Today's Message Index:
----------------------
1. 04:10 AM - Re: Cheap blind encoder. (DHPHKH@aol.com)
2. 05:07 AM - Re: Re: Avogadro's Number (Alex Peterson)
3. 05:40 AM - Re: non-Microprocessor based Fuel Gauge (Robert L. Nuckolls, III)
4. 05:50 AM - Re: Cheap blind encoder. (Robert L. Nuckolls, III)
5. 06:00 AM - Re: Interference (Robert L. Nuckolls, III)
6. 06:07 AM - Re: Radio Noise Redux (Robert L. Nuckolls, III)
7. 06:22 AM - Feedback on the active noise headset conversion (Ian Scott)
8. 06:22 AM - Re: non-Microprocessor based Fuel Gauge Linearizer (Ian Scott)
9. 06:28 AM - Audio switch matrix (irampil@notes.cc.sunysb.edu)
10. 06:32 AM - Mizer fuel flow meter (Ian Scott)
11. 06:32 AM - Re: Re: Avogadro's Number (Dennis O'Connor)
12. 07:24 AM - Re: SD-8 Alternator Questions (Phil Birkelbach)
13. 08:00 AM - Re: Feedback on the active noise headset conversion (Werner Schneider)
14. 08:03 AM - The value talking about simple-ideas . . . (Robert L. Nuckolls, III)
15. 08:37 AM - Re: non-Microprocessor based Fuel Gauge Linearizer (Eric M. Jones)
16. 08:59 AM - Re: Feedback on the active noise headset conversion (Joel Harding)
17. 10:54 AM - Re: AutoPilot Disconnect (John Loram)
18. 11:03 AM - Re: OV circuit breaker tripping (John Karnes)
19. 12:51 PM - Re: LOM OVP System (Robert L. Nuckolls, III)
20. 12:52 PM - Re: Feedback on the active noise headset conversion (cary rhodes)
21. 01:05 PM - Pitch Trim Limit Switches (Jim Pack)
22. 02:02 PM - Re: Re: Flap system failure modes (Was circuit protection issues) (Gilles.Thesee)
23. 02:20 PM - Re: Pitch Trim Limit Switches (Phil Birkelbach)
24. 02:45 PM - Re: Diode failures and "Reliable Systems" (KITFOXZ@aol.com)
25. 02:53 PM - Pitch Trim Limit Switches (Jim Pack)
26. 03:18 PM - Re: Re: Flap system failure modes (Was circuit protection issues) (Rob Housman)
27. 03:27 PM - OVM parts list (Bartrim, Todd)
28. 04:05 PM - Re: OVM parts list (Robert L. Nuckolls, III)
29. 04:09 PM - Re: Pitch Trim Limit Switches (Robert L. Nuckolls, III)
30. 04:13 PM - Re: Flap system failure modes (Robert L. Nuckolls, III)
31. 04:20 PM - Re: OV circuit breaker tripping (Robert L. Nuckolls, III)
32. 04:24 PM - Diode failures and "Reliable Systems" (Robert L. Nuckolls, III)
33. 04:25 PM - Re: Feedback on the active noise headset conversion (William Slaughter)
34. 04:38 PM - OV circuit breaker tripping (RVEIGHTA@aol.com)
35. 05:16 PM - Re: OV circuit breaker tripping (Robert L. Nuckolls, III)
36. 06:45 PM - Off-line for a few days . . . (Robert L. Nuckolls, III)
37. 08:12 PM - Re: Feedback on the active noise headset conversion (Tom...)
38. 10:24 PM - Re: OV circuit breaker tripping (John Karnes)
Message 1
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Cheap blind encoder. |
--> AeroElectric-List message posted by: DHPHKH@aol.com
Thanks Greg, Bob, and Bob.
Interesting that Dave had the same encoder interconnect question. Good
example of Bob's Theory: Put it on-list, perhaps help many people.
Bob, appreciate for the diode diagram. BTW, the GNS430 install manual
makes mention of the need for diodes with some encoders and transponders, but
doesn't mention which ones. Here's the notation: "Some transponders and
other altitude encoder receivers do not have internal isolation diodes to
prevent the unit form pulling the encoder lines to ground when the unit is
off. These units require a diode added to the installation harness for each
encoder line. The anode should be connected on the receiving unit's side
and the cathode should be connected onthe encoder side. A set of diodes is
required for each unit without internal diodes. The 400 Series unit includes
internal diodes for isolation of the encoder lines." For anybody needing the
manual, it is on the web at http:/www.garmin.com/manuals/143.pdf. No link on
the Garmin website, but it's there.
I supppose another approach might be to simply purchase a second
encoder for $175. Wire one to the transponder, the other to the 430.
Greg, the 430 does have an RS232 input, but I don't think the existing
transponder has the output. I'll check. Garmin's "typical install" has grey
code from encoder to their GTX327, the RS232 from there to the 430.
Quick follow-up on two previous posts. I asked about a pinout for a
WX900 Stormscope. Turns out to be available for the asking, in pdf format.
Email <A HREF="mailto:Vicky.Miller@goodrich.com">Vicky.Miller@goodrich.com. Richard, thanks for the offer.
The other question was about wiring radios together without an audio
panel. The main issue was lack of panel space. Found out the PS4000 was
only 2.5 x 1.75, so my buddy ordered one from Chief at $660. I'll let you
know how we like it when the airplane flies.
Dan Horton
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | RE: Avogadro's Number |
--> AeroElectric-List message posted by: "Alex Peterson" <alexpeterson@usjet.net>
> >
> >When I took P. Chem Avagadro's number was 6.0238 X 10 E 23
> >
> >
> >Best regards,
>
> A check of my 41st edition (1960) edition of the
> CRC Handbook calls it 6.0247*10E23 . . . and I
> seem to recall using 6.025*10E23 in class.
> . . . but a search on the 'net yields
> 6.022136736*10E23
Come on, guys, you have any idea how long it takes to count that many
atoms??? There is bound to be error....
Alex Peterson do not archive
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: non-Microprocessor based Fuel Gauge |
Linearizer
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 01:45 AM 5/15/2003 -0500, you wrote:
>--> AeroElectric-List message posted by: John Rourke
><jrourke@allied-computer.com>
>
>No need for a laptop... just a switch to put it in calibrate mode, and a
>serial EEPROM... and some PICs even contain those I think. Switch to
>"calibrate" mode, have it light each bar of a bar-mode display
>sequentially, then add the desired amount of fuel to be represrented by
>that display element, and push a button to "capture" that A/D value -
>let it build it's own lookup table.
>
>Hmmm, maybe I'll make one.
>
>-John R.
Good idea. I think the 12F675 will let you write to it's
own flash memory space. I don't think it needs any external
ROM to store your user generated lookup table. Driving
a bar-graph with the 12F675 is problematical if you're
interested in low parts count . . . due to limited i/o
on the chip, you'd have to add an external shift register
to drive each display. . . . Of course, there are larger
PICs with more i/o . . . they might even cost as much as
$10 a chip.
Bob . . .
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Cheap blind encoder. |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 07:09 AM 5/15/2003 -0400, you wrote:
>--> AeroElectric-List message posted by: DHPHKH@aol.com
>
>Thanks Greg, Bob, and Bob.
>
> Interesting that Dave had the same encoder interconnect
> question. Good
>example of Bob's Theory: Put it on-list, perhaps help many people.
>
> Bob, appreciate for the diode diagram. BTW, the GNS430 install manual
>makes mention of the need for diodes with some encoders and transponders, but
>doesn't mention which ones. Here's the notation: "Some transponders and
>other altitude encoder receivers do not have internal isolation diodes to
>prevent the unit form pulling the encoder lines to ground when the unit is
>off. These units require a diode added to the installation harness for each
>encoder line. The anode should be connected on the receiving unit's side
>and the cathode should be connected onthe encoder side. A set of diodes is
>required for each unit without internal diodes. The 400 Series unit includes
>internal diodes for isolation of the encoder lines." For anybody needing the
>manual, it is on the web at http:/www.garmin.com/manuals/143.pdf. No link on
>the Garmin website, but it's there.
>
> I supppose another approach might be to simply purchase a second
>encoder for $175. Wire one to the transponder, the other to the 430.
Thanks for the confirmation of my midnight analysis last
night. It's pretty easy to test your transponder or GPS
for the existence of diodes. Hook a 9v battery in series
with a 10K resistor and hook the (+) end of this test
fixture to one of the altitude data input pins and the
(-) end to signal ground. Measure the voltage at the
data input pin with a digital voltmeter (very high input
impedance). It should read battery voltage. If diodes are
not present it will read substantially lower.
Bob . . .
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Interference |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 11:40 AM 5/14/2003 -0400, you wrote:
>--> AeroElectric-List message posted by: PTACKABURY@aol.com
>
>Bob et al: First background one: I built a LongEZ some 20 years ago and
>have learned to live with some quirks with the electrical system. For
>example when I transmit the fuel low lites come on and the Navaid autopilot
>rolls into a 30 degree bank. I gave up trying to find these uninvited bugs
>and have learned to enjoy them as part of life's little surprises.
>Background two: a friend has just completed a beautiful Lancair IVP with a
>very professional wiring job. When he transmits his SFS fuel indicators go
>to zero (while using the bottom, externally mounted antenna, not when using
>the antenna mounted inside the tail). He has been trouble shooting for a few
>weeks but so far no luck. Now to the point: I am just about ready to string
>wires and add an external com antenna to my Lancair IV and would like to
>avoid repeating these interference problems (EMI??). Advice? Does and
>don'ts? Are these quirks just part of life with a plastic airplane? Are
>they the result of multiple grounds, insufficient wire shielding, bad antenna
>installation, com coax too close to other wires, or too few chicken bones
>tossed during the build process? all help is appreciated--paul
Root causes of RFI problems fall into two categories. (1) something
in the installation of the offending transmitter has flooded the
panel and cockpit with RF levels much higher than the victims
were qualified to withstand. A common fault in this category is to
have the shield come loose in the coax connector at the back of
the transmitter. The transmission line becomes an antenna radiating
directly into ship's wiring.
The other, and much more common condition arises from the manufacture's
inattention to detail in crafting his product. Potential for
RFI was poorly considered (if at all).
The concerns you cited above are not strong contenders for root
cause mitigation. As a general rule, try to put as much physical
separation between antennas and cockpit . . . but this has
obvious limitations. Beyond that, one has to be prepared to
add filtering to some products i/o wiring where the manufacturer
hasn't done his homework.
Bob . . .
Message 6
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Radio Noise Redux |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 10:19 AM 5/14/2003 -0400, you wrote:
>--> AeroElectric-List message posted by: "William Yamokoski"
><yamokosk@lmc.cc.mi.us>
>
>Hi Folks,
> I've made a bit of progress on the noises I was hearing in my
> headsets. My main problem continues to be on the transmission
> side...sometimes fine, sometimes unintelligable. The intermittent
> nature of the beast is the most frustrating part. I've never been able
> to hear what people are reporting, but i think I've been able to
> duplicate what they tell me they hear.
> The MicroAir is powered from the essential bus, which in turn gets its
> power from the main bus via a diode as per Bob's drawings. With engine
> off, main contactors on, pushing the PTT results in a normal feedback in
> the headsets. When I start adding to the current load (e.g., Naviad,
> GPS, transponder) things get a little dicey. I start hearing terrible
> noises in the headset, but only very intermittently. When I then turn
> on one of the big current loads like the pitot heat or strobes, pushing
> the PTT switch switch gives me continuous loud growling sounds....voice
> can barely be made out. At this point the Grand Rapids EIS is showing
> 11.9 v or thereabouts.
> This at least seems logical. The radio doesn't get enough electrons,
> I guess, to tranmit properly. The problem is, why might this be
> happening with the engine on in flight? Yesterday in flight someone
> reported my transmission as unreadble, with loud background noise. At
> that time the EIS read 14.5 v. Twenty minutes earlier I got a report
> that my transmission was clear, with a small amount of background static.
Try the dry-battery for in-flight power of the Microair . . . I'm not
getting any pieces of the puzzle you've laid out above to fit into
any particular picture. I'm skeptical that it's a "diode problem" . . .
This technique has been used for bus-isolation for over 30 years
with great success.
> Could there be a problem with the diode? I'm not sure if they fail
> in an all-or-nothing way or if you can see a "partial." failure. I've
> used Bob's idea of hooking two 6 volt batteries together to power the
> radio separately from the busses. That helped me in isolating some of
> the the odd noises I was getting in the headset. However, I've never
> used those batteries to power the radio in flight. It seems like it
> would be easy enough to test-out this diode theory...just by-pass the
> thing and power the essential bus with a simple wire from the main bus
> for a while. But am I barking up the wrong tree here? Another
> Glastar/Subaru owner has replaced his diode due to a failure.
Hmmm . . . I'd like to talk to him . . .
Bob . . .
Message 7
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Feedback on the active noise headset conversion |
--> AeroElectric-List message posted by: "Ian Scott" <jabiru22@yahoo.com.au>
I was wondering if anyone had upgraded their normal headsets to active
noise reduction and what the results where like? I.e. the kit that
replaces the innards for your old headset.
Prices a paid & results and so on?
Thanks
Ian
Message 8
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | non-Microprocessor based Fuel Gauge Linearizer |
--> AeroElectric-List message posted by: "Ian Scott" <jabiru22@yahoo.com.au>
What about calibrating the analogue gauge in a non linier fashion?
Low parts count, nothing to fail.
Perfectly calibrated and only costs the replacement face in a gauge. (or
a bit of paper).
Ian
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Eric
M. Jones
Subject: AeroElectric-List: non-Microprocessor based Fuel Gauge
Linearizer
--> AeroElectric-List message posted by: "Eric M. Jones"
--> <emjones@charter.net>
Jerzy--Of course you are right. I was hoping this detail would fall into
place, since there are some issues yet to be resolved.
Bob and Jerzy and others. You would be right to guess I am more
comfortable with op amps than with microprocessors. I returned to using
discrete chips after receiving the source code for a device of similar
complexity....and it is 25 pages of assembler. The notion that using a
microprocessor instead of a couple of chips should best be argued upon
the completion of parallel projects. Believe me, I am wholeheartedly a
microprocessor fan, but not in this design.
Besides....analog input, analog output, and don't a few op amps and
comparators make an analog "computer"?
Regards,
Eric M. Jones
"The natural progress of things is for liberty to yield and government
to gain ground."
-- Thomas Jefferson
direct advertising on the Matronics Forums.
Message 9
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Audio switch matrix |
05/15/2003 09:28:05 AM
--> AeroElectric-List message posted by: irampil@notes.cc.sunysb.edu
Greetings,
I am hoping to utilize Bob's audio isolator/mixer circuit when it's
available.
Does anyone know of a source for a small (say 4 or 5 place) pushbutton
matrix
switch I can use to enable/disable inputs. A physically small linear array
would
be just what the doctor ordered ;-)
Ira
Message 10
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Mizer fuel flow meter |
--> AeroElectric-List message posted by: "Ian Scott" <jabiru22@yahoo.com.au>
Hi all,
Does anyone know good or bad about the Mizer fuel flow meter, in a
carbureted (Jabiru) setup.
Thanks
Ian
Message 11
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: RE: Avogadro's Number |
--> AeroElectric-List message posted by: "Dennis O'Connor" <doconnor@chartermi.net>
Avogadro does not make mistakes... His assistant was dyslexic..
Lessee, was that 5,947,821,020 or 5,947,822,010?
Denny
----- Original Message -----
From: "Alex Peterson" <alexpeterson@usjet.net>
Subject: RE: AeroElectric-List: RE: Avogadro's Number
> --> AeroElectric-List message posted by: "Alex Peterson"
<alexpeterson@usjet.net>
>
> > >
> > >When I took P. Chem Avagadro's number was 6.0238 X 10 E 23
> > >
> > >
> > >Best regards,
> >
> > A check of my 41st edition (1960) edition of the
> > CRC Handbook calls it 6.0247*10E23 . . . and I
> > seem to recall using 6.025*10E23 in class.
> > . . . but a search on the 'net yields
> > 6.022136736*10E23
>
>
> Come on, guys, you have any idea how long it takes to count that many
> atoms??? There is bound to be error....
>
> Alex Peterson do not archive
>
>
Message 12
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: SD-8 Alternator Questions |
--> AeroElectric-List message posted by: "Phil Birkelbach" <phil@petrasoft.net>
<snip>
> I've got some ideas about how to get a few more watts out of
> and SD-8 with a regulator that would provide quite smooth
> power sans battery. I'll keep that on the back burner as
> a potential product.
>
I'd be interested. I really like the idea of that alternator being self
contained. I also like the words "more watts" (argh, argh, argh).
>
> >Does the "All Electric on a Budget" circuit have a single point of
failure
> >in the fat wires coming off of the battery? Not that there is much
chance
> >of either of those wires failing, but I am curious.
>
> There is that risk. I've never had or seen a wire come loose
> but a list member broke a post off a 17 a.h. RG battery and
> reported on it here a few weeks ago. Obviously, the chances
> are not zero. If it were my airplane, I'd use 4AWG welding
> wire battery jumpers to get soft, flexible leads.
>
>
> > I guess if the battery
> >ground wire came loose then the primary alternator would still yield some
> >volts but how ugly would running the main alternator without the battery
be?
>
> Hard to quantify. You can certainly run the experiment
> after the airplane is built and see. If you don't
> like what you see, you can always add the tiny aux
> battery to accommodate that condition.
>
> Keep in mind that about 100,000 S.E. aircraft are
> flying around out there now with one altenrator, one
> battery and the same risk for loss of system due to
> battery coming unhooked. It's much more likely that
> you'll get alternator or contactor failure than
> failure of wires on the battery. So an all-electric-
> on-a-budget architecture is waaaaayyyyyy more reliable
> than anything flying around in spam-can-land.
>
> Consider too that for most of the way we use our
> airplanes, TOTAL loss of electrical system can be
> tolerated. I normally use hand-held GPS to navigate
> and I carry a hand-held VOR/COM. When I walk up to
> a rental airplane, there's no practical way for me
> to assess the condition or history of that ship's
> electrical system. If I can fly a J-3 somewhere
> with no electrical system, I can fly an A-36
> too.
>
> Bob . . .
>
Yes I agree 100%. This system is an order of magnitude more reliable than
the one that is installed in most of the factory ships, but they have analog
instruments and that vacuum system so they know how fast they are going and
which end is up without the electrical system. I won't, so I demand a
little higher reliablity. That being said my plane will begin life as a VFR
only ship and losing every instrument on the panel shouldn't cause me much
grief, so this system will work GREAT. When I decide to go IFR or replace
the other mag with an electronic ignition then I'll have to decide whether I
need some more comfort factor.
Bob, Thanks for your contribution to our hobby. I have learned a lot from
your book and this list.
Godspeed,
Phil Birkelbach - Houston Texas
RV-7 N727WB (Reserved) - Fuselage
http://www.myrv7.com
Message 13
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Feedback on the active noise headset conversion |
--> AeroElectric-List message posted by: "Werner Schneider" <wernerschneider@compuserve.com>
A friend of mine did and he is exited about the result, he had nobrand
headsets and
a lout OneDesign and the result is realy surprising good. And think he paid
around 200$
per kit and his brother did the wiring.
I can give you his email so you can have more details.
Werner
----- Original Message -----
From: "Ian Scott" <jabiru22@yahoo.com.au>
Subject: AeroElectric-List: Feedback on the active noise headset conversion
> --> AeroElectric-List message posted by: "Ian Scott"
<jabiru22@yahoo.com.au>
>
>
> I was wondering if anyone had upgraded their normal headsets to active
> noise reduction and what the results where like? I.e. the kit that
> replaces the innards for your old headset.
>
> Prices a paid & results and so on?
>
> Thanks
>
> Ian
>
>
Message 14
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | The value talking about simple-ideas . . . |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 09:24 AM 5/15/2003 -0500, you wrote:
>--> AeroElectric-List message posted by: "Phil Birkelbach"
><phil@petrasoft.net>
<snip>
>Bob, Thanks for your contribution to our hobby. I have learned a lot from
>your book and this list.
>
>Godspeed,
>
>Phil Birkelbach - Houston Texas
>RV-7 N727WB (Reserved) - Fuselage
>http://www.myrv7.com
I've learned more about aircraft electrical system
engineering and architecture working in the OBAM
community for the past 16 years than I did working
in the certified community in 25 years before.
It all has to do with identifying simple-ideas
and refining a search for more. Everyone
puts their heads together to see how the pieces
can go together in more useful ways. This is VERY
difficult if not almost impossible to do in the
certified factory environment spread out over
a square mile.
As a matter of fact, I'm presently tasked with
figuring out a way to optimize the exchange of
knowledge within RAC engineering community.
The classic image of how this might be accomplished
is to organize and conduct a bunch of meetings.
Dee and I are hitting the asphalt tonight driving
to Denver for our next weekend seminar. I'll
be copilot with the lap-top. I'm crafting a white
paper that trades off the differences between
classic formal education versus the informal
exchange of ideas.
I will rely heavily on my experience with the
OBAM community to see if I can sell RAC management
on a "new" concept in sharing of simple-ideas
and lessons-learned with guess what? . . .
a LIST SERVER.
At least one thing is different than past
attempts to improve engineering excellence
in an institutionalize environment. I have
an OVERHEAD work order to which participants
can charge their participation time. In the
past, this would be frowned upon by
program managers that perceive the activity
as idle chit-chat which puts pressure
on their project budgets.
This isn't the first time the problem has
been pondered and it won't be the last. This is
a case where the OBAM community has something
to teach the "experts"! I am hopeful.
Bob . . .
Message 15
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | RE: non-Microprocessor based Fuel Gauge Linearizer |
--> AeroElectric-List message posted by: "Eric M. Jones" <emjones@charter.net>
>--> AeroElectric-List message posted by: "Ian Scott" jabiru22@yahoo.com.au
>What about calibrating the analogue gauge in a non-linear fashion?
>Low parts count, nothing to fail.
>Perfectly calibrated and only costs the replacement face in a gauge. (or
>a bit of paper).
>Ian
Ian Scott is right of course, but lots of people want something fancier.
However, it suggests that a
gauge where the linearizer is inside the gauge is a pretty cool idea.
This is not so easy to do if you already have the gauges installed,
but it reaffirms my plans to use those 10-led bar graphs.
The turn-on-quantity of each led can be set very accurately
and even 1/2 an led can be read. One more steam gauge bites the dust.
Eric M. Jones
www.PerihelionDesign.com
113 Brentwood Drive
Southbridge MA 01550-2705
Phone (508) 764-2072
Email: emjones@charter.net
"Nothing is too wonderful to be true."
- James Clerk Maxwell, discoverer of electromagnetism
"Too much of a good thing can be wonderful."
- Mae West, discoverer of personal magnetism
Message 16
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Feedback on the active noise headset conversion |
--> AeroElectric-List message posted by: Joel Harding <cajole76@ispwest.com>
Ian,
Aviation Consumer had an evaluation of the Headsets Inc. conversion
awhile back ( May 2000 and December 2000) and they compared very well
with the Lightspeeds and DREs.
Joel Harding
On Thursday, May 15, 2003, at 07:21 AM, Ian Scott wrote:
> --> AeroElectric-List message posted by: "Ian Scott"
> <jabiru22@yahoo.com.au>
>
>
> I was wondering if anyone had upgraded their normal headsets to active
> noise reduction and what the results where like? I.e. the kit that
> replaces the innards for your old headset.
>
> Prices a paid & results and so on?
>
> Thanks
>
> Ian
>
>
> _-
> ======================================================================
> _-
> ======================================================================
> _-
> ======================================================================
> _-
> ======================================================================
>
>
Message 17
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | AutoPilot Disconnect |
--> AeroElectric-List message posted by: John Loram <johnl@loram.org>
Thanks, Bob. Not bad for a music major!
I have your book and keep it up to date. Wouldn't be without it. The reward
was in the adventure.
And thank you for always being there with a helping hand.
regards, -john-
john@loram.org
www.loram.org
-----Original Message-----
From: Robert L. Nuckolls, III [mailto:bob.nuckolls@cox.net]
Subject: RE: AeroElectric-List: AutoPilot Disconnect
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
<bob.nuckolls@cox.net>
At 10:08 AM 5/13/2003 -0700, you wrote:
>--> AeroElectric-List message posted by: John Loram <johnl@loram.org>
>
<snip>
>This analysis makes some simplifying assumptions; most importantly that the
>switch and relay contacts have zero resistance, and that the only
non-purely
>resistive component is the relay coil. The calculation of the effect of
>these tertiary elements are left to the student.... ;-)
>
>
> >(is there a prize????) ;-) -john-
>
> Sure, after you finish the test . . .
>
> Bob . . .
You got it. Do you have a copy of the CD we
sell?
Bob . . .
Message 18
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: OV circuit breaker tripping |
--> AeroElectric-List message posted by: "John Karnes" <jpkarnes@charter.net>
> Hmmm . . . perhaps there's a short inside the contactor.
> I've heard of such things but never seen them. Disconnect
> all the wires from the small terminals of the contactor
> and measure the resistance between the two terminals and then
> from each terminal to the contactor case and tell us what you
> find.
>
> Bob . . .
Well...
The reading between the two small posts was 15 ohms. Between all other
posts (big to small, big to big) was "infinite" ohms. Same goes for post to
case. What should the reading be over the 80 amp fuse? I show some
resistance over the fuse... Thanks again for all your help.
John Karnes
Port Orchard, WA
Message 19
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: LOM OVP System |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 12:38 PM 5/11/2003 +0200, you wrote:
>--> AeroElectric-List message posted by: "Wolfgang Trinks"
><Wolfgang.Trinks@flugbereitschaft.com>
>
>Hello Bob,
>
<snip>
>So looking at your drawing Z-18 raises a question of what I wood be
>interested in your opinion:
>
>Would it be ok related to the failure scenarios of a mechanical regulator to
>only use the GENERATOR FIELD DISCONNECT RELAY to cut the field in an
>OVP-event and to rely on the reverse current cuttoff relay consisted in the
>regulator to disconnect the D+ line from the B+ line due to the resulting
>breakdown of the generator output?
I guess it depends on the failure mode. Not having intimate
details on the construction of the regulator, I cannot
deduce failure modes and behavior in modes unique to
that product.
>Do you have experience with this LUN regulator?
No.
>I have studied the little scematic in the cap and came to the opinion that
>it is a 3 point type (cutout, voltage and current) where 2 contacts( cutout
>and current) are located on one coil core.
Interesting . . . I'm having trouble figuring out how that works. Normally
a current limit contactor closes on decrease of magnetic field while a
cutout contact closes on increase of magnetic field. I can sorta see
how you might be clever and design both current and voltage limits
onto the same coil reverse current on the other . . .
>I have to admit that I do not fully understand the functionality of the PR
>pin. It seems to me to be a potential paralleling in/output for a
>2-Generator system.
That's HAS been done so your suggestion is not unreasonable
>Nevertheless I have meassured that it is normally open and if the cutout
>relay is connecting the generator voltage shows up there after passing a
>coil on the voltage relay.
>If one knew the effects on the voltage regulation( so to avoid influance
>there) it would be a positive possible indication for generator operation
>because it shows the state of the cutout relay.
The most common failure I've seen in electro-mechanical regulators
to create and ov condition is broken wire on the voltage control
coil. Of course, breaking the field lead will mitigate the ov
condition. My reasoning for opening this one lead was that should
the reverse current cutout be stuck shut as well, the upstream
protection (fusible link, breaker or fuse) would open due to high
value of current flowing back into the generator.
One could make the ov relay a two-pole device to open BOTH
field and output leads . . . be sure to do BOTH. If you open
only the output lead, the ov condition will continue on the
generator and it will happily commit suicide by burning up
it's own field windings.
You could also consider a faster acting output protection like
a fuse . . . it can be pretty large compared to generator output
'cause the overload will be severe if the field lead is opended
and the reverse current relay in the regulator doesn't react
properly.
Welcome to the Aero-Electric List. Hope you'll hang around
an participate in some really cool discussions.
Bob . . .
Message 20
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | RE: Feedback on the active noise headset conversion |
--> AeroElectric-List message posted by: cary rhodes <rhodeseng@yahoo.com>
I converted my DC's a couple years ago w/ the Headsets
Inc kit.
It works well. My only complaint is the battery
consumption.
And I guess the additional wire to tangle w/
everything else.
Seems that the 9V is always used up.
It needs a motion detector to turn itslf off from
nonuse
cary
__________________________________
http://search.yahoo.com
Message 21
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Pitch Trim Limit Switches |
--> AeroElectric-List message posted by: "Jim Pack" <jpack@igs3.com>
How important are the limit switches for electric trim? I'm using a
matronics governor with the standard Van's pitch rim servos on a 9A. I'm
considering not using limit switches. What are the drawbacks of this
decision?
- Jim
Message 22
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Flap system failure modes (Was circuit protection |
issues)
--> AeroElectric-List message posted by: "Gilles.Thesee" <Gilles.Thesee@ac-grenoble.fr>
Bob,
It's nice to get so much information. Thanks a lot.
> Hmmmm . . . Without specific measurements on your
> group of 4 motors, I'm reluctant to offer an
> opinion. With the right gear ratio, ONE of those
> motors will run the flaps. In fact, the actuator
> popular with RV builders uses a ball-screw that
> is so efficient that a motor about the same size
> runs the flaps with very little current compared
> to ANYTHING with worm or acme drive components.
Ball screws. That's it. The standard equipment includes special drive screws
and what seems to be bronze nuts driving the flaps.
If it were my airplane I'd go for chain driven ball screws, and a single
motor. Indeed those worm gears do SOUND like there is a lot of friction. By
the way what is an acme drive ?
....................
>
> Let's go the 20A fuse. This will be easy to test
> before you fly. Run flaps to mid position. Then
> do a series of flap drive operations for just a
> second or so each direction. Delay long enough
> between pulses to let the motors come to a stop.
> If the fuse stays in place with a couple dozen
> short term reversals over a period of a minute
> or so, then it's going to be okay with respect
> to in-flight operations.
>
> Once the ground test is complete, we can go after
> the flight data to see if we have a justification
> for scaling the fuse to any lower value.
Wilco.
Thanks you,
Gilles
Message 23
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Pitch Trim Limit Switches |
--> AeroElectric-List message posted by: "Phil Birkelbach" <phil@petrasoft.net>
What limit switches? I didn't know there were any.
Godspeed,
Phil Birkelbach - Houston
RV7 - 727WB (Reserved)
----- Original Message -----
From: "Jim Pack" <jpack@igs3.com>
Subject: AeroElectric-List: Pitch Trim Limit Switches
> --> AeroElectric-List message posted by: "Jim Pack" <jpack@igs3.com>
>
> How important are the limit switches for electric trim? I'm using a
> matronics governor with the standard Van's pitch rim servos on a 9A. I'm
> considering not using limit switches. What are the drawbacks of this
> decision?
>
> - Jim
>
>
>
>
>
>
Message 24
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Diode failures and "Reliable Systems" |
--> AeroElectric-List message posted by: KITFOXZ@aol.com
Hello David,
A diode is one of the most long term reliable electronic components used in
electronics today. Properly used in a circuit (correct peak inverse voltage
and forward current ratings are a must) a diode should last virtually
forever.
If stressed beyond it's capability, any component in your aircraft can fail.
Don't just pick on diodes. The key is to choose a diode that will do the job
with a margin of safety and forget it. Do you stay up at night worrying
about the reliability of fuses because one blew in your aircraft? You fix
the cause of the over current that occurred and replace the fuse.
I am sure Bob will hammer on the keys for a while about this. Yes, in some
applications a diode failure can be catastrophic to the rest of the circuit
it is used in, but so could many other components make some smoke if failure
were to occur.
A diode used to isolate the E-bus from the main bus could fail shorted if
stressed beyond it's current capability and it could also fail open. A
properly sized fuse in series with the diode will protect it from both
failure modes but that fuse will impact kiss and total system reliability
just to save a $1 part. I would not worry about the E-bus diode any more
than I would worry about the wire that feeds the E-bus. Pick a diode that
approaches the feed wire's performance and you have it solved.
John P. Marzluf
Columbus, Ohio
Kitfox Outback (out back in the garage)
Message 25
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Pitch Trim Limit Switches |
--> AeroElectric-List message posted by: "Jim Pack" <jpack@igs3.com>
The switches are not in the Van's kit, but in the AeroElectric diagrams.
> What limit switches? I didn't know there were any.
>
> Godspeed,
>
> Phil Birkelbach - Houston
> RV7 - 727WB (Reserved)
>
> ----- Original Message -----
> From: "Jim Pack" <jpack@igs3.com>
> To: <aeroelectric-list@matronics.com>
> Subject: AeroElectric-List: Pitch Trim Limit Switches
>
>
> > --> AeroElectric-List message posted by: "Jim Pack" <jpack@igs3.com>
> >
> > How important are the limit switches for electric trim? I'm using a
> > matronics governor with the standard Van's pitch rim servos on a 9A.
I'm
> > considering not using limit switches. What are the drawbacks of this
> > decision?
> >
> > - Jim
Message 26
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Flap system failure modes (Was circuit protection |
issues)
--> AeroElectric-List message posted by: "Rob Housman" <RobH@hyperion-ef.com>
Threaded fasteners (screws, bolts, etc.) have a "V" thread, which is
relatively easy to machine and roll, but is a poor choice for power
transmission. A "V" thread has an angle of 60 degrees between opposing
faces, while the Acme is only 29 degrees and is also flat on the peaks and
valleys. The Acme thread is more efficient, with less friction, which in
turn means less wear and longer life. The Acme thread is usually used for
converting from rotary to linear motion. For an example close to home,
examine the screw in any bench vice.
Best regards,
Rob Housman
Europa XS Tri-Gear A070
Airfarame complete
Irvine, CA
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of
Gilles.Thesee
Subject: Re: AeroElectric-List: Re: Flap system failure modes (Was circuit
protection issues)
--> AeroElectric-List message posted by: "Gilles.Thesee"
<Gilles.Thesee@ac-grenoble.fr>
SNIP
By the way what is an acme drive ?
SNIP
Thanks you,
Gilles
Message 27
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> AeroElectric-List message posted by: "Bartrim, Todd" <sbartrim@mail.canfor.ca>
Hi Bob;
I'd like to build a crowbar OVM, using your design. The schematic
and BOM on your site call for a diac, part #MBS4991. This is an invalid
Digi-Key #. In the archives I found an e-mail of yours from back in 2001,
indicating that this part is now obsolete and that you were going to rework
the design.
I've found another design at
www.aeroelectric.com/articles/crowbar.pdf that has a revision date of
4/16/2. This design has a higher parts count but they are all available from
Digi-Key (except 3292w501 but I assume I can substitute 3352E-501-ND).
Is this the latest revision?
Thanks
S. Todd Bartrim
Turbo 13B rotary powered
RX-9endurance
C-FSTB
http://www3.telus.net/haywire/RV-9/C-FSTB.htm
"Imagination is more important than knowledge"
-Albert Einstein
<!DOCTYPE HTML PUBLIC "-//W3C//DTD HTML 3.2//EN">
<META NAME"Generator" CONTENT"MS Exchange Server version 5.5.2653.12">
OVM parts list
Hi Bob;
I'd like to build a crowbar OVM, using your design. The schematic and BOM on your
site call for a diac, part #MBS4991. This is an invalid Digi-Key #. In the
archives I found an e-mail of yours from back in 2001, indicating that this part
is now obsolete and that you were going to rework the design.
I've found another design at www.aeroelectric.com/articles/crowbar.pdf that has a revision date of 4/16/2. This design has a higher parts count but they are all available from Digi-Key (except 3292w501 but I assume I can substitute 3352E-501-ND).
Is this the latest revision?
Thanks
S. Todd Bartrim
Turbo 13B rotary powered
RX-9endurance
C-FSTB
<A HREF"http://www3.telus.net/haywire/RV-9/C-FSTB.htm" TARGET"_blank">http://www3.telus.net/haywire/RV-9/C-FSTB.htm
Imagination is more important than knowledge
-Albert Einstein
Message 28
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: OVM parts list |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 03:27 PM 5/15/2003 -0700, you wrote:
>--> AeroElectric-List message posted by: "Bartrim, Todd"
><sbartrim@mail.canfor.ca>
>
>Hi Bob;
> I'd like to build a crowbar OVM, using your design. The schematic
>and BOM on your site call for a diac, part #MBS4991. This is an invalid
>Digi-Key #. In the archives I found an e-mail of yours from back in 2001,
>indicating that this part is now obsolete and that you were going to rework
>the design.
> I've found another design at
>www.aeroelectric.com/articles/crowbar.pdf that has a revision date of
>4/16/2. This design has a higher parts count but they are all available from
>Digi-Key (except 3292w501 but I assume I can substitute 3352E-501-ND).
Yup. That's the latest. Any 500 ohm, linear pot will
work.
Bob . . .
Message 29
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Pitch Trim Limit Switches |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 02:06 PM 5/15/2003 -0600, you wrote:
>--> AeroElectric-List message posted by: "Jim Pack" <jpack@igs3.com>
>
>How important are the limit switches for electric trim? I'm using a
>matronics governor with the standard Van's pitch rim servos on a 9A. I'm
>considering not using limit switches. What are the drawbacks of this
>decision?
Limit switches are used to stop the motor at or
just before the mechanism's travel reaches a hard
limit. This prevents the mechanism from banging
the stops and binding/breaking something and/or
burning out a motor.
It depends on the design. Van's flap actuator has
ball screw followers that free wheel when they reach
mechanical limits of the screw . . . if you design
you system to use exactly the stroke of this screw,
then no limit switches are needed.
Don't know the details of the trim system. Some
folks need limit switches, others don't.
Bob . . .
Message 30
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Flap system failure modes |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 10:40 PM 5/15/2003 +0200, you wrote:
>--> AeroElectric-List message posted by: "Gilles.Thesee"
><Gilles.Thesee@ac-grenoble.fr>
>
>
>Bob,
>
>It's nice to get so much information. Thanks a lot.
>
> > Hmmmm . . . Without specific measurements on your
> > group of 4 motors, I'm reluctant to offer an
> > opinion. With the right gear ratio, ONE of those
> > motors will run the flaps. In fact, the actuator
> > popular with RV builders uses a ball-screw that
> > is so efficient that a motor about the same size
> > runs the flaps with very little current compared
> > to ANYTHING with worm or acme drive components.
>
>Ball screws. That's it. The standard equipment includes special drive screws
>and what seems to be bronze nuts driving the flaps.
>If it were my airplane I'd go for chain driven ball screws, and a single
>motor. Indeed those worm gears do SOUND like there is a lot of friction. By
>the way what is an acme drive ?
Acme threads are square cut . . . someone else mentioned
they're commonly used on bench vises. The lead screw on
my lathe is an acme thread screw. Very high friction (hence
your vise stays tight after you cinch things down).
Bob . . .
Message 31
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: OV circuit breaker tripping |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 11:02 AM 5/15/2003 -0700, you wrote:
>--> AeroElectric-List message posted by: "John Karnes" <jpkarnes@charter.net>
>
>
> > Hmmm . . . perhaps there's a short inside the contactor.
> > I've heard of such things but never seen them. Disconnect
> > all the wires from the small terminals of the contactor
> > and measure the resistance between the two terminals and then
> > from each terminal to the contactor case and tell us what you
> > find.
> >
> > Bob . . .
>
>Well...
>The reading between the two small posts was 15 ohms. Between all other
>posts (big to small, big to big) was "infinite" ohms. Same goes for post to
>case. What should the reading be over the 80 amp fuse? I show some
>resistance over the fuse... Thanks again for all your help.
The 80A fuse has nothing to do with the power path
through the master switch, control breaker, contactor
coil, ovm and finally to the control lead of your alternator.
The overload exists somewhere along that path and/or
involves one of those components.
Bob . . .
Message 32
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Diode failures and "Reliable Systems" |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
>
>A diode used to isolate the E-bus from the main bus could fail shorted if
>stressed beyond it's current capability and it could also fail open. A
>properly sized fuse in series with the diode will protect it from both
>failure modes but that fuse will impact kiss and total system reliability
>just to save a $1 part. I would not worry about the E-bus diode any more
>than I would worry about the wire that feeds the E-bus. Pick a diode that
>approaches the feed wire's performance and you have it solved.
Our favorite diode was selected because it comes in
an easy to mount package with 1/4" fast-on terminals
thus easy to wire too. It's so electrically oversized to
the task as to approach absurdity but since the "oversized"
part is so cheap that it seemed more practical to use
it because of ease of use as opposed to any electrical
considerations.
Bob . . .
Message 33
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Feedback on the active noise headset conversion |
--> AeroElectric-List message posted by: "William Slaughter" <willslau@alumni.rice.edu>
I recently had a pair of David Clarks converted by Headsets, Inc. and am
very pleased with the result. I shipped mine in for conversion at their
facility, but they have a kit for do-it-yourself. You can check all of the
options and prices on their website at www.headsetsinc.com
Highly recommended.
William Slaughter
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of Ian
Scott
Subject: AeroElectric-List: Feedback on the active noise headset
conversion
--> AeroElectric-List message posted by: "Ian Scott" <jabiru22@yahoo.com.au>
I was wondering if anyone had upgraded their normal headsets to active
noise reduction and what the results where like? I.e. the kit that
replaces the innards for your old headset.
Prices a paid & results and so on?
Thanks
Ian
Message 34
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | OV circuit breaker tripping |
--> AeroElectric-List message posted by: RVEIGHTA@aol.com
John, I have almost exactly the same problem with the ov circuit breaker
tripping. In my case, I missed the callout for a circuit breaker and
installed a 5a fuse, which blew every time I flipped on my master switch. I
have since installed a 5a circuit breaker and it does not trip. However, my
alternator isn't working. Thinking the alternator might be defective, I took
it to an alternator shop and it was pronounced alive and well.
So, today, like you, I bypassed Bob's B lead ov protection contactor, and
viola, I had 14.5v on my voltmeter when I started the Lyc up instead of 12v,
or whatever my poor, unnourished battery could muster. I watched with
anxiety as I put each avionic on line, waiting for wires to glow and smoke to
billow, but it didn't happen. Everything worked as it should.
Just to get another insight on this situation, I emailed Niagara Air Parts,
from whence my alternator came and who, in their installation guide indicate
the B lead should be connected to the battery contactor side of the starter
contactor or directly to the bus. I asked them if I should install crowbars,
ov contactors, et al, and they said they had never had a failure to their
knowledge due to lack of same, but...........
So, where do we go from here? I'm very close to flying this puppy after four
years of construction. I definitely want to fly safely, but I DO want to fly.
By the way; I measured the resistance between the small terminals as Bob
requested of you and I got the same results - 15.4 ohms. Measuring the
terminals to case also resulted in infinity.
Walt Shipley RV8A
Greeneville, TN
Message 35
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: OV circuit breaker tripping |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 07:37 PM 5/15/2003 -0400, you wrote:
>--> AeroElectric-List message posted by: RVEIGHTA@aol.com
>
>John, I have almost exactly the same problem with the ov circuit breaker
>tripping. In my case, I missed the callout for a circuit breaker and
>installed a 5a fuse, which blew every time I flipped on my master switch. I
>have since installed a 5a circuit breaker and it does not trip. However, my
>alternator isn't working. Thinking the alternator might be defective, I took
>it to an alternator shop and it was pronounced alive and well.
>
>So, today, like you, I bypassed Bob's B lead ov protection contactor, and
>viola, I had 14.5v on my voltmeter when I started the Lyc up instead of 12v,
>or whatever my poor, unnourished battery could muster. I watched with
>anxiety as I put each avionic on line, waiting for wires to glow and smoke to
>billow, but it didn't happen. Everything worked as it should.
>
>Just to get another insight on this situation, I emailed Niagara Air Parts,
>from whence my alternator came and who, in their installation guide indicate
>the B lead should be connected to the battery contactor side of the starter
>contactor or directly to the bus. I asked them if I should install crowbars,
>ov contactors, et al, and they said they had never had a failure to their
>knowledge due to lack of same, but...........
Failure rate of modern alternators is indeed rare . . . but not zero.
>So, where do we go from here? I'm very close to flying this puppy after four
>years of construction. I definitely want to fly safely, but I DO want to fly.
When you turn the DC power master switch on all the way
(so that the alternator is ON) with the engine not running,
do you here a "clunk" like that of your battery master contactor?
If you bypass the b-lead disconnect contactor and things work
then you're not getting the b-lead contactor energized. Check
for missing ground lead on the coil. See that little ground symbol
in Z-24 on the upper side of the contactor's coil symbol? That says
you take a wire from there to the firewall ground. Without it, the
contactor doesn't pull in and you don't get the alternator on line.
Bob . . .
Message 36
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Off-line for a few days . . . |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
Dee and I are headed for Denver about o-dark-thirty
in the morning. Join us in Englewood if you can. See:
http://www.aeroelectric.com/seminars/Englewood.html
. . . but otherwise, see you all Monday.
Bob . . .
--------------------------------------------
( Knowing about a thing is different than )
( understanding it. One can know a lot )
( and still understand nothing. )
( C.F. Kettering )
--------------------------------------------
Message 37
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Feedback on the active noise headset conversion |
--> AeroElectric-List message posted by: "Tom..." <tsled@pacbell.net>
Hiya Gents,
about two years ago I was flying a gyro with a Subaru engine just a few feet
behind my head. I was using my old Army helicopter helmet and the engine
was way too loud. I sent it in to this same place (it was much smaller
then, the owner was/is a Brazilia pilot) they did a fantastic job! I could
star the engine, taxi out, go to full revs, click on the AN and just hear a
small hum of the engine in the background. Sweet....!
Tom...
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of
William Slaughter
Subject: RE: AeroElectric-List: Feedback on the active noise headset
conversion
--> AeroElectric-List message posted by: "William Slaughter"
<willslau@alumni.rice.edu>
I recently had a pair of David Clarks converted by Headsets, Inc. and am
very pleased with the result. I shipped mine in for conversion at their
facility, but they have a kit for do-it-yourself. You can check all of the
options and prices on their website at www.headsetsinc.com
Highly recommended.
William Slaughter
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of Ian
Scott
Subject: AeroElectric-List: Feedback on the active noise headset
conversion
--> AeroElectric-List message posted by: "Ian Scott" <jabiru22@yahoo.com.au>
I was wondering if anyone had upgraded their normal headsets to active
noise reduction and what the results where like? I.e. the kit that
replaces the innards for your old headset.
Prices a paid & results and so on?
Thanks
Ian
Message 38
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: OV circuit breaker tripping |
--> AeroElectric-List message posted by: "John Karnes" <jpkarnes@charter.net>
> So, where do we go from here? I'm very close to flying this puppy after
four
> years of construction. I definitely want to fly safely, but I DO want to
fly.
> Walt Shipley RV8A
> Greeneville, TN
You know, I'm not sure of the need for the B-lead contactor. For what
purpose does it serve? Some of the earlier aeroelectric schematics shows
the B-lead going to the starter contactor, just like we tried. What is the
harm of just putting the 80 amp fuse between the alternator and the starter
contactor and go from there?
John Karnes
Port Orchard, WA
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|