they become
           an economic practicality for the OBAM aircraft.
      
           I don't expect to live to see it . . . but I'd be
           tickled pink to be proven wrong.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
From: 
"Terry Mortimore" <terry.mortimore(at)shaw.ca>
Subject: 
Z-14 Dual Battery, dual alternator. Wire sizing, educate
      me please.
Date: 
Jan 05, 2011
      
      
      Hi Gang:
      
      I"m about to start the installation of the Z-14 system into my RV-6A. I've 
      absorbed and understand most of the drawing, but one thing confuses me and 
      that is the size of the wire running to the Starter.
      
      >From the starter to the starter contactor shows a 2 AWG wire, the wire from 
      the starter contactor to the main battery contactor is shown as a 4 AWG 
      wire.
      
      The wire from the Cross-feed contactor to the terminal on the main battery 
      contactor is shown as 2 AWG. The wire running from the Aux battery to the 
      one side of the Cross-feed contactor is shown as a 4 AWG.
      
      I can understand 4 AWG wire running from the two batteries to their 
      respective contactors, but I would think that from the point where the two 
      batteries join forces they should be 2 AWG wire? I don't understand why the 
      size of wire jumps from 4 up to 2 and then back down again to run to the 
      starter contactor?
      
      
      Can someone educate me please?
      
      
                                                               Thanks in advance, 
      Terry.
      
      
      Terry Mortimore
      426 McNabb Street Apt#4
      Sault Ste Marie, Ontario
      P6B 1Z3 
      
      
________________________________________________________________________________
Date: 
Jan 05, 2011
Subject: 
Switch circuitry/function terminology
From: 
Andy Hawes <andy717(at)comcast.net>
      
      
      Wondering if anyone can give me an overview of toggle switch functionality
      related to how the switching function is described.
      
      What switching function would you want for a toggle switch in order to have
      two separate circuits controlled INDEPENDENTLY, where you can leave one
      circuit on while controlling another?
      
      i.e.  --  ON  --  OFF  --  ON:  With this switching function, wouldn't you
      have to turn off one side in order to activate the other?
      
      Would a relay be necessary to do this, again, with ONE toggle switch?
      
      I believe what I am after is a double pole (two separate circuits), double
      throw (two contact directions) switch, but I am confused as to how one
      toggle switch can control both on/off for two separate circuits?
      
      Thank you!
      
      Andy
      
      
________________________________________________________________________________
Subject: 
Is over-voltage protection recommended for small alternator?
From: 
"user9253" <fran4sew(at)banyanol.com>
Date: 
Jan 05, 2011
      
      
      Some builders think that they do not need over-voltage protection because their
      EFIS will warn of high voltage and they can shut off the master or add additional
      load to reduce the voltage, especially if the alternator is a small PM alternator.
      In effect, they plan to regulate the voltage manually.
        I believe it is better to have automatic over-voltage protection because it will
      take the pilot too long to react.  By then expensive avionics could be damaged.
      A small PM alternator can put out too high of a voltage if lightly loaded
      and the regulator fails.  I recommend some type of over-voltage protection.
      What do others think?
      Joe
      
      --------
      Joe Gores
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=325754#325754
      
      
________________________________________________________________________________
From: 
"B Tomm" <fvalarm(at)rapidnet.net>
Subject: 
Switch circuitry/function terminology
Date: 
Jan 05, 2011
      
      
      Andy,
      
      I think what you want is a "progressive" double pole three position switch.
      Scroll to the bottom of these links.  
      
      http://www.carlingtech.com/products/switches/learn_more.asp?page=switches_ba
      sic-circuit-function
      
      Switch function diagrams here, scroll to bottom.
      
      http://www.carlingtech.com/pdf/cirdiagrams.pdf
      
      Of course many manufactures make them. I bought mine at
      http://www.bandc.biz/toggleswitch-doublepole.aspx
      
      These are awesome functions and very useful for aircraft.  I am employing
      several in my RV7A.  Have fun.
      
      Bevan
      
      
      -----Original Message-----
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Andy
      Hawes
      Sent: Wednesday, January 05, 2011 7:40 PM
      Subject: AeroElectric-List: Switch circuitry/function terminology
      
      --> 
      
      Wondering if anyone can give me an overview of toggle switch functionality
      related to how the switching function is described.
      
      What switching function would you want for a toggle switch in order to have
      two separate circuits controlled INDEPENDENTLY, where you can leave one
      circuit on while controlling another?
      
      i.e.  --  ON  --  OFF  --  ON:  With this switching function, wouldn't you
      have to turn off one side in order to activate the other?
      
      Would a relay be necessary to do this, again, with ONE toggle switch?
      
      I believe what I am after is a double pole (two separate circuits), double
      throw (two contact directions) switch, but I am confused as to how one
      toggle switch can control both on/off for two separate circuits?
      
      Thank you!
      
      Andy
      
      
________________________________________________________________________________
From: 
"DEAN PSIROPOULOS" <dean.psiropoulos(at)verizon.net>
Subject: 
VM1000 backlighting dimming
Date: 
Jan 06, 2011
      
      
      A question for both Bob and VM1000 owners with the original (black and
      white) LCD display:
      
      Situation:  I bought the VM1000 system in 2002 but it wasn't operating in
      the airplane until 2008. Flying at dusk I notice that the LCD screen
      backlighting works but is not bright enough for me to read the display.  The
      VM1000 manual says the backlighting power is generated by a 0-80 volt AC
      inverter inside the VM1000 CPU box and that the inverter output is
      proportional to the DC voltage on the dimming input of the CPU connector.
      The manual notes that full brightness will be achieved when close to full
      battery voltage is input at the dimming connection.  Unfortunately it does
      NOT say exactly what value of "close to full battery voltage" is required to
      get full brightness.  
      
      
      Bob:
      
      I installed a B&C dimmer (DIM 5-14, half amp output max) on the dimming
      input of the VM1000 CPU connector. I got to talking with someone about the
      output of this device and a question came up as to exactly how close to bus
      voltage is output when the control is set to full output. I can't recall, is
      the output pulse width modulated, and if so, does the device ever achieve a
      full bus level output voltage?  Or, if the LM317 is a linear device, is the
      DIM 5-14 circuit designed to achieve a full bus level output voltage when
      the pot is set to full output? If not what percentage of full bus voltage
      can I expect?  Also, if the DIM 5-14 output is too low can I remove the
      circuit board from the equation and just connect the potentiometer (that is
      supplied with the DIM 5-14) between the Essential bus and the VM1000 dimming
      input to achieve full voltage at the VM1000 dimming input (in other words,
      is the potentiometer robust enough for this task or will I burn it up)?  Any
      other words of wisdom you care to pass on?  
      
      
      VM1000 Owners:
      
      Have any of you come up against this issue?  What did you do to solve it?
      Were you using a B&C dimmer or some other device?  Being the original
      designer/owner of Vision Microsystems sold the company and disappeared, does
      anyone know exactly what percent of battery voltage is required to get full
      output on the display? What failure modes does the display backlighting
      system exhibit (i.e. if the backlight works is it just insufficient dimming
      input voltage that makes the brightness too low or does the inverter circuit
      have failure modes that set the backlighting to some intermediate
      brightness)? If so what are those failure modes and can the circuit be
      repaired to restore output to full brightness. 
      
      Thanks everyone
      
      Dean Psiropoulos
      RV-6A  N197DM
      2 years of flying fun    
      
      
________________________________________________________________________________
Date: 
Jan 06, 2011
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Pulse Wave Modulation Dimmers
      
      
      >I used one, the first one was bad out of the box, I didn't discover 
      >it until several months had passed but ACS replaced it after some 
      >"discussions".
      >One thing though, I'm told PWM will not dim most avionics.
      
          Avionics with LCD screens often use
          florescent tubes for backlighting. These
          lamps use hv power supply/ballast assembly
          that does not function well at lower voltages
          conductive to "dim" operations.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Jan 06, 2011
From: 
"Ralph E. Capen" <recapen(at)earthlink.net>
Subject: 
Re: VM1000 backlighting dimming
      
      
      Dean,
      
      I replaced my original VM1000 shortly after Vision Microsystems was sold.
      If I recall correctly, Mr. Turk (I think that was his name) was still available
      through the company that purchased Vision Microsystems.  You might try contacting
      him through the new company.
      
      I don't know if I have enough components remaining to cobble it back together to
      answer your question as I have been parting out the remnants of mine in hopes
      of keeping as many of the old systems alive as possible.
      
      Let us know how this pans out as there are a number of us in the curious mode....
      
      Ralph
      
      
      -----Original Message-----
      >From: DEAN PSIROPOULOS <dean.psiropoulos(at)verizon.net>
      >Sent: Jan 6, 2011 1:55 AM
      >To: aeroelectric-list(at)matronics.com
      >Subject: AeroElectric-List: VM1000 backlighting dimming
      >
      >
      >A question for both Bob and VM1000 owners with the original (black and
      >white) LCD display:
      >
      >Situation:  I bought the VM1000 system in 2002 but it wasn't operating in
      >the airplane until 2008. Flying at dusk I notice that the LCD screen
      >backlighting works but is not bright enough for me to read the display.  The
      >VM1000 manual says the backlighting power is generated by a 0-80 volt AC
      >inverter inside the VM1000 CPU box and that the inverter output is
      >proportional to the DC voltage on the dimming input of the CPU connector.
      >The manual notes that full brightness will be achieved when close to full
      >battery voltage is input at the dimming connection.  Unfortunately it does
      >NOT say exactly what value of "close to full battery voltage" is required to
      >get full brightness.  
      >
      >
      >Bob:
      >
      >I installed a B&C dimmer (DIM 5-14, half amp output max) on the dimming
      >input of the VM1000 CPU connector. I got to talking with someone about the
      >output of this device and a question came up as to exactly how close to bus
      >voltage is output when the control is set to full output. I can't recall, is
      >the output pulse width modulated, and if so, does the device ever achieve a
      >full bus level output voltage?  Or, if the LM317 is a linear device, is the
      >DIM 5-14 circuit designed to achieve a full bus level output voltage when
      >the pot is set to full output? If not what percentage of full bus voltage
      >can I expect?  Also, if the DIM 5-14 output is too low can I remove the
      >circuit board from the equation and just connect the potentiometer (that is
      >supplied with the DIM 5-14) between the Essential bus and the VM1000 dimming
      >input to achieve full voltage at the VM1000 dimming input (in other words,
      >is the potentiometer robust enough for this task or will I burn it up)?  Any
      >other words of wisdom you care to pass on?  
      >
      >
      >VM1000 Owners:
      >
      >Have any of you come up against this issue?  What did you do to solve it?
      >Were you using a B&C dimmer or some other device?  Being the original
      >designer/owner of Vision Microsystems sold the company and disappeared, does
      >anyone know exactly what percent of battery voltage is required to get full
      >output on the display? What failure modes does the display backlighting
      >system exhibit (i.e. if the backlight works is it just insufficient dimming
      >input voltage that makes the brightness too low or does the inverter circuit
      >have failure modes that set the backlighting to some intermediate
      >brightness)? If so what are those failure modes and can the circuit be
      >repaired to restore output to full brightness. 
      >
      >Thanks everyone
      >
      >Dean Psiropoulos
      >RV-6A  N197DM
      >2 years of flying fun    
      >
      >
      
      
________________________________________________________________________________
Date: 
Jan 06, 2011
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Z-14 Dual Battery, dual alternator.   Wire sizing,
      educate me please.
      
      
      At 06:55 PM 1/5/2011, you wrote:
      >
      >
      >
      >Hi Gang:
      >
      >I"m about to start the installation of the Z-14 system into my RV-6A.
      
          Why are you putting the mother of all electrical
          systems into an airplane that is not likely to
          use/need a small fraction of the capability?
          This system was conceived to meet mission
          requirements of airplanes like the Lancair IVP
          flown for long distances at high altitudes,
          perhaps over hostile terrain at night while
          flitting about between pockets of unfriendly
          weather.
      
          99% of all OBAM flight profiles do not demand
          so high a level of risk reduction in the electrical
          system.  99% of all accidents do not have root causes
          in electrical system failures. So it would seem that
          Z13/8 would provide a level of reliability 10X better
          than type certificated aircraft but with a lot less
          expense and WEIGHT associated with Z-14.
      
          Can you tell us how your utilization of the
          airplane will realize a good return on investment
          for trading fuel and baggage weights for
          hardware?
      
      
      >  I've absorbed and understand most of the drawing, but one thing 
      > confuses me and that is the size of the wire running to the Starter.
      
          The z-figures are architecture drawings, not wiring diagrams.
          Wire sizes, protection sizes and assignment of loads throughout
          the system are all subject to analysis and adjustment depending
          on your particular suite of equipment and engine support
          requirements.
      
          If your battery(ies) are all "up front" and
          on a metal airplane, you can use 4AWG throughout
          for fat wires. Where are you planning to locate
          battery(ies)?
      
          More importantly, can you share the thoughts that
          drove you to burden this light, fast and efficient
          airframe with so much hardware?
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Jan 06, 2011
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: VM1000 backlighting dimming
      
      
      Bob:
      
      I installed a B&C dimmer (DIM 5-14, half amp output max) on the dimming
      input of the VM1000 CPU connector. I got to talking with someone about the
      output of this device and a question came up as to exactly how close to bus
      voltage is output when the control is set to full output. I can't recall, is
      the output pulse width modulated, and if so, does the device ever achieve a
      full bus level output voltage?  Or, if the LM317 is a linear device, is the
      DIM 5-14 circuit designed to achieve a full bus level output voltage when
      the pot is set to full output? If not what percentage of full bus voltage
      can I expect?  Also, if the DIM 5-14 output is too low can I remove the
      circuit board from the equation and just connect the potentiometer (that is
      supplied with the DIM 5-14) between the Essential bus and the VM1000 dimming
      input to achieve full voltage at the VM1000 dimming input (in other words,
      is the potentiometer robust enough for this task or will I burn it up)?  Any
      other words of wisdom you care to pass on?
      
          The B&C linear dimmers are based on the
          LM317 style 3-terminal regulators. They
          were intended to service incandescent lighting
          where 99% of operating time calls for an
          output on the order of 4-5 volts (just
          visible in the dark cockpit). These devices
          have about a 1.2 volt drop in the max bright
          condition. Suggest you wire a spdt switch
          to bypass the dimmer and apply full battery
          voltage to the VM1000 in the BRIGHT position
          and route to the dimmer in the DIM position.
      
          Does this dimmer have any control tasks other
          than to control the VM1000?
      
         Bob . . .
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Jan 06, 2011
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Switch circuitry/function terminology
      
      
      At 10:39 PM 1/5/2011, you wrote:
      >
      >Wondering if anyone can give me an overview of toggle switch functionality
      >related to how the switching function is described.
      
      
      See:
      
      http://aeroelectric.com/articles/Switch_Ratings.pdf
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Jan 06, 2011
Subject: 
Re: Switch circuitry/function terminology
From: 
Andy Hawes <andy717(at)comcast.net>
      
      
      Perfect, thanks Bevan
      
      
      On 1/5/11 10:08 PM, "B Tomm"  wrote:
      
      > 
      > 
      > Andy,
      > 
      > I think what you want is a "progressive" double pole three position switch.
      > Scroll to the bottom of these links.
      > 
      > http://www.carlingtech.com/products/switches/learn_more.asp?page=switches_ba
      > sic-circuit-function
      > 
      > Switch function diagrams here, scroll to bottom.
      > 
      > http://www.carlingtech.com/pdf/cirdiagrams.pdf
      > 
      > Of course many manufactures make them. I bought mine at
      > http://www.bandc.biz/toggleswitch-doublepole.aspx
      > 
      > These are awesome functions and very useful for aircraft.  I am employing
      > several in my RV7A.  Have fun.
      > 
      > Bevan
      > 
      > 
      >  
      > 
      > -----Original Message-----
      > From: owner-aeroelectric-list-server(at)matronics.com
      > [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Andy
      > Hawes
      > Sent: Wednesday, January 05, 2011 7:40 PM
      > To: aeroelectric-list(at)matronics.com
      > Subject: AeroElectric-List: Switch circuitry/function terminology
      > 
      > --> 
      > 
      > Wondering if anyone can give me an overview of toggle switch functionality
      > related to how the switching function is described.
      > 
      > What switching function would you want for a toggle switch in order to have
      > two separate circuits controlled INDEPENDENTLY, where you can leave one
      > circuit on while controlling another?
      > 
      > i.e.  --  ON  --  OFF  --  ON:  With this switching function, wouldn't you
      > have to turn off one side in order to activate the other?
      > 
      > Would a relay be necessary to do this, again, with ONE toggle switch?
      > 
      > I believe what I am after is a double pole (two separate circuits), double
      > throw (two contact directions) switch, but I am confused as to how one
      > toggle switch can control both on/off for two separate circuits?
      > 
      > Thank you!
      > 
      > Andy
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Date: 
Jan 06, 2011
Subject: 
Re: Switch circuitry/function terminology
From: 
Andy Hawes <andy717(at)comcast.net>
      
      
      Thanks Bob
      
      
      On 1/6/11 9:45 AM, "Robert L. Nuckolls, III" 
      wrote:
      
      > 
      > 
      > At 10:39 PM 1/5/2011, you wrote:
      >> 
      >> Wondering if anyone can give me an overview of toggle switch functionality
      >> related to how the switching function is described.
      > 
      > 
      > See:
      > 
      > http://aeroelectric.com/articles/Switch_Ratings.pdf
      > 
      > 
      >    Bob . . . 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
From: 
"Terry Mortimore" <terry.mortimore(at)shaw.ca>
Subject: 
Re: Z-14 Dual Battery, dual alternator.   Wire sizing,
      educate me please.
Date: 
Jan 06, 2011
      
      
      ----- Original Message ----- 
      From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
      Sent: Thursday, January 06, 2011 8:39 AM
      Subject: Re: AeroElectric-List: Z-14 Dual Battery, dual alternator. Wire 
      sizing, educate me please.
      
      
      > 
      >
      > At 06:55 PM 1/5/2011, you wrote:
      >>
      >>
      >>
      >>Hi Gang:
      >>
      >>I"m about to start the installation of the Z-14 system into my RV-6A.
      >
      >
      >    Can you tell us how your utilization of the
      >    airplane will realize a good return on investment
      >    for trading fuel and baggage weights for
      >    hardware?
      >
      >
      >>  I've absorbed and understand most of the drawing, but one thing confuses 
      >> me and that is the size of the wire running to the Starter.
      >
      >
      >    If your battery(ies) are all "up front" and
      >    on a metal airplane, you can use 4AWG throughout
      >    for fat wires. Where are you planning to locate
      >    battery(ies)?
      >
      >    More importantly, can you share the thoughts that
      >    drove you to burden this light, fast and efficient
      >    airframe with so much hardware?
      >
      >
      >   Bob . . .
      
      
      Hi Bob, thanks for the reply.
      
      I will have a glass panel, but the most important reason for the Z-14 system 
      is that I will be using the Flyefii. Electronic fuel injection and ignition 
      system. Without electrical power I'm looking for a field.
      
       http://www.flyefii.com/
      
      The plane's main mission will be 400 to 500 mile trips over northern Ontario 
      which can be a little rough.
      
      I thought I would be using two recombinant gas batteries mounted on the 
      firewall. The minimum that would be required to crank a IO-320 lycoming.
      
      I'll go back and have a look at the Z-13 system, but I was comfortable with 
      the Z-14 design and I was willing to accept the added weight.
      
      
      I have another question which I was going to buy some of your time for. The 
      Flyefii system is a single box which needs to be fed. I'm wondering how the 
      best approach would be to supply power from the two electrical systems.
      
      I had invisioned two switches, a Primary and Alternate switch leading to the 
      Flyefii system box. But I'm wondering how you would connect these two feeds 
      to the box and also prevent back feeding power through the other system. I'm 
      thinking a Diode on each line, but would like some input as to selection and 
      sizing of the diodes.
      
      Thanks for the help and like I said, I'd gladly pay for some consulting 
      time.
      
      
                                                                                   
          Terry.
      
      
      Terry Mortimore
      426 McNabb Street Apt#4
      Sault Ste Marie, Ontario
      P6B 1Z3 
      
      
________________________________________________________________________________
From: 
Charles Brame <chasb(at)satx.rr.com>
Subject: 
VM1000 backlighting dimming
Date: 
Jan 06, 2011
      
      Dean, et. al.,
      
      I've got the exact same problem with my older VM-1000 using a B&C  
      dimmer. I rarely fly at night, so fixing the problem has not been a  
      priority. It seems that when I first installed the devices, it worked  
      as advertised with plenty of night lighting. On a recent night flight,  
      however, the VM 1000 was too dim to use. At some point, I added  
      another device to the dimmer that supports the VM-1000. I have  
      supposed that the additional current draw caused the problem, but as  
      stated, I haven't taken any steps to correct.
      
      Up until recently, the VM-1000 has been supported by an outfit here in  
      San Antonio (Boerne Stage Airport.) Thanks to my weak memory, I can't  
      remember the name of the new outfit or the new owner, but I remember  
      their exact location and I still have their phone number. They were  
      very helpful a couple of years back when I first flew and helped me  
      get a different CPU chip for the higher fuel pressure reading my AFP  
      fuel injection required. I haven't talked to them in a couple of  
      years, but assume they are still in operation. Their phone number is  
      (was) 1-830-755-6330. I'll check further to see if they are still in  
      operation and if they have any suggestions for the dimming problem.
      
      Charlie Brame
      RV-6A, N11CB
      San Antonio
      
      ---------------------------------------------------------------
      
      
      > From: "DEAN PSIROPOULOS" <dean.psiropoulos(at)verizon.net>
      > Subject: AeroElectric-List: VM1000 backlighting dimming
      >
      >
      > A question for both Bob and VM1000 owners with the original (black and
      > white) LCD display:
      >
      > Situation:  I bought the VM1000 system in 2002 but it wasn't  
      > operating in
      > the airplane until 2008. Flying at dusk I notice that the LCD screen
      > backlighting works but is not bright enough for me to read the  
      > display.  The
      > VM1000 manual says the backlighting power is generated by a 0-80  
      > volt AC
      > inverter inside the VM1000 CPU box and that the inverter output is
      > proportional to the DC voltage on the dimming input of the CPU  
      > connector.
      > The manual notes that full brightness will be achieved when close to  
      > full
      > battery voltage is input at the dimming connection.  Unfortunately  
      > it does
      > NOT say exactly what value of "close to full battery voltage" is  
      > required to
      > get full brightness.
      >
      >
      > Bob:
      >
      > I installed a B&C dimmer (DIM 5-14, half amp output max) on the  
      > dimming
      > input of the VM1000 CPU connector. I got to talking with someone  
      > about the
      > output of this device and a question came up as to exactly how close  
      > to bus
      > voltage is output when the control is set to full output. I can't  
      > recall, is
      > the output pulse width modulated, and if so, does the device ever  
      > achieve a
      > full bus level output voltage?  Or, if the LM317 is a linear device,  
      > is the
      > DIM 5-14 circuit designed to achieve a full bus level output voltage  
      > when
      > the pot is set to full output? If not what percentage of full bus  
      > voltage
      > can I expect?  Also, if the DIM 5-14 output is too low can I remove  
      > the
      > circuit board from the equation and just connect the potentiometer  
      > (that is
      > supplied with the DIM 5-14) between the Essential bus and the VM1000  
      > dimming
      > input to achieve full voltage at the VM1000 dimming input (in other  
      > words,
      > is the potentiometer robust enough for this task or will I burn it  
      > up)?  Any
      > other words of wisdom you care to pass on?
      >
      >
      > VM1000 Owners:
      >
      > Have any of you come up against this issue?  What did you do to  
      > solve it?
      > Were you using a B&C dimmer or some other device?  Being the original
      > designer/owner of Vision Microsystems sold the company and  
      > disappeared, does
      > anyone know exactly what percent of battery voltage is required to  
      > get full
      > output on the display? What failure modes does the display  
      > backlighting
      > system exhibit (i.e. if the backlight works is it just insufficient  
      > dimming
      > input voltage that makes the brightness too low or does the inverter  
      > circuit
      > have failure modes that set the backlighting to some intermediate
      > brightness)? If so what are those failure modes and can the circuit be
      > repaired to restore output to full brightness.
      >
      > Thanks everyone
      >
      > Dean Psiropoulos
      > RV-6A  N197DM
      > 2 years of flying fun
      
      
________________________________________________________________________________
Date: 
Jan 07, 2011
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: VM1000 backlighting dimming
      
      
      I've got the exact same problem with my older VM-1000 using a B&C 
      dimmer. I rarely fly at night, so fixing the problem has not been a 
      priority. It seems that when I first installed the devices, it worked 
      as advertised with plenty of night lighting. On a recent night 
      flight, however, the VM 1000 was too dim to use. At some point, I 
      added another device to the dimmer that supports the VM-1000. I have 
      supposed that the additional current draw caused the problem, but as 
      stated, I haven't taken any steps to correct.
      
         The first thing to do is get MEASUREMENTS
         as to how much voltage is being applied to
         the VM1000 dimming input. Combine this with
         an experiment to bypass any existing dimmer
         and apply full bus voltage.
      
      Up until recently, the VM-1000 has been supported by an outfit here 
      in San Antonio (Boerne Stage Airport.) Thanks to my weak memory, I 
      can't remember the name of the new outfit or the new owner, but I 
      remember their exact location and I still have their phone number. 
      They were very helpful a couple of years back when I first flew and 
      helped me get a different CPU chip for the higher fuel pressure 
      reading my AFP fuel injection required. I haven't talked to them in a 
      couple of years, but assume they are still in operation. Their phone 
      number is (was) 1-830-755-6330. I'll check further to see if they are 
      still in operation and if they have any suggestions for the dimming problem.
      
         They should suggest the same sort of
         investigation and experiments to determine
         if there is a VM1000 problem or and externally
         induced power supply issue.
      
         When we did the DIM series devices now sold
         by B&C, the design goals concentrated on how
         a dimmer is used the vast majority of the
         time.
      
         When flying in a max dark adjusted condition,
         one's visual acuity for seeing things outside
         was best if lights inside were just barely
         bright enough to read the instruments. Typically
         4 or 5 volts on 12 v incandescent lamps. The
         short interval that the lamps could use a
         full-bright voltage supply was during twilight.
      
         The only time pilots wished such lights were
         brighter might be during thunderstorms. The B-52s
         I worked on in '61 had "thunderstorm lights." Sealed
         beam lamps above the pilot's heads on both
         sides. Lightning flashes tended to blind the
         crew so it was then useful to have some really
         robust flood lighting! I tend to stay away from
         thunderstorms . . . they're too loud.
      
         Do the homework to see if the lighting problem
         with the VM1000 is internal or externally
         caused.
      
         Bob . . .
      
      
________________________________________________________________________________
Subject: 
Inexpensive VOR diplexer
Date: 
Jan 07, 2011
From: 
<longg(at)pjm.com>
      
      
      I need to use one VOR antenna to server two VOR receivers. I'm guessing
      the CATV job they sell at Home Depot won't work? Do any of you folks
      make these or have an idea where to buy one of these without a mortgage?
      
      Thanks,
      
      Glenn Long
      
      
________________________________________________________________________________
Date: 
Jan 07, 2011
From: 
Ron Quillin <rjquillin(at)cox.net>
Subject: 
Re: Inexpensive VOR diplexer
      
      At 08:34 1/7/2011, you wrote:
      >I need to use one VOR antenna to server two VOR receivers. I'm guessing
      >the CATV job they sell at Home Depot won't work? Do any of you folks
      >make these or have an idea where to buy one of these without a mortgage?
      >
      >Thanks,
      >
      >Glenn Long
      
      Well, there's this from minicircuits.com
      http://minicircuits.com/cgi-bin/modelsearch?search_type=info&model=ZFSC-2-1W-75B%2B
      for ~$50 that will do VOR & GS.  Or others on eBay for ~$90...
      
      
________________________________________________________________________________
Date: 
Jan 07, 2011
From: 
John Morgensen <john(at)morgensen.com>
Subject: 
Oops - SD8 Regulator
      
      
      I managed to "kiss" the top of the big blue capacitor with a #30 drill. 
      It penetrated the black cardboard and I can see silver (Hopefully the 
      outside of the can).
      
      Should I:
      1. Test it somehow.
      2. Pitch and replace.
      3. Dab it with silicon and call it good.
      
      ?
      John Morgensen
      RV4 - Purchased flying
      RV9A - Getting close.
      
      
________________________________________________________________________________
Subject: 
Inexpensive VOR diplexer
Date: 
Jan 07, 2011
From: 
<longg(at)pjm.com>
      
      Thanks,
      
      Is 75 ohms correct for the Nav Splitter? I found a used job from an old
      Cessna at DTW parts for $40.00. Do these things wear out? 
      
      Glenn E. Long
      
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Ron
      Quillin
      Sent: Friday, January 07, 2011 1:08 PM
      Subject: Re: AeroElectric-List: Inexpensive VOR diplexer
      
      At 08:34 1/7/2011, you wrote:
      
      
      I need to use one VOR antenna to server two VOR receivers. I'm guessing
      the CATV job they sell at Home Depot won't work? Do any of you folks
      make these or have an idea where to buy one of these without a mortgage?
      
      Thanks,
      
      Glenn Long
      
      Well, there's this from minicircuits.com
      http://minicircuits.com/cgi-bin/modelsearch?search_type=info&model=ZF
      SC-
      2-1W-75B%2B
      for ~$50 that will do VOR & GS.  Or others on eBay for ~$90...
      
      
________________________________________________________________________________
Date: 
Jan 07, 2011
From: 
Ron Quillin <rjquillin(at)cox.net>
Subject: 
Inexpensive VOR diplexer
      
      At 13:47 1/7/2011, you wrote:
      >Thanks,
      >
      >Is 75 ohms correct for the Nav Splitter?
      
      No, it's not.  Try a 50 ohm 
      <http://minicircuits.com/cgi-bin/buyitem?add=ZFSC%2d2%2d1%2b&back=>
      
      ZFSC<http://minicircuits.com/cgi-bin/buyitem?add=ZFSC%2d2%2d1%2b&back=>-2-1+ 
      for ~$45
      
      Do you need GS?  Upper NAV freq ~120MHz, but if you need GS you need 
      a splitter good to ~350MHz.  Make sure the one you get has enough bandwidth.
      
      >  I found a used job from an old Cessna at DTW parts for $40.00. Do 
      > these things wear out?
      
      They shouldn't if not abused, but I have seen bad ones that look fine.
      Connectors tight, no corrosion, etc...
      
      >Glenn E. Long
      
________________________________________________________________________________
From: 
"Don" <dsvs(at)ca.rr.com>
Subject: 
Inexpensive VOR diplexer
Date: 
Jan 07, 2011
      
      
      Glen, I have a used one that is good for VOR and Glide Slope.  $50 and it is
      yours. 
      
      -----Original Message-----
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of
      longg(at)pjm.com
      Sent: Friday, January 07, 2011 8:35 AM
      Subject: AeroElectric-List: Inexpensive VOR diplexer
      
      
      I need to use one VOR antenna to server two VOR receivers. I'm guessing
      the CATV job they sell at Home Depot won't work? Do any of you folks
      make these or have an idea where to buy one of these without a mortgage?
      
      Thanks,
      
      Glenn Long
      
      
________________________________________________________________________________
Date: 
Jan 08, 2011
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Oops - SD8 Regulator
      
      
      At 01:18 PM 1/7/2011, you wrote:
      >
      >I managed to "kiss" the top of the big blue capacitor with a #30 
      >drill. It penetrated the black cardboard and I can see silver 
      >(Hopefully the outside of the can).
      >
      >Should I:
      >1. Test it somehow.
      >2. Pitch and replace.
      >3. Dab it with silicon and call it good.
      
         As my grandpa would say, "Oh fooey . . ."
         or something like that.
      
         Without having specific knowledge of
         the construction of that part number,
         I'm unable to advise from any position
         of certainty.
      
         I think I'd just replace the puppy. You've
         got SSOOoooo  many issues for chasing out
         bugs yet un-discovered piled on top of
         maintenance items you've already signed
         up for. Adding this to the list of
         uncertainties doesn't seem like a judicious
         assignment of resources.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Jan 08, 2011
From: 
"Richard E. Tasker" <retasker(at)optonline.net>
Subject: 
Re: Oops - SD8 Regulator
      
      
      While taking Bob's advice is certainly the safest thing to do, if you 
      can confirm that what you see is just the can and you haven't actually 
      pierced the can you are fine.  All the aluminum electrolytics are 
      encased in an aluminum can which is isolated from the two terminals.  
      Take an ohmmeter and measure from the metal in the hole to each of the 
      two active capacitor terminals.  If there is no continuity then that is 
      a pretty good indication you are okay.  Also take a look at the hole 
      with a magnifying glass to make sure you have not actually penetrated 
      the can.
      
      Dick Tasker
      
      Robert L. Nuckolls, III wrote:
      > 
      >
      > At 01:18 PM 1/7/2011, you wrote:
      >> 
      >>
      >> I managed to "kiss" the top of the big blue capacitor with a #30 
      >> drill. It penetrated the black cardboard and I can see silver 
      >> (Hopefully the outside of the can).
      >>
      >> Should I:
      >> 1. Test it somehow.
      >> 2. Pitch and replace.
      >> 3. Dab it with silicon and call it good.
      >
      >   As my grandpa would say, "Oh fooey . . ."
      >   or something like that.
      >
      >   Without having specific knowledge of
      >   the construction of that part number,
      >   I'm unable to advise from any position
      >   of certainty.
      >
      >   I think I'd just replace the puppy. You've
      >   got SSOOoooo  many issues for chasing out
      >   bugs yet un-discovered piled on top of
      >   maintenance items you've already signed
      >   up for. Adding this to the list of
      >   uncertainties doesn't seem like a judicious
      >   assignment of resources.
      >
      >
      >   Bob . . .
      >
      >
      
      -- 
      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.
      --
      
      
________________________________________________________________________________
Date: 
Jan 08, 2011
From: 
John Morgensen <john(at)morgensen.com>
Subject: 
Re: Oops - SD8 Regulator
      
      
      On 1/8/2011 11:15 AM, Richard E. Tasker wrote:
      > 
      >
      > While taking Bob's advice is certainly the safest thing to do, if you 
      > can confirm that what you see is just the can and you haven't actually 
      > pierced the can you are fine.  All the aluminum electrolytics are 
      > encased in an aluminum can which is isolated from the two terminals.  
      > Take an ohmmeter and measure from the metal in the hole to each of the 
      > two active capacitor terminals.  If there is no continuity then that 
      > is a pretty good indication you are okay.  Also take a look at the 
      > hole with a magnifying glass to make sure you have not actually 
      > penetrated the can.
      >
      > Dick Tasker
      
      Thanks Bob and Dick,
      
      Continuity tested positive and replacement ordered.
      
      John Morgensen
      
      
________________________________________________________________________________
Date: 
Jan 08, 2011
Subject: 
Re: Questions about the 9005 Low Voltage Module
From: 
Jared Yates <email(at)jaredyates.com>
      
      Bob, if you have any spare time, would you be interested in taking a look at
      this picture to see if anything seems out of order on the 9005 module?
      
      On Tue, Jan 4, 2011 at 6:59 PM, Jared Yates  wrote:
      
      > Here's a picture.  I think the resistors are right, but perhaps I'm
      > overlooking something that will seem obvious to someone with more
      > experience.
      >
      > On Tue, Jan 4, 2011 at 10:11 AM, Robert L. Nuckolls, III
      >  wrote:
      > > At 09:28 PM 1/3/2011, you wrote:
      > >
      > > That's great information, thank you for your help!  I found the Digikey
      > > invoice and I think I might have ordered the wrong part.
      > >
      > > The national part is the Digikey LM285Z-2.5-ND
      > > http://www.national.com/ds/LM/LM185-2.5.pdf
      > >
      > > The one that I ordered is made by ON Semiconductor, Digikey
      > > LM285Z-2.5GOS-ND.
      > > http://www.onsemi.com/pub_link/Collateral/LM285-D.PDF
      > >
      > >
      > >   I don't think so. The LM series devices are National
      > >   Semiconductor originations. All competing manufacturers
      > >   have to put out a drop in duplicate of the part.
      > >
      > >   If the voltage at U107-3 had been zero or identical
      > >   to an adjacent pin, then I would suspect a solder
      > >   splash or an ECB defect often called a 'cat hair'.
      > >   The fact that your measurement is unique and way out
      > >   of whack for what the LM285 should present suggests
      > >   that neither event is in force. You might check
      > >   markings or color code for the R104 . . . make sure
      > >   it.s a 4.7K and not something higher. Also re-flow
      > >   the solder joins on R104. It's extremely rare that a
      > >   new part is bad out of the box so if the LM285 is
      > >   not installed wrong, we need to explore other possible
      > >   causes for U107-3 voltage not to be 2.50 volts.
      > >
      > >
      > >   Bob . . .
      > >
      > >
      >
      
________________________________________________________________________________
Subject: 
SD-8 Z-25 Drawing Question
From: 
"jvolkober" <jvolkober(at)comcast.net>
Date: 
Jan 08, 2011
      
      
      I am using the Z-25 drawing for wiring the regulator and ov protection for the
      SD-8 alternator. I have the rectifier diode mounted on the sub-panel. The z-25
      drawing indicates a that the ground run from the diode going to the firewall
      ground.  Is it acceptable to run the ground to the sub-panel instead?
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=326077#326077
      
      
________________________________________________________________________________
From: 
"Vern Little" <sprocket@vx-aviation.com>
Subject: 
EFIS Wiring Hub
Date: 
Jan 09, 2011
      
      Here=99s some information on a new product from Vx Aviation that 
      greatly simplifies the interconnect of EFIS serial ports plus provides 
      single-point ground bus distribution:  AXIS-15A.  I hope list members 
      find this interesting, as some of the concepts have been discussed on 
      the forum over the years.
      
      Summary:
      
      =====
      Vx Aviation announced the introduction of the AXIS-15A EFIS Wiring Hub. 
      Providing over 100 pins of connectivity in a compact 3.8=9D x 
      2.5=9D circuit board, the AXIS-15A device greatly simplifies the 
      installation of EFIS systems and the connection of associated avionics 
      in Experimental aircraft.
      
      Using five 15-pin D-Sub connectors, the AXIS-15A device provides for the 
      distribution of EFIS signals using a backplane structure. Each EFIS is 
      plugged into one 15-pin connector, then instruments that require 
      connection to specific signals are connected to one or more of the other 
      connector pins as appropriate for the application. This method 
      simplifies installation and maintenance, facilitates future upgrades and 
      improves system reliability by eliminating the complexity of discrete 
      wiring and crimp splices.
      
      Additionally, two independent connectors are provided that are wired as 
      ground or power distribution buses. Each connector has a 7-pin and an 
      8-pin bus that is easily jumpered into a single 15-pin bus. In total, 
      this provides up to four independent buses for avionics grounds, 
      miscellaneous power, dimmer circuits or bias voltages. Heavy current 
      Fast-On tabs are provided for main ground/power connections....
      =====
      
      The website has more information, including an installation guide that 
      shows the before and after of an typical installation (in this case a 
      dual Dynon SkyView system).  The device is compatible with most EFIS 
      system, or for that matter any application that requires the 
      distribution of signals in a structured format.  The SkyView is unique 
      in that multi-EFIS systems have all of their RS-232 receivers and 
      transmitters connected together.  With the AXIS-15A, a second EFIS can 
      be connected into the system serial ports with one 15-pin wiring harness 
      and no cutting and splicing of wires.
      
      
      Thanks,
      Vern Little
      Vx Aviation
      
      
________________________________________________________________________________
Date: 
Jan 09, 2011
Subject: 
stuff for sale
From: 
Bill Boyd <sportav8r(at)gmail.com>
      
      Guys- I just listed my new, unused SD-8 standby alternator and regulator/OV
      kit on eBay, (as well as a couple of old headsets.)
      
      If anyone is doing an AeroElectric system and needs these parts, this will
      serve as a heads-up on some good parts deals.
      
      My planned IFR glass panel upgrade has been untouched since 2007, and it's
      time to move on and simplify . . .
      
      If the inspiration returns, I'll go shopping again.  Till then, these parts
      need a good home.
      
      If someone would bump this to the VAF forum, I'd appreciate that as well.
      
      -Stormy
      
      Item number:180610852840
      Item number:180610865614
      
________________________________________________________________________________
From: 
Dave Saylor <dave.saylor.aircrafters(at)gmail.com>
Date: 
Jan 09, 2011
Subject: 
Re: EFIS Wiring Hub
      
      That's a great idea.  Lately we've been wiring panels with a dedicated
      Amp-type circular connector and running all the serial into one side of the
      connector.  Then we use the other side as a jumper/adapter to route the
      serial where we want it to go.
      
      Trouble is we run out of pins in a 63 pin connector pretty quickly.  Garmin
      430s, for example, have several channels of 232 and ARINC, as do a lot of
      other avionics these days--EFIS, transponder, handheld GPS, etc.
      
      I'll use one of these on our next panel.
      
      Dave Saylor
      AirCrafters
      140 Aviation Way
      Watsonville, CA 95076
      831-722-9141 Shop
      831-750-0284 Cell
      
      
      On Sun, Jan 9, 2011 at 10:04 AM, Vern Little <sprocket@vx-aviation.com>wrot
      e:
      
      >   Here=99s some information on a new product from Vx Aviation that 
      greatly
      > simplifies the interconnect of EFIS serial ports plus provides single-poi
      nt
      > ground bus distribution:  AXIS-15A<http://vx-aviation.com/documents/AXIS-
      15A-110101.pdf>.
      > I hope list members find this interesting, as some of the concepts have b
      een
      > discussed on the forum over the years.
      >
      > Summary:
      >
      > =====
      > Vx Aviation announced the introduction of the AXIS-15A EFIS Wiring Hub.
      > Providing over 100 pins of connectivity in a compact 3.8=9D x 2.5
      =9D circuit
      > board, the AXIS-15A device greatly simplifies the installation of EFIS
      > systems and the connection of associated avionics in Experimental aircraf
      t.
      >
      > Using five 15-pin D-Sub connectors, the AXIS-15A device provides for the
      > distribution of EFIS signals using a backplane structure. Each EFIS is
      > plugged into one 15-pin connector, then instruments that require connecti
      on
      > to specific signals are connected to one or more of the other connector p
      ins
      > as appropriate for the application. This method simplifies installation a
      nd
      > maintenance, facilitates future upgrades and improves system reliability 
      by
      > eliminating the complexity of discrete wiring and crimp splices.
      >
      > Additionally, two independent connectors are provided that are wired as
      > ground or power distribution buses. Each connector has a 7-pin and an 8-p
      in
      > bus that is easily jumpered into a single 15-pin bus. In total, this
      > provides up to four independent buses for avionics grounds, miscellaneous
      > power, dimmer circuits or bias voltages. Heavy current Fast-On tabs are
      > provided for main ground/power connections....
      > =====
      >
      > The website has more information, including an installation guide<http://
      vx-aviation.com/documents/AXIS-15A_install.pdf>that shows the before and af
      ter of an typical installation (in this case a
      > dual Dynon SkyView system).  The device is compatible with most EFIS syst
      em,
      > or for that matter any application that requires the distribution of sign
      als
      > in a structured format.  The SkyView is unique in that multi-EFIS systems
      > have all of their RS-232 receivers and transmitters connected together.
      > With the AXIS-15A, a second EFIS can be connected into the system serial
      > ports with one 15-pin wiring harness and no cutting and splicing of wires
      .
      >
      > [image: AXIS-15A_photo] <http://vx-aviation.com/photos/AXIS-15A_photo.jpg
      >
      >
      > Thanks,
      > Vern Little
      > Vx Aviation
      >
      >
      
________________________________________________________________________________
Date: 
Jan 10, 2011
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Hall effect/load metering
      
      At 02:41 PM 1/3/2011, you wrote:
      Mr. Nuckolls,
      Although you made a few references in your handbook, I have been 
      unable to find anything else on Hall effect load metering.   A few 
      fellows here at EAA 91 have glass engine monitors with Hall effect 
      metering.  Any hints on where to buy parts or ready to install 
      package?  Was a DIY kit ever developed.
      
      
          I had some notions of doing a hall effect based
          ammeter for the OBAM industry. Even proposed a
          package in the 'Connection. Upon further reflection,
          I compared the high parts count, the need for
          a power supply, drift and calibration challenges
          with the elegant simplicity of a shunt and basic
          meter movement.
      
          Just couldn't get my juices going for development
          of a stand-alone hall-effect load meter. Having
          said that, it makes a lot of sense to add a hall-
          sensor to an instrumentation package that is already
          configured to do a lot of things OTHER than watch
          currents. You need add only one more channel of
          capability to an already complex system.
      
          So, I've limited our offerings to the hammer-n-tongs
          version of the legacy load meter
      
      http://www.aeroelectric.com/Catalog/AEC/9007/
      
          If you're interested in developing you own hall
          based load meter, check out the specifications on
          this small sampling of hall sensors
      
      http://www.amploc.com/ZAP%20Series.pdf
      
          The ZAP100 could be combined with an instrument like
          this
      
      http://tinyurl.com/26y9vmo
      
          with a minimum of additional electronics
          to give you a 100A readout with 0.1 amp
          resolution.
      
      
         Bob . . . 
      
________________________________________________________________________________
Date: 
Jan 10, 2011
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Wouldn't it be cool if we could build airplanes this
      way?
      
      
      See:
      
      http://apps.detnews.com/apps/multimedia/player/index.php?id=1189
      
      
      Bob . . . 
      
      
________________________________________________________________________________
From: 
"Bill Bradburry" <bbradburry(at)bellsouth.net>
Subject: 
Wouldn't it be cool if we could build airplanes
      this way?
Date: 
Jan 10, 2011
      
      
      This is why it is so difficult to change spark plugs...they hang a spark
      plug out in space and then build a car around it!
      
      Bill B
      
      -----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: Monday, January 10, 2011 8:50 AM
      Subject: AeroElectric-List: Wouldn't it be cool if we could build airplanes
      this way?
      
      
      
      See:
      
      http://apps.detnews.com/apps/multimedia/player/index.php?id=1189
      
      
      Bob . . . 
      
      
________________________________________________________________________________
From: 
Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: 
Wouldn't it be cool if we could build  airplanes
      this way?
Date: 
Jan 10, 2011
      
      
      Bob & guys=2C
      
        Yes=2C it would be nice if we could do this=2C but Ford=2C and practicall
      y everyone else=2C knows we can't.
      
        Here's a little anecdotal tale why I think we never will=3B 
      
        As a hard working sophomore in high school=2C around Sept/Oct 1969=2C I b
      ought a BRAND NEW
      1970 Ford Mach 1.  It was canary yellow=2C and a real beauty.  I picked it 
      out at the dealer's
      receiving yard=2C it had just been delivered by train to their 'holding' ya
      rd".  (I made good money as a waiter)
        After driving it a couple of months=2C I let a friend of mine drive it=2C
       and he proceeded to punch it=2C 
      spin out and smack a curb.  Great!!  I took it to an alignment shop to chec
      k for any damage.
      After a thorough check=2C all was okay.  However=2C what WAS noticeable=2C 
      and rather telling was=2C at the top 
      of the wheel well=2C obviously written during the car's assembly=2C someone
       wrote in white crayon 
      "FORD STINKS"!!!    
      
        I didn't happen to agree with the employee.   But his words were revealin
      g.
      
        After spending 95% of my working career as a contractor=2C about all I've
       known is self-employment=2C
      and I have had a couple of hundred different employees working for me over 
      a span of 35 years.  
      My impression and experience of having that many employees is EXACTLY that 
      of the Ford Corp.  I 
      have had employees deliberately=3B steal my equipment=2C steal my customers
      =2C destroy my equipment=2C 
      sleep on the job after I leave=2C claim hours of work they didn't do=2C and
       dozens of other methods of
      sabotage. 
      
        It's a sad fact=2C but the American workforce has brought the mass-exodus
       of corporations on themselves.
      
        It will never get any better=2C either.   (My apologies for straying off 
      the electronics forum....blame Bob)
      
      Mike Welch
      
      
         		 	   		  
      
________________________________________________________________________________
Date: 
Jan 10, 2011
From: 
Bill Watson <Mauledriver(at)nc.rr.com>
Subject: 
Re: Wouldn't it be cool if we could build  airplanes
      this way?
      
      ... a somewhat different perspective
      
      I was a sophmore in HS in '69 too.  I worked for a short time on the 
      floor of  a steel mill and spent many years working for a big high tech 
      company.  Worked in many functions, departments, and teams. Worked at 
      the bottom of a blast furnace, sales, technical jobs, managed hundreds, 
      worked for dozens, line, staff, etc.
      
      IMHO, generally, management is to blame.  The workforce is primarily a 
      reflection of management.  Blaming the workforce is like blaming 
      soldiers for losing a battle.   Leaders win and lose battles.  Soldiers 
      do the work and too often bleed and die.
      
      Working in an old line steel company was an eye opener.  Drunks drove 
      the moving equipment, whites did the cleaner skill jobs, blacks did the 
      dirty, poorly paid work.  I watched entire railroad cars of material 
      scrapped because no one was really watching or cared.  Seemed like the 
      only people you could half way trust were the crane operators because 
      screw-ups could be so bloody and hard to hide.   But management was by 
      all accounts, sleep at the helm.  Didn't have a clue.  Didn't care.  The 
      union protected workers from these clueless and uncaring dopes but at 
      the same time insured the industry's death.  Personally, I made good 
      money but wouldn't spend it on an American (or Japanese) car given the 
      choice at the time.  I particularly liked German engineering and product 
      - first cars and later, aircraft.
      
      Working for a leading high tech company, there was no comparison.   
      Excellence, professionalism, commitment to the business, its employees 
      and its customers all  started at the top.  Non-performance were simply 
      not acceptable.  And when management erred big (and they did from time 
      to time), they were swept out and replaced.  It's about effective 
      leadership at all levels.  A well led workforce can and will perform.
      
      There are challenges in the American workforce but ironically many of 
      them are a product of our success.  The same can be said for our private 
      sector leadership.  See Wall Street and our financial sector for a 
      particularly galling example.
      
      Bill "driving a 15 yo Dodge Caravan & a Mazda Miata because everything 
      can be improved" Watson
      
      
      On 1/10/2011 11:33 AM, Mike Welch wrote:
      > Bob & guys,
      >
      >   Yes, it would be nice if we could do this, but Ford, and practically 
      > everyone else, knows we can't.
      >
      >   Here's a little anecdotal tale why I think we never will;
      >
      >   As a hard working sophomore in high school, around Sept/Oct 1969, I 
      > bought a _BRAND NEW_
      > 1970 Ford Mach 1.  It was canary yellow, and a real beauty.  I picked 
      > it out at the dealer's
      > receiving yard, it had just been delivered by train to their 'holding' 
      > yard".  (I made good money as a waiter)
      >   After driving it a couple of months, I let a friend of mine drive 
      > it, and he proceeded to punch it,
      > spin out and smack a curb.  Great!!  I took it to an alignment shop to 
      > check for any damage.
      > After a thorough check, all was okay.  However, what WAS noticeable, 
      > and rather telling was, at the top
      > of the wheel well, obviously written during the car's assembly, 
      > someone wrote in white crayon
      > "FORD STINKS"!!!
      >
      >   I didn't happen to agree with the employee.   But his words were 
      > revealing.
      >
      >   After spending 95% of my working career as a contractor, about all 
      > I've known is self-employment,
      > and I have had a couple of hundred different employees working for 
      > me over a span of 35 years.
      > My impression _and_ experience of having that many employees is 
      > EXACTLY that of the Ford Corp.  I
      > have had employees deliberately; steal my equipment, steal my 
      > customers, destroy my equipment,
      > sleep on the job after I leave, claim hours of work they didn't do, 
      > and dozens of other methods of
      > sabotage.
      >
      >   It's a sad fact, but the American workforce has brought the 
      > mass-exodus of corporations on themselves.
      >
      >   It will never get any better, either.   (My apologies for straying 
      > off the electronics forum....blame Bob)
      >
      > Mike Welch
      >
      >
      
      
________________________________________________________________________________
Subject: 
Wouldn't it be cool if we could build  airplanes
      this way?
Date: 
Jan 10, 2011
From: 
<longg(at)pjm.com>
      
      ... hey, you guys are really old J
      
      In '69 I was in the 3rd grade trying to slip notes to the brunette 3
      rows up (and not get caught). I do remember the cars though and flying
      over the red sky of Pittsburgh. So red in the morning, we thought it
      looked neat! Imagine.
      
      I'm on board with the management theory. You know they say if you want
      to run a successful business, hire people like yourself. I have found
      this to be particularly true in small numbers. In large companies there
      needs to be a dictatorship atmosphere such that everyone essentially has
      the fear of god standing on the other side of the cube. I work in high
      tech too and BS walks. Sink or swim here for the most part. If you are
      worth your salt and enjoy your work, everybody is happy. 
      
      In most circles people will agree WW2 was a great motivator for Industry
      and Americans alike. By 1969, most of the momentum had burned off. The
      dollar was no longer pegged to gold and the stock market barely moved.
      By that time the miles and miles of Bethlehem Steel were just waste
      lands of scrap that the Japanese were keenly starting to recycle.
      Recycle? What, we're Americans, we don't do stupid stuff like that.
      
      Had America spent the 60's & 70's preparing for the future instead of
      living in the past, we'd all be better off today. My town, Philadelphia
      was about two steps away from final corruption and becoming a permanent
      slum city. Unions were horrible to industry and vice versa. 
      
      Into 1978 I worked in meat packing plant on Patterson Avenue. I remember
      employees hiding bottles of their favorite beverage between the tires of
      the rows of abandoned tractor trailers  out back. They would take their
      breaks by the tracks and have a smoke by the trash ridden railroad while
      pig slop oozed into the creek. We had reached the bottom.
      
      America continually requires re-invention. Capitalism requires
      re-invention. Were losing the battle right now, but if we care we can
      make it right.
      
      The biggest problem today is a reactionary media and market system. To
      make things right with things like the economy, we need to make strong
      decisions about policy which is neither favorable or easy. We must make
      those decisions without causing huge rallies or downturns in the market
      created by this hyper sensationalism so common in the media.
      
      That's easy to say but hard to do. The slightest word of unemployment
      change or increase in inflation (even .01) cause shear panic in the
      marketplace. OMG, sell out today - this is it.
      
      I always tell my wife, by the time these idiots stop talking about
      whether or not the economic recovery will be slow, it will be over. I
      joke about economists today. If states, "it you tied all of the worlds
      economists together you'll still not have a conclusion."
      
      
      Glenn E. Long
      
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Bill
      Watson
      Sent: Monday, January 10, 2011 2:54 PM
      Subject: Re: AeroElectric-List: Wouldn't it be cool if we could build
      airplanes this way?
      
      ... a somewhat different perspective
      
      I was a sophmore in HS in '69 too.  I worked for a short time on the
      floor of  a steel mill and spent many years working for a big high tech
      company.  Worked in many functions, departments, and teams. Worked at
      the bottom of a blast furnace, sales, technical jobs, managed hundreds,
      worked for dozens, line, staff, etc.
      
      IMHO, generally, management is to blame.  The workforce is primarily a
      reflection of management.  Blaming the workforce is like blaming
      soldiers for losing a battle.   Leaders win and lose battles.  Soldiers
      do the work and too often bleed and die.
      
      Working in an old line steel company was an eye opener.  Drunks drove
      the moving equipment, whites did the cleaner skill jobs, blacks did the
      dirty, poorly paid work.  I watched entire railroad cars of material
      scrapped because no one was really watching or cared.  Seemed like the
      only people you could half way trust were the crane operators because
      screw-ups could be so bloody and hard to hide.   But management was by
      all accounts, sleep at the helm.  Didn't have a clue.  Didn't care.  The
      union protected workers from these clueless and uncaring dopes but at
      the same time insured the industry's death.  Personally, I made good
      money but wouldn't spend it on an American (or Japanese) car given the
      choice at the time.  I particularly liked German engineering and product
      - first cars and later, aircraft.
      
      Working for a leading high tech company, there was no comparison.
      Excellence, professionalism, commitment to the business, its employees
      and its customers all  started at the top.  Non-performance were simply
      not acceptable.  And when management erred big (and they did from time
      to time), they were swept out and replaced.  It's about effective
      leadership at all levels.  A well led workforce can and will perform.
      
      There are challenges in the American workforce but ironically many of
      them are a product of our success.  The same can be said for our private
      sector leadership.  See Wall Street and our financial sector for a
      particularly galling example.
      
      Bill "driving a 15 yo Dodge Caravan & a Mazda Miata because everything
      can be improved" Watson
      
      
      On 1/10/2011 11:33 AM, Mike Welch wrote: 
      Bob & guys,
      
        Yes, it would be nice if we could do this, but Ford, and practically
      everyone else, knows we can't.
      
        Here's a little anecdotal tale why I think we never will; 
      
        As a hard working sophomore in high school, around Sept/Oct 1969, I
      bought a BRAND NEW
      1970 Ford Mach 1.  It was canary yellow, and a real beauty.  I picked it
      out at the dealer's
      receiving yard, it had just been delivered by train to their 'holding'
      yard".  (I made good money as a waiter)
        After driving it a couple of months, I let a friend of mine drive it,
      and he proceeded to punch it, 
      spin out and smack a curb.  Great!!  I took it to an alignment shop to
      check for any damage.
      After a thorough check, all was okay.  However, what WAS noticeable, and
      rather telling was, at the top 
      of the wheel well, obviously written during the car's assembly, someone
      wrote in white crayon 
      "FORD STINKS"!!!    
      
        I didn't happen to agree with the employee.   But his words were
      revealing.
      
        After spending 95% of my working career as a contractor, about all
      I've known is self-employment,
      and I have had a couple of hundred different employees working for me
      over a span of 35 years.  
      My impression and experience of having that many employees is EXACTLY
      that of the Ford Corp.  I 
      have had employees deliberately; steal my equipment, steal my customers,
      destroy my equipment, 
      sleep on the job after I leave, claim hours of work they didn't do, and
      dozens of other methods of
      sabotage. 
      
        It's a sad fact, but the American workforce has brought the
      mass-exodus of corporations on themselves.
      
        It will never get any better, either.   (My apologies for straying off
      the electronics forum....blame Bob)
      
      Mike Welch
      
      
________________________________________________________________________________
From: 
"Ralph Finch" <ralphmariafinch(at)gmail.com>
Subject: 
Wouldn't it be cool if we could build  airplanes
      this way?
Date: 
Jan 10, 2011
      
      Well said. Now gentlemen, can we return to electrics?
      
      RF
      
      
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Bill
      Watson
      Sent: Monday, January 10, 2011 11:54 AM
      Subject: Re: AeroElectric-List: Wouldn't it be cool if we could build
      airplanes this way?
      
      
      ... a somewhat different perspective
      
      
________________________________________________________________________________
Date: 
Jan 10, 2011
Subject: 
Very Simple Question about landing lights, wire size,
      and circuit protection.
From: 
Andrew Zachar <andrew.d.zachar(at)gmail.com>
      
      Hey, everyone.
      
      I have a pretty simple (ha!) question regarding the set up of a landing
      light arrangement for my in-work RV-7.
      
      I've just ordered a set of 2 55W HID lights (
      http://www.ddmtuning.com/Products/Apexcone-Raptor-HID-Kit) and I'm starting
      to think about wiring for one light in each wing (or wingtip). (Note: The
      lights haven't arrived, and the instructions there might give some guidance,
      but I thought I'd ask anyway...)
      
      Using page 1-3 of the 'connection as a guide, I'm going to assume these
      lights are really designed for 13.0 volts. Nominally, My 55W lights will
      pull A=W/V or 55/13.0 or 4.23A. I see from the wiring table later that 22
      gauge will hold 5 A and has a resistance of 16.1 Ohms per 1000 feet. At 24
      feet, I get 0.3864 Ohms.
      
      To get the voltage drop in the wire... Volts = 4.23 Amps x .3864 Ohms = 1.63
      V, Assuming the alternator is regulated to 13.8 V (still following page
      1-3), the light is getting 13.8V - 1.6V = 12.2V, I'm losing 4.23A x 1.6V 
      6.8 Watts lost through the wire. 12% loss.
      
      I have a feeling the startup loads are a little higher than 4.23A, so let's
      bump up to 20 gauge wire.
      
      (10.2 Ohms per 1000 feet. At 24 feet, I get  0.2448 Ohms. Voltage drop 
      4.23 Amps x .2448 Ohms = 1.04 V, Assuming 13.8 V (still following page 1-3),
      the light is getting 13.8V - 1.04V = 12.76V. I'm losing 4.23A x 1.04V = 4.4
      Watts lost through the wire. 8% loss)
      
      Finally with 18 gauge wire, 6.39 Ohms per 1000 feet. At 24 feet, I get
       0.15336 Ohms. Voltage drop = 4.23 Amps x .15336 Ohms = .65 V, Assuming 13.8
      V (still following page 1-3), the light is getting 13.8V - 0.65V 
      13.15V. I'm losing 4.23A x .65V = 2.8 Watts lost through the wire for 5%
      loss.)
      
      That seems like a nice small loss. So, I'll go with 18 gauge wire (not that
      much heavier than 22ga, which could technically hold the 4.23A, but maybe
      not with startup loads.
      
      So now I have two runs of 18 ga wire each carrying about 5 amps. I think the
      default answer of the list will be to separately protect the circuits with
      their own fuses in a fuse-block, but, for the sake of discussion, let's
      pretend I really want to run them through a singe breaker on the panel (or a
      breaker switch)...again, just for discussion.
      
      At 4.23 Amps per side, I could use a fuse or circuit breaker (per the table)
      for 18 ga, which is 10A. But I may trip the breaker if warm-up current is
      higher than 4.23A+4.23A. If I bump up the breaker to 12.5A or 15A, I'm now
      not adequately (more rise in wire temp before tripping) the 18 ga wire.
      Right?
      
      So, if I really want to run them both through the same breaker or
      switch-breaker, I need to bump up the wire size so the warm-up loads (is
      assuming 1.5x the steady state load a good estimate for startup loads?) of
      ~7A x 2 lights or 14A can be handled. Does that push me to a 15A breaker and
      therefore 14 ga wire?
      
      Am I on the right track here? I seem to be leading myself to 20 ga (7A) or
      18 ga (10A) wire with independent fuse protection, but a DPST switch
      controlling both, but I'm curious about the logic behind combining them in a
      breaker anyhow.
      
      Thoughts? Is this the correct process for wire and circuit protection
      sizing? (Add up all the grouped loads for a given protection device (if you
      must combine), then size the wire appropriately for the size of protection
      device being used?)
      
      As always, thanks in advance.
      
      -- 
      Andrew Zachar
      andrew.d.zachar(at)gmail.com
      
________________________________________________________________________________
From: 
"Terry Watson" <terry(at)tcwatson.com>
Subject: 
Wouldn't it be cool if we could build  airplanes
      this way?
Date: 
Jan 10, 2011
      
      With the skillful use of the delete key, you can edit the list to whatever
      you want it to be. I enjoyed the diversion and very much appreciate the
      excursion Bob started us on. Not to say that I agreed with some of the
      conclusions, but they were well stated and based on experience.
      
      
      Terry
      
      
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Ralph
      Finch
      Sent: Monday, January 10, 2011 1:46 PM
      Subject: RE: AeroElectric-List: Wouldn't it be cool if we could build
      airplanes this way?
      
      
      Well said. Now gentlemen, can we return to electrics?
      
      RF
      
      
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Bill
      Watson
      Sent: Monday, January 10, 2011 11:54 AM
      Subject: Re: AeroElectric-List: Wouldn't it be cool if we could build
      airplanes this way?
      
      
      ... a somewhat different perspective
      
      
________________________________________________________________________________
From: 
Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: 
Wouldn't it be cool if we could build   airplanes
      this way?
Date: 
Jan 10, 2011
      
      
      From: ralphmariafinch(at)gmail.com
      Subject: RE: AeroElectric-List: Wouldn't it be cool if we could build airpl
      anes this way?
      Date: Mon=2C 10 Jan 2011 13:45:51 -0800
      
      
      Well said. Now gentlemen=2C can we return to electrics?
      RF
      
      
      Ralph=2C
      
        No argument from me!!  In fact=2C to make amends for straying off-forum
      =2C
      I'll share with everyone what arrived in my mail today.
      
        I'm nearing the completion of all the various wiring requirements for my
      plane.  I've used up most of my heatshrink=2C but I needed a bit more.
      I looked online (eBay) and found an RC Hobby Shop that had MANY heatshrink
      selections for sale.  (I think they are in Hong Kong)
      
        I bought several of the smaller sizes around Christmas.  Many of the 1 mm
       to 
      3 mm sizes were $.99 -$1.50 each........all of each size was 10 meters 
      long!!   Yes=2C 10 meters long of 1/8" polyolefin for a buck=2C and this in
      cludes 
      shipping.
      
        I was so pleased with my initial order(especially the quality of the prod
      uct)=2C I 
      ordered LOTS more!!  In fact=2C I ordered 5 different colors X 5 different 
      sizes.  
      I ought to have enough heatshrink to last me from now on!
      
        I have used this heatshrink.  It works VERY well=2C I am very pleased wit
      h it.
      It is not especially heat sensitive....that is=2C it doesn't melt and stick
       to the soldering
      iron=2C that the Radio Shack heatshrink I have does.  It shrinks just like 
      the normal
      high quality stuff you'd expect.  In other words....it ain't junk!!
      
        As I said=2C my order arrived today.  25 pcs of 10M heatshink.    5 diffe
      rent colors=2C
      in 3mm=2C 4mm=2C 5mm=2C 6mm=2C 7mm sizes.  Cost?  $27  total=2C including s
      hipping.
      If anyone is in need of a great bargain on heatshrink=2C let me know=2C and
       I can forward
      their company info on to you.
      
        Here's a picture of the shipment I got today. (see picture)
      
      Best regards=2C  Mike Welch 		 	   		  
      
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________________________________________________________________________________
From: 
"Ralph & Maria Finch" <ralphmariafinch(at)gmail.com>
Subject: 
Heatshrink
Date: 
Jan 10, 2011
      
      That..is a lot of heatshrink.  What's the company's name?
      
      RF
      
      
        I'm nearing the completion of all the various wiring requirements for my
      
      plane.  I've used up most of my heatshrink, but I needed a bit more.
      
      I looked online (eBay) and found an RC Hobby Shop that had MANY heatshrink
      
      selections for sale.  (I think they are in Hong Kong)
      
      
        I bought several of the smaller sizes around Christmas.  Many of the 1 mm
      to 
      
      3 mm sizes were $.99 -$1.50 each........all of each size was 10 meters 
      
      long!!   Yes, 10 meters long of 1/8" polyolefin for a buck, and this
      includes 
      
      shipping.
      
      
        I was so pleased with my initial order(especially the quality of the
      product), I 
      
      ordered LOTS more!!  In fact, I ordered 5 different colors X 5 different
      sizes.  
      
      I ought to have enough heatshrink to last me from now on!
      
      
        I have used this heatshrink.  It works VERY well, I am very pleased with
      it.
      
      It is not especially heat sensitive....that is, it doesn't melt and stick to
      the soldering
      
      iron, that the Radio Shack heatshrink I have does.  It shrinks just like the
      normal
      
      high quality stuff you'd expect.  In other words....it ain't junk!!
      
      
        As I said, my order arrived today.  25 pcs of 10M heatshink.    5
      different colors,
      
      in 3mm, 4mm, 5mm, 6mm, 7mm sizes.  Cost?  $27  total, including shipping.
      
      If anyone is in need of a great bargain on heatshrink, let me know, and I
      can forward
      
      their company info on to you.
      
      
        Here's a picture of the shipment I got today. (see picture)
      
      
      Best regards,  Mike Welch
      
      
________________________________________________________________________________
From: 
Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: 
heatshrink
Date: 
Jan 10, 2011
      
      
      Group=2C
      
        I'm receiving TONS of responses from lots of guys wanting to know more
      information on the heatshrink.
      
        First=2C be advised they are in Shenzhen=2C China (not Hong Kong).  I don
      't 
      know exactly where that is=2C but I know it isn't a 3 day delivery!!!  So
      =2C 
      expect at least 2+ weeks for your order to show up!!  My experience so far
      
      has been around 2 1/2 weeks.
      
        Second=2C I used PayPal to pay for both of my orders.  Initially I bought
       the
      first batch via eBay auctions.  Once my first order got here=2C I contacted
       the
      company directly=2C and asked them if they could put together a "special or
      der"
      for me.  (the reason for the 'special order' is=3B  many of their eBay auct
      ions 
      include shipping.  But paying for 25 small shipping charges just doesn't se
      em
      too.....let's say 'cost effective'.  So=2C I asked her if she could give me
       her
      best price for one big order=2C and then figure one shipping charge for jus
      t 
      that one box.)
      
        The lady I have been dealing with name is Lisa.  She sure seems nice from
      
      what I can tell.  I would recommend you address her in your correspondence.
      
      Just a thought!  You might also mention me=2C to give her a frame of refere
      nce for
      the pricing=2C but this may not be very necessary.  Your choice.
      
        The website is=3B   www.hobbydream.com
        The PayPal address (for receiving payment) is=3B   cnbestone(at)gmail.com
      
        Let me mention ahead of time=2C it may take a few emails back and forth
      for you to finally get your order straight.  This is an outfit on the other
       side
      of the planet=2C so don't expect everything to get squared away in an hour.
      
        I sent Lisa a 'heads up' email=2C letting her know I was passing out her 
      company's
      info.  I'd imagine she's expecting you guys.  I would also recommend you tr
      y to figure
      out what you want to order BEFORE you begin emails back and forth.  They
      don't have to sell ONLY 10 meter lengths=2C but I'd recommend it (it's a do
      llar
      per length=2C almost 33 feet long!!!)  If you aren't sure how big a size is
      =2C do a
      little research. 
      
        UPDATE!!  I just went to their website.  You DEFINITELY want to mention y
      ou'd
      like the same deal Mike Welch got!!!   The website shows a much higher pric
      e
      per piece. 
      
        If anyone has any questions=2C let me know.
      
      Mike Welch
      
      
         		 	   		  
      
________________________________________________________________________________
From: 
Bob McCallum <robert.mccallum2(at)sympatico.ca>
Subject: 
Heatshrink
Date: 
Jan 10, 2011
      
      Mike;
      
      Looks like a great deal on the heatshrink, but I'm assuming this is not the
      heavy dual wall heatshrink but only the lightweight kind?? If that's correct
      do they also carry the dual wall type? I'd be interested in some of that.
      Please provide the source details to the list.
      
      Also, please excuse my stupidity, but why would a hot soldering iron be
      coming in contact with your heatshrink?? This is the first time I've heard
      of this concern. If you're soldering rather than crimping connections, the
      soldering would normally be done with the heatshrink some distance up the
      wire, then after the soldered joint has cooled the tubing would be slipped
      into place and then shrunk with hot air from a heat gun. The soldering iron
      would have no reason to be anywhere near the heatshrink, or am I missing
      something??
      
      Bob McC
      
        _____  
      
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Ralph &
      Maria Finch
      Sent: Monday, January 10, 2011 8:46 PM
      Subject: RE: AeroElectric-List: Heatshrink
      
      That..is a lot of heatshrink.  What's the company's name?
      RF
      
        I'm nearing the completion of all the various wiring requirements for my
      plane.  I've used up most of my heatshrink, but I needed a bit more.
      I looked online (eBay) and found an RC Hobby Shop that had MANY heatshrink
      selections for sale.  (I think they are in Hong Kong)
      
        I bought several of the smaller sizes around Christmas.  Many of the 1 mm
      to 
      3 mm sizes were $.99 -$1.50 each........all of each size was 10 meters 
      long!!   Yes, 10 meters long of 1/8" polyolefin for a buck, and this
      includes 
      shipping.
      
        I was so pleased with my initial order(especially the quality of the
      product), I 
      ordered LOTS more!!  In fact, I ordered 5 different colors X 5 different
      sizes.  
      I ought to have enough heatshrink to last me from now on!
      
        I have used this heatshrink.  It works VERY well, I am very pleased with
      it.
      It is not especially heat sensitive....that is, it doesn't melt and stick to
      the soldering
      iron, that the Radio Shack heatshrink I have does.  It shrinks just like the
      normal
      high quality stuff you'd expect.  In other words....it ain't junk!!
      
        As I said, my order arrived today.  25 pcs of 10M heatshink.    5
      different colors,
      in 3mm, 4mm, 5mm, 6mm, 7mm sizes.  Cost?  $27  total, including shipping.
      If anyone is in need of a great bargain on heatshrink, let me know, and I
      can forward
      their company info on to you.
      
        Here's a picture of the shipment I got today. (see picture)
      
      Best regards,  Mike Welch
      
      
________________________________________________________________________________
Date: 
Jan 10, 2011
From: 
Mike Nellis <mike(at)bmnellis.com>
Subject: 
Re: Heatshrink
      
      
      A soldering iron could come into contact with the heat shrink if you 
      were using the iron to shrink the tubing.  I do this quite frequently 
      and it typically works quite well.
      
      Mike
      >
      > *Mike;*
      >
      > * *
      >
      > *Looks like a great deal on the heatshrink, but I'm assuming this is 
      > not the heavy dual wall heatshrink but only the lightweight kind?? If 
      > that's correct do they also carry the dual wall type? I'd be 
      > interested in some of that. Please provide the source details to the 
      > list.*
      >
      > * *
      >
      > *Also, please excuse my stupidity, but why would a hot soldering iron 
      > be coming in contact with your heatshrink?? This is the first time 
      > I've heard of this concern. If you're soldering rather than crimping 
      > connections, the soldering would normally be done with the heatshrink 
      > some distance up the wire, then after the soldered joint has cooled 
      > the tubing would be slipped into place and then shrunk with hot air 
      > from a heat gun. The soldering iron would have no reason to be 
      > anywhere near the heatshrink, or am I missing something??*
      >
      > * *
      >
      > *Bob McC*
      >
      > * *
      >
      > ------------------------------------------------------------------------
      >
      > *From:* owner-aeroelectric-list-server(at)matronics.com 
      > [mailto:owner-aeroelectric-list-server(at)matronics.com] *On Behalf Of 
      > *Ralph & Maria Finch
      > *Sent:* Monday, January 10, 2011 8:46 PM
      > *To:* aeroelectric-list(at)matronics.com
      > *Subject:* RE: AeroElectric-List: Heatshrink
      >
      > That....is a lot of heatshrink.  What's the company's name?
      >
      > RF
      >
      > *  I'm nearing the completion of all the various wiring requirements 
      > for my***
      >
      > *plane.  I've used up most of my heatshrink, but I needed a bit more.***
      >
      > *I looked online (eBay) and found an RC Hobby Shop that had MANY 
      > heatshrink***
      >
      > *selections for sale.  (I think they are in Hong Kong)***
      >
      > * *
      >
      > *  I bought several of the smaller sizes around Christmas.  Many of 
      > the 1 mm to ***
      >
      > *3 mm** sizes were $.99 -$1.50 each........all of each size was 10 
      > meters ***
      >
      > *long!!   Yes, 10 meters long of 1/8" polyolefin for a buck, and this 
      > includes ***
      >
      > *shipping.***
      >
      > * *
      >
      > *  I was so pleased with my initial order(especially the quality of 
      > the product), I ***
      >
      > *ordered LOTS more!!  In fact, I ordered 5 different colors X 5 
      > different sizes. ***
      >
      > *I ought to have enough heatshrink to last me from now on!***
      >
      > * ***
      >
      > *  I have used this heatshrink.  It works VERY well, I am very pleased 
      > with it.***
      >
      > *It is not especially heat sensitive....that is, it doesn't melt and 
      > stick to the soldering***
      >
      > *iron, that the Radio Shack heatshrink I have does.  It shrinks just 
      > like the normal***
      >
      > *high quality stuff you'd expect.  In other words....it ain't junk!!***
      >
      > * *
      >
      > *  As I said, my order arrived today.  25 pcs of 10M heatshink.    5 
      > different colors,***
      >
      > *in 3mm, 4mm, 5mm, 6mm, 7mm sizes.  Cost?  $27  total, including 
      > shipping.***
      >
      > *If anyone is in need of a great bargain on heatshrink, let me know, 
      > and I can forward***
      >
      > *their company info on to you.***
      >
      > * *
      >
      > *  Here's a picture of the shipment I got today. (see picture)***
      >
      > * *
      >
      > *Best regards,  Mike Welch***
      >
      > *  *
      > *  *
      > *           - The AeroElectric-List Email Forum -*
      > **
      > **
      > *-->  http://www.matronics.com/Navigator?AeroElectric-List*
      > **
      > *                - MATRONICS WEB FORUMS -*
      > *              - List Contribution Web Site -*
      > *                               -Matt Dralle, List Admin.*
      > **
      > *  *
      > *
      >
      >
      > *
      
      
________________________________________________________________________________
From: 
Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: 
Heatshrink
Date: 
Jan 10, 2011
      
      
      Mike & Bob=2C
      
        Exactly.  I don't have a heat gun.  I just use the soldering iron.  I
      find it works very easily....except for the cheapie heatshrink=2C which 
      will melt and stick to it.  (moral=3B don't use the cheapie heatshrink)
      
        Yes=2C I would say this is likely the thinwall stuff.  You'd have to ask
      them if they carry any other kind.  : )
      
      Mike Welch
      
      
      Date: Mon=2C 10 Jan 2011 21:52:34 -0600
      From: mike(at)bmnellis.com
      Subject: Re: AeroElectric-List: Heatshrink
      
      
      A soldering iron could come into contact with the heat shrink if you were u
      sing the iron to shrink the tubing.  I do this quite frequently and it typi
      cally works quite well.
      
      Mike
      
      
      Mike=3B
      
      Looks like a great deal on the heatshrink=2C but I=92m assuming this is not
       the heavy dual wall heatshrink but only the lightweight kind?? If that=92s
       correct do they also carry the dual wall type? I=92d be interested in some
       of that. Please provide the source details to the list.
      
      Also=2C please excuse my stupidity=2C but why would a hot soldering iron be
       coming in contact with your heatshrink?? This is the first time I=92ve hea
      rd of this concern. If you=92re soldering rather than crimping connections
      =2C the soldering would normally be done with the heatshrink some distance 
      up the wire=2C then after the soldered joint has cooled the tubing would be
       slipped into place and then shrunk with hot air from a heat gun. The solde
      ring iron would have no reason to be anywhere near the heatshrink=2C or am 
      I missing something??
      
      Bob McC
      
      
      From: owner-aeroelectric-list-server(at)matronics.com [mailto:owner-aeroelectr
      ic-list-server(at)matronics.com] On Behalf Of Ralph & Maria Finch
      Sent: Monday=2C January 10=2C 2011 8:46 PM
      Subject: RE: AeroElectric-List: Heatshrink
      
      That=85.is a lot of heatshrink.  What=92s the company=92s name?
      RF
      
      
        I'm nearing the completion of all the various wiring requirements for my
      plane.  I've used up most of my heatshrink=2C but I needed a bit more.
      I looked online (eBay) and found an RC Hobby Shop that had MANY heatshrink
      selections for sale.  (I think they are in Hong Kong)
      
        I bought several of the smaller sizes around Christmas.  Many of the 1 mm
       to 
      3 mm sizes were $.99 -$1.50 each........all of each size was 10 meters 
      long!!   Yes=2C 10 meters long of 1/8" polyolefin for a buck=2C and this in
      cludes 
      shipping.
      
        I was so pleased with my initial order(especially the quality of the prod
      uct)=2C I 
      ordered LOTS more!!  In fact=2C I ordered 5 different colors X 5 different 
      sizes.  
      I ought to have enough heatshrink to last me from now on!
      
        I have used this heatshrink.  It works VERY well=2C I am very pleased wit
      h it.
      It is not especially heat sensitive....that is=2C it doesn't melt and stick
       to the soldering
      iron=2C that the Radio Shack heatshrink I have does.  It shrinks just like 
      the normal
      high quality stuff you'd expect.  In other words....it ain't junk!!
      
        As I said=2C my order arrived today.  25 pcs of 10M heatshink.    5 diffe
      rent colors=2C
      in 3mm=2C 4mm=2C 5mm=2C 6mm=2C 7mm sizes.  Cost?  $27  total=2C including s
      hipping.
      If anyone is in need of a great bargain on heatshrink=2C let me know=2C and
       I can forward
      their company info on to you.
      
        Here's a picture of the shipment I got today. (see picture)
      
      Best regards=2C  Mike Welch            - The AeroElectric-List Email Forum 
      ---> http://www.matronics.com/Navigator?AeroElectric-List               - M
      ATRONICS WEB FORUMS -             - List Contribution Web Site -           
                         -Matt Dralle=2C List Admin. 
      
      
       		 	   		  
      
________________________________________________________________________________
From: 
Etienne Phillips <etienne.phillips(at)gmail.com>
Subject: 
Re: Heatshrink
Date: 
Jan 11, 2011
      
      Initially, I also used my soldering iron, but after a similar experience 
      and one gummed up tip later, I started using a cigarette lighter. At 
      first it was just a cheap one, but now have a mini-blowtorch type 
      windmill lighter that works faster and more accurately than any heat gun 
      I've used.
      
      Just a thought! 
      Etienne
      
      On 11 Jan 2011, at 6:22 AM, Mike Welch wrote:
      
      > Mike & Bob,
      >  
      >   Exactly.  I don't have a heat gun.  I just use the soldering iron.  
      I
      > find it works very easily....except for the cheapie heatshrink, which 
      
      > will melt and stick to it.  (moral; don't use the cheapie heatshrink)
      >  
      >   Yes, I would say this is likely the thinwall stuff.  You'd have to 
      ask
      > them if they carry any other kind.  : )
      >  
      > Mike Welch
      >  
      
________________________________________________________________________________
From: 
Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: 
heatshrink
Date: 
Jan 11, 2011
      
      
      Group=2C
      
        Just a quick FYI=2C I got an acknowledgement from Lisa regarding you
      guys ordering heatshrink from her.  She said no problem=2C send her your li
      sts.
      
        Also=2C she mentioned she may have to bump the shipping charge up a bit.
      Evidently=2C shipping a box stuffed full of heatshrink=2C large enough to f
      it a small turkey=2C
      all the way from China=2C costs a little more than $2.  
      
        Referring to shrinking again=2C I personally couldn't imagine an easier w
      ay to 
      shrink it=2C than with a soldering iron.  Providing you have the good stuff
      =2C it shrinks
      like it supposed to.  It would seem like a lot more hassle (to me) to use a
       heat gun=2C 
      lighter=2C torch=2C or anything else.
        I'm not critizing=2C if your way works for you=2C great=2C but I find it 
      pretty simple to
      use the iron.  10 seconds and its done....and nothing else gets heated up i
      n the process.
      
      Mike Welch 		 	   		  
      
________________________________________________________________________________
From: 
"Jim Wickert" <jimw_btg(at)earthlink.net>
Subject: 
Heatshrink
Date: 
Jan 11, 2011
      
      
      Mike and others
      
      Simple means is your wife's or girlfriends hair dryer... when she is out...
      works great no problems with touching the tube.  Mike who do we contact for
      ordering ?  Thanks.
      
      
      Jim Wickert
      
      Tel 920-467-0219
      
      Cell 920-912-1014
      
      
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Mike
      Welch
      Sent: Monday, January 10, 2011 10:22 PM
      Subject: RE: AeroElectric-List: Heatshrink
      
      
      Mike & Bob,
      
        Exactly.  I don't have a heat gun.  I just use the soldering iron.  I
      find it works very easily....except for the cheapie heatshrink, which 
      will melt and stick to it.  (moral; don't use the cheapie heatshrink)
      
        Yes, I would say this is likely the thinwall stuff.  You'd have to ask
      them if they carry any other kind.  : )
      
      Mike Welch
      
      
        _____  
      
      Date: Mon, 10 Jan 2011 21:52:34 -0600
      From: mike(at)bmnellis.com
      Subject: Re: AeroElectric-List: Heatshrink
      
      
      A soldering iron could come into contact with the heat shrink if you were
      using the iron to shrink the tubing.  I do this quite frequently and it
      typically works quite well.
      
      Mike
      
      
      Mike;
      
      
      Looks like a great deal on the heatshrink, but I'm assuming this is not the
      heavy dual wall heatshrink but only the lightweight kind?? If that's correct
      do they also carry the dual wall type? I'd be interested in some of that.
      Please provide the source details to the list.
      
      
      Also, please excuse my stupidity, but why would a hot soldering iron be
      coming in contact with your heatshrink?? This is the first time I've heard
      of this concern. If you're soldering rather than crimping connections, the
      soldering would normally be done with the heatshrink some distance up the
      wire, then after the soldered joint has cooled the tubing would be slipped
      into place and then shrunk with hot air from a heat gun. The soldering iron
      would have no reason to be anywhere near the heatshrink, or am I missing
      something??
      
      
      Bob McC
      
      
        _____  
      
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Ralph &
      Maria Finch
      Sent: Monday, January 10, 2011 8:46 PM
      Subject: RE: AeroElectric-List: Heatshrink
      
      
      That..is a lot of heatshrink.  What's the company's name?
      
      RF
      
      
        I'm nearing the completion of all the various wiring requirements for my
      
      plane.  I've used up most of my heatshrink, but I needed a bit more.
      
      I looked online (eBay) and found an RC Hobby Shop that had MANY heatshrink
      
      selections for sale.  (I think they are in Hong Kong)
      
      
        I bought several of the smaller sizes around Christmas.  Many of the 1 mm
      to 
      
      3 mm sizes were $.99 -$1.50 each........all of each size was 10 meters 
      
      long!!   Yes, 10 meters long of 1/8" polyolefin for a buck, and this
      includes 
      
      shipping.
      
      
        I was so pleased with my initial order(especially the quality of the
      product), I 
      
      ordered LOTS more!!  In fact, I ordered 5 different colors X 5 different
      sizes.  
      
      I ought to have enough heatshrink to last me from now on!
      
      
        I have used this heatshrink.  It works VERY well, I am very pleased with
      it.
      
      It is not especially heat sensitive....that is, it doesn't melt and stick to
      the soldering
      
      iron, that the Radio Shack heatshrink I have does.  It shrinks just like the
      normal
      
      high quality stuff you'd expect.  In other words....it ain't junk!!
      
      
        As I said, my order arrived today.  25 pcs of 10M heatshink.    5
      different colors,
      
      in 3mm, 4mm, 5mm, 6mm, 7mm sizes.  Cost?  $27  total, including shipping.
      
      If anyone is in need of a great bargain on heatshrink, let me know, and I
      can forward
      
      their company info on to you.
      
      
        Here's a picture of the shipment I got today. (see picture)
      
      
      Best regards,  Mike Welch
      
      
                - The AeroElectric-List Email Forum -
      --> http://www.matronics.com/Navigator?AeroElectric-List
                     - MATRONICS WEB FORUMS -
                   - List Contribution Web Site -
                                    -Matt Dralle, List Admin.
      
      
      -List" target=_blank>http://www.matronics.com/Navigator?AeroElectric-List
      ttp://forums.matronics.com
      =_blank>http://www.matronics.com/contribution
      
      
________________________________________________________________________________
From: 
"Ed Anderson" <eanderson(at)carolina.rr.com>
Subject: 
heatshrink
Date: 
Jan 11, 2011
      
      What a great find on Heat Shrink, Mike - thanks for sharing
      
      Would you happened to have a copy of your order - material 
      specifications (sizes) that you ordered.  From your description, it 
      sounds like what I need and would save me the trouble of having to 
      research (yes, lazy!) it.
      
      thanks
      
      Ed
      Edward L. Anderson
      Anderson Electronic Enterprises LLC
      305 Reefton Road
      Weddington, NC 28104
      http://www.andersonee.com
      http://www.eicommander.com
      
      
      From: Mike Welch 
      Sent: Tuesday, January 11, 2011 9:33 AM
      Subject: RE: AeroElectric-List: heatshrink
      
      
      Group,
      
        Just a quick FYI, I got an acknowledgement from Lisa regarding you
      guys ordering heatshrink from her.  She said no problem, send her your 
      lists.
      
        Also, she mentioned she may have to bump the shipping charge up a bit.
      Evidently, shipping a box stuffed full of heatshrink, large enough to 
      fit a small turkey,
      all the way from China, costs a little more than $2.  
      
        Referring to shrinking again, I personally couldn't imagine an easier 
      way to 
      shrink it, than with a soldering iron.  Providing you have the good 
      stuff, it shrinks
      like it supposed to.  It would seem like a lot more hassle (to me) to 
      use a heat gun, 
      lighter, torch, or anything else.
        I'm not critizing, if your way works for you, great, but I find it 
      pretty simple to
      use the iron.  10 seconds and its done....and nothing else gets heated 
      up in the process.
      
      Mike Welch
      
      
________________________________________________________________________________
From: 
"ROGER &  JEAN CURTIS" <mrspudandcompany(at)verizon.net>
Subject: 
heatshrink
Date: 
Jan 11, 2011
      
      Mike,
      
      
      Does Lisa have her own email address or is it the general one on the
      website?
      
      
      Roger
      
      
      -----Original Message-----
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Mike
      Welch
      Sent: Tuesday, January 11, 2011 9:33 AM
      Subject: RE: AeroElectric-List: heatshrink
      
      
      Group,
      
        Just a quick FYI, I got an acknowledgement from Lisa regarding you
      guys ordering heatshrink from her.  She said no problem, send her your
      lists.
      
        Also, she mentioned she may have to bump the shipping charge up a bit.
      Evidently, shipping a box stuffed full of heatshrink, large enough to 
      fit a
      small turkey,
      all the way from China, costs a little more than $2.  
      
        Referring to shrinking again, I personally couldn't imagine an easier 
      way
      to 
      shrink it, than with a soldering iron.  Providing you have the good 
      stuff,
      it shrinks
      like it supposed to.  It would seem like a lot more hassle (to me) to 
      use a
      heat gun, 
      lighter, torch, or anything else.
        I'm not critizing, if your way works for you, great, but I find it 
      pretty
      simple to
      use the iron.  10 seconds and its done....and nothing else gets heated 
      up in
      the process.
      
      Mike Welch
      
      
________________________________________________________________________________
From: 
"Howard M. Plevyak Jr." <hplevyak(at)mac.com>
Subject: 
Request review of Electrical Load Analysis - GlaStar
      using Z13/8  architecture
Date: 
Jan 11, 2011
      
      Folks,
      I finished an initial version of my electrical load analysis.  I'd like 
      to get some feedback on this from the list.
      
      My mission profile is as follows:
      Primary Day/Night VFR cross country machine with long term plans to 
      complete a North & South America round the continent flight.
      Capable of IFR flight to complete cross country trip as weather 
      deteriorates.  I don't want to get stuck at an airport, but also don't 
      plan to use this machine for extended HARD IFR.
      
      Equipment:
      Superior XP360 engine, w/ Carburetor and fixed pitch Sensenich prop
      Dual Lightspeed Plasma III Capacitor Discharge Ignition system (CDI)
      Dual Grand Rapids Technology GRT - EFIS HX displays
      PMA8000 BT Audio panel
      GNS430W - Com1 / Nav1
      SL30 - Com2 / Nav2
      GRT Engine Information System (EIS) 4000
      Trig Avionics T22 Transponder
      Dynon D6 - backup ADI, A/S, Altimeter w/ it's own internal backup 
      battery
      TruTrak Autopilot Digiflight II - VSGV
      Main (15 gal) + Auxiliary Wing Tanks (10 gal each) for total of 50 gal. 
      fuel
      B&C L-40 main alternator (40 amps)
      B&C SD8 backup alternator (plan SD8 to provide 6 to 9 amps @ 2400 prop 
      RPM, and 5.4 to 7 amps @ 2100 rpm).   Note the Sensenich prop has an rpm 
      continuous operation restriction from 2150 to 2350 rpm.
      Z13/8 architecture as base
      
      Questions I have:
      1)  Are these current draws for the equipment listed about right?  I've 
      listed the source for each in the spreadsheet.
      
      2)  What is the maximum continuous operation amperage level to use for 
      both the B&C L-40 and SD8 alternators?
      
      3)  Is there equipment on the endurance bus that should be excluded?
      
      4)  Is it typical to include the audio panel on the e-Bus?  Or just 
      include Com1/Nav1 when switching to the endurance bus?
      
      5) What other questions should I be asking?
      
      
      ID
      ITEM
      Option 1
      Endurance 
      Bus Load
      
       (B&C SD8 Alternator supported)
      Option 2
      Endurance 
      Bus Load
      
      (Exclude 2nd ignition, 2nd EFIS)
      Main 
      Bus Load 
      
      (B&C L40 Alternator)
      Main Bus Load 
      
      (Shed pitot heat & landing light
      Battery Only
      
      (L40 & SD8 Inop)
      Source of current draw number.
      Comments
      1
      Battery Contactor
      0
      0
      0.75
      0.75
      0.75
      
      
      2
      Lightspeed Plasma III Capacitor Discharge Ignition system
      2.6
      1.3
      2.6
      2.6
      1.3
      http://www.lightspeedengineering.com/Products/IgnitionSpecs.htm
      Single LSE Plasma III ignition system draws 1.3a @13.8V.
      Klaus stated current increases as voltage supply decreases with a peak 
      of 2.9a at about 9.4V and 3000rpm.
      3
      Engine Information System (EIS 4000) - Grand Rapids Technologies
      (.15 for EIS, and .1a for the warning light)
      0.25
      0.25
      0.25
      0.25
      0.25
      
      http://www.matronics.com/archive/archive-get.cgi?AeroElectric-Archive.dige
      st.vol-as
      Could reduce light amperage by going with an LED instead?  Or 
      eliminating it since it=92s already on the GRT display.
      5
      Electronic Flight Information System (EFIS) HX Displays - GRT
      (Dual displays in Endurance & Main modes, single display if need to 
      further shed)
      3.0
      1.5
      3.0
      3.0
      1.5
      http://groups.yahoo.com/group/GRT_EFIS/message/85
      GRT EFIS Display actual 1.2A we specify 1.5A full brightness
      8
      Autopilot- DigiTrak II VSGV
      0
      0
      2.0
      2.0
      0
      DigiflightIIInstalManual1.pdf, page 9, pin 6 description
      Vertical Power Device Current Draw Worksheet (Beta).
      The autopilot itself draws less than 0.5 ampere. Most of the current 
      required by the autopilot system is used by the servos (up to 1A per 
      servo).
      10
      Whelen A600 Position Lights (Fwd Red/Green & Aft facing white)
      0
      0
      7.4
      7.4
      0
      Whelen Anti-Collision Light Systems Installation and Service Manual, 
      August 1, 1996. Page 10 for A600-PG and PR Anti Collision Wingtip strobe 
      light head assembly with forward and tail position lights.
      The 14 volt forward position lights draw 1.9amps each, the tail position 
      lights draw 1.8amps each for TOTAL = 7.4amps in a 14volt DC system.
      11
      Strobe Lights
      0
      0
      7.0
      7.0
      0
      Whelen Anti-Collision Light Systems Installation and Service Manual, 
      August 1, 1996.  Page 6
      Strobe 7.0 amps @ 14 volts.
      12
      Glareshield -panel flood light (Red/White LED strip)
      0.16
      0.16
      0.16
      0.16
      0
      http://www.aircraftspruce.com/catalog/inpages/flexibleLED_red12.php
      
      13
      Landing Lights (using two Sylvania Tru-Aim Titan Halogen bulbs)
      0
      0
      10.8
      0.0
      0
      Sylvania Tru-Aim Titan Halogen bulbs Part # 65MR16/T/FL40(FPB) 12V, 
      GU5.3
      
      = (2 bulbs x 65W) / 12 volts = 10.8amps
      Amps = Watts/Volts
      14
      Compass light (SIRS Navigator NV2C-2400
      0.02
      0.02
      0.02
      0.02
      0.02
      
      Uses a Blue LED, so assuming 20ma draw.
      15
      Pitot Heater (Aero Instruments AN5812, 12V, 10Amp)
      0
      0
      8.00
      0
      0
      http://www.gretzaero.com/pitotamps.html
      
      http://www.aeroelectric.com/articles.html#Pitot%20Heating
      Zero for endurance bus mode, assuming intermittent load.  
      16
      Com1 / NAV 1:  GNS 430W - Garmin 
      2.0
      2.0
      2.0
      2.0
      0
      gns-430w install manual rev G.pdf, page 3-11, section 3.12 Electrical 
      Load Analysis
      GNS430W main power (P4001 Connector) = 1.60 amps typical / 2.5A max 
      @14VDC.
      COM Power (P4002 Connector) = RX: 4mA typical / 15mA max.  Tx: 3.25A 
      typical / 6.0 A max.
      Assumed typical values and eliminated intermittent RX & TX loads.  Used 
      1.6 x 125% factor = 2.0 amps continuous load (typical).
      Battery only plan will use handheld radio with ship=92s antenna.
      17
      Com 2 / NAV 2: SL-30 Comm - Garmin 
      0
      0
      0.60
      0.60
      0
      Apollo SL30 Installation Manual.pdf, page 41, Section 3 - 
      Specifications.
      Input current VHF Navigation Input = 325mA typical / 500mA max 
      @13.75VDC
      Input current COMM Input = 270mA typical / 2A max at 13.75VDC RECEIVE
                                                     2.1A typical / 3.2A max 
      at 13.75VDC TRANSMIT
      Battery only plan will use handheld radio with ship=92s antenna.
      18
      Transponder - T-22 Trig Avionics
      0.34
      0.34
      0.34
      0.34
      0
      T22 Brochure and SouthEast Aerospace Web siteWeb site
      idle: 0.15 A, active: 0.34 A
      19
      Audio Panel - PS Engineering PMA8000BT
      0
      0
      2.5
      2.5
      0
      PMA8000BT Installation Manual.pdf, page 1-2, Section 1-5 Specifications.
      Maximum current 2.5 Amp (Externally protected by a 5A pull-type 
      breaker)..including internal lighting.  Will shut off the audio panel to 
      shed load if have to switch to endurance bus.
      20
      EFIS Backup (Dynon D6)
      0
      0.0
      1.0
      1.0
      0
      EFIS-D6 Installation Guide.pdf
      The EFIS-D6 system-wide power requirement is 8 watts typical and 13 
      watts maximum. On a 12-volt system, this translates to about 1 amp of 
      maximum current draw.
      
      Dynon D-6 will use it=92s own internal backup battery for Endurance Bus 
      & Batt Only scenarios.
      21
      AOAPro CPU - Advanced Flight Systems
      0.5
      0.5
      0.5
      0.5
      0
      Page 110 of AOA Manual Rev 4.pdf
      
      22
      Fuel Transfer - PPAV Smart Switch & Fadec Fuel pumps for auxiliary wing 
      tanks
      0
      0
      0
      0
      0
      
      Excluded due to intermittent load.
      
      TOTALS
      8.9
      6.1
      49.0
      30.1
      3.8
      
      
      Thanks for your comments!
      
      Howard
      
      Howard M. Plevyak Jr.
      Cincinnati, Ohio
      hplevyak(at)me.com
      GlaStar Kit # 5615
      
      
________________________________________________________________________________
From: 
"Howard M. Plevyak Jr." <hplevyak(at)mac.com>
Subject: 
Request review of Electrical Load Analysis - using
      Z13/8 architecture
Date: 
Jan 11, 2011
      
      Folks,
      I finished an initial version of my electrical load analysis.  I'd like to get
      some feedback on this from the list.
      
      My mission profile is as follows:
      Primary Day/Night VFR cross country machine with long term plans to complete a
      North & South America round the continent flight.
      Capable of IFR flight to complete cross country trip as weather deteriorates. 
      I don't want to get stuck at an airport, but also don't plan to use this machine
      for extended HARD IFR.
      
      Equipment:
      Superior XP360 engine, w/ Carburetor and fixed pitch Sensenich prop
      Dual Lightspeed Plasma III Capacitor Discharge Ignition system (CDI)
      Dual Grand Rapids Technology GRT - EFIS HX displays
      PMA8000 BT Audio panel
      GNS430W - Com1 / Nav1
      SL30 - Com2 / Nav2
      GRT Engine Information System (EIS) 4000
      Trig Avionics T22 Transponder
      Dynon D6 - backup ADI, A/S, Altimeter w/ it's own internal backup battery
      TruTrak Autopilot Digiflight II - VSGV
      Main (15 gal) + Auxiliary Wing Tanks (10 gal each) for total of 50 gal. fuel
      B&C L-40 main alternator (40 amps)
      B&C SD8 backup alternator (plan SD8 to provide 6 to 9 amps @ 2400 prop RPM, and
      5.4 to 7 amps @ 2100 rpm).   Note the Sensenich prop has an rpm continuous operation
      restriction from 2150 to 2350 rpm.
      Z13/8 architecture as base
      
      Questions I have:
      1)  Are these current draws for the equipment listed about right?  I've listed
      the source for each in the spreadsheet.
      
      2)  What is the maximum continuous operation amperage level to use for both the
      B&C L-40 and SD8 alternators?
      
      3)  Is there equipment on the endurance bus that should be excluded?
      
      4)  Is it typical to include the audio panel on the e-Bus?  Or just include Com1/Nav1
      when switching to the endurance bus?
      
      5) What other questions should I be asking?
      
      
      Thanks for your comments!
      
      Howard
      
      Howard M. Plevyak Jr.
      Cincinnati, Ohio
      hplevyak(at)me.com
      GlaStar Kit # 5615
      
      
________________________________________________________________________________
Date: 
Jan 11, 2011
Subject: 
Circuit protection for relay/contactor trigger circuits.
From: 
Andrew Zachar <andrew.d.zachar(at)gmail.com>
      
      Bob and all,
      
      I notice in Z-10/8 (as an example) that some trigger circuits are protected
      and some are not.
      
      Starter contactor trigger - shows 7A protection.
      E-Bus alternate feed relay trigger - shows no protection (just 22AWG)
      Battery contactor trigger - shows no protection (just 22AWG)
      Brownout battery relay (triggered from start switch) - shows no protection
      (just 20AWG)
      
      I know the Z-figures are not to be taken as anything other than architecture
      guidance, but is there a rule of thumb on protecting some of my
      relay-closing switch circuits?
      
      Thanks in advance.
      
      -- 
      Andrew Zachar
      andrew.d.zachar(at)gmail.com
      
________________________________________________________________________________
Date: 
Jan 11, 2011
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Very Simple Question about landing   lights, wire
      size, and circuit protection.
      
      
      At 04:26 PM 1/10/2011, you wrote:
      Hey, everyone.
      
      I have a pretty simple (ha!) question regarding the set up of a 
      landing light arrangement for my in-work RV-7.
      
          Yes my friend, it IS pretty simple . . .
      
      I've just ordered a set of 2 55W HID lights 
      (http://www.ddmtuning.com/Products/Apexcone-Raptor-HID-Kit) and I'm 
      starting to think about wiring for one light in each wing (or 
      wingtip). (Note: The lights haven't arrived, and the instructions 
      there might give some guidance, but I thought I'd ask anyway...)
      
         Question: These are listed as "55W" kits obviously
         intended to drop-in replace halogen 55W incandescent
         bulbs. But do they DRAW 55 Watts of power in operation?
         I'm not familiar with this product so I have no
         first hand information. It occurs to me that the power
         demand may be different than what the kit title suggests.
      
      Using page 1-3 of the 'connection as a guide, I'm going to assume 
      these lights are really designed for 13.0 volts. Nominally, My 55W 
      lights will pull A=W/V or 55/13.0 or 4.23A. I see from the wiring 
      table later that 22 gauge will hold 5 A and has a resistance of 16.1 
      Ohms per 1000 feet. At 24 feet, I get 0.3864 Ohms.
      
          
      
      That seems like a nice small loss. So, I'll go with 18 gauge wire 
      (not that much heavier than 22ga, which could technically hold the 
      4.23A, but maybe not with startup loads.
      
          You're to be commended for going through this exercise.
          It demonstrates your willingness to understand the
          simple-ideas that govern performance and to craft
          a plan that is not compromised by some overlooked
          variable.
      
          In practice, the legacy breaker vs. wire selection
          criteria is VERY conservative. For small airplanes,
          the system integrator very seldom needs to worry
          about voltage drop in wires. You cited 24 foot runs,
          is this a round-trip for power+ground? In a metal
          airplane it's fine to ground remotely located accessories
          locally. Dropping to 12 foot runs REALLY quashes
          worries about voltage drops.
      
      So now I have two runs of 18 ga wire each carrying about 5 amps. I 
      think the default answer of the list will be to separately protect 
      the circuits with their own fuses in a fuse-block, but, for the sake 
      of discussion, let's pretend I really want to run them through a 
      singe breaker on the panel (or a breaker switch)...again, just for discussion.
      
         This isn't a current ratings discussion. It's
         a failure tolerance discussion. If you'd like to
         have no single point of failure for both lamps,
         then separate fuses is called for. A single 2-pole
         switch adds some risk for single-point failure but
         its tiny.
      
      At 4.23 Amps per side, I could use a fuse or circuit breaker (per the 
      table) for 18 ga, which is 10A. But I may trip the breaker if warm-up 
      current is higher than 4.23A+4.23A. If I bump up the breaker to 12.5A 
      or 15A, I'm now not adequately (more rise in wire temp before 
      tripping) the 18 ga wire. Right?
      
         You cited inrush currents as a concern. If you
         were using real, 55W incandescent lamps, inrush
         can be 10x normal running current. Fuses are subject
         to "wear out" by repeated overloads even if it takes
         100 cycles to ultimately fail the fuse. Your HID
         lamps almost certainly don't exhibit this magnitude
         of inrush. So a pair of 7A fuses/breakers driving 20AWG wires
         is just fine.
      
      So, if I really want to run them both through the same breaker or 
      switch-breaker, I need to bump up the wire size so the warm-up loads 
      (is assuming 1.5x the steady state load a good estimate for startup 
      loads?) of ~7A x 2 lights or 14A can be handled. Does that push me to 
      a 15A breaker and therefore 14 ga wire?
      
         Wouldn't do that to maintain widest practical separation
         between the two lamps.
      
      Am I on the right track here? I seem to be leading myself to 20 ga 
      (7A) or 18 ga (10A) wire with independent fuse protection, but a DPST 
      switch controlling both, but I'm curious about the logic behind 
      combining them in a breaker anyhow.
      
          You've zeroed in on it . . . The only suggestion
          I have is to confirm there REAL running current.
          But in any case stay with 20AWG/7A protection.
      
         Bob . . .  
      
      
________________________________________________________________________________
Date: 
Jan 11, 2011
Subject: 
Re: Very Simple Question about landing lights,  wire
      size, and circuit protection.
From: 
Andrew Zachar <andrew.d.zachar(at)gmail.com>
      
      On Tue, Jan 11, 2011 at 9:29 PM, Robert L. Nuckolls, III <
      nuckolls.bob(at)aeroelectric.com> wrote:
      
      > nuckolls.bob(at)aeroelectric.com>
      >  But do they DRAW 55 Watts of power in operation?
      >
      
      A gentlemen on the VAF forums was kind enough to point me to these lights,
      and at $30, even if they don't perform well in an airplane, I figured it
      would be a good investigative exercise for me (and the aeroeletric list).
      I'll try to gather up some data on the lights and report back.
      
      
      >  You cited 24 foot runs, is this a round-trip for power+ground?
      >
      
      Yes, it was for round trip, but only because I was ignoring the convention
      that these kinds of loads can be locally grounded. I know this next question
      can open up a pretty large (and already covered in some of your articles)
      conversation about the pro and cons of running grounds back.
      
      Even if these loads, which are typically grounded locally don't normally
      contribute to noise, if I have the room (and presumably excess useful load)
      for it, is it bad to run the grounds back? I'm guessing it's no worse than
      grounding locally, it may even be negligibly better in terms of noise, but
      more of a "bad form" given that I'm adding more weight and complexity for a
      small (if anything other than perceived) benefit. I'm getting stuck on the
      "normally these aren't suspects for noise generation" and "maybe I can
      absolutely prevent any noise by running the grounds back." My lack of
      knowledge about potential noise issues is showing again. Sorry. (I need to
      brush up on the section of AEC again...)
      
      
      >  This isn't a current ratings discussion. It's
      >  a failure tolerance discussion. If you'd like to
      >  have no single point of failure for both lamps,
      >  then separate fuses is called for. A single 2-pole
      >  switch adds some risk for single-point failure but
      >  its tiny.
      
      
      For me, it is actually failure tolerance versus aesthetics and switch space.
      I'm using your philosophy that I should assume everything in the airplane
      will fail, and the failure of anything in the airplane doesn't prevent me
      from safely continuing (or just completing) a flight. I prefer one switch
      for the landing lights and I think I'm okay with a single point of failure
      (whether it be a DPDT switch or a switch-breaker) given that the failure is
      just a no-landing-light landing. (I may still put a taxi light out in the
      wing tip separate from these HIDs...that would provide me at least a little
      light in the case of my single failure. I better be careful though, I may
      end up being lit up like a Christmas tree.)
      
      Your HID lamps almost certainly don't exhibit this magnitude
      >  of inrush. So a pair of 7A fuses/breakers driving 20AWG wires
      >  is just fine.
      
      
      My lack of experience all things electrical is showing here. I think an
      investigation of the lamps and their inrush versus steady state loads when
      they arrive will yield some education on my side and some data for the list.
      
      
      >   The only suggestion I have is to confirm there REAL running current.
      >   But in any case stay with 20AWG/7A protection.
      >
      
      I'll do just that.
      
      Thank you for the great guidance, as usual. I'll report back soon.
      
      -- 
      Andrew Zachar
      andrew.d.zachar(at)gmail.com
      
________________________________________________________________________________
From: 
Bob McCallum <robert.mccallum2(at)sympatico.ca>
Subject: 
Heatshrink
Date: 
Jan 12, 2011
      
      Thanks guys;
      
      My bit of education for the day. I'd never heard of doing that before, just
      never thought I guess. I've always used  a 1000 degree industrial pin point
      heat gun or a butane micro torch, but heat is heat and I suppose a soldering
      iron is as good a source as any. 
      Also thank you for posting all of the info on your supplier, it's
      appreciated
      
      Bob McC
      
        _____  
      
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Mike
      Welch
      Sent: Monday, January 10, 2011 11:22 PM
      Subject: RE: AeroElectric-List: Heatshrink
      
      Mike & Bob,
      
        Exactly.  I don't have a heat gun.  I just use the soldering iron.  I
      find it works very easily....except for the cheapie heatshrink, which 
      will melt and stick to it.  (moral; don't use the cheapie heatshrink)
      
        Yes, I would say this is likely the thinwall stuff.  You'd have to ask
      them if they carry any other kind.  : )
      
      Mike Welch
      
________________________________________________________________________________
Date: 
Jan 12, 2011
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Circuit protection for relay/contactor   trigger
      circuits.
      
      
      At 05:24 PM 1/11/2011, you wrote:
      >Bob and all,
      >
      >I notice in Z-10/8 (as an example) that some trigger circuits are 
      >protected and some are not.
      >
      >Starter contactor trigger - shows 7A protection.
      >E-Bus alternate feed relay trigger - shows no protection (just 22AWG)
      >Battery contactor trigger - shows no protection (just 22AWG)
      >Brownout battery relay (triggered from start switch) - shows no 
      >protection (just 20AWG)
      >
      >I know the Z-figures are not to be taken as anything other than 
      >architecture guidance, but is there a rule of thumb on protecting 
      >some of my relay-closing switch circuits?
      
           Architecture drawings do not discount the
           elegant use of circuit protection. Yes,
           the rule of thumb is:
      
           Any wire of significant length (6" or more
           in the TC aircraft world) at risk for
           damage due to faults in the system should
           be protected from burning.
      
           A review of Part 23
      
      http://www.aeroelectric.com/Reference_Docs/FAA/Part23_electrical_A.pdf
      
           and in particular paragraph 23.1367
      
           and Chapter 11 of AC43.13
      
      http://www.aeroelectric.com/Reference_Docs/FAA/AC43.13-1B_Ch11_Electrical.pdf
      
           might be useful. But be aware that not all
           words carved into FAA tablets of stone
           are possible or practical. For example,
           the words in paragraph 11-48 of AC43.13
           are pretty much carved in peanut butter.
           There is no such thing as a "rating" for
           a wire's ability to carry current. There
           is a WIDE band of operating conditions for
           wires that do not necessarily put them
           at risk for failure.
      
           Circuit protection in the form of fuses and
           breakers cannot be depended upon to "open
           before any component downstream can overheat
           and generate smoke or fire." Fuses and breakers
           protect wires from hard faults (LOTS OF CURRENT)
           and nothing more.
      
           See:
      
      http://aeroelectric.com/Pictures/Wire/22AWG_20A.pdf
      
           This 22AWG wire in the foreground has been
           subjected to 20 amps of current flow until
           temperatures stabilized. Note that the wire's
           insulation has 38 degrees C headroom before
           bumping it's published performance limits of
           150C. Yet we commonly protect 22AWG wires at
           5A. This is NOT because 22AWG wire is RATED
           at 5A. The legacy design decision for protecting
           22AWG wire at 5A is a very conservative decision
           based on temperature rises in bundles, system
           efficiency goals (voltage drops) and tolerance
           for special cases where the wire might need to
           pass through a hot-spot on the airframe.
      
           This is why your exercise in wire sizing did
           not yield any exciting pop-up revelations.
           As a general rule, wires are much more tolerant
           of abuse than the table we commonly apply to
           new system design
      
      http://aeroelectric.com/Pictures/Wire/Wire_Table.jpg
      
            . . . these "ratings" are based on a paltry
           10C temperature rise.
      
           Now, armed with this simple-idea, run the
           traps on what kind of fault would cause the
           contactor control wires you've cited to become
           exposed to high fault currents?
      
           When these wires are used to pull down on
           the grounds side of a relay, contactor or
           most other devices, there are no conditions
           of system failure that will subject these
           wires to unlimited fault currents.
      
           The most common failure in wiring is an
           open circuit. The next most common failure
           is a fault to ground. Faulting a supply wire
           to ground exposes it to the potential fault
           current of a battery . . . perhaps 1000 amps
           or more. Faulting a ground-to-close control
           wire to ground exposes it only to the current
           it takes to close the contactor. Hence, no
           protection is called for in these lines.
      
      
           Bob . . . 
      
      
________________________________________________________________________________
Date: 
Jan 12, 2011
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Heatshrink
      
      At 11:52 PM 1/11/2011, you wrote:
      >Thanks guys;
      >
      >My bit of education for the day. I'd never heard of doing that 
      >before, just never thought I guess. I've always used  a 1000 degree 
      >industrial pin point heat gun or a butane micro torch, but heat is 
      >heat and I suppose a soldering iron is as good a source as any.
      
            The most common form of heat shrink is made from
            a polyolefin plastic that shrinks in the 120 to 130
            degrees C range. This is higher than the outlet
            temperature of most hair dryers . . . or at least it
            should be.
      
            Further, most hair dryers and general utility heat
            guns have large diameter outlets that tend to waste
            the energy by throwing it all over the place instead
            of directing it onto a relatively focused point of
            interest.
      
            The really cool heat guns for electronics all have
            relatively small exit nozzles for the hot air. The
            Ungar Princess
      
      Emacs!
      
            Is one good case in point. This tool is only 250
            watt rated and puts it's energy 'on the spot' as
            opposed to blowing it around the room.
      
            I've modified low cost heat guns my fabricating
            a nozzle from an aluminum or steel funnel and
            pop-riveting the modification to the guns outlet.
            This has the compound useful effect of focused
            energy output plus restricting airflow such that
            air temperature rise on the LOW HEAT setting of
            the heat gun is sufficient to the task.
      
            I think the Harbor Freight used to sell a $10 tool
            that was easily modified in this way. I'll look into
            it and perhaps do a "comic book" on the modification.
      
            My heat gun of current choice is the Milwaukee 2000D
            that features an adjustable heat control. I've had this
      
      
      Emacs!
      
      
            tool for quite a few years. I think I bought it in
            a hurry one night at Home Depot after my $high$
            Princess blew up. The 2000D came with a concentrator
            nozzle which I've lost at some point in time. This
            tool is still made an sells for about $40.
      
            I tried increasing the output temperature on a hair
            dryer by restricting the air flow with a concentrator
            nozzle. The temperature did indeed rise but it caused
            an over-temp fuse to blow inside the tool. I opened
            the tool and bypassed the fuse. It sorta worked but
            the labor to convert it to a real shrink-gun wasn't
            worth the effort. You're better off starting with
            a real heat gun of some variety.
      
            There's a raft of butane powered, flameless heating
            tools that offer soldering tips along with hot gas
            diffusers for heat-shrinking and other general heating
            of small areas.
      
      
         Bob . . .  
      
________________________________________________________________________________
From: 
Fergus Kyle <VE3LVO(at)rac.ca>

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December 23, 2010 - January 12, 2011

AeroElectric-Archive.digest.vol-jz

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