Today's Message Index:
----------------------
1. 05:28 AM - Re: AMP 59500 Crimper (Mark Banus)
2. 05:46 AM - Re: AMP 59500 Crimper (John Schroeder)
3. 06:03 AM - Re: E bus list opinions (John Schroeder)
4. 06:26 AM - Re: E bus list opinions (Tim Olson)
5. 09:07 AM - Z13a plus Z30 Aux Battery - Questions ? (Bill Schlatterer)
6. 09:38 AM - S701-1 (Boddicker)
7. 10:19 AM - Drawing Z13a Note xx on load dump suppressor (Bill Schlatterer)
8. 10:53 AM - Re: Calibration of Amploc Current Sensors (Robert L. Nuckolls, III)
9. 11:16 AM - Re: Z13a plus Z30 Aux Battery - Questions (Robert L. Nuckolls, III)
10. 11:25 AM - Re: E bus list opinions (Robert L. Nuckolls, III)
11. 12:32 PM - Re: Drawing Z13a Note xx on load dump (Robert L. Nuckolls, III)
12. 12:33 PM - Re: S701-1 (Robert L. Nuckolls, III)
13. 12:37 PM - Re: E bus list opinions (Richard Riley)
14. 01:06 PM - Light IFR ()
15. 02:09 PM - ICOM-A21 (Ron Lee)
16. 02:31 PM - Re: E bus list opinions (Robert L. Nuckolls, III)
17. 02:44 PM - Microair 760-N to Flightcom 403mc (Sigmo@aol.com)
18. 02:55 PM - Re: S701-1 (Boddicker)
19. 03:00 PM - Re: E bus list opinions (Richard Riley)
20. 03:47 PM - Re: E bus list opinions (Terry Watson)
21. 03:48 PM - Re: Light IFR (Wayne Sweet)
22. 07:09 PM - Re: Re: overvoltage protection (Ken)
23. 08:01 PM - Re: Re: overvoltage protection clamav-milter (Robert McCallum)
Message 1
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| Subject: | Re: AMP 59500 Crimper |
--> AeroElectric-List message posted by: "Mark Banus" <mbanus@hotmail.com>
>Anyone know what an AMP 59500 is used for?
>Thanks
>Mark Banus
>
>
Enter 59500 as a part # on this web page. It's used for crimping ferules
on several different cable types. After entering the number and clicking
"submit" Open the fifth "view" box for a description (second one down)
and the second "view" box for a picture (drawing).
http://ecommas.tycoelectronics.com/commerce/DocumentDelivery/DDEController
Bob McC
Thanks Bob, Looks like I don't need that for my aircraft project.
Mark
Message 2
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| Subject: | Re: AMP 59500 Crimper |
--> AeroElectric-List message posted by: "John Schroeder" <jschroeder@perigee.net>
Bob -
Pretty neat place to get some much-needed information.
Thanks for sharing.
John
do not archive
On Thu, 30 Dec 2004 23:39:58 -0500, Robert McCallum
<robert.mccallum2@sympatico.ca> wrote:
> 59500
--
Message 3
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| Subject: | Re: E bus list opinions |
--> AeroElectric-List message posted by: "John Schroeder" <jschroeder@perigee.net>
Richard -
There are 2 power inputs for the Garmin 480: a 5 amp for the NAV/GPS
section and a 5 amp for the Comm section. I don't believe that you will
use that much power, but that is what Stark Avionics wired our harness
for. The 480 has a heater for the display and vent fans in it. They also
wired the SL-30 for a 5 amp comm power and a 2 amp Nav power. Their wire
for the GTX 330 is for 5 amps. Again, I don't think that they actually
require that much amperage. In an emergency, I certainly would turn off
the Sl-30 and rely on the 480. BMA also recommends a 10 amp cb/fuse for
the EFIS ONE. I certainly does not take that much, but if you have the
autopilot option, the servos use some power.
I'd forego all lighting except for what would be needed to illiminate the
panel and maybe a low power map light like B&C sells (2 watts). Pitot heat
is a killer, but should be available if you are in the clouds and the FAT
is 40 degrees or below.
Hope this helps.
John
> I'm laying out the systems for my panel and have hit an analysis
> paralysis
> wall. I'd be grateful for opinions on what to put on the E bus.
>
> I'm planning on using Z-13, with an SD-8, and dual batteries.
>
> My panel has:
>
> BMA Efis 1 (4 amps)
> Garmin 480 (1.3 amps)
> Altitude encoder. (unknown)
> Garmin 33 transponder (the transponder is remotely operated by the 480)
> (2
> amps)
>
> Turn coordinator (drain unknown)
> 2 1/4" AI (drain unknown)
> (TC and AI are 24 volts, fed from a DC/DC converter)
>
> Cockpit lighting 1 amp
> Electric trim, landing brake (rarely used, power supply is on a common IC
> board)
> Fuel pump (rarely used, shouldn't be a drain unless really needed)
> 2 each LSE ignitions. 3.6 amps
>
> SL30 nav/com
> Intercom/marker beacon
> Strobes/Position lights
> Landing lights
> Main gear pump
> Pitot heat
>
> I'll be installing a DigiTrak autopilot in the fullness of time, driven
> off
> the Garmin 480.
>
> I'm currently VFR but will be getting my IFR shortly after the plane
> flies. I live in Southern California, so most of my IFR will be through
> early morning/late afternoon low clouds.
>
> Opinions, anyone?
>
>
--
Message 4
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| Subject: | Re: E bus list opinions |
--> AeroElectric-List message posted by: Tim Olson <Tim@MyRV10.com>
Now that's interesting...I found someone in my same dilema, with a
very similar panel layout. I'm planning all the same items, except
instead of the BMA EFIS1, using the Grand Rapids probably dual
system.
I'm very closely watching the thread titled:
"Diagram of Duel Battery, Single Alternator with Steering Diodes"
Because I, like you, am planning on using DUAL lightspeed
ignitions. In my mind, I've been picturing a 3 battery system,
with the 3rd being a 12Ah sealed battery like used in APC UPS's
(Computer backup supplies). This is because if I lose an alternator,
in my opinion I would think I need an "essential bus", and a
"REALLY REALLY essential bus"... the latter being solely used to
power my LSE Ignition....and maybe my small horizon gauge
(Probably the new TruTrak ADI).
The only way I can see going with just 2 batteries is if I could
virutally guarantee 1 hour minimum run-time after alternator loss
and low battery alert, and I'd want to have at least the following:
My EFIS
Garmin 480
Alt. Encoder
TruTrak ADI
Electric Trim
Fuel Pump
Audio Panel
Pitot Heat (would turn off manually if not needed)
TruTrak Autopilot
Of course, if those guys making the new Electronic Ignition
EMag have that powered one ready (P-Mag?) ready for 6cylinder
engines by about April/May, then that would solve my problem
to my satisfaction....at least my engine would keep turning.
One other option I've thought would be worth thinking about is
just using a 2nd very small alternator for redundancy.
2 alternators and 2 batteries would seem to be a comfortable
option if the P-Mag isn't available.
Any thoughts?
Tim
Richard Riley wrote:
> --> AeroElectric-List message posted by: Richard Riley <richard@riley.net>
>
> I'm laying out the systems for my panel and have hit an analysis paralysis
> wall. I'd be grateful for opinions on what to put on the E bus.
>
> I'm planning on using Z-13, with an SD-8, and dual batteries.
>
> My panel has:
>
> BMA Efis 1 (4 amps)
> Garmin 480 (1.3 amps)
> Altitude encoder. (unknown)
> Garmin 33 transponder (the transponder is remotely operated by the 480) (2
> amps)
>
> Turn coordinator (drain unknown)
> 2 1/4" AI (drain unknown)
> (TC and AI are 24 volts, fed from a DC/DC converter)
>
> Cockpit lighting 1 amp
> Electric trim, landing brake (rarely used, power supply is on a common IC
> board)
> Fuel pump (rarely used, shouldn't be a drain unless really needed)
> 2 each LSE ignitions. 3.6 amps
>
> SL30 nav/com
> Intercom/marker beacon
> Strobes/Position lights
> Landing lights
> Main gear pump
> Pitot heat
>
> I'll be installing a DigiTrak autopilot in the fullness of time, driven off
> the Garmin 480.
>
> I'm currently VFR but will be getting my IFR shortly after the plane
> flies. I live in Southern California, so most of my IFR will be through
> early morning/late afternoon low clouds.
>
> Opinions, anyone?
>
Message 5
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| Subject: | Z13a plus Z30 Aux Battery - Questions ? |
--> AeroElectric-List message posted by: "Bill Schlatterer" <billschlatterer@sbcglobal.net>
Having just started the process, to me wiring still looks more like a maze
than amazing so a little help with a couple of basic questions would be
greatly appreciated. RV7a 0-360 running one slick mag and one ElectoAir
P-Mag(probable) Dual GRT Displays, Digi II VS AP, Garmin 430/330 tpx.
Just checking to be sure, couple of questions ...if I add the Aux Battery
Z30 to the Z13a plan, it looks like it would wire into the starter side of
the original battery contactor which also powers the main power distribution
bus and the "battery bus". Yes ???
Using the S701-1 contactor, normal operating procedure would be to run both
battery masters in the "ON" & "ON/ALT" position with the Aux Alt "OFF". No
charging problems running this way ???? Aux Battery always powers the
battery bus, and the contactor only determines if the Aux Battery is
available to the primary system for charging or use ??
With the Main Master in the "OFF" position but with the E-Bus Alternate Feed
"ON" and the Aux Battery "ON", and Aux Alt "ON" .... wouldn't you still have
the Main buss on line with the Aux Bat contactor in the ON position ??, then
... a hot battery bus with the aux battery available independent of the main
battery, essential and battery buss hot from the SD-8,.... zat-so ??
It seems that all you are doing with this sequence is dumping the primary
alternator and Battery and passing the full load to the Aux battery and the
SD-8 if ON ?? It seems that in this sequence the E-Bus alternate feed
switch doesn't matter since with the Aux Battery switch ON,... power would
still flow through the Main Buss to the Essential Buss
With the Main Master "Off", E-Bus alternate feed "ON", Aux Bat "Off", Aux
Alt "On",... the Aux battery would be feeding the Battery bus and E-bus
only, main buss would be offline,..... does that sound right ??
then would the AUX battery be getting any charge in this situation assuming
the draw on the battery and E-Buss was less than the SD8 output ???
Procedure question,.... Would assume that if the Master Switch (2-10) is in
the center position, Alt off, Bat on,.. Aux Bat "On", Aux Alt "ON" that
everything would be hot with the SD-8 humming and doing whatever it could
for both batteries whether the E-Buss Alt Switch was on or off????
Batteries would eventually discharge if draw was > 8 amps but take a lot
longer than without the SD-8?? Yes/No-how come?
What would the sequence be for primary alternator failure ??? Main Master
to "Off", E-Bus master to "ON", Aux battery goes to "OFF" to keep it from
feeding the Main Buss, Aux Alt to "ON",...... then on landing Aux Bat back
to "ON", Main Master to center (Bat on, alt off)
Also wondering what the current draw should I use for planning purposes for
a GNS430. Install manual indicates something on the order of milliamps for
receive and 3.0 amp transmit. I am assuming that the max draw is only in
transmit mode and putting it on the E-buss or would have negligible impact
except in transmit mode ????
Thanks for the help! Great forum
Bill Schlatterer
501 851 0310
Maumelle, Arkansas
Message 6
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--> AeroElectric-List message posted by: Boddicker <trumanst@netins.net>
Bob,
I think I know the answer, but. When wiring though the S701-1 alternator
ov/disconnect contactor, does it make any difference which side of the
contactor is wired to the B lead?
In other words can the fat wires be on either side of the concator?
What gives me question, is that the diode would appear to be in backwards if
I reverse the fat wires.
Also can I mount the contactor horizontaly?
Thanks,
Kevin Boddicker
Luana, Iowa
Tri Q200 N7868B
Message 7
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| Subject: | Drawing Z13a Note xx on load dump suppressor |
--> AeroElectric-List message posted by: "Bill Schlatterer" <billschlatterer@sbcglobal.net>
Apparently I haven't got the code cracked yet. On Z13a there is a Note XX on
the load dump suppressor shown on the alternator and I can't seem to find it
anywhere? Can somebody point me at it?
Thanks Bill S
7a fuse/panel
Bill Schlatterer
501 851 0310
Maumelle, Arkansas
Message 8
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| Subject: | Re: Calibration of Amploc Current Sensors |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <b.nuckolls@cox.net>
At 07:08 PM 12/30/2004 -0800, you wrote:
>--> AeroElectric-List message posted by: "Mike Holland" <hollandm@pacbell.net>
>
>I'm using these sensors and would welcome any suggestions as to how to go
>about calibrating them so they provide an accurate measure of
>current. The input is to a Grand Rapid EIS.
>
>Thanks
>
>Mike Holland
I put some known magnetic excitation into the sensor and measure
the change in voltage at the output. For example, wind an excitation
wire through the aperture of the sensor so that it passes through
the opening 10 times. Cause some constant current to flow through
this wire while observing the changes in sensor output voltage from
it's zero-current resting point. Keep in mind that the sensor is
VERY rudimentary. It has a zero-current resting point that is about
1/2 of supplied voltage. So if it's powered by a 10v supply, the
zero current output will be about 5 volts. When current flows through
the wire being monitored, the voltage rise or fall from the zero-current
value depending on the polarity of the current. Further, output
voltage is ratiometric to the supply voltage. You need to power
the sensor with a stable voltage.
Practical use of these devices hinges on an ability to (1) get rid
of the zero-current (offset) voltage reading and (2) calibrate the
rise/fall of the signal voltage with respect to current changes in
the wire being monitored.
http://www.aeroelectric.com/Pictures/AMPLOC_Sensor_Assy.jpg
http://www.aeroelectric.com/Pictures/AMPLOC_Sensor_Schm.gif
The images above are one example of an AMPLOC sensor application.
I built this to look at very small changes of current driving
the power input pin of an accessory. Steady state current was on
the order of 500 mA and the changes I was looking for were on the
order of +/- 10 mA with transients that might exceed 100 mA.
With the assembly I've illustrated, I was able to pass the supply
for the accessory through the aperture of the sensor 15 times
and not saturate the device (10A-T limit). With 1 amp of
current flowing through a ten-turn test coil, the output
of this sensor went up 2.27 volts. The sensitivity
of the AMPLOC sensor was calculated to be 227 millivolts per
ampere-turn. With 15 turns of the monitored wire through the
sensor, signal sensitivity for the setup was 227*15 or 3,385
millivolts per amp . . . or 3.38 millivolts per milliamp.
With the fixture as illustrated, offset voltage was nulled
to zero with the potentiometer and the 'scope set up to something
on the order of 50mV per major division. The transients were
easily observed without breaking into the wire . . .
I'm skeptical of the practicality of using the AMPLOC
sensor with an off-the-shelf panel instrument. Unless
the instrument is specifically designed to work with
the unique characteristics of the AMPLOC sensor, I think
your goal is not achievable. Have you talked with
EIS about this?
Bob . . .
Message 9
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| Subject: | Re: Z13a plus Z30 Aux Battery - Questions |
?
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <b.nuckolls@cox.net>
?
At 11:06 AM 12/31/2004 -0600, you wrote:
>--> AeroElectric-List message posted by: "Bill Schlatterer"
><billschlatterer@sbcglobal.net>
>
>Having just started the process, to me wiring still looks more like a maze
>than amazing so a little help with a couple of basic questions would be
>greatly appreciated. RV7a 0-360 running one slick mag and one ElectoAir
>P-Mag(probable)
EMAG is the manufacturer of electronic magneto replacements . . .
both externally powered and internally powered.
http://www.emagair.com/
ElectroAir is the supplier of an electronic ignition system that
has been on the market for about 15 years. See:
http://www.exp-aircraft.com/vendors/electroa.html
> . . . Dual GRT Displays, Digi II VS AP, Garmin 430/330 tpx.
>
>Just checking to be sure, couple of questions ...if I add the Aux Battery
>Z30 to the Z13a plan, it looks like it would wire into the starter side of
>the original battery contactor which also powers the main power distribution
>bus and the "battery bus". Yes ???
yes
>Using the S701-1 contactor, normal operating procedure would be to run both
>battery masters in the "ON" & "ON/ALT" position with the Aux Alt "OFF". No
>charging problems running this way ???? Aux Battery always powers the
>battery bus, and the contactor only determines if the Aux Battery is
>available to the primary system for charging or use ??
Normal operations are main alternator ON, both battery masters ON, aux
alternator OFF.
>With the Main Master in the "OFF" position but with the E-Bus Alternate Feed
>"ON" and the Aux Battery "ON", and Aux Alt "ON" .... wouldn't you still have
>the Main buss on line with the Aux Bat contactor in the ON position ??, then
>... a hot battery bus with the aux battery available independent of the main
>battery, essential and battery buss hot from the SD-8,.... zat-so ??
>
>It seems that all you are doing with this sequence is dumping the primary
>alternator and Battery and passing the full load to the Aux battery and the
>SD-8 if ON ?? It seems that in this sequence the E-Bus alternate feed
>switch doesn't matter since with the Aux Battery switch ON,... power would
>still flow through the Main Buss to the Essential Buss
>
>With the Main Master "Off", E-Bus alternate feed "ON", Aux Bat "Off", Aux
>Alt "On",... the Aux battery would be feeding the Battery bus and E-bus
>only, main buss would be offline,..... does that sound right ??
>
>then would the AUX battery be getting any charge in this situation assuming
>the draw on the battery and E-Buss was less than the SD8 output ???
>
>Procedure question,.... Would assume that if the Master Switch (2-10) is in
>the center position, Alt off, Bat on,.. Aux Bat "On", Aux Alt "ON" that
>everything would be hot with the SD-8 humming and doing whatever it could
>for both batteries whether the E-Buss Alt Switch was on or off????
>Batteries would eventually discharge if draw was > 8 amps but take a lot
>longer than without the SD-8?? Yes/No-how come?
>
>What would the sequence be for primary alternator failure ??? Main Master
>to "Off", E-Bus master to "ON", Aux battery goes to "OFF" to keep it from
>feeding the Main Buss, Aux Alt to "ON",...... then on landing Aux Bat back
>to "ON", Main Master to center (Bat on, alt off)
>
>Also wondering what the current draw should I use for planning purposes for
>a GNS430. Install manual indicates something on the order of milliamps for
>receive and 3.0 amp transmit. I am assuming that the max draw is only in
>transmit mode and putting it on the E-buss or would have negligible impact
>except in transmit mode ????
Not sure why one would want to position the switches as described. The
ENDURANCE bus philosophy is to allow you to drop to a minimum power
consumption mode in the en-route mode of flight so as to conserve
energy stored in the battery(ies) for the approach to landing phase.
When you ADD an auxiliary alternator, one can operate accessories
up to and including the full output of the alternator and retain 100%
of battery energies for descent and landing.
The only reason for dual batteries would be to eliminate single
point of failure for electrically dependent engine components.
1/2 of engine accessories run from each of two always-hot battery
busses. Consider making one of your e-
During lost of main alternator, you close the ENDURANCE bus alternate
feed switch, and open both battery master switches. I would also
shut down engine accessories that run from the aux battery. Close
the aux alternator control switch and continue to airport of intended
destination while holding the totality of battery capacity in reserve
for descent -OR- a REAL emergency. This system EXPECTS the main alternator
to fail at some time and the goal is to prevent this event from becoming
an emergency. When you begin descent, turn both battery master switches
ON (leave main alternator OFF) and do your normal approach to landing
tasks knowing that you've got plenty of snort on board to operate
any needed accessories.
Quoting an ancient philosopher William of Occam, "Entia non sunt
multiplicanda praeter necessitatem" which translates literally to
"entities should not be multiplied needlessly". In practical terms,
we can interpret this to suggest, "The simplest of two or more
competing theories is preferable".
In the interest of simplicity, if you plan to use P-mags . . . internally
powered, then you probably don't need dual batteries. Consider
Z-13 without a second battery.
>Thanks for the help! Great forum
You're most welcome sir.
Bob . . .
Message 10
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| Subject: | Re: E bus list opinions |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <b.nuckolls@cox.net>
At 10:14 PM 12/30/2004 -0800, you wrote:
>--> AeroElectric-List message posted by: Richard Riley <richard@riley.net>
>
>I'm laying out the systems for my panel and have hit an analysis paralysis
>wall. I'd be grateful for opinions on what to put on the E bus.
>
>I'm planning on using Z-13, with an SD-8, and dual batteries.
First, what drives the need for two batteries? Is your engine
electrically dependent? Have you considered EMAG's P-Mag
products? See:
http://www.emagair.com/
Perhaps one fat battery would suffice . . .
>My panel has:
>
>BMA Efis 1 (4 amps)
>Garmin 480 (1.3 amps)
>Altitude encoder. (unknown)
>Garmin 33 transponder (the transponder is remotely operated by the 480) (2
>amps)
>
>Turn coordinator (drain unknown)
>2 1/4" AI (drain unknown)
>(TC and AI are 24 volts, fed from a DC/DC converter)
>
>Cockpit lighting 1 amp
>Electric trim, landing brake (rarely used, power supply is on a common IC
>board)
>Fuel pump (rarely used, shouldn't be a drain unless really needed)
>2 each LSE ignitions. 3.6 amps
>
>SL30 nav/com
>Intercom/marker beacon
>Strobes/Position lights
>Landing lights
>Main gear pump
>Pitot heat
>
>I'll be installing a DigiTrak autopilot in the fullness of time, driven off
>the Garmin 480.
>
>I'm currently VFR but will be getting my IFR shortly after the plane
>flies. I live in Southern California, so most of my IFR will be through
>early morning/late afternoon low clouds.
Assume you're en-route at cruise and the main alternator
quits. What equipment is necessary for continued cruise
to the point where you start a descent and configure the
airplane for approach to landing. The goal is reduce
total loads on system to 8A or less while you're watching
the ground go by. The goal is to land with the BATTERY
master ON, MAIN BUS hot and everything running that's
useful for descent, approach and landing. The battery
can and will do this if it's properly sized and maintained
so your e-bus configuration task is to figure out
what needs to be operating in the en-route mode of flight
only.
Bob . . .
Message 11
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| Subject: | Re: Drawing Z13a Note xx on load dump |
suppressor
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <b.nuckolls@cox.net>
suppressor
At 12:18 PM 12/31/2004 -0600, you wrote:
>--> AeroElectric-List message posted by: "Bill Schlatterer"
><billschlatterer@sbcglobal.net>
>
>Apparently I haven't got the code cracked yet. On Z13a there is a Note XX on
>the load dump suppressor shown on the alternator and I can't seem to find it
>anywhere? Can somebody point me at it?
This is a DRAFT copy of a drawing that will be included in
revision 11 to the 'Connection. The note has not yet be
crafted or number assigned.
Bob . . .
Message 12
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--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <b.nuckolls@cox.net>
At 11:44 AM 12/31/2004 -0600, you wrote:
>--> AeroElectric-List message posted by: Boddicker <trumanst@netins.net>
>
>Bob,
>I think I know the answer, but. When wiring though the S701-1 alternator
>ov/disconnect contactor, does it make any difference which side of the
>contactor is wired to the B lead?
no
>In other words can the fat wires be on either side of the concator?
yes
>What gives me question, is that the diode would appear to be in backwards if
>I reverse the fat wires.
no, the coil circuit that closes the contactor is
entirely separate from the fat-wires.
>Also can I mount the contactor horizontaly?
yes
Bob . . .
--------------------------------------------------------
< Throughout history, poverty is the normal condition >
< of man. Advances which permit this norm to be >
< exceeded -- here and there, now and then -- are the >
< work of an extremely small minority, frequently >
< despised, often condemned, and almost always opposed >
< by all right-thinking people. Whenever this tiny >
< minority is kept from creating, or (as sometimes >
< happens) is driven out of a society, the people >
< then slip back into abject poverty. >
< >
< This is known as "bad luck". >
< -Lazarus Long- >
<------------------------------------------------------>
http://www.aeroelectric.com
Message 13
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| Subject: | Re: E bus list opinions |
--> AeroElectric-List message posted by: Richard Riley <richard@riley.net>
At 11:24 AM 12/31/04, Robert L. Nuckolls, III wrote:
> >I'm planning on using Z-13, with an SD-8, and dual batteries.
>
> First, what drives the need for two batteries? Is your engine
> electrically dependent? Have you considered EMAG's P-Mag
> products? See:
>
> http://www.emagair.com/
>
> Perhaps one fat battery would suffice . . .
Yes, I have two LSE electronic ignitions. The 6 Cyl P-Mag isn't likely to
be available until late next year and I hope to be flying in the
spring. Once the P mag is available I'll buy one - the crank sensors on
the dual LSE's make for a single point failure (not electrically, but
mechanically, if the mounting board is damaged.)
> Assume you're en-route at cruise and the main alternator
> quits. What equipment is necessary for continued cruise
> to the point where you start a descent and configure the
> airplane for approach to landing. The goal is reduce
> total loads on system to 8A or less while you're watching
> the ground go by. The goal is to land with the BATTERY
> master ON, MAIN BUS hot and everything running that's
> useful for descent, approach and landing. The battery
> can and will do this if it's properly sized and maintained
> so your e-bus configuration task is to figure out
> what needs to be operating in the en-route mode of flight
> only.
That's the conundrum.
If I were using a regular transponder I'd have one LSE, the EFIS 1, the
SL-30 and the transponder on the e-bus. With the remote transponder, I
have to have the 480 on for the transponder to run.
Message 14
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--> AeroElectric-List message posted by: <bakerocb@cox.net>
AeroElectric-List message previously posted by: "Wayne Sweet"
<w_sweet@comcast.net>
>
> Not so. Here in Monterey, we have summer stratus that rolls in
> mid-afternoon
> to late afternoon and clears the next morning. The stratus is normally
> 1000'
> or less thick. So the procedure turn or vectors are in VMC and it's only
> after the outer marker that IMC is encountered. If the stratus or even
> high
> ground fog is from 800' to DH, then that is the harder approach to fly,
> since it requires some "head-down" while still VMC. Lot's of fun, but it
> can
> be down to minimums. However, one knows that a miss doesn't require long
> climbs in the goo with big bumps. Wayne
12/31/2004
Hello Wayne, I am not sure what you are saying is "Not so".
The history of aviation is filled with adverse incidents of pilots treating
IMC conditions as not really requiring their full attention and adherence to
sound instrument flying procedures because the duration of the conditions
was expected to be short. Unfortunately sometimes the duration turned out to
be even shorter than anticipated because the flight was terminated by either
controlled flight into terrain or loss of control and subsequent impact with
terrain.
I did not want some beginning instrument pilot to read the term "light IFR"
and come to the conclusion that one could pick and choose the flavor of IMC
desired, dial it in, and only eat as much as they chose. When flying down
the weather cafeteria line one sometimes gets more dumped on their plate
than they wanted regardless of their plans and protestations.
OC
PS: I flew out of NALF Monterey for over three years in 1965-1968. Great
country. Is the stud farm still there on the way in from Salinas?
Message 15
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--> AeroElectric-List message posted by: "Ron Lee" <rlee468@comcast.net>
I had to let my King 99 go with the plane I sold. I acquired an ICOM-A21 as a token
for leaving the King in the plane. I now find I need to have special equipment
to use the ICOM with a headset, no side tone without an external amplifier.
My question is, how does this radio compare to the new models for power and
transmission capabilities. I hooked it to a base antenna and it seems to be
fine as far as transmitting and receiving. Is it feasible to buy what I need to
make this radio work in my plane with a headset or should I invest in a new
radio and just forget the IC-A21
Ron Lee Tucson, AZ
Message 16
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| Subject: | Re: E bus list opinions |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <b.nuckolls@cox.net>
At 12:36 PM 12/31/2004 -0800, you wrote:
>--> AeroElectric-List message posted by: Richard Riley <richard@riley.net>
>
>At 11:24 AM 12/31/04, Robert L. Nuckolls, III wrote:
>
> > >I'm planning on using Z-13, with an SD-8, and dual batteries.
> >
> > First, what drives the need for two batteries? Is your engine
> > electrically dependent? Have you considered EMAG's P-Mag
> > products? See:
> >
> > http://www.emagair.com/
> >
> > Perhaps one fat battery would suffice . . .
>
>Yes, I have two LSE electronic ignitions. The 6 Cyl P-Mag isn't likely to
>be available until late next year and I hope to be flying in the
>spring. Once the P mag is available I'll buy one - the crank sensors on
>the dual LSE's make for a single point failure (not electrically, but
>mechanically, if the mounting board is damaged.)
Okay . . . I'd forgotten that. We did discuss it. I recommend
two batteries with each ignition running from it's own hot battery
bus.
> > Assume you're en-route at cruise and the main alternator
> > quits. What equipment is necessary for continued cruise
> > to the point where you start a descent and configure the
> > airplane for approach to landing. The goal is reduce
> > total loads on system to 8A or less while you're watching
> > the ground go by. The goal is to land with the BATTERY
> > master ON, MAIN BUS hot and everything running that's
> > useful for descent, approach and landing. The battery
> > can and will do this if it's properly sized and maintained
> > so your e-bus configuration task is to figure out
> > what needs to be operating in the en-route mode of flight
> > only.
>
>That's the conundrum.
>
>If I were using a regular transponder I'd have one LSE, the EFIS 1, the
>SL-30 and the transponder on the e-bus. With the remote transponder, I
>have to have the 480 on for the transponder to run.
Hmmm . . . what data does the transponder get from the 480?
Altitude?
Bob . . .
Message 17
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| Subject: | Microair 760-N to Flightcom 403mc |
--> AeroElectric-List message posted by: Sigmo@aol.com
Has anyone matched up the flightcom 403mc intercom to the microair 760-N
transceiver.
I've received two different pinout diagrams and niether one matches the
schematics I have for the units.
A working pinout diagram would sure make me feel better before I apply power
to this combo.
Mike Sigman
601XL N7092N
Message 18
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--> AeroElectric-List message posted by: Boddicker <trumanst@netins.net>
Thanks Bob.
Kevin
Do Not archive
on 12/31/04 2:33 PM, Robert L. Nuckolls, III at b.nuckolls@cox.net wrote:
> --> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
> <b.nuckolls@cox.net>
>
> At 11:44 AM 12/31/2004 -0600, you wrote:
>
>> --> AeroElectric-List message posted by: Boddicker <trumanst@netins.net>
>>
>> Bob,
>> I think I know the answer, but. When wiring though the S701-1 alternator
>> ov/disconnect contactor, does it make any difference which side of the
>> contactor is wired to the B lead?
>
> no
>
>> In other words can the fat wires be on either side of the concator?
>
> yes
>
>> What gives me question, is that the diode would appear to be in backwards if
>> I reverse the fat wires.
>
> no, the coil circuit that closes the contactor is
> entirely separate from the fat-wires.
>
>> Also can I mount the contactor horizontaly?
>
> yes
>
> Bob . . .
>
>
> --------------------------------------------------------
> < Throughout history, poverty is the normal condition >
> < of man. Advances which permit this norm to be >
> < exceeded -- here and there, now and then -- are the >
> < work of an extremely small minority, frequently >
> < despised, often condemned, and almost always opposed >
> < by all right-thinking people. Whenever this tiny >
> < minority is kept from creating, or (as sometimes >
> < happens) is driven out of a society, the people >
> < then slip back into abject poverty. >
> < >
> < This is known as "bad luck". >
> < -Lazarus Long- >
> <------------------------------------------------------>
> http://www.aeroelectric.com
>
>
>
>
>
>
Message 19
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| Subject: | Re: E bus list opinions |
--> AeroElectric-List message posted by: Richard Riley <richard@riley.net>
At 02:31 PM 12/31/04, you wrote:
> >If I were using a regular transponder I'd have one LSE, the EFIS 1, the
> >SL-30 and the transponder on the e-bus. With the remote transponder, I
> >have to have the 480 on for the transponder to run.
>
> Hmmm . . . what data does the transponder get from the 480?
> Altitude?
The transponder doesn't have a display or controls of it's own - it's a
featureless box, and lives behind the panel. It displays it's squawk on
the 480 screen, and you use the 480 controls to change the squawk and ident.
It can get it's altitude from the BMA EFIS, but I've decided to use a stand
alone encoder - probably a SANDIA SAE5-35, because I want gray code for the
transponder, and serial for the 480.
Message 20
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| Subject: | E bus list opinions |
--> AeroElectric-List message posted by: "Terry Watson" <terry@tcwatson.com>
Another reason he needs 2 batteries is for the EFIS/one to be available with
the engine instruments and not re-boot during start-up, on a 14 volt system
BMA says he needs another battery. At least that's why I went to a
two-battery system. The second battery can be very small and do this job,
but I wired to allow a second 17ah battery.
Terry
RV-8A BMA EFIS/one
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
<b.nuckolls@cox.net>
At 12:36 PM 12/31/2004 -0800, you wrote:
>--> AeroElectric-List message posted by: Richard Riley <richard@riley.net>
>
>At 11:24 AM 12/31/04, Robert L. Nuckolls, III wrote:
>
> > >I'm planning on using Z-13, with an SD-8, and dual batteries.
> >
> > First, what drives the need for two batteries? Is your engine
> > electrically dependent? Have you considered EMAG's P-Mag
> > products? See:
> >
> > http://www.emagair.com/
> >
> > Perhaps one fat battery would suffice . . .
>
>Yes, I have two LSE electronic ignitions. The 6 Cyl P-Mag isn't likely to
>be available until late next year and I hope to be flying in the
>spring. Once the P mag is available I'll buy one - the crank sensors on
>the dual LSE's make for a single point failure (not electrically, but
>mechanically, if the mounting board is damaged.)
Okay . . . I'd forgotten that. We did discuss it. I recommend
two batteries with each ignition running from it's own hot battery
bus.
> > Assume you're en-route at cruise and the main alternator
> > quits. What equipment is necessary for continued cruise
> > to the point where you start a descent and configure the
> > airplane for approach to landing. The goal is reduce
> > total loads on system to 8A or less while you're watching
> > the ground go by. The goal is to land with the BATTERY
> > master ON, MAIN BUS hot and everything running that's
> > useful for descent, approach and landing. The battery
> > can and will do this if it's properly sized and maintained
> > so your e-bus configuration task is to figure out
> > what needs to be operating in the en-route mode of flight
> > only.
>
>That's the conundrum.
>
>If I were using a regular transponder I'd have one LSE, the EFIS 1, the
>SL-30 and the transponder on the e-bus. With the remote transponder, I
>have to have the 480 on for the transponder to run.
Hmmm . . . what data does the transponder get from the 480?
Altitude?
Bob . . .
Message 21
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--> AeroElectric-List message posted by: "Wayne Sweet" <w_sweet@comcast.net>
Hi,
No the stud farm is history. I instructed at the Navy Flying Club part-time
for about 20 years and all my instrument students had lots of ILS approaches
into MRY and elsewhere in the stratus. This type of IFR flying is easier
than departing in 1 1/2 & 300 overcast, flying 3 hours in IMC and shooting
an approach down to minimums, missing and going to the alternate. That is
hard IFR, with lots of chances to screw up, particularly after fatigue has
set in and the most demanding part of the trip, the approach and miss (THE
MOST demanding), etc.
Easy IFR (but still not without chances to screw up) is as I described. If
you have experienced both, then you surely know the difference.
Wayne
----- Original Message -----
From: <bakerocb@cox.net>
Subject: AeroElectric-List: Light IFR
> --> AeroElectric-List message posted by: <bakerocb@cox.net>
>
> AeroElectric-List message previously posted by: "Wayne Sweet"
> <w_sweet@comcast.net>
>>
>> Not so. Here in Monterey, we have summer stratus that rolls in
>> mid-afternoon
>> to late afternoon and clears the next morning. The stratus is normally
>> 1000'
>> or less thick. So the procedure turn or vectors are in VMC and it's only
>> after the outer marker that IMC is encountered. If the stratus or even
>> high
>> ground fog is from 800' to DH, then that is the harder approach to fly,
>> since it requires some "head-down" while still VMC. Lot's of fun, but it
>> can
>> be down to minimums. However, one knows that a miss doesn't require long
>> climbs in the goo with big bumps. Wayne
>
>
> 12/31/2004
>
> Hello Wayne, I am not sure what you are saying is "Not so".
>
> The history of aviation is filled with adverse incidents of pilots
> treating
> IMC conditions as not really requiring their full attention and adherence
> to
> sound instrument flying procedures because the duration of the conditions
> was expected to be short. Unfortunately sometimes the duration turned out
> to
> be even shorter than anticipated because the flight was terminated by
> either
> controlled flight into terrain or loss of control and subsequent impact
> with
> terrain.
>
> I did not want some beginning instrument pilot to read the term "light
> IFR"
> and come to the conclusion that one could pick and choose the flavor of
> IMC
> desired, dial it in, and only eat as much as they chose. When flying down
> the weather cafeteria line one sometimes gets more dumped on their plate
> than they wanted regardless of their plans and protestations.
>
> OC
>
> PS: I flew out of NALF Monterey for over three years in 1965-1968. Great
> country. Is the stud farm still there on the way in from Salinas?
>
>
>
I am using the free version of SPAMfighter for private users.
It has removed 659 spam emails to date.
Paying users do not have this message in their emails.
Try www.SPAMfighter.com for free now!
Message 22
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| Subject: | Re: overvoltage protection |
clamav-milter version 0.80j
on juliet.albedo.net
--> AeroElectric-List message posted by: Ken <klehman@albedo.net>
Neat!
Anybody find a source for small quantities of the 5KP18 yet?
Ken
>>snip
> Revision 11 to the 'Connection will be published this
> spring. It will include a modification to OV protection
> for built-in regulators that will prevent the alternator
> damage noted by Van's customers. A simple addition
> of a solid state transient suppressor to the system
> as described in:
>
>http://www.aeroelectric.com/PPS/Architecture/z13A.pdf
>
> . . . will keep the alternator from killing itself
> even when the switch is cycled at inappropriate times.
>
>
>snip
Message 23
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| Subject: | Re: overvoltage protection clamav-milter |
version 0.80j on juliet.albedo.net
--> AeroElectric-List message posted by: Robert McCallum <robert.mccallum2@sympatico.ca>
They appear to be available from mouser in quantities of 1 for $1.34 each
http://www.mouser.com/index.cfm?&handler=data.listcategory&D=576-5KP18&terms=576-5KP18&Ntt=*5765KP18*&N=0&crc=true
Bob McC
Ken wrote:
>--> AeroElectric-List message posted by: Ken <klehman@albedo.net>
>
>Neat!
>Anybody find a source for small quantities of the 5KP18 yet?
>Ken
>
>
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