Today's Message Index:
----------------------
1. 06:42 AM - Re: Light potentiometer ? (Robert L. Nuckolls, III)
2. 07:28 AM - Re: Rocker Switch Problems (Scott Diffenbaugh)
3. 07:42 AM - Odd Transmission (William Yamokoski)
4. 08:34 AM - Bob Nuckols' loadmeter/voltmeter (Brian Lloyd)
5. 08:58 AM - Re: Z-13 power distribution: main bus lower voltage (Brian Lloyd)
6. 09:24 AM - Re: Light potentiometer ? (George Braly)
7. 11:40 AM - Stress to alterantors while cranking? (Robert L. Nuckolls, III)
8. 11:45 AM - Re: Z-13 power distribution: main bus lower (Ralph E. Capen)
9. 12:23 PM - Re: Rocker Switch Problems (Robert L. Nuckolls, III)
10. 12:55 PM - Toggle Switches (frequent flyer)
11. 01:10 PM - Re: Z-13 power distribution: main bus lower voltage (Brian Lloyd)
12. 01:21 PM - Re: Z-13 power distribution: main bus lower voltage (Eric M. Jones)
13. 01:32 PM - Re: Z-13 power distribution: main bus lower voltage (klehman@albedo.net)
14. 02:36 PM - Re: Z-13 power distribution: main bus lower (Robert L. Nuckolls, III)
15. 02:41 PM - Re: Toggle Switches (Robert L. Nuckolls, III)
16. 02:58 PM - Re: Re: Z-13 power distribution: main bus lower (Brian Lloyd)
17. 03:29 PM - Re: Toggle Switches (frequent flyer)
18. 03:30 PM - Re: Z-13 power distribution: main bus (McFarland, Randy)
19. 06:27 PM - Re: Z-13 power distribution: main bus (Robert L. Nuckolls, III)
20. 07:02 PM - Re: Z-13 power distribution: main bus lowervoltage (Robert McCallum)
21. 07:33 PM - Alternator Control Z-14 (Richard Sipp)
22. 09:01 PM - Re: Z-13 power distribution: main bus (Robert L. Nuckolls, III)
23. 09:59 PM - Re: Z-13 power distribution: main bus lowervoltage (Robert McCallum)
24. 11:11 PM - Re: Aero Electric-List: permanent magnet alternator question (Franz Fux)
25. 11:31 PM - Official Usage Guideline [Please Read] [Monthly Posting] (Matt Dralle)
Message 1
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| Subject: | Re: Light potentiometer ? |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 01:08 PM 5/31/2004 -0400, you wrote:
>--> AeroElectric-List message posted by: Finn Lassen <finn.lassen@verizon.net>
>
>Yesterday I took apart my old Turn & Bank Coordinator (a little sping
>connecting the gyro with the indicator had popped loose).
>
>I knew it had an "auto-pilot" sensor built into it, but I'd never used
>that nor looked at it before.
>
>What I found was a wierd part I'd not seen before:
>
>It works as a potentiometer, but I don't understand how it works. I'll try
>to describe it:
>
>Two parallel strips (probably on some base material like glass).
>One strip has wires connected at each end (0 and 10 Volts).
>The other strip just one wire (output).
>The "arm" "connecting" the two strips is a LED (mounted on the gyro) with
>no physical connection to the strips (Actually the LED is mounted inside a
>plastic tube).
>An oddity is that the output did vary even with the LED off as the gyro
>was moved. There's a note on the housing saying to only test/calibrate
>with the housing on (I suppose to remove ambient light.
>
>Anybody know what such a potentiometer is called and how it works?
>
>Photocell potentiometer?
Sure . . . there have been several variations on this theme. One of the
earliest no-friction sensors I've seen using optics was for the altitude
hold feature in an autopilot. A mirror mounted on a barograph capsule
would reflect a beam of light more or less upon two closely spaced
photocells. To hold altitude, a valve stopped off a passage to the
interior of the capsule so that it would expand as altitude increased,
contract as it decreased. Variability of the light on two photocells
was interpreted as a climb-descent signal to the pitch servo loop.
Without seeing your example in more detail, the best guess I'd offer
for it's operation is that the potentiometer element (wires attached
to both ends) is "tapped" by a light sensitive area between the two
strips (cadmium sulfide?). Light falling on the space between the two
stripes causes a strong drop in resistance at that point effectively
closing a connection between the potentiometer and the "wiper" conductor.
Bob . . .
Message 2
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| Subject: | Re: Rocker Switch Problems |
--> AeroElectric-List message posted by: "Scott Diffenbaugh" <diff@foothill.net>
Just received my engraved rocker switch operators (plastic covers) for my
illuminated Honeywell (Micro Switch) Double Pole AML34FBA4AC01 (15A
resistive @ 12v DC) panel switches. Since the switches are low on the panel,
I had the engraving done on the lower half per Aircraft Engravers
recommendation. Turns out the internal light bulb only illuminates one half
of the operator, which happens to be the top half with the switch mounted
conventionally (push top for on and bottom for off). Any suggestions?
There is a lot more to the story, so if you are interested, read on.
Aircraft Engravers sells and engraves the operators (plastic covers), but
does not sell the switches, thus refers you to a distributor. Prior to
ordering same, I obtained Honeywell's data sheet showing six terminals with
ON-ON positions, i.e. the switch could be rotated 180 degrees, placing the
light bulb on either the upper or lower face. I also received a copy of
Honeywell's technical representative's e-mail confirming the switch has 6
terminals. They have now confirmed that both pieces of information are
incorrect and in fact the switch has 4 switch terminals (2 pole single
throw) plus an independent light circuit. When I brought this to Aircraft
Engravers attention, they were dumfounded, having engraved hundreds of
operators on the lower half with no mention of my problem. They suggested I
post this message. Am I overlooking the obvious?
Options considered so far:
Engrave upper half - difficult to read upper half when switch is
in OFF
position due to location on bottom of panel.
Install switch upside down - this would work but I am afraid of
a
potential "John Denver" result and I don't think the FAA inspector would
like it.
Find another DPDT ON-ON switch with 6 terminals- Panel is cut,
final
wiring near complete (except for switches), can't find a switch the same
size.
Modify the switch to let bulb light reach the bottom half - cut
and
drilled the switch mechanism to no avail. Light won't transfer.
Use Honeywell's 3 amp switch with 6 terminals and add solid state
relays-I
would need 7 relays (out of 12) and would like to avoid the complexity.
Turn on cockpit light - Everything on panel is internally lit.
No plans
for a cockpit light other than battery backup flashlight.
I would appreciate anyone's thoughts on this matter.
Thank you,
Scott Diffenbaugh RV7A IFR panel
diff@foothill.net
Scott Diffenbaugh
diff@foothill.net
Message 3
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| Subject: | Odd Transmission |
--> AeroElectric-List message posted by: "William Yamokoski" <yamokosk@lakemichigancollege.edu>
Hi Folks,
Haven't been on this list for a while....too busy having fun flying :)
I have a question concerning an intermittent problem I experience. For example,
a few days ago I was at 2500' making a position report while flying near a
small airport. After my transmission, one pilot said he could not understand
my report, the transmission was too garbeled and gravelly. Two other pilots
immediately chimed in and said they heard me fine. The first pilot communicated
fine with the other two pilots, and I heard all of them fine. This is not
the only time this has happened.
How is it possible for this to happen? I have a MicroAir 760, with a copper
strip dipole antenna bonded to the inner surface of the vertical stabilizer
of my GlaStar. Could it be positional? On the ground, I have someone transmit
over my radio while I walk around with a handheld. I've never been able
to pick up any transmission difference no matter where I am relative to the plane.
Any ideas on this? Thanks in advance for any help here. It's no fun
flying around wondering who is hearing you and who is not.
Bill Yamokoski, N4970Y
285 hours on the Eggen-Soob GlaStar
Message 4
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| Subject: | Bob Nuckols' loadmeter/voltmeter |
--> AeroElectric-List message posted by: Brian Lloyd <brianl@lloyd.com>
Bob,
You used to have a loadmeter/voltmeter combo you were selling. Do you still offer
that product?
--
Brian Lloyd 6501 Red Hook Plaza
brianl@lloyd.com Suite 201
http://www.lloyd.com St. Thomas, VI 00802
+1.340.998.9447 (voice) +1.360.838.9669 (fax)
There is a time to laud one's country and a time to protest.
A good citizen is prepared to do either as the need arises.
Message 5
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| Subject: | Re: Z-13 power distribution: main bus lower voltage |
--> AeroElectric-List message posted by: Brian Lloyd <brianl@lloyd.com>
Treff, Arthur wrote:
> --> AeroElectric-List message posted by: "Treff, Arthur" <Arthur.Treff@smartm.com>
>
> I've wired my RV-8 per appx Z-13 "All electric plane on a budget", with the
> main bus feeding the Ess bus thru the B&C diode. With a 13.8 power supply
> (delivers up to 23 amps, constant voltage) on the main bus, I show 12.7
> volts on the main bus fuse outputs. When I switch off the main bus, and
> switch on the Ess bus, power is now thru the Battery bus thru a fuseable
> link and switch. The ess bus fuse outputs show 13.8 volts. The only thing
> I can think of is I must be using the wrong poles of the diode. IT has 4
> teminals, and I thought I had the two correct ones. Any thoughts?
Yes. Get rid of the diode bridge and substitute a schottky power diode. The voltage
drop will be much less, on the order of 0.2V to 0.3V. That is what I did
in my RV-4.
Bob and I have argued about the efficacy of schottky vs. silicon diode bridges
several times. It seems we are never likely to be in agreement on this topic.
--
Brian Lloyd 6501 Red Hook Plaza
brianl@lloyd.com Suite 201
http://www.lloyd.com St. Thomas, VI 00802
+1.340.998.9447 (voice) +1.360.838.9669 (fax)
There is a time to laud one's country and a time to protest.
A good citizen is prepared to do either as the need arises.
Message 6
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| Subject: | Light potentiometer ? |
--> AeroElectric-List message posted by: "George Braly" <gwbraly@gami.com>
Bob,
This part is apparently used in several T & B type instruments.
It is some type of photo-potentiometer. LED shines on the strip and
the output voltage is proportional to the location on the strip of the
light beam - - from one end to the other.
I have looked around trying to find a source, and have never found the
manufacturer.
Regards, George
-----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: Light potentiometer ?
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
<bob.nuckolls@cox.net>
At 01:08 PM 5/31/2004 -0400, you wrote:
>--> AeroElectric-List message posted by: Finn Lassen
<finn.lassen@verizon.net>
>
>Yesterday I took apart my old Turn & Bank Coordinator (a little sping
>connecting the gyro with the indicator had popped loose).
>
>I knew it had an "auto-pilot" sensor built into it, but I'd never used
>that nor looked at it before.
>
>What I found was a wierd part I'd not seen before:
>
>It works as a potentiometer, but I don't understand how it works. I'll
try
>to describe it:
>
>Two parallel strips (probably on some base material like glass).
>One strip has wires connected at each end (0 and 10 Volts).
>The other strip just one wire (output).
>The "arm" "connecting" the two strips is a LED (mounted on the gyro)
with
>no physical connection to the strips (Actually the LED is mounted
inside a
>plastic tube).
>An oddity is that the output did vary even with the LED off as the gyro
>was moved. There's a note on the housing saying to only test/calibrate
>with the housing on (I suppose to remove ambient light.
>
>Anybody know what such a potentiometer is called and how it works?
>
>Photocell potentiometer?
Sure . . . there have been several variations on this theme. One of
the
earliest no-friction sensors I've seen using optics was for the
altitude
hold feature in an autopilot. A mirror mounted on a barograph capsule
would reflect a beam of light more or less upon two closely spaced
photocells. To hold altitude, a valve stopped off a passage to the
interior of the capsule so that it would expand as altitude increased,
contract as it decreased. Variability of the light on two photocells
was interpreted as a climb-descent signal to the pitch servo loop.
Without seeing your example in more detail, the best guess I'd offer
for it's operation is that the potentiometer element (wires attached
to both ends) is "tapped" by a light sensitive area between the two
strips (cadmium sulfide?). Light falling on the space between the two
stripes causes a strong drop in resistance at that point effectively
closing a connection between the potentiometer and the "wiper"
conductor.
Bob . . .
==
==
==
==
Message 7
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| Subject: | Stress to alterantors while cranking? |
<5.0.0.25.2.20040531152110.01116950@pop.central.cox.net>
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 11:06 AM 6/1/2004 -0400, you wrote:
>Thank you for your reply. The concern was based more about what appears
>to be almost a "dead short" across the diodes because of the large current
>draw from the starter and also the torque load on the alternator coupling
>and bearings during engine start with the fields on. It would seem that
>the "dead short" across the alternator output would have some impact on
>alternator diode life from this repeated stress.
The 'dead short' doesn't exist. While the starter is cranking, battery
voltage generally falls to about 2/3 the battery's rated voltage. During this
same period of time, the alternator's field is supplied by the very same
voltage and being rotated by starter at 1/10th cruise rpm . . . i.e.,
output from
alternator is MUCH less than 2/3 battery voltage. So, while one might
measure a volt or so output from the alternator's b-lead terminal while
cranking, you'd have to DISCONNECT the b-lead to make the measurement.
The battery is holding the terminal voltage up at a much higher magnitude
than would exist if the b-lead were disconnected and observed as an
independent power source. Bottom line is that except for a bit of field
current,
there is NO exchange of energy between the alternator and the rest of
the system while the starter motor is working. The hypothesized "stress"
is a complete myth. Anyone who suggests differently simply doesn't
understand how components of the system work.
Bob . . .
-----------------------------------------
( Experience and common sense cannot be )
( replaced with policy and procedures. )
( R. L. Nuckolls III )
-----------------------------------------
Message 8
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| Subject: | Re: Z-13 power distribution: main bus lower |
voltage
--> AeroElectric-List message posted by: "Ralph E. Capen" <recapen@earthlink.net>
Brian,
Please provide some info on where to purchase the Schottky power diode. I already
have the B&C diode bridge and would like to experience the difference.
Thanks,
Ralph Capen
-----Original Message-----
From: Brian Lloyd <brianl@lloyd.com>
Subject: Re: AeroElectric-List: Z-13 power distribution: main bus lower voltage
--> AeroElectric-List message posted by: Brian Lloyd <brianl@lloyd.com>
Treff, Arthur wrote:
> --> AeroElectric-List message posted by: "Treff, Arthur" <Arthur.Treff@smartm.com>
>
> I've wired my RV-8 per appx Z-13 "All electric plane on a budget", with the
> main bus feeding the Ess bus thru the B&C diode. With a 13.8 power supply
> (delivers up to 23 amps, constant voltage) on the main bus, I show 12.7
> volts on the main bus fuse outputs. When I switch off the main bus, and
> switch on the Ess bus, power is now thru the Battery bus thru a fuseable
> link and switch. The ess bus fuse outputs show 13.8 volts. The only thing
> I can think of is I must be using the wrong poles of the diode. IT has 4
> teminals, and I thought I had the two correct ones. Any thoughts?
Yes. Get rid of the diode bridge and substitute a schottky power diode. The voltage
drop will be much less, on the order of 0.2V to 0.3V. That is what I did
in my RV-4.
Bob and I have argued about the efficacy of schottky vs. silicon diode bridges
several times. It seems we are never likely to be in agreement on this topic.
--
Brian Lloyd 6501 Red Hook Plaza
brianl@lloyd.com Suite 201
http://www.lloyd.com St. Thomas, VI 00802
+1.340.998.9447 (voice) +1.360.838.9669 (fax)
There is a time to laud one's country and a time to protest.
A good citizen is prepared to do either as the need arises.
Message 9
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| Subject: | Re: Rocker Switch Problems |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 07:26 AM 6/1/2004 -0700, you wrote:
>--> AeroElectric-List message posted by: "Scott Diffenbaugh"
><diff@foothill.net>
>
>Just received my engraved rocker switch operators (plastic covers) for my
>illuminated Honeywell (Micro Switch) Double Pole AML34FBA4AC01 (15A
>resistive @ 12v DC) panel switches. Since the switches are low on the panel,
>I had the engraving done on the lower half per Aircraft Engravers
>recommendation. Turns out the internal light bulb only illuminates one half
>of the operator, which happens to be the top half with the switch mounted
>conventionally (push top for on and bottom for off). Any suggestions?
>
> There is a lot more to the story, so if you are interested, read on.
>Aircraft Engravers sells and engraves the operators (plastic covers), but
>does not sell the switches, thus refers you to a distributor. Prior to
>ordering same, I obtained Honeywell's data sheet showing six terminals with
>ON-ON positions, i.e. the switch could be rotated 180 degrees, placing the
>light bulb on either the upper or lower face.
Which data sheet are you looking at? The Honeywell website data
sheet I found is
http://content.honeywell.com/sensing/prodinfo/manual/catalog/c30035.pdf
If you dissect the part number cited above we deduce as follows:
AML34F = rectangular 1-lamp circuit
B = black
A = no lamp installed
4 = .187" solder/fast-on terminal
AC = two form A switches
01 = operating action is ON-OFF (maintained in both states)
If the switch has six terminals, then perhaps two of them are not
used since the "A" value for lamp suggests there is no lamp installed
in the parts you have. You need a "C" part for 12v lamp, or "E" for
a 28v lamp.
> I also received a copy of
>Honeywell's technical representative's e-mail confirming the switch has 6
>terminals. They have now confirmed that both pieces of information are
>incorrect and in fact the switch has 4 switch terminals (2 pole single
>throw) plus an independent light circuit.
That jives with the data sheet I've cited above.
> When I brought this to Aircraft
>Engravers attention, they were dumfounded, having engraved hundreds of
>operators on the lower half with no mention of my problem. They suggested I
>post this message. Am I overlooking the obvious?
The data sheet does indicate that only the upper half of the switch
is illuminated.
> Options considered so far:
> Engrave upper half - difficult to read upper half when
> switch is in OFF
>position due to location on bottom of panel.
>
> Install switch upside down - this would work but I am
> afraid of a
>potential "John Denver" result and I don't think the FAA inspector would
>like it.
More importantly, would YOU like it? How hard is it to get one
of these switches apart? You might be able to modify them to
put the lamp on the other side . . . better yet, while you're
hammer-n-saw'n on them, change over to white or other color
leds for illumination.
> Find another DPDT ON-ON switch with 6 terminals- Panel is
> cut, final
>wiring near complete (except for switches), can't find a switch the same
>size.
>
> Modify the switch to let bulb light reach the bottom half
> - cut and
>drilled the switch mechanism to no avail. Light won't transfer.
Hmmm . . . that answers that question . . .
> Use Honeywell's 3 amp switch with 6 terminals and add
> solid state relays-I
>would need 7 relays (out of 12) and would like to avoid the complexity.
>
> Turn on cockpit light - Everything on panel is internally
> lit. No plans
>for a cockpit light other than battery backup flashlight.
You could go with non-illuminated switches and illuminate a reverse
engraved overlay panel. Leds could be used to light this up as well.
I saw some Glasair panels years ago that used the TP series rockers
from Honeywell. These feature separate operators that you can buy
in a translucent white, engrave front faces, and back-light with
LEDs or other small lamps. Best yet, the TP series rocker switches
are available in all the special functions including progressive
transfer. See:
http://catalog.sensing.honeywell.com/pdbdownload/images/12pa5.series.chart.1.pdf
http://catalog.sensing.honeywell.com/printfriendly.asp?FAM=tr&PN=102TP81-10
>I would appreciate anyone's thoughts on this matter.
This is an excellent illustration that supports Nuckolls' love affair
with toggle switches. There are REALLY great looking products
out there that will certainly dress up your panel . . . but
at the end of the day, the TASK of opening one set of contacts in
favor of closing another set of contacts to make something electrical
happen is the same whether it's a $5 toggle switch or a $50, back-lighted
rocker.
Bob . . .
Message 10
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--> AeroElectric-List message posted by: frequent flyer <jdhcv@yahoo.com>
Bob,
I posted a question about keying the toggles while you
were away and got some good suggestions but thought
I'd post to you again. I have the switches but no
plates. Don't need the On/Off plates but would like to
keep the switches from rotating. Thought I had
remembered a post you made some time ago abut doing
this but couldn't find it. Any thoughts?
Jack
__________________________________
http://messenger.yahoo.com/
Message 11
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| Subject: | Re: Z-13 power distribution: main bus lower voltage |
--> AeroElectric-List message posted by: Brian Lloyd <brianl@lloyd.com>
Ralph E. Capen wrote:
> Please provide some info on where to purchase the Schottky power
> diode. I already have the B&C diode bridge and would like to
> experience the difference.
At the time I was living in Sacramento and drove to Fry's where I purchased one
off-the-shelf. Mouser and other on-line parts places have them. See:
http://www.mouser.com
I used an NTE6083, a 10A diode in a TO-220 case. Mouser's quantity 1 price is
$1.60. My [essential|endurance|excreting|eradicating] buss drew about 3A normally
and about 6A with the transmitter keyed so that 10A diode was very happy.
You need to know the max current draw and then scale your diode accordingly.
Here is a list of the NTE devices that might be useful:
part # Amps case style
----------------------------------
6080 10A TO-220
6083 10A TO-220
6085 7.5A (dual) TO-220
6087 30A TO-220
6088 10A (dual) TO-220
6090 15A (dual) TO-218
6092 20A (dual) TO-247
6094 60A DO-5 (stud mount)
The NTE6087 at $5.85 seems to be the most attractive/useful. It is spec'd to have
a maximum forward voltage drop at 30A of 0.82V at +25C.
--
Brian Lloyd 6501 Red Hook Plaza
brianl@lloyd.com Suite 201
http://www.lloyd.com St. Thomas, VI 00802
+1.340.998.9447 (voice) +1.360.838.9669 (fax)
There is a time to laud one's country and a time to protest.
A good citizen is prepared to do either as the need arises.
Message 12
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| Subject: | Re: Z-13 power distribution: main bus lower voltage |
--> AeroElectric-List message posted by: "Eric M. Jones" <emjones@charter.net>
--> AeroElectric-List message posted by: "Ralph E. Capen"
<recapen@earthlink.net>
>Please provide some info on where to purchase the Schottky power diode.
>I already have the B&C diode bridge and would like to experience the
difference.
Regular silicon rectifier P-N diodes have been used for 40 years to allow
current to flow in only one direction. All diodes have some voltage loss
when current flows through them. This is called the voltage drop or forward
voltage (Vf). This is important because the heat generated (W=wasted power)
when current flows through them is Vf X I. The lost voltage is subtracted
from what you started with (Vbus=Vbatt-Vforward).
So a P-N diode with a voltage drop of 1.0 Volts (typical of the P-N diodes),
and 10 amperes of current will waste 11 Watts of power. This wasted power
demands more heatsink and by definition lowers efficiency. A typical
Schottky at 10 amps has a forward voltage of 0.34 Volts and thus wastes only
3.4 Watts or so. (Vf is always a function of current)
Schottky diodes were originally developed for their high frequency uses.
Because of their construction they are not available with simultaneously low
Vf AND high reverse voltage, so most Schottky diodes are low voltage
devices. If your battery voltage was 100 volts, you wouldn't need a Schottky
anyway.
But they are absolutely great at typical battery voltage rectification and
bus
isolation. Battery powered devices use Schottkys to lower energy waste.
Bob N. uses a diode to act as a reverse-flow preventer. His use of one leg
of a Radio Shack diode bridge is seen by some of his fans as cost effective
but perhaps
inelegant. We agree to disagree on this subject.
I sell lots of the Schottkys packaged in mountable modules "PowerSchottkys".
Inside
the module is an IR 100BGQ-030 which is a real beast of a diode. I put
studs on it
and solder it to a heat spreader and pot it in epoxy.
Check my website. www.PerihelionDesign.com
Regards,
Eric M. Jones
113 Brentwood Drive
Southbridge MA 01550-2705
Phone (508) 764-2072
Email: emjones@charter.net
Message 13
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| Subject: | Re: Z-13 power distribution: main bus lower voltage |
--> AeroElectric-List message posted by: klehman@albedo.net
Art
With a 1.1 volt drop I am wondering if you really do have it wired
incorrectly such that the current is going through 2 diodes and doubling
the voltage drop. Are the terminals marked at all? If you have the load
(ess bus) connected to the + pin and the supply connected to the - pin
for instance then it would double the drop. If your voltmeter happens to
have a diode test setting, you would be able to see this.
If the pins are marked I'd suggest connecting the load to the + pin and
the supply to one of the AC pins. If it works, great. If it doesn't work
then switch the supply to the other AC pin and all should be fine.
Ken
Treff, Arthur wrote:
> --> AeroElectric-List message posted by: "Treff, Arthur" <Arthur.Treff@smartm.com>
>
> I've wired my RV-8 per appx Z-13 "All electric plane on a budget", with the
> main bus feeding the Ess bus thru the B&C diode. With a 13.8 power supply
> (delivers up to 23 amps, constant voltage) on the main bus, I show 12.7
> volts on the main bus fuse outputs. When I switch off the main bus, and
> switch on the Ess bus, power is now thru the Battery bus thru a fuseable
> link and switch. The ess bus fuse outputs show 13.8 volts. The only thing
> I can think of is I must be using the wrong poles of the diode. IT has 4
> teminals, and I thought I had the two correct ones. Any thoughts?
>
> Art
Message 14
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| Subject: | Re: Z-13 power distribution: main bus lower |
voltage
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
voltage
See http://www.aeroelectric.com/Pictures/s401-25.jpg for details on
wiring a bridge-rectifier as an e-bus normal feed diode.
Bob . . .
At 04:30 PM 6/1/2004 -0400, you wrote:
>--> AeroElectric-List message posted by: klehman@albedo.net
>
>Art
>
>With a 1.1 volt drop I am wondering if you really do have it wired
>incorrectly such that the current is going through 2 diodes and doubling
>the voltage drop. Are the terminals marked at all? If you have the load
>(ess bus) connected to the + pin and the supply connected to the - pin
>for instance then it would double the drop. If your voltmeter happens to
>have a diode test setting, you would be able to see this.
>
>If the pins are marked I'd suggest connecting the load to the + pin and
>the supply to one of the AC pins. If it works, great. If it doesn't work
>then switch the supply to the other AC pin and all should be fine.
>
>Ken
>Treff, Arthur wrote:
> > --> AeroElectric-List message posted by: "Treff, Arthur"
> <Arthur.Treff@smartm.com>
> >
> > I've wired my RV-8 per appx Z-13 "All electric plane on a budget", with the
> > main bus feeding the Ess bus thru the B&C diode. With a 13.8 power supply
> > (delivers up to 23 amps, constant voltage) on the main bus, I show 12.7
> > volts on the main bus fuse outputs. When I switch off the main bus, and
> > switch on the Ess bus, power is now thru the Battery bus thru a fuseable
> > link and switch. The ess bus fuse outputs show 13.8 volts. The only thing
> > I can think of is I must be using the wrong poles of the diode. IT has 4
> > teminals, and I thought I had the two correct ones. Any thoughts?
> >
> > Art
>
>
Bob . . .
-----------------------------------------
( Experience and common sense cannot be )
( replaced with policy and procedures. )
( R. L. Nuckolls III )
-----------------------------------------
Message 15
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| Subject: | Re: Toggle Switches |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 12:54 PM 6/1/2004 -0700, you wrote:
>--> AeroElectric-List message posted by: frequent flyer <jdhcv@yahoo.com>
>
>Bob,
>
>I posted a question about keying the toggles while you
>were away and got some good suggestions but thought
>I'd post to you again. I have the switches but no
>plates. Don't need the On/Off plates but would like to
>keep the switches from rotating. Thought I had
>remembered a post you made some time ago abut doing
>this but couldn't find it. Any thoughts?
see http://www.aeroelectric.com/Pictures/s700dwg.jpg
Switches sold by B&C come with anti-rotation washers.
Nearly all switches have a groove machined into the
threaded bushing to accept the tab of an anti rotation
washer so even if your switches came without them, you can
purchase washers only from B&C.
These can be used on the back side of the panel to
supply the anti-rotation feature while leaving the front
of the panel smooth.
Bob . . .
Message 16
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| Subject: | Re: Z-13 power distribution: main bus lower |
voltage
--> AeroElectric-List message posted by: Brian Lloyd <brianl@lloyd.com>
Eric M. Jones wrote:
> Check my website. www.PerihelionDesign.com
It doesn't resolve. Did you typo this?
--
Brian Lloyd 6501 Red Hook Plaza
brianl@lloyd.com Suite 201
http://www.lloyd.com St. Thomas, VI 00802
+1.340.998.9447 (voice) +1.360.838.9669 (fax)
There is a time to laud one's country and a time to protest.
A good citizen is prepared to do either as the need arises.
Message 17
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| Subject: | Re: Toggle Switches |
--> AeroElectric-List message posted by: frequent flyer <jdhcv@yahoo.com>
Bob, That was what I thought you had said but I wasn't
sure where to get the washers. Thanks,
Jack
do not archive
--- "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
> to
>
> see
> http://www.aeroelectric.com/Pictures/s700dwg.jpg
>
> Switches sold by B&C come with anti-rotation
> washers.
> Nearly all switches have a groove machined into
> the
> threaded bushing to accept the tab of an anti
> rotation
> washer so even if your switches came without
> them, you can
> purchase washers only from B&C.
>
> These can be used on the back side of the panel
> to
> supply the anti-rotation feature while leaving
> the front
> of the panel smooth.
>
> Bob . . .
>
>
>
> -
> Contributions
> any other
> Forums.
>
> http://www.matronics.com/chat
>
> http://www.matronics.com/subscription
> http://www.matronics.com/FAQ/AeroElectric-List.htm
> http://www.matronics.com/archives
> http://www.matronics.com/photoshare
> http://www.matronics.com/emaillists
>
>
>
>
>
__________________________________
http://messenger.yahoo.com/
Message 18
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lowervoltage
| Subject: | Z-13 power distribution: main bus |
lowervoltage
--> AeroElectric-List message posted by: "McFarland, Randy" <Randy.McFarland@novellus.com>
Hmm. Bob, that picture shows a different connection method than the one I
got from B&C with my Diode. It showed the two terminals adjacent to the E
bus tab as being connected together and terminating at the Main Bus. Which
is "right" and/or does it make a difference if wired the B&C way?
Randy
-----Original Message-----
From: Robert L. Nuckolls, III [mailto:bob.nuckolls@cox.net]
Subject: Re: AeroElectric-List: Z-13 power distribution: main bus
lowervoltage
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
<bob.nuckolls@cox.net> voltage
See http://www.aeroelectric.com/Pictures/s401-25.jpg for details on
wiring a bridge-rectifier as an e-bus normal feed diode.
Bob . . .
Message 19
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| Subject: | Z-13 power distribution: main bus |
lowervoltage
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
lowervoltage
At 03:27 PM 6/1/2004 -0700, you wrote:
>--> AeroElectric-List message posted by: "McFarland, Randy"
><Randy.McFarland@novellus.com>
>
>Hmm. Bob, that picture shows a different connection method than the one I
>got from B&C with my Diode. It showed the two terminals adjacent to the E
>bus tab as being connected together and terminating at the Main Bus. Which
>is "right" and/or does it make a difference if wired the B&C way?
Without seeing exactly what B&C supplied, I'll not venture
a guess . . . given that there are 4 diodes in the assembly then
there are 4 different ways one could wire it and access any
one diode . . .
The way I've illustrated in the photo is ONE good way.
Bob . . .
Message 20
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| Subject: | Re: Z-13 power distribution: main bus lowervoltage |
--> AeroElectric-List message posted by: Robert McCallum <robert.mccallum2@sympatico.ca>
Robert L. Nuckolls, III lowervoltage wrote:
> Without seeing exactly what B&C supplied, I'll not venture
> a guess . . . given that there are 4 diodes in the assembly then
> there are 4 different ways one could wire it and access any
> one diode . . .
>
> The way I've illustrated in the photo is ONE good way.
>
> Bob . . .
>
>
The method illustrated by B&C parallels two of the diodes rather than
using just one.
Bob McC
Message 21
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| Subject: | Alternator Control Z-14 |
--> AeroElectric-List message posted by: "Richard Sipp" <rsipp@earthlink.net>
Bob:
Z-12 (single battery - dual alternator) depicts an alternator control switch
for the aux alternator. The primary alternator however appears to be
controlled by the battery master switch without an independent field
control. Is there an operational logic for this configuration?
I am planning the Z-12 configuratin for an RV-10 which has the battery
mounted aft of the passenger compartment. I know the ideal battery ground
is common to the firewall penetration - engine ground - ground bus
connection. With the all metal airframe would you still recommend a rather
long fat wire ground connector to the firewall or a local battery ground to
the airframe at the aft battery location?
Thanks
Dick Sipp
RV4 250DS
RV10 110DV
Message 22
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| Subject: | Re: Z-13 power distribution: main bus |
lowervoltage
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
lowervoltage
At 10:01 PM 6/1/2004 -0400, you wrote:
>--> AeroElectric-List message posted by: Robert McCallum
><robert.mccallum2@sympatico.ca>
>
>
>Robert L. Nuckolls, III lowervoltage wrote:
>
> > Without seeing exactly what B&C supplied, I'll not venture
> > a guess . . . given that there are 4 diodes in the assembly then
> > there are 4 different ways one could wire it and access any
> > one diode . . .
> >
> > The way I've illustrated in the photo is ONE good way.
> >
> > Bob . . .
> >
> >
>The method illustrated by B&C parallels two of the diodes rather than
>using just one.
that works too . . .
If he's getting 1.1 volts of drop across this arrangement,
I'm wondering about the "diodes" in the part. This is too
much drop.
Bob . . .
Message 23
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| Subject: | Re: Z-13 power distribution: main bus lowervoltage |
--> AeroElectric-List message posted by: Robert McCallum <robert.mccallum2@sympatico.ca>
>
>
>>The method illustrated by B&C parallels two of the diodes rather than
>>using just one.
>>
>>
>
> that works too . . .
>
> If he's getting 1.1 volts of drop across this arrangement,
> I'm wondering about the "diodes" in the part. This is too
> much drop.
>
> Bob . . .
>
>
Almost as though he's got two diodes in series, but not quite enough
drop for that. Something does seem amiss
Bob McC
Message 24
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| Subject: | RE: Aero Electric-List: permanent magnet alternator |
question
--> AeroElectric-List message posted by: "Franz Fux" <franz@lastfrontierheli.com>
Hi Bob,
I am building a RV7 and would like to use you Z11 as the basis for my
wiring. I just received my firewall forward kit and with it a Nippondenso,
60amp internally regulated alternator. As I am a total novice when it comes
to wiring, even thought I have the connection, I am wondering if I should
get a B&C alternator with an voltage regulator or would I be able with my
limited knowledge to adapt the unit that I have and still have a good
system,
Thanks for your help,
Franz Fux
Incoming mail is certified Virus Free.
---
Message 25
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| Subject: | Official Usage Guideline [Please Read] [Monthly Posting] |
DNA: do not archive
--> AeroElectric-List message posted by: Matt Dralle <dralle@matronics.com>
Dear Lister,
Please read over the AeroElectric-List Usage Guidelines below. The complete
AeroElectric-List FAQ including these Usage Guidelines can be found at the
following URL:
http://www.matronics.com/FAQs/AeroElectric-List.FAQ.html
Thank you,
Matt Dralle
Matronics Email List Administrator
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