Today's Message Index:
----------------------
1. 06:31 AM - Re: Protecting LEDs (Robert L. Nuckolls, III)
2. 07:03 AM - Re: Hall sensor problem??? (Robert L. Nuckolls, III)
3. 07:07 AM - Re: Dumb Questions (Robert L. Nuckolls, III)
4. 07:29 AM - Re: Hall sensor problem??? (David Swartzendruber)
5. 09:29 AM - Re: Re: - aircraft wiring (TimRhod@aol.com)
6. 10:13 AM - Hall sensor problem??? (Charles Brame)
7. 10:38 AM - Rotax 912 and ACS ignition switch (Sigma Eta Aero)
8. 11:00 AM - component mounting ideas (Sigma Eta Aero)
9. 11:00 AM - Re: Switching On with Lightspeed (Scot Stambaugh)
10. 11:22 AM - Re: Re: - aircraft wiring (Matt Prather)
11. 11:42 AM - noise from a stereo, Altrak altitude hold (mstewart@qa.butler.com)
12. 11:48 AM - Alternator Circuit Breaker (Stucklen, Frederic IFC)
13. 12:02 PM - Re: Hall sensor problem??? (Robert L. Nuckolls, III)
14. 12:23 PM - Re: Alternator Circuit Breaker (Robert L. Nuckolls, III)
15. 12:35 PM - affordable nav/position lights (Sigma Eta Aero)
16. 01:01 PM - Instruments for sale (I-Blackler, Wayne R)
17. 01:25 PM - Re: nav lights wiring requirements? (Robert L. Nuckolls, III)
18. 04:05 PM - Picking a new battery (Tinne maha)
19. 04:54 PM - Re: Re: nav lights wiring requirements? (TimRhod@aol.com)
20. 06:49 PM - Wire & fuse size (Dick Jordan)
21. 07:31 PM - Re: Re: nav lights wiring requirements? (Robert L. Nuckolls, III)
22. 07:32 PM - Re: Altitude encoder recommendation? (Robin Wessel)
23. 07:42 PM - nav light wire requirements (TimRhod@aol.com)
24. 08:21 PM - Re: Picking a new battery (Robert L. Nuckolls, III)
25. 09:10 PM - Re: Wire & fuse size (Robert L. Nuckolls, III)
26. 09:10 PM - server down (Robert L. Nuckolls, III)
Message 1
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Protecting LEDs |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 09:10 PM 10/2/2003 -0400, you wrote:
>--> AeroElectric-List message posted by: "Mike Heinen" <mjheinen@adelphia.net>
>
>My understanding is the resistor is to get the voltage down to tolerable
>levels for the LED. The long lead should be positive. THe LEDsI have are
>rated at 3.6 volts at 20 mA. I used 47 ohm resitors ...one on each side of
>the LEDs with the circuit being...
(14v - 3.6v)/0.02A = 520 ohms total. If you're running two
47 ohm resistors for a total of 94 ohms, then your bulb current
in on the order of (14v - 3.6v)/94ohms = 0.11 amps or 110 mA.
Most LEDs I've played with will perform well with up to 2x
over current . . . but you might want to check your present
configuration. If I understand you, it appears that you're
overdriving by about 5x.
The "protection" that was cited has to do with very short
duration, low energy transients that might punch out the
LED's junction in a reverse voltage mode.
I did an article on LEDs some years ago that needs to be
updated to cover higher voltage devices (whites and blues)
as well as the reverse voltage situation. Need to do some
testing on the bench first tho . . . I'll put that on the
list of things to do.
See http://www.aeroelectric.com/articles/leds3.pdf
Bob . . .
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: Hall sensor problem??? |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 11:33 PM 9/1/2003 -0700, you wrote:
>--> AeroElectric-List message posted by: "Larry & Gerry" <psychden@sonic.net>
>
>I believe that the Hall sensor setup for the VM 1000 is designed to show
>alternator output and not the system load directly. Until you run your
>engine (and the alternator) you won't see anything but "0" on the "amps"
>display. Larry Ford
One can slip the hall sensor over any wire in the airplane
you wish to monitor . . . but larry is right, if you've installed
it over the alternator b-lead, it will function as an alternator
loadmeter and will read zero unless the alternator is functioning.
Some builders have installed it on the battery feed wire and
use it as a battery ammeter in which case I believe it will
properly sense and display both (+) and (-) current flows.
Bob . . .
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: Dumb Questions |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 06:18 PM 8/31/2003 -0700, you wrote:
>--> AeroElectric-List message posted by: "Tinne maha" <tinnemaha@hotmail.com>
>
>List,
>
>As I'm getting close to cutting out my panel (again) I'm getting nervous
>and need confirmation of some things I am only95% sure ofon Figure Z-11:
>Could you please confirm?
>
>1) Grounding: Even though Iam buildingan aircraft with a steel tube
>fuselage I am planning on running a separate ground cable from instrument
>panel ground bus directly to the battery. Am I interpreting the drawing
>properly? The cable isn't shown on the drawings I can find implications
>of not needing it in The Connection chapters but I can also find
>implications that is the most important cable in the aircraft (obviously
>it would be for a composite)
Yes . . .
>2) The alternatorFIELDbreakergoeson the panel and the alternatorOUTPUT
>cirquit protection (probably fusible link in my case)goes near the starter
>contactor, correct?
yes . . .
>3) When would one want to pull the alternator field breaker to run on
>battery only?
this would work or if you're using the 2-10 progressive transfer
switch for DC PWR MASTER then you can get battery only by moving
the switch down to the mid position.
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: | Hall sensor problem??? |
--> AeroElectric-List message posted by: "David Swartzendruber" <dswartzendruber@earthlink.net>
Actually, it will not properly display both (+) and (-) current flows.
The Hall sensor will sense both directions, but the data processing unit
and display are made to show any (-) current flow as zero (0). I'm not
sure why they did it that way. Perhaps because the analog part of their
display is laid out to display only positive current. I think I would
have made it so that the digital part of the display would show the
negative current even if the analog part just stopped at zero. That
would give you more options on how you chose to use their equipment.
Dave in Wichita
> >
> >I believe that the Hall sensor setup for the VM 1000 is designed to
show
> >alternator output and not the system load directly. Until you run
your
> >engine (and the alternator) you won't see anything but "0" on the
"amps"
> >display. Larry Ford
>
> One can slip the hall sensor over any wire in the airplane
> you wish to monitor . . . but larry is right, if you've installed
> it over the alternator b-lead, it will function as an alternator
> loadmeter and will read zero unless the alternator is functioning.
>
> Some builders have installed it on the battery feed wire and
> use it as a battery ammeter in which case I believe it will
> properly sense and display both (+) and (-) current flows.
>
> 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: - aircraft wiring |
--> AeroElectric-List message posted by: TimRhod@aol.com
Bob : am I figuring this right?
My nav lights have two bulbs in them. One pair for each wingtip. One is 26W
14V the other is 75W 40V.
26 divided by14 gives 1.86 Amps. 75/40= 1.88Amps total for each wingtip
is 3.75Amps.
3.75Amps X 6.4milliohms(18AWG)= 24millivolts/foot drop. 500millivolts/24=
20.8feet or 10 foot round trip. Not enough even for one wing. My wire run in
the velocity runs from the panel to the firewall 10ft. then splits to each
wing 16ft each way. considering only one wing ( 3.75Amp) and fuselage the run
is 26ft or 52ft round trip. A 14AWG is the first acceptable size. Can this be
right? I called Whelen and the teck there said that I only had to consider
the length one way. That didnt seem right to me as well. thanks
Tim
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 |
|
Larry & Gerry <psychden@sonic.net>
| Subject: | Hall sensor problem??? |
--> AeroElectric-List message posted by: Charles Brame <charleyb@earthlink.net>
In my simple mind, the VM-1000 shows alternator output up to the load
being drawn (battery charging plus actual load to run the lights,
instruments and avionics.) My battery is new and should be fully
charged, but I know that my instruments and avionics are pulling some 7
to 8 amps. So, the VM-1000 should show at least that reading. Maybe Bob
can confirm.
I used a 13.8v/10Amp power supply in place of the alternator and showing
zero amps. In other words, the power supply was acting as a 10 Amp
alternator. I checked that the current was in the proper direction for
the sensor. Still a mystery.
Charlie Brame
RV-6A N11CB
San Antonio
------------------------
>
> Time: 11:54:29 PM PST US
> From: "Larry & Gerry" <psychden@sonic.net>
> Subject: Re: AeroElectric-List: Hall sensor problem???
>
> --> AeroElectric-List message posted by: "Larry & Gerry" <psychden@sonic.net>
>
> I believe that the Hall sensor setup for the VM 1000 is designed to show alternator
> output and not the system load directly. Until you run your engine (and
> the alternator) you won't see anything but "0" on the "amps" display. Larry
Ford
>
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: | Rotax 912 and ACS ignition switch |
--> AeroElectric-List message posted by: Sigma Eta Aero <sigmatero@yahoo.com>
For wiring a Rotax 912 with the ACS A-510-2 switch (Page 381 in Spruce catalog)
do any of the terminals have to be jumpered (IOW is either of the magnetos a
retard breaker or have impulse coupling type features)?
Also, I assume that you would run the shielding from both mags to the ground terminal
(term 5) and then NOT run a ground from this to the firewall grounding
block (but ground each cable shield individually at the ignition block), right?
The only thing that cornfuses me about this single point grounding technique is
that when the engine is running the mags are ungrounded anyway so why does it
make a difference?
Also, I assume I should use the diode supplied with the ACS switch (when wiring
per Z-16)?
Thanks folks!
Joa
---------------------------------
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: | component mounting ideas |
--> AeroElectric-List message posted by: Sigma Eta Aero <sigmatero@yahoo.com>
Does anyone have some handy pictures of some nifty tractor-engine installations
for mounting firewall components such as the fuse blocks, diodes, etc? Trying
to get some ideas on locations to mount things and a general feel for what will
end up neat, tidy, and user friendly.
Thanks!
Joa
S-7 w/ 912S
---------------------------------
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: | Re: Switching On with Lightspeed |
--> AeroElectric-List message posted by: Scot Stambaugh <sstambaugh@qualcomm.com>
Thanks. That is the answer I was looking for.
scot
At 04:30 PM 8/29/2003 -0500, you wrote:
>--> AeroElectric-List message posted by: "Cy Galley" <cgalley@qcbc.org>
>
>The impulse also retards!
>Cy Galley, TC - Chair, Emergency Aircraft Repair, Oshkosh
>Editor, EAA Safety Programs
>cgalley@qcbc.org or experimenter@eaa.org
>
>Always looking for articles for the Experimenter
>
>----- Original Message -----
>From: "Scot Stambaugh" <sstambaugh@qualcomm.com>
>To: <aeroelectric-list@matronics.com>
>Subject: Re: AeroElectric-List: Switching On with Lightspeed
>
>
> > --> AeroElectric-List message posted by: Scot Stambaugh
><sstambaugh@qualcomm.com>
> >
> > I may have this backwards but the LSE retards the timing to zero for easy
> > starting while the mag is fixed at 25 deg BTDC. With both ON for starting
> > won't the mag fire 25 degrees before the LSE, defeating the easy-start
> > features that the LSE provides? Now you have the same "hard starting"
> > characteristics of a magneto-only system that has fixed timing at 25 deg
>BTDC.
> >
> > scot
> >
> >
> > At 09:55 AM 8/29/2003 -0500, you wrote:
> > >--> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
> > ><bob.nuckolls@cox.net>
> > >
> > >At 10:59 PM 8/28/2003 -0700, you wrote:
> > > >--> AeroElectric-List message posted by: Greg Grigson
> > > <iflyhawaii2@yahoo.com>
> > > >
> > > >Fellow Listers:
> > > >What type of toggle switches is recommended with one impulse magneto
>and
> > > >the Lightspeed Plasma II ignition system that produces a similar
> > > >Aeroelectric Connection-type "lockout" feature for impulse-only
> > > >starting. Also what failure mode would suggest a 5A CB vs an in-line
>fuse
> > > >off the hot battery bus as directed by the installation manual.
>Breakers
> > > >bug me.
> > > >
> > > >As always thanks for the intelligent support.
> > >
> > > If it were my airplane, two S700-1-3 switches (or equal) would simply
> > > control OFF/ON for both systems. Both would be ON for cranking.
> > > The electronic ignition would run from a battery bus fuse or
> > > fusible link right from the hot side of battery contactor.
> > >
> > > Bob . . .
> > >
> > >
> >
> >
>
>
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: | Re: - aircraft wiring |
--> AeroElectric-List message posted by: "Matt Prather" <mprather@spro.net>
Tim,
Not Bob, but I'll make some comments.
> --> AeroElectric-List message posted by: TimRhod@aol.com
>
> Bob : am I figuring this right?
> My nav lights have two bulbs in them. One pair for each wingtip. One
> is 26W 14V the other is 75W 40V.
What kind of light is 40V? Is that the strobe? Is the strobe supply
in the wing tip, or more centrally located? Need to find out the
average power demand of the strobe, which is probably much less
than 75W, and then base the calcs on that. As a point of reference,
the low beam filament in a car headlight is 35W, high beams are 65W.
> 26 divided by14 gives 1.86 Amps. 75/40= 1.88Amps total for each
> wingtip is 3.75Amps.
> 3.75Amps X 6.4milliohms(18AWG)= 24millivolts/foot drop.
> 500millivolts/24= 20.8feet or 10 foot round trip. Not enough even for
These calculations are correct based on your 40V assumption.
> one wing. My wire run in the velocity runs from the panel to the
> firewall 10ft. then splits to each wing 16ft each way. considering
Not sure I would split the wire at the firewall - just run the strands
all of the way to the switch.
> only one wing ( 3.75Amp) and fuselage the run is 26ft or 52ft round
> trip. A 14AWG is the first acceptable size. Can this be right? I
> called Whelen and the teck there said that I only had to consider the
> length one way. That didnt seem right to me as well.
Did you ask him to explain that? Maybe he was thinking of installing
in a metal airplane which would us the airframe as a heavy guage ground.
I guess I don't think it would be a horrible problem if you suffered
a slightly worse voltage drop for your nav lights. They won't work
significantly less if they are another volt dimmer.
Have you looked at any of the LED nav lights?
> thanks Tim
>
>
Regards,
Matt-
N34RD
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: | noise from a stereo, Altrak altitude hold |
tests=AWL,BAYES_01,NO_REAL_NAME,USER_IN_WHITELIST
version=2.53
--> AeroElectric-List message posted by: mstewart@qa.butler.com
Hi Folks,
Well I have this annoying noise in my RV. First let me say that I wired this
thing BEFORE I knew anything about grounding so my airframe is my ground.
(DONT SHOOT ME PLEASE)
After 800 hours I installed the Altrak altitude hold. When it is engaged, I
get this morris code noise in my headsets, only when the stereo is powered
on. The noise is definitely the stepper motor servo making the noise. The
servo is installed in the fuse in the tail cone, far from the stereo mounted
on my panel.
I have tried shielding the wires coming from servo, I tried moving the servo
wires to the other side of the fuse as they make their way to the panel.
Is there something bizarre about Stereos that amplify noise in this
frequency range. I also tried a Rat Shack RF choke on the stereo power line.
Ideas?
Thanks
Mike Stewart
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: | Alternator Circuit Breaker |
--> AeroElectric-List message posted by: "Stucklen, Frederic IFC" <Fred.Stucklen@UTCFuelCells.com>
Bob,
What's your position on the automotive fuse block resetable circuit
breakers? Are they reliable enough to have in the electrical design? With
the Field Switch still in the system design, the pilot still has the
ultimate control over a runaway alternator problem.....
Fred Stucklen
RV-6A N926RV 42 Hrs
> > 3) When would one want to pull the alternator field breaker to
run on
>battery only?
>
>if you want to shutdown the alternator you pull the breaker, this
could be
>for test reason, or if you supsect the OV did not work or ..... and
the
>breaker is also triggered from the OV module.
OR . . . should the regulator become unstable and
the bus voltage is jumping round (like the thread on
increased alternator field supply resistance we've
been discussing in another thread). The breaker is
shown on our wiring diagrams as the ONLY breaker in
a fuse-block equipped airplane because the CROWBAR
OV protection needs the breaker. It's not included
just because you "might want to pull the field
breaker" . . . the latest versions of Z-drawings
show the S700-2-10 progressive transfer switch that
mimics the infamous split-rocker switch and allows
you to move the DC PWR MASTER switch to a mid, battery
only operating position.
Bob . . .
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: | Hall sensor problem??? |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 09:28 AM 9/2/2003 -0500, you wrote:
>--> AeroElectric-List message posted by: "David Swartzendruber"
><dswartzendruber@earthlink.net>
>
>Actually, it will not properly display both (+) and (-) current flows.
>The Hall sensor will sense both directions, but the data processing unit
>and display are made to show any (-) current flow as zero (0). I'm not
>sure why they did it that way. Perhaps because the analog part of their
>display is laid out to display only positive current. I think I would
>have made it so that the digital part of the display would show the
>negative current even if the analog part just stopped at zero. That
>would give you more options on how you chose to use their equipment.
>
>Dave in Wichita
Good data point Dave. I wasn't aware that VM1000 was unipolar.
So, it may be that he does have it installed backwards.
Bob . . .
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: | Re: Alternator Circuit Breaker |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 02:48 PM 9/2/2003 -0400, you wrote:
>--> AeroElectric-List message posted by: "Stucklen, Frederic IFC"
><Fred.Stucklen@UTCFuelCells.com>
>
>Bob,
>
> What's your position on the automotive fuse block resetable circuit
>breakers? Are they reliable enough to have in the electrical design?
Why would you want to reduce reliability by replacing a one-part,
simple-calibration device with a multi-part, mechanically calibrated
part? How many over-current trips do you expect to have over the
lifetime of your airplane? How many have you had in ALL of the
cars you've owned?
> With
>the Field Switch still in the system design, the pilot still has the
>ultimate control over a runaway alternator problem.....
Pulling the breaker is NOT a pilot duty assignment for controlling
a runaway (overvoltage) condition. There is one breaker recommended
in a fuse-block system to support the installation CROWBAR ov protection
where the crowbar module will open the breaker in milliseconds after
onset of the OV event. The only time a pilot would have an interest
in pulling a field breaker is if the airplane is NOT fitted with
a switch that allows disconnecting alternator field without also
opening the battery master contactor. Older versions of Z-drawings
used a 2-3 switch that brought alternator and battery on and off together.
If the system becomes unstable, meaning that voltage is hopping
around without going into an ov condition, one would be interested
in taking the alternator off line . . .
Now, if you have an S700-2-10 DC PWR MASTER switch it's possible
to take a mis-behaving alternator off line by moving the switch to
the mid, battery-only position. If you're wired as shown in older
drawings, then you can pull the crowbar ov protection breaker that
also happens to be in series with the alternator field.
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: | affordable nav/position lights |
--> AeroElectric-List message posted by: Sigma Eta Aero <sigmatero@yahoo.com>
I want to add the wingtip strobe/nav/position lights later. For now though can
someone recommend a very affordable (but not high drag- none of those coffee
can lights) for just nav and position lighting?
Joa
S-7 w/ 912S
---------------------------------
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: | Instruments for sale |
<canard-aviators@yahoogroups.com>
--> AeroElectric-List message posted by: "I-Blackler, Wayne R" <wayne.blackler@Boeing.com>
All,
For those interested, I have the following new and unused instruments for sale:
* RC Allen P/N RCA26AK-2 Artificial Horizon (14V electric), internally lighted,
caging, inclinometer = US$1450 ono
* Altimeter, dual scale (mb and in Hg), United TSOd = US$350 ono
* Airspeed Indicator (True Airspeed w/temp adjust) = US$200 ono
* G-meter = US$150 ono
Notes:
The gyro comes with all paperwork, has 10 months warranty remaining, and has been
cycled daily for bearing health. This unit is a factory new replacement for
my old gyro.
All instruments have not been flown. Reason for sale: I have installed an EFIS.
Please contact me on this email address or by phone numbers listed below.
Kind Regards
Wayne Blackler
IO-360 Long EZ, 99.97% complete...
Seattle, USA
(253) 773 9829 (wk)
(253) 520 0447 (hm)
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: | Re: nav lights wiring requirements? |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 12:28 PM 9/2/2003 -0400, you wrote:
>--> AeroElectric-List message posted by: TimRhod@aol.com
>
>Bob : am I figuring this right?
>My nav lights have two bulbs in them. One pair for each wingtip. One is 26W
>14V the other is 75W 40V.
>26 divided by14 gives 1.86 Amps. 75/40= 1.88Amps total for each wingtip
>is 3.75Amps.
>3.75Amps X 6.4milliohms(18AWG)= 24millivolts/foot drop. 500millivolts/24>20.8feet
or 10 foot round trip. Not enough even for one wing. My wire
>run in
>the velocity runs from the panel to the firewall 10ft. then splits to each
>wing 16ft each way. considering only one wing ( 3.75Amp) and fuselage the
>run
>is 26ft or 52ft round trip. A 14AWG is the first acceptable size. Can
>this be
>right?
first, what kind of nav light is 75w? and I'm mystified by the 40v rating.
> I called Whelen and the teck there said that I only had to consider
>the length one way. That didnt seem right to me as well.
let's figure out what the loads are first.
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: | Picking a new battery |
--> AeroElectric-List message posted by: "Tinne maha" <tinnemaha@hotmail.com>
I am building a 12 Volt system with a 35 amp alternator. Battery goes in the tail
of my plane, 14 feet as acableis mounted frommy starter contactor. Whatelectrical
factors(e.g. assume Wt Bal,size, etcare non-issues)should I be aware ofwhen
choosing the battery? BC lists several different ampere-hour ratings. How
do I choose themost appropriateone? For endurance purposes,I will have 4-1/2
hours maximum fuel on board.
Grant Krueger
PS: The kit manufacturer supplied me with a 22.4 pound, 28 ampere-hour battery
but they also planned on a 60 amp alternator. I am suspect the battery they sent
has the same overkill factor. Not sure yet how to figure the Wt Balance portion
until I am fully covered painted though.
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: nav lights wiring requirements? |
--> AeroElectric-List message posted by: TimRhod@aol.com
Ok I brokedown and read the install manuel. Here is what it says. " The
14V forward position lights draw 1.9Amps each. The tail light draws 1.8Amp
each. There are two forward and two tail lights for a total of 7.4 Amps for a
14V DC system."
So my figures on amp draw is correct. I dont know why the tail light is
marked 74W 40 V but that does work out to 1.8Amps as the manuel states. So my
problem and question remain. What size wire to use when the run from panel to wing
tip is approx. 26 ft. From above I figured a 14AWG wire was the minimal, but
can't believe it. thanks Tim
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: | Wire & fuse size |
--> AeroElectric-List message posted by: "Dick Jordan" <mkejrj@erols.com>
Bob,
I'm building an RV 8 with aft mounted battery.Wiring is based on your book and
Z -12.
My Battery bus is a Fuse block with .25" PIDG faston tabs.It is mounted next to
the Battery. The battery bus will supply alternate power to the E-Bus mounted
forward of the Cockpit. The length of the wire is about 13'.
The load on the E-bus is, in a "max use" scenario,approx 26 AMPS:
EFIS ONE 10 AMP(see note 1)
EL. Art. Horizon 2.4 " ( " " 2)
Turn Coordinator .3 "
Digitrak A/P 3 "
Xponder 1.5 "
NAV-COM 7.5 " ( " " 3)
Cockpit Lts. .8 "
Intercom .2
#1: Blue Mt. Suggests 10 AMP circuit but they advise normal load @ 4 AMPS.
#2:Starting load shown; reduces to 1.2 AMPS after spooling up.
#3: Xmit load shown;Receive @ .7 AMPS.
If you reduce by the factors in the notes the load should be approx 12 AMPS.
Question : What size wire & fuse for E-Bus power supply ?Do you consider the ground
return wire in your calculations ?Do you figure on Max or Normal load ? If
Normal is their danger of blowing the fuse when you go to Max ?
I tried to decipher the tables in AC 43.13 using 26 ' wire length, "intermittent
flow", and 26 AMPS. I get #8 AWG.
Assuming #8 AWG is correct then how do you connect to the fuse block tabs which
appear to be sized for 10 AWG and smaller ?
" A little knowledge is a dangerous thing " and I 'm a dangerous fellow.Any help
you or the listers can give will be appreciated.
Thanks,
Dick Jordan
Malvern, Pa...
RV 8A Finishing
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: | Re: nav lights wiring requirements? |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 07:53 PM 9/2/2003 -0400, you wrote:
>--> AeroElectric-List message posted by: TimRhod@aol.com
>
>Ok I brokedown and read the install manuel. Here is what it says. " The
>14V forward position lights draw 1.9Amps each. The tail light draws 1.8Amp
>each. There are two forward and two tail lights for a total of 7.4 Amps for a
>14V DC system."
>
>So my figures on amp draw is correct. I dont know why the tail light is
>marked 74W 40 V but that does work out to 1.8Amps as the manuel
>states. So my
>problem and question remain. What size wire to use when the run from panel
>to wing
>tip is approx. 26 ft. From above I figured a 14AWG wire was the minimal, but
>can't believe it.
3.7 amps per wing and 500 mv drop allowed works out to 135 millohms
loop resistance per wing or 5 millohms per foot for 26 foot loop.
This works out to 17AWG wire. Since this is hard to find, 16AWG will
put you well under for voltage drop, 18AWG will be slightly over.
10A circuit protection is adequate for either wire size.
Bob . . .
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: Altitude encoder recommendation? |
--> AeroElectric-List message posted by: "Robin Wessel" <Robin.Wessel@verizon.net>
I would check out the new version of the venerable ACK A-30 encoder. The
new version has serial + gray code for the same price. When you buy make
sure it has mod 4 (ser#85,000 or above).
http://www.ackavionics.com/
robin wessel
tigard, OR
RV-6A
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: | nav light wire requirements |
--> AeroElectric-List message posted by: TimRhod@aol.com
From Tim Ok I think I got it figured out with help from all responders.
Here is what I think I can do. treat each wingtip as a seperate circuit.
There are two lights on this circuit (one colored and one white) for a total of
3.7 Amp draw. I can use a 18AWG wire if I am willing to accept a 1Volt drop
instead of the recomended 500millivolt drop. A one volt drop will give me 42
feet to work with. This will get me from the panel out to the wing tip and back
to the firewall ground bus where it ties in to a 2AWG ground wire. If I
cant accept a 1Volt drop than I can use a 16AWG and get a 0.7Volt drop. Tie
both circuits into the switch and a 10 amp breaker. Does this sound OK. How much
different is 0.5 volts to the brightness of a nav light? Thank you all for
your help. If ths is right Im done with this subject. I appreaciate the
learning I get from being part of this group. Tim
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: Picking a new battery |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 04:04 PM 9/2/2003 -0700, you wrote:
>--> AeroElectric-List message posted by: "Tinne maha" <tinnemaha@hotmail.com>
>
>I am building a 12 Volt system with a 35 amp alternator. Battery goes in
>the tail of my plane, 14 feet as acableis mounted frommy starter
>contactor. Whatelectrical factors(e.g. assume Wt Bal,size, etcare
>non-issues)should I be aware ofwhen choosing the battery? BC lists several
>different ampere-hour ratings. How do I choose themost appropriateone? For
>endurance purposes,I will have 4-1/2 hours maximum fuel on board.
The vast majority of amateur built aircraft can
function nicely on a 15-18 a.h. battery. For endurance,
you'll want to configure an endurance bus that has
less than 17/4.5 or something under 3A steady state
load. This is generally not hard to do.
> Grant Krueger
>
>PS: The kit manufacturer supplied me with a 22.4 pound, 28 ampere-hour
>battery but they also planned on a 60 amp alternator. I am suspect the
>battery they sent has the same overkill factor. Not sure yet how to figure
>the Wt Balance portion until I am fully covered painted though.
Unless you need the "ballast" it's almost a certainty
that you can get by with a much smaller battery. How
old will your 28 a.h. battery be by the time of first
flight? What kind of battery is it?
Bob . . .
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: | Re: Wire & fuse size |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 09:47 PM 9/2/2003 -0400, you wrote:
>--> AeroElectric-List message posted by: "Dick Jordan" <mkejrj@erols.com>
>
>Bob,
>I'm building an RV 8 with aft mounted battery.Wiring is based on your book
>and Z -12.
>
>My Battery bus is a Fuse block with .25" PIDG faston tabs.It is mounted
>next to the Battery. The battery bus will supply alternate power to the
>E-Bus mounted forward of the Cockpit. The length of the wire is about 13'.
>
>The load on the E-bus is, in a "max use" scenario,approx 26 AMPS:
> EFIS ONE 10 AMP(see note 1)
> EL. Art. Horizon 2.4 " ( " " 2)
> Turn Coordinator .3 "
> Digitrak A/P 3 "
> Xponder 1.5 "
> NAV-COM 7.5 " ( " " 3)
> Cockpit Lts. .8 "
> Intercom .2
>
>#1: Blue Mt. Suggests 10 AMP circuit but they advise normal load @ 4 AMPS.
>
>#2:Starting load shown; reduces to 1.2 AMPS after spooling up.
>
>#3: Xmit load shown;Receive @ .7 AMPS.
>
>If you reduce by the factors in the notes the load should be approx 12 AMPS.
If you're really wanting the e-bus to be an endurance bus, then
I'd put the horizon gyro and EFIS on the main bus. Recall that
the purpose of the e-bus is to maximize use of limited resource
in the en route mode of flight. If you've suffered some kind of
failure that makes the e-bus most valuable, then you want to
get into the "Apollo 13" en route mode of power utilization until
you've got airport in sight. I suspect the autopilot in a
smooth air mode draws less than 3A average. Nav/Com will be
in the receive mode 99% of the time. 0.8A is too much for lighting.
Move EFIS and Gyro off the bus ('cause you got a damned good a/p
that's going to fly better than you can) should be down on the
order of 4 amps. Yes, you can put switches on all those other things
and shed them selectively. Don't forget that the e-bus is a minimum
effort, bullet-proof means for improving the outcome of the flight.
If you make up a checklist for load shedding, then there is a distinct
possibility that accidental mis-positioning of switches can indeed
produce high loads you've hypothesized.
This gives rise to sizing the e-bus alternate feed to withstand
this condition so yeah, the wire size and the fuse can get
pretty beefy. You also need to heat-sink the normal feedpath
diode.
If you want the e-bus to "save the day" and minimize complexity
of both pilot intervention -AND- possibility of mis-positioned
switches, reducing e-bus loads as suggested will get you a wire/fuse
combination of 16AWG/10A. You might want to add a simple voltmeter
on the e-bus but this shouldn't draw more than a few milliamps.
>Question : What size wire & fuse for E-Bus power supply ?Do you consider
>the ground return wire in your calculations ?Do you figure on Max or
>Normal load ? If Normal is their danger of blowing the fuse when you go to
>Max ?
>
>I tried to decipher the tables in AC 43.13 using 26 ' wire length,
>"intermittent flow", and 26 AMPS. I get #8 AWG.
AC43-13 is a . . . well, don't get me started. Let's
be benevolent and call it an engineering document that
gives you a lot of information you don't need (including
errors and mediocre writing) and falls short for much
that you do need . . .
>Assuming #8 AWG is correct then how do you connect to the fuse block tabs
>which appear to be sized for 10 AWG and smaller ?
>
>" A little knowledge is a dangerous thing " and I 'm a dangerous
>fellow.Any help you or the listers can give will be appreciated.
Put AC43-13 back up on the bookshelf and stick with the
List. Your task is bigger than just picking sizes of wire
and fuses. How you plan to operate the airplane is much
more important and you won't find that discussed in
that document.
Bob . . .
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 |
|
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
Our San Diego server is ailing . . . hope to have it
back on line by morning.
Bob . . .
--------------------------------------------
( Knowing about a thing is different than )
( understanding it. One can know a lot )
( and still understand nothing. )
( C.F. Kettering )
--------------------------------------------
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! --
|