Today's Message Index:
----------------------
1. 03:14 AM - Re: Copper strap vs. cable for short runs (KITFOXZ@aol.com)
2. 07:16 AM - Re: Copper strap vs. cable for short runs (Robert L. Nuckolls, III)
3. 07:18 AM - Re: wingtip vor antenna for 185? (Robert L. Nuckolls, III)
4. 07:26 AM - Re: Some general thoughts on noise (Robert L. Nuckolls, III)
5. 08:01 AM - Loadmeter Troubleshooting (rmickey@ix.netcom.com)
6. 08:54 AM - Re: Loadmeter Troubleshooting (Ross Mickey)
7. 09:47 AM - Re: Loadmeter Troubleshooting (Robert L. Nuckolls, III)
8. 09:48 AM - Re: Loadmeter Troubleshooting (Robert L. Nuckolls, III)
9. 09:49 AM - Re: wingtip vor antenna for 185? (Robert L. Nuckolls, III)
10. 10:08 AM - Re: Loadmeter Troubleshooting (Ross Mickey)
11. 10:13 AM - Re: Loadmeter Troubleshooting (Ross Mickey)
12. 10:24 AM - Re: AeroElectric-List Digest: (Nick Gaglia)
13. 10:42 AM - Re: Microair T2000 Transponder problem 11/03/03 (MikeM)
14. 10:45 AM - Re: Loadmeter Troubleshooting (Robert L. Nuckolls, III)
15. 10:47 AM - Re: Loadmeter Troubleshooting (Robert L. Nuckolls, III)
16. 11:23 AM - Re: Loadmeter Troubleshooting (Ross Mickey)
17. 12:18 PM - Re: Copper strap vs. cable for short runs (John Schroeder)
18. 12:21 PM - Re: Re: AeroElectric-List Digest: (Robert L. Nuckolls, III)
19. 12:23 PM - Re: Loadmeter Troubleshooting (Robert L. Nuckolls, III)
20. 12:37 PM - Re: Loadmeter Troubleshooting (Ross Mickey)
21. 01:21 PM - Re: Loadmeter Troubleshooting (Matt Prather)
22. 01:25 PM - Re: Loadmeter Troubleshooting (Robert L. Nuckolls, III)
23. 01:31 PM - Re: Copper strap vs. cable for short runs (Robert L. Nuckolls, III)
24. 02:43 PM - Re: Microair T2000 Transponder problems (czechsix@juno.com)
25. 03:39 PM - Z-13 problem (Charles Brame)
26. 04:23 PM - Re: Re: Microair T2000 Transponder problem 11/03/03 (Roger Roy)
27. 06:21 PM - Re: Current Limiters (Ernest Kells)
28. 07:12 PM - Dual Battery System With Standby Battery (Gabe A Ferrer)
Message 1
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| Subject: | Re: Copper strap vs. cable for short runs |
--> AeroElectric-List message posted by: KITFOXZ@aol.com
In a message dated 11/3/2003 11:49:43 PM Eastern Standard Time,
s.hamer@verizon.net writes:
Bob,
I'm putting together a compact little assembly that will contain both the
battery and starter contactors as well as the shunt and current limiter. These
are mounted together on a panel approximately 3.5 by 7.5 inches, so they are
very close together. The problem is, they're so close together that making
cables is a problem. I have some eighth inch thick by half inch copper I could
make connections with. Is this acceptable? Pros and cons?
Thanks,
Steve
RV-6
Hello Steve, Sounds very robust using 1/8 X 1/2 copper stock. (would make a
very neat job too) What I would look out for is that larger (heavy) components
move even when very well secured. Relative motion could break battery posts
loose or contactor terminals may break internally. It would be safer to use
copper braided conductors to ensure flexible connections that will carry the
current you need.
John P. Marzluf
Columbus, Ohio
Kitfox Outback (out back in the garage)
Message 2
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| Subject: | Re: Copper strap vs. cable for short runs |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 06:13 AM 11/4/2003 -0500, you wrote:
>--> AeroElectric-List message posted by: KITFOXZ@aol.com
>
>In a message dated 11/3/2003 11:49:43 PM Eastern Standard Time,
>s.hamer@verizon.net writes:
>Bob,
>
>I'm putting together a compact little assembly that will contain both the
>battery and starter contactors as well as the shunt and current
>limiter. These
>are mounted together on a panel approximately 3.5 by 7.5 inches, so they are
>very close together. The problem is, they're so close together that making
>cables is a problem. I have some eighth inch thick by half inch copper I
>could
>make connections with. Is this acceptable? Pros and cons?
This is commonly done. In fact, the note codes in Appendix Z drawings
suggest the use of "2AWG equivalent strap" between fat terminals of
contactors and other items where the runs are short.
>Thanks,
>
>Steve
>RV-6
>Hello Steve, Sounds very robust using 1/8 X 1/2 copper stock. (would make a
>very neat job too) What I would look out for is that larger (heavy)
>components
>move even when very well secured. Relative motion could break battery posts
>loose or contactor terminals may break internally. It would be safer to use
>copper braided conductors to ensure flexible connections that will carry the
>current you need.
Battery posts should be wired with the softest practical
conductors to reduce stress on lead terminal tabs. We started
offering 4AWG build to spec "super flex" battery leads several
years ago and B&C still offers them at:
http://www.bandc.biz/cgi-bin/ez-catalog/cat_display.cgi?26X358218
Places where strap is practical would include a cluster of contactors
combined with perhaps an ANL limiter and/or ammeter shunts. For example,
our drawings show an ANL b-lead current limiter, loadmeter shunt and
starter contactor co-located. Copper or brass straps in the contactor-
limiter and limiter-shunt gaps is quite practical . . in fact, recommended.
1/8" thick is hard to work with and these straps don't need to be
thick. They have a LOT of surface area compared to cross section
and don't heat up like wires of equivalent cross section. You can
buy brass shapes in hobby shops. The same B&C page I cited above
offers 1/2 x .025" brass strips for fabricating bus bars. The
same material works fine for jumper straps between large terminals
of closely co-located components. If you cut your own straps,
5/8 x .032" might be a better choice but it's not real critical.
Bob . . .
Message 3
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| Subject: | Re: wingtip vor antenna for 185? |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 01:26 AM 11/4/2003 -0500, you wrote:
>This VOR antenna is going in a certified Cessna 185 and will be used for the
>ILS appproach. I was wondering if I use the SA-003 in the wing tip, will the
>strobe on the wing tip effect the reception.
>Thank you for your help.
>Sincerely,
The LOC signal strength on approach is HUGE. Strobes
don't affect LOC performance, you might hear the popping
noises when using VOR receiver's voice feature to gather
weather info. However, when you keep the needles centered,
be prepared to be half-a-wingspan off runway centerline
when you break out.
Bob . . .
Message 4
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| Subject: | Re: Some general thoughts on noise |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 10:10 PM 11/3/2003 -0600, you wrote:
>--> AeroElectric-List message posted by: Jim Sower <canarder@frontiernet.net>
>
><... An inductor that will efficiently smooth alternator ripple on the
>alternator's b-lead is
>bigger and heavier than the alternator ...>
>Agreed. What about brush noise? Would a couple of decent size capacitors
>on the B+ terminal
>of the alternator suppress brush noise significantly? Or is brush noise a
>problem, given the
>ripple?
>I'm using the capacitors but always wondered if It's doing any good ... Jim S.
Alternators don't make brush noise unless the slip rings are
out of round and the brushes are "hopping" in which case you
WANT to hear what amounts to an advance warning of difficulties.
The B+ terminal carries no manifestations of brush noise that
are filterable. Capacitors can only serve to reduce intensity
of high frequency energies that tend to interfere with ADF and
Loran installations. They don't help much with audio alternator
whine heard in many aircraft due to poor architecture decisions.
90+ plus of all OBAM aircraft are flying nicely with no filters
or shielding of any kind on the alternator. 100% of all cars
are wired this way too. I've never heard radio-frequency-pathway
alternator whine in an AM radio on a car. The fact that
Cessna has filtered and shielded alternator wires for years
is a testament to their lack of understanding when the practice
was started 40 years ago. I was there and watched it happen.
NO antagonist-propagation-victim studies were conducted nor
were any measurements taken. They threw some stuff on the
airplane and test pilots blessed it. Eureka! The myth was
born and has flourished in the decades since.
Bob . . .
Message 5
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| Subject: | Loadmeter Troubleshooting |
--> AeroElectric-List message posted by: rmickey@ix.netcom.com
Bob,
I ran all the conductive tests on my wires and everything checked out. I then
inspected the board and found that one of the legs of what I think is a reference
diode is broken. I will try to find one today and replace it. If I am unsucessful,
can I send it back to you for repair?
This is one of your voltmeter/loadmeters.
Ross Mickey
Message 6
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| Subject: | Re: Loadmeter Troubleshooting |
--> AeroElectric-List message posted by: "Ross Mickey" <rmickey@ix.netcom.com>
Bob,
My local Norvac store does not have this piece. I think it is a LM285Z-2.5
reference diode (either that or a LM255Z-2.5). Can you send me one and let
me try to replace it or should I send you the unit?
Ross Mickey
----- Original Message -----
From: <rmickey@ix.netcom.com>
Subject: AeroElectric-List: Loadmeter Troubleshooting
> --> AeroElectric-List message posted by: rmickey@ix.netcom.com
>
>
> Bob,
>
> I ran all the conductive tests on my wires and everything checked out. I
then inspected the board and found that one of the legs of what I think is a
reference diode is broken. I will try to find one today and replace it. If
I am unsucessful, can I send it back to you for repair?
>
> This is one of your voltmeter/loadmeters.
>
> Ross Mickey
>
>
Message 7
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| Subject: | Re: Loadmeter Troubleshooting |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 08:00 AM 11/4/2003 -0800, you wrote:
>--> AeroElectric-List message posted by: rmickey@ix.netcom.com
>
>
>Bob,
>
>I ran all the conductive tests on my wires and everything checked out. I
>then inspected the board and found that one of the legs of what I think is
>a reference diode is broken. I will try to find one today and replace
>it. If I am unsucessful, can I send it back to you for repair?
>
>This is one of your voltmeter/loadmeters.
If you think you can effect a suitable repair, you're welcome to try
and I'll pick up the slack if it doesn't work for you. I'm concerned
that components on the board have nothing to do with the loadmeter
function.
If there's a broken wire on the board, it will affect either the
VOLTMETER function or the LOW VOLTAGE warning but no effect to
the alternator LOADMETER function.
Take a peek at http://www.aeroelectric.com/temp//MVC-014F.JPG
and describe for me which part has the broken lead.
Bob . . .
Message 8
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| Subject: | Re: Loadmeter Troubleshooting |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 08:53 AM 11/4/2003 -0800, you wrote:
>--> AeroElectric-List message posted by: "Ross Mickey" <rmickey@ix.netcom.com>
>
>Bob,
>
>My local Norvac store does not have this piece. I think it is a LM285Z-2.5
>reference diode (either that or a LM255Z-2.5). Can you send me one and let
>me try to replace it or should I send you the unit?
>
>Ross Mickey
Okay, it's one of two reference diodes on the board. I'll send
you one and if you can do a successful changeout, fine. If it
doesn't go well, send the board back and I'll work the problem.
Diode goes out today.
Bob . . .
Message 9
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| Subject: | Re: wingtip vor antenna for 185? |
<5.0.0.25.2.20031104091628.01a21a38@pop.central.cox.net>
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 10:28 AM 11/4/2003 -0500, you wrote:
>Will I need a splitter of the G/S, or would it be better to install a G/S
>antenna in the windshield?
>I really appreciate all this help. Do you know of any Form 337 for the wing
>tip installation?
I'd use a coupler. I'm unaware of anyone having installed
this antenna in a certified airplane on a 337 form.
Bob . . .
Message 10
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| Subject: | Re: Loadmeter Troubleshooting |
--> AeroElectric-List message posted by: "Ross Mickey" <rmickey@ix.netcom.com>
Ross Mickey
2977 Ingalls Way
Eugene, Oregon 97405
>I'm concerned that components on the board have nothing to do with the
loadmeter
>function.
>If there's a broken wire on the board, it will affect either the
>VOLTMETER function or the LOW VOLTAGE warning but no effect to
>the alternator LOADMETER function.
This is a bummer. I am not using the low voltage warning feature. It has
to be the board since all the wiring checks out.
I have all the wires into the gauge as per your instructions. Could I
switch the loadmeter and voltmeter wires and see if the voltage would read
on the loadmeter side of the gauge or would this screw things up?
Thanks, Bob.
Ross
----- Original Message -----
From: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
Subject: Re: AeroElectric-List: Loadmeter Troubleshooting
> --> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
<bob.nuckolls@cox.net>
>
> At 08:53 AM 11/4/2003 -0800, you wrote:
> >--> AeroElectric-List message posted by: "Ross Mickey"
<rmickey@ix.netcom.com>
> >
> >Bob,
> >
> >My local Norvac store does not have this piece. I think it is a
LM285Z-2.5
> >reference diode (either that or a LM255Z-2.5). Can you send me one and
let
> >me try to replace it or should I send you the unit?
> >
> >Ross Mickey
>
> Okay, it's one of two reference diodes on the board. I'll send
> you one and if you can do a successful changeout, fine. If it
> doesn't go well, send the board back and I'll work the problem.
> Diode goes out today.
>
> Bob . . .
>
>
> _-
Message 11
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| Subject: | Re: Loadmeter Troubleshooting |
--> AeroElectric-List message posted by: "Ross Mickey" <rmickey@ix.netcom.com>
>
> Take a peek at http://www.aeroelectric.com/temp//MVC-014F.JPG
> and describe for me which part has the broken lead.
>
> Bob . . .
The broken lead is on the lower right of the picture, the fourth component
from the right. There are two diodes, then a flat thing and then the
reference diode standing on three wires. The broken wire of the diode is
the one next to the edge of the board.
Ross
Message 12
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| Subject: | RE: AeroElectric-List Digest: |
--> AeroElectric-List message posted by: Nick Gaglia <ngaglia@calpine.com>
Bob
I am trying to finalize my all electric RV8 with dual electronic ignition
and no mags. Using Z-13, Z-30 and Z-14, I have redrawn just the DC positive
side, showing no grounds or control circuits. Of course the system would
have all this I was just trying to understand the core meat of the different
approaches. I also am choosing to use the SD8 with 40Amp B&C and not the
20Amp B&C.
Simplified:
1) Z-13
2) Z-14 with SD8
3) my composite
However after looking at just the basics of Z-14 maybe this would be the
better approach.
Thanks
Nick
RV8
Message 13
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| Subject: | Re: Microair T2000 Transponder problem 11/03/03 |
--> AeroElectric-List message posted by: MikeM <mladejov@ced.utah.edu>
>. . . problems with his Microair T2000 tranponder
> The symptoms are very repeatable: whenever taking off out of a controlled field
> with radar service, the controllers always say they are not picking up the transponder.
> After the aircraft is about 5 miles from the airport, the power is
> cycled using the transponders on/off button and then the tower picks up the signal
> normally. If the flight originates from a nearby uncontrolled field, the
> controllers pick the the transponder normally when approaching the towered airport
> without having to cycle power on the unit.
Mark,
Could the ground controllers be saying "not recieving Mode C" vs
"not receiving the transponder"??? If its ModeC, then I think I
have an idea what may be going on.
Most modern solid state altitude encoders put the pressure
sensor in a heated oven. The warm up time for the oven is
several minutes, during which time the output code from the
encoder it forced to a Grey code value which does not corespond
to a "valid" altitude.
Older transponders like Kings, Narcos, Cessna ARC didn't care
that the code was invalid, and went ahead and tried to send it
anyway, and it was up to the radar system to blank the altitude
readout on the Controller's scope. Could the Microair be
checking the code from the encoder, and suppressing the reply
for as long as it take the oven to warm up?
I learned about this the hard way. When I first put an old
mechanical TransCal altitude encoder (Blind Altimeter) in my
Skylane, I looked at the transponder pinout, and noticed that it
provided a switched power output pin which has +14V on it only
when the Transponder Mode switch is in the Mode C position, and
was open at other positions.
I wired this pin to the Power Input of the Transcal encoder.
The transcal was unpowered until the Mode switch was turned to
Mode C. Everything worked fine for the next 10 years. Then I
replaced the TransCal unit with one of the modern solid-state
encoders, which nominally was a direct plug-in replacement.
Then I was getting complaints from the tower/departure
controllers that my Mode C wasn't working, and then about five
to seven miniutes after takeoff, they would tell me that they
were receiving Mode C. Eventually the light bulb went off, and I
wired the solid state encoder directly to the avionics bus
(through a 2A breaker).
Now, the solid state encoder comes on and begins warming up
right after engine start, is on during taxi and runup. By the
time tower clears me for take off, and I reach up to switch the
transponer to Mode C, the encoder is already warmed up and ready
to go. Before I rewired it, the encoder would sit there
unpowered during taxi and runup, and the warm-up period didn't
even start until I rotated the transponer switch.
Mike M (one czech to another)
Skylane '1MM
Pacer '00Z
Message 14
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| Subject: | Re: Loadmeter Troubleshooting |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 10:12 AM 11/4/2003 -0800, you wrote:
>--> AeroElectric-List message posted by: "Ross Mickey" <rmickey@ix.netcom.com>
>
> >
> > Take a peek at http://www.aeroelectric.com/temp//MVC-014F.JPG
> > and describe for me which part has the broken lead.
> >
> > Bob . . .
>
>The broken lead is on the lower right of the picture, the fourth component
>from the right. There are two diodes, then a flat thing and then the
>reference diode standing on three wires. The broken wire of the diode is
>the one next to the edge of the board.
>
>Ross
Okay, that sets operating level for low voltage warning. If
that component were broken, you would probably have a flashing
lv warning light that never shuts off. So, if you're having trouble
with readings of either voltage or alternator load, there must be
an additional problem at work.
When you were looking for a loadmeter reading, I presume the
engine was running, the voltmeter reads somewhere above 13.5
volts and the LV warning light should have been dark.
Bob . . .
Message 15
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| Subject: | Re: Loadmeter Troubleshooting |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
>
>
>This is a bummer. I am not using the low voltage warning feature. It has
>to be the board since all the wiring checks out.
Hmmmm . . . okay, replacing the broken diode will not fix
anything for you.
>I have all the wires into the gauge as per your instructions. Could I
>switch the loadmeter and voltmeter wires and see if the voltage would read
>on the loadmeter side of the gauge or would this screw things up?
They are not interchangeable instruments.
See other post of a few seconds ago. . . .
Bob . . .
Message 16
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| Subject: | Re: Loadmeter Troubleshooting |
--> AeroElectric-List message posted by: "Ross Mickey" <rmickey@ix.netcom.com>
>
> When you were looking for a loadmeter reading, I presume the
> engine was running, the voltmeter reads somewhere above 13.5
> volts and the LV warning light should have been dark.
>
> Bob . . .
The engine was running, the voltage was reading above 13.5, the loadmeter
didn't move and I don't have the low voltage light hooked up.
Ross
Message 17
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| Subject: | Re: Copper strap vs. cable for short runs |
--> AeroElectric-List message posted by: John Schroeder <jschroeder@perigee.net>
Try this. It worked very well for a friend and we are going to use it for
our short, fat interconnects.
Cheers,
John
"http://www.conrardyco.com/buss.html
I wanted to show people on the list this product. It is a coated flexible
buss bar material. I use it for large power contactors 400 amps +. It is
much easier than using wire or bending copper. You cut it to the length you
need and drill the hole size that you need. You do not have to use lugs.
there part # 505053 is good for a 154 amps.
Contact: Erico tel 800-497-4304. I used it to make my contactor panel.
Message 18
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| Subject: | Re: RE: AeroElectric-List Digest: |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 12:23 PM 11/4/2003 -0600, you wrote:
>--> AeroElectric-List message posted by: Nick Gaglia <ngaglia@calpine.com>
>
>Bob
>
>I am trying to finalize my all electric RV8 with dual electronic ignition
>and no mags. Using Z-13, Z-30 and Z-14, I have redrawn just the DC positive
>side, showing no grounds or control circuits. Of course the system would
>have all this I was just trying to understand the core meat of the different
>approaches. I also am choosing to use the SD8 with 40Amp B&C and not the
>20Amp B&C.
>
> Simplified:
> 1) Z-13
> 2) Z-14 with SD8
> 3) my composite
>
>However after looking at just the basics of Z-14 maybe this would be the
>better approach.
If this were my airplane, I'd go Figure Z-13 with a small
aux battery for the #2 ignition system. The aux battery
is switched to the main battery after engine is started.
You can use a small, S704-1 style relay for this function.
If you have a failure of the main alternator, the S704 doesn't
use a substantial portion of the SD-8 output so the batteries
can stay tied together. Only if you loose both alternators would
you disconnect the aux battery from the main battery and shut
the ignition system that runs from main battery off. This will
be simpler, lighter, less expensive and still cover MULTIPLE
failure levels.
Bob . . .
Message 19
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| Subject: | Re: Loadmeter Troubleshooting |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 11:23 AM 11/4/2003 -0800, you wrote:
>--> AeroElectric-List message posted by: "Ross Mickey" <rmickey@ix.netcom.com>
>
> >
> > When you were looking for a loadmeter reading, I presume the
> > engine was running, the voltmeter reads somewhere above 13.5
> > volts and the LV warning light should have been dark.
> >
> > Bob . . .
>
>The engine was running, the voltage was reading above 13.5, the loadmeter
>didn't move and I don't have the low voltage light hooked up.
Hmmmm . . .maybe the best thing to do is return both the board
and the instrument to me for checkout and repairs as needed.
Bob . . .
Message 20
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| Subject: | Re: Loadmeter Troubleshooting |
--> AeroElectric-List message posted by: "Ross Mickey" <rmickey@ix.netcom.com>
>
> Hmmmm . . .maybe the best thing to do is return both the board
> and the instrument to me for checkout and repairs as needed.
>
> Bob . . .
I will send them this weekend. Should I use the address on your website?
Ross
Message 21
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| Subject: | Re: Loadmeter Troubleshooting |
--> AeroElectric-List message posted by: "Matt Prather" <mprather@spro.net>
Is this a system that uses a shunt? Is it possible to detect a
useful value from the output of the system with a DVM? I imagine
that the output from the shunt is probably 50mV peak, and the
output from the loadmeter circui will have been scaled up to
the display's input voltage. Can you rig up a little voltage
divider circuit to stimulate the input to the meter - check that
with your DVM before connecting to the meter.
Regards,
Matt-
N34RD
> --> AeroElectric-List message posted by: "Ross Mickey"
> <rmickey@ix.netcom.com>
>
>>
>> Hmmmm . . .maybe the best thing to do is return both the board and
>> the instrument to me for checkout and repairs as needed.
>>
>> Bob . . .
>
> I will send them this weekend. Should I use the address on your
> website?
>
> Ross
>
>
Message 22
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| Subject: | Re: Loadmeter Troubleshooting |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 12:37 PM 11/4/2003 -0800, you wrote:
>--> AeroElectric-List message posted by: "Ross Mickey" <rmickey@ix.netcom.com>
>
> >
> > Hmmmm . . .maybe the best thing to do is return both the board
> > and the instrument to me for checkout and repairs as needed.
> >
> > Bob . . .
>
>I will send them this weekend. Should I use the address on your website?\
yes.
Message 23
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| Subject: | Re: Copper strap vs. cable for short runs |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 03:18 PM 11/4/2003 -0500, you wrote:
>--> AeroElectric-List message posted by: John Schroeder
><jschroeder@perigee.net>
>
>Try this. It worked very well for a friend and we are going to use it for
>our short, fat interconnects.
>
>Cheers,
>
>John
>
>"http://www.conrardyco.com/buss.html
>
>I wanted to show people on the list this product. It is a coated flexible
>buss bar material. I use it for large power contactors 400 amps +. It is
>much easier than using wire or bending copper. You cut it to the length you
>need and drill the hole size that you need. You do not have to use lugs.
>there part # 505053 is good for a 154 amps.
>
>Contact: Erico tel 800-497-4304. I used it to make my contactor panel.
This stuff is okay but in my opinion, overkill. Brass
sheet from the hobby shop is easy to find and reasonably
priced. K&S Metals are carried by a half dozen hardware
and hobby stores within three miles of my house. Look
for this display.
http://www.ksmetals.com/HobbyMerchandisers/metal_center.asp
Bob . . .
Message 24
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| Subject: | Re: Microair T2000 Transponder problems |
--> AeroElectric-List message posted by: czechsix@juno.com
Guys,
Alan got the following e-mail back from Microair today in response to the transponder
problem that I described yesterday to the List:
"We are sorry you are having trouble with your transponder. We have found a snag
with our transponder, which is due to overloading in the face of multiple radars.
In areas of high radar activity, the rear microprocessor goes into a dither
mode and wont answer to anything. We have developed a fix for this, which
we are presently flight testing with excellent results, however it will not be
available for several weeks."
If anyone experience similar symptoms with their installation you may want to contact
Microair about sending it back for the fix. I plan to send mine back even
before I'm flying to avoid having to fly with no transponder later on while
it's being fixed.
--Mark Navratil
Cedar Rapids, Iowa
RV-8A N2D finishing...
Message 25
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--> AeroElectric-List message posted by: Charles Brame <charleyb@earthlink.net>
Bob, et.al.,
I just finished wiring my SD-8 alternator with its accompanying
regulator and S704-1 Contactor. Haven't run the engine yet, so haven't
checked out the alternator. But turning on the standby alternator switch
pops the standby alternator circuit breaker - and I cannot figure out why.
My double checked rigging is identical to Z-13 except I installed a
diode as shown on the B&C site for the S704-1 contactor.
--Since the diode isn't shown on Z-13, was adding it a mistake?
--The diode and the overvoltage module are both wired across the
contactor's primary terminals. I am pretty sure I wired the diode
correctly - but will wiring it backward cause the circuit breaker to
pop?
Can anyone offer any solutions?
Charlie Brame
RV-6A N11CB
San Antonio
Message 26
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| Subject: | Re: Microair T2000 Transponder problem 11/03/03 |
Seal-Send-Time: Tue, 4 Nov 2003 19:22:43 -0500
--> AeroElectric-List message posted by: "Roger Roy" <Savannah174@msn.com>
Mike, you might have hit it right on as I was just reading my ops manual for thr
T-2000 and in the FAQ's it specically addresses that exact problem that you
stated as well as possibly Marks, Cheers
Roger J. Roy
----- Original Message -----
From: MikeM
To: aeroelectric-list@matronics.com
Sent: Tuesday, November 04, 2003 1:40 PM
Subject: AeroElectric-List: Re: Microair T2000 Transponder problem 11/03/03
--> AeroElectric-List message posted by: MikeM <mladejov@ced.utah.edu>
>. . . problems with his Microair T2000 tranponder
> The symptoms are very repeatable: whenever taking off out of a controlled field
> with radar service, the controllers always say they are not picking up the
transponder.
> After the aircraft is about 5 miles from the airport, the power is
> cycled using the transponders on/off button and then the tower picks up the
signal
> normally. If the flight originates from a nearby uncontrolled field, the
> controllers pick the the transponder normally when approaching the towered
airport
> without having to cycle power on the unit.
Mark,
Could the ground controllers be saying "not recieving Mode C" vs
"not receiving the transponder"??? If its ModeC, then I think I
have an idea what may be going on.
Most modern solid state altitude encoders put the pressure
sensor in a heated oven. The warm up time for the oven is
several minutes, during which time the output code from the
encoder it forced to a Grey code value which does not corespond
to a "valid" altitude.
Older transponders like Kings, Narcos, Cessna ARC didn't care
that the code was invalid, and went ahead and tried to send it
anyway, and it was up to the radar system to blank the altitude
readout on the Controller's scope. Could the Microair be
checking the code from the encoder, and suppressing the reply
for as long as it take the oven to warm up?
I learned about this the hard way. When I first put an old
mechanical TransCal altitude encoder (Blind Altimeter) in my
Skylane, I looked at the transponder pinout, and noticed that it
provided a switched power output pin which has +14V on it only
when the Transponder Mode switch is in the Mode C position, and
was open at other positions.
I wired this pin to the Power Input of the Transcal encoder.
The transcal was unpowered until the Mode switch was turned to
Mode C. Everything worked fine for the next 10 years. Then I
replaced the TransCal unit with one of the modern solid-state
encoders, which nominally was a direct plug-in replacement.
Then I was getting complaints from the tower/departure
controllers that my Mode C wasn't working, and then about five
to seven miniutes after takeoff, they would tell me that they
were receiving Mode C. Eventually the light bulb went off, and I
wired the solid state encoder directly to the avionics bus
(through a 2A breaker).
Now, the solid state encoder comes on and begins warming up
right after engine start, is on during taxi and runup. By the
time tower clears me for take off, and I reach up to switch the
transponer to Mode C, the encoder is already warmed up and ready
to go. Before I rewired it, the encoder would sit there
unpowered during taxi and runup, and the warm-up period didn't
even start until I rotated the transponer switch.
Mike M (one czech to another)
Skylane '1MM
Pacer '00Z
Message 27
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| Subject: | Re: Current Limiters |
--> AeroElectric-List message posted by: "Ernest Kells" <ernest.kells@sympatico.ca>
Hello, Bob:
Thanks for the reply - great advice. I think that I am okay now. I used
you Z-2 as a design. I had purchased Vans generic wiring kit. I got
confused and used too much of their diagrams and the wire kit. I really got
off the track. It's old documentation. I ended up tearing the pre-wired
bundles apart and putting the stuff into my inventory. I am ignoring the
old documentation and using the Aeroelectric and the Z-2 diagram. It will
go well now. Thanks again. do not archive
> Real pride comes from accomplishment based on understanding and
> you were just stirring the batter before you had added all the
> right ingredients. Hang in there. Completely justifiable pride
> will be your due when you taxi up to the pumps behind a line
> of Skyhawks and Cherokees. Their paint may be shiny and their
> panels impressive but their bones are geriatric . . Bob . . .
Message 28
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| Subject: | Dual Battery System With Standby Battery |
--> AeroElectric-List message posted by: "Gabe A Ferrer" <ferrergm@bellsouth.net>
Bob:
There is no perceived shortcoming for the wiring described in your book.
Both Bernie & I have copies of your book. We both think that your book is great.
Bernie's RV6A is wired almost identical to figure Z11.
But for his RV9A, with the rotary, his question is about diagnosing the ampere
hour capacity of an auxiliary RG battery before each flight.
The question being:
If his RV9A's voltmeter shows that his auxiliary RG battery is at rated voltage.
Will this guarantee that the battery will deliver its rated ampere hour capacity?
Assume that the battery is no more than one year old.
Gabe A Ferrer
Email: ferrergm@bellsouth.net
Cell: 561 758 8894
Night Phone: 561 622 0960
Fax: 561 622 0960
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