Today's Message Index:
----------------------
1. 02:58 AM - Re: Battery isolation (Jan de Jong)
2. 02:21 PM - AoA aspects (Fergus Kyle)
3. 06:01 PM - Re: AoA aspects (Brian Lloyd)
4. 09:04 PM - Re: ADF sense antenna (Jaye Murray and Scott Jackson)
Message 1
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| Subject: | Re: Battery isolation |
--> AeroElectric-List message posted by: Jan de Jong <jan.de.jong@xs4all.nl>
> failures that prevent them from operating. I don't see
> how style of contactor drives architecture decisions as
> to whether the system will benefit from having a battery
> bus.
My thinking was as follows:
As we use it the battery contactor has two jobs: battery isolation and
main power switch.
The battery isolation function ideally removes power from all buses; it
must handle starter motor currents. The main power switch function only
needs to deal with normal charge/discharge currents; it does not need to
switch all buses.
Our combination/compromise is: the battery contactor does not remove
power from all buses (battery bus and alternate feed are excluded); it
handles starter motor currents.
If there existed a switch with an internal resistance smaller than that
of the battery, with reliability better than the battery then I could
use it as a dedicated isolation switch and separate the two jobs of the
present battery contactor.
It is likely not worth pursueing:
- extra weight (one more device)
- apparently little danger in the always hot battery bus
- alternate feed is exceptional, doesn't count
- battery contactors handle starter motor currents ok
- difficult proof of reliability for the dedicated isolation switch
(or: it probably doesn't exist)
A thought exercize.
Jan de Jong
Message 2
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--> AeroElectric-List message posted by: "Fergus Kyle" <VE3LVO@rac.ca>
"
My conclusion:
- an excellent stall proximity landing aid for the landing configuration
- after verifying configuration independence of the zero setting: a
trustworthy general stall proximity indicator but giving less advance
warning as acceleration increases.
All a bit off-topic ofcourse.
Cheers,
Jan de Jong"
Jan,
With great respect, I don't agree and I'm no expert on how they work
but I do know what I want to see. ....and it ain't a dial down on the
instrument panel. I've opted for Jim Frantz's AoA system with a simple
colour led indicator on the coaming in line with the view outside.
Cheers, Ferg
Europa A064
Message 3
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--> AeroElectric-List message posted by: Brian Lloyd <brianl@lloyd.com>
On Nov 18, 2004, at 6:23 PM, Fergus Kyle wrote:
> --> AeroElectric-List message posted by: "Fergus Kyle" <VE3LVO@rac.ca>
>
> "
> My conclusion:
> - an excellent stall proximity landing aid for the landing
> configuration
> - after verifying configuration independence of the zero setting: a
> trustworthy general stall proximity indicator but giving less advance
> warning as acceleration increases.
That is a bit unusual. A true AoA indicator gives the same indications
the same 'distance' from the stall under all loading conditions. They
do not give less advance warning when the airframe is under high load
conditions.
> All a bit off-topic ofcourse.
Well, it seems to me that instrumentation is part of the wiring of your
airplane therefore ...
> Cheers,
> Jan de Jong"
>
> Jan,
> With great respect, I don't agree and I'm no expert on how
> they work
> but I do know what I want to see. ....and it ain't a dial down on the
> instrument panel. I've opted for Jim Frantz's AoA system with a simple
> colour led indicator on the coaming in line with the view outside.
I agree with you, Ferg. I had my AoA display mounted on the
glareshield in my forward line-of-sight. That way I could keep my head
out of the cockpit when flying in the pattern. Since I do a lot of
formation flying I need to know where I am in the envelope at all times
and especially during the overhead break to landing. The last time I
look at the ASI is when I verify I have decelerated to gear speed.
After that it is all AoA.
BTW, the time from when I start my break over the runway threshold to
when I touch down is usually about 30 seconds. Not a lot of time spent
in the pattern. Energy management is crucial and AoA really helps.
> Cheers, Ferg
> Europa A064
>
>
Brian Lloyd 6501 Red Hook Plaza
brianl@lloyd.com Suite 201
+1.340.998.9447 St. Thomas, VI 00802
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 4
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| Subject: | Re: ADF sense antenna |
--> AeroElectric-List message posted by: "Jaye Murray and Scott Jackson" <jayeandscott@telus.net>
A month late in replying, Bob, but today the used KR-87 arrived.
Thank you, and the others who were kind enough to answer my query.
Scott Jackson
----- Original Message -----
From: <BobsV35B@aol.com>
Subject: Re: AeroElectric-List: ADF sense antenna
> --> AeroElectric-List message posted by: BobsV35B@aol.com
>
> In a message dated 10/16/2004 11:54:49 PM Central Standard Time,
> jayeandscott@telus.net writes:
> It looks like at least one of my four teenagers will train for their
> instrument rating in our RV-6. It already has a navcom with glidepath and
> I have a
> Narco ADF 140 that I'd like to put in, if only temporarily.
>
> Good Morning Scott,
>
> It seems a shame to put in a radio just to accommodate bureaucracy, but if
> you really want to do it, I think I would bite the bullet and find a good
> used
> KR-87.
>
> It is a fantastic radio and is easy to mount.
>
> You might check on that regulation. I thought I read a few weeks ago that
> Canada had come around to the US style of thinking on that ADF
> requirement.
>
> Be sure you aren't listening to an Old Wives Tale!
>
> Try contacting George Dewar of NavCanada and tell him I said to write.
> dewarg@nbnet.nb.ca
>
> Happy Skies,
>
> Old Bob
>
>
>
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