Today's Message Index:
----------------------
1. 02:46 AM - Trim/autopilot (jdeuchar@telusplanet.net)
2. 02:53 AM - Dual battery/single alternator (jdeuchar@telusplanet.net)
3. 04:04 AM - Re: Trim/autopilot (William)
4. 05:59 AM - Re: Dual battery/single alternator (Robert L. Nuckolls, III)
5. 06:03 AM - (Gary Casey)
6. 06:04 AM - Re: Trim/autopilot (Robert L. Nuckolls, III)
7. 06:53 AM - Re: Wig-Wag Question (Eric M. Jones)
8. 07:15 AM - Re: (Robert L. Nuckolls, III)
9. 07:35 AM - Re: Alternator craziness (Robert L. Nuckolls, III)
10. 08:13 AM - Little recognition lights (KeithHallsten)
11. 09:28 AM - Re: Trim/autopilot (mstewart@qa.butler.com)
12. 09:52 AM - Re: Little recognition lights (Matt Prather)
13. 10:11 AM - Slick mag P-lead continuity (Dan Checkoway)
14. 10:32 AM - Re: Little recognition lights (Gerry Holland)
15. 11:21 AM - Re: Slick mag P-lead continuity (Matt Prather)
16. 12:13 PM - Causes for epidemic horizon failures ? (Gilles.Thesee)
17. 12:20 PM - Re: Slick mag P-lead continuity (Robert L. Nuckolls, III)
18. 06:05 PM - Re: Little recognition lights (KeithHallsten)
19. 07:52 PM - Re: Little recognition lights (KeithHallsten)
20. 09:39 PM - Re: Little recognition lights (mprather)
Message 1
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--> AeroElectric-List message posted by: jdeuchar@telusplanet.net
Hi all,
I'm new to the list and currently building a F1 Rocket (#119).
I'm planning an autopilot (wing leveler and altitude hold) plus electric trim.
I can understand why I need two servos on the aileron (no trim tab), but on the
elevator why will the autopilot not just drive the trim tab motor? I was
thinking something along the lines of putting a relay on the trim motor so that
when the autopilot is active it just bypasses my trim switch.
I'm probably out to lunch, but I have to ask the dumb question. And I am
hoping to shed some weight/simpler installation.
Jeff
Message 2
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| Subject: | Dual battery/single alternator |
--> AeroElectric-List message posted by: jdeuchar@telusplanet.net
Hi all again,
I have been trying to decide whether or not to go with an electric panel or
vacuum system (I'm sure this is one of the hottest discussions on the net these
days).
Just to be different I was thinking about one regular battery for the avionics,
pitot heat etc., and one smaller battery to power the VM1000, AI, TC and DG.
The idea would be that I would install a relay that would automatically close
when there was alternator power, and open when the alternator failed (and light
a low power led). The hope is that I would then have one hour of power to get
me to where I want to go. I'm not planning any hard IFR, but night flight will
be a reality.
Again I'm trying for simplicity and reliability.
Any thoughts to the above?
Jeff
Message 3
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| Subject: | Re: Trim/autopilot |
--> AeroElectric-List message posted by: "William" <wschertz@ispwest.com>
I think that most trim tab servos work best when you use them to trim out
the forces on the stick/yoke, not as a primary mover of the control surface
that is the function of the autopilot servo. There have been cases with
local builders that if they don't remove the pressure on the surface using
the stick, that the trim tab servo burns out.
Bill Schertz
----- Original Message -----
From: <jdeuchar@telusplanet.net>
Subject: AeroElectric-List: Trim/autopilot
> --> AeroElectric-List message posted by: jdeuchar@telusplanet.net
>
> Hi all,
>
> I'm new to the list and currently building a F1 Rocket (#119).
>
> I'm planning an autopilot (wing leveler and altitude hold) plus electric
trim.
> I can understand why I need two servos on the aileron (no trim tab), but
on the
> elevator why will the autopilot not just drive the trim tab motor? I was
> thinking something along the lines of putting a relay on the trim motor so
that
> when the autopilot is active it just bypasses my trim switch.
>
> I'm probably out to lunch, but I have to ask the dumb question. And I am
> hoping to shed some weight/simpler installation.
>
> Jeff
>
>
Message 4
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| Subject: | Re: Dual battery/single alternator |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 02:52 AM 9/8/2003 -0700, you wrote:
>--> AeroElectric-List message posted by: jdeuchar@telusplanet.net
>
>Hi all again,
>
>I have been trying to decide whether or not to go with an electric panel or
>vacuum system (I'm sure this is one of the hottest discussions on the net
>these
>days).
>
>Just to be different I was thinking about one regular battery for the
>avionics,
>pitot heat etc., and one smaller battery to power the VM1000, AI, TC and DG.
>The idea would be that I would install a relay that would automatically close
>when there was alternator power, and open when the alternator failed (and
>light
>a low power led). The hope is that I would then have one hour of power to
>get
>me to where I want to go. I'm not planning any hard IFR, but night flight
>will
>be a reality.
>
>Again I'm trying for simplicity and reliability.
>
>Any thoughts to the above?
Why not plan for enough battery endurance to use up
fuel aboard? This would be at least 3 hours.
Do you have a copy of the AeroElectric Connection?
If not, suggest you download the update chapters
available from:
http://www.aeroelectric.com/articles/Rev9/ch17-9.pdf
http://www.aeroelectric.com/articles/Rev10/z10.pdf
Review in particular figure Z-13. After reviewing
these options, choose the one that BEST meets your
needs and then let's discuss how it falls short
of exactly meeting your needs.
If you don't have a copy of the 'Connection, I'll
suggest there may be a lot of information you'll
find useful over and above the chapters cited.
Bob . . .
Message 5
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--> AeroElectric-List message posted by: "Gary Casey" <glcasey@adelphia.net>
<<I am hoping to use all miniature switches on my panel. Can anyone tell me
where/if I can locate 2-3, 2-5 2-50 switches?>>
Besides the durability aspect mentioned by Bob, I wonder about the
usability. In automotive panels much study has been done on ergonomics and
the conclusion was that you should separate the switches to make them
identifiable. Also a switch that rotated was easier to use than one that
translated, but that's another story. I plan to put the switches in
user-logical places to make them usable without having to look. I haven't
planned it yet, but for instance, the boost pump switch will be located next
to the mixture control, pitot heat next to the airspeed indicator,
instrument lighting under the glare shield. This complicates the wiring
only a little as each circuit has its own protection anyway. Any comments
on this approach?
Gary Casey
Message 6
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| Subject: | Re: Trim/autopilot |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 05:36 AM 9/8/2003 -0500, you wrote:
>--> AeroElectric-List message posted by: "William" <wschertz@ispwest.com>
>
>I think that most trim tab servos work best when you use them to trim out
>the forces on the stick/yoke, not as a primary mover of the control surface
>that is the function of the autopilot servo. There have been cases with
>local builders that if they don't remove the pressure on the surface using
>the stick, that the trim tab servo burns out.
Mildly out-of-trim operations with an elevator servo
probably won't overtax a modern system. However,
altitude hold systems come in three flavors (1)
electronics will drive your existing trim actuator
or (2) you'll add an elevator servo to the system
and the electronics will "fly" the airplane on the
elevator servo and adjust forces out of that servo
using your trim actuator . . . and (3) elevator
servo only . . . but instructions for operating
the system will no doubt ask that you trim for
zero-force cruising flight before engaging the
autopilot.
Bob . . .
Message 7
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| Subject: | Re: Wig-Wag Question |
--> AeroElectric-List message posted by: "Eric M. Jones" <emjones@charter.net>
Bob et al.
This is exactly the kind of thing that calls for an experiment rather than
(maybe good and erudite) speculation. I would surmise that the result
depends greatly on the beam angle and direction of the lamps. They are not
identical. When a star twinkles it is more noticeable--this does not depend
on having two stars, or the distance, or anything except the way the brain
processes images.
Easy experiment: Park your Jeep Cherokee at one end of the runway with an
observer with videotape if you can at the other end . Cover one headlight
with floor mat. Signal the beginning of the test with three gun shots.
Alternate between high and low beam. Signal the end of the test with three
more gun shots. Get the report from your observer review the videotape.
Okay, I was kidding about the gun shots.
If I had an airplane with one single lamp, like a Europa, I would install an
automobile dual-beam headlamp and use the low for taxi and the high-beam for
landing (maybe both on) and wig-wag them on approach. If the aircraft is
equipped with lights at all, then pulsing their intensity will enhance the
aircraft's visibility. Could this be incorrect?
Truth in lending--Since I sell wig-wags, I have a dog in this contest. I
will sell you the world's best wig-wag with no risk. If you don't love it
return it.
Regards,
Eric M. Jones
www.PerihelionDesign.com
113 Brentwood Drive
Southbridge MA 01550-2705
Phone (508) 764-2072
Email: emjones@charter.net
"Everything you've learned in school as "obvious" becomes less and less
obvious
as you begin to study the universe. For example, there are no solids in
the
universe. There's not even a suggestion of a solid. There are no absolute
continuums. There are no surfaces. There are no straight lines."
- R. Buckminster Fuller
Message 8
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--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 06:01 AM 9/8/2003 -0700, you wrote:
>--> AeroElectric-List message posted by: "Gary Casey" <glcasey@adelphia.net>
>
><<I am hoping to use all miniature switches on my panel. Can anyone tell me
>where/if I can locate 2-3, 2-5 2-50 switches?>>
>
>Besides the durability aspect mentioned by Bob, I wonder about the
>usability. In automotive panels much study has been done on ergonomics and
>the conclusion was that you should separate the switches to make them
>identifiable. Also a switch that rotated was easier to use than one that
>translated, but that's another story. I plan to put the switches in
>user-logical places to make them usable without having to look. I haven't
>planned it yet, but for instance, the boost pump switch will be located next
>to the mixture control, pitot heat next to the airspeed indicator,
>instrument lighting under the glare shield. This complicates the wiring
>only a little as each circuit has its own protection anyway. Any comments
>on this approach?
Hope you'll do an article on this and let us
know how it works out.
Bob . . .
Message 9
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| Subject: | Re: Alternator craziness |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 07:59 PM 9/7/2003 -0700, you wrote:
>--> AeroElectric-List message posted by: richard@riley.net
>
>I'm forwarding this from the canard aviator's mailing list, hoping someone
>here can figure this one out. If we come up with anything good I'll
>forward it (Backward it?) back to the CA list.
>
>===========================
>
>From: "sardella92708" <sardella92708@yahoo.com>
>Subject: [c-a] Alternator craziness
>
>Dear Group,
>My over-voltage relay keeps on tripping right after take-off. I get
>about 400 feet up and it trips. I can't seem to duplicate the
>problem on the ground. At a full power run-up, no problem,
>everything is normal. I even tried testing it this way with my radios
>and transponder on, and it works normal on the ground. As soon as I
>go flying, it trips, and keeps on tripping after I keep on reseting
>it. I was more intermittent the first time it started tripping only
>about an hours worth of hobbs time ago. I'm picking at straws now,
>thinking that when air blows through the alternator in flight, that
>there may be a winding or something shorting. Any comments would be
>appreciated, because I hate to remove the alternator unnecessarily.
>Thanks in advance.
>Jim
>N81EJ
There's a very old quotation that speaks to core fundamentals
of systems design and analysis:
"When you can measure what you are speaking about, and
express it in numbers, you know something about it; but
when you cannot measure it, when you cannot express it
in numbers, your knowledge is of a meager and unsatisfactory
kind: it may be the beginning of knowledge, but you have
scarcely, in your thoughts, advanced to the stage of science."
-- William Thomson, Lord Kelvin
You need to gather some numbers. What's the bus voltage
doing just prior to and during the trip events? You first
need to determine if (1) the alternator system is unstable
and the ov protection system is doing what it was designed
to do or (2) the ov protection is mis-behaving.
99% of troubleshooting in aviation is done by substituting
parts until the problem goes away. It's possible to know
exactly what needs to be done before turning a wrench . . .
Do you have a voltmeter and/or ammeter in the airplane?
Bob . . .
Bob . . .
--------------------------------------------
( Knowing about a thing is different than )
( understanding it. One can know a lot )
( and still understand nothing. )
( C.F. Kettering )
--------------------------------------------
Message 10
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| Subject: | Little recognition lights |
--> AeroElectric-List message posted by: "KeithHallsten" <KeithHallsten@quiknet.com>
I would like to put some halogen recognition lights in the strakes of my Velocity.
The available area to shine them through is structural, so I want to minimize
thhe size of the hole cut in the leading edge; that will make reinforcing
the area around the hole far easier. I see that the small automotive aftermarket
driving/fog lights are built arround MR-16 lamps. I have found MR-11 lamps
(35 watt, 1.38" in diameter) and MR-8 lamps (even smaller!) for sale, but I
haven't found lampholders for these. Can anyone point me to a source for these?
Keith Hallsten
Message 11
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tests=BAYES_01,NO_REAL_NAME,ORIGINAL_MESSAGE,USER_IN_WHITELIST
autolearn=ham version=2.53
--> AeroElectric-List message posted by: mstewart@qa.butler.com
Its been tried. A system called the EZ trim.
I have one in my rv. Major problem is the trim motor is no where near fast
enough to control pitch as necessary. You end up hunting and oscillating
. Try it by hand and see. W/o electronics, only static pressure changes are
in use, and it is too delayed and sluggish for these faster planes. I
suspect on an Aeronca chief, perhaps it might work fine. But I had no luck
with mine. You can read about it here:
http://hometown.aol.com/ccady/eztrim.htm
\ I disabled mine and went with the Altrak unit.
Course I only paid $250 for the ez trim. Was worth a shot but did not work
well.
Mike Stewart
Rv-6a
-----Original Message-----
From: jdeuchar@telusplanet.net [mailto:jdeuchar@telusplanet.net]
Subject: AeroElectric-List: Trim/autopilot
--> AeroElectric-List message posted by: jdeuchar@telusplanet.net
Hi all,
I'm new to the list and currently building a F1 Rocket (#119).
I'm planning an autopilot (wing leveler and altitude hold) plus electric
trim.
I can understand why I need two servos on the aileron (no trim tab), but on
the
elevator why will the autopilot not just drive the trim tab motor? I was
thinking something along the lines of putting a relay on the trim motor so
that
when the autopilot is active it just bypasses my trim switch.
I'm probably out to lunch, but I have to ask the dumb question. And I am
hoping to shed some weight/simpler installation.
Jeff
Message 12
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| Subject: | Re: Little recognition lights |
--> AeroElectric-List message posted by: "Matt Prather" <mprather@spro.net>
Slightly off topic...
Have you considered that the proposed placement of recognition
lights will likely preclude their use at night? The lights will
probably shine brightly on the canard of your airplane and cause
quite a bit of glare. Any chance you can mount the lights in the
tips of your canard - good separation and no glare? Apparently,
even the stock Long Ez light location behind the nose gear can be
problematic. There is a window through which the pilot verifies
the gear position. Light reflects off the gear leg and into the
pilot's eyes... If you never fly at it night, its probably not
a big deal.
Regards,
Matt Prather
N34RD
> --> AeroElectric-List message posted by: "KeithHallsten"
> <KeithHallsten@quiknet.com>
>
> I would like to put some halogen recognition lights in the strakes of my
> Velocity. The available area to shine them through is structural, so I
> want to minimize thhe size of the hole cut in the leading edge; that
> will make reinforcing the area around the hole far easier. I see that
> the small automotive aftermarket driving/fog lights are built arround
> MR-16 lamps. I have found MR-11 lamps (35 watt, 1.38" in diameter) and
> MR-8 lamps (even smaller!) for sale, but I haven't found lampholders for
> these. Can anyone point me to a source for these? Keith Hallsten
>
>
Message 13
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| Subject: | Slick mag P-lead continuity |
--> AeroElectric-List message posted by: "Dan Checkoway" <dan@rvproject.com>
I just want to confirm that it's normal for a Slick magneto to have internal
continuity between the P-lead and GND terminals.
I hooked up my mag switch (18AWG shielded wire, shield=ground terminal,
center conductor=P-lead, 1-3 switch) and was surprised when I did a
continuity test across the terminals...there's continuity regardless of the
mag switch position.
I guess this makes sense, that the switch is simply
short-circuiting/grounding some internal mag circuit (I'm obviously not too
familiar with the internals), but I want to sanity check this before I plod
along unknowingly with an always-hot or always-cold mag.
Thanks,
)_( Dan
RV-7 N714D
http://www.rvproject.com
Message 14
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| Subject: | Re: Little recognition lights |
--> AeroElectric-List message posted by: Gerry Holland <gnholland@onetel.com>
Keith Hi!
>
> I would like to put some halogen recognition lights in the strakes of my
> Velocity. The available area to shine them through is structural, so I want
> to minimize thhe size of the hole cut in the leading edge; that will make
> reinforcing the area around the hole far easier. I see that the small
> automotive aftermarket driving/fog lights are built arround MR-16 lamps. I
> have found MR-11 lamps (35 watt, 1.38" in diameter) and MR-8 lamps (even
> smaller!) for sale, but I haven't found lampholders for these. Can anyone
> point me to a source for these?
You might want to look at Hella Inc. for lamps and an alternative solution
in their Daylight Running Lights
They are 6Watt HID and are ideal for crowded lower airspace 'be seen'
visibility. Low power drain with low heat output but good viz.
Not sure if this is what you had in mind.
Dimensions are based on low profile 'rounded' oblong shape in semi circle
lightweight plastic housing. 2" H X 6.5" W X 3.5" Deep
Part No: 2 PT 008 362-801 - 12V
Website: http://www.hella.co.uk/n_press/press2001_07_23.html
Regards
Gerry
Gerry Holland
Europa 384
G-FIZY
+44 7808 402404
gnholland@onetel.com
Message 15
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| Subject: | Re: Slick mag P-lead continuity |
--> AeroElectric-List message posted by: "Matt Prather" <mprather@spro.net>
I asked a similar question on the list a while back... The
p-lead is connected to one side of the primary winding of the
mag coil. The other end of the winding is connected to
ground. If you want to make sure that everything is wired
correctly, you should disconnect the p-lead from the mag and
verify that you have an open circuit (with the switch in the
'run' position) between the two leads. Its probably a good
idea to disconnect the shield side too, and verify that there
is an open between it and your ground bus.
Regards,
Matt-
N34RD
> --> AeroElectric-List message posted by: "Dan Checkoway"
> <dan@rvproject.com>
>
> I just want to confirm that it's normal for a Slick magneto to have
> internal continuity between the P-lead and GND terminals.
>
> I hooked up my mag switch (18AWG shielded wire, shield=ground terminal,
> center conductor=P-lead, 1-3 switch) and was surprised when I did a
> continuity test across the terminals...there's continuity regardless of
> the mag switch position.
>
> I guess this makes sense, that the switch is simply
> short-circuiting/grounding some internal mag circuit (I'm obviously not
> too familiar with the internals), but I want to sanity check this before
> I plod along unknowingly with an always-hot or always-cold mag.
>
> Thanks,
> )_( Dan
> RV-7 N714D
> http://www.rvproject.com
>
>
Message 16
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| Subject: | Causes for epidemic horizon failures ? |
--> AeroElectric-List message posted by: "Gilles.Thesee" <Gilles.Thesee@ac-grenoble.fr>
Hi all,
Our kit manufacturer just asked me what could be the cause for repeating
electric horizon failures, regardless of the brand.
The kits are powered with Rotax engines, mainly wired according to the Rotax
diagrams.
He didn't mention the nature of the failures, electrical or mechanical.
Here are some possible causes that came to my mind :
- "Dirty" electric power
- Lack or an OV protection
- Vibrations (the kits are carbon fiber, and I noticed that many builders do
not ensure proper clearance between panel and structure, rendering the
silent blocks inoperative)
- Poor quality horizons : several are "imported" version from A&S. Others
are RC Allen. Only some surplus military Czech horizons seem to be trouble
free.
Does anyone around see other possible causes to investigate ?
He asked wether insufficient voltage could play a role.
Any opinions ?
Thanks
Gilles Thesee
Message 17
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| Subject: | Re: Slick mag P-lead continuity |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 10:10 AM 9/8/2003 -0700, you wrote:
>--> AeroElectric-List message posted by: "Dan Checkoway" <dan@rvproject.com>
>
>I just want to confirm that it's normal for a Slick magneto to have internal
>continuity between the P-lead and GND terminals.
yes. the p-lead is actually in parallel with the same
winding that the points work against to time the spark.
This is a very low resistance winding which will be
closer to zero ohms when the points are closed. This
is why it takes a special "ohmmeter" to time a magneto.
The buzzer in the old timing lights created a relatively
high frequency AC excitation signal that was more discriminating
of point opening than the ordinary DC ohmmeter.
>I hooked up my mag switch (18AWG shielded wire, shield=ground terminal,
>center conductor=P-lead, 1-3 switch) and was surprised when I did a
>continuity test across the terminals...there's continuity regardless of the
>mag switch position.
>
>I guess this makes sense, that the switch is simply
>short-circuiting/grounding some internal mag circuit (I'm obviously not too
>familiar with the internals), but I want to sanity check this before I plod
>along unknowingly with an always-hot or always-cold mag.
Your points may be closed. If you can slowly rotate
the magneto and watch the ohmmeter closely, you may
perceive some change of resistance as the shaft turns . .
but it will always be a low resistance.
Bob . . .
Message 18
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| Subject: | Re: Little recognition lights |
--> AeroElectric-List message posted by: "KeithHallsten" <KeithHallsten@quiknet.com>
Matt,
You may have missed a detail of my concept of recognition lights at the
outer leading edge of the strakes. The lights would be aimed outward about
45 degrees away from the direction of flight. Thus, they will not shine on
the canard, but they will be aimed at anyone on a converging path at the
same altitude! I also plan to "wig-wag" these lights to increase their
effectiveness at attacting attention.
These lights get pretty hot, and there wouldn't be much clearance in that
little canard. I'm afraid I would be melting the foam and softening the
epoxy if they are tucked in there. On the other hand, there's quite a bit
of space in the strake leading edge and I can add some thin aluminum shields
there if necessary.
Keith
----- Original Message -----
From: "Matt Prather" <mprather@spro.net>
Subject: Re: AeroElectric-List: Little recognition lights
> Slightly off topic...
>
> Have you considered that the proposed placement of recognition
> lights will likely preclude their use at night? The lights will
> probably shine brightly on the canard of your airplane and cause
> quite a bit of glare. Any chance you can mount the lights in the
> tips of your canard - good separation and no glare? Apparently,
> even the stock Long Ez light location behind the nose gear can be
> problematic. There is a window through which the pilot verifies
> the gear position. Light reflects off the gear leg and into the
> pilot's eyes... If you never fly at it night, its probably not
> a big deal.
>
> Regards,
>
> Matt Prather
> N34RD
>
> > --> AeroElectric-List message posted by: "KeithHallsten"
> > <KeithHallsten@quiknet.com>
> >
> > I would like to put some halogen recognition lights in the strakes of my
> > Velocity. The available area to shine them through is structural, so I
> > want to minimize the size of the hole cut in the leading edge; that
> > will make reinforcing the area around the hole far easier. I see that
> > the small automotive aftermarket driving/fog lights are built arround
> > MR-16 lamps. I have found MR-11 lamps (35 watt, 1.38" in diameter) and
> > MR-8 lamps (even smaller!) for sale, but I haven't found lampholders for
> > these. Can anyone point me to a source for these? Keith Hallsten
> >
> >
>
>
Message 19
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| Subject: | Re: Little recognition lights |
--> AeroElectric-List message posted by: "KeithHallsten" <KeithHallsten@quiknet.com>
Gerry,No, a 6.5" wide hole in my strake was what I was trying to avoid. I'm aiming
for a round hole not larger than 1.5" diameter. Also, the HID lamps don't
lend themselves to "wig-wag" flashing (they come on too slowly) and the color
of HID lights is usually too close to daylight to offer good contrast with the
blue sky.What I'm really looking for is a lampholder for a MR-11 35 watt 12v
lamp. It wouldn't have to be weathertight, since it will be behind a lens formed
to the strake contour, but it wouldn't hurt if it were.Keith--> AeroElectric-List
message posted by: Gerry Holland <gnholland@onetel.com>
Keith Hi!
>
> I would like to put some halogen recognition lights in the strakes of my
> Velocity. The available area to shine them through is structural, so I want
> to minimize thhe size of the hole cut in the leading edge; that will make
> reinforcing the area around the hole far easier. I see that the small
> automotive aftermarket driving/fog lights are built arround MR-16 lamps. I
> have found MR-11 lamps (35 watt, 1.38" in diameter) and MR-8 lamps (even
> smaller!) for sale, but I haven't found lampholders for these. Can anyone
> point me to a source for these?
You might want to look at Hella Inc. for lamps and an alternative solution
in their Daylight Running Lights
They are 6Watt HID and are ideal for crowded lower airspace 'be seen'
visibility. Low power drain with low heat output but good viz.
Not sure if this is what you had in mind.
Dimensions are based on low profile 'rounded' oblong shape in semi circle
lightweight plastic housing. 2" H X 6.5" W X 3.5" Deep
Part No: 2 PT 008 362-801 - 12V
Website: http://www.hella.co.uk/n_press/press2001_07_23.html
Regards
Gerry
Gerry Holland
Europa 384
G-FIZY
+44 7808 402404
gnholland@onetel.com
Message 20
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| Subject: | Re: Little recognition lights |
--> AeroElectric-List message posted by: mprather <mprather@spro.net>
Hi Keith,
I see what you are getting at. I didn't think of the aiming idea. You
will
still get some light shining on the canard, but obviously not as much as I
was thinking.
Before I drop the 'lights in the canard' idea, I'll just suggest that
there is not
much of structure out in the tip of the canard, as there isn't any
significant
load there. Even if you hogged out all of the foam near the tip, and
put an
aluminum heat shield, you could be plenty strong (with the standard
disclaimer). You might even put in a small, well fitted section of
aluminum
skin to act as a radiator of sorts. You could do this in the strake
location as
well.
I do like the idea of the lights being visible from the side.
Regards,
Matt-
KeithHallsten wrote:
>Matt,
>
>You may have missed a detail of my concept of recognition lights at the
>outer leading edge of the strakes. The lights would be aimed outward about
>45 degrees away from the direction of flight. Thus, they will not shine on
>the canard, but they will be aimed at anyone on a converging path at the
>same altitude! I also plan to "wig-wag" these lights to increase their
>effectiveness at attacting attention.
>
>These lights get pretty hot, and there wouldn't be much clearance in that
>little canard. I'm afraid I would be melting the foam and softening the
>epoxy if they are tucked in there. On the other hand, there's quite a bit
>of space in the strake leading edge and I can add some thin aluminum shields
>there if necessary.
>
>Keith
>
>
>----- Original Message -----
>From: "Matt Prather" <mprather@spro.net>
>To: <aeroelectric-list@matronics.com>
>Cc: <KeithHallsten@quiknet.com>
>Sent: Monday, September 08, 2003 9:52 AM
>Subject: Re: AeroElectric-List: Little recognition lights
>
>
>
>
>>Slightly off topic...
>>
>>Have you considered that the proposed placement of recognition
>>lights will likely preclude their use at night? The lights will
>>probably shine brightly on the canard of your airplane and cause
>>quite a bit of glare. Any chance you can mount the lights in the
>>tips of your canard - good separation and no glare? Apparently,
>>even the stock Long Ez light location behind the nose gear can be
>>problematic. There is a window through which the pilot verifies
>>the gear position. Light reflects off the gear leg and into the
>>pilot's eyes... If you never fly at it night, its probably not
>>a big deal.
>>
>>Regards,
>>
>>Matt Prather
>>N34RD
>>
>>
>>
>
>
>
>
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