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AeroElectric-Archive.digest.vol-lp
February 07, 2013 - March 08, 2013

I've prototyped a PIC-based fuel gauge on a Microchip PIC18F along with the ubiquitous Nokia LCD phone display. There was a chap who made little development boards with theses on, but he decided some time ago that he was dropping the project, which was a shame. It was a little board about 2 x 1-1/2" and it had a regulator, crystal, couple of LEDs, etc. along with the SMT chip. Works pretty nicely, but I think the display was a little bit dim for a fuel gauge in any case... so I could do with investigating a new OLED-based version that would be readable in daylight. With all the PIC power available... it could a whole heap more too. James On 6 February 2013 21:57, Robert L. Nuckolls, III wrote: At 12:53 PM 2/6/2013, you wrote: Hmm. =C2 That would make part of an interesting PIC project.=C2 As a matter of interest, I've been a bit behind with the PIC projects that have been discussed on the list. =C2 Have you made a product available, Bob?=C2 James Yes. The open-source project data for the Programmable Wig-Wag Controller has been posted at: http://tinyurl.com/cg63y3k Assembled product is available from the website catalog. The next item is in process; hardware is done. Software is moving along for a battery capacity meter that will be useable either on the bench or in-situ on an aircraft. Bob . . . - ric-List" target="_blank">http://www.matronics.com/Navigator?AeroElectric-List MS - k">http://forums.matronics.com e - -Matt Dralle, List Admin. t="_blank">http://www.matronics.com/contribution ________________________________________________________________________________
From: "SWAN MGT LLC/M WYNN" <wynaire(at)citlink.net>
Subject: Fw: Fwd: Excellent Answer!!!
Date: Feb 07, 2013
________________________________________________________________________________
Date: Feb 08, 2013
Subject: Re: Interesting new electro-whizzy . . .
From: Bob Verwey <bob.verwey(at)gmail.com>
Hey Jeff and Bob N, take a look at this little fella. 6 Analogue inputs, 10 digital and easy to write to an LCD display. I am crafting "idiot light" functionality for oil pressure and water temp. The "Arduino" costs about $30 here in South Africa, the LCD display $7. http://www.arduino.cc/ Best... Bob Verwey A35 Bonanza ZU-DLW Chevy Safari ZU-AJF On 08/02/2013, Jeff Luckey wrote: > Picture worth a thousand words very cool! > > > _____ > > From: owner-aeroelectric-list-server(at)matronics.com > [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of James > Kilford > Sent: Thursday, February 07, 2013 10:34 > To: aeroelectric-list(at)matronics.com > Subject: Re: AeroElectric-List: Interesting new electro-whizzy . . . > > > Interesting stuff Bob. Do you have plans to release a board with support > for a PIC with more IO lines (both analogue and digital)? > > > I've prototyped a PIC-based fuel gauge on a Microchip PIC18F along with the > ubiquitous Nokia LCD phone display. There was a chap who made little > development boards with theses on, but he decided some time ago that he was > dropping the project, which was a shame. It was a little board about 2 x > 1-1/2" and it had a regulator, crystal, couple of LEDs, etc. along with the > SMT chip. > > > Works pretty nicely, but I think the display was a little bit dim for a > fuel > gauge in any case... so I could do with investigating a new OLED-based > version that would be readable in daylight. With all the PIC power > available... it could a whole heap more too. > > > James > > > On 6 February 2013 21:57, Robert L. Nuckolls, III > wrote: > > > > At 12:53 PM 2/6/2013, you wrote: > > Hmm. That would make part of an interesting PIC project. > > As a matter of interest, I've been a bit behind with the PIC projects that > have been discussed on the list. Have you made a product available, Bob? > > James > > > Yes. The open-source project data for the > Programmable Wig-Wag Controller has been > posted at: > > http://tinyurl.com/cg63y3k > > Assembled product is available from > the website catalog. > > The next item is in process; hardware > is done. Software is moving along for > a battery capacity meter that will be > useable either on the bench or in-situ > on an aircraft. > > > Bob . . . > > > - > ric-List" > target="_blank">http://www.matronics.com/Navigator?AeroElectric-List > MS - > k">http://forums.matronics.com > e - > -Matt Dralle, List Admin. > t="_blank">http://www.matronics.com/contribution > > ________________________________________________________________________________
Date: Feb 08, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Li-Ion deliberations continue . . .
http://tinyurl.com/b5zppk3 http://tinyurl.com/bdctwax Bob . . . ________________________________________________________________________________
Subject: Re: Interesting new electro-whizzy . . .
From: Eric Page <edpav8r(at)yahoo.com>
Date: Feb 08, 2013
Arduino is a great platform, *if* you can write code in C. If, like me, you don't know C, take a look at the PICAXE controllers. They have most of Arduino's capabilities, and they come in 8, 14, 18, 20, 28 and 40 pin versions for projects requiring more or less numbers of I/O connections. One of their great new features is the ability to run 4 to 8 programs in parallel (depends on chip size), so one chip can continuously monitor multiple sensors and switch multiple outputs simultaneously. Best of all, programming is a relative breeze with their "Logicator" flowchart software, or you can write BASIC yourself. Documentation is superb, as PICAXE was conceived as an educational platform for primary schools. http://www.picaxe.co.uk/ I believe Sparkfun is their main U.S. distributor. Chips range from $3-$10. The biggest single expense is a USB programming cable at $27, but that's a one-time deal. All chips are available in SMT versions, but I've had some trouble finding them. http://www.sparkfun.com/ I've used the smallest PICAXE chip (08M2) for a couple of small projects and found it easy to interface, easy to program, and the result was a couple of useful gadgets, one of which my Dad uses every day. Eric On Feb 8, 2013, at 7:10 AM, Bob Verwey wrote: > > Hey Jeff and Bob N, take a look at this little fella. 6 Analogue inputs, 10 digital and easy to write to an LCD display. I am crafting "idiot light" functionality for oil pressure and water temp. The "Arduino" costs about $30 here in South Africa, the LCD display $7. > > http://www.arduino.cc/ > > Best... > Bob Verwey > A35 Bonanza ZU-DLW > Chevy Safari ZU-AJF ________________________________________________________________________________
Date: Feb 08, 2013
Subject: Re: Interesting new electro-whizzy . . .
From: James Kilford <james(at)etravel.org>
Bob, One of the reasons I've not changed displays on the current Microchip PIC-based fuel gauge is that I'm considering a switch to Arduino. It seems that there are many Arduino options available off-the-shelf compared to Microchip. Cheers, James On 8 February 2013 14:10, Bob Verwey wrote: > > > Hey Jeff and Bob N, take a look at this little fella. 6 Analogue > inputs, 10 digital and easy to write to an LCD display. I am crafting > "idiot light" functionality for oil pressure and water temp. > The "Arduino" costs about $30 here in South Africa, the LCD display $7. > > http://www.arduino.cc/ > > Best... > Bob Verwey > A35 Bonanza ZU-DLW > Chevy Safari ZU-AJF > > > On 08/02/2013, Jeff Luckey wrote: > > Picture worth a thousand words =93 very cool! > > > > > > > > _____ > > > > From: owner-aeroelectric-list-server(at)matronics.com > > [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Jame s > > Kilford > > Sent: Thursday, February 07, 2013 10:34 > > To: aeroelectric-list(at)matronics.com > > Subject: Re: AeroElectric-List: Interesting new electro-whizzy . . . > > > > > > > > Interesting stuff Bob. Do you have plans to release a board with suppo rt > > for a PIC with more IO lines (both analogue and digital)? > > > > > > > > I've prototyped a PIC-based fuel gauge on a Microchip PIC18F along with > the > > ubiquitous Nokia LCD phone display. There was a chap who made little > > development boards with theses on, but he decided some time ago that he > was > > dropping the project, which was a shame. It was a little board about 2 x > > 1-1/2" and it had a regulator, crystal, couple of LEDs, etc. along with > the > > SMT chip. > > > > > > > > Works pretty nicely, but I think the display was a little bit dim for a > > fuel > > gauge in any case... so I could do with investigating a new OLED-based > > version that would be readable in daylight. With all the PIC power > > available... it could a whole heap more too. > > > > > > > > James > > > > > > > > > > > > On 6 February 2013 21:57, Robert L. Nuckolls, III > > wrote: > > > > > > > > At 12:53 PM 2/6/2013, you wrote: > > > > Hmm. =C3=82 That would make part of an interesting PIC project.=C3=82 > > > > As a matter of interest, I've been a bit behind with the PIC projects > that > > have been discussed on the list. =C3=82 Have you made a product availab le, > Bob?=C3=82 > > > > James > > > > > > Yes. The open-source project data for the > > Programmable Wig-Wag Controller has been > > posted at: > > > > http://tinyurl.com/cg63y3k > > > > Assembled product is available from > > the website catalog. > > > > The next item is in process; hardware > > is done. Software is moving along for > > a battery capacity meter that will be > > useable either on the bench or in-situ > > on an aircraft. > > > > > > > > > > Bob . . . > > > > > > - > > ric-List" > > target="_blank">http://www.matronics.com/Navigator?AeroElectric-List > > MS - > > k">http://forums.matronics.com > > e - > > -Matt Dralle, List Admin. > > t="_blank">http://www.matronics.com/contribution > > > > > > > > > > > > > > > > =========== =========== =========== =========== > > ________________________________________________________________________________
Date: Feb 08, 2013
From: Bill Putney <billp(at)wwpc.com>
Subject: Avionics Wire Lister?
What started out as a little project has gathered mass as it's rolled along. Go figure... Has anyone come up with a tool to help with wire listing? Add this unit and that unit and let you connect the pins and come up with a wire list? I have seen one from Visual Engineer Inc but I kind of think it's aimed at people that rewire 2 or 3 Gulfstream's a week. There must be a one off home built version. Any thoughts? Bill ________________________________________________________________________________
From: "B Tomm" <fvalarm(at)rapidnet.net>
Subject: Avionics Wire Lister?
Date: Feb 08, 2013
Like a pen and paper? Bevan -----Original Message----- From: owner-aeroelectric-list-server(at)matronics.com [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Bill Putney Sent: Friday, February 08, 2013 12:45 PM Subject: AeroElectric-List: Avionics Wire Lister? What started out as a little project has gathered mass as it's rolled along. Go figure... Has anyone come up with a tool to help with wire listing? Add this unit and that unit and let you connect the pins and come up with a wire list? I have seen one from Visual Engineer Inc but I kind of think it's aimed at people that rewire 2 or 3 Gulfstream's a week. There must be a one off home built version. Any thoughts? Bill ________________________________________________________________________________
Date: Feb 08, 2013
From: Bill Putney <billp(at)wwpc.com>
Subject: Re: Avionics Wire Lister?
Yeah, like that. I've got about 8 things that have to wired together and I don't have enough floor space to lay out all the sheets. :) Bill On 2/8/13 1:54 PM, B Tomm wrote: > > Like a pen and paper? > > Bevan > > -----Original Message----- > From: owner-aeroelectric-list-server(at)matronics.com > [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Bill > Putney > Sent: Friday, February 08, 2013 12:45 PM > To: aeroelectric-list(at)matronics.com > Subject: AeroElectric-List: Avionics Wire Lister? > > > What started out as a little project has gathered mass as it's rolled along. > Go figure... > > Has anyone come up with a tool to help with wire listing? Add this unit and > that unit and let you connect the pins and come up with a wire list? > > I have seen one from Visual Engineer Inc but I kind of think it's aimed at > people that rewire 2 or 3 Gulfstream's a week. There must be a one off home > built version. > > Any thoughts? > > Bill > > ________________________________________________________________________________
Date: Feb 09, 2013
From: Jan de Jong <jan_de_jong(at)casema.nl>
Subject: Li-Ion hazards
For those who are really interested a comprehensive treatment of the dangers of Li-Ion: http://www.nfpa.org/assets/files/PDF/Research/RFLithiumIonBatteriesHazard.pdf LiFePO4 is a lot less volatile and violent than most of the Li-Ion group. But it shares unfortunate properties: - thermal runaway can never be excluded: undetectable internal damage may exist and trigger at the end of a charging cycle - the electrolyte is flammable hydrocarbons I looks like "containment" will be part of any aviation design with Li-Ion batteries. Jan de Jong ________________________________________________________________________________
From: "Roger & Jean Curtis" <mrspudandcompany(at)verizon.net>
Subject: Li-Ion hazards
Date: Feb 09, 2013
I looks like "containment" will be part of any aviation design with Li-Ion batteries. Jan de Jong Perhaps a mechanism to jettison the battery when it reaches ignition temperature would work. A better solution IMHO is to not even consider using the Li-Ion battery, at this stage of development. The cons far exceed the pros. Roger _____ . Do you have a slow PC? <http://www.spamfighter.com/SLOW-PCfighter?cid=sigen> Try a free scan! ________________________________________________________________________________
Date: Feb 09, 2013
From: rayj <raymondj(at)frontiernet.net>
Subject: Soldering knowledge source
As part of my SMT rework adventure, I was sent a site that has a great deal of infoon soldering. Thanks to Robert Korff for sending it to me, it belongs in the archive. _http://www.solder.net/technical-info/soldering-tip-videos_ -- Raymond Julian Kettle River, MN. "And you know that I could have me a million more friends, and all I'd have to lose is my point of view." - John Prine ________________________________________________________________________________
Subject: Re: Li-Ion hazards
From: Tim Olson <Tim(at)MyRV10.com>
Date: Feb 09, 2013
Cool, flaming meteorites falling everywhere for people on the ground to see! Tim On Feb 9, 2013, at 1:08 PM, "Roger & Jean Curtis" wrote: > > > I looks like "containment" will be part of any aviation design with > Li-Ion batteries. > > Jan de Jong > > > Perhaps a mechanism to jettison the battery when it reaches > ignition temperature would work. A better solution IMHO is > to not even consider using the Li-Ion battery, at this stage > of development. The cons far exceed the pros. > > Roger > > > _____ > > . > > Do you have a slow PC? <http://www.spamfighter.com/SLOW-PCfighter?cid=sigen> > Try a free scan! > > > > > ________________________________________________________________________________
Date: Feb 09, 2013
From: "Ralph E. Capen" <recapen(at)earthlink.net>
Subject: SD-20 Alternator / SB1B-14 regulator failure modes
- update In my case, it was the drive gear that goes in to the accessory case. There's a rubber thingy inside that was in a bunch of pieces. The safety catch did it's job so the parts didn't float in to the engine. It all came out together - but it was very obvious that the gear wasn't driving. Anyone know if that is replaceable? Looks like it could be - just maybe not by me.....I'll ask the folks @ B & C. Ralph Capen ________________________________________________________________________________
Date: Feb 10, 2013
Subject: Re: Li-Ion hazards
From: Dj Merrill <deej(at)deej.net>
On 2/10/2013 11:18 AM, BobsV35B(at)aol.com wrote: > Why not do the same thing with the problem child batteries, but > eliminate the stop the DC-3 has so the battery would simply drop away? Just make sure the batteries are located on CG... :-) -Dj -- Dj Merrill - N1JOV - VP EAA Chapter 87 Sportsman 2+2 Builder #7118 N421DJ - http://deej.net/sportsman/ Glastar Flyer N866RH - http://deej.net/glastar/ ________________________________________________________________________________
From: BobsV35B(at)aol.com
Date: Feb 10, 2013
Subject: Re: Li-Ion hazards
Excellent Suggestion Dj. Happy Skies, Old Bob In a message dated 2/10/2013 11:29:44 A.M. Central Standard Time, deej(at)deej.net writes: On 2/10/2013 11:18 AM, _BobsV35B(at)aol.com_ (mailto:BobsV35B(at)aol.com) wrote: Why not do the same thing with the problem child batteries, but eliminate the stop the DC-3 has so the battery would simply drop away? Just make sure the batteries are located on CG... :-) -Dj ________________________________________________________________________________
From: "Jay Hyde" <jay(at)horriblehyde.com>
Subject: Avionics Wire Lister?
Date: Feb 11, 2013
I simply put it all down on a spreadsheet. We use a program called EPLAN at work for this but its very expensive. For the small size of our stuff a spreadsheet works just fine, and you can tailor the list to suit your needs- and sort it any way you want to. It feels like a bit more work at first but it really pays back later when you are trying to figure out what circuit wire !@#$%^&@ belongs to! :-) Jay ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ HH Enterprises Supply and installation of top class water filters for your best drinking experience! Aircraft assembly, repair, wiring and avionics Flight instruction General and Electrical Engineering services (NHD Elec Eng, BTech Elec Eng, GDE ELec Eng) Great dinner parties and conversation General adventuring, climbing, kayaking and living Blog: www.rawhyde.wordpress.com Cel: 083300 8675 Email: jay(at)horriblehyde.com ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ -----Original Message----- From: owner-aeroelectric-list-server(at)matronics.com [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Bill Putney Sent: 08 February 2013 10:45 PM Subject: AeroElectric-List: Avionics Wire Lister? What started out as a little project has gathered mass as it's rolled along. Go figure... Has anyone come up with a tool to help with wire listing? Add this unit and that unit and let you connect the pins and come up with a wire list? I have seen one from Visual Engineer Inc but I kind of think it's aimed at people that rewire 2 or 3 Gulfstream's a week. There must be a one off home built version. Any thoughts? Bill ________________________________________________________________________________
Date: Feb 11, 2013
From: Bill Putney <billp(at)wwpc.com>
Subject: Re: Avionics Wire Lister?
There's just so much typing all those pin assignment names in. I usually can cut and paste those but the Garmin manual pdf's I have are copy protected. :( Bill On 2/11/13 2:41 AM, Jay Hyde wrote: > > I simply put it all down on a spreadsheet. We use a program called EPLAN at > work for this but its very expensive. For the small size of our stuff a > spreadsheet works just fine, and you can tailor the list to suit your needs- > and sort it any way you want to. > > It feels like a bit more work at first but it really pays back later when > you are trying to figure out what circuit wire !@#$%^&@ belongs to! :-) > > Jay > > ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ > HH Enterprises > Supply and installation of top class water filters > for your best drinking experience! > Aircraft assembly, repair, wiring and avionics > Flight instruction > General and Electrical Engineering services > (NHD Elec Eng, BTech Elec Eng, GDE ELec Eng) > Great dinner parties and conversation > General adventuring, climbing, kayaking and living > > Blog: www.rawhyde.wordpress.com > Cel: 083 300 8675 > Email: jay(at)horriblehyde.com > ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ > > -----Original Message----- > From: owner-aeroelectric-list-server(at)matronics.com > [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Bill > Putney > Sent: 08 February 2013 10:45 PM > To: aeroelectric-list(at)matronics.com > Subject: AeroElectric-List: Avionics Wire Lister? > > > What started out as a little project has gathered mass as it's rolled along. > Go figure... > > Has anyone come up with a tool to help with wire listing? Add this unit and > that unit and let you connect the pins and come up with a wire list? > > I have seen one from Visual Engineer Inc but I kind of think it's aimed at > people that rewire 2 or 3 Gulfstream's a week. There must be a one off home > built version. > > Any thoughts? > > Bill > > ________________________________________________________________________________
Date: Feb 11, 2013
From: Harley <harley(at)AgelessWings.com>
Subject: Re: Avionics Wire Lister?
Bill.... Do a screen print (the PRT SCR key) of the appropriate page in the pdf, then copy it into your favorite graphic editing program (Open the program, then CTRL-V...Irfanview for me) then copy and paste what you need from there. Harley ----------------------------------------------------------------- On 2/11/2013 12:00 PM, Bill Putney wrote: > I usually can cut and paste those but the Garmin manual pdf's I > have are copy protected. :( > > Bill ________________________________________________________________________________
Date: Feb 11, 2013
From: "Ralph E. Capen" <recapen(at)earthlink.net>
Subject: SD-20 Alternator / SB1B-14 regulator failure modes
As a follow up to my recent failure. The issue ended up being the gear coupling in the alternator. The gear coupling is a field replaceable item and I have one on the way. More when it happens.... ________________________________________________________________________________
Date: Feb 11, 2013
Subject: Re: Avionics Wire Lister?
From: James Kilford <james(at)etravel.org>
Hi Bill, What would this bit of software do? I'm not sure I understand the concept here. Are you able to write down a few sentences for what the requirement is? I ask as a software developer who's just finished a contract. Cheers, James On 8 February 2013 20:44, Bill Putney wrote: > > What started out as a little project has gathered mass as it's rolled > along. Go figure... > > Has anyone come up with a tool to help with wire listing? Add this unit > and that unit and let you connect the pins and come up with a wire list? > > I have seen one from Visual Engineer Inc but I kind of think it's aimed at > people that rewire 2 or 3 Gulfstream's a week. There must be a one off home > built version. > > Any thoughts? > > Bill > > ________________________________________________________________________________
Subject: Re: Avionics Wire Lister?
From: Bill Putney <billp(at)wwpc.com>
Date: Feb 11, 2013
Well... If I were king, it would have a list of equipment (i.e. SL30, KX125, Aspen EDF1000,...) and I could pick the ones that wanted. The software woul d list all the pins and let me highlight (select) pins and click "Connect" a nd when I was all done, it would output a wire list. Of course it would be n ice to be able to edit the list too. If it did checking like not letting me t ie incompatible pins together and making sure there is at lease one source p in for whatever sinks there are. If it put out schematic (or single line) dr awings that would be cool too. That's all. :) Bill Sent from my iPad On Feb 11, 2013, at 1:47 PM, James Kilford wrote: > Hi Bill, > > What would this bit of software do? I'm not sure I understand the concept here. Are you able to write down a few sentences for what the requirement i s? I ask as a software developer who's just finished a contract. > > Cheers, > > James > > On 8 February 2013 20:44, Bill Putney wrote: >> >> What started out as a little project has gathered mass as it's rolled alo ng. Go figure... >> >> Has anyone come up with a tool to help with wire listing? Add this unit a nd that unit and let you connect the pins and come up with a wire list? >> >> I have seen one from Visual Engineer Inc but I kind of think it's aimed a t people that rewire 2 or 3 Gulfstream's a week. There must be a one off hom e built version. >> >> Any thoughts? >> >> Bill >> >> >> ========================= >> - >> ric-List" target="_blank">http://www.matronics.com/Navigator?AeroElectr ic-List >> ========================= >> MS - >> k">http://forums.matronics.com >> ========================= >> e - >> -Matt Dralle, List Admin. >> t="_blank">http://www.matronics.com/contribution >> ========================= > > > ========================== ========= ========================== ========= ========================== ========= ========================== ========= > ________________________________________________________________________________
Subject: Re: Avionics Wire Lister?
From: "dalemed" <dalemed(at)gmail.com>
Date: Feb 12, 2013
jay(at)horriblehyde.com wrote: > I simply put it all down on a spreadsheet. > > Jay > > > -- Can you show us what the spreadsheet looks like? An image would be worth a thousand words. Thanks, Dale -------- Dale Flying Cessna 170B Building Zenith CH650 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=394149#394149 ________________________________________________________________________________
Subject: Re: Li-Ion hazards
From: "Bubblehead" <jdalmansr(at)gmail.com>
Date: Feb 12, 2013
Here is an article on the cause of the battery fire on the JAL 787. http://tinyurl.com/am27on3 -------- John Keller, TX RV-8 N247TD Read this topic online here: http://forums.matronics.com/viewtopic.php?p=394166#394166 ________________________________________________________________________________
Subject: IBBS backup battery vs backup alt?
From: Andy <crabandy(at)yahoo.com>
Date: Feb 12, 2013
Rv7 aircraft with a 2 screen G3X-single electronic ignition-Audio panel-GTN650-transponder-TruTrak Gemini-G3X auto pilot. DiagramZ-12 if the master relay fails then the aux alt doesn't charge the system? Can the B lead from the aux alt connect at the + side of the master relay to charge the system and supply aux alt power to batt bus and e-bus? Diagram Z-11 with a IBBS battery backup for G3X versus Z-12? Price wise it's not much more for the single batt dual alt, how to supply uninterrupted power to the G3X if a electrical system failure occurs without IBBS backup battery? Sent from my iPhone ________________________________________________________________________________
Subject: Figure Z-13/20 all electric airplane with 20 amp E-bus
From: Andy <crabandy(at)yahoo.com>
Date: Feb 12, 2013
In order to keep uninterrupted power to the E-bus in figureZ-13/20, you operate the system with the E-bus/alt master switch in the middle (on) or top (on on)? Sent from my iPhone ________________________________________________________________________________
Subject: Re: IBBS backup battery vs backup alt?
From: "user9253" <fransew(at)gmail.com>
Date: Feb 13, 2013
Many alternators will continue to operate after the battery has been disconnected. Testing on the ground will determine if your alternators behave this way. Chances are that the pilot will be unaware of a master contactor failure, because the alternator and electrical loads will continue to operate normally. The pilot might not realize the master contactor has failed until the next attempt to start the engine. Dual alternators are desirable for those who wish to continue flying for an extended time period after the main alternator fails. For many pilots, a second alternator is unnecessary weight, cost, and complexity. The aircraft battery will supply electrical power until landing. An avionics backup battery is not required because the aircraft battery provides backup power through the E-Bus circuit. In the event of a fire or an imminent crash, the pilot should have the ability to shut off all electrical power as close to the source as possible. A long wire from the battery to the aux alternator does not meet this requirement. Joe -------- Joe Gores Read this topic online here: http://forums.matronics.com/viewtopic.php?p=394198#394198 ________________________________________________________________________________
Date: Feb 13, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Re: IBBS backup battery vs backup alt?
At 08:19 PM 2/12/2013, you wrote: > >Rv7 aircraft with a 2 screen G3X-single electronic ignition-Audio >panel-GTN650-transponder-TruTrak Gemini-G3X auto pilot. > >DiagramZ-12 if the master relay fails then the aux alt doesn't >charge the system? Correct. Z-12 was crafted for adding aux alternator to airplanes already configured with a legacy architecture. This is how the SD-20 has been ADDED to hundreds of type certificated aircraft. > Can the B lead from the aux alt connect at the + side of the > master relay to charge the system and supply aux alt power to batt > bus and e-bus? > >Diagram Z-11 with a IBBS battery backup for G3X versus Z-12? > >Price wise it's not much more for the single batt dual alt, how to >supply uninterrupted power to the G3X if a electrical system failure >occurs without IBBS backup battery? Have you already purchased an SD-20? This alternator is way too big as standby for 99% of OBAM aircaft. Figure Z-13/8 was crafted as a two-layer system that is lighter, less expensive and addresses your concerns. Bob . . . ________________________________________________________________________________
Date: Feb 13, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Re: Figure Z-13/20 all electric airplane with 20
amp E-bus At 09:19 PM 2/12/2013, you wrote: > >In order to keep uninterrupted power to the E-bus in figureZ-13/20, >you operate the system with the E-bus/alt master switch in the >middle (on) or top (on on)? Z-13/20 was withdrawn from the website after I became personally dissatisfied with the idea. Z-13/8 is my personal choice for an inexpensive, lightweight, robust and very reliable 2-alternator installation for light aircraft. If you already have an SD-20 and are inclined to incorporate Z-13/20 . . . it will probably perform as advertised. Bob . . . ________________________________________________________________________________
Subject: Re: IBBS backup battery vs backup alt?
From: Andy <crabandy(at)yahoo.com>
Date: Feb 13, 2013
Thanks for the replies! I haven't purchased either yet but am trying to decide between the Z diagram with the SD8 dynamo and using an avionics buss with a relay and a IBBS battery backup. Still trying to figure out how to wire the G3X system to the Zdiagram to allow uninterrupted power. Sent from my iPhone On Feb 13, 2013, at 9:07 AM, "Robert L. Nuckolls, III" wrote: > > At 08:19 PM 2/12/2013, you wrote: >> >> Rv7 aircraft with a 2 screen G3X-single electronic ignition-Audio panel-GTN650-transponder-TruTrak Gemini-G3X auto pilot. >> >> DiagramZ-12 if the master relay fails then the aux alt doesn't charge the system? > > Correct. Z-12 was crafted for adding aux alternator > to airplanes already configured with a legacy architecture. > This is how the SD-20 has been ADDED to hundreds of > type certificated aircraft. > >> Can the B lead from the aux alt connect at the + side of the master relay to charge the system and supply aux alt power to batt bus and e-bus? >> >> Diagram Z-11 with a IBBS battery backup for G3X versus Z-12? >> >> Price wise it's not much more for the single batt dual alt, how to supply uninterrupted power to the G3X if a electrical system failure occurs without IBBS backup battery? > > Have you already purchased an SD-20? This alternator > is way too big as standby for 99% of OBAM aircaft. > Figure Z-13/8 was crafted as a two-layer system > that is lighter, less expensive and addresses your > concerns. > > > Bob . . . > > > > ________________________________________________________________________________
Subject: Re: IBBS backup battery vs backup alt?
From: Andy <crabandy(at)yahoo.com>
Date: Feb 13, 2013
I think I need a new addition of the "connection," referencing Z13/8 can provide uninterrupted power to G3x by operating with the alt ebus feed on and G3x wired to ebus. Essentially he ebus would always run from the Batt side of the master relay through the alt ebus switch making it more of an always on ebus switch. I'm mostly thinking out loud to try and understand it better. Thoughts and advice appreciated! Thanks Andy Sent from my iPhone On Feb 13, 2013, at 9:07 AM, "Robert L. Nuckolls, III" wrote: > > At 08:19 PM 2/12/2013, you wrote: >> >> Rv7 aircraft with a 2 screen G3X-single electronic ignition-Audio panel-GTN650-transponder-TruTrak Gemini-G3X auto pilot. >> >> DiagramZ-12 if the master relay fails then the aux alt doesn't charge the system? > > Correct. Z-12 was crafted for adding aux alternator > to airplanes already configured with a legacy architecture. > This is how the SD-20 has been ADDED to hundreds of > type certificated aircraft. > >> Can the B lead from the aux alt connect at the + side of the master relay to charge the system and supply aux alt power to batt bus and e-bus? >> >> Diagram Z-11 with a IBBS battery backup for G3X versus Z-12? >> >> Price wise it's not much more for the single batt dual alt, how to supply uninterrupted power to the G3X if a electrical system failure occurs without IBBS backup battery? > > Have you already purchased an SD-20? This alternator > is way too big as standby for 99% of OBAM aircaft. > Figure Z-13/8 was crafted as a two-layer system > that is lighter, less expensive and addresses your > concerns. > > > Bob . . . > > > > ________________________________________________________________________________
Subject: Re: Figure Z-13/20 all electric airplane with 20
amp E-bus
From: Andy <crabandy(at)yahoo.com>
Date: Feb 13, 2013
I don't have the SD-20, and I think the SD-8 foots the bill much better. Sent from my iPhone On Feb 13, 2013, at 9:41 AM, "Robert L. Nuckolls, III" wrote: > > At 09:19 PM 2/12/2013, you wrote: >> >> In order to keep uninterrupted power to the E-bus in figureZ-13/20, you operate the system with the E-bus/alt master switch in the middle (on) or top (on on)? > > Z-13/20 was withdrawn from the website after > I became personally dissatisfied with the > idea. Z-13/8 is my personal choice for > an inexpensive, lightweight, robust and > very reliable 2-alternator installation > for light aircraft. > > If you already have an SD-20 and are inclined > to incorporate Z-13/20 . . . it will probably > perform as advertised. > > > > Bob . . . > > > > ________________________________________________________________________________
Date: Feb 13, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Re: IBBS backup battery vs backup alt?
At 10:06 AM 2/13/2013, you wrote: > >I think I need a new addition of the "connection," referencing Z13/8 >can provide uninterrupted power to G3x by operating with the alt >ebus feed on and G3x wired to ebus. Essentially he ebus would always >run from the Batt side of the master relay through the alt ebus >switch making it more of an always on ebus switch. I'm mostly >thinking out loud to try and understand it better. Thoughts and >advice appreciated! >Thanks >Andy All the latest updates are on the website at: http://tinyurl.com/5wxzn7 Bob . . . ________________________________________________________________________________
Date: Feb 13, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Re: Figure Z-13/20 all electric airplane with 20
amp E-bus At 10:08 AM 2/13/2013, you wrote: > >I don't have the SD-20, and I think the SD-8 foots the bill much better. If I were still in the TC aircraft business and charged with proposing the 'elegant solution' to a light aircraft system and legacy engine (with available drive pad) then Z-13/8 would be it. It's a two layer system with reliability numbers unequaled in most of the GA aviation fleet. Bob . . . ________________________________________________________________________________
Subject: Re: Figure Z-13/20 all electric airplane with 20
amp E-bus
From: Andy <crabandy(at)yahoo.com>
Date: Feb 13, 2013
Thank you for all of your time patience and energy! The electrical system architecture stuff is pretty cool! Sent from my iPhone On Feb 13, 2013, at 11:17 AM, "Robert L. Nuckolls, III" wrote: > > At 10:08 AM 2/13/2013, you wrote: >> >> I don't have the SD-20, and I think the SD-8 foots the bill much better. > > If I were still in the TC aircraft business > and charged with proposing the 'elegant solution' > to a light aircraft system and legacy engine (with > available drive pad) then Z-13/8 would be it. > > It's a two layer system with reliability numbers > unequaled in most of the GA aviation fleet. > > > > Bob . . . > > > > ________________________________________________________________________________
Date: Feb 14, 2013
Subject: Re: IBBS backup battery vs backup alt?
From: Bob Verwey <bob.verwey(at)gmail.com>
So here is my question, probably answered before on this forum.... Day VFR with an internally regulated alternator, electronic ignition auto engine, no EFIS, fuel pump or other essential electrical services except COMM. With a dedicated batt buss for the ignition, what other precautions / additions should I consider? Best... Bob Verwey A35 Bonanza ZU-DLW Chevy Safari ZU-AJF On Wednesday, 13 February 2013, user9253 wrote: > > Many alternators will continue to operate after the battery has been > disconnected. Testing on the ground will determine if your alternators > behave this way. Chances are that the pilot will be unaware of a master > contactor failure, because the alternator and electrical loads will > continue to operate normally. The pilot might not realize the master > contactor has failed until the next attempt to start the engine. > Dual alternators are desirable for those who wish to continue flying for > an extended time period after the main alternator fails. For many pilots, > a second alternator is unnecessary weight, cost, and complexity. The > aircraft battery will supply electrical power until landing. > An avionics backup battery is not required because the aircraft battery > provides backup power through the E-Bus circuit. > In the event of a fire or an imminent crash, the pilot should have the > ability to shut off all electrical power as close to the source as > possible. A long wire from the battery to the aux alternator does not meet > this requirement. > Joe > > -------- > Joe Gores > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=394198#394198 > > ________________________________________________________________________________
From: "Jay Hyde" <jay(at)horriblehyde.com>
Subject: Re: IBBS backup battery vs backup alt?
Date: Feb 14, 2013
Hey there Bob, I think that for a battery dependant engine dual battery architechture with LV warning and engine battery disconnect is essential. The idea that you need just one component to fail to force a landing is not comfortable. It may be that you are very good at checking your battery condition every year, but then you forget to properly tighten the terminal post. or something similar. I use dual batteries and alternate paths. Jay From: owner-aeroelectric-list-server(at)matronics.com [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Bob Verwey Sent: 14 February 2013 11:00 AM Subject: Re: AeroElectric-List: Re: IBBS backup battery vs backup alt? So here is my question, probably answered before on this forum.... Day VFR with an internally regulated alternator, electronic ignition auto engine, no EFIS, fuel pump or other essential electrical services except COMM. With a dedicated batt buss for the ignition, what other precautions / additions should I consider? Best... Bob Verwey A35 Bonanza ZU-DLW Chevy Safari ZU-AJF On Wednesday, 13 February 2013, user9253 wrote: Many alternators will continue to operate after the battery has been disconnected. Testing on the ground will determine if your alternators behave this way. Chances are that the pilot will be unaware of a master contactor failure, because the alternator and electrical loads will continue to operate normally. The pilot might not realize the master contactor has failed until the next attempt to start the engine. Dual alternators are desirable for those who wish to continue flying for an extended time period after the main alternator fails. For many pilots, a second alternator is unnecessary weight, cost, and complexity. The aircraft battery will supply electrical power until landing. An avionics backup battery is not required because the aircraft battery provides backup power through the E-Bus circuit. In the event of a fire or an imminent crash, the pilot should have the ability to shut off all electrical power as close to the source as possible. A long wire from the battery to the aux alternator does not meet this requirement. Joe -------- Joe Gores Read this topic online here: http://forums.matronics.com/viewtopic.php?p=394198#394198 ========== -List" target="_blank">http://www.matronics.com/Navigator?AeroElectric-List ========== http://forums.matronics.com ========== le, List Admin. ="_blank">http://www.matronics.com/contribution ========== ________________________________________________________________________________
Subject: Re: IBBS backup battery vs backup alt?
From: "user9253" <fransew(at)gmail.com>
Date: Feb 14, 2013
An electrically dependent engine is not necessarily a battery dependent engine. Viking Aircraft has determined that their engines will continue to run with the battery disconnected, powered by the alternator. If there are dual electronic ignitions, one can be connected to the battery bus and the other connected to the main bus. A small "brownout" battery can be connected to an EFIS to prevent rebooting from voltage sag during engine cranking. Joe -------- Joe Gores Read this topic online here: http://forums.matronics.com/viewtopic.php?p=394262#394262 ________________________________________________________________________________
From: "Jay Hyde" <jay(at)horriblehyde.com>
Subject: Re: Avionics Wire Lister?
Date: Feb 14, 2013
I have attached a short pdf shot of my spreadsheet; the left most column is for the wire numbers; the next column is for any connector that I may have (I use barrel connectors and a variety of DB connectors that I then give codes numbers/ names to). The last column describes the circuit that the wire may be found in. You could add a 'from' and 'to' column, but I think that that is overkill- all you need is the circuit that the wire is associated with and then it's easy to find on your diagram. I always find that you allocate all the numbers in sequence and its all neat and organised, and then the client, or you, remembers something that needs power and your neat sequence is all messed up. And that makes finding the wire numbers very difficult, hence this list. Jay ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ HH Enterprises- - Supply and installation of top class water filters for your best drinking experience! - Aircraft assembly, repair, wiring and avionics - Flight instruction - General and Electrical Engineering services ---------------(NHD Elec Eng, BTech Elec Eng, GDE ELec Eng) - Great dinner parties and conversation - General adventuring, climbing, kayaking and living Blog: www.rawhyde.wordpress.com Cel: 083-300 8675 Email: jay(at)horriblehyde.com ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ -----Original Message----- From: owner-aeroelectric-list-server(at)matronics.com [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of dalemed Sent: 12 February 2013 06:50 PM Subject: AeroElectric-List: Re: Avionics Wire Lister? jay(at)horriblehyde.com wrote: > I simply put it all down on a spreadsheet. > > Jay > > > -- Can you show us what the spreadsheet looks like? An image would be worth a thousand words. Thanks, Dale -------- Dale Flying Cessna 170B Building Zenith CH650 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=394149#394149 List 7-Day ________________________________________________________________________________
From: "Jay Hyde" <jay(at)horriblehyde.com>
Subject: Re: IBBS backup battery vs backup alt?
Date: Feb 14, 2013
Fair enough; the engine may have some other built in safeguard, or an alternator especially designed for batteryless operation, and you may then take that into account. However, and here I am not completely sure, but I think that most alternators will only self power above a certain speed; drop below that speed and the alternator cannot 'self-boot', unless it is a permanent magnet type. Generally, all 4 stroke gasoline auto engines, will not be able to run when the battery is disconnected. You may have a battery bus and a main bus, but what if the battery terminal post corrodes, or breaks, or perhaps the connecting bolt and nut on the terminal works loose? There go both your battery bus and your main bus... Jay ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ HH Enterprises Supply and installation of top class water filters for your best drinking experience! Aircraft assembly, repair, wiring and avionics Flight instruction General and Electrical Engineering services (NHD Elec Eng, BTech Elec Eng, GDE ELec Eng) Great dinner parties and conversation General adventuring, climbing, kayaking and living Blog: www.rawhyde.wordpress.com Cel: 083300 8675 Email: jay(at)horriblehyde.com ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ -----Original Message----- From: owner-aeroelectric-list-server(at)matronics.com [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of user9253 Sent: 14 February 2013 05:45 PM Subject: AeroElectric-List: Re: IBBS backup battery vs backup alt? An electrically dependent engine is not necessarily a battery dependent engine. Viking Aircraft has determined that their engines will continue to run with the battery disconnected, powered by the alternator. If there are dual electronic ignitions, one can be connected to the battery bus and the other connected to the main bus. A small "brownout" battery can be connected to an EFIS to prevent rebooting from voltage sag during engine cranking. Joe -------- Joe Gores Read this topic online here: http://forums.matronics.com/viewtopic.php?p=394262#394262 ________________________________________________________________________________
Subject: Diagram Z-13
From: Andy <crabandy(at)yahoo.com>
Date: Feb 14, 2013
Reference Diagram Z-13 from the main power distribution bus the alt field wire shows a fusable link followed by a circuit breaker then the switch. Is it an option either fusable link or circuit breaker? Could you also just use a fuse in the fuse holder, it just introduces "gremlins" the fuse holder could be loose or corrode ? Thanks, Andy Sent from my iPhone ________________________________________________________________________________
Date: Feb 14, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Re: Diagram Z-13
At 01:12 PM 2/14/2013, you wrote: > > >Reference Diagram Z-13 from the main power distribution bus the alt >field wire shows a fusable link followed by a circuit breaker then >the switch. Is it an option either fusable link or circuit breaker? Are your busses tapped with circuit breakers or fuses? z-13 illustrates the use of fuse blocks. The crowbar ovm systems require a panel mounted breaker. Hence, the BUS is EXTENDED from the fuse block to the breaker; the extension is protected with a very robust fuse or 'fusible link'. If you're building with breakers, then the fusible link is not necessary. >Could you also just use a fuse in the fuse holder, it just >introduces "gremlins" the fuse holder could be loose or corrode Look up Fusible Link on the website. This is a special kind of fuse used in limited and unique situations. Bob . . . ________________________________________________________________________________
Subject: Re: Diagram Z-13
From: Andy <crabandy(at)yahoo.com>
Date: Feb 14, 2013
I am wired with the auto fuse blocks, i understand the fuseable link concept, i think. I'm having trouble understanding why the crowbar OVM requires the circuit breaker instead of using an auto fuse. Thanks again for all your shared info, Andy Sent from my iPhone On Feb 14, 2013, at 1:26 PM, "Robert L. Nuckolls, III" wrote: > > At 01:12 PM 2/14/2013, you wrote: >> >> >> Reference Diagram Z-13 from the main power distribution bus the alt field wire shows a fusable link followed by a circuit breaker then the switch. Is it an option either fusable link or circuit breaker? > > Are your busses tapped with circuit breakers or fuses? > > z-13 illustrates the use of fuse blocks. The crowbar > ovm systems require a panel mounted breaker. Hence, the > BUS is EXTENDED from the fuse block to the breaker; > the extension is protected with a very robust fuse > or 'fusible link'. > > If you're building with breakers, then the fusible > link is not necessary. > >> Could you also just use a fuse in the fuse holder, it just introduces "gremlins" the fuse holder could be loose or corrode > > Look up Fusible Link on the website. This > is a special kind of fuse used in limited > and unique situations. > > > Bob . . . > > > > ________________________________________________________________________________
Date: Feb 14, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Boeing 787 battery issues heats up
For those who are following this story . . . <http://tinyurl.com/abyla8u>http://tinyurl.com/abyla8u Bob . . . ________________________________________________________________________________
From: <longg(at)pjm.com>
Subject: Diagram Z-13
Date: Feb 14, 2013
Andy, With CBs and Airplanes you get 1 chance to reset. This gives you that 1 chance. If it pops again, never reset it until you are on the ground. Last time I tried to change a fuse while flying my wife kept yelling something like, "we gonna die" :) The fuse-able link allows that link (the smaller wire) to break the circuit if the main wire ever gets hot enough to burn back to the bus. I tested that 1 on the ground. It works :) The link wire needs to be large enough to handle the expected load + 20% or so. My rationale for fuses is pretty simple. If you need it to land safely, don't use a fuse. In my bird there is very little that I can claim to be absolutely necessary for landing (without getting hurt). Flaps are 1 of them. I'll never have to worry about getting published in IEEE, but I've discovered what works practically over time. The two are often different. Glenn -----Original Message----- From: owner-aeroelectric-list-server(at)matronics.com [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Andy Sent: Thursday, February 14, 2013 3:32 PM Subject: Re: AeroElectric-List: Diagram Z-13 I am wired with the auto fuse blocks, i understand the fuseable link concept, i think. I'm having trouble understanding why the crowbar OVM requires the circuit breaker instead of using an auto fuse. Thanks again for all your shared info, Andy Sent from my iPhone On Feb 14, 2013, at 1:26 PM, "Robert L. Nuckolls, III" wrote: > --> > > At 01:12 PM 2/14/2013, you wrote: >> >> >> Reference Diagram Z-13 from the main power distribution bus the alt field wire shows a fusable link followed by a circuit breaker then the switch. Is it an option either fusable link or circuit breaker? > > Are your busses tapped with circuit breakers or fuses? > > z-13 illustrates the use of fuse blocks. The crowbar ovm systems > require a panel mounted breaker. Hence, the BUS is EXTENDED from the > fuse block to the breaker; the extension is protected with a very > robust fuse or 'fusible link'. > > If you're building with breakers, then the fusible link is not > necessary. > >> Could you also just use a fuse in the fuse holder, it just introduces >> "gremlins" the fuse holder could be loose or corrode > > Look up Fusible Link on the website. This is a special kind of fuse > used in limited and unique situations. > > > Bob . . . > > > > ________________________________________________________________________________
Subject: Crowbar OVM
From: Andy <crabandy(at)yahoo.com>
Date: Feb 14, 2013
In Diagram Z-11 the OVM Connects to the circuit breaker, in Diagram Z-13 the OVM is connected to the switch. Could you (Diagram Z-13) connect the OVM yellow wire to the A or S terminal of the generic Ford regulator and it will function properly? Thanks, Andy Sent from my iPhone ________________________________________________________________________________
Subject: Re: Diagram Z-13
From: Andy <crabandy(at)yahoo.com>
Date: Feb 14, 2013
Thanks for the replies. It is referenced several places in the connection that the crowbar over voltage needs a circuit breaker. Does the crowbar over voltage not work with a fuse? Why? Thanks again! Andy Sent from my iPhone On Feb 14, 2013, at 3:01 PM, wrote: > > Andy, > > With CBs and Airplanes you get 1 chance to reset. This gives you that 1 chance. If it pops again, never reset it until you are on the ground. Last time I tried to change a fuse while flying my wife kept yelling something like, "we gonna die" :) > > The fuse-able link allows that link (the smaller wire) to break the circuit if the main wire ever gets hot enough to burn back to the bus. I tested that 1 on the ground. It works :) The link wire needs to be large enough to handle the expected load + 20% or so. > > My rationale for fuses is pretty simple. If you need it to land safely, don't use a fuse. In my bird there is very little that I can claim to be absolutely necessary for landing (without getting hurt). Flaps are 1 of them. > > I'll never have to worry about getting published in IEEE, but I've discovered what works practically over time. The two are often different. > > > Glenn > > -----Original Message----- > From: owner-aeroelectric-list-server(at)matronics.com [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Andy > Sent: Thursday, February 14, 2013 3:32 PM > To: aeroelectric-list(at)matronics.com > Subject: Re: AeroElectric-List: Diagram Z-13 > > > I am wired with the auto fuse blocks, i understand the fuseable link concept, i think. I'm having trouble understanding why the crowbar OVM requires the circuit breaker instead of using an auto fuse. > Thanks again for all your shared info, > Andy > > Sent from my iPhone > > On Feb 14, 2013, at 1:26 PM, "Robert L. Nuckolls, III" wrote: > >> --> >> >> At 01:12 PM 2/14/2013, you wrote: >>> >>> >>> Reference Diagram Z-13 from the main power distribution bus the alt field wire shows a fusable link followed by a circuit breaker then the switch. Is it an option either fusable link or circuit breaker? >> >> Are your busses tapped with circuit breakers or fuses? >> >> z-13 illustrates the use of fuse blocks. The crowbar ovm systems >> require a panel mounted breaker. Hence, the BUS is EXTENDED from the >> fuse block to the breaker; the extension is protected with a very >> robust fuse or 'fusible link'. >> >> If you're building with breakers, then the fusible link is not >> necessary. >> >>> Could you also just use a fuse in the fuse holder, it just introduces >>> "gremlins" the fuse holder could be loose or corrode >> >> Look up Fusible Link on the website. This is a special kind of fuse >> used in limited and unique situations. >> >> >> Bob . . . > > > > > > > > > > ________________________________________________________________________________
Date: Feb 14, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Re: Diagram Z-13
At 02:31 PM 2/14/2013, you wrote: > >I am wired with the auto fuse blocks, i understand the fuseable link >concept, i think. I'm having trouble understanding why the crowbar >OVM requires the circuit breaker instead of using an auto fuse. Because it MAY nuisance trip and you want to be able to reset it from the pilot's seat. Bob . . . ________________________________________________________________________________
Subject: Re: Diagram Z-13
From: Andy <crabandy(at)yahoo.com>
Date: Feb 14, 2013
Roger! Thanks again, Andy Sent from my iPhone On Feb 14, 2013, at 6:00 PM, "Robert L. Nuckolls, III" wrote: > > At 02:31 PM 2/14/2013, you wrote: >> >> I am wired with the auto fuse blocks, i understand the fuseable link concept, i think. I'm having trouble understanding why the crowbar OVM requires the circuit breaker instead of using an auto fuse. > > Because it MAY nuisance trip and you want to > be able to reset it from the pilot's seat. > > > > Bob . . . > > > > ________________________________________________________________________________
Date: Feb 17, 2013
From: Harley <harley(at)AgelessWings.com>
Subject: ELT on Ebay
I just put a NEW Ameri-King AK-450 ELT on eBay. It was never used or installed and still has all the original items with it, some in unopened packages. The starting bid is only $50, so it may go cheap! Harley ________________________________________________________________________________
Date: Feb 17, 2013
From: Harley <harley(at)AgelessWings.com>
Subject: ELT on Ebay
Forgot to include the link to the ELT! Here's where you can find it: www.ebay.com/itm/350718756925 Harley ________________________________________________________________________________
Subject: Re: LEDs
From: "Kimkest" <carlmartinclmn(at)gmail.com>
Date: Feb 18, 2013
wynaire(at)citlink.net wrote: > Thanks Eric M J, > You (and others) have provided here a wealth of info that obviously will go > a long way to shortening the [my] trial and error period. Kudos to your > reply, your web page design and the info therein. Bach at you after I > "smoke" a few more LED's. ;) > Mike > Moab, UT > ***************** > > > --- Thanks for sharing detailed information about led lights. I really liked it Read this topic online here: http://forums.matronics.com/viewtopic.php?p=394476#394476 ________________________________________________________________________________
Date: Feb 18, 2013
From: Charles Ray <ca4ray(at)att.net>
Subject: Charles Ray
http://corvettemarine.com/blog/wp-content/plugins/freelife.php?ymgwaorau ************************************ ********************** Be not afraid of life. Believe that life is worth living, and your belief will help you create the fact. - William James Charles Ray ________________________________________________________________________________
Date: Feb 18, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Re: Li-Ion hazards
Airbus is bailing out of lithium batteries for their A350 program. http://tinyurl.com/a7hd4zm A mini-sub being designed for the Navy suffered catastrophic damage due to lithium battery fire that fortunately broke out on land. It took 5+ hours to put the fire out. http://tinyurl.com/bjn6bun Boeing still seems to be optimistic. I've not heard anything new on Cessna . . . I think they're still stroking the Lithium Ion installation. Bob . . . ________________________________________________________________________________
Date: Feb 18, 2013
From: John Grosse <grosseair(at)comcast.net>
Subject: Re: Li-Ion hazards
Actually, the battery in the USN mini-sub was silver oxide, not lithium. John Grosse > Robert L. Nuckolls, III > February 18, 2013 7:06 PM > > > Airbus is bailing out of lithium batteries for their > A350 program. > > http://tinyurl.com/a7hd4zm > > A mini-sub being designed for the Navy suffered > catastrophic damage due to lithium battery fire > that fortunately broke out on land. It took 5+ > hours to put the fire out. > > http://tinyurl.com/bjn6bun > > Boeing still seems to be optimistic. I've > not heard anything new on Cessna . . . I think > they're still stroking the Lithium Ion > installation. > > > Bob . . . > > ________________________________________________________________________________
Date: Feb 18, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Re: Li-Ion hazards
At 07:29 PM 2/18/2013, you wrote: > >Actually, the battery in the USN mini-sub was silver oxide, not lithium. The program started out with silver but couldn't meet the endurance requirements. This article does shed some new light on the firefighting efforts. http://tinyurl.com/bgz5wqf Seems that the battery compartment hatch was never opened and they hosed down the outside of the vehicle to keep it cool. The fire was allowed to burn itself out within. This probably accounts for the amount of damage done. The article suggests that the Navy is still optimistic about Li-Ion technology. Bob . . . ________________________________________________________________________________
Subject: Eye Beam Mini LED / RF interference
From: "jonlaury" <jonlaury(at)impulse.net>
Date: Feb 22, 2013
Listers. I posted this about a year ago, but now I'm down to the short list of squawks so this has moved to the front burner. I have installed an EyeBeam mini LED cabin light in my composite airframe. Unfortunately I do not have a schematic of the unit, but it uses capacitance (touch) to control the on/off function and dimming. The LED is powered by shielded, twisted pair power and ground wire cable. In the same small enclosure on the ceiling there is a 4 ohm 1.25" x 1.75" cabin speaker and it's power and ground comes from 180 deg away from the wires feeding the LED with no parallelism or overlap. The shield for the LED is grounded at the ship's single point ground bus. The problem: When I key the microphone, the EB turns on. If I key it again, the EB begins flashing uncontrollably. It is unresponsive to the dimming control and the on/off switch. The only way to stop the flashing is to disconnect the EB from power. The EB works as intended when connected to battery power independent of the ship's electrical system. The LED also turns on if I power up the audio panel with the speaker selected. Yesterday it turned on when my hand got near it. Attempts at a solution: Thinking that the the magnetic field of the speaker magnet may be causing the problem, the speaker was disconnected and the mic was keyed. The EB exhibited the same uncontrollable flashing upon keying the microphone. I installed elongated ferrite donuts on the LED cable at various locations and on the speaker wires to no effect. I contacted the manufacturer and their solution was some huge boss hog thing that I'm sure would prevent ET from phoning home. If co-located with the LED, it needs to be small enough to fit in about a 1/2" high x 1.25"OD cylinder Any ideas on what's happening and/or how to fix it? Thanks, John Read this topic online here: http://forums.matronics.com/viewtopic.php?p=394816#394816 ________________________________________________________________________________
Date: Feb 22, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Re: Eye Beam Mini LED / RF interference
> > >Any ideas on what's happening and/or how to fix it? Without more details on how it's made, I wouldn't have a clue. Touch-sensitive switches are not well suited to a strong rf/noise environment. Unless the product was subjected to at least a rudimentary investigation of it's vulnerabilities, anything we might attempt is just throwing darts. Bob . . . ________________________________________________________________________________
Subject: Re: Eye Beam Mini LED / RF interference
From: "N38CW" <billsettle(at)bellsouth.net>
Date: Feb 23, 2013
jonlaury wrote: > ...I have installed an EyeBeam mini LED cabin light in my composite airframe... Any ideas on what's happening and/or how to fix it? > > Thanks, > John Jon, Is this the product you have installed? I'm curious because I was planning on using these also. Thanks. http://www.aveoengineering.com/index.php/product-info-eyebeam-mini -------- Bill Settle RV-8 Fuselage Read this topic online here: http://forums.matronics.com/viewtopic.php?p=394867#394867 ________________________________________________________________________________
From: "Dave and Pat" <dapadup(at)chartermi.net>
Subject: test
Date: Feb 23, 2013
I am a newbie, just trying to post a new message. Please ignore. ________________________________________________________________________________
Date: Feb 23, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Re: test
At 01:33 PM 2/23/2013, you wrote: >I am a newbie, just trying to post a new message. Please ignore. We try to ignore nobody. Welcome aboard! Please feel free to offer up any questions you may have. The only bad questions are those that go un-asked and hence un-answered. Bob . . . ________________________________________________________________________________
Subject: Re: Eye Beam Mini LED / RF interference
From: "jonlaury" <jonlaury(at)impulse.net>
Date: Feb 24, 2013
[/quote] Jon, Is this the product you have installed? I'm curious because I was planning on using these also. Thanks. http://www.aveoengineering.com/index.php/product-info-eyebeam-mini[/quote] Bill, Yes, the same. But I don't know what they mean when they say "no external power source required". That would be some trick! Aside from the issue I'm having, it works really well when I don't have other devices on. Undimmed, the light is very bright and white. Mine is mounted on the ceiling (attached) of my Glasair in the center and the eyeball range of motion is excellent for reading (pilot or pass) and panel illumination. Allow about 3/4" for clearance above the spec drawing for range of motion of the ribbon cable, hence the housing I made. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=394924#394924 Attachments: http://forums.matronics.com//files/engine_install_011_large_510.jpg http://forums.matronics.com//files/engine_install_019_large_184.jpg ________________________________________________________________________________
Subject: Re: Eye Beam Mini LED / RF interference
Date: Feb 24, 2013
From: Dj Merrill <deej(at)deej.net>
On Feb 24, 2013, at 11:07 AM, "jonlaury" wrote: > But I don't know what they mean when they say "no external power source required". That would be some trick! I think it means it doesn't have an external "box" to attach for power. You just attach the light fixture directly to the airplane power. -Dj ________________________________________________________________________________
Date: Feb 24, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Re: Eye Beam Mini LED / RF interference
At 10:07 AM 2/24/2013, you wrote: > >[/quote] > >Jon, Is this the product you have installed? I'm curious because I >was planning on using these also. Thanks. > >http://www.aveoengineering.com/index.php/product-info-eyebeam-mini[/quote] > >Bill, >Yes, the same. But I don't know what they mean when they say "no >external power source required". That would be some trick! Do the offer a 'dumb' version? It's not hard to build an airplane-friendly knob-operated on/off/dimmer. Bob . . . ________________________________________________________________________________
Date: Feb 24, 2013
From: Sam Marlow <sam.marlow(at)roadrunner.com>
Subject: Re: Eye Beam Mini LED / RF interference
Ok Bob, I have an LED cabin litght that needs a on/off/white/red/dimmer switch, any ideas? Robert L. Nuckolls, III wrote: > > > At 10:07 AM 2/24/2013, you wrote: >> >> >> [/quote] >> >> Jon, Is this the product you have installed? I'm curious because I >> was planning on using these also. Thanks. >> >> http://www.aveoengineering.com/index.php/product-info-eyebeam-mini[/quote] >> >> >> Bill, >> Yes, the same. But I don't know what they mean when they say "no >> external power source required". That would be some trick! > > Do the offer a 'dumb' version? It's not hard > to build an airplane-friendly knob-operated > on/off/dimmer. > > > Bob . . . > > ________________________________________________________________________________
Subject: Re: Eye Beam Mini LED / RF interference
From: "N38CW" <billsettle(at)bellsouth.net>
Date: Feb 24, 2013
I don't believe so Bob. They offer that one and one that is a bit larger. -------- Bill Settle RV-8 Fuselage Read this topic online here: http://forums.matronics.com/viewtopic.php?p=394957#394957 ________________________________________________________________________________
Date: Feb 24, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Re: Eye Beam Mini LED / RF interference
At 02:53 PM 2/24/2013, you wrote: > > >Ok Bob, I have an LED cabin litght that needs a >on/off/white/red/dimmer switch, any ideas? Separate red and white lamps? Bob . . . ________________________________________________________________________________
Date: Feb 24, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Second big snow in a week!
Just got the drive cleared enough to get the truck out after a 12" snow on Friday, now they're calling for 16-20" again tomorrow. The only living thing really happy about all this is the wheat . . . They're not expecting freezing rain so maybe that new generator will still be in the box next week too. Dr. Dee got home last week before the snow and has just e-mailed all her students not to expect her tomorrow . . . Bob . . . ________________________________________________________________________________
Date: Feb 25, 2013
From: Buckley William <hoverandwire(at)yahoo.com>
Subject: Re: Eye Beam Mini LED / RF interference
Sam, Here's what I came up with for kneeboard lights to do what you're talking a bout. William --- On Sun, 2/24/13, Sam Marlow wrote: > From: Sam Marlow <sam.marlow(at)roadrunner.com> > Subject: Re: AeroElectric-List: Re: Eye Beam Mini LED / RF interference > To: aeroelectric-list(at)matronics.com > Date: Sunday, February 24, 2013, 3:53 PM > --> AeroElectric-List message > posted by: Sam Marlow > > Ok Bob, I have an LED cabin litght that needs a > on/off/white/red/dimmer switch, any ideas? > > Robert L. Nuckolls, III wrote: > Nuckolls, III" > > > > At 10:07 AM 2/24/2013, you wrote: > "jonlaury" > >> > >> [/quote] > >> > >> Jon, Is this the product you have installed?- > I'm curious because I was planning on using these > also.- Thanks. > >> > >> http://www.aveoengineering.com/index.php/product-info-eyebeam-mini[/qu ote] > > >> > >> Bill, > >> Yes, the same. But I don't know what they mean when > they say "no external power source required". That would be > some trick! > > > >- Do the offer a 'dumb' version? It's not hard > >- to build an airplane-friendly knob-operated > >- on/off/dimmer. > > > > > >---Bob . . . > > > > > > > > > > > > =========== > AeroElectric-List Email Forum - =========== > ---- MATRONICS WEB FORUMS - =========== > List Contribution Web Site - > - - - - - - - -Matt > Dralle, List Admin. =========== > > > > ________________________________________________________________________________
From: "Bill Bradburry" <bbradburry(at)bellsouth.net>
Subject: Second big snow in a week!
Date: Feb 25, 2013
Darn! And pheasant season is over! -----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, February 25, 2013 12:14 AM Subject: AeroElectric-List: Second big snow in a week! Just got the drive cleared enough to get the truck out after a 12" snow on Friday, now they're calling for 16-20" again tomorrow. The only living thing really happy about all this is the wheat . . . They're not expecting freezing rain so maybe that new generator will still be in the box next week too. Dr. Dee got home last week before the snow and has just e-mailed all her students not to expect her tomorrow . . . Bob . . . ________________________________________________________________________________
From: "Bill Bradburry" <bbradburry(at)bellsouth.net>
Subject: Here is a surprise!
Date: Feb 25, 2013
http://www.aero-news.net/index.cfm?do=main.textpost <http://www.aero-news.net/index.cfm?do=main.textpost&id=7929b91b-1927-441c-b 8fd-cca7cb6f595a> &id=7929b91b-1927-441c-b8fd-cca7cb6f595a ________________________________________________________________________________
Subject: Re: Eye Beam Mini LED / RF interference
From: "user9253" <fransew(at)gmail.com>
Date: Feb 25, 2013
Van's Aircraft sells an eyeball light and Light Bracket part number F-12124 . http://www.vansaircraft.com/cgi-bin/store.cgi?ident=1361800579-166-15&browse=lighting&product=eyeball Even though the product description says "incandescent", I am pretty sure that it is LED as used in the RV-12. See this posting: http://www.vansairforce.com/community/showpost.php?p=397494&postcount=26 Call Van's builder's support to verify before ordering. The eyeball light in the RV-12 is powered by +12V and negative PWM from the Dynon dimmer output. Joe -------- Joe Gores Read this topic online here: http://forums.matronics.com/viewtopic.php?p=394987#394987 ________________________________________________________________________________
Date: Feb 25, 2013
From: Werner Schneider <glastar(at)gmx.net>
Subject: Re: Here is a surprise!
As usual such infos do need a grain of salt. The pope was driving a VW for over 75000 km and that car did on ebay got over 200000$ on a bid after he became pope. So the part not having a driving licence is very doubtful. I can not comment about his flying skills however. Werner On 25.02.2013 15:23, Bill Bradburry wrote: > http://www.aero-news.net/index.cfm?do=main.textpost&id=7929b91b-1927-441c-b8fd-cca7cb6f595a > > * > > > * > ________________________________________________________________________________
Date: Feb 25, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Audio Amplifier heads-up
I've been working with some interesting audio amplifier modules with very attractive pricing and performance numbers for the bux. They're generally described as 5v powered and will often cite the ability to run off the USB port of a computer. http://tinyurl.com/ag3dey2 http://tinyurl.com/bdkt495 http://tinyurl.com/a7gdp3h These are 'class D' audio amplifiers (switch mode power supplies that audio rate modulation response). I've found that they generally perform as advertised. I've found that they're sensitive to the output impedance of the power supply with respect to internally generated white nose. Further, they're not two whippy when it comes to rejection of noise on the 5v line. Noises on a USB supply port can vary widely from one computer to the next with lap-tops being the least likely to offer adequately conditioned power for these devices. Further, loud passages in program material will drive the amplifiers into unstable operation that cause one to grate their teeth. I've found that a LARGE capacitor (like 10,000 uF) really tames them down . . . alternatively, an array of ni-mh cells floated across the power line work just as well . . . and makes the amplifier portable. Just a heads up. Class D is one 'wave of the future' for not-quite hi-fi audio applications. The prices and performance are attractive . . . but there are integration issues the user should be aware of. If you are already, or plan to fiddle with these critters, I'd be pleased to compare notes either here on the List or privately. Bob . . . ________________________________________________________________________________
Date: Feb 25, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Audio Amplifier heads-up
I've been working with some interesting audio amplifier modules with attractive pricing and performance numbers for the bux. Emacs! They're generally described as 5v powered and will often cite the ability to run off the USB port of a computer. http://tinyurl.com/ag3dey2 http://tinyurl.com/bdkt495 http://tinyurl.com/a7gdp3h These are 'class D' audio amplifiers (switch mode power supplies modulated at audio rates). I've found that they generally perform as advertised. Very efficient. I'm presently listening to some ambient music at pleasant levels where the two speakers draw an average of 20 milliamps total at 4v (80 mW power input to the system). I've found that they're sensitive to the output impedance of the power supply with respect to internally generated white nose. Further, they're not too whippy when it comes to rejection of noise on the 5v line. Noises on a USB supply port can vary widely from one computer to the next with lap-tops being the least likely to offer adequately conditioned power for these devices. Further, loud passages in program material will drive the amplifiers into unstable operation that gives one pause for the gnashing of teeth. I've found that a LARGE capacitor (like 10,000 uF) really tames them down . . . alternatively, an array of ni-mh cells floated across the power line work just as well . . . and makes the amplifier portable. Just a heads-up. Class D is one 'wave of the future' for not-quite hi-fi audio applications. The prices and performance are attractive . . . but there are integration issues the user should be aware of. If plan to or already are fiddling with these critters, I'd be pleased to compare notes either here on the List or privately. Bob . . . ________________________________________________________________________________
Date: Feb 25, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 24x7diy LED noise experiment (update)
The first-pass filter I crafted last week only offers about 12 dB of attenuation of noises in the VHF Comm spectrum. I've got some tubing ordered that will let me 'box up' the filter components and bring power connection out to a connector. Working on plan-b. ========= PLAN B ========== Wasn't able to put my hands on the tubing I wanted but I ordered an alternative today which is coming out of Oklahoma. Hope to get a more effective filter crafted shortly. Bob . . . ________________________________________________________________________________
From: "Bill Hibbing" <n744bh(at)bellsouth.net>
Subject: Ground plane diameter
Date: Feb 25, 2013
I'm upgrading avionics in my Glasair and one of the units I'm adding is a G armin GDL-88 for ADS-B out. The antenna I'm using is a Comant CI-105 and s eeing it's a "plastic" airplane I've been wondering if a 6" diameter copper disc is large enough for the ground plane or should I go a bit larger? TI A Bill Glasair SIIS-FT ----- No virus found in this message. Checked by AVG - www.avg.com ________________________________________________________________________________
From: Daniel Hooper <enginerdy(at)gmail.com>
Subject: Re: Audio Amplifier heads-up
Date: Feb 25, 2013
Have you taken a look at the output RFI? Or is it reasonably well filtered i n your test PCB? With the highly susceptible nature of some flying widgets, I 'm curious what your take is. Daniel On Feb 25, 2013, at 2:46 PM, "Robert L. Nuckolls, III" <nuckolls.bob@aeroele ctric.com> wrote: > I've been working with some interesting > audio amplifier modules with attractive > pricing and performance numbers for the bux. > > > > They're generally described as 5v powered and > will often cite the ability to run off the USB > port of a computer. > > http://tinyurl.com/ag3dey2 > > http://tinyurl.com/bdkt495 > > http://tinyurl.com/a7gdp3h > > These are 'class D' audio amplifiers (switch mode > power supplies modulated at audio rates). > I've found that they generally perform as > advertised. Very efficient. I'm presently > listening to some ambient music at pleasant > levels where the two speakers draw an average > of 20 milliamps total at 4v (80 mW power input > to the system). > > I've found that they're sensitive to the output > impedance of the power supply with respect to > internally generated white nose. Further, they're > not too whippy when it comes to rejection of noise > on the 5v line. Noises on a USB supply port > can vary widely from one computer to the next with > lap-tops being the least likely to offer adequately > conditioned power for these devices. > > Further, loud passages in program material will drive > the amplifiers into unstable operation that gives one > pause for the gnashing of teeth. I've found that a LARGE > capacitor (like 10,000 uF) really tames them down > . . . alternatively, an array of ni-mh cells floated > across the power line work just as well . . . and > makes the amplifier portable. > > Just a heads-up. Class D is one 'wave of the future' > for not-quite hi-fi audio applications. The prices > and performance are attractive . . . but there > are integration issues the user should be aware of. > > If plan to or already are fiddling with > these critters, I'd be pleased to compare notes > either here on the List or privately. > > Bob . . . ________________________________________________________________________________
Date: Feb 25, 2013
From: Charlie England <ceengland7(at)gmail.com>
Subject: Re: Audio Amplifier heads-up
________________________________________________________________________________
Date: Feb 25, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Re: Ground plane diameter
At 03:30 PM 2/25/2013, you wrote: >I'm upgrading avionics in my Glasair and one of the units I'm adding >is a Garmin GDL-88 for ADS-B out. The antenna I'm using is a Comant >CI-105 and seeing it's a "plastic" airplane I've been wondering if a >6" diameter copper disc is large enough for the ground plane or >should I go a bit larger? TIA To understand the workings of ground planes under vertical 1/4-wave radiators (like comm, transponder and DME) antennas, you need to take a little 'head trip'. The older brother to a 1/4-wave antenna fed at the base is a 1/2-wave antenna fed at the center (aka VOR/LOC/GS atennas). The 1/2 wave antenna doesn't need a 'ground' because is has useful places to send 1/2 of the total energy into each of two identical, complimentary radiators. Now, take a dipole and turn it up vertically as if you wanted to use it for comm. Hmmmm . . . hard to attach the coax to it while insulating the hot end of the lower element. Okay, bend the lower element 90 degrees. Now the feed point at the antenna center comes down to skin level on the airplane . . . but the 'bent' half of the antenna is seriously compromised for efficiency as it no longer works in concert with its unmodified counterpart. Hmmmm . . . how to make the lion's share of the energy flow into the freely extended portion of the antenna while reducing a wasteful venture onto the compromised portion of the antenna? How about adding a second compromised element? Assume the feed point impedance of each element is R. Then a dipole in extended splendor has a feed point impedance of 2R. You've still got R + R with the compromised dipole but paralleling two 'crippled' elements at the base gives you 1/2R + R. We see that energy fed to this network divides with 1/3 going to the compromised side and 2/3 to the free element. Let's consider adding 2 more 'compromised' elements. Now we have 1/4R + R. Great! 4/5ths of the energy goes to the working part while only 1/5th is left free to roam and be a general nuisance to your radiation pattern. Now, if you want to squirt your signal off at an angle that is closer to the horizon, you can droop those elements not unlike the antennas seen around many airports. http://www.krecoantennas.com/images/gp-155.jpg Take this exercise to an extreme . . . say 100 'compromised' elements. Now you get 1/100R + R and only 1% of the energy is left free to be problematic. Further, 100 compromised elements look very close to a solid disk of material having a RADIUS equal to the HEIGHT of the free element. You sometimes see 100 drooping elements that look very much like a cone of solid metal. So, getting back to your question, the IDEAL small ground plane has a radius equal to the 1/4-wave distance for the frequency of interest. In the case of transponders, this works out to 300M meters/sec divided by 1050 cycles/second times 39.36 inches/meter times 0.25 wavelength and you get 2.8 inches. Twice this value is 5.6", the ideal resonant ground plane for transponder antennas. Making it just a little bigger because you can is counter productive. On the other hand, making it MUCH bigger (like the belly of a metal airplane) and it begins to approximate a non-resonant, infinite ground plane which is very good too . . . but a a whole different ballgame. The short answer is that for a non-conducting mounting surface the antenna performs best with the idealized, 1/4-wave radius disk. If you could mount it to several square feet of aluminum it would only slightly better . . . so slight that you would need to measure the difference in a well heeled RF lab. So the best recommendation is go for the 5.6" disk. Bob . . . ________________________________________________________________________________
Date: Feb 25, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Re: Audio Amplifier heads-up
At 03:42 PM 2/25/2013, you wrote: >Have you taken a look at the output RFI? Or is it reasonably well >filtered in your test PCB? With the highly susceptible nature of >some flying widgets, I'm curious what your take is. Not yet. The current application is terrestrial. I will explore that characteristic in due course. Bob . . . ________________________________________________________________________________
Date: Feb 25, 2013
From: William Hibbing <n744bh(at)bellsouth.net>
Subject: Re: Ground plane diameter
OK, thanks Bob.- It operates on 978 Mhz so I probably could have figured it out =0Aby breaking out my-ARRL Antenna Book but I guess I was just - a bit on the lazy =0Aside.=0A=0ABill=0A=0A=0A=0A=0A________________________ ________=0AFrom: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> =0ATo: aeroelectric-list(at)matronics.com=0ASent: Mon, February 25, 2013 8:06: 58 PM=0ASubject: Re: AeroElectric-List: Ground plane diameter=0A=0AAt 03:30 PM 2/25/2013, you wrote:=0A=0AI'm upgrading avionics in my Glasair and one of the units I'm adding is a Garmin =0AGDL-88 for ADS-B out.- The antenn a I'm using is a Comant CI-105 and seeing it's =0Aa "plastic" airplane I've been wondering if a 6" diameter copper disc is large =0Aenough for the gro und plane or should I go a bit larger?- TIA=0A=0A-- To understand the workings of ground planes under=0A-- vertical 1/4-wave radiators (like comm, transponder=0A-- and DME) antennas, you need to take a little 'h ead=0A-- trip'.=0A=0A-- The older brother to a 1/4-wave antenna fed at the=0A-- base is a 1/2-wave antenna fed at the center (aka=0A-- VOR/LOC/GS atennas). The 1/2 wave antenna doesn't=0A-- need a 'ground' because is has useful places to send=0A-- 1/2 of the total energy into each of two identical,=0A-- complimentary radiators.=0A=0A-- Now, take a dipole and turn it up vertically as if=0A-- you wanted to use it for comm. Hmmmm . . . hard to=0A-- attach the coax to it while insulat ing the hot=0A-- end of the lower element. Okay, bend the lower element =0A-- 90 degrees. Now the feed point at the antenna=0A-- center com es down to skin level on the airplane . . .=0A-- but the 'bent' half of the antenna is seriously=0A-- compromised for efficiency as it no long er works=0A-- in concert with its unmodified counterpart.=0A=0A-- H mmmm . . . how to make the lion's share of the energy=0A-- flow into th e freely extended portion of the antenna=0A-- while reducing a wasteful venture onto the=0A-- compromised portion of the antenna? How about ad ding=0A-- a second compromised element? Assume the feed point=0A-- impedance of each element is R. Then a dipole in=0A-- extended splendor has a feed point impedance of 2R.=0A=0A-- You've still got R + R with the compromised dipole=0A-- but paralleling two 'crippled' elements at the base=0A-- gives you 1/2R + R. We see that energy fed to=0A-- th is network divides with 1/3 going to the compromised=0A-- side and 2/3 to the free element. Let's consider adding=0A-- 2 more 'compromised' el ements. Now we have 1/4R + R.=0A-- Great! 4/5ths of the energy goes to the working part=0A-- while only 1/5th is left free to roam and be a ge neral=0A-- nuisance to your radiation pattern.=0A=0A-- Now, if you want to squirt your signal off at an=0A-- angle that is closer to the h orizon, you can droop=0A-- those elements not unlike the antennas seen around=0A-- many airports.=0A=0A=0A -=0A=0A-- Take this exercise to an extreme . . . say 100=0A-- 'compromised' elements. Now you get 1/ 100R + R=0A-- and only 1% of the energy is left free to be=0A-- pro blematic. Further, 100 compromised elements=0A-- look very close to a s olid disk of material having=0A-- a RADIUS equal to the HEIGHT of the f ree element.=0A-- You sometimes see 100 drooping elements that look=0A -- very much like a cone of solid metal.=0A=0A-- So, getting back t o your question, the IDEAL small=0A-- ground plane has a radius equal t o the 1/4-wave=0A-- distance for the frequency of interest. In the case =0A-- of transponders, this works out to 300M meters/sec=0A-- divid ed by 1050 cycles/second times 39.36 inches/meter=0A-- times 0.25 wavel ength and you get 2.8 inches. Twice=0A-- this value is 5.6", the ideal resonant ground plane=0A-- for transponder antennas.=0A=0A-- Making it just a little bigger because you can is=0A-- counter productive. On the other hand, making it=0A-- MUCH bigger (like the belly of a metal airplane)=0A-- and it begins to approximate a non-resonant, infinite=0A -- ground plane which is very good too . . . but a=0A-- a whole dif ferent ballgame.=0A=0A-- The short answer is that for a non-conducting =0A-- mounting surface the antenna performs best with=0A-- the idea lized, 1/4-wave radius disk. If you=0A-- could mount it to several squa re feet of aluminum=0A-- it would only slightly better . . . so slight =0A-- that you would need to measure the difference=0A-- in a well heeled RF lab. So the best recommendation=0A-- is go for the 5.6" disk. =0A ________________________________________________________________________________
Date: Feb 26, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Re: Ground plane diameter
At 10:27 PM 2/25/2013, you wrote: >OK, thanks Bob. It operates on 978 Mhz so I probably could have >figured it out by breaking out my ARRL Antenna Book but I guess I >was just a bit on the lazy side. Very good. Yes, 978 MHz does work out to a 6" diameter ground plane . . . Bob . . . ________________________________________________________________________________
Date: Feb 26, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Re: Second big snow in a week!
At 09:15 AM 2/26/2013, you wrote: >Winter Storm Rocky sat over Udall all night long. First time I've >ever seen lightning in the winter. We have six more inches but the >winds have drifted the road shut again. Oh well, I wasn't going >anyplace anyway. Sure is pretty outside, though. We got off a lot easier than forecast. Only 9" instead of 20. Didn't get thundersnow with this pass but did last week. Now, let's hope for gentle melts that don't give us flooding! There is hope for this year's wheat crop! It will be interesting to see if any of those bare spots in the fields will now germinate and catch up. Being stuck inside shifted some efforts back to the workbench. Paul has a good first-pass on the software for the battery capacity meter. I've got a bench battery tester here that a List Reader built to the poor man's cap tester article. I'm stripping out the guts and rebuilding it with the micro-controller based circuitry. Should be able to do a smoke test this week. The same device will be useful in the airplane for orchestrating the occasional automatic cap-test and recharge using the ship's established e-bus loads. Introduction of this product will remove all excuses for NOT knowing the capability of the ship's battery. Bob . . . ________________________________________________________________________________
Date: Feb 26, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Re: Low EMI Noise Power Supplies
At 10:00 AM 2/26/2013, you wrote: > >Here is a dyn-o-mite course on how to make low-noise power supplies. >This is not applicable to everyone, but the key point he discusses >is that the PCB layout is a key ingredient in making low noise designs. > >http://cds.linear.com/docs/en/application-note/an139f.pdf > >Why should you care? Because: > >Stopping the EMI after you've caused it is the wrong (expensive!) way to go. Exactly. HBC sent me to a Kimmle-Gerke seminar some years ago. http://tinyurl.com/b3ojtcp Got to spend two days at the feet of Bill Kimmel hisself. Most of the class time was expended on chasing horses already escaped from the barn . . . because those situations predominate in the wild. But a significant effort was invested on keeping the barn doors shut tighter in the first place. Much of what's offered in the application note above was core to Bill's presentation. The really cool thing about technology advances are higher operating frequencies which give opportunity to craft smaller devices (tighter geometry equals smaller radiation apertures) and a reduction in the size of components needed for attenuating conducted energies. These are lessons learned that new kids on the block would do well to explore. Unfortunately, much of what we're trying to integrate into the uniquely demanding arena of airplanes comes from less demanding markets. Suppliers of those markets would much rather we did not bolt their electro-whizzy to an airplane. Increases in sales numbers are trivial and risks rise exponentially. For years, the best maker of v-belts in the world specifically stated in their literature that their products were institutionally unapproved for use on airplanes . . . while boxes of said belts routinely arrived in the warehouses at BePipCesMo. It's a crazy world out there . . . and risks for escaping gremlins to fiddle with your GPS readings are not necessarily consistent with either claims or disclaimers in the sales literature! Bob . . . ________________________________________________________________________________
From: "R. curtis" <mrspudandcompany(at)verizon.net>
Subject: Re: Ground plane diameter
Date: Feb 26, 2013
> > At 10:27 PM 2/25/2013, you wrote: >>OK, thanks Bob. It operates on 978 Mhz so I probably could have >>figured it out by breaking out my ARRL Antenna Book but I guess I >>was just a bit on the lazy side. > > Very good. Yes, 978 MHz does work out to > a 6" diameter ground plane . . . I have seen often that antennas get cut off to tune for maximum radiation. Is the ground plane as critical in dimension as the radiating element? Roger -- Do you have a slow PC? Try a Free scan http://www.spamfighter.com/SLOW-PCfighter?cid=sigen ________________________________________________________________________________
From: "Yahoo hasbroucka" <hasbroucka(at)yahoo.com>
Subject: trouble with building Contactor 'Cooler' duty controller
Date: Feb 26, 2013
I'm building a SeaRey Rotax 914, and am close on alternator amperage output. After reviewing archives I have now attempted to construct Bob's 'Contactor Cooler'. I am very weak on electronics knowledge, but for the $20 investment, I gave it a shot. I noticed that Caps come is different ratings and materials of construction, and for this stage of the experiment I decided to ignore this and simply purchase the uf ratings as listed on the schematic. Do the voltage ratings or materials of construction matter to this device? I finished assembly today, and noticed that I did not purchase any iN400X diodes (I assume the X could be any available #?) I recognized the 400X as voltage spike protection for avionics, so I decided to proceed without a diode across the contactor coil. The device worked for three cycles, about 5 seconds each, and simply no longer operates the contactor. There was no smoke and no detectable warmth. I suspect that the missing diode allowed the coil V-spike to damage my assembly? If so, can anyone tell me which device is most likely to need replacement? (timer, transistor, diodes, resistors or caps) Not knowing much of electronics, I only know how to test the resistors and diodes, but this is complicated by lack of isolation. Alan , HasbrouckA(at)yahoo.com SeaRey Amphibian, framework and hull assembled (not covered). Working on VFR avionics and wiring (Dynon Skyview full suite). Top Priority is keep it light, and place weight forward! ________________________________________________________________________________
Date: Feb 26, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Re: Ground plane diameter
> > I have seen often that antennas get cut off to tune > for maximum radiation. Is the ground plane as > critical in dimension as the radiating element? > > Roger I guess it depends on your threshold for assigning criticality. I've spent hours in the labs watching displays on instruments that dutifully reported measurable differences. It's really EASY . . . especially for designers and technicians to work in relative isolation from practical results to take lots of pride and assign criticality to small improvements. Improvements in the lab go to statistical process control. LOTS of tiny improvements in the bits and pieces can add up to significance improvements in the full up system. At the same time, the guy who is fine-tuning his little bit has no control over how it will be installed nor will he control less than optimum outcomes for associated bits. In the world of antennas, the observable effects for fabrication are greatest in management of radiation pattern. I've seen some plots on airframe mounted antennas with deep nulls in azimuth plots. Careful tuning for resonance is the least part of the recipe for success. I.e., optimized SWR and field strength numbers can be misleading. http://tinyurl.com/bea4785 Bottom line is that taking time to 'trim' a ground plan is probably the least productive effort. Fortunately, the very short UHF monopole antennas are pretty easy to locate to minimize airframe distortions of pattern. We are further aided by the fact that terrible losses can be tolerated in the world of relatively short range, line of sight world for aircraft communications. The only airplanes we ever studied for antenna radiation patterns were the big guys who flew routinely over water at 41,000 feet with very distant radio-horizons. The only pattern work I ever witnessed on a small airplane was done by Dr. Gordon Wood on a C-172 at Cessna about 1963. I don't think the outcome of those studies prompted any changes to our legacy installations. Don't worry about the ground plane . . . Bob . . . ________________________________________________________________________________
Date: Feb 26, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Re: trouble with building Contactor 'Cooler' duty
controller At 11:12 AM 2/26/2013, you wrote: >I'm building a SeaRey Rotax 914, and am close on alternator amperage >output. After reviewing archives I have now attempted to construct >Bob's 'Contactor Cooler'. I am very weak on electronics knowledge, >but for the $20 investment, I gave it a shot. > >I noticed that Caps come is different ratings and materials of >construction, and for this stage of the experiment I decided to >ignore this and simply purchase the uf ratings as listed on the >schematic. Do the voltage ratings or materials of construction >matter to this device? Not especially. Anything over 12v works. > >I finished assembly today, and noticed that I did not purchase any >iN400X diodes (I assume the X could be any available #?) I >recognized the 400X as voltage spike protection for avionics, so I >decided to proceed without a diode across the contactor coil. No, the 'x' means don't care. Any number from 0 to 9 is suited to the task. > >The device worked for three cycles, about 5 seconds each, and simply >no longer operates the contactor. There was no smoke and no detectable warmth. > >I suspect that the missing diode allowed the coil V-spike to damage >my assembly? That's a fair assumption. What does the contactor do? If your IRF510 is shorted, the contactor will simply pull in at full voltage. I suspect that this is what's happening. Give us a voltage measurement on your contactor coil when the device is powered up. Also a voltage measurement at pin 3 of the 555 say 10 seconds after the device is powered up. > >If so, can anyone tell me which device is most likely to need >replacement? (timer, transistor, diodes, resistors or caps) Not >knowing much of electronics, I only know how to test the resistors >and diodes, but this is complicated by lack of isolation. As Lord Kelvin opined many years ago: "When you can measure what you are speaking about, and express it in numbers, you know something about it, when you cannot express it in numbers, your knowledge is of a meager and unsatisfactory kind; it may be the beginning of knowledge, but you have scarcely, in your thoughts advanced to the stage of science." Let's get the numbers. By the way, thanks for taking this project on. Let's make sure the outcome expands your knowledge and the utility of your airplane. Bob . . . ________________________________________________________________________________
From: "Yahoo hasbroucka" <hasbroucka(at)yahoo.com>
Subject: trouble with building Contactor 'Cooler' duty
controller
Date: Feb 26, 2013
The contactor no longer does anything when wired thru the device, but it works fine without the device. V across coil is 0 V at pin 5 after 10 sec. is 11.9 (supply V is 12.7) Alan , HasbrouckA(at)yahoo.com SeaRey Amphibian, framework and hull assembled (not covered). Working on VFR avionics and wiring (Dynon Skyview full suite). Top Priority is keep it light, and place weight forward! The device worked for three cycles, about 5 seconds each, and simply no longer operates the contactor. There was no smoke and no detectable warmth. I suspect that the missing diode allowed the coil V-spike to damage my assembly? That's a fair assumption. What does the contactor do? If your IRF510 is shorted, the contactor will simply pull in at full voltage. I suspect that this is what's happening. Give us a voltage measurement on your contactor coil when the device is powered up. Also a voltage measurement at pin 3 of the 555 say 10 seconds after the device is powered up. If so, can anyone tell me which device is most likely to need replacement? (timer, transistor, diodes, resistors or caps) Not knowing much of electronics, I only know how to test the resistors and diodes, but this is complicated by lack of isolation. ________________________________________________________________________________
From: "Yahoo hasbroucka" <hasbroucka(at)yahoo.com>
Subject: trouble with building Contactor 'Cooler' duty
controller
Date: Feb 26, 2013
Alan , HasbrouckA(at)yahoo.com SeaRey Amphibian, framework and hull assembled (not covered). Working on VFR avionics and wiring (Dynon Skyview full suite). Top Priority is keep it light, and place weight forward! -----Original Message----- From: owner-aeroelectric-list-server(at)matronics.com [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Yahoo hasbroucka Sent: Tuesday, February 26, 2013 3:31 PM Subject: RE: AeroElectric-List: trouble with building Contactor 'Cooler' duty controller The contactor no longer does anything when wired thru the device, but it works fine without the device. V across coil is 0 V at pin 5 after 10 sec. is 11.9 (supply V is 12.7) [Alan Hasbrouck] V at pin 3 after 10 sec. is .01V Alan , HasbrouckA(at)yahoo.com SeaRey Amphibian, framework and hull assembled (not covered). Working on VFR avionics and wiring (Dynon Skyview full suite). Top Priority is keep it light, and place weight forward! The device worked for three cycles, about 5 seconds each, and simply no longer operates the contactor. There was no smoke and no detectable warmth. I suspect that the missing diode allowed the coil V-spike to damage my assembly? That's a fair assumption. What does the contactor do? If your IRF510 is shorted, the contactor will simply pull in at full voltage. I suspect that this is what's happening. Give us a voltage measurement on your contactor coil when the device is powered up. Also a voltage measurement at pin 3 of the 555 say 10 seconds after the device is powered up. If so, can anyone tell me which device is most likely to need replacement? (timer, transistor, diodes, resistors or caps) Not knowing much of electronics, I only know how to test the resistors and diodes, but this is complicated by lack of isolation. ________________________________________________________________________________
Date: Feb 26, 2013
Subject: Re: Ground plane diameter
From: Paul Fisher <rv7a.n18pf(at)gmail.com>
It might seem lazy on your part just to get a number - but some of us got an education on WHY that was the number. So thanks for asking! (and of course Thank You Bob for the explanation!) - Paul On Feb 25, 2013 10:44 PM, "William Hibbing" wrote: > OK, thanks Bob. It operates on 978 Mhz so I probably could have figured > it out by breaking out my ARRL Antenna Book but I guess I was just a bit > on the lazy side. > > Bill > > ------------------------------ > *From:* "Robert L. Nuckolls, III" > *To:* aeroelectric-list(at)matronics.com > *Sent:* Mon, February 25, 2013 8:06:58 PM > *Subject:* Re: AeroElectric-List: Ground plane diameter > > At 03:30 PM 2/25/2013, you wrote: > > I'm upgrading avionics in my Glasair and one of the units I'm adding is a > Garmin GDL-88 for ADS-B out. The antenna I'm using is a Comant CI-105 and > seeing it's a "plastic" airplane I've been wondering if a 6" diameter > copper disc is large enough for the ground plane or should I go a bit > larger? TIA > > > To understand the workings of ground planes under > vertical 1/4-wave radiators (like comm, transponder > and DME) antennas, you need to take a little 'head > trip'. > > The older brother to a 1/4-wave antenna fed at the > base is a 1/2-wave antenna fed at the center (aka > VOR/LOC/GS atennas). The 1/2 wave antenna doesn't > need a 'ground' because is has useful places to send > 1/2 of the total energy into each of two identical, > complimentary radiators. > > Now, take a dipole and turn it up vertically as if > you wanted to use it for comm. Hmmmm . . . hard to > attach the coax to it while insulating the hot > end of the lower element. Okay, bend the lower element > 90 degrees. Now the feed point at the antenna > center comes down to skin level on the airplane . . . > but the 'bent' half of the antenna is seriously > compromised for efficiency as it no longer works > in concert with its unmodified counterpart. > > Hmmmm . . . how to make the lion's share of the energy > flow into the freely extended portion of the antenna > while reducing a wasteful venture onto the > compromised portion of the antenna? How about adding > a second compromised element? Assume the feed point > impedance of each element is R. Then a dipole in > extended splendor has a feed point impedance of 2R. > > You've still got R + R with the compromised dipole > but paralleling two 'crippled' elements at the base > gives you 1/2R + R. We see that energy fed to > this network divides with 1/3 going to the compromised > side and 2/3 to the free element. Let's consider adding > 2 more 'compromised' elements. Now we have 1/4R + R. > Great! 4/5ths of the energy goes to the working part > while only 1/5th is left free to roam and be a general > nuisance to your radiation pattern. > > Now, if you want to squirt your signal off at an > angle that is closer to the horizon, you can droop > those elements not unlike the antennas seen around > many airports. > > > [image: http://www.krecoantennas.com/images/gp-155.jpg] > > Take this exercise to an extreme . . . say 100 > 'compromised' elements. Now you get 1/100R + R > and only 1% of the energy is left free to be > problematic. Further, 100 compromised elements > look very close to a solid disk of material having > a RADIUS equal to the HEIGHT of the free element. > You sometimes see 100 drooping elements that look > very much like a cone of solid metal. > > So, getting back to your question, the IDEAL small > ground plane has a radius equal to the 1/4-wave > distance for the frequency of interest. In the case > of transponders, this works out to 300M meters/sec > divided by 1050 cycles/second times 39.36 inches/meter > times 0.25 wavelength and you get 2.8 inches. Twice > this value is 5.6", the ideal resonant ground plane > for transponder antennas. > > Making it just a little bigger because you can is > counter productive. On the other hand, making it > MUCH bigger (like the belly of a metal airplane) > and it begins to approximate a non-resonant, infinite > ground plane which is very good too . . . but a > a whole different ballgame. > > The short answer is that for a non-conducting > mounting surface the antenna performs best with > the idealized, 1/4-wave radius disk. If you > could mount it to several square feet of aluminum > it would only slightly better . . . so slight > that you would need to measure the difference > in a well heeled RF lab. So the best recommendation > is go for the 5.6" disk. > > Bob . . . > > *http://www.matronics.com/Navigatrums.matronics.com/" rel=nofollow target=_blank>http://forums.matronics-> * > > * > > * > > ________________________________________________________________________________
Date: Feb 26, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: trouble with building Contactor 'Cooler' duty
controller At 02:31 PM 2/26/2013, you wrote: >The contactor no longer does anything when wired thru the device, >but it works fine without the device. > >V across coil is 0 >V at pin 5 after 10 sec. is 11.9 (supply V is 12.7) No, need the voltage at pin 3 . . . we need to know if the critter is dropping into low duty cycle. You should see about 12v for a period of time and then it should drop to 4 volts or so. Bob . . . ________________________________________________________________________________
Date: Feb 26, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Re: Ground plane diameter
At 04:30 PM 2/26/2013, you wrote: >It might seem lazy on your part just to get a number >- but some of us got an education on WHY that was the >number. So thanks for asking! > >(and of course Thank You Bob for the explanation!) > >- Paul My pleasure sir. I know some folks may feel a bit over-informed but I'll ask that they keep in mind that this list has about 1600 subscribers (at last count 6 months ago). Interest in answers has to span a wide range and I try to address it. Not trying to preach or 'stuff' anyone with data they don't wish to possess . . . Bob . . . ________________________________________________________________________________
From: Jan <jan(at)CLAVER.DEMON.CO.UK>
Subject: Re: trouble with building Contactor 'Cooler' duty
controller
Date: Feb 27, 2013
What is the link to the circuit please - I have been looking on your web sit e but not able to find it All the best Jan On Feb 27, 2013, at 3:06, "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectr ic.com> wrote: > At 11:12 AM 2/26/2013, you wrote: >> I?m building a SeaRey Rotax 914, and am close on alternator amperage outp ut. After reviewing archives I have now attempted to construct Bob?s ?Contac tor Cooler?. I am very weak on electronics knowledge, but for the $20 invest ment, I gave it a shot. >> >> I noticed that Caps come is different ratings and materials of constructi on, and for this stage of the experiment I decided to ignore this and simply purchase the uf ratings as listed on the schematic. Do the voltage ratings o r materials of construction matter to this device? > > Not especially. Anything over 12v works. >> >> I finished assembly today, and noticed that I did not purchase any iN400X diodes (I assume the X could be any available #?) I recognized the 400X as v oltage spike protection for avionics, so I decided to proceed without a diod e across the contactor coil. > > No, the 'x' means don't care. Any number from > 0 to 9 is suited to the task. >> >> The device worked for three cycles, about 5 seconds each, and simply no l onger operates the contactor. There was no smoke and no detectable warmth. >> >> I suspect that the missing diode allowed the coil V-spike to damage my as sembly? > > That's a fair assumption. What does the contactor do? > If your IRF510 is shorted, the contactor will simply > pull in at full voltage. I suspect that this is what's > happening. Give us a voltage measurement on your contactor > coil when the device is powered up. Also a voltage > measurement at pin 3 of the 555 say 10 seconds after > the device is powered up. > >> >> If so, can anyone tell me which device is most likely to need replacement ? (timer, transistor, diodes, resistors or caps) Not knowing much of electro nics, I only know how to test the resistors and diodes, but this is complica ted by lack of isolation. > > As Lord Kelvin opined many years ago: > ?When you can measure what you are speaking about, and express it in numbe rs, you know something about it, when you cannot express it in numbers, your knowledge is of a meager and unsatisfactory kind; it may be the beginning o f knowledge, but you have scarcely, in your thoughts advanced to the stage o f science.? > > Let's get the numbers. By the way, thanks > for taking this project on. Let's make sure > the outcome expands your knowledge and the > utility of your airplane. > > > > Bob . . . > > > ========================== ========= ========================== ========= ========================== ========= ========================== ========= > ________________________________________________________________________________
From: "Yahoo hasbroucka" <hasbroucka(at)yahoo.com>
Subject: trouble with building Contactor 'Cooler' duty
controller
Date: Feb 27, 2013
The link is http://tinyurl.com/bolkoyc The list posts are: Post subject: Latching Relay Redux Alan , HasbrouckA(at)yahoo.com SeaRey Amphibian, framework and hull assembled (not covered). Working on VFR avionics and wiring (Dynon Skyview full suite). Top Priority is keep it light, and place weight forward! -----Original Message----- From: owner-aeroelectric-list-server(at)matronics.com [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Jan Sent: Tuesday, February 26, 2013 11:53 PM Subject: Re: AeroElectric-List: trouble with building Contactor 'Cooler' duty controller What is the link to the circuit please - I have been looking on your web site but not able to find it All the best Jan On Feb 27, 2013, at 3:06, "Robert L. Nuckolls, III" wrote: At 11:12 AM 2/26/2013, you wrote: I?m building a SeaRey Rotax 914, and am close on alternator amperage output. After reviewing archives I have now attempted to construct Bob?s ?Contactor Cooler?. I am very weak on electronics knowledge, but for the $20 investment, I gave it a shot. I noticed that Caps come is different ratings and materials of construction, and for this stage of the experiment I decided to ignore this and simply purchase the uf ratings as listed on the schematic. Do the voltage ratings or materials of construction matter to this device? Not especially. Anything over 12v works. I finished assembly today, and noticed that I did not purchase any iN400X diodes (I assume the X could be any available #?) I recognized the 400X as voltage spike protection for avionics, so I decided to proceed without a diode across the contactor coil. No, the 'x' means don't care. Any number from 0 to 9 is suited to the task. The device worked for three cycles, about 5 seconds each, and simply no longer operates the contactor. There was no smoke and no detectable warmth. I suspect that the missing diode allowed the coil V-spike to damage my assembly? That's a fair assumption. What does the contactor do? If your IRF510 is shorted, the contactor will simply pull in at full voltage. I suspect that this is what's happening. Give us a voltage measurement on your contactor coil when the device is powered up. Also a voltage measurement at pin 3 of the 555 say 10 seconds after the device is powered up. If so, can anyone tell me which device is most likely to need replacement? (timer, transistor, diodes, resistors or caps) Not knowing much of electronics, I only know how to test the resistors and diodes, but this is complicated by lack of isolation. As Lord Kelvin opined many years ago: ?When you can measure what you are speaking about, and express it in numbers, you know something about it, when you cannot express it in numbers, your knowledge is of a meager and unsatisfactory kind; it may be the beginning of knowledge, but you have scarcely, in your thoughts advanced to the stage of science.? Let's get the numbers. By the way, thanks for taking this project on. Let's make sure the outcome expands your knowledge and the utility of your airplane. Bob . . . ________________________________________________________________________________
Subject: Re: Eye Beam Mini LED / RF interference
From: "jonlaury" <jonlaury(at)impulse.net>
Date: Feb 27, 2013
Joe, Not sure if the the little eyeball sold by VAn's (and Spruce) is incandescent, but the light output compared to the EB Mini is like comparing a match to the sun. The EB also is dimmable. The little eyeball needs to be fairly close to the target to provide meaningful light, but they are inexpensive and smaller. John Read this topic online here: http://forums.matronics.com/viewtopic.php?p=395192#395192 ________________________________________________________________________________
Date: Feb 27, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Re: Eye Beam Mini LED / RF interference
At 10:36 AM 2/27/2013, you wrote: > >Joe, >Not sure if the the little eyeball sold by VAn's (and Spruce) is >incandescent, but the light output compared to the EB Mini is like >comparing a match to the sun. The EB also is dimmable. The little >eyeball needs to be fairly close to the target to provide meaningful >light, but they are inexpensive and smaller. Those were originally incandescent. They would no doubt benefit from an LED upgrade. some builders have ordered red or white LED fixtures from our website https://matronics.com/aeroelectric/Catalog/9002-100-5s.jpg One of these mounted on both sides of the canopy frame were used to flood the panel on RV3/4/8 projects. They proved to be bright enough . . . in fact needed to be dimmed for navigation in full darkness. Bob . . . ________________________________________________________________________________
From: Jan <jan(at)CLAVER.DEMON.CO.UK>
Subject: Re: trouble with building Contactor 'Cooler' duty
controller
Date: Feb 28, 2013
Thanks ! Do you know how much electrical noise this circuit generates ? All the best Jan On Feb 27, 2013, at 22:25, Yahoo hasbroucka wrote: > The link is http://tinyurl.com/bolkoyc > > The list posts are: Post subject: Latching Relay Redux > > Alan , > HasbrouckA(at)yahoo.com > SeaRey Amphibian, framework and hull assembled (not covered). Working on V FR avionics and wiring (Dynon Skyview full suite). Top Priority is keep it l ight, and place weight forward! > > -----Original Message----- > From: owner-aeroelectric-list-server(at)matronics.com [mailto:owner-aeroelect ric-list-server(at)matronics.com] On Behalf Of Jan > Sent: Tuesday, February 26, 2013 11:53 PM > To: > Subject: Re: AeroElectric-List: trouble with building Contactor 'Cooler' d uty controller > > What is the link to the circuit please - I have been looking on your web s ite but not able to find it > > All the best > > Jan > > On Feb 27, 2013, at 3:06, "Robert L. Nuckolls, III" <nuckolls.bob@aeroelec tric.com> wrote: > >> At 11:12 AM 2/26/2013, you wrote: >> >> I?m building a SeaRey Rotax 914, and am close on alternator amperage outp ut. After reviewing archives I have now attempted to construct Bob?s ?Contac tor Cooler?. I am very weak on electronics knowledge, but for the $20 invest ment, I gave it a shot. >> >> I noticed that Caps come is different ratings and materials of constructi on, and for this stage of the experiment I decided to ignore this and simply purchase the uf ratings as listed on the schematic. Do the voltage ratings o r materials of construction matter to this device? >> >> Not especially. Anything over 12v works. >> >> >> I finished assembly today, and noticed that I did not purchase any iN400X diodes (I assume the X could be any available #?) I recognized the 400X as v oltage spike protection for avionics, so I decided to proceed without a diod e across the contactor coil. >> >> No, the 'x' means don't care. Any number from >> 0 to 9 is suited to the task. >> >> >> The device worked for three cycles, about 5 seconds each, and simply no l onger operates the contactor. There was no smoke and no detectable warmth. >> >> I suspect that the missing diode allowed the coil V-spike to damage my as sembly? >> >> That's a fair assumption. What does the contactor do? >> If your IRF510 is shorted, the contactor will simply >> pull in at full voltage. I suspect that this is what's >> happening. Give us a voltage measurement on your contactor >> coil when the device is powered up. Also a voltage >> measurement at pin 3 of the 555 say 10 seconds after >> the device is powered up. >> >> >> >> If so, can anyone tell me which device is most likely to need replacement ? (timer, transistor, diodes, resistors or caps) Not knowing much of electro nics, I only know how to test the resistors and diodes, but this is complica ted by lack of isolation. >> >> As Lord Kelvin opined many years ago: >> ?When you can measure what you are speaking about, and express it in numb ers, you know something about it, when you cannot express it in numbers, you r knowledge is of a meager and unsatisfactory kind; it may be the beginning o f knowledge, but you have scarcely, in your thoughts advanced to the stage o f science.? >> >> Let's get the numbers. By the way, thanks >> for taking this project on. Let's make sure >> the outcome expands your knowledge and the >> utility of your airplane. >> >> >> >> >> Bob . . . >> >> >> >> > > > ========================== ========= ========================== ========= ========================== ========= ========================== ========= > ________________________________________________________________________________
Date: Feb 27, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Re: trouble with building Contactor 'Cooler' duty
controller At 05:15 PM 2/27/2013, you wrote: >Thanks ! Do you know how much electrical noise this circuit generates ? > >All the best Should be tolerably low. It won't have any radio frequency issues and conducted audio frequency noise onto bus is very low compared with other noises (like alternator ripple). Bob . . . ________________________________________________________________________________
Date: Feb 28, 2013
Subject: Re: Ground plane diameter
From: Bob Verwey <bob.verwey(at)gmail.com>
If we consider the simple whip antenna for our VHF comms, what is the best trimmed length for the antenna part and the ground plane diameter to optimise the frequencies in the early '120's? Best... Bob Verwey On 26 February 2013 19:02, R. curtis wrote: > mrspudandcompany(at)verizon.net> > > >> At 10:27 PM 2/25/2013, you wrote: >> >>> OK, thanks Bob. It operates on 978 Mhz so I probably could have figured >>> it out by breaking out my ARRL Antenna Book but I guess I was just a bit >>> on the lazy side. >>> >> >> Very good. Yes, 978 MHz does work out to >> a 6" diameter ground plane . . . >> > > > I have seen often that antennas get cut off to tune > for maximum radiation. Is the ground plane as > critical in dimension as the radiating element? > > Roger > > -- > > Do you have a slow PC? Try a Free scan http://www.spamfighter.com/** > SLOW-PCfighter?cid=sigen<http://www.spamfighter.com/SLOW-PCfighter?cid=sigen> > > ________________________________________________________________________________
Date: Feb 28, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Re: Ground plane diameter
At 03:29 AM 2/28/2013, you wrote: >If we consider the simple whip antenna for our VHF comms, what is >the best trimmed length for the antenna part and the ground plane >diameter to optimise the frequencies in the early '120's? Center of the VHF comm spectrum is (118+135)/2 or 127.5 MHz Free space full wavelength in meters is 300/127.5 = 2.35M 2.35M x 39.34 in/meter yields 92" 1/4 wave radials (or antennas) at 127.5 are 92/4 or 23". Bob . . . ________________________________________________________________________________
Subject: Re: Speakers for helmet installation
From: "Eric M. Jones" <emjones(at)charter.net>
Date: Feb 28, 2013
> All, I fly a trike wearing a full face Shoei helmet. While the helmet doesn't seal my ears like headphones ........... Can anyone recommend a particular speaker or mic cartridge that has worked for you? > Rick Girard Dear Rick, Not only is there technical skill on this website, but good advice too, I hope. The problem you are having is called "Target Fixation". What you need to do is sit down and imagine how to get where you want to be without adding unnecessary restraints such as "finding a use for a Shoei helmet". Or in other words, use the right tool for the job. There are helmets with built in headphones and full face-shields too. No problem. One powerfull tool I have used is to just sell one device on Ebay and buy what you need there too. Bada bing bada boom.... -------- 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=395274#395274 ________________________________________________________________________________
Date: Feb 28, 2013
Subject: Re: Ground plane diameter
From: Bob Verwey <bob.verwey(at)gmail.com>
Thanks Bob, Care to elaborate on the ground plane a little? If the structure of the aircraft is 'Cub-like' steel tubing, and one mounts the antenna on the roof, is it sufficient to use the airframe as the groundplane? Bob Verwey On 28 February 2013 16:53, Robert L. Nuckolls, III < nuckolls.bob(at)aeroelectric.com> wrote: > nuckolls.bob(at)aeroelectric.com**> > > At 03:29 AM 2/28/2013, you wrote: > >> If we consider the simple whip antenna for our VHF comms, what is the >> best trimmed length for the antenna part and the ground plane diameter to >> optimise the frequencies in the early '120's? >> > > Center of the VHF comm spectrum is (118+135)/2 or 127.5 MHz > > Free space full wavelength in meters is 300/127.5 = 2.35M > > 2.35M x 39.34 in/meter yields 92" > > 1/4 wave radials (or antennas) at 127.5 are > 92/4 or 23". > > > Bob . . . > > ________________________________________________________________________________
Date: Feb 28, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Re: Ground plane diameter
At 10:10 AM 2/28/2013, you wrote: >Thanks Bob, > >Care to elaborate on the ground plane a little? If the structure of >the aircraft is 'Cub-like' steel tubing, and one mounts the antenna >on the roof, is it sufficient to use the airframe as the groundplane? ANY conductive material can be brought into service as a 'ground'. Given our unique line-of-sight, short-range expectations for radio communications, a wet-string would probably serve 96% of your communications expectations. Consider the lowly hand-held. Talk about compromised ground planes!! The rubber duck in a sweaty fist works for some situations, other situations (mostly driven by customer's willingness to pay) are optimized to the best-we-know-how-to-do. Most of us will secure happiness with some intermediate but decidedly less expensive configuration. ANY combination you choose to try should be first tailored for lowest possible SWR over the range of interest. The transmitter has no idea what's at the other end of the feedline. Gross efficiency and/or radiation patterns are separate issues not easily measured and massaged. Are there things we could do that are 'better' than using a rag-covered-tube ground plane? Sure. Would the guy at the other end of the link know the difference? Probably not. This is but one of several advantages we enjoy over the drivers of TC iron, we can try it. If found insufficient to design goals, do something different. Bob . . . ________________________________________________________________________________
Date: Feb 28, 2013
Subject: Re: Ground plane diameter
From: Christopher Cee Stone <rv8iator(at)gmail.com>
Bob... I follow your calcs and the underlying physics until I see the 300/127.5 2.35M. Where is the 300 from? What does it represent? Always learning! Chris Stone On Thu, Feb 28, 2013 at 6:53 AM, Robert L. Nuckolls, III < nuckolls.bob(at)aeroelectric.com> wrote: > nuckolls.bob(at)aeroelectric.com**> > > > At 03:29 AM 2/28/2013, you wrote: > >> If we consider the simple whip antenna for our VHF comms, what is the >> best trimmed length for the antenna part and the ground plane diameter to >> optimise the frequencies in the early '120's? >> > > Center of the VHF comm spectrum is (118+135)/2 or 127.5 MHz > > Free space full wavelength in meters is 300/127.5 = 2.35M > > 2.35M x 39.34 in/meter yields 92" > > 1/4 wave radials (or antennas) at 127.5 are > 92/4 or 23". > > > Bob . . . > > ________________________________________________________________________________
From: "Fisher Paul A." <FisherPaulA(at)johndeere.com>
Subject: Ground plane diameter
Date: Feb 28, 2013
SeKAmWQgbGlrZSB0byB0cnkgdG8gYW5zd2VyIHRoaXM6DQoNCjMwMCBtaWxsaW9uIG1ldGVycyBw ZXIgc2Vjb25kIGlzIHJvdWdobHkgdGhlIHNwZWVkIG9mIGxpZ2h0IOKAkyBhbHNvIGFib3V0IHRo ZSBzcGVlZCB0aGUgcmFkaW8gd2F2ZXMgcHJvcGFnYXRlLiAgRGl2aWRpbmcgdGhpcyBieSB0aGUg ZnJlcXVlbmN5IGluIG1lZ2FoZXJ0eiBnaXZlcyB5b3UgdGhlIHdhdmUgbGVuZ3RoLiBTbyAzMDAs MDAwLDAwMC8xMjcsNTAwLDAwMCA9IDIuMzUgbWV0ZXJzLg0KDQoNCnNlZW1zIGxpa2UgdGhpcyB3 YXMgb24gdGhlIHRlc3QgZm9yIG15IGhhbSBsaWNlbnNl4oCmIHN1cnByaXNpbmcgSSBzdGlsbCBy ZW1lbWJlciBpdCENCg0KUGF1bCBGaXNoZXINCg0KDQpGcm9tOiBvd25lci1hZXJvZWxlY3RyaWMt bGlzdC1zZXJ2ZXJAbWF0cm9uaWNzLmNvbSBbbWFpbHRvOm93bmVyLWFlcm9lbGVjdHJpYy1saXN0 LXNlcnZlckBtYXRyb25pY3MuY29tXSBPbiBCZWhhbGYgT2YgQ2hyaXN0b3BoZXIgQ2VlIFN0b25l DQpTZW50OiBUaHVyc2RheSwgRmVicnVhcnkgMjgsIDIwMTMgMTE6MDcgQU0NClRvOiBhZXJvZWxl Y3RyaWMtbGlzdEBtYXRyb25pY3MuY29tDQpTdWJqZWN0OiBSZTogQWVyb0VsZWN0cmljLUxpc3Q6 IEdyb3VuZCBwbGFuZSBkaWFtZXRlcg0KDQpCb2IuLi4NCg0KSSBmb2xsb3cgeW91ciBjYWxjcyBh bmQgdGhlIHVuZGVybHlpbmcgcGh5c2ljcyB1bnRpbCBJIHNlZSB0aGUgMzAwLzEyNy41ID0gMi4z NU0uICBXaGVyZSBpcyB0aGUgMzAwIGZyb20/IFdoYXQgZG9lcyBpdCByZXByZXNlbnQ/DQoNCkFs d2F5cyBsZWFybmluZyENCg0KQ2hyaXMgU3RvbmUNCg0K ________________________________________________________________________________
Date: Feb 28, 2013
From: Paul Thomson <cyav8r(at)yahoo.com>
Subject: Re: Ground plane diameter
Then would be the recommendation for a more modern design that is all carbo n fiber?- The carbon is conductive, but absorbs radiation instead of refl ecting it from what I understand.- Go with a foil circle or strips of the appropriate diameter on the outside of the carbon, but under the paint?- =0A=0AThanks=0A=0APaul=0A=0A=0A=0A=0A________________________________=0A F rom: "Robert L. Nuckolls, III" =0ATo: aeroel ectric-list(at)matronics.com =0ASent: Thursday, February 28, 2013 11:05 AM=0AS ubject: Re: AeroElectric-List: Ground plane diameter=0A =0A--> AeroElectric -List message posted by: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectr ic.com>=0A=0AAt 10:10 AM 2/28/2013, you wrote:=0A> Thanks Bob,=0A> =0A> Car e to elaborate on the ground plane a little? If the structure of the aircra ft is 'Cub-like' steel tubing, and one mounts the antenna on the roof, is i t sufficient to use the airframe as the groundplane?=0A=0A- ANY conductiv e material can be brought into service=0A- as a 'ground'. Given our uniqu e line-of-sight, short-range=0A- expectations for radio communications, a wet-string would=0A- probably serve 96% of your communications expectati ============= ________________________________________________________________________________
Date: Feb 28, 2013
Subject: Re: Ground plane diameter
From: Christopher Cee Stone <rv8iator(at)gmail.com>
Ahhh... Yes. Still mired in English units 186,000 miles per second. Thanks! chris stone On Thu, Feb 28, 2013 at 9:34 AM, Fisher Paul A. wrote: > I=99d like to try to answer this:**** > > ** ** > > 300 million meters per second is roughly the speed of light =93 als o about > the speed the radio waves propagate. Dividing this by the frequency in > megahertz gives you the wave length. So 300,000,000/127,500,000 = 2.35 > meters. **** > > ** ** > > ** ** > > seems like this was on the test for my ham license surprising I still > remember it!**** > > ** ** > > Paul Fisher**** > > ** ** > > ** ** > > *From:* owner-aeroelectric-list-server(at)matronics.com [mailto: > owner-aeroelectric-list-server(at)matronics.com] *On Behalf Of *Christopher > Cee Stone > *Sent:* Thursday, February 28, 2013 11:07 AM > *To:* aeroelectric-list(at)matronics.com > *Subject:* Re: AeroElectric-List: Ground plane diameter**** > > ** ** > > Bob...**** > > ** ** > > I follow your calcs and the underlying physics until I see the 300/127.5 > 2.35M. Where is the 300 from? What does it represent?**** > > ** ** > > Always learning!**** > > ** ** > > Chris Stone**** > > ** ** > ________________________________________________________________________________
Date: Feb 28, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Re: Ground plane diameter
At 11:48 AM 2/28/2013, you wrote: >Then would be the recommendation for a more modern design that is >all carbon fiber? The carbon is conductive, but absorbs radiation >instead of reflecting it from what I understand. Go with a foil >circle or strips of the appropriate diameter on the outside of the >carbon, but under the paint? That's a whole other can of worms. The carbon fiber is, as you've described, pretty lossy stuff. Yeah, it is conductive but much of electrical energy flowing through a carbon matrix is converted to heat. Trying to create idealized ground planes over the carbon and under the paint is exceedingly expensive and problematic for affecting structural integrity of the shell. At HBC, non-resonant ground planes were bonded to the inside surface of the fuselage shell. Relatively inexpensive and the flight test results deemed them adequate to the task. Bob . . . ________________________________________________________________________________
Date: Feb 28, 2013
Subject: Re: Speakers for helmet installation
From: Richard Girard <aslsa.rng(at)gmail.com>
Eric, I've flown with the Com-tronics helmet when I was getting my WSC endorsement. It was all right, but I have a reason for wanting the Shoei. They have saved my life once and my looks twice. In every incident, the helmet took the blow and I escaped without so much as a headache. So you can understand why I like having a jaw bar that I know will keep the ground and debris away from my mug. Rick On Thu, Feb 28, 2013 at 10:12 AM, Eric M. Jones wrote: > emjones(at)charter.net> > > > > All, I fly a trike wearing a full face Shoei helmet. While the helmet > doesn't seal my ears like headphones ........... Can anyone recommend a > particular speaker or mic cartridge that has worked for you? > > Rick Girard > > > Dear Rick, > > Not only is there technical skill on this website, but good advice too, I > hope. > > The problem you are having is called "Target Fixation". What you need to > do is sit down and imagine how to get where you want to be without adding > unnecessary restraints such as "finding a use for a Shoei helmet". Or in > other words, use the right tool for the job. There are helmets with built > in headphones and full face-shields too. No problem. > > One powerfull tool I have used is to just sell one device on Ebay and buy > what you need there too. > > Bada bing bada boom.... > > -------- > 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=395274#395274 > > -- Zulu Delta Mk IIIC Thanks, Homer GBYM It isn't necessary to have relatives in Kansas City in order to be unhappy. - Groucho Marx ________________________________________________________________________________
Date: Feb 28, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Ground plane diameter
At 11:34 AM 2/28/2013, you wrote: >Id like to try to answer this: > >300 million meters per second is roughly the >speed of light also about the speed the radio >waves propagate. Dividing this by the frequency >in megahertz gives you the wave length. So >300,000,000/127,500,000 = 2.35 meters. > > >seems like this was on the test for my ham >license surprising I still remember it!> Yeah, pretty cool stuff. First learned to do those calculations on a slide rule about 60 years ago . . . Bob . . . ________________________________________________________________________________
Date: Feb 28, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Re: Ground plane diameter
I'd forgotten about a compendium of antenna articles that were waiting to be posted to the website. I just put them up where they can be downloaded and inquiring minds can exploit as appropriate: http://tinyurl.com/d2ql8lw Bob . . . ________________________________________________________________________________
Subject: Re: Eye Beam Mini LED / RF interference
From: "Eric M. Jones" <emjones(at)charter.net>
Date: Feb 28, 2013
Perihelion Design sells an extremely versatile LED light too. See: www.PerihelionDesign.com These are made from the Loc-Line snap together coolant line parts. Dimmers are available too. -------- 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=395308#395308 Attachments: http://forums.matronics.com//files/led_goosenecks_892.pdf ________________________________________________________________________________
Date: Mar 01, 2013
From: James Robinson <jbr79r(at)yahoo.com>
Subject: Re: lithum-ion batteries
What is the concensus opinion on lithium-ion batteries? -I can get a Lith iun-ion battery -with greater Amp/hr rating, cranking power, and save mor e than 1/2 the weight. -Any comments?=0A-=0AJames Robinson=0AGlasair ll l N79R=0ASpanish Fork UT U77=0A=0A=0A________________________________=0A From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>=0ATo: aeroe lectric-list(at)matronics.com =0ASent: Thursday, February 28, 2013 11:30 AM=0A Subject: Re: AeroElectric-List: Ground plane diameter=0A =0A--> AeroElectri c-List message posted by: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelect ric.com>=0A=0AAt 11:48 AM 2/28/2013, you wrote:=0A> Then would be the recom mendation for a more modern design that is all carbon fiber?- The carbon is conductive, but absorbs radiation instead of reflecting it from what I u nderstand.- Go with a foil circle or strips of the appropriate diameter o n the outside of the carbon, but under the paint?=0A=0A- That's a whole o ther can of worms. The carbon fiber=0A- is, as you've described, pretty l ossy stuff. Yeah, it=0A- is conductive but much of electrical energy flow ing=0A- through a carbon matrix is converted to heat.=0A=0A- Trying to create idealized ground planes over the=0A- carbon and under the paint is exceedingly expensive=0A- and problematic for affecting structural integ rity=0A- of the shell.=0A=0A- At HBC, non-resonant ground planes were b onded to the=0A- inside surface of the fuselage shell. Relatively=0A- i nexpensive and the flight test results deemed them=0A- adequate to the ta - - - - - - - - - - - - - -Matt Dralle, List Adm ===== ________________________________________________________________________________
Subject: Re: lithum-ion batteries
From: Robert Borger <rlborger(at)mac.com>
Date: Mar 01, 2013
James, My experience was mediocre at best. The battery did weigh 3 lbs vs 14.5 lbs for the PC680 and it was only about 1/2 the size of the PC680. The lithium battery cranked my 914 well enough. No issues there. But when I tried to run the panel off the battery to see how long it would go, it only lasted about 15 minutes before the charge went below 11 volts. No real amp-hour power. I have since reverted back to my PC680. It might be OK if all you need is starting power and wouldn't be worried about keeping the electrons rolling should you lose your alternator. But I don't think it's the thing you want with an electrically dependent aircraft or an aircraft flying serious IFR. Just my 2=A2 and worth every bit of it. Blue skies & tailwinds, Bob Borger Europa XS Tri, Rotax 914, Airmaster C/S Prop. Little Toot Sport Biplane, Lycoming Thunderbolt AEIO-320 EXP 3705 Lynchburg Dr. Corinth, TX 76208-5331 Cel: 817-992-1117 rlborger(at)mac.com On Mar 1, 2013, at 7:17 PM, James Robinson wrote: What is the concensus opinion on lithium-ion batteries? I can get a Lithiun-ion battery with greater Amp/hr rating, cranking power, and save more than 1/2 the weight. Any comments? James Robinson Glasair lll N79R Spanish Fork UT U77 ________________________________________________________________________________
From: "R. curtis" <mrspudandcompany(at)verizon.net>
Subject: Re: lithum-ion batteries
Date: Mar 02, 2013
What is the concensus opinion on lithium-ion batteries=3F I can get a Lith iun-ion battery with greater Amp/hr rating, cranking power, and save more than 1/2 the weight. Any comments=3F My opinion is: If you are willing to take the chance of burning up you r aircraft, then go for it. I personally feel that the saving in weight do es not justify the chance of a catastrophic thermal runaway internal to the Lithium Ion battery. Perhaps as the technology of these batteries matures I will change my thinking. Roger -- Do you have a slow PC=3F Try a Free scan http://www.spamfighter.com/SLOW-PCfi ghter=3Fcid=sigen ________________________________________________________________________________
Subject: Re: lithum-ion batteries
From: Robert Borger <rlborger(at)mac.com>
Date: Mar 02, 2013
Roger, The LiFePo batteries don't have the fire problem of the LiPo battery. Blue skies & tailwinds, Bob Borger Europa XS Tri, Rotax 914, Airmaster C/S Prop. Little Toot Sport Biplane, Lycoming Thunderbolt AEIO-320 EXP 3705 Lynchburg Dr. Corinth, TX 76208-5331 Cel: 817-992-1117 rlborger(at)mac.com On Mar 2, 2013, at 10:55 AM, "R. curtis" wrote: What is the concensus opinion on lithium-ion batteries? I can get a Lithiun-ion battery with greater Amp/hr rating, cranking power, and save more than 1/2 the weight. Any comments? My opinion is: If you are willing to take the chance of burning up your aircraft, then go for it. I personally feel that the saving in weight does not justify the chance of a catastrophic thermal runaway internal to the Lithium Ion battery. Perhaps as the technology of these batteries matures I will change my thinking. Roger ________________________________________________________________________________
Date: Mar 02, 2013
From: rayj <raymondj(at)frontiernet.net>
Subject: Re: lithum-ion batteries
James, I attached a report that was posted to the list a while ago. My personal opinion is that Li battery technology is not ready for use in aircraft. Check the archives for more info and opinions. Hope this is useful. Raymond Julian Kettle River, MN. "And you know that I could have me a million more friends, and all I'd have to lose is my point of view." - John Prine On 03/01/2013 07:17 PM, James Robinson wrote: > What is the concensus opinion on lithium-ion batteries? I can get a > Lithiun-ion battery with greater Amp/hr rating, cranking power, and > save more than 1/2 the weight. Any comments? > James Robinson > Glasair lll N79R > Spanish Fork UT U77 > > ------------------------------------------------------------------------ > *From:* "Robert L. Nuckolls, III" > *To:* aeroelectric-list(at)matronics.com > *Sent:* Thursday, February 28, 2013 11:30 AM > *Subject:* Re: AeroElectric-List: Ground plane diameter > > > > > At 11:48 AM 2/28/2013, you wrote: > > Then would be the recommendation for a more modern design that is > all carbon fiber? The carbon is conductive, but absorbs radiation > instead of reflecting it from what I understand. Go with a foil > circle or strips of the appropriate diameter on the outside of the > carbon, but under the paint? > > That's a whole other can of worms. The carbon fiber > is, as you've described, pretty lossy stuff. Yeah, it > is conductive but much of electrical energy flowing > through a carbon matrix is converted to heat. > > Trying to create idealized ground planes over the > carbon and under the paint is exceedingly expensive > and problematic for affecting structural integrity > of the shell. > > At HBC, non-resonant ground planes were bonded to the > inside surface of the fuselage shell. Relatively > inexpensive and the flight test results deemed them > adequate to the task. > > > Bent also available via the Web nbsp; -Matt > Dralle,=========== > > > * > > > * ________________________________________________________________________________
From: "David Lloyd" <skywagon(at)charter.net>
Subject: Re: lithum-ion batteries
Date: Mar 02, 2013
James, There are several chemical versions of these batteries and they tend to all get lumped and described as "LiPo" batteries. So, one has to know the chemistry details of the so called LiPo battery in question and what it is really made of. The straight LiPo has incredible energy storage but, comes with a delicate nature. Kind of like a super model...!! Charging these batteries takes a specialized charging system usually, as individual cells can be finicky and each should be monitored and charged in a "Balanced" method. The battery is sensitive to temps. and not nearly as robust as say NiCad when hot and cold is involved. They can also be finicky about the max. storage voltage vs. the used everyday max charge voltage. It has the ability to pump out enormous amperage when required... e.g. engine starter motor. However, that kind of action has to carefully monitored because under heavy amperage loads they heat up. And, recall, heat at a certain level makes a LiPo battery or an individual cell very unhappy. And, as we are all aware, they also have some mystery internal chemical conditions that make them go off with uncertain madness...i.e. the super model comparison... Some of this mystery is still being unraveled..i.e. the Boeing 787 problems. If it were my choice, today, I probably would not opt for LiPo battery source in my expensive bird that only you support and not the world of taxpayers. This offered with the normal 2-cent return on advice. Hopefully, this topic with bring a real LiPo expert to the discussion so we can learn the real facts of these batteries. I know that we would not be able to run laptop computers, cell phones, and train load of other high tech gear with out the LiPo form of energy storage. David ------------------------------------------------------------------------- ------- ----- Original Message ----- From: James Robinson To: aeroelectric-list(at)matronics.com Sent: Friday, March 01, 2013 5:17 PM Subject: AeroElectric-List: Re: lithum-ion batteries What is the concensus opinion on lithium-ion batteries? I can get a Lithiun-ion battery with greater Amp/hr rating, cranking power, and save more than 1/2 the weight. Any comments? James Robinson Glasair lll N79R Spanish Fork UT U77 ------------------------------------------------------------------------- ----- From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> To: aeroelectric-list(at)matronics.com Sent: Thursday, February 28, 2013 11:30 AM Subject: Re: AeroElectric-List: Ground plane diameter At 11:48 AM 2/28/2013, you wrote: > Then would be the recommendation for a more modern design that is all carbon fiber? The carbon is conductive, but absorbs radiation instead of reflecting it from what I understand. Go with a foil circle or strips of the appropriate diameter on the outside of the carbon, but under the paint? That's a whole other can of worms. The carbon fiber is, as you've described, pretty lossy stuff. Yeah, it is conductive but much of electrical energy flowing through a carbon matrix is converted to heat. Trying to create idealized ground planes over the carbon and under the paint is exceedingly expensive and problematic for affecting structural integrity of the shell. At HBC, non-resonant ground planes were bonded to the inside surface of the fuselage shell. Relatively inexpensive and the flight test results deemed them adequate to the task. Bent also available via the Web nbsp; -Matt Dralle,=========== ________________________________________________________________________________
From: Jan <jan(at)CLAVER.DEMON.CO.UK>
Subject: Re: lithum-ion batteries
Date: Mar 03, 2013
For what it is worth I work with Li-ion batteries for a living. No question they are lighter and will hold more energy and are able to deliver it faste r than other battery technologies. Problem is that you need to control them very well both in charge and discha rge. Failure can be rather interesting .... Easy in a car .. You just pull o ver and deal with the "issue". Not so easy when you at 5000ft. :-) For the weight saving in question. Go to the gym an loose a few pounds... Yo u live longer and do not have to worry about your battery pack. I will not b e fitting them in my RV ... And I can get them for free ... All the best Jan On Mar 3, 2013, at 3:28, rayj wrote: > James, > > I attached a report that was posted to the list a while ago. My personal o pinion is that Li battery technology is not ready for use in aircraft. Chec k the archives for more info and opinions. > > Hope this is useful. > Raymond Julian > Kettle River, MN. > > "And you know that I could have me a million more friends, > and all I'd have to lose is my point of view." - John Prine > On 03/01/2013 07:17 PM, James Robinson wrote: >> What is the concensus opinion on lithium-ion batteries? I can get a Lith iun-ion battery with greater Amp/hr rating, cranking power, and save more t han 1/2 the weight. Any comments? >> >> James Robinson >> Glasair lll N79R >> Spanish Fork UT U77 >> >> From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> >> To: aeroelectric-list(at)matronics.com >> Sent: Thursday, February 28, 2013 11:30 AM >> Subject: Re: AeroElectric-List: Ground plane diameter >> lls.bob(at)aeroelectric.com> >> >> At 11:48 AM 2/28/2013, you wrote: >> > Then would be the recommendation for a more modern design that is all c arbon fiber? The carbon is conductive, but absorbs radiation instead of ref lecting it from what I understand. Go with a foil circle or strips of the a ppropriate diameter on the outside of the carbon, but under the paint? >> >> That's a whole other can of worms. The carbon fiber >> is, as you've described, pretty lossy stuff. Yeah, it >> is conductive but much of electrical energy flowing >> through a carbon matrix is converted to heat. >> >> Trying to create idealized ground planes over the >> carbon and under the paint is exceedingly expensive >> and problematic for affecting structural integrity >> of the shell. >> >> At HBC, non-resonant ground planes were bonded to the >> inside surface of the fuselage shell. Relatively >> inexpensive and the flight test results deemed them >> adequate to the task. >> >> >> >> Bent also available via the Web nbsp; -Matt Dralle,== ========= >> >> >> >> >> >> >> >> > > ________________________________________________________________________________
Date: Mar 02, 2013
From: James Robinson <jbr79r(at)yahoo.com>
Subject: Re: lithum-ion batteries
Thanks everyone.- I will stick with the batteries I have.=0A=0A=0A-=0AJ ames Robinson=0AGlasair lll N79R=0ASpanish Fork UT U77=0A=0A=0A__________ ______________________=0A From: Jan <jan(at)claver.demon.co.uk>=0ATo: "<aeroel ectric-list(at)matronics.com>" =0ASent: Satu rday, March 2, 2013 11:06 PM=0ASubject: Re: AeroElectric-List: Re: lithum-i on batteries=0A =0A=0A-For what it is worth I work with Li-ion batteries for a living. No question they are lighter and will hold more energy and a re able to deliver it faster than other battery technologies.=0A=0AProblem is that you need to control them very well both in charge and discharge. Fa ilure can be rather interesting .... Easy in a car .. You just pull over an d deal with the "issue". -Not so easy when you at 5000ft. - :-)=0A=0AFo r the weight saving in question. Go to the gym an loose a few pounds... You live longer and do not have to worry about your battery pack. I will not b e fitting them in my RV ... And I can get them for free ...-=0A=0AAll the best=0A=0AJan=0A=0AOn Mar 3, 2013, at 3:28, rayj wrote:=0A=0A=0AJames,=0A>=0A>I attached a report that was posted to the l ist a while ago.- My personal opinion is that Li battery technology is no t ready for use in aircraft.- Check the archives for more info and opinio ns.=0A>=0A>Hope this is useful.=0A>=0A>Raymond Julian=0AKettle River, MN. " And you know that I could have me a million more friends,=0Aand all I'd hav e to lose is my point of view." - John Prine =0AOn 03/01/2013 07:17 PM, Jam es Robinson wrote:=0A>=0A>What is the concensus opinion on lithium-ion batt eries? -I can get a Lithiun-ion battery -with greater Amp/hr rating, cr anking power, and save more than 1/2 the weight. -Any comments?=0A>>- =0A>>James Robinson=0A>>Glasair lll N79R=0A>>Spanish Fork UT U77=0A>>=0A>> =0A>>=0A>>________________________________=0A>> From: "Robert L. Nuckolls, III" =0A>>To: aeroelectric-list(at)matronics.co m =0A>>Sent: Thursday, February 28, 2013 11:30 AM=0A>>Subject: Re: AeroElec tric-List: Ground plane diameter=0A>> =0A>>--> AeroElectric-List message po sted by: "Robert L.=0A Nuckolls, III" <nuckolls.bob@aeroelectric .com>=0A>>=0A>>At 11:48 AM 2/28/2013, you wrote:=0A>>> Then would be the re commendation for a more modern=0A design that is all carbon fibe r?- The carbon is conductive,=0A but absorbs radiation instead of reflecting it from what I=0A understand.- Go with a foil c ircle or strips of the=0A appropriate diameter on the outside of the carbon, but under=0A the paint?=0A>>=0A>>- That's a whole other can of worms. The carbon fiber=0A>>- is, as you've described, pret ty lossy stuff. Yeah, it=0A>>- is conductive but much of electrical energ y flowing=0A>>- through a carbon matrix is converted to heat.=0A>>=0A>> - Trying to create idealized ground planes over the=0A>>- carbon and un der the paint is exceedingly expensive=0A>>- and problematic for affectin g structural integrity=0A>>- of the shell.=0A>>=0A>>- At HBC, non-reson ant ground planes were bonded to the=0A>>- inside surface of the fuselage shell. Relatively=0A>>- inexpensive and the flight test results deemed t hem=0A>>- adequate to the task.=0A>>=0A>>=0A>>=0A>>- Bent also availabl e via the Web=0A nbsp; - - - - - - - - -Matt Dra lle,=============0A>>=0A>>=0A>>=0A>>=0A>>=0A>>=0A> =========================0A =========================0A ======= ________________________________________________________________________________
Subject: Re: lithum-ion batteries
From: Robert Reed <RobertR237(at)att.net>
Date: Mar 03, 2013
Best advice I have seen in a long time! Thanks! Bob Reed Sent from my iPhone On Mar 3, 2013, at 12:06 AM, Jan wrote: > For what it is worth I work with Li-ion batteries for a living. No questi on they are lighter and will hold more energy and are able to deliver it fas ter than other battery technologies. > > Problem is that you need to control them very well both in charge and disc harge. Failure can be rather interesting .... Easy in a car .. You just pull over and deal with the "issue". Not so easy when you at 5000ft. :-) > > For the weight saving in question. Go to the gym an loose a few pounds... Y ou live longer and do not have to worry about your battery pack. I will not b e fitting them in my RV ... And I can get them for free ... > > All the best > > Jan > > On Mar 3, 2013, at 3:28, rayj wrote: > >> James, >> >> I attached a report that was posted to the list a while ago. My personal opinion is that Li battery technology is not ready for use in aircraft. Ch eck the archives for more info and opinions. >> >> Hope this is useful. >> Raymond Julian >> Kettle River, MN. >> >> "And you know that I could have me a million more friends, >> and all I'd have to lose is my point of view." - John Prine >> On 03/01/2013 07:17 PM, James Robinson wrote: >>> What is the concensus opinion on lithium-ion batteries? I can get a Lit hiun-ion battery with greater Amp/hr rating, cranking power, and save more t han 1/2 the weight. Any comments? >>> >>> James Robinson >>> Glasair lll N79R >>> Spanish Fork UT U77 >>> >>> From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> >>> To: aeroelectric-list(at)matronics.com >>> Sent: Thursday, February 28, 2013 11:30 AM >>> Subject: Re: AeroElectric-List: Ground plane diameter >>> olls.bob(at)aeroelectric.com> >>> >>> At 11:48 AM 2/28/2013, you wrote: >>> > Then would be the recommendation for a more modern design that is all c arbon fiber? The carbon is conductive, but absorbs radiation instead of ref lecting it from what I understand. Go with a foil circle or strips of the a ppropriate diameter on the outside of the carbon, but under the paint? >>> >>> That's a whole other can of worms. The carbon fiber >>> is, as you've described, pretty lossy stuff. Yeah, it >>> is conductive but much of electrical energy flowing >>> through a carbon matrix is converted to heat. >>> >>> Trying to create idealized ground planes over the >>> carbon and under the paint is exceedingly expensive >>> and problematic for affecting structural integrity >>> of the shell. >>> >>> At HBC, non-resonant ground planes were bonded to the >>> inside surface of the fuselage shell. Relatively >>> inexpensive and the flight test results deemed them >>> adequate to the task. >>> >>> >>> >>> Bent also available via the Web nbsp; -Matt Dralle,= >> >> > > ========================== ========= ========================== ========= ========================== ========= ========================== ========= > ________________________________________________________________________________
From: "JOHN TIPTON" <jmtipton(at)btopenworld.com>
Subject: Re: Fw: [Norton AntiSpam]Re: [rvsqn] Charge indicator light
Date: Mar 03, 2013
Hi Guys This is an interesting little device at a very low price: http://www.ebay.co.uk/itm/12v-Battery-Charge-Warning-Light-voltage-indica tor-/150481634975?pt=UK_Sound_Vision_Other&hash=item230967869f Details here http://www.sparkbright.co.uk/ As the device can be programmed by the supplier for the buyers application, what would the values be - ie: over charging voltage - normal voltage - low voltage etc for an RV John __._,_.___Reply via web post Reply to sender Reply to group Start a New Topic Messages in this topic (7) Recent Activity: a.. New Members 5 a.. New Photos 2 Visit Your Group To Post a message, send it to: rvsqn(at)eGroups.com To Unsubscribe, send a blank message to: rvsqn-unsubscribe(at)eGroups.com Switch to: Text-Only, Daily Digest - Unsubscribe - Terms of Use - Send us Feedback . __,_._,___ ________________________________________________________________________________
Subject: Re: [Norton AntiSpam]Re: [rvsqn] Charge indicator light
From: "nuckollsr" <bob.nuckolls(at)aeroelectric.com>
Date: Mar 03, 2013
Interesting product. If it's well calibrated and stable, the voltages cited are typical and appropriate for a 14v system Here's a 'cleaner' link to the offering on ebay. http://tinyurl.com/bt8rz55 I'll order one and see how well it delivers on its claims. Bob . . . Read this topic online here: http://forums.matronics.com/viewtopic.php?p=395539#395539 ________________________________________________________________________________
From: Henry Hallam <henry(at)pericynthion.org>
Date: Mar 03, 2013
Subject: Re: Fw: [Norton AntiSpam]Re: [rvsqn] Charge indicator
light That looks great especially for cramped panels. On Sun, Mar 3, 2013 at 12:31 PM, JOHN TIPTON wrot e: > ** > Hi Guys > > This is an interesting little device at a very low price: > > ** <http://www.ebay.co.uk/itm/12v-Battery-C>* > http://www.ebay.co.uk/itm/12v-Battery-C** > harge-Warning-Light-voltage-indicator-/150481634975?pt=UK_Sound_Vision_ Other&hash=item230967869f > * > > > Details here > > http://www.sparkbright.co.uk/ > > As the device can be programmed by the supplier for the buyers > application, what would the values be - ie: over charging voltage - norma l > voltage - low voltage etc for an RV > > John > > __._,_.___ > Reply via web post<http://groups.yahoo.com/group/rvsqn/post;_ylc=X3oD MTJxbWtvZnRkBF9TAzk3MzU5NzE0BGdycElkAzE1NjAzNjcEZ3Jwc3BJZAMxNzA1MDY1NjE4BG1 zZ0lkAzQwNjgxBHNlYwNmdHIEc2xrA3JwbHkEc3RpbWUDMTM2MjMzNTY4Mw--?act=reply&m essageNum=40681> Reply > to sender > Reply > to group > Start > a New Topic<http://groups.yahoo.com/group/rvsqn/post;_ylc=X3oDMTJlOGtsc nRsBF9TAzk3MzU5NzE0BGdycElkAzE1NjAzNjcEZ3Jwc3BJZAMxNzA1MDY1NjE4BHNlYwNmdHIE c2xrA250cGMEc3RpbWUDMTM2MjMzNTY4Mw--> Messages > in this topic<http://groups.yahoo.com/group/rvsqn/message/40673;_ylc=X3 oDMTM2ZXBxcGhtBF9TAzk3MzU5NzE0BGdycElkAzE1NjAzNjcEZ3Jwc3BJZAMxNzA1MDY1NjE4B G1zZ0lkAzQwNjgxBHNlYwNmdHIEc2xrA3Z0cGMEc3RpbWUDMTM2MjMzNTY4MwR0cGNJZAM0MDY3 Mw-->(7) > Recent Activity: > > - New Members<http://groups.yahoo.com/group/rvsqn/members;_ylc=X3oDM TJmMHNsZHU3BF9TAzk3MzU5NzE0BGdycElkAzE1NjAzNjcEZ3Jwc3BJZAMxNzA1MDY1NjE4BHNl YwN2dGwEc2xrA3ZtYnJzBHN0aW1lAzEzNjIzMzU2ODM-?o=6> > 5 > - New Photos<http://groups.yahoo.com/group/rvsqn/spnew;_ylc=X3oDMTJm djVkYWY2BF9TAzk3MzU5NzE0BGdycElkAzE1NjAzNjcEZ3Jwc3BJZAMxNzA1MDY1NjE4BHNlYwN 2dGwEc2xrA3ZwaG90BHN0aW1lAzEzNjIzMzU2ODM-> > 2 > > Visit Your Group<http://groups.yahoo.com/group/rvsqn;_ylc=X3oDMTJlY2Nqc 2loBF9TAzk3MzU5NzE0BGdycElkAzE1NjAzNjcEZ3Jwc3BJZAMxNzA1MDY1NjE4BHNlYwN2dGwE c2xrA3ZnaHAEc3RpbWUDMTM2MjMzNTY4Mw--> > To Post a message, send it to: rvsqn(at)eGroups.com > > To Unsubscribe, send a blank message to: rvsqn-unsubscribe(at)eGroups.com > [image: Yahoo! Groups]<http://groups.yahoo.com/;_ylc=X3oDMTJkYXQ5M2o0BF 9TAzk3NDc2NTkwBGdycElkAzE1NjAzNjcEZ3Jwc3BJZAMxNzA1MDY1NjE4BHNlYwNmdHIEc2xrA 2dmcARzdGltZQMxMzYyMzM1Njg0> > Switch to: Text-Only, > Daily Digest - > Unsubscribe - Terms > of Use <http://docs.yahoo.com/info/terms/> - Send us Feedback > > . > > __,_._,___ > > * > =========== =========== =========== =========== > * > > ________________________________________________________________________________
From: "JOHN TIPTON" <jmtipton(at)btopenworld.com>
Subject: Re: [Norton AntiSpam]Re: [rvsqn] Charge indicator light
Date: Mar 03, 2013
Nice one Bob: I look forward to seeing the results John (RV-9a - England) ----- Original Message ----- From: "nuckollsr" <bob.nuckolls(at)aeroelectric.com> Sent: Sunday, March 03, 2013 9:07 PM Subject: AeroElectric-List: [Norton AntiSpam]Re: [rvsqn] Charge indicator light > > > Interesting product. If it's well calibrated and stable, the voltages > cited are typical and appropriate for a 14v system Here's a 'cleaner' link > to the offering on ebay. > > http://tinyurl.com/bt8rz55 > > I'll order one and see how well it delivers on its claims. > > Bob . . . > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=395539#395539 > > > ________________________________________________________________________________
Date: Mar 04, 2013
Subject: Infinity stick grip placard
From: Christopher Cee Stone <rv8iator(at)gmail.com>
RVer's et al... I am doing placards for my -8 cockpit and noticed on Matt Dralle's post of his -8 interior he had a graphic of the Infinity stick grip with switch IDs. Does anyone have this as a .dwg or even a PDF? Looking not to have to re-invent the wheel... Chris Stone RV-8 Newberg, OR ________________________________________________________________________________
Date: Mar 04, 2013
From: Matt Dralle <dralle(at)matronics.com>
Subject: Re: Infinity stick graphics
At 11:11 AM 3/4/2013 Monday, you wrote: >RVer's et al... > >I am doing placards for my -8 cockpit and noticed on Matt Dralle's post of his -8 interior he had a graphic of the Infinity stick grip with switch IDs. Does anyone have this as a .dwg or even a PDF? > >Looking not to have to re-invent the wheel... > >Chris Stone >RV-8 Newberg, OR I drew that placecard myself in Corel Designer and had it printed at a local graphics shop. Originally I had it silk screened. Let me see what I've got. I can probably save it in a variety of different formats. Here's the original entry from my Log: http://www.mattsrv8.com/users/display_log.php?user=MattsRV8&project=638&category=2971&log008&row=38 - Matt Dralle RV-8 #82880 N998RV "Ruby Vixen" http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel Status: 172+ Hours TTSN - Rebuilding Fuselage After Landing Mishap... RV-6 #20916 N360EM "The Flyer" http://www.mattsrv6.com - Matt's RV-6 Revitalization Log Status: 140+ Hours Since Purchase - Upgrades Complete; Now In Full Flyer Mode ________________________________________________________________________________
Date: Mar 04, 2013
From: Matt Dralle <dralle(at)matronics.com>
Subject: Re: Infinity stick graphics (CAD Templates)
At 02:49 PM 3/4/2013 Monday, you wrote: >--> RV-List message posted by: Matt Dralle > >At 11:11 AM 3/4/2013 Monday, you wrote: >>RVer's et al... >> >>I am doing placards for my -8 cockpit and noticed on Matt Dralle's post of his -8 interior he had a graphic of the Infinity stick grip with switch IDs. Does anyone have this as a .dwg or even a PDF? >> >>Looking not to have to re-invent the wheel... >> >>Chris Stone >>RV-8 Newberg, OR > > >I drew that placecard myself in Corel Designer and had it printed at a local graphics shop. Originally I had it silk screened. > >Let me see what I've got. I can probably save it in a variety of different formats. > >Here's the original entry from my Log: > >http://www.mattsrv8.com/users/display_log.php?user=MattsRV8&project=638&category=2971&log008&row=38 Here is a zip file that contains a variety of templates for the silkscreen and layout I used. http://www.matronics.com/MattsRV8/Silkscreen-InfinityStickGrip.zip - Matt Dralle RV-8 #82880 N998RV "Ruby Vixen" http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel Status: 172+ Hours TTSN - Rebuilding Fuselage After Landing Mishap... RV-6 #20916 N360EM "The Flyer" http://www.mattsrv6.com - Matt's RV-6 Revitalization Log Status: 140+ Hours Since Purchase - Upgrades Complete; Now In Full Flyer Mode ________________________________________________________________________________
Date: Mar 04, 2013
From: Matt Dralle <dralle(at)matronics.com>
Subject: Re: Infinity stick graphics
At 03:29 PM 3/4/2013 Monday, you wrote: > > >>I drew that placecard myself in Corel Designer and had it printed at a local graphics shop. Originally I had it silk screened. >> >>Let me see what I've got. I can probably save it in a variety of different formats. >> >>Here's the original entry from my Log: >> >>http://www.mattsrv8.com/users/display_log.php?user=MattsRV8&project=638&category=2971&log008&row=38 > > > Matt, > > I get this when I try to open: Unable to find a work log with the specified id or no id was specified. > > Roger Sorry, fat-fingered the URL. Here is the correct one: http://www.mattsrv8.com/users/display_log.php?user=MattsRV8&project=638&category=2971&log=166114&row=38 Matt - Matt Dralle RV-8 #82880 N998RV "Ruby Vixen" http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel Status: 172+ Hours TTSN - Rebuilding Fuselage After Landing Mishap... RV-6 #20916 N360EM "The Flyer" http://www.mattsrv6.com - Matt's RV-6 Revitalization Log Status: 140+ Hours Since Purchase - Upgrades Complete; Now In Full Flyer Mode ________________________________________________________________________________
Date: Mar 05, 2013
Subject: Re: Infinity stick graphics
From: Christopher Cee Stone <rv8iator(at)gmail.com>
Matt... Thanks! I love this list... question asked... problem solved! chris stone RV-8 On Mon, Mar 4, 2013 at 3:32 PM, Matt Dralle wrote: > > > > At 03:29 PM 3/4/2013 Monday, you wrote: > mrspudandcompany(at)verizon.net> > > > > > >>I drew that placecard myself in Corel Designer and had it printed at a > local graphics shop. Originally I had it silk screened. > >> > >>Let me see what I've got. I can probably save it in a variety of > different formats. > >> > >>Here's the original entry from my Log: > >> > >> > http://www.mattsrv8.com/users/display_log.php?user=MattsRV8&project=638&category=2971&log008&row=38 > > > > > > Matt, > > > > I get this when I try to open: Unable to find a work log with the > specified id or no id was specified. > > > > Roger > > > Sorry, fat-fingered the URL. Here is the correct one: > > > http://www.mattsrv8.com/users/display_log.php?user=MattsRV8&project=638&category=2971&log=166114&row=38 > > Matt > > > - > Matt Dralle > > RV-8 #82880 N998RV "Ruby Vixen" > http://www.mattsrv8.com - Matt's Complete RV-8 Construction Log > http://www.mattsrv8.com/Mishap - Landing Mishap Rebuild Log > http://www.youtube.com/MattsRV8 - Matt's RV-8 HDTV YouTube Channel > Status: 172+ Hours TTSN - Rebuilding Fuselage After Landing Mishap... > > RV-6 #20916 N360EM "The Flyer" > http://www.mattsrv6.com - Matt's RV-6 Revitalization Log > Status: 140+ Hours Since Purchase - Upgrades Complete; Now In Full Flyer > Mode > > ________________________________________________________________________________
Subject: Braided ground strap to battery?
From: Andy <crabandy(at)yahoo.com>
Date: Mar 05, 2013
Might be a stupid question but, I was wondering about the possibility of using a braided ground strap from b and c to go from the battery to the grounding forest of tabs on the firewall. Thanks Andy Sent from my iPhone ________________________________________________________________________________
Subject: Re: Braided ground strap to battery?
From: John Tipton <jmtipton(at)btopenworld.com>
Date: Mar 05, 2013
So long as it cannot touch any live (plus volts) contacts - OK, I would think John Sent from my iPad ----x--O--x---- On 5 Mar 2013, at 16:16, Andy wrote: > > > Might be a stupid question but, I was wondering about the possibility of using a braided ground strap from b and c to go from the battery to the grounding forest of tabs on the firewall. > Thanks > Andy > Sent from my iPhone > > > > ________________________________________________________________________________
From: "Fisher Paul A." <FisherPaulA(at)johndeere.com>
Subject: Braided ground strap to battery?
Date: Mar 05, 2013
That's what I did. Actually I did three straps: - Engine to Battery ground - Engine to forest of tabs on firewall - Battery ground to forest of tabs on firewall So far, no problems in 3.5 years. It's probably more than is really required, but I already had the extra strap and I didn't figure it would hurt. Belt and suspenders I guess... Paul A. Fisher RV-7A N18PF -----Original Message----- From: owner-aeroelectric-list-server(at)matronics.com [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Andy Sent: Tuesday, March 05, 2013 10:17 AM Subject: AeroElectric-List: Braided ground strap to battery? Might be a stupid question but, I was wondering about the possibility of using a braided ground strap from b and c to go from the battery to the grounding forest of tabs on the firewall. Thanks Andy Sent from my iPhone ________________________________________________________________________________
From: "R. curtis" <mrspudandcompany(at)verizon.net>
Subject: Re: Braided ground strap to battery?
Date: Mar 05, 2013
> That's what I did. Actually I did three straps: > - Engine to Battery ground > - Engine to forest of tabs on firewall > - Battery ground to forest of tabs on firewall With multiple ground paths to the battery, from the above configuration, isn't there a chance of introducing ground loops, causing noise problems?? Roger -- Do you have a slow PC? Try a Free scan http://www.spamfighter.com/SLOW-PCfighter?cid=sigen ________________________________________________________________________________
From: "Fisher Paul A." <FisherPaulA(at)johndeere.com>
Subject: Braided ground strap to battery?
Date: Mar 05, 2013
Good question. My thought was that the systems that would be susceptible to noise (all of the audio components) are inside the cabin - nothing forward of the firewall. So for those components there is only one path to the battery. Only the starter and the alternator would have dual paths. Obviously the starter is only used once per flight, so it's not a problem, so that just leaves the alternator. I can't explain the physics of WHY it's not a problem. I can only state that the fact that there ARE no problems! YMMV. - Paul -----Original Message----- From: owner-aeroelectric-list-server(at)matronics.com [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of R. curtis Sent: Tuesday, March 05, 2013 11:49 AM Subject: Re: AeroElectric-List: Braided ground strap to battery? --> > That's what I did. Actually I did three straps: > - Engine to Battery ground > - Engine to forest of tabs on firewall > - Battery ground to forest of tabs on firewall With multiple ground paths to the battery, from the above configuration, isn't there a chance of introducing ground loops, causing noise problems?? Roger -- Do you have a slow PC? Try a Free scan http://www.spamfighter.com/SLOW-PCfighter?cid=sigen ________________________________________________________________________________
Date: Mar 05, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Re: Braided ground strap to battery?
At 10:16 AM 3/5/2013, you wrote: > > >Might be a stupid question but, I was wondering about the >possibility of using a braided ground strap from b and c to go from >the battery to the grounding forest of tabs on the firewall. The legacy rationale for ground straps of many finely drawn wires was common in vehicles for grounding an engine to the vehicle frame or maintaining electrical continuity across moveable joints in the machine. The engine needed to move around in its mounts but often needed grounding integrity for starter motors and generators/alternators. Electrical connections that are in motion with respect to each other demand a conductor that is exceedingly resistant to flex failure (See explanation of design goals for 19+strand wire on airplanes in the 'Connection). How long a strap are we talking about? Have you considered welding cable for BOTH battery (-) and (+) connections? It's a good thing to reduce the bending moments on battery terminals due to stiff wire. Some builders have experienced battery post failures when short lengths of 2AWG 'aircraft' wire was used to jumper a battery(+) to the contactor. I would recommend that you consider 4AWG welding cable jumpers for both battery connections. Then consider what materials make the most sense for cost, weight, system performance, or wire that your hangar mate donated to the project. A braided strap from fire wall ground to crankcase is a good thing. A welding cable jumper is equally good. I'm aware of no particular advantage for using a fabricated braid-strap to make connections to the battery . . . but it wouldn't hurt anything either. Bob . . . ________________________________________________________________________________
Date: Mar 05, 2013
From: Andy Crabtree <crabandy(at)yahoo.com>
Subject: Re: Braided ground strap to battery?
Thanks for the replies!=0AI can make the 2 AWG (what I currently have in my shop) work but the service loop is kinda big. I was thinking about having the ground strap made (about 6 inches) by BandC and for the same price as t he welding cable I think the strap would fit nicer. =0A=0A=0A______________ __________________=0AFrom: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelec tric.com>=0ATo: aeroelectric-list(at)matronics.com =0ASent: Tuesday, March 5, 2013 1:18 PM=0ASubject: Re: AeroElectric-List: Braided ground strap to batt " =0A=0AAt 10:16 AM 3/5/2013, you wrote:=0A> > =0A> Might be a stupid question but, I was wondering about the possibilit y of using a braided ground strap from b and c to go from the battery to th e grounding forest of tabs on the firewall.=0A=0A=0A- The legacy rational e for ground straps of many=0A- finely drawn wires was common in vehicles for=0A- grounding an engine to the vehicle frame or maintaining=0A- el ectrical continuity across moveable joints in=0A- the machine. The- eng ine needed to move around in=0A- its mounts but often needed grounding in tegrity=0A- for starter motors and generators/alternators.=0A- Electric al connections that are in motion with=0A- respect to each other demand a conductor that=0A- is exceedingly resistant to flex failure (See=0A- e xplanation of design goals for 19+strand wire=0A- on airplanes in the 'Co nnection).=0A=0A- How long a strap are we talking about? Have=0A- you c onsidered welding cable for BOTH battery=0A- (-) and (+) connections?- It's a good thing to=0A- reduce the bending moments on battery terminals =0A- due to stiff wire. Some builders have experienced=0A- battery post failures when short lengths of 2AWG=0A- 'aircraft' wire was used to jump er a battery(+)=0A- to the contactor.=0A=0A- I would recommend that you consider 4AWG welding=0A- cable jumpers for both battery connections. Th en=0A- consider what materials make the most sense for=0A- cost, weight , system performance, or wire that your=0A- hangar mate donated to the pr oject.=0A=0A- A braided strap from fire wall ground to crankcase=0A- is a good thing. A welding cable jumper is equally=0A- good. I'm aware of n o particular advantage for=0A- using a fabricated braid-strap to make con nections=0A- to the battery . . . but it wouldn't hurt anything=0A- eit == ________________________________________________________________________________
From: Jack Haviland <jghrv6a(at)gmail.com>
Subject: RV6A Starter Contacter Problem
Date: Mar 05, 2013
Anybody had a problem with Van's Aircraft starter contactor ES 24021? It's reputed to be a Cole Hersee product designed to make and break 750 and 100 amps respectively using a 3-4 ohm coil. The original lasted about 100 hours before failing to provide12 volts to the "output terminal" when the starter switch triggered the internal connection for the high current terminals. This was confirmed by the sound of the moving "slug" and voltage measurements made at the "S" and both "high current" terminals. Hitting it with a hammer would make sometimes make it conduct properly but it eventually failed completely. Drilling out the rivets to inspect the contacts showed a mild discoloration and minimal overlap between the moving and fixed contacts but nothing else. Now the replacement is doing the same thing after about 50 hours. An external diode protects the starter switch contacts. There has never been a problem with the pinion-ring gear engagement or disengagement, so the contactor is wired to the normal stud on the starter motor solenoid and the "jumper wire" was left in place. Any suggestions as to cause &/or solutions? Are there starter contractors that rotate the moving contact to even out wear etc.? Jack H. RV-6A O-320 D1A with the standard Sky Tek ________________________________________________________________________________
Subject: Re: vhf transponder interference
From: "jappie" <jappie(at)videotron.ca>
Date: Mar 05, 2013
here is my new cable RG-142 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=395708#395708 Attachments: http://forums.matronics.com//files/p3030042_web_157.jpg http://forums.matronics.com//files/p3030041_web_483.jpg http://forums.matronics.com//files/p3030040_web_200.jpg ________________________________________________________________________________
Subject: Re: vhf transponder interference
From: "jappie" <jappie(at)videotron.ca>
Date: Mar 05, 2013
Here is my new RG-142 cable. pictures are in the wrong order JP Read this topic online here: http://forums.matronics.com/viewtopic.php?p=395709#395709 Attachments: http://forums.matronics.com//files/p3030042_web_119.jpg http://forums.matronics.com//files/p3030041_web_269.jpg http://forums.matronics.com//files/p3030040_web_147.jpg http://forums.matronics.com//files/p3030039_web_321.jpg ________________________________________________________________________________
Date: Mar 05, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Re: RV6A Starter Contacter Problem
At 07:23 PM 3/5/2013, you wrote: Anybody had a problem with Van's Aircraft starter contactor ES 24021? It's reputed to be a Cole Hersee product designed to make and break 750 and 100 amps respectively using a 3-4 ohm coil. The original lasted about 100 hours before failing . . . . Now the replacement is doing the same thing after about 50 hours. An external diode protects the starter switch contacts. There has never been a problem with the pinion-ring gear engagement or disengagement, so the contactor is wired to the normal stud on the starter motor solenoid and the "jumper wire" was left in place. Any suggestions as to cause &/or solutions? Are there starter contractors that rotate the moving contact to even out wear etc.? That's a really old legacy design. Haven't really heard of your situation before. Just for grins, it would be interesting to try this style contactor. They're about 40 years 'younger' in design than the beer-barrel contactors. MUCH higher contact pressures. [] [] This form factor is common to several off the shelf contactors you should be able pick up at a local car-parts store. Bob . . . ________________________________________________________________________________
From: Jack Haviland <jghrv6a(at)gmail.com>
Subject: Re: RV6A Starter Contacter Problem
Date: Mar 06, 2013
On Mar 5, 2013, at 10:36 PM, "Robert L. Nuckolls, III" wrote: > Just for grins, > it would be interesting to try this style contactor. > They're about 40 years 'younger' in design than the > beer-barrel contactors. MUCH higher contact pressures. Thanks Bob - I'll give it a try. Jack H. ________________________________________________________________________________
Date: Mar 06, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Re: RV6A Starter Contacter Problem
At 06:01 AM 3/6/2013, you wrote: >On Mar 5, 2013, at 10:36 PM, "Robert L. Nuckolls, III" ><nuckolls.bob(at)aeroelectric.com> wrote: > >>Just for grins, >> it would be interesting to try this style contactor. >> They're about 40 years 'younger' in design than the >> beer-barrel contactors. MUCH higher contact pressures. > >Thanks Bob - I'll give it a try. Great. Keep us apprised of your experience. Note further that SOME off the shelf parts will have a diode built in. If so, they'll probably say so on the bottom with some words like "transient protected", "diode installed", etc. If in doubt, it doesn't hurt to install your own diode outside the contactor. Two diodes is fine, no diodes is really hard on your switch. Bob . . . ________________________________________________________________________________
Date: Mar 06, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Headset/Microphone cable replacement
Receive via AEC Catalog Order Inquiry Email: colinjordan(at)xtra.co.nz Comments/Questions: Hi, I am looking for some wire to r&r some of our flying club headsets, can you suggest what I should use and do you have some for sale? We have four or five ready for repair. Thanks, Colin ---------------------------------------- It's a problem . . . there are some fine wire products specific to this task. Unfortunately, difficult to acquire in small quantities. Back in my younger days, my local electronics supplier had a room full of racks holding spools of wire specific to the electronic arts. One could select from a variety of products and purchase any length priced by the foot. Today, I have no known suppliers offering a similar service. I can buy 100' spools by mail-order . . . sight unseen. In other words, I can't 'test' the wire for feel, appearance, physical characteristics before I have to buy many times more wire than I need to do the job. I've been pondering your question and have the following suggestion. In my grab bag of cable assemblies I'm seeing a family of USB cables that seem to offer a solution to your problem. They're small in diameter, flexible, plenty of conductors and shielded. Further, USB cables are like rabbits put a few into a box for 'future use' and in a year or so, they've multiplied in number exponentially. Emacs! Try this wire on one of your target headsets as an experiment. They're 4-conductor + shield. Very flexible, reasonably robust. You can parallel extra conductors or simply ignore them. I've posted your query to the AeroElectric-List forum to invite suggestions from the membership. List Membership: Colin is not yet a List member so make sure your suggestions include his e-mail address on your sent-to line . . . Colin: I've signed you up to join the List. You will receive an e-mail invitation. You may accept the invitation by following the link in the email, or choose to ignore it. Your choice. Bob . . . ________________________________________________________________________________
Date: Mar 06, 2013
Subject: Re: Headset/Microphone cable replacement
From: James Kilford <james(at)etravel.org>
You could also use shielded network cables -- the kind with 4 pairs + overall screen. They're easy to pick up on Amazon for next to nothing, or if you know a friendly IT department they're likely to have loads of them kicking around. Possibly not the most flexible cable, but then again the leads on my Peltors aren't that flexible either. HTH. James On 6 March 2013 17:50, Robert L. Nuckolls, III < nuckolls.bob(at)aeroelectric.com> wrote: > Receive via AEC Catalog Order Inquiry > Email: colinjordan(at)xtra.co.nz > > Comments/Questions: Hi, > > I am looking for some wire to r&r some of our flying club headsets, > can you suggest what I should use and do you have some for sale? > We have four or five ready for repair. > > Thanks, > > Colin > ---------------------------------------- > > It's a problem . . . there are some fine wire > products specific to this task. Unfortunately, > difficult to acquire in small quantities. Back > in my younger days, my local electronics supplier > had a room full of racks holding spools of wire > specific to the electronic arts. One could select > from a variety of products and purchase any length > priced by the foot. > > Today, I have no known suppliers offering a similar > service. I can buy 100' spools by mail-order . . . > sight unseen. In other words, I can't 'test' the > wire for feel, appearance, physical characteristics > before I have to buy many times more wire than I > need to do the job. > > I've been pondering your question and have the following > suggestion. In my grab bag of cable assemblies I'm > seeing a family of USB cables that seem to offer a solution to > your problem. They're small in diameter, flexible, > plenty of conductors and shielded. Further, USB cables are > like rabbits put a few into a box for 'future use' and > in a year or so, they've multiplied in number exponentially. > > [image: Emacs!] > > Try this wire on one of your target headsets as an > experiment. They're 4-conductor + shield. Very flexible, > reasonably robust. You can parallel extra conductors > or simply ignore them. > > I've posted your query to the AeroElectric-List forum > to invite suggestions from the membership. > > List Membership: Colin is not yet a List member so make > sure your suggestions include his e-mail address on > your sent-to line . . . > > Colin: I've signed you up to join the List. You will > receive an e-mail invitation. You may accept the > invitation by following the link in the email, or > choose to ignore it. Your choice. > > ** > > ** Bob . . . > ________________________________________________________________________________
Date: Mar 06, 2013
Subject: Re: Headset/Microphone cable replacement
From: James Kilford <james(at)etravel.org>
Oh, and an alternative, if you only need three cores, would be headphone extension cables. You can get them in screened flavour, again for a small price. James On 6 March 2013 21:06, James Kilford wrote: > You could also use shielded network cables -- the kind with 4 pairs + > overall screen. They're easy to pick up on Amazon for next to nothing, or > if you know a friendly IT department they're likely to have loads of them > kicking around. > > Possibly not the most flexible cable, but then again the leads on my > Peltors aren't that flexible either. > > HTH. > > James > > > On 6 March 2013 17:50, Robert L. Nuckolls, III < > nuckolls.bob(at)aeroelectric.com> wrote: > >> Receive via AEC Catalog Order Inquiry >> Email: colinjordan(at)xtra.co.nz >> >> Comments/Questions: Hi, >> >> I am looking for some wire to r&r some of our flying club headsets, >> can you suggest what I should use and do you have some for sale? >> We have four or five ready for repair. >> >> Thanks, >> >> Colin >> ---------------------------------------- >> >> It's a problem . . . there are some fine wire >> products specific to this task. Unfortunately, >> difficult to acquire in small quantities. Back >> in my younger days, my local electronics supplier >> had a room full of racks holding spools of wire >> specific to the electronic arts. One could select >> from a variety of products and purchase any length >> priced by the foot. >> >> Today, I have no known suppliers offering a similar >> service. I can buy 100' spools by mail-order . . . >> sight unseen. In other words, I can't 'test' the >> wire for feel, appearance, physical characteristics >> before I have to buy many times more wire than I >> need to do the job. >> >> I've been pondering your question and have the following >> suggestion. In my grab bag of cable assemblies I'm >> seeing a family of USB cables that seem to offer a solution to >> your problem. They're small in diameter, flexible, >> plenty of conductors and shielded. Further, USB cables are >> like rabbits put a few into a box for 'future use' and >> in a year or so, they've multiplied in number exponentially. >> >> [image: Emacs!] >> >> Try this wire on one of your target headsets as an >> experiment. They're 4-conductor + shield. Very flexible, >> reasonably robust. You can parallel extra conductors >> or simply ignore them. >> >> I've posted your query to the AeroElectric-List forum >> to invite suggestions from the membership. >> >> List Membership: Colin is not yet a List member so make >> sure your suggestions include his e-mail address on >> your sent-to line . . . >> >> Colin: I've signed you up to join the List. You will >> receive an e-mail invitation. You may accept the >> invitation by following the link in the email, or >> choose to ignore it. Your choice. >> >> ** >> >> ** Bob . . . >> > > ________________________________________________________________________________
Date: Mar 06, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Re: Headset/Microphone cable replacement
At 03:06 PM 3/6/2013, you wrote: >You could also use shielded network cables -- >the kind with 4 pairs + overall screen. >They're easy to pick up on Amazon for next to >nothing, or if you know a friendly IT department >they're likely to have loads of them kicking around. > >Possibly not the most flexible cable, but then >again the leads on my Peltors aren't that flexible either. These tend to be less flexible and most use solid conductors. Good wire for situations that do not have to be coiled/uncoiled and moved around. Bob . . . ________________________________________________________________________________
Date: Mar 06, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Re: Headset/Microphone cable replacement
At 03:08 PM 3/6/2013, you wrote: >Oh, and an alternative, if you only need three >cores, would be headphone extension cables. >You can get them in screened flavour, again for a small price. > >James True. I think his headset cables would call for 5 conductors. Two floating for phones. One for PTT, one for MIC HI and the shield conductor for MIC LO/PTT LO. Your point is well taken. Certainly other manufactured audio/video/signal cables should be considered as sources for short lengths of specialty wire. The bill of materials cost for mass manufactured assemblies is usually a small fraction of the cost for one-of-a-kind DIY assemblies. If you can get the cables out of the orphaned hardware box of a thrift shop, they can approach 'free'. My dad used to run a lumber yard and sold some kinds of wire, chain and liquids from 'bulk' that was harvested from manufactured products For example, a 100' 10-3 extension cord with ends already installed was less expensive than a 100' spool of the same wire. The guy selling cords bought wire at carload lot prices. The guy selling you wire on a spool charged 100' lot prices. Same thing with chains and paint-thinner/charcoal lighter. Dad bought cords, cut the ends off and spooled it up for cut-length sales. Bob . . . ________________________________________________________________________________
From: "Sacha" <uuccio(at)gmail.com>
Subject: Headset/Microphone cable replacement
Date: Mar 06, 2013
If you go that route, make sure the cable conductors are stranded not solid. From: owner-aeroelectric-list-server(at)matronics.com [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of James Kilford Sent: Wednesday, 06 March, 2013 21:06 Subject: Re: AeroElectric-List: Headset/Microphone cable replacement You could also use shielded network cables -- the kind with 4 pairs + overall screen. They're easy to pick up on Amazon for next to nothing, or if you know a friendly IT department they're likely to have loads of them kicking around. Possibly not the most flexible cable, but then again the leads on my Peltors aren't that flexible either. HTH. James On 6 March 2013 17:50, Robert L. Nuckolls, III wrote: Receive via AEC Catalog Order Inquiry Email: colinjordan(at)xtra.co.nz Comments/Questions: Hi, I am looking for some wire to r&r some of our flying club headsets, can you suggest what I should use and do you have some for sale? We have four or five ready for repair. Thanks, Colin ---------------------------------------- It's a problem . . . there are some fine wire products specific to this task. Unfortunately, difficult to acquire in small quantities. Back in my younger days, my local electronics supplier had a room full of racks holding spools of wire specific to the electronic arts. One could select from a variety of products and purchase any length priced by the foot. Today, I have no known suppliers offering a similar service. I can buy 100' spools by mail-order . . . sight unseen. In other words, I can't 'test' the wire for feel, appearance, physical characteristics before I have to buy many times more wire than I need to do the job. I've been pondering your question and have the following suggestion. In my grab bag of cable assemblies I'm seeing a family of USB cables that seem to offer a solution to your problem. They're small in diameter, flexible, plenty of conductors and shielded. Further, USB cables are like rabbits put a few into a box for 'future use' and in a year or so, they've multiplied in number exponentially. Emacs! Try this wire on one of your target headsets as an experiment. They're 4-conductor + shield. Very flexible, reasonably robust. You can parallel extra conductors or simply ignore them. I've posted your query to the AeroElectric-List forum to invite suggestions from the membership. List Membership: Colin is not yet a List member so make sure your suggestions include his e-mail address on your sent-to line . . . Colin: I've signed you up to join the List. You will receive an e-mail invitation. You may accept the invitation by following the link in the email, or choose to ignore it. Your choice. Bob . . . ________________________________________________________________________________
Date: Mar 07, 2013
Subject: Re: Headset/Microphone cable replacement
From: James Kilford <james(at)etravel.org>
Sorry, this is me not being clear -- the cables I'm thinking of are the patch leads that you use in comms cabinets etc. The ones I have are made of stranded cable. Each wire has 7 strands. Would that be flexible enough? James On 6 March 2013 21:57, Robert L. Nuckolls, III < nuckolls.bob(at)aeroelectric.com> wrote: > nuckolls.bob(at)aeroelectric.com**> > > At 03:06 PM 3/6/2013, you wrote: > >> You could also use shielded network cables -- the kind with 4 pairs + >> overall screen. =C3=82 They're easy to pick up on Amazon for next to not hing, or >> if you know a friendly IT department they're likely to have loads of the m >> kicking around. >> >> Possibly not the most flexible cable, but then again the leads on my >> Peltors aren't that flexible either.=C3=82 >> > > These tend to be less flexible and most > use solid conductors. Good wire for situations > that do not have to be coiled/uncoiled and > moved around. > > > Bob . . . > > =====**=================== ===========**= /www.matronics.com/Navigator?AeroElectric-List> =====**=================== ===========**= =====**=================== ===========**= com/contribution> =====**=================== ===========**= > > ________________________________________________________________________________
Date: Mar 06, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Re: Headset/Microphone cable replacement
At 06:09 PM 3/6/2013, you wrote: >Sorry, this is me not being clear -- the cables >I'm thinking of are the patch leads that you use >in comms cabinets etc. The ones I have are >made of stranded cable. Each wire has 7 >strands. Would that be flexible enough? Interesting. I did not know that. Thanks for the heads-up! Bob . . . ________________________________________________________________________________
From: "B Tomm" <fvalarm(at)rapidnet.net>
Subject: ATC slo blo?
Date: Mar 06, 2013
Is there such a thing as a slow blow fuse in an ATC format (for a fuse block)? Bevan ________________________________________________________________________________
From: "John Ciolino" <JohnCiolino(at)carolina.rr.com>
Subject: ELT antenna inside tube and fabric fuselage
Date: Mar 07, 2013
I am building a Legend Cub and intend to cover using the Poly-fiber process. That process uses a coat of aluminum pigmented dope (Poly-Spray) as UV protection. I want to install the Comm and ELT antennas inside the fuselage, and ACK (ELT) says that can be done as long as the fabric is "of a non-conductive nature". I asked ACK if the Poly-Spray would be non-conductive. They thought it would be OK but referred me to Poly-fiber. Poly-fiber says the ELT antenna would be OK inside the fuselage but mount the Comm antenna outside. Several posters on the J-3cub.com site have reported good results using a dipole antenna inside the fuselage so the Poly-fiber advice does not seem right. Has anyone had experience with antennas inside a Poly-fiber fuselage? Thanks John Ciolino ________________________________________________________________________________
Subject: Re: ELT antenna inside tube and fabric fuselage
From: Jared Yates <email(at)jaredyates.com>
Date: Mar 07, 2013
The polyspray might not be a concern, but what about the tubes? Are they st eel? On Mar 7, 2013, at 6:12, "John Ciolino" wrote: > I am building a Legend Cub and intend to cover using the Poly-fiber proces s. That process uses a coat of aluminum pigmented dope (Poly-Spray) as UV p rotection. > > I want to install the Comm and ELT antennas inside the fuselage, and ACK ( ELT) says that can be done as long as the fabric is =9Cof a non-conduc tive nature=9D. I asked ACK if the Poly-Spray would be non-conductive . They thought it would be OK but referred me to Poly-fiber. > > Poly-fiber says the ELT antenna would be OK inside the fuselage but mount t he Comm antenna outside. Several posters on the J-3cub.com site have reporte d good results using a dipole antenna inside the fuselage so the Poly-fiber a dvice does not seem right. > > Has anyone had experience with antennas inside a Poly-fiber fuselage? > > Thanks > John Ciolino > > ========================== ========= ========================== ========= ========================== ========= ========================== ========= > ________________________________________________________________________________
From: "John Ciolino" <JohnCiolino(at)carolina.rr.com>
Subject: ELT antenna inside tube and fabric fuselage
Date: Mar 07, 2013
They are, but according to posters on the J-sCub.com site Comm radio reception and transmit is very good with a dipole antenna from Advance Aircraft Electronics mounted inside. No one has addressed the ELT antenna but as I mentioned the ACK folks say installation inside of a (steel) tube and fabric fuselage will meet their criteria if the fabric is non-conductive. I am just not sure if the Poly-Spray coating makes the fabric conductive; apparently the steel tubes are not a factor. The ELT antenna probably has a better chance of survival inside the fuselage in the event of a crash. John Ciolino From: owner-aeroelectric-list-server(at)matronics.com [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Jared Yates Sent: Thursday, March 07, 2013 7:54 AM Subject: Re: AeroElectric-List: ELT antenna inside tube and fabric fuselage The polyspray might not be a concern, but what about the tubes? Are they steel? On Mar 7, 2013, at 6:12, "John Ciolino" wrote: I am building a Legend Cub and intend to cover using the Poly-fiber process. That process uses a coat of aluminum pigmented dope (Poly-Spray) as UV protection. I want to install the Comm and ELT antennas inside the fuselage, and ACK (ELT) says that can be done as long as the fabric is =9Cof a non-conductive nature=9D. I asked ACK if the Poly-Spray would be non-conductive. They thought it would be OK but referred me to Poly-fiber. Poly-fiber says the ELT antenna would be OK inside the fuselage but mount the Comm antenna outside. Several posters on the J-3cub.com site have reported good results using a dipole antenna inside the fuselage so the Poly-fiber advice does not seem right. Has anyone had experience with antennas inside a Poly-fiber fuselage? Thanks John Ciolino ========= st">http://www.matronics.com/Navigator?AeroElectric-List ========= cs.com ========= matronics.com/contribution ========= ________________________________________________________________________________
Subject: Re: ATC slo blo?
From: "racerjerry" <gki(at)suffolk.lib.ny.us>
Date: Mar 07, 2013
NO. Slow Blow not available in ATC format. ATC, by specification, is a fast acting low voltage automotive blade type fuse. -------- Jerry King Read this topic online here: http://forums.matronics.com/viewtopic.php?p=395807#395807 ________________________________________________________________________________
Date: Mar 07, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: ELT antenna inside tube and fabric fuselage
At 07:34 AM 3/7/2013, you wrote: >They are, but according to posters on the >J-sCub.com site Comm radio reception and >transmit is very good with a dipole antenna from >Advance Aircraft Electronics mounted >inside.=C2 No one has addressed the ELT antenna >but as I mentioned the ACK folks say >installation inside of a (steel) tube and fabric >fuselage will meet their criteria if the fabric is non-conductive. Interesting. I'm surprised that they would climb out on that 'limb' unless their tests for achieving TSO status included that configuration . . . which I doubt. Discussions like this are fraught with the effects of variables that are unknown and therefore cannot be part of the deliberations. I do know that the uhf signal is less likely to be severely trashed by a surrounding, open mesh 'cage'. It would be interesting to conduct some A-B experiments comparing an internal antenna with an external antenna with the assistance of some hams having 70 cm radios and some rudimentary tools for comparing signal strengths. But suppose you deduced that for most situations, the internal antenna was about 10 db down from the external one. Now what? By what criteria is acceptability to be judged? Without knowing the system's margins for performance under various signal levels, having such numbers doesn't go much beyond 'interesting'. Be wary of advice that does not come from someone who has access to applicable data and knows how to interpret it. This applies especially to individuals in the employ of regulatory agencies who can exert power over your activities. The reports from fellow pilots about the performance of internally mounted VHF antennas is interesting. It's great if the installation meets their communications needs. But their observations are not quantified data. The up side is that the physics is on your side. The UHF feature on the modern ELT will be BETTER disposed to adequate performance than the VHF comm antenna. The off-hand advice from folks without numbers may NOT be on your side. Bob . . . ________________________________________________________________________________
Date: Mar 07, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Re: ATC slo blo?
At 10:35 PM 3/6/2013, you wrote: > > >Is there such a thing as a slow blow fuse in an ATC format (for a fuse >block)? No. What is the situation for which you perceive a need for such a fuse? Bob . . . ________________________________________________________________________________
Date: Mar 07, 2013
From: Bill Putney <billp(at)wwpc.com>
Subject: Re: ELT antenna inside tube and fabric fuselage
I'd mount all the antenna's outside. If there's enough aluminum in the dope to protect the fabric from UV, it's going to be pretty reflective of the RF from the radios. To much reflected power back into the antenna can damage transmitters. Having your ELT inside, at the very least, is going to reduce the range and make you harder to find. Just my opinion from being an A&P/IA who's installed a lot of radios and an Extra Class Ham as well as Chief Engineer at a few FM broadcast stations. Bill On 3/7/13 3:12 AM, John Ciolino wrote: > > I am building a Legend Cub and intend to cover using the Poly-fiber > process. That process uses a coat of aluminum pigmented dope > (Poly-Spray) as UV protection. > > I want to install the Comm and ELT antennas inside the fuselage, and > ACK (ELT) says that can be done as long as the fabric is "of a > non-conductive nature". I asked ACK if the Poly-Spray would be > non-conductive. They thought it would be OK but referred me to Poly-fiber. > > Poly-fiber says the ELT antenna would be OK inside the fuselage but > mount the Comm antenna outside. Several posters on the J-3cub.com site > have reported good results using a dipole antenna inside the fuselage > so the Poly-fiber advice does not seem right. > > Has anyone had experience with antennas inside a Poly-fiber fuselage? > > Thanks > > John Ciolino > > * > > > * ________________________________________________________________________________
Date: Mar 07, 2013
From: Ken <klehman(at)albedo.net>
Subject: Re: ELT antenna inside tube and fabric fuselage
An external antenna might reduce occupant exposure to additional RF transmission energy if that is a concern to someone. Might also reduce the rare RF caused instrumentation glitches that have been reported here. Just a wild guess. Ken On 07/03/2013 8:56 AM, Robert L. Nuckolls, III wrote: > At 07:34 AM 3/7/2013, you wrote: >> They are, but according to posters on the J-sCub.com site Comm radio >> reception and transmit is very good with a dipole antenna from Advance >> Aircraft Electronics mounted inside. No one has addressed the ELT >> antenna but as I mentioned the ACK folks say installation inside of a >> (steel) tube and fabric fuselage will meet their criteria if the >> fabric is non-conductive. ** > > Interesting. I'm surprised that they would > climb out on that 'limb' unless their tests > for achieving TSO status included that > configuration . . . which I doubt. > > Discussions like this are fraught with > the effects of variables that are unknown > and therefore cannot be part of the > deliberations. I do know that the uhf > signal is less likely to be severely > trashed by a surrounding, open mesh > 'cage'. It would be interesting to > conduct some A-B experiments comparing > an internal antenna with an external > antenna with the assistance of some hams > having 70 cm radios and some rudimentary > tools for comparing signal strengths. > > But suppose you deduced that for most > situations, the internal antenna was about > 10 db down from the external one. Now what? > By what criteria is acceptability to be > judged? Without knowing the system's margins > for performance under various signal levels, > having such numbers doesn't go much beyond > 'interesting'. > > Be wary of advice that does not come from > someone who has access to applicable data > and knows how to interpret it. This applies > especially to individuals in the employ of > regulatory agencies who can exert power over > your activities. > > The reports from fellow pilots about the > performance of internally mounted VHF antennas > is interesting. It's great if the installation > meets their communications needs. But their > observations are not quantified data. The > up side is that the physics is on your side. > The UHF feature on the modern ELT will be BETTER > disposed to adequate performance than the > VHF comm antenna. > > The off-hand advice from folks without > numbers may NOT be on your side. > > Bob . . . ________________________________________________________________________________
Date: Mar 07, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Re: ELT antenna inside tube and fabric fuselage
At 09:20 AM 3/7/2013, you wrote: >I'd mount all the antenna's outside. If there's enough aluminum in >the dope to protect the fabric from UV, it's going to be pretty >reflective of the RF from the radios. To much reflected power back >into the antenna can damage transmitters. Having your ELT inside, at >the very least, is going to reduce the range and make you harder to find. The effects of suspended metal in aircraft fabric finishes has been a point of debate for years. It would be interesting to do some experiments to explore real effects. If anyone has the materials on hand to "finish" an experimental enclosure (about the size of a shoe box) as if it were a rag cover, I'd be willing to use said enclosure to make some shade tree measurements on radiation effects. Further, having such a test article on hand would offer an opportunity to do some lab measurements at some time in the future wherein I have access to the facilities. If somebody can help produce the test enclosure, drop me a note and let's discuss materials and techniques. Thanks! Bob . . . ________________________________________________________________________________
From: "B Tomm" <fvalarm(at)rapidnet.net>
Subject: ATC slo blo?
Date: Mar 07, 2013
Hi Bob, My P-mag manual says to use a breaker or slow blow fuse. I have already wired the P-mags to a fuse block (ATC) and my field of breakers is already full. So plan B will be to replace the switches that control the power to the P-mags with switch-breakers (5 amp) and replace the fuses with a max high value to protect the wire to the switch-breakers. The fuse size to protect 18 AWG wire (about 5 foot long), 10 or 15 amp? (fast acting ATC). Bevan RV7A -----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, March 07, 2013 5:57 AM Subject: Re: AeroElectric-List: ATC slo blo? --> At 10:35 PM 3/6/2013, you wrote: >--> > > >Is there such a thing as a slow blow fuse in an ATC format (for a fuse >block)? No. What is the situation for which you perceive a need for such a fuse? Bob . . . ________________________________________________________________________________
Subject: Re: ELT antenna inside tube and fabric fuselage
From: Jared Yates <email(at)jaredyates.com>
Date: Mar 07, 2013
I have polyfiber leftovers to cover a box like that, and could use the opportunity as a covering demo/training for someone else. On Mar 7, 2013, at 11:20, "Robert L. Nuckolls, III" wrote: > > At 09:20 AM 3/7/2013, you wrote: >> I'd mount all the antenna's outside. If there's enough aluminum in the dope to protect the fabric from UV, it's going to be pretty reflective of the RF from the radios. To much reflected power back into the antenna can damage transmitters. Having your ELT inside, at the very least, is going to reduce the range and make you harder to find. > > The effects of suspended metal in aircraft > fabric finishes has been a point of debate > for years. It would be interesting to do some > experiments to explore real effects. > > If anyone has the materials on hand to "finish" > an experimental enclosure (about the size of a > shoe box) as if it were a rag cover, I'd be > willing to use said enclosure to make some > shade tree measurements on radiation effects. > > Further, having such a test article on hand > would offer an opportunity to do some lab > measurements at some time in the future wherein > I have access to the facilities. > > If somebody can help produce the test enclosure, > drop me a note and let's discuss materials > and techniques. Thanks! > > > > Bob . . . > > > > ________________________________________________________________________________
From: "B Tomm" <fvalarm(at)rapidnet.net>
Subject: ATC slo blo?
Date: Mar 07, 2013
OK, Maybe my memory has been fading. To clarify, the P-mags instructions say to use a breaker (in another area they suggest a pullable breaker) and a switch to control power to the P-mags. I may have got the fuse idea from the Z-drawings for electronic ignition. Anyway... I currently have 5-amp fuses in the always hot battery bus feeding the P-mag power control switches. These switches in turn feed the power inputs of the P-mags. So the easy fix would be to replace the switches with a switch/breakers, and replace the fuses protecting the feed to the switch with a higher value ATC such as 10-15 amp. It's a 18 AWG wire all the way from the fuse block to the P-mags. Each P-mag has it's own independent circuit, fuse, wire and switch. Bob, I would like to use the highest value fuse possible ahead of the switch breaker. It is not supposed to trip unless the wire to the switch faults hard. Could this be 15 amp? Bevan -----Original Message----- From: owner-aeroelectric-list-server(at)matronics.com [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Robert L. Nuckolls, III Sent: Thursday, March 07, 2013 5:57 AM Subject: Re: AeroElectric-List: ATC slo blo? --> At 10:35 PM 3/6/2013, you wrote: >--> > > >Is there such a thing as a slow blow fuse in an ATC format (for a fuse >block)? No. What is the situation for which you perceive a need for such a fuse? Bob . . . ________________________________________________________________________________
Date: Mar 07, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: Re: ELT antenna inside tube and fabric fuselage
At 11:36 AM 3/7/2013, you wrote: > >I have polyfiber leftovers to cover a box like that, and could use >the opportunity as a covering demo/training for someone else. > Great. I'm mulling over the geometry of a polyfiber 'test cell' that would facilitate relative attenuation measurements on a range of antennas. Structure for the cell should be RF transparent. I'm thinking of a cylindrical tube on the order of 6" diameter and 48" long covered with exemplar polyfiber finished fabric. Emacs! The tube would have a single split-cut over half the length to a mast clearance hole in the middle. This would allow it to be slipped over dipole antennas covering our range of interest. I'm thinking of tests at 130, 330, and 1000 Mhz which can be generated and measured with equipment I have. I wonder if a cardboard tube of the smallest practice thickness could be used as a former. I considered plastic DWV pipe . . . but these materials have some degree of RF opacity. I guess we could have two such tubes, one that's covered and one that is not covered. That would wash out effects of the plastic in the sandwich layers. Your thoughts and the thoughts of others are welcome. I'm negotiating a business arrangement with a OBAM aircraft magazine to do a regular flow of articles. This experiment might provide the 'meat' for a first article . Bob . . . ________________________________________________________________________________
Date: Mar 07, 2013
From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: ATC slo blo?
At 12:19 PM 3/7/2013, you wrote: > >OK, > >Maybe my memory has been fading. To clarify, the P-mags instructions say to >use a breaker (in another area they suggest a pullable breaker) and a switch >to control power to the P-mags. I may have got the fuse idea from the >Z-drawings for electronic ignition. Anyway... > >I currently have 5-amp fuses in the always hot battery bus feeding the P-mag >power control switches. These switches in turn feed the power inputs of the >P-mags. > >So the easy fix would be to replace the switches with a switch/breakers, and >replace the fuses protecting the feed to the switch with a higher value ATC >such as 10-15 amp. It's a 18 AWG wire all the way from the fuse block to >the P-mags. Each P-mag has it's own independent circuit, fuse, wire and >switch. > >Bob, I would like to use the highest value fuse possible ahead of the switch >breaker. It is not supposed to trip unless the wire to the switch faults >hard. Could this be 15 amp? I think you're getting wrapped around the worry-axle my friend. A p-mag needs power only to get an engine started and to operate at idle/taxi rpms. After that, it runs nicely on internal power alone. During any given tank full of fuel, what's the likelihood of loosing all 4 power sources for the pair of p-mags? They're PM alternators. Further, they take very little power from the bus. Ordinary 5A fuses to the e-bus are plenty robust. Referring to the Emagair literature we see: Emacs! Current draw for this system at max RPM is only 0.25 amps! There are no inrush currents associated powering up this system. From a systems perspective, they would like to have +12 available all the time. There's no reason to 'switch the supply on and off except to test the internal power source . . . which is exceedingly reliable. If it were my airplane, I'd run the p-mags from the e-bus through 5A fuses and no switches. Also, 20AWG wire is plenty robust. Treat them just as you would a magneto for engine control and pre-flight testing of ignition systems. Periodically check internal power sources by powering the e-bus down and make sure the engine runs at RPM above 1500 with the opposite system turned OFF. This checks internal sources. Power the e-bus back up and check to see that the engine will start with a single p-mag switched ON . . . then check the other. This will spot a 'missing' dc power path. Do it at each oil change interval. I wouldn't spend a lot of time crafting a 'golden' source of DC power. Risks to the aircraft and occupants due to loss of any one feature is zero, risk for loss of all 4 in any 4-hour period is vanishingly small. Bob . . . ________________________________________________________________________________
Date: Mar 07, 2013
Subject: Re: ELT antenna inside tube and fabric fuselage
From: James Kilford <james(at)etravel.org>
Hi John, Here's a note from some time ago about some tests when I covered my plane with PolyFiber. You can find the full thread online, it was from about June 6 201. Bottom line: PolySpray didn't seem to make any difference... HTH. James * Gents, I had been wondering, for some time, what to do about the PolyFiber PolySpray coats. PolySpray is a metal-loaded paint that is used to protect PolyFiber fabric from UV damage. I'd wanted to put all the aerials inside my fuselage, but was concerned that the PolySpray would attenuate radio signals to/from COM, NAV, GPS (especially) and XPNDR. PolyFiber's own advice was to put the aerials outside the fuselage, and to definitely use the PolySpray coating, to ensure longevity of fabric (apparently the PolySpray increases the fabric's life 4-fold!). To cut a long story short, I decided to chance it -- with PolySpray and internal aerials -- and see what happened, figuring that I could move the aerials outside the fuselage if necessary. Today, I did tests to see if the aerials function as I would wish, an d they did. The PolySpray coats appear to have made no difference to the signals -- even the presumably very small GPS signal. I don't have anything in the way of scientific instruments, just the signal strength shown on the GPS and hand-held radio, but using the fuselage-mounted aerials makes no discernible difference to the signa l strength compared to the equipment's own aerials. I've yet to test the NAV / XPNDR aerials, but I assume the same will hold true for those too. FWIW! James * On 7 March 2013 11:12, John Ciolino wrote: > I am building a Legend Cub and intend to cover using the Poly-fiber > process. That process uses a coat of aluminum pigmented dope (Poly-Spray ) > as UV protection.**** > > ** ** > > I want to install the Comm and ELT antennas inside the fuselage, and ACK > (ELT) says that can be done as long as the fabric is =9Cof a non-co nductive > nature=9D. I asked ACK if the Poly-Spray would be non-conductive. They > thought it would be OK but referred me to Poly-fiber.**** > > ** ** > > Poly-fiber says the ELT antenna would be OK inside the fuselage but mount > the Comm antenna outside. Several posters on the J-3cub.com site have > reported good results using a dipole antenna inside the fuselage so the > Poly-fiber advice does not seem right. **** > > ** ** > > Has anyone had experience with antennas inside a Poly-fiber fuselage?**** > > ** ** > > Thanks**** > > John Ciolino**** > > * > =========== =========== =========== =========== > * > > ________________________________________________________________________________
Date: Mar 07, 2013
Subject: Re: ELT antenna inside tube and fabric fuselage
From: James Kilford <james(at)etravel.org>
That would be terrific! It's a question that's asked quite a lot, and consistent repeatable tests would be terrific. The guys at PolyFiber have always seemed very decent when I've met them and I wouldn't be surprised if they would be willing to help by supplying product or a suitable test frame. James On 7 March 2013 19:28, Robert L. Nuckolls, III < nuckolls.bob(at)aeroelectric.com> wrote: > At 11:36 AM 3/7/2013, you wrote: > > > > > I have polyfiber leftovers to cover a box like that, and could use the > opportunity as a covering demo/training for someone else. > > > Great. I'm mulling over the geometry of a > polyfiber 'test cell' that would facilitate > relative attenuation measurements on a range > of antennas. Structure for the cell should > be RF transparent. > > I'm thinking of a cylindrical tube on the > order of 6" diameter and 48" long covered > with exemplar polyfiber finished fabric. > > [image: Emacs!] > > > The tube would have a single split-cut over > half the length to a mast clearance hole in > the middle. This would allow it to be > slipped over dipole antennas covering our > range of interest. I'm thinking of tests at > 130, 330, and 1000 Mhz which can be generated > and measured with equipment I have. > > I wonder if a cardboard tube of the smallest practice > thickness could be used as a former. I considered > plastic DWV pipe . . . but these materials have some > degree of RF opacity. I guess we could have two > such tubes, one that's covered and one that is > not covered. That would wash out effects of the > plastic in the sandwich layers. Your thoughts > and the thoughts of others are welcome. > > I'm negotiating a business arrangement > with a OBAM aircraft magazine to do a regular > flow of articles. This experiment might provide > the 'meat' for a first article . > > > ** > > ** Bob . . . > ________________________________________________________________________________
Subject: Re: ELT antenna inside tube and fabric fuselage
From: Jared Yates <email(at)jaredyates.com>
Date: Mar 07, 2013
I don't know anything about the RF aspect, but what about two 4" pvc drain p ipes, one bare and one coated with poly spray? If the coating is the target variable, that would pretty well isolate it. Another easy to find source would be a cardboard shipping tube, either circular in cross section or tri angular. On Mar 7, 2013, at 14:28, "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectr ic.com> wrote: > At 11:36 AM 3/7/2013, you wrote: m> >> >> I have polyfiber leftovers to cover a box like that, and could use the op portunity as a covering demo/training for someone else. > > Great. I'm mulling over the geometry of a > polyfiber 'test cell' that would facilitate > relative attenuation measurements on a range > of antennas. Structure for the cell should > be RF transparent. > > I'm thinking of a cylindrical tube on the > order of 6" diameter and 48" long covered > with exemplar polyfiber finished fabric. > > > > > The tube would have a single split-cut over > half the length to a mast clearance hole in > the middle. This would allow it to be > slipped over dipole antennas covering our > range of interest. I'm thinking of tests at > 130, 330, and 1000 Mhz which can be generated > and measured with equipment I have. > > I wonder if a cardboard tube of the smallest practice > thickness could be used as a former. I considered > plastic DWV pipe . . . but these materials have some > degree of RF opacity. I guess we could have two > such tubes, one that's covered and one that is > not covered. That would wash out effects of the > plastic in the sandwich layers. Your thoughts > and the thoughts of others are welcome. > > I'm negotiating a business arrangement > with a OBAM aircraft magazine to do a regular > flow of articles. This experiment might provide > the 'meat' for a first article . > > > Bob . . . ________________________________________________________________________________
From: "The Kuffels" <kuffel(at)cyberport.net>
Subject: Re: ELT antenna inside tube and fabric fuselage
Date: Mar 07, 2013
Bill Putney says: << I'd mount all the antenna's outside. .. To much reflected power back into the antenna can damage transmitters. Having your ELT inside, at the very least, is going to reduce the range and make you harder to find. >> Bill is right, outside is best. Except for the ELT. My direct experience is having the ELT antenna outside leads to it often being removed during the crash which really reduces your range. Even with metal aircraft I recommend it be mounted inside but "visible" through the canopy/windows, etc. For example, on a friend's Zenith 701 we put the ELT in the middle of the instrument panel cover just behind the windshield. While such a location is far from ideal in a perfect propagation sense, data says if the crash is survivable then the internal antenna has enough performance for satellite pickup. Don't have data for putting the antenna inside a tube framework. But basic radio theory says if there is enough leakage for the 121.5MHz signal to be heard then there is certainly enough leakage for the 406MHz signal. Try it and see. Limit any transmitter test to less than 30 seconds sometime between zero and five minutes past the hour. Must disagree with the notion a proper antenna, even detuned by surroundings, can ever reflect enough power to damage a modern ELT transmitter. Am not aware of any ELT which can't tolerate 100% power reflection. This is what happens when an antenna is disconnected and the ELT is accidentally turned on. Tom Kuffel Since Bill noted his qualifications here are some of mine only partly tongue in cheek: CFI, search & rescue pilot (200+), Amateur Extra, former FCC First Class Phone, only Engineer not Chief Engineer at my FM station but it was over 50 years ago. ________________________________________________________________________________
Date: Mar 07, 2013
From: Ed Holyoke <bicyclop(at)pacbell.net>
Subject: Re: ELT antenna inside tube and fabric fuselage
________________________________________________________________________________
Date: Mar 07, 2013
From: Ed Holyoke <bicyclop(at)pacbell.net>
Subject: Re: ATC slo blo?
________________________________________________________________________________
Subject: Re: ATC slo blo?
From: Tim Andres <tim2542(at)sbcglobal.net>
Date: Mar 07, 2013
Ummm, check me but I'm pretty sure the power to the PMAG is protected with a pull-able breaker or other, but it does not run power thru the switch. Also, you want the power from the switched side of the master relay not the always hot bus as you indicated because the PMAG draws power even when switched off via the P lead. The switch operates just as a P lead to kill the ignition, but it does not interrupt power to the unit. A pull-able breaker is desired so you can check the internal alternator function as part of your run up. Pull the breaker, kill the other ignition and it should keep running. One other tip, be sure to pull the breaker when using a battery charger, PMAGs have had problems and its mentioned in the manual. Tim Sent from my iPad On Mar 7, 2013, at 10:19 AM, "B Tomm" wrote: > > Anyway... > > I currently have 5-amp fuses in the always hot battery bus feeding the P-mag > power control switches. These switches in turn feed the power inputs of the > P-mags. > > So the easy fix would be to replace the switches with a switch/breakers, and > replace the fuses protecting the feed to the switch with a higher value ATC > such as 10-15 amp. It's a 18 AWG wire all the way from the fuse block to > the P-mags. Each P-mag has it's own independent circuit, fuse, wire and > switch. > > > > ________________________________________________________________________________
From: "B Tomm" <fvalarm(at)rapidnet.net>
Subject: ATC slo blo?
Date: Mar 07, 2013
OK, Thanks Bob, I will leave things as they. Thanks for your time. Bevan _____ 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, March 07, 2013 12:52 PM Subject: RE: AeroElectric-List: ATC slo blo? At 12:19 PM 3/7/2013, you wrote: OK, Maybe my memory has been fading. To clarify, the P-mags instructions say to use a breaker (in another area they suggest a pullable breaker) and a switch to control power to the P-mags. I may have got the fuse idea from the Z-drawings for electronic ignition. Anyway... I currently have 5-amp fuses in the always hot battery bus feeding the P-mag power control switches. These switches in turn feed the power inputs of the P-mags. So the easy fix would be to replace the switches with a switch/breakers, and replace the fuses protecting the feed to the switch with a higher value ATC such as 10-15 amp. It's a 18 AWG wire all the way from the fuse block to the P-mags. Each P-mag has it's own independent circuit, fuse, wire and switch. Bob, I would like to use the highest value fuse possible ahead of the switch breaker. It is not supposed to trip unless the wire to the switch faults hard. Could this be 15 amp? I think you're getting wrapped around the worry-axle my friend. A p-mag needs power only to get an engine started and to operate at idle/taxi rpms. After that, it runs nicely on internal power alone. During any given tank full of fuel, what's the likelihood of loosing all 4 power sources for the pair of p-mags? They're PM alternators. Further, they take very little power from the bus. Ordinary 5A fuses to the e-bus are plenty robust. Referring to the Emagair literature we see: Emacs! Current draw for this system at max RPM is only 0.25 amps! There are no inrush currents associated powering up this system. From a systems perspective, they would like to have +12 available all the time. There's no reason to 'switch the supply on and off except to test the internal power source . . . which is exceedingly reliable. If it were my airplane, I'd run the p-mags from the e-bus through 5A fuses and no switches. Also, 20AWG wire is plenty robust. Treat them just as you would a magneto for engine control and pre-flight testing of ignition systems. Periodically check internal power sources by powering the e-bus down and make sure the engine runs at RPM above 1500 with the opposite system turned OFF. This checks internal sources. Power the e-bus back up and check to see that the engine will start with a single p-mag switched ON . . . then check the other. This will spot a 'missing' dc power path. Do it at each oil change interval. I wouldn't spend a lot of time crafting a 'golden' source of DC power. Risks to the aircraft and occupants due to loss of any one feature is zero, risk for loss of all 4 in any 4-hour period is vanishingly small. Bob . . . ________________________________________________________________________________
From: "B Tomm" <fvalarm(at)rapidnet.net>
Subject: ATC slo blo?
Date: Mar 07, 2013
Thanks Tim. I understand the drawing from Emagair, and Bob's comment makes sense to me. I have a very non-standard (comprehensive) electrical system. It includes a very small always hot bus located 6 inches from the battery. This bus supplies power (via two independent circuits) to the P-mag power switches, not to be confused with the magneto kill switches (which are part of the keyed ignition). These switches must be turned on or the engine will not start. These switches are the ones you would turn off to test the internal alternators (periodically, not on each runup). They are also turned off at the end of flight, otherwise the battery will run down. This is how I have chosen to build my system and flows well with the rest of my electrical system. I know it is not for everyone, but I have like the way I have it. My original question came up as I was told (and I believed) that the P-mags should have a breaker/switch and not fuse/switch. With the very small current flows according to Bob M, (the Emagair spec sheet does not indicate current flow), and no unusually high inrush currents, fuses should be fine as long as I also have switches to power down the mags. On the other hand, my WigWag module (by Sound Off Signal) is solid state and does require a fast acting fuse to protect the controller portion, but that's a story for another day. Bevan -----Original Message----- From: owner-aeroelectric-list-server(at)matronics.com [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Tim Andres Sent: Thursday, March 07, 2013 8:02 PM Subject: Re: AeroElectric-List: ATC slo blo? --> Ummm, check me but I'm pretty sure the power to the PMAG is protected with a pull-able breaker or other, but it does not run power thru the switch. Also, you want the power from the switched side of the master relay not the always hot bus as you indicated because the PMAG draws power even when switched off via the P lead. The switch operates just as a P lead to kill the ignition, but it does not interrupt power to the unit. A pull-able breaker is desired so you can check the internal alternator function as part of your run up. Pull the breaker, kill the other ignition and it should keep running. One other tip, be sure to pull the breaker when using a battery charger, PMAGs have had problems and its mentioned in the manual. Tim Sent from my iPad On Mar 7, 2013, at 10:19 AM, "B Tomm" wrote: > --> > > Anyway... > > I currently have 5-amp fuses in the always hot battery bus feeding the > P-mag power control switches. These switches in turn feed the power > inputs of the P-mags. > > So the easy fix would be to replace the switches with a > switch/breakers, and replace the fuses protecting the feed to the > switch with a higher value ATC such as 10-15 amp. It's a 18 AWG wire > all the way from the fuse block to the P-mags. Each P-mag has it's own > independent circuit, fuse, wire and switch. > > > > ________________________________________________________________________________
Subject: Re: ATC slo blo?
From: Tim Andres <tim2542(at)sbcglobal.net>
Date: Mar 07, 2013
Oh I see, sounds like we're on the same page then. I thought you were leaving them powered up from the way I read it. Tim Sent from my iPad On Mar 7, 2013, at 9:12 PM, "B Tomm" wrote: > > Thanks Tim. > > I understand the drawing from Emagair, and Bob's comment makes sense to me. > > I have a very non-standard (comprehensive) electrical system. It includes a > very small always hot bus located 6 inches from the battery. This bus > supplies power (via two independent circuits) to the P-mag power switches, > not to be confused with the magneto kill switches (which are part of the > keyed ignition). These switches must be turned on or the engine will not > start. These switches are the ones you would turn off to test the internal > alternators (periodically, not on each runup). They are also turned off at > the end of flight, otherwise the battery will run down. > > This is how I have chosen to build my system and flows well with the rest of > my electrical system. I know it is not for everyone, but I have like the > way I have it. > > My original question came up as I was told (and I believed) that the P-mags > should have a breaker/switch and not fuse/switch. With the very small > current flows according to Bob M, (the Emagair spec sheet does not indicate > current flow), and no unusually high inrush currents, fuses should be fine > as long as I also have switches to power down the mags. > > On the other hand, my WigWag module (by Sound Off Signal) is solid state and > does require a fast acting fuse to protect the controller portion, but > that's a story for another day. > > Bevan > > > -----Original Message----- > From: owner-aeroelectric-list-server(at)matronics.com > [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Tim > Andres > Sent: Thursday, March 07, 2013 8:02 PM > To: aeroelectric-list(at)matronics.com > Subject: Re: AeroElectric-List: ATC slo blo? > > --> > > Ummm, check me but I'm pretty sure the power to the PMAG is protected with a > pull-able breaker or other, but it does not run power thru the switch. Also, > you want the power from the switched side of the master relay not the always > hot bus as you indicated because the PMAG draws power even when switched off > via the P lead. > The switch operates just as a P lead to kill the ignition, but it does not > interrupt power to the unit. > A pull-able breaker is desired so you can check the internal alternator > function as part of your run up. Pull the breaker, kill the other ignition > and it should keep running. > One other tip, be sure to pull the breaker when using a battery charger, > PMAGs have had problems and its mentioned in the manual. > Tim > > > Sent from my iPad > > On Mar 7, 2013, at 10:19 AM, "B Tomm" wrote: > >> --> >> >> Anyway... >> >> I currently have 5-amp fuses in the always hot battery bus feeding the >> P-mag power control switches. These switches in turn feed the power >> inputs of the P-mags. >> >> So the easy fix would be to replace the switches with a >> switch/breakers, and replace the fuses protecting the feed to the >> switch with a higher value ATC such as 10-15 amp. It's a 18 AWG wire >> all the way from the fuse block to the P-mags. Each P-mag has it's own >> independent circuit, fuse, wire and switch. > > > > > > > > > ________________________________________________________________________________
Date: Mar 08, 2013
From: Werner Schneider <glastar(at)gmx.net>
Subject: Re: ELT antenna inside tube and fabric fuselage
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February 07, 2013 - March 08, 2013

AeroElectric-Archive.digest.vol-lp