Today's Message Index:
----------------------
1. 03:10 AM - Re: fadec / Z14 (Lynwood Stagg)
2. 07:13 AM - Re: AC rated key switch (Emrath)
3. 07:49 AM - Re: Re: special terminals for LR3?????? (Robert L. Nuckolls, III)
4. 08:06 AM - special terminals for LR3?????? (BAKEROCB@aol.com)
5. 08:06 AM - headset jack locations (BAKEROCB@aol.com)
6. 08:06 AM - Re: power supply (Robert L. Nuckolls, III)
7. 08:12 AM - Re: special terminals for LR3?????? (Robert L. Nuckolls, III)
8. 08:48 AM - New look coming for aeroelectric.com (Robert L. Nuckolls, III)
9. 12:37 PM - Re: Multimeter test adaptor, diodes, etc. (Robert L. Nuckolls, III)
10. 12:56 PM - Re: fadec / Z14 (Robert L. Nuckolls, III)
11. 01:25 PM - Re: Re: Contacts for Narco 111 or 112 (Robert L. Nuckolls, III)
12. 01:29 PM - sending to wrong person (Terry & Linda)
13. 01:33 PM - Re: $10 fix for Noisy Transmissions??? (Robert L. Nuckolls, III)
14. 01:46 PM - Re: AeroElectric-List power supply for ANR headsets (FSmith9890@aol.com)
15. 02:44 PM - Electric Primer? (Tinne maha)
16. 03:55 PM - Re: Electric Primer? (J. Oberst)
17. 03:57 PM - Re: headset jack locations (J. Oberst)
18. 04:52 PM - Re: power supply (James Foerster)
19. 08:38 PM - Z-14 option (mailbox bob at mail.flyboybob.com)
Message 1
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--> AeroElectric-List message posted by: Lynwood Stagg <woody6@yahoo.com>
This is the same predicament I am in currently. I'm building a Z14 RV7A
w/FADEC. I'm no electronics expert, and it is difficult to figure out how
to put this thing in place in a reasonable way. Z14 FADEC integration help
from 'Lectric Bob would help immensely!
Thanks!
Woody Stagg
7A QB Finish Kit
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
<bob.nuckolls@cox.net>
At 10:10 PM 7/9/2003 -0700, you wrote:
>--> AeroElectric-List message posted by: "David Schaefer"
> <dschaefer1@kc.rr.com>
>
>I'm clearly confused by your reference to the second bus in Z14 as
the
>"fantasy" bus. I am using that bus for critical items such as my
backup
>electric gyro and essential items that the smaller of the two
>alternators can safely run. Otherwise most of my critical
components,
>including the FADEC are dual-homed so they will work off either bus
>without having to throw the cross-feed.
> Are you implying that the 2nd bus is unnecessary in an all-electric
>aircraft? If so, how can I feed one primary bus with two
alternators
>etc. and an automatic cutover?
No, just ranting over the fact that there are a number
of products offered for use in both certified and
OBAM aircraft including FADEC's, EFIS systems, engine
instrumentation systems, etc. that cannon live in
the real world of operation in an airplane. 25 years
ago it was a challenge to design these systems for
good behavior in spite of momentary brownout during cranking.
Today it's much easier. I'm mystified as to why suppliers
would push off requirements for a second battery
onto the customer for things like EFIS and other
processor based accessories.
In the case of FADEC, advantages of fully redundant sources are
easy to understand as with ANY other form of electrically
dependent engine. FADEC guys can sorta slide into home plate
with nobody noticing they've got holes in their shoes . . .
unless
their shortcomings negate the advantage of what Z-14
architecture
offers for improved cranking on two relatively small batteries
COMBINED with there reliability of dual, independent
electrical systems.
Part of that advantage has to be given up to allow one of the
ship's batteries keep the FADEC alive during cranking. Hence
our aux bus having become a 'fantasy' bus . . . a bus for
products that purchased on faith that they're ready to
function in the real world.
> On the FADEC issue, there is no question they are erring on the side of
>caution (and their STC) as you are well aware producing SPAM cans
for
>the general public. I suspect they have no choice.
I can't disagree on range of choices but I'll bet few
of the choices were support by engineering caution.
I can cite several cases where bureaucratic/regulatory
tomfoolery masquerading as caution has impeded
simple fixes to problems which have cost
$millions$ and years of lost opportunity.
I've been going over the drawings from Aerosance
and was astounded at the amount of wire and connectors it takes
to put one of these systems in an airplane. If one installs a
wire it's
fair to assume that it has a useful purpose. It may even be
required
required to function for continued flight in spite of a failure,
then there must be a back-up system -AND-a way of detecting and
annunciating the failure -AND-an hopefully a way to help a
mechanic
localize and repair the failure on the ground. I am immediately
suspicious of a system that brings 51 wires into the cockpit
from system black boxes and needs 8 circuits protected at 10A
each
distributed on two busses. Additionally, the system appears
to have three toggle switches in addition to something called
a start/control switch that uses a totally mystifying symbology.
> I as most builders on the other hand am striving for a much better
>electrical system design than most production aircraft ... one that
>brings the aircraft into the 20th century. Just like the FADEC
finally
>brings engine technology into the same. I'm stuck in the middle
trying
>to strike a balance between the two ... thus my questions to experts
>such as yourself.
Understand . . . but keep in mind that complexity is often
mistaken for useful redundancy . . . but in this case,
suppose the system could have been designed to meet single
failure operational goals with say 12 wires and 2 protected
circuits
from two buses, the system would be 1/4th as likely to suffer
a maintenance event due to wiring problems. The detection,
annunciation and troubleshooting tasks would be markedly
reduced as well. Studies of their vision of a single engine
system architecture as depicted on the drawings suggest
a poor understanding of how their system would be installed
in a real airplane. They've produced a drawing that may
well explain requirements for the FADEC system but I now
understand why lister Schroeder sent me the drawings. There
is no part of the Aerosance drawing that remotely matches
how a stock certified or OBAM ship is wired so that one can
easily see where his stock airplane ends and the FADEC system
begins.
I've started some system integration drawings in an
attempt to sort out the options and make it look like
something we'd actually want to build. Obviously can't
help the FADEC, it's a what-you-see-is-what-you-get
deal. I can hook it up to Z-14 in a reasoned manner
but it will take some conversation with the manufacturer
to better understand real requirements.
Bob . . .
-- Using M2, Opera's revolutionary e-mail client:
http://www.opera.com/m2/
Message 2
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| Subject: | Re: AC rated key switch |
--> AeroElectric-List message posted by: "Emrath" <emrath@comcast.net>
How about a canopy lock and a throtle lock, just a u-shaped piece of
steel with lock on the bottom that prevents the throtle from being
moved. Works on our local rental Cessna. I like the itea of a prop lock
too, but the weight of the thing is something on overnight trips.
Marty in Brentwood TN
Time: 07:28:46 AM PST US
From: Richard Tasker <retasker@optonline.net>
Subject: Re: AeroElectric-List: AC rated key switch
--> AeroElectric-List message posted by: Richard Tasker
--> <retasker@optonline.net>
Robert L. Nuckolls, III wrote:
>--> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
>--> <bob.nuckolls@cox.net>
>
>At 12:50 AM 7/11/2003 -0500, you wrote:
>
>
>>--> AeroElectric-List message posted by: Jeff Point
>>--> <jpoint@mindspring.com>
>>
>>Bob,
>>
>>I have decided to use toggle switches for the ignition and a push
>>button for the starter, per your book. I would like to add some
>>measure of security for overnights away from home, airshows etc. My
>>idea is to place a simple two position key switch, with key removable
>>from either position, in series with the DC master power switch. The
>>switch I am looking at is Digikey p/n 360-1456-ND.
>>
>>http://dkc3.digikey.com/PDF/T032/0864.pdf
>>
>>This switch is not DC rated, but is AC rated for 3A @250V. Since the
>>switch would not be used to actually control the circuit, only prevent
>>it from being energized, I do not believe the lack of a DC rating
>>would be an issue. I am aware that this adds another potential point
>>of failure, but I am willing to trade this for the added security.
>>
>>Your thoughts?
>>
>>
>
> Security against what?
>
> How many things does a thief break through BEFORE he
> gets to your magneto switches? I used to have a tenant
> in one of the hangars on our airport that left
> the doors on his airplane unlocked. This was to
> make sure the thief didn't do many hundreds of dollars
> damage to his door -AND- get the radios to boot.
>
One of the reasons to use a switch like this is if you live in (which I
do) or fly to NJ is that the state requires at least two locking devices
for a GA aircraft. Can be a locked hanger and a locked canopy or, if it
is tied down rather than hangered, a locked canopy and a starter lock.
I would have to assume that your method of a chain and padlock would be
acceptable as one of the locking devices also, although a bit heavy to
carry around in the plane.
Can't say as I agree with it, but unfortunately it is the law now.
Dick Tasker
Message 3
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| Subject: | Re: special terminals for LR3?????? |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 11:32 AM 7/11/2003 -0500, you wrote:
>--> AeroElectric-List message posted by: Jeff Point <jpoint@mindspring.com>
>
>A closer examination of the LR3C reveals that the plastic cover over the
>terminals is removable, making the use of rings a snap. I feel a little
>foolish for not noticing this sooner.
No biggie. I won't tell about the epiphany I experienced
yesterday. My excuse is "senior moments" . . .
Bob . . .
Message 4
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| Subject: | special terminals for LR3?????? |
--> AeroElectric-List message posted by: BAKEROCB@aol.com
AeroElectric-List message previously posted by: Jeff Point
<jpoint@mindspring.com>
Re: special terminals for LR3??????
<>
7/12/2003
Hello Jeff, I too was not happy with the use of ring terminals on my LR3 so I
just converted it. One can purchase bare metal male push on tabs designed to
be fastened in place with the terminal screw. Then the wire to be connected
receives a crimped on female push-on connector.
Realize that like so many other products there are lesser quality and various
sized items in the male tabs and the female push-ons so pay attention
commensurate with the ultimate quality / performance that you are seeking.
'OC' Baker, Builder of KIS TR-1 #116 4/14/97 - ?/?/?
PS: Yes, I am aware that you will increase the parts count by exactly the
number of male tabs that you install, and that Bob Nuckolls abhors parts count
increase, but considering the complexity and failure prone nature of the simple
metal parts that were added I was willing to accept that burden.
Message 5
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| Subject: | headset jack locations |
--> AeroElectric-List message posted by: BAKEROCB@aol.com
AeroElectric-List message previously posted by: "Dave von Linsowe"
<davevon@tir.com>
<<.....skip.....The headset plugs are down under the panel (I didn't put them
there).....skip..... Dave>>
7/12/2003
Hello Dave, Please let me sympathize with your unhappiness over the location
of your headset jacks.
Also let me take this as another opportunity to suggest that the best place
in a side by side two place airplane for the headset jacks for the pilot is
behind the co pilots seat within reach and view of the pilot while strapped in.
The best place for the co pilot's jacks is behind the pilots seat within view
and reach of the co pilot while he is strapped in.
'OC' Baker, Builder of KIS TR-1 #116 4/14/97 - ?/?/?
Message 6
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| Subject: | Re: power supply |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 12:03 PM 7/11/2003 -0400, you wrote:
>--> AeroElectric-List message posted by: "Dave von Linsowe" <davevon@tir.com>
>
>Bob,
>
>What are your thoughts on how clean the power source for ANR headsets need
>to be? If I build a LM-317 voltage regulator and it's not good enough,
>could I damage the ANR circuitry? How will the ANR respond if the input is
>not clean enough?
Been thinking about this tread . . . unless the system requires
an isolated power supply (both + and - leads floating with
respect to other parts of the system) then I think the LM317
will do just fine.
I've posted the data sheets for LM317 at
http://216.55.140.222/Mfgr_Data/LM117.pdf
Recommend you try the circuit shown in upper
left corner of page 12.
For 9V output you can use fixed resistors
throughout. Put a 1500 ohm resistor in at R2.
If you need an isolated supply, there are some
surplus DC-DC converters out there that could
be used to pre-regulate the input to the circuit
above and provide isolation . . . these are
a mixed bag as they have oscillators inside that
may fix a noise issue in the intercom and create
a noise issue elsewhere.
As long as there are no isolation issues, then
you can't hurt anything by trying the LM317
regulator circuit. There's a 99.5% chance this
is going to work fine.
Bob . . .
Message 7
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| Subject: | Re: special terminals for LR3?????? |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 10:24 AM 7/11/2003 -0500, you wrote:
>--> AeroElectric-List message posted by: Jeff Point <jpoint@mindspring.com>
>
>I played around with using ring terminals, but it was sufficiently
>difficult to re-insert the screw that I concluded that a spade was
>called for. In my (admittedly limited) experience with electronic
>devices, a receptacle of this type usually indicates a spade terminal.
> Apparently my reasoning was flawed, and I will try again using a ring
>terminal. I do mean the "open fork" type when I refer to a spade. It
>is what I have always known it as (perhaps because it's shaped like a
>garden spade? Who knows.)
6 of one, half dozen of the other. I've heard the open-
ring terminals called "spade" terminals. For my purposes,
I try to avoid confusion between the open-ring and Faston
terminals by limiting the use of "spade" to speaking about
Fastons . . .
>I have a copy of your book, a big box full of electric goodies from B &
>C and a thousand questions. I do appreciate the time you spend on the
>list answering all of our dumb questions and helping improve the state
>of the art of electric systems.
The AeroElectric Connection's mission is to gather the
best collection of simple-ideas we can find and help
those of all experience levels assemble them into
useful systems. I'll suggest that your attitude and
actions demonstrated thus far bode well for the success
and quality of your project.
Bob . . .
--------------------------------------------
( Knowing about a thing is different than )
( understanding it. One can know a lot )
( and still understand nothing. )
( C.F. Kettering )
--------------------------------------------
Message 8
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| Subject: | New look coming for aeroelectric.com |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
Been literally "cut off" from the world for 24 hours. While
the wire laying machine was putting a new feed into my
neighbors house for their cable/internet service, they
nicked my feeder. I didn't know it until after they
left. My environmental splices don't work on RG-59
so I had to wait for the cable guy to get to us this morning
and fix it. Fortunately, my mother-in-law who lives behind
us noted the presence of the machine about the same
time our system went down so that troubleshooting the
outage was done before the cable guy got here this morning.
Anywho, we're back up and running.
Some of you many have noticed that we have removed B&C's
activity from the AeroElectric Connection server. Todd
got all the parts plugged into their website at
http://www.bandc.biz late last week and we pulled all
that data off our server about Tuesday.
It's a goal now to expand the aeroelectric.com in accordance
with the mission of providing a gathering place for
data combined with a forum for discussion about how data
(simple-ideas) can be assembled in useful and constantly
improving systems.
Someone attending a meeting I was in a few weeks ago
noted that "Those guys out there building stuff in the
garage are plagued with configuration chaos . . . it
must be a nightmare trying to get your arms around
the right way to do things."
I retorted, "No, BLESSED with configuration chaos.
Anything can be tried, anything can be changed if
it doesn't work, and every new airplane that flies
has the opportunity to be better than the last.
We (spam-can builders), on the other hand, are so busy
trying to make sure every airplane goes out the door looking like
the ones we built 15 years ago. 'Getting better'
is increasingly difficult and incrementally poorer
for return on investment. I'll opt for chaos any
day."
He snorted but offered no rebuttal. Anyhow, watch
for new features in posted data.
New directories are already in place at
http://www.aeroelectric.com/Mfgr_Data
http://www.aeroelectric.com/Installation_Data
http://www.aeroelectric.com/Reference_Docs
http://www.aeroelectric.com/Page_Per_System
Not all directories or sub-directories have files
in them - but I think the titles are self explanatory
as to the intent of future content.
I'll leave Revision 8.0 for the CD ROM on the server
as-is for the moment:
http://www.aeroelectric.com/CD/AEC8_0.zip
It contains the parts catalog as it last existed on
my server and has links to supporting documentation
that B&C may or may not have captured.
The next CD (Rev 9.0) will be a data-only publication
depicting the concentrated attention to simple-ideas.
I'll welcome suggestions for additions to the site
that will enhance your learning and building experience.
Bob . . .
--------------------------------------------
( Knowing about a thing is different than )
( understanding it. One can know a lot )
( and still understand nothing. )
( C.F. Kettering )
--------------------------------------------
Message 9
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| Subject: | Re: Multimeter test adaptor, diodes, etc. |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 10:22 PM 7/10/2003 -0600, you wrote:
>--> AeroElectric-List message posted by: "Rick Fogerson" <rickf@cableone.net>
>
>
>----- Original Message -----
>From: Rick Fogerson
>To: aeroelectric-list@matronics.com
>Subject: Multimeter test adaptor
>
>
>Hi Bob,
>I need help in understanding how to make up the test adaptor, page Z6.
>
>Do you crimp or solder the "banana plugs" to one end of the 1573 plug and
>plug the other end into the 1576 receptacle, allowing you to clamp a
>multimeter to the "banana plugs".
>
>Is there a picture somewhere of this?
>
>Would radio shack know what to sell me if I ask for "banana plugs"?
Yes, they'll know. They're also shown in the Radio Shack catalog
as shown in the clip at:
http://216.55.140.222/temp/RS_Banana_Plugs.jpg
The 1576/1573 pair of connectors simply provide a convenient
means for plugging a multimeter into a cockpit mounted test jack
to measure field voltage. Figure Z-23 describes the airplane
wiring. You'll need to make an extension cable with banana plugs
(or what ever mates with your multimeter) on one end and a
274-1573 plug on the other.
Alternatively, one could simply mount a pair of 274-725 banana jacks
on the panel (Item 23 down lower on the clip cited above)
and use test leads with banana plugs on both ends
to effect the connection between multimeter and the electrical
system. However one chooses to do this, it affords the troubleshooter
a vital piece of information needed to diagnose alternator system
problems BEFORE pulling the cowl.
>It's probably there but I can't find in your book the purpose of the 5A
>C.B. in the alt. field wire.
If you use a modern, crowbar ov protection system, the system
DEPENDS on a convenient means for interrupting
the field supply in case of an ov event. This is
described in terms of hardware in:
http://www.aeroelectric.com/articles/crowbar.pdf
http://www.aeroelectric.com/articles/bleadov.pdf
and described operationally on page 6-7 of the book.
Since it is possible to get nuisance trips of the
OV system, it's the one breaker that I would include
on the panel of my airplane even when I'm using fuse
blocks to protect the rest of the system.
>Also, does it need to be in plain view so you can see immediately if it
>trips or can I put it out of the way but still accessable by touch in-flight?
I like to put them in same row as switches. See
http://216.55.140.222/temp/Switches.pdf
>And if I haven't strained your patience too far, the Radio Shack P/N for
>the 1N4005 diode. One responded with 276-1141 and another with 276-1105
The 276-1141 is a 3A diode like those we pre-install
on the contactors which you can see at:
http://www.bandc.biz/S701-2.html
and
http://www.bandc.biz/S701-1.html
The 1A diodes would work fine here but they're
smaller and not no robust. The 3A devices are
mechanically a better choice. It would work but
is pretty fat for use on the S704 coil terminals.
The 276-1105 is as near as I can tell,
a bogus number. I plugged it into the search engine
on Radio Shack's website and it came up empty.
Refering to my Radio Shack catalog, I find
this listing:
http://216.55.140.222/temp/RS_Diodes.jpg
Here's the full range of 1A, 3A and 25A bridge
rectifier diodes suited for use in the various
applications depicted in the website articles
and pages of the 'Connection.
Bob . . .
Message 10
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--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 06:08 AM 7/12/2003 -0400, you wrote:
>--> AeroElectric-List message posted by: Lynwood Stagg <woody6@yahoo.com>
>
>This is the same predicament I am in currently. I'm building a Z14 RV7A
>w/FADEC. I'm no electronics expert, and it is difficult to figure out how
>to put this thing in place in a reasonable way. Z14 FADEC integration help
>from 'Lectric Bob would help immensely!
It's in the works. Need to have some conversation with Aerosance
next week to ferret out some operational details . . .
Does anyone have an installation manual or a pilot's
operating handbook for this system?
Bob . . .
Message 11
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| Subject: | Re: Contacts for Narco 111 or 112 |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 08:09 PM 7/11/2003 -0400, you wrote:
>--> AeroElectric-List message posted by: "Dean Head" <banana@atlantic.net>
>
>Bob,
>Following up I realized that the part number that Narco had provided was
>their number. The contacts are available from them but, at a high price
>($1.74 ea). This is a single sided 15 contact "molex/amp" style connector.
>The contacts are identical to the more common 2 sided Molex 4338 style
>connector except, the extension ears that locate the contact within the
>connector body (between the crimp area and finger of the contact) are longer
>than the 2 sided version. This is due to the construction of the single
>sided connector body. Does this description make any sense? Maybe the $1.74
>ea 'aint such a bad deal!
Check out the Molex listings under
http://www.aeroelectric.com/Mfgr_Data
If your radio connector is the single sided, 6422 then you
need pins selected from the data sheet at
http://216.55.140.222/Mfgr_Data/Molex_2478_Pins.pdf
These are minimally sold in bags of 100 and would
cost you about $0.60 each. If all you need is the
small number to install one radio, I'll suggest there
is little value for time expended + minimum buy
quantities to beat the price down.
Bob . . .
--------------------------------------------
( Knowing about a thing is different than )
( understanding it. One can know a lot )
( and still understand nothing. )
( C.F. Kettering )
--------------------------------------------
Message 12
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| Subject: | sending to wrong person |
--> AeroElectric-List message posted by: "Terry & Linda" <tyeager@comcast.net>
to whom this may concern; your emailing to the wrong person. please check your
email address before sending thank you. im getting tired of deleteing . check
with the person your trying contact and get his address corrected .
Message 13
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| Subject: | Re: $10 fix for Noisy Transmissions??? |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 12:19 PM 7/11/2003 -0400, you wrote:
>--> AeroElectric-List message posted by: "Ed Anderson"
><eanderson@carolina.rr.com>
>
>Regarding noisy radio transmissions. Well, I flew with the Turn Coordinator
>turned off and no one could understand my transmissions, so its apparently
>my problem is not noise generated by the gyro motor. I've had my Terra 760D
>into shops three times and nothing can be found wrong. Then in surfing the
>web I came across this very interesting bit of information regarding the
>effects of very noisy cabin environments (mine is very noisy) on the
>electret microphone that most of our headsets have.
>
>Apparently if the noisy level reaches over 95db it causes the microphone to
>go into some sort of harmonic resonation such that it not only does not
>cancel out the cabin noise but actually adds to it. The end effect being
>that your transmission is totally garbled by the resulting noise.
>
>There is an interesting article on this effect on the electret mic on the
>Oregon Aero web site (URL below). If it doesn't take you to the discussion,
>try www. Oregonareo.com, select "Product"/ "Headset Upgrade"/"Why do I have
>trouble communicating..." and that will bring you to the article that
>describes the effect.
>
>http://www.oregonaero.com/p5657_2001.html
>
>Bob, I would be interested in your assessment of this. A $10 fix would sure
>be nice.
This is the first I've heard of the phenomenon. I'm going to have
to look into it with more detail. In the mean time, they describe
the fabrication of their product pretty well. You can buy the open
cell foam windscreens at Radio Shack for larger microphones but
there's nothing magic about contiguous envelope of windscreen material
around the mic . . . you just need a layer between the noise+voice
(frontside)
and noise (backside) ports on the microphone. A pull-over cover could
be fabricated from a scrap of Naugahyde . . . and if your budget goes
as high as $10, you can buy the critters already made at
http://www.aircraftspruce.com/catalog/avpages/micmuf.php
for $9.95 each . . .
Bob . . .
--------------------------------------------
( Knowing about a thing is different than )
( understanding it. One can know a lot )
( and still understand nothing. )
( C.F. Kettering )
--------------------------------------------
Message 14
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| Subject: | Re: AeroElectric-List power supply for ANR headsets |
--> AeroElectric-List message posted by: FSmith9890@aol.com
I used a fixed output positive voltage regulator that puts out 9 volts at
100ma, with any input of 10 to 30 volts. This is really the only part that you
need, although I put a small 100 mfd condenser across the output. Works fine.
DC to DC isolation , whatever that is is not needed Frank
Message 15
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| Subject: | Electric Primer? |
--> AeroElectric-List message posted by: "Tinne maha" <tinnemaha@hotmail.com>
As I was partially constructed when I came upon The Aeroelectric Connection Iwent
along with the kit manufacturer's instructions and installed a traditional,
plunger style (for lack of a better term) primer. As I already havean electric
boost pumpI'm considering switching to an electric primer valve.
What are the advantages disadvantages of and electric primer valve? The added
safety of having one less fuel line behind the firewall is all I can think of.
Any input will be appreciated.
Thanks,
Grant
Protect your PC - <a href="http://g.msn.com/8HMEENUS/2755??PS=">Click here for McAfee.com VirusScan Online
Message 16
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| Subject: | Re: Electric Primer? |
--> AeroElectric-List message posted by: "J. Oberst" <joberst@cox-internet.com>
Grant, I put one of the fuel valves that Aircraft Spruce sells in my
Glasair. It works GREAT. All the plumbing is in the engine compartment.
Jim Oberst
----- Original Message -----
From: "Tinne maha" <tinnemaha@hotmail.com>
Subject: AeroElectric-List: Electric Primer?
> --> AeroElectric-List message posted by: "Tinne maha"
<tinnemaha@hotmail.com>
>
> As I was partially constructed when I came upon The Aeroelectric
Connection Iwent along with the kit manufacturer's instructions and
installed a traditional, plunger style (for lack of a better term) primer.
As I already havean electric boost pumpI'm considering switching to an
electric primer valve.
>
> What are the advantages disadvantages of and electric primer valve? The
added safety of having one less fuel line behind the firewall is all I can
think of. Any input will be appreciated.
>
> Thanks,
> Grant
> Protect your PC - <a href="http://g.msn.com/8HMEENUS/2755??PS=">Click here
for McAfee.com VirusScan Online
>
>
Message 17
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| Subject: | Re: headset jack locations |
--> AeroElectric-List message posted by: "J. Oberst" <joberst@cox-internet.com>
In my Glasair, I put the jacks in the top of the wing, right next to the
side wall, just aft of the main spar wing attach brackets. That spot is
near your knee. It's real convenient, and you can SEE them and easily reach
them, unlike some of the behind-the-seat arrangements.
Jim Oberst
----- Original Message -----
From: <BAKEROCB@aol.com>
Subject: AeroElectric-List: headset jack locations
> --> AeroElectric-List message posted by: BAKEROCB@aol.com
>
> AeroElectric-List message previously posted by: "Dave von Linsowe"
> <davevon@tir.com>
>
> <<.....skip.....The headset plugs are down under the panel (I didn't put
them
> there).....skip..... Dave>>
>
> 7/12/2003
>
> Hello Dave, Please let me sympathize with your unhappiness over the
location
> of your headset jacks.
>
> Also let me take this as another opportunity to suggest that the best
place
> in a side by side two place airplane for the headset jacks for the pilot
is
> behind the co pilots seat within reach and view of the pilot while
strapped in.
> The best place for the co pilot's jacks is behind the pilots seat within
view
> and reach of the co pilot while he is strapped in.
>
> 'OC' Baker, Builder of KIS TR-1 #116 4/14/97 - ?/?/?
>
>
Message 18
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| Subject: | RE: power supply |
--> AeroElectric-List message posted by: "James Foerster" <jmfpublic@comcast.net>
Dave,
For less than $3, you can get a surplus DC/DC 12 to 9 volt converter at www.alltronics.com
The part number is Ll2SER2509-GP, listed under power supplies. It is limited to
225 ma, which is good enough for about 4 headsets. This saves you the task
of building the LM317, which will work just fine
Jim Foerster
Message 19
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--> AeroElectric-List message posted by: "mailbox bob at mail.flyboybob.com" <bob@flyboybob.com>
'Lectric Bob,
I designed an alternative to the Z-14 diagram that uses diodes from the two
battery busses to power the main and essential busses. My engine is
supplied with a permanent magnet alternator and I added a second one for
parts consistency. The over voltage protection disconnects the dynamo from
the battery using a disconnect relay. A quad op amp, voltage divider and
zener diode reference drives the disconnect relay. If the voltage regulator
goes over voltage it is automatically disconnected and an over voltage
disconnect light is lit on the panel. An additional voltage since circuit
is used to monitor the essential bus voltage and drive over and under
voltage indicator lights on the panel. If the essential bus goes under
voltage I can shed the main bus load by opening the two circuit breaker
switches connecting the main bus to the two battery busses. There is a
standby essential bus switch that will connect to the battery side of the
battery contactors so the two master switches can be closed and eliminate
the battery contactors and their field load.
There is no interconnect for starting, the starter runs off battery 2 and
everything else including electronic ignition runs off of battery 1. After
starting the number 2 master is switched on and both systems are online. I
am considering Concorde RG-1207 batteries. The MEEL is:
Load Amps Source
Notes
Light dimmer 0 - .700 Measured use
.700 amps
Electronic ignition 8 From Specs
Fuel Pumps .500 From Specs
Transponder .800 Measured
Turn Coordinator .100 Measured
Nav/Com .500 Measured
Compass .200 Measured
microMonitor .050 Measured
Auto Pilot and Trim .500 Measured
Prop 0 - 3 Measured
0 amps when not changing pitch
Total 11.350
Using two 10AH batteries yields:
((10AH + 10AH) * 50% ) / 11.350 Amps ) * (60 min/hr) = 53 minutes battery
only run time
Is this realistic with dual dynamos, or should I consider larger capacity
(and weight) batteries?
I have changed ISPs so you should be able to see the picture at:
http://flyboybob.com/kr2/wd0002.htm. The pull-down at the bottom of the
diagram lets you select which sheet of the diagram to view, power
distribution, grounding or wiring diagram.
Thanks for all your help.
Regards,
Bob Lee
______________________________
N52BL KR2 Suwanee, GA 30024
91% done only 51% to go!
Phone/Fax: 770/844-7501
mailto:bob@flyboybob.com
http://flyboybob.com
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