Today's Message Index:
----------------------
1. 05:42 AM - Re: Bench Test Power Supply Size (John Mireley)
2. 06:07 AM - Bullshooter Digital Voice Recorder (Mark Steitle)
3. 07:56 AM - Tefzel immersed in fuel (Joa Harrison)
4. 08:06 AM - Re: Bullshooter Digital Voice Recorder (Robert L. Nuckolls, III)
5. 08:27 AM - Re: Tefzel immersed in fuel (Robert L. Nuckolls, III)
6. 08:57 AM - Re: Bullshooter Digital Voice Recorder (Mark Steitle)
7. 08:58 AM - Re: Bullshooter Digital Voice Recorder (Mike Nellis)
8. 09:14 AM - Re: Main DC Power Master Switch (Letempt, Jeffrey CW4)
9. 09:16 AM - Re: Tefzel immersed in fuel (Trampas)
10. 09:27 AM - Re: Main DC Power Master Switch (Letempt, Jeffrey CW4)
11. 09:42 AM - Re: Tefzel immersed in fuel (Joa Harrison)
Message 1
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| Subject: | Re: Bench Test Power Supply Size |
--> AeroElectric-List message posted by: John Mireley <mireley@msu.edu>
Rick Fogerson wrote:
> --> AeroElectric-List message posted by: "Rick Fogerson" <rickf@cableone.net>
>
> Hi Bob,
> I have dual batteries in the rear of the airplane and dual E.I., MicroAir radio
& Xpdr, digitrak auto pilot, RMI encoder, and Grand Rapids EIS 4000 engine
monitor, and F.I. pump for fairly modest electrical requirements.
>
> I was in Radio Shack and they had three power supplies. 1.75, 3, and 10 amps.
Don't know the Volts but the archives mentioned 13.8 volts. What minimum amps
and volts should one get to test the electrical system?
>
> Is the volts adjustable or how important is the voltage?
>
> I assume the power supply should be hooked to the battery leads. I also seem
to remember a discussion by you for setting up the power supply in a certain
way to duplicate what the system would see as if it were running off of the alternator
but can't find in the archives.
>
Here is a good value for 9 to 15 volts at 10 amps.
http://www.web-tronics.com/25ampswitpow.html
Here is one that goes to 30 volts at 5 amps.
http://www.ramseyelectronics.com/cgi-bin/commerce.exe?preadd=action&key=PS32LAB
Message 2
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| Subject: | Bullshooter Digital Voice Recorder |
--> AeroElectric-List message posted by: Mark Steitle <msteitle@mail.utexas.edu>
Bob,
While checking out the 0-30v power supply at Ramsey Electronics, I browsed
around and found they have a digital voice recorder kit, called the
Bullshooter Endless Voice Storage
Recorder.
(http://www.ramseyelectronics.com/cgi-bin/commerce.exe?preadd=action&key=BS1C)
How difficult would it be to use something like this for recording ATC
clearances? Or, do you know of a better choice at less than $100. How
would I go about connecting this into my audio system?
Thanks,
Mark
Message 3
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| Subject: | Tefzel immersed in fuel |
--> AeroElectric-List message posted by: Joa Harrison <flyasuperseven@yahoo.com>
Anybody have a source that defines how the Tefzel coating on mil spec wire handles
being immersed in aircraft fuels (both gasoline and jet fuel)?
Thanks.
Joa
---------------------------------
Message 4
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| Subject: | Re: Bullshooter Digital Voice Recorder |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 08:06 AM 1/16/2004 -0600, you wrote:
>--> AeroElectric-List message posted by: Mark Steitle
><msteitle@mail.utexas.edu>
>
>Bob,
>While checking out the 0-30v power supply at Ramsey Electronics, I browsed
>around and found they have a digital voice recorder kit, called the
>Bullshooter Endless Voice Storage
>Recorder.
>(http://www.ramseyelectronics.com/cgi-bin/commerce.exe?preadd=action&key=BS1C)
>
>How difficult would it be to use something like this for recording ATC
>clearances? Or, do you know of a better choice at less than $100. How
>would I go about connecting this into my audio system?
Something like this can most likely be added to your audio
system . . . but do you REALLY want to? First, consider that
this is another gizmo in the airplane that takes space,
weight, maintaining, and $time$. Next, consider that it punches
a hole in your attention at a critical time during departure
or clearance to another fix . . . when you get a clearance,
the controller expects an accurate echo from you . . . right now,
not some time later after you've verified what's on your
audio recorder.
I read an article many, MANY moons ago in some aviation journal
by a pilot who flew a lot of IFR. It might have been by Peter
Garrison. In any case, he described a set of shorthand symbols
for common clearance delivery jargon. A small example is shown
here:
http://www.aeroelectric.com/articles/shorthand.gif
it reads, "Climb runway heading. Contact departure on
123.975, level at 3000 unless advised otherwise."
As I recall there were only about a dozen symbols. You
can devise your own. The bottom line of this discussion
is that a pad on your kneeboard is faster, more reliable,
and integrates well with other notes which you might
need about the trip. Having a voice recorder tied to
your audio system is like storing your sugar out
in the garage. Everything else is in kitchen when you're
ready to cook but with one of many important ingredients
stored in a rather unhandy place. Methinks this is an
unnecessary and perhaps unwise distraction from being a
pilot first and data manager second.
It's precisely for this reason that I don't think the
hypothesized mode-S driven printer will take hold. Having
your transponder spit out a slip of paper is akin to
trying to replace your hand-held accessory batteries
en-route. What if you drop the slip, get it mixed up with
others, or printer is out of paper?
I'll suggest that the "best" way to drive a nail is with
a hammer . . . and the best way to record ATC instructions
is with a pencil. However, if you want to give this a try,
get me a schematic of your recorder and I'll show you how
to wire it to your airplane.
Bob . . .
Message 5
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| Subject: | Re: Tefzel immersed in fuel |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 07:55 AM 1/16/2004 -0800, you wrote:
>--> AeroElectric-List message posted by: Joa Harrison
><flyasuperseven@yahoo.com>
>
>Anybody have a source that defines how the Tefzel coating on mil spec wire
>handles being immersed in aircraft fuels (both gasoline and jet fuel)?
>
>Thanks.
>
>Joa
What is your concer?
See:
http://www.polymerplastics.com/fluoro_tefzel.shtml
http://www.teflon.com/Teflon/downloads/pdf/e18663-7.pdf
http://www.engvalves.com/clbv99/clbv99pg5.pdf
Lot's more with google search on tefzel and hydrocarbons . . .
Bob . . .
Message 6
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| Subject: | Re: Bullshooter Digital Voice Recorder |
--> AeroElectric-List message posted by: Mark Steitle <msteitle@mail.utexas.edu>
>
> I'll suggest that the "best" way to drive a nail is with
> a hammer . . . and the best way to record ATC instructions
> is with a pencil.
>
> Bob . . .
That's kinda what I thought, but thought I would ask anyway. I need to go
and work on my cockpit shorthand now.
Mark
Message 7
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| Subject: | Bullshooter Digital Voice Recorder |
--> AeroElectric-List message posted by: "Mike Nellis" <mike@bmnellis.com>
***
*** I'll suggest that the "best" way to drive a nail is with
*** a hammer . . . and the best way to record ATC instructions
*** is with a pencil.
I agree with you on jotting down your clearance instructions with a
pencil. However, have you built a fence lately? There's no way you can
be a pneumatic nailer. <grin>
Do not archive
Mike Nellis
RV-6 Fuselage N699BM
1947 Stinson 108-2 NC9666K
http://bmnellis.com
Message 8
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| Subject: | Main DC Power Master Switch |
--> AeroElectric-List message posted by: "Letempt, Jeffrey CW4" <jeffrey.letempt@us.army.mil>
Larry,
With all due respect sir, you need to read my question again and then read
your reply. Please have Z-11 handy when you read my message and I suspect
you will post a completely different reply.
To give you a few hints....I never said anything about the battery bus not
having power all the time, I never said anything about the main bus having
power when the master switch was off, I never said anything about the main
bus getting power from the battery bus, if that essential bus alternate feed
circuit 7 amp fuse blows I will loose everything on the essential bus (that
is down stream) if I have the essential bus alternate feed circuit switched
closed.
Thanks for trying though.
Jeff
-----Original Message-----
From: LarryRobertHelming
Subject: Re: AeroElectric-List: Main DC Power Master Switch
--> AeroElectric-List message posted by: "LarryRobertHelming"
<lhelming@sigecom.net>
The battery buss has power all the time even when the master switch is
off.
The main buss has power ONLY when the master switch is on.
The main buss does not get power from the battery buss -- it gets it
from
the battery.
So if a fuse blows on the battery buss, it only affects whatever you
have
wired down stream in the current flow from the 7 amp fuse. The main
buss
continues to have current if the master switch is on.
Indiana Larry
((((((((((((((_))))))))))))))))))
----- Original Message -----
From: "Letempt, Jeffrey CW4" <jeffrey.letempt@us.army.mil>
Subject: AeroElectric-List: Main DC Power Master Switch
> --> AeroElectric-List message posted by: "Letempt, Jeffrey CW4"
<jeffrey.letempt@us.army.mil>
>
> Bob,
>
> Let me first say thank you for the OUTSTANDING seminar last week at
> Jefferson City, MO!!! I am sure posts like this happen all the time,
but
if
> you are on the fence about attending a weekend seminar - you GOTTA do
it.
> The best $150 I have spent in a long time.
>
> I will be using a modified Z-11 for my plane. I will be using an
internally
> regulated alternator and will be adding OV protection and a low
voltage
> monitoring system (not using the LR-3). Now for the question....Why
is a
> 700-2-10 switch required for the "Main DC Power Master Switch"? It
looks
to
> me like a S700-2-3 would do the same thing. Maybe I am not reading
the
> schematic correctly.
>
> Additionally, why is there a 7 amp fuse inline coming off the main
battery
> bus to the E-Bus for the essential bus alternate feed circuit? Aren't
those
> circuits already protected on the essential bus with their own fuses.
> Unless I am missing something, this means that if I have a problem
that
> would require me to turn off the master switch that power would be
routed
to
> the essential bus from the main battery bus to power the flight
critical
> stuff. Now what happens if I have a problem with my NAV/COMM that
also
has
> a 7 amp fuse and the fuse on the main battery bus blows instead of the
fuse
> on the essential bus protecting the radio? I would loose all the
power to
> the essential bus and I would only have power to the main battery bus.
>
> Thanks,
> Jeff
>
>
==
==
==
==
Message 9
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| Subject: | Tefzel immersed in fuel |
--> AeroElectric-List message posted by: "Trampas" <tstern@nc.rr.com>
One thought I had is to be careful where the other end of the wire goes.
Wires act nicely as pipes for liquids through the capillary effect.
Regards,
Trampas
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Robert L.
Nuckolls, III
Subject: Re: AeroElectric-List: Tefzel immersed in fuel
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
<bob.nuckolls@cox.net>
At 07:55 AM 1/16/2004 -0800, you wrote:
>--> AeroElectric-List message posted by: Joa Harrison
><flyasuperseven@yahoo.com>
>
>Anybody have a source that defines how the Tefzel coating on mil spec wire
>handles being immersed in aircraft fuels (both gasoline and jet fuel)?
>
>Thanks.
>
>Joa
What is your concer?
See:
http://www.polymerplastics.com/fluoro_tefzel.shtml
http://www.teflon.com/Teflon/downloads/pdf/e18663-7.pdf
http://www.engvalves.com/clbv99/clbv99pg5.pdf
Lot's more with google search on tefzel and hydrocarbons . . .
Bob . . .
Message 10
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"'aeroelectric-list@matronics.com '" <aeroelectric-list@matronics.com>
| Subject: | Main DC Power Master Switch |
--> AeroElectric-List message posted by: "Letempt, Jeffrey CW4" <jeffrey.letempt@us.army.mil>
Bob,
Thanks for the information. I would rather spend $7.50 then $19.50 for a
switch if they accomplish the same thing.
My thinking on the essential bus alternate feed circuit is that all the
individual circuts are protected, why have that 7 amp circuit protection or
a fusible link at all? There is no circuit protection between the battery
and the main bus and there is no circuit protection between the battery and
the main battery bus, why would this be any different? Seems like we are
adding parts count for no reason.
I have have already incorporated my own version of the E bus fat feeder
using a relay. I also moved several components from the E bus to the main
bus to reduce the load.
-----Original Message-----
From: Robert L. Nuckolls, III
Subject: Re: AeroElectric-List: Main DC Power Master Switch
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
<bob.nuckolls@cox.net>
At 03:21 PM 1/15/2004 -0600, you wrote:
>--> AeroElectric-List message posted by: "Letempt, Jeffrey CW4"
><jeffrey.letempt@us.army.mil>
>
>Bob,
>
>Let me first say thank you for the OUTSTANDING seminar last week at
>Jefferson City, MO!!! I am sure posts like this happen all the time,
but if
>you are on the fence about attending a weekend seminar - you GOTTA do
it.
>The best $150 I have spent in a long time.
Thank you. I hope the effort saves you several times
that amount in dollars and time to get your project
finished.
>I will be using a modified Z-11 for my plane. I will be using an
internally
>regulated alternator and will be adding OV protection and a low voltage
>monitoring system (not using the LR-3). Now for the question....Why is
a
>700-2-10 switch required for the "Main DC Power Master Switch"? It
looks to
>me like a S700-2-3 would do the same thing. Maybe I am not reading the
>schematic correctly.
It would . . . the 2-10 gives you a mid battery-only position which
emulates the popular split-rocker master switch . . . but when you
have crowbar ov protection, you need a breaker in the alternator
field
line anyhow . . . make it pullable and you can use a 2-3 switch for
normal ops and pull the breaker any time you're doing battery only
ops
on ground or need to shut down a mis-behaving alternator.
>Additionally, why is there a 7 amp fuse inline coming off the main
battery
>bus to the E-Bus for the essential bus alternate feed circuit? Aren't
those
>circuits already protected on the essential bus with their own fuses.
>Unless I am missing something, this means that if I have a problem that
>would require me to turn off the master switch that power would be
routed to
>the essential bus from the main battery bus to power the flight
critical
>stuff. Now what happens if I have a problem with my NAV/COMM that also
has
>a 7 amp fuse and the fuse on the main battery bus blows instead of the
fuse
>on the essential bus protecting the radio? I would loose all the power
to
>the essential bus and I would only have power to the main battery bus.
We need to consider the max load on the e-bus and size the
alternate feed fuse accordingly. The battery bus fuse (or
fusible link) should be stout enough to stay put should any
e-bus feeder become faulted. If you need a fat e-bus alternate
feed, consider http://www.aeroelectric.com/temp/E-BusFatFeed.gif
Bob . . .
>Thanks,
>Jeff
>
>
Bob . . .
-----------------------------------------
( Experience and common sense cannot be )
( replaced with policy and procedures. )
( R. L. Nuckolls III )
-----------------------------------------
==
==
==
==
Message 11
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| Subject: | Re: Tefzel immersed in fuel |
--> AeroElectric-List message posted by: Joa Harrison <flyasuperseven@yahoo.com>
Perfect info, thanks.
Joa
++++++++++++++++++++++++++++++++++++++
http://www.polymerplastics.com/fluoro_tefzel.shtml
http://www.teflon.com/Teflon/downloads/pdf/e18663-7.pdf
http://www.engvalves.com/clbv99/clbv99pg5.pdf
---------------------------------
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