Today's Message Index:
----------------------
1. 04:07 AM - Re: JRC JHP-520 Nav/Com Handheld (rd2@evenlink.com)
2. 06:47 AM - SL-30 Intercom Responses (Speedy11@aol.com)
3. 07:12 AM - Re: Re: KN65A DME (David E. Nelson)
4. 08:05 AM - GPS usage, Was: KN65A DME (BobsV35B@aol.com)
5. 10:39 AM - wire selection (Glen Matejcek)
6. 10:48 AM - Re: GPS usage, Was: KN65A DME (David E. Nelson)
7. 11:11 AM - Re: Re: Load Dump mitigation (Paul Messinger)
8. 02:59 PM - Re: DC motor reversing relay schematic (Robert McCallum)
9. 03:12 PM - Re: Re: Load Dump mitigation (Steve Sampson)
10. 03:28 PM - Re: DC motor reversing relay schematic (John Schroeder)
11. 03:29 PM - Re: DC motor reversing relay schematic (James Redmon)
12. 04:15 PM - Re: Stereo speaker connection? (Brian Lloyd)
13. 04:22 PM - Re: Re: KN65A DME (Brian Lloyd)
14. 06:01 PM - Solid-state relays for trim/flaps system? (czechsix@juno.com)
15. 06:19 PM - Re: KN65A DME (brucem@att.net)
16. 06:42 PM - Re: Solid-state relays for trim/flaps system? (Turbo Tom)
17. 06:51 PM - sole-source nav (was: KN65A DME) (Brian Lloyd)
18. 07:14 PM - Re: wire selection (LarryRobertHelming)
19. 07:45 PM - Re: amploc sensor (sarg314)
20. 07:57 PM - Re: wire selection (John Schroeder)
21. 08:26 PM - Re: wire selection (Mitch Faatz)
22. 09:47 PM - Ideas on painting panel? (Ronald J. Parigoris)
23. 09:47 PM - Re: wire selection (Tim Olson)
24. 10:05 PM - Re: Re: amploc sensor (George Braly)
25. 11:34 PM - Wire specs (j1j2h3@juno.com)
Message 1
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| Subject: | Re: JRC JHP-520 Nav/Com Handheld |
--> AeroElectric-List message posted by: rd2@evenlink.com
If the ICOM model (I am not familiar with it) offers similar features, it
sure looks a better deal. I could not find pictures+description.
Rumen
do not archive
_____________________Original message __________________________
(received from Matt Prather; Date: 11:32 AM 1/2/2005
-0700)
--> AeroElectric-List message posted by: "Matt Prather" <mprather@spro.net>
Woops! I misquoted the price - its $229.95. I just bought
this unit - got delivered on 12/23/2004. It includes nav.
Course Deviation Indicator and bearing to/from. Plus duplex
operation - transmit on a com frequency, receive on a nav
frequency.
Link to page...
http://www.aircraftspruce.com/nsearch.php?s=11-01093
When you request the quote, it comes in at $229.95.
Several other outfits sell for this price too - Spruce is
price matching.
Regards,
Matt-
> --> AeroElectric-List message posted by: rd2@evenlink.com
>
> Matt -
>
>> BTW, I got the Sport
>> model, because I think it is a better value - $220 from Spruce.
>
> This is probably the COM only model, Sporty's used to sell the NAV-COM
> for about 300-320, if I remember correctly.
>
> Rumen
>
>
Message 2
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| Subject: | SL-30 Intercom Responses |
--> AeroElectric-List message posted by: Speedy11@aol.com
Excellent responses on the SL-30 intercom. Thanks to each of you.
Stan Sutterfield
Do Not Archive
Message 3
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--> AeroElectric-List message posted by: "David E. Nelson" <david.nelson@pobox.com>
Hi All,
I found the following article to be quite informative regarding GPS for IFR:
http://www.avionicswest.com/myviewpoint/ifrgpsbasics.htm
Regards,
/\/elson
Austin, TX
RV-7A - right wing/tank
Message 4
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| Subject: | GPS usage, Was: KN65A DME |
--> AeroElectric-List message posted by: BobsV35B@aol.com
In a message dated 1/3/2005 9:13:23 A.M. Central Standard Time,
david.nelson@pobox.com writes:
Hi All,
I found the following article to be quite informative regarding GPS for IFR:
http://www.avionicswest.com/myviewpoint/ifrgpsbasics.htm
Regards,
/\/elson
Good Morning Nelson,
The article is good and reasonably accurate for the time it was written, but
a lot has changed since then.
There are a few errors that were wrong even when it was written. For
instance, Tom does not discuss the use of GPS in lieu of ADF and DME correctly
and
that provision has been in the AIM since 1997.
I agree that such details are very hard to keep up with.
In any case, I wish I could express myself as competently as he does!
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Airpark LL22
Downers Grove, IL 60516
630 985-8502
Message 5
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--> AeroElectric-List message posted by: "Glen Matejcek" <aerobubba@earthlink.net>
....want to quick buy the necessary
wires..... Any other suggestions are appreciated.....
try http://www.skycraftsurplus.com/ For good deals on surplus wire. If
you don't find what you want on the web site, be sure to give them a call.
Their stock doesn't always match what's on the site, and the prices can be
very attractive.
gm
Message 6
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| Subject: | Re: GPS usage, Was: KN65A DME |
--> AeroElectric-List message posted by: "David E. Nelson" <david.nelson@pobox.com>
Hi Bob,
Ahhh, very interesting. Thanks for pointing out that it was dated info.
I also found an article on avweb:
http://www.avweb.com/news/avionics/181617-1.html
but it too seems dated (May of 2002).
Regards,
/\/elson
BobsV35B@aol.com wrote:
> --> AeroElectric-List message posted by: BobsV35B@aol.com
>
>
> In a message dated 1/3/2005 9:13:23 A.M. Central Standard Time,
> david.nelson@pobox.com writes:
>
> Hi All,
>
> I found the following article to be quite informative regarding GPS for IFR:
>
> http://www.avionicswest.com/myviewpoint/ifrgpsbasics.htm
>
> Regards,
> /\/elson
>
>
> Good Morning Nelson,
>
> The article is good and reasonably accurate for the time it was written, but
> a lot has changed since then.
>
> There are a few errors that were wrong even when it was written. For
> instance, Tom does not discuss the use of GPS in lieu of ADF and DME correctly
and
> that provision has been in the AIM since 1997.
>
> I agree that such details are very hard to keep up with.
>
> In any case, I wish I could express myself as competently as he does!
>
> Happy Skies,
>
> Old Bob
> AKA
> Bob Siegfried
> Ancient Aviator
> Stearman N3977A
> Brookeridge Airpark LL22
> Downers Grove, IL 60516
> 630 985-8502
>
>
>
>
>
Message 7
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| Subject: | Re: Load Dump mitigation |
--> AeroElectric-List message posted by: "Paul Messinger" <paulm@olypen.com>
Been and still quite sick.
However perhaps some short comments.
The load dump testing included dumps of 10, 20, 30, 40 amps. The non dumped
load was normally 10 amps so a dump of 20 amps from above is a 30 amp load
dumped to 10 amps. Dumps to no load were also tested.
The dump wave form is very close a very sharp rise and a near linear decay
to pre dump voltages.
The testing was limited to approx 40 amps because of the HP of the electric
motor driving the alternator. As the increasing load increments of 10 amps
were quite regular its reasonable to project the levels to 60 amps for
example.
The load dump needing suppression is a large hi-energy pulse. The average
current can be as large as 25 amps and 200 ms long. It starts at 50 amps and
is zero at the end of 200 ms. This is rough info as the report has detailed
info.
Transorbs in varying wattages and voltage ratings were tested.
1.5K at 16, 18, 20, 24V ratings with one to 4 parallel as well as the 5K
unit Bob has suggested were examined. The 5k units tested suppressed at a
higher voltage than 3 1.5k units in parallel.
WE (Eric is my partner in this effort) decided that 3 1.5k units in parallel
rated at 18V was the simplest and easiest to use both from a availability
and packaging concern.
One 1.5K transorb was overstressed (but did not fail) under hi current load
dumps while two in parallel seemed to be OK. Use of a 5k unit or 3 1.5K
units appeared to be conservative. Both from testing and analysis.
The testing showed the internal DIE heating of the transorb (during the load
dump) and was part of the overall analysis besides the mfgr spec for the
device.
The devices parallel and load share quite well so using 3 in parallel is
reasonable.
Paul
----- Original Message -----
From: "Robert L. Nuckolls, III" <b.nuckolls@cox.net>
Subject: AeroElectric-List: Re: Load Dump mitigation
> --> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
<b.nuckolls@cox.net>
>
> At 12:52 PM 1/2/2005 +0000, you wrote:
>
> >--> AeroElectric-List message posted by: "Steve Sampson"
> ><steve@lbho.freeserve.co.uk>
> >
> >This exchange implies the 'load dump ' report is out. Is this correct? If
so
> >I missed it. Where can I find it?
>
> No. Paul's report is not yet published. He gave me enough
> verbal information to make a conservative selection for
> a part. I'm buying an alternator test-stand and will be
> able to duplicate/confirm/refine this selection but with
> what we know to date, there's no big rush. The 5KP18 is
> a VERY robust component to the task and the price is certainly
> right.
>
> Bob . . .
>
>
Message 8
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| Subject: | Re: DC motor reversing relay schematic |
--> AeroElectric-List message posted by: Robert McCallum <robert.mccallum2@sympatico.ca>
James;
Try this http://aeroelectric.com/articles/flaps.pdf
All you have to do is make sure the relays you use have contacts rated
for the current of your motor and use appropriate wire and fuse sizes.
If you want only one control switch eliminate either of the two
depicted, the limits are already in the diagram, and this circuit
provides dynamic braking when you release the switch. You can substitute
the name of whatever your motor drives in place of the word flaps.
Bob McC
James Redmon wrote:
>--> AeroElectric-List message posted by: "James Redmon" <james@berkut13.com>
>
>Can someone point me to a schematic for a DC motor circuit reversing
>polarity using a SPDT switch and two relays. I'll also be using up/dn limit
>switches but I think I can figure out where they fit if not already in the
>diagram. ;-)
>
>This is for a high current linear actuator application.
>
>James Redmon
>Berkut #013 N97TX
>http://www.berkut13.com
>
>
>
>
Message 9
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| Subject: | Re: Load Dump mitigation |
--> AeroElectric-List message posted by: "Steve Sampson" <steve@lbho.freeserve.co.uk>
Bob - sorry if I am being obtuse. I have Z13A and the diagram is I think as
before with one added component. I see the 5KP18 connected between the B -
lead (power) and what? (I dont see note XX) There are only three wires (from
memory) coming off the VANS unit and they are spoken for. Presumably its to
ground? What is a 5KP18 and how does this function.
Sorry I must have missed an earlier relevant mail.
Thanks, Steve.
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of Robert
L. Nuckolls, III
Subject: AeroElectric-List: Re: Load Dump mitigation
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
<b.nuckolls@cox.net>
At 12:52 PM 1/2/2005 +0000, you wrote:
>--> AeroElectric-List message posted by: "Steve Sampson"
><steve@lbho.freeserve.co.uk>
>
>This exchange implies the 'load dump ' report is out. Is this correct? If
so
>I missed it. Where can I find it?
No. Paul's report is not yet published. He gave me enough
verbal information to make a conservative selection for
a part. I'm buying an alternator test-stand and will be
able to duplicate/confirm/refine this selection but with
what we know to date, there's no big rush. The 5KP18 is
a VERY robust component to the task and the price is certainly
right.
Bob . . .
--
No virus found in this incoming message.
Checked by AVG Anti-Virus.
--
No virus found in this outgoing message.
Checked by AVG Anti-Virus.
Message 10
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| Subject: | Re: DC motor reversing relay schematic |
--> AeroElectric-List message posted by: "John Schroeder" <jschroeder@perigee.net>
James -
I have a circuit for our Lancair ES flaps. It is a reversing flap motor,
uses two relays, two magnetic limit switches and a DPDT momentary up and
momentary down switch. Can send it to you in .pdf format if you like. We
wired it and it works as advertised: no coasting; up is up and down is
down.
John
> Can someone point me to a schematic for a DC motor circuit reversing
> polarity using a SPDT switch and two relays. I'll also be using up/dn
> limit switches but I think I can figure out where they fit if not
> already in the diagram. ;-)
>
> This is for a high current linear actuator application.
>
Message 11
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| Subject: | Re: DC motor reversing relay schematic |
--> AeroElectric-List message posted by: "James Redmon" <james@berkut13.com>
Thanks! That is the one I was looking for! -James
DO NOT ARCHIVE
----- Original Message -----
From: "Robert McCallum" <robert.mccallum2@sympatico.ca>
Subject: Re: AeroElectric-List: DC motor reversing relay schematic
> --> AeroElectric-List message posted by: Robert McCallum
> <robert.mccallum2@sympatico.ca>
>
> James;
> Try this http://aeroelectric.com/articles/flaps.pdf
> All you have to do is make sure the relays you use have contacts rated
> for the current of your motor and use appropriate wire and fuse sizes.
> If you want only one control switch eliminate either of the two
> depicted, the limits are already in the diagram, and this circuit
> provides dynamic braking when you release the switch. You can substitute
> the name of whatever your motor drives in place of the word flaps.
>
> Bob McC
Message 12
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| Subject: | Re: Stereo speaker connection? |
--> AeroElectric-List message posted by: Brian Lloyd <brianl@lloyd.com>
On Jan 2, 2005, at 11:17 PM, jacklockamy wrote:
> --> AeroElectric-List message posted by: "jacklockamy"
> <jacklockamy@verizon.net>
>
> Can the LT and RT speakers (+) of an automovtive stereo be connected
> together without damaging the stereo?
No. You run into a couple of problems because most automotive stereo
speaker outputs are bridged and not referenced to ground.
Try this, it might work and it won't hurt anything.
1. place a 100 ohm resistor in series with each of the LT+ and RT+
speaker leads.
2. tie the free ends of the 100 ohm resistors together and use that
point to feed your mono intercom input.
If this doesn't work or there is too much distortion you may need to
resort to using an isolation transformer.
Brian Lloyd 6501 Red Hook Plaza
brianl@lloyd.com Suite 201
+1.340.998.9447 St. Thomas, VI 00802
I fly because it releases my mind from the tyranny of petty things . . .
Antoine de Saint-Exupry
Message 13
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--> AeroElectric-List message posted by: Brian Lloyd <brianl@lloyd.com>
On Jan 2, 2005, at 10:26 PM, George Braly wrote:
> --> AeroElectric-List message posted by: "George Braly"
> <gwbraly@gami.com>
>
> Bob,
>
> There is a LF route across the Gulf of Mexico for your amusement in
> flying solely by reference to ADF.
There are many ADF 'Amber' routes in the Bahamas and Caribbean. The GPS
does a good job of flying them but I keep the ADF on for old time's
sake. The beacon on Great Inagua is receivable and usable by my KR-87
from Puerto Rico all the way up to Florida.
> At least there was a couple of years ago.
Still are. My usual is Amber 555 but there are all sorts of 'amber'
routes down here.
Brian Lloyd 6501 Red Hook Plaza
brianl@lloyd.com Suite 201
+1.340.998.9447 St. Thomas, VI 00802
I fly because it releases my mind from the tyranny of petty things . . .
Antoine de Saint-Exupry
Message 14
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| Subject: | Solid-state relays for trim/flaps system? |
--> AeroElectric-List message posted by: czechsix@juno.com
Bob, a few weeks ago you said you were working on a schematic for a
solid-state relay system that could be used to drive trim motors, flaps,
etc. Any progress on that? I'm very interested in it since I'm about to
the point where I need to wire that stuff up. I have an Infinity grip in
the front stick with coolie hat for trim and toggle switch for flaps in
my RV-8A. Also have back seat controls for trim/flaps, and a toggle
switch up front that I can use to open the ground path for the rear seat
controls to disable them. Right now I have some automotive relays
(mechanical) sitting on my workbench that I've been planning to use for
these functions but would much prefer solid state stuff. It would be
really nice if the wiring schematic were identical for solid-state relays
as it is for the mechanical setup if this is possible...would make things
much easier for me at this stage...
Thanks,
--Mark Navratil
Cedar Rapids, Iowa
RV-8A N2D up to my neck in spaghetti....
Message 15
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0.50 MIME_BOUND_NEXTPART Spam tool pattern in MIME boundary
0.01 RCVD_DOUBLE_IP_LOOSE Received: by and from look like IP addresses
--> AeroElectric-List message posted by: brucem@att.net
Well, Old Bob, there is a certain logic to your view that a WAAS capable GPS is
the only navigation aid required for legal IFR operations. But is the FAA always
logical? Unfortunately little has been stated by any "offcial source", at
least that I have seen.
I have read TSO-C129a for first generation GPS and TSO-C146a for WAAS GPS, but
they address only the requirements of the boxes, not how they are used. AC-20-138A
covers the installation of several kinds of satnav systems, but again says
nothing about utilization in flight.
The best I can find is language in the AIM, Chapter 1-1-20(c.7.): "Unlike TSO-129
avionics, which were certified as a supplement to other means of navigation,
WAAS avionics are evaluated without reliance on other navigations systems.
As such, installation of WAAS avionics does not require the aircraft to have
other equipment appropriate to the route flown."
So far, so good, BUT the preceding section states....."in the event of a WAAS failure,
GPS/WAAS equipment reverts to GPS-only operation and satisfies the requirements
of basic GPS equipment." Now, what does that mean? Only an FAA lawyer
knows for sure! To me "basic GPS equipment" sounds like TSO-129 and back
to the supplemental status which means VOR required. As the FAA issues notams
about predicted WAAS availability, preflight planning could encounter an outage
and my "No WAAS and no VOR, No Go" situation results.
With its announced intentions to phase out VORs and ILSs, the FAA indicates its
belief in "sole source" satellite navigation, but perhaps not yet. The FAA has
lagged behind technology developments with first Loran and now GPS, perhaps
due to "not invented here" and "we don't control it" attitudes. Also it suffers
from embarrassment when its major contribution, WAAS, arrived five years late
and billions of dollars over budget. Eventually they'll get it right, but
meanwhile I'd be cautious about getting ahead of them.
With apologies for sounding like a jailhouse lawyer, Bruce McGregor
<!-- BEGIN WEBMAIL STATIONERY -->
<!-- WEBMAIL STATIONERY noneset -->
Well, Old Bob, there is a certain logic to your view that a WAAS capable GPS is
the only navigation aid required for legal IFR operations. But is the FAA always
logical? Unfortunately little has been stated by any "offcial source", at
least that I have seen.
I have read TSO-C129a for first generation GPS and TSO-C146a for WAAS GPS, but
they address only the requirements of the boxes, not how they are used. AC-20-138A
covers the installation of several kinds of satnav systems, but again says
nothing about utilization in flight.
The best I can find is language in the AIM, Chapter 1-1-20(c.7.): "Unlike TSO-129
avionics, which were certified as a supplement to other means of navigation,
WAAS avionics are evaluated without reliance on other navigations systems. As
such, installation of WAAS avionics does not require the aircraft to have other
equipment appropriate to the route flown."
So far, so good, BUT the preceding section states....."in the event of a WAAS failure,
GPS/WAAS equipment reverts to GPS-only operation and satisfies the requirements
of basic GPS equipment." Now, what does that mean? Only an FAA lawyer
knows for sure! To me "basic GPS equipment" sounds like TSO-129 and back to
the supplemental status which means VOR required. As the FAA issues notams about
predicted WAAS availability, preflight planning could encounter an outage and
my "No WAAS and no VOR, No Go" situation results.
With its announced intentions to phase out VORs and ILSs, the FAA indicates its
belief in "sole source" satellite navigation, but perhaps not yet. The FAA has
lagged behindtechnology developments with first Loran and now GPS, perhaps due
to "not invented here" and "we don't control it" attitudes. Also it suffers
from embarrassment when its major contribution, WAAS, arrived five years late
and billions of dollars over budget. Eventually they'll get it right, but meanwhile
I'd be cautious about getting ahead of them.
With apologies for sounding like a jailhouse lawyer, Bruce McGregor
<!-- END WEBMAIL STATIONERY -->
Message 16
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| Subject: | Re: Solid-state relays for trim/flaps system? |
--> AeroElectric-List message posted by: "Turbo Tom" <turbotom@mindspring.com>
>It would be
> really nice if the wiring schematic were identical for solid-state relays
> as it is for the mechanical setup if this is possible...would make things
> much easier for me at this stage...
Hey Mark!
I went through this a few months ago and found some really neat relays that
solve all the problems, dual inputs, pilot override, two speeds [custom
selectable yet] all in one box. I'm not flying, and haven't even powered
them up, but they wired right up to the Infinity grip. They are
solid-state, light, compact, and use PWM to control speed. If they do all
that's promised, I'm a happy camper.
http://www.f1-rocketboy.com/tcm.html
TT
RV-8 QB Panel, systems, wiring.
ATL-GA
Message 17
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| Subject: | sole-source nav (was: KN65A DME) |
--> AeroElectric-List message posted by: Brian Lloyd <brianl@lloyd.com>
On Jan 3, 2005, at 9:18 PM, brucem@att.net wrote:
> With its announced intentions to phase out VORs and ILSs, the FAA
> indicates its belief in "sole source" satellite navigation, but
> perhaps not yet. The FAA has lagged behindtechnology developments with
> first Loran and now GPS, perhaps due to "not invented here" and "we
> don't control it" attitudes. Also it suffers from embarrassment when
> its major contribution, WAAS, arrived five years late and billions of
> dollars over budget. Eventually they'll get it right, but meanwhile
> I'd be cautious about getting ahead of them.
Regardless what the FAA says or does, if you look at the GPS system you
can see all the different and interesting ways that GPS can fail. Given
the nature of the weak signals it would be amazingly easy to jam GPS or
seriously degrade its accuracy.
Now consider how much effort most of the people on this list are
putting into building redundancy into their aircraft. Would someone who
has put this much effort into redundancy of systems then bet the entire
farm on GPS as their sole-source of navigation? I certainly wouldn't
regardless of what the FAA says about how good it is. The FAA certifies
electrical systems in spam cans too and I doubt there is anyone on this
list who would settle for a spam-can electrical system in their OBAM
aircraft.
The interesting thing is that perhaps the best complement to GPS is
LORAN. They both provide accurate area navigation. The Europeans were
working on using LORAN to transmit the WAAS data. That seemed like a
wonderfully sensible way to do things, i.e. to have a WAAS system that
can double as a backup for your primary navigation system and is
virtually unjammable.
So I fly IFR. In the airplane I have flying right now, my Comanche, I
have a GX-60 approach-certified GPS which I love. I flew IFR today and
used it the whole way. But I still have and use my two KX-155s with
their KI-209 VOR/LOC/GS indicators. When ATC changes my routing and
clears me direct to a new VOR, I dial in the VOR first and make the
turn. Then I can reprogram my route in the GPS at my leisure while
tracking the VOR.
Food for thought.
Brian Lloyd 6501 Red Hook Plaza
brianl@lloyd.com Suite 201
+1.340.998.9447 St. Thomas, VI 00802
I fly because it releases my mind from the tyranny of petty things . . .
Antoine de Saint-Exupry
Message 18
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| Subject: | Re: wire selection |
--> AeroElectric-List message posted by: "LarryRobertHelming" <lhelming@sigecom.net>
The wire shown at http://www.skycraftsurplus.com/ is not aviation grade
wire it appears to me.
Try Steinair.com (www.steinair.com) for aviation wire priced at or near
lowest prices. You will need awg22 wire. Try to get a hundred ft. each of
red, black, blue, green, yellow, and what ever other color he carries awg22
in. That will be your most needed wire size. You will need some heavier
wires also, but you are on your own in making those estimations. BandC is a
good source for quality stuff also.
Indiana Larry, RV7 TipUp "SunSeeker"
Evansville, Indiana (just north of western Kentucky)
----- Original Message -----
From: "Glen Matejcek" <aerobubba@earthlink.net>
Subject: AeroElectric-List: wire selection
> --> AeroElectric-List message posted by: "Glen Matejcek"
<aerobubba@earthlink.net>
>
> ....want to quick buy the necessary
> wires..... Any other suggestions are appreciated.....
>
>
> try http://www.skycraftsurplus.com/ For good deals on surplus wire. If
> you don't find what you want on the web site, be sure to give them a call.
> Their stock doesn't always match what's on the site, and the prices can be
> very attractive.
>
> gm
>
>
Message 19
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| Subject: | Re: amploc sensor |
--> AeroElectric-List message posted by: sarg314 <sarg314@comcast.net>
Bob:
I followed the amploc discussion with interest (still thinking about
a hall effect battery current meter). If the amploc sensor is powered
by a regulated +-12v DC/DC converter, it should output a stable,
accurate signal, shouldn't it? An op amp with appropriate gain should
then be able to make it drive a typical aircraft battery meter.
Granted, compared to a simple shunt this is a lot of parts and a
fair amount of wasted current (mostly to run the DC/DC converter), but
it seems to me it ought to work. In any case, the amploc part is cheap
enough ($18) to experiment with.
Do you think this is futile or just misguided?
--
Tom Sargent
Message 20
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| Subject: | Re: wire selection |
--> AeroElectric-List message posted by: "John Schroeder" <jschroeder@perigee.net>
On Mon, 3 Jan 2005 21:17:08 -0600, LarryRobertHelming
<lhelming@sigecom.net> wrote:
> Try Steinair.com (www.steinair.com) for aviation wire priced at or near
> lowest prices. You will need awg22 wire. Try to get a hundred ft. each
> of red, black, blue, green, yellow, and what ever other color he carries
> awg22 in. That will be your most needed wire size. You will need some
> heavier
> wires also, but you are on your own in making those estimations. BandC
> is a good source for quality stuff also.
Larry-
If you buy 100 ft. of each of the 7 colors of 22 AWG listed on Steinair,
it is 700' x $0.13 or $91.
The same amount of wire (22759/16) in the same gage and same colors is 700
x $.05 or $35 at Wiremasters.com. Even with their $50 minimum, you save
$41. I certainly would put together an order of the 22 AWG (I totally
agree that color coding is the way to go), 150' of 20 AWG (Red & Black)
and at least 150 ft of red and black 18 AWG. Call Deb Sullivan at
Wiremasters and have her price it.
The value of Steinair is considerable because you can get short lengths of
most any wire and a wide range of other electrical-related goodies.
However, I believe that the figures above make a tight case for buying the
initial load of wire at Wiremasters.
Cheers,
John
PS: I have no financial interest in Wiremasters. I just have a warm
feeling of great service at very good prices.
--
Message 21
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| Subject: | Re: wire selection |
--> AeroElectric-List message posted by: "Mitch Faatz" <mitchf@skybound.com>
> The same amount of wire (22759/16) in the same gage and same colors is 700
> x $.05 or $35 at Wiremasters.com. Even with their $50 minimum, you save
That would be www.wiremasters.net
Mitch Faatz RV-6A Finish Kit Auburn, CA
Message 22
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| Subject: | Ideas on painting panel? |
--> AeroElectric-List message posted by: "Ronald J. Parigoris" <rparigor@suffolk.lib.ny.us>
In near future need to paint panel on Europa XS.
It has a fiberglass Instrument Module that will have 3 aluminium inserts.
The fiberglass has an eyebrow for glare.
What suggestions on painting? Should the bottom of brow be very dark? I
imagine the top of the fiberglass does not want to be too dark so it does
not heat up too much?
I imagine I want flat on instrument module and brow, what is preference out
there for face of panel, light / dark flat or gloss?
What ideas for on type of paint to use.
Thx.
Sincerely
Ron Parigoris
Message 23
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| Subject: | Re: wire selection |
--> AeroElectric-List message posted by: Tim Olson <Tim@MyRV10.com>
Wow, you guys are really coming through on the wire question! I
definitely will check the websites all out tomorrow, and hopefully
place an order right away. Just need to find out what sizes I need
for a couple other things. Thanks again everyone!
Tim
--
Tim Olson -- RV-10 #170
Tim@MyRV10.com
Wing Kit - Almost Complete
QB Fuse - Coming soon!
'77 Sundowner - Flying
John Schroeder wrote:
> --> AeroElectric-List message posted by: "John Schroeder" <jschroeder@perigee.net>
>
> On Mon, 3 Jan 2005 21:17:08 -0600, LarryRobertHelming
> <lhelming@sigecom.net> wrote:
>
>
>>Try Steinair.com (www.steinair.com) for aviation wire priced at or near
>>lowest prices. You will need awg22 wire. Try to get a hundred ft. each
>>of red, black, blue, green, yellow, and what ever other color he carries
>>awg22 in. That will be your most needed wire size. You will need some
>>heavier
>>wires also, but you are on your own in making those estimations. BandC
>>is a good source for quality stuff also.
>
>
> Larry-
>
> If you buy 100 ft. of each of the 7 colors of 22 AWG listed on Steinair,
> it is 700' x $0.13 or $91.
> The same amount of wire (22759/16) in the same gage and same colors is 700
> x $.05 or $35 at Wiremasters.com. Even with their $50 minimum, you save
> $41. I certainly would put together an order of the 22 AWG (I totally
> agree that color coding is the way to go), 150' of 20 AWG (Red & Black)
> and at least 150 ft of red and black 18 AWG. Call Deb Sullivan at
> Wiremasters and have her price it.
>
> The value of Steinair is considerable because you can get short lengths of
> most any wire and a wide range of other electrical-related goodies.
> However, I believe that the figures above make a tight case for buying the
> initial load of wire at Wiremasters.
>
> Cheers,
>
> John
>
> PS: I have no financial interest in Wiremasters. I just have a warm
> feeling of great service at very good prices.
>
Message 24
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| Subject: | Re: amploc sensor |
--> AeroElectric-List message posted by: "George Braly" <gwbraly@gami.com>
Tom,
We use two different versions of the AMPloc devices in our Supplenator installations.
While we don't implement them in the way you are wanting to do that, nevertheless,
for the specific use you describe, I can think of several simple ways to
accomplish what you are seeking to accomplish.
I would probably use a 5 volt regulator and a 5 volt charge pump to get a +- 5
volt supply and feed that to the +- power terminals of the amploc.
It should use only a tiny amount of power, and could be implemented rather simply
with a dozen discreet components (a few resistors, caps, the 7805 and the charge
pump) or less. There may be simpler ways to do that, if I think about it.
Regards, George
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of sarg314
Subject: AeroElectric-List: Re: amploc sensor
--> AeroElectric-List message posted by: sarg314 <sarg314@comcast.net>
Bob:
I followed the amploc discussion with interest (still thinking about
a hall effect battery current meter). If the amploc sensor is powered
by a regulated +-12v DC/DC converter, it should output a stable,
accurate signal, shouldn't it? An op amp with appropriate gain should
then be able to make it drive a typical aircraft battery meter.
Granted, compared to a simple shunt this is a lot of parts and a
fair amount of wasted current (mostly to run the DC/DC converter), but
it seems to me it ought to work. In any case, the amploc part is cheap
enough ($18) to experiment with.
Do you think this is futile or just misguided?
--
Tom Sargent
---
---
Message 25
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--> AeroElectric-List message posted by: j1j2h3@juno.com
Would automotive SAE J1128 wire be suitable for aircraft wiring?
Jim Hasper - RV-7 just starting empennage (giving new meaning to the term
slow-build)
Franklin, TN
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