Today's Message Index:
----------------------
1. 01:25 AM - Oshkosh House for Rent (Jeff Point)
2. 06:07 AM - Re: Re: Solid State Relays vs. Solenoids (Robert L. Nuckolls, III)
3. 08:00 AM - Noise and Spare Wires? (revenson@comcast.net)
4. 08:27 AM - Securing small wires (sjhdcl@kingston.net)
5. 09:16 AM - Re: Securing small wires (Larry McFarland)
6. 09:34 AM - 22 ga too small? (Scott Winn)
7. 09:54 AM - Re: 22 ga too small? (Hinde, Frank George (Corvallis))
8. 10:08 AM - Re: Noise and Spare Wires? (Robert L. Nuckolls, III)
9. 10:52 AM - Re: Noise and Spare Wires? (Craig P. Steffen)
10. 11:42 AM - Re: 22 ga too small? (Robert L. Nuckolls, III)
11. 11:50 AM - Re: Noise and Spare Wires? (Robert L. Nuckolls, III)
12. 12:34 PM - Re: 22 ga too small? (Matt Prather)
13. 12:45 PM - Calibration curves for pressure transducers (Matt Jurotich)
14. 01:48 PM - Re: Calibration curves for pressure (Robert L. Nuckolls, III)
15. 02:09 PM - Re: 22 ga too small? (Robert L. Nuckolls, III)
16. 03:30 PM - Re: 22 ga too small? (Matt Prather)
17. 03:35 PM - Re: Chroma LED Switches (Robert L. Nuckolls, III)
18. 03:38 PM - Re: Re: AeroElectric-List Digest: toggle (Robert L. Nuckolls, III)
19. 05:24 PM - Charging multiple batteries (PTACKABURY@aol.com)
20. 06:20 PM - PDA power (John Swartout)
21. 06:40 PM - Re: PDA power (Craig P. Steffen)
22. 06:49 PM - Re: Securing small wires (Ken)
23. 06:55 PM - Re: PDA power (Pat Hatch)
24. 07:05 PM - Re: PDA power (James E. Clark)
25. 07:49 PM - Re: PDA power (Fiveonepw@aol.com)
26. 08:18 PM - Re: Charging multiple batteries (Robert L. Nuckolls, III)
Message 1
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Aeroelectric List <aeroelectric-list@matronics.com>
| Subject: | Oshkosh House for Rent |
--> AeroElectric-List message posted by: Jeff Point <jpoint@mindspring.com>
Apologies in advance for this off-topic post. I'm posting this for a
friend who is looking to rent his Oshkosh house during the convention.
It is a 2 year old, 4 bedroom, 2 1/2 bath house, about 2600 sq feet.
Located on Lake Winnebago a very short distance from the Seaplane base,
maybe a 10 minute drive from the airport.
If you have 4 people or 4 couples, renting a house can be an economical
alternative to getting 4 hotel rooms. He has never rented it before,
and the price is not yet set. If anyone is interested I will put you and
he in touch with one another and you can work out the details amongst
yourselves.
I do have pictures if anyone is interested.
Jeff Point
RV-6
Milwaukee WI
do not archive
Message 2
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| Subject: | Re: Solid State Relays vs. Solenoids |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <nuckollsr@cox.net>
At 06:10 PM 5/25/2005 -0700, you wrote:
>--> AeroElectric-List message posted by: chad-c_sip@stanfordalumni.org
>
> > That's why I've stuck with the $LOW$ contactors in my recommendations,
> > the next step up is MUCH more expensive and not likely to offer
> > performance that equates to lower cost of ownership. If you had
> > a Rotax alternator with only 18A of output, then some form of
> > solid state contactor might be attractive for a battery master
> > just to conserve on a limited energy supply . . . but a manual
> > battery master is simpler yet and MORE energy efficient than
> > a solid state contactor . . .
> >
> > Bob . . .
>
>I'm not actually looking to replace the startrer contactors on the Lancair.
>I'd need something way bigger than I linked to in my first post. Even my
>master will still be a mechanical device. I'm looking to replace the
>lower-current (anything under 100 amps) solenoids on the plane with
>solid-state relays (A/C compressor, hydraulic pump, etc.). The concept of no
>moving parts - and myself having more familiarity with solid-state relays - is
>what appealed to me in replacing the coil devices. I'm not necessarily looking
>to make the system less expensive. Only as reliable as with coils and maybe a
>bit quieter (RFI-wise) for our stormscope antenna. If that's not going to
>happen with relays I'll go back to the solenoids that are more normal.
>
>Thanks for the input on the topic.
There's no doubt that we're going to see an ever increasing
number of solid state, power switching devices with a lot
of appealing performance features . . . but it will be some
time before they can offer the value of the lowly relay in
a failure tolerant system. The S-704 plastic relay offered
by B&C is mass produced by totally automated machines. These
devices run for years under the hood of a car. They're so
inexpensive as to make them strong contenders in the
race of low cost of ownership. If one were concerned about
component specific reliability, you could initiate some sort
of PM program to periodically change them out.
Further, the low on-resistance of the relay combined with
the double-throw operation and it's ability to carry current
happily in either direction makes it almost universally
attractive. I wouldn't suggest that we ignore what's coming
over the horizon . . . and there may be cases where other
features of the solid state technology are overwhelmingly
attractive.
One example I'll offer is a design I did a few years ago
to replace the electro-mechanical relay power distribution
box in one of our targets with a solid state replacement.
The original design was in a hog-out aluminum enclosure
about 10 x 3 x 4 inches, weighed about 7 pounds and used
mil-spec, circular connectors on the top to interface with
target wiring. The relays were all hand-wired within. Cost
to manufacture was about $6000. Bill of materials was about
$2,500 (the hog-out housing was NOT a cost effective way
to enclose this thing).
I replaced it with a 5 x 5 x 1 inch device populated with
d-sub connectors and all surface mounted power MOS-FETS.
90% of the assembly work was automated on a pick-n-place
machine. Bill of materials was under $400 and cost to
manufacture was under $1500. Much better deal for a
vehicle that has a service life of a few hours and goes
into the ocean every time!
Here I didn't need double-throw switching capability
and heat issues for losses across the FETs were not
a critical driver in the design decision. This is an
excellent example of solid-state winning out over older
technologies in a really big way. I wouldn't suggest
that you won't find equally compelling features of
solid state power switching for your project . . . but
I will suggest that solid-state switching is not a
shoo-in just because it's the latest and greatest.
Bob . . .
Message 3
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| Subject: | Noise and Spare Wires? |
1.25 RCVD_NUMERIC_HELO Received: contains an IP address used for HELO
--> AeroElectric-List message posted by: revenson@comcast.net
I've strung several spare wires in my fuselage for unanticipated future use. Should
I do anything to prevent them from becoming an unwanted antenna or some
other kind of noise vector? Ground one end?
Roger.
I've strung several spare wires in my fuselage for unanticipated future use. Should
I do anything to prevent them from becoming anunwanted antenna or some other
kind of noise vector? Ground one end?
Roger.
Message 4
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| Subject: | Securing small wires |
--> AeroElectric-List message posted by: sjhdcl@kingston.net
I'm looking for an elegant way to secure a single wire (small 22 AWG) to
an aircraft part such as a rib. Too small for clamps unless build up wire
with electrical tape. Needs to be removable. Any neat iders? Perhaps just
a dab of 'Shoe Goo' or silicone.
Steve
RV7A
Message 5
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| Subject: | Re: Securing small wires |
--> AeroElectric-List message posted by: Larry McFarland <larrymc@qconline.com>
Steve,
Try an aluminum pop rivet and a ring type connector. I used one for
grounding my
wing tanks. Elegant, no, but practical and can be removable with std
knife connectors.
Larry McFarland - 601HDS
sjhdcl@kingston.net wrote:
>--> AeroElectric-List message posted by: sjhdcl@kingston.net
>
>I'm looking for an elegant way to secure a single wire (small 22 AWG) to
>an aircraft part such as a rib. Too small for clamps unless build up wire
>with electrical tape. Needs to be removable. Any neat iders? Perhaps just
>a dab of 'Shoe Goo' or silicone.
>
>Steve
>RV7A
>
>
>
>
Message 6
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| Subject: | 22 ga too small? |
--> AeroElectric-List message posted by: Scott Winn <sbwinn@gmail.com>
I installed the first few wires in the LongEZ yesterday, the main
battery cables, the master contactor and it's switch. The wires
driving the master contactor are 22 ga, I didn't realize how small
those wires were! I printed some labels for the wires with my laser
printer and then shrunk some clear shrink on them.
The problem is that the wire is so small that the shrink and the label
make the wire so stiff I'm worried about the stress points created by
the shrink tube & label.
I'll be securing the wires, but is there any harm in replacing all the
22ga wire with 18ga? I should even be able to leave the fuses at the
same rating since a fuse that protects 22ga would be overkill for
18ga. I checked the weight of the roll of 18 vs. the roll of 22 and I
don't see it as a significant weight penalty. Are there any
disadvantages to using 18 throughout the system in place of 22?
Message 7
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| Subject: | 22 ga too small? |
--> AeroElectric-List message posted by: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com>
Like you I tend to avoid smaller than 18 for the very reasons you
describe..The one difference is when using a multicore wire that has
secondary insulation...I picked up a bunch of 4 core 22GA wire from our
scrap bins...Two runs of this were almost perfect for a single tail
light and the Mac servo in the tail...I used mainly silicone dabs on the
flat skins and tywraps where it went over a rib or bulkhead.
Frank
Zenair zodiac 360 hours
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Scott
Winn
Subject: AeroElectric-List: 22 ga too small?
--> AeroElectric-List message posted by: Scott Winn <sbwinn@gmail.com>
I installed the first few wires in the LongEZ yesterday, the main
battery cables, the master contactor and it's switch.
Message 8
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| Subject: | Re: Noise and Spare Wires? |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <nuckollsr@cox.net>
At 02:59 PM 5/26/2005 +0000, you wrote:
>--> AeroElectric-List message posted by: revenson@comcast.net
>
>I've strung several spare wires in my fuselage for unanticipated future
>use. Should I do anything to prevent them from becoming an unwanted
>antenna or some other kind of noise vector? Ground one end?
>Roger.
>
>I've strung several spare wires in my fuselage for unanticipated future
>use. Should I do anything to prevent them from becoming anunwanted antenna
>or some other kind of noise vector? Ground one end?
>Roger.
I don't think this is necessary. We have lots of capped and
stowed spare or abandoned wires in the big airframes with
no special treatment. Further, I can deduce no basis in physics
that suggests special treatment would be useful.
Bob . . .
Message 9
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| Subject: | Re: Noise and Spare Wires? |
--> AeroElectric-List message posted by: "Craig P. Steffen" <craig@craigsteffen.net>
> --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <nuckollsr@cox.net>
> I don't think this is necessary. We have lots of capped and
> stowed spare or abandoned wires in the big airframes with
> no special treatment.
I would guess that this comes under the heading of stuff that almost
never effects anything substantially, particularly when equipment is
properly grounded, so it's probably not worth worrying about.
> Further, I can deduce no basis in physics
> that suggests special treatment would be useful.
Lots of potential ones. Any wire that's not grounded is an antenna.
And at high frequencies, EM disturbances can travel between conductors
that don't touch because they are capacitively coupled.
For instance, if you had an unconnected wire that ran alongside the
supply wire to a strobe, and somewhere else ran alongside a wire
coming from a microphone, then pulses from the strobe will show up on
the mic line.
Grounding spare wires at one end (not both) is the best bet to
eliminate such problems.
Craig Steffen
--
craig@craigsteffen.net
public key available at http://www.craigsteffen.net/GPG/
current goal: use a CueCat scanner to inventory my books
career goal: be the first Vorlon Time Lord
Message 10
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| Subject: | Re: 22 ga too small? |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <nuckollsr@cox.net>
At 09:30 AM 5/26/2005 -0700, you wrote:
>--> AeroElectric-List message posted by: Scott Winn <sbwinn@gmail.com>
>
>I installed the first few wires in the LongEZ yesterday, the main
>battery cables, the master contactor and it's switch. The wires
>driving the master contactor are 22 ga, I didn't realize how small
>those wires were! I printed some labels for the wires with my laser
>printer and then shrunk some clear shrink on them.
>
>The problem is that the wire is so small that the shrink and the label
>make the wire so stiff I'm worried about the stress points created by
>the shrink tube & label.
>
>I'll be securing the wires, but is there any harm in replacing all the
>22ga wire with 18ga? I should even be able to leave the fuses at the
>same rating since a fuse that protects 22ga would be overkill for
>18ga. I checked the weight of the roll of 18 vs. the roll of 22 and I
>don't see it as a significant weight penalty. Are there any
>disadvantages to using 18 throughout the system in place of 22?
Just weight and harness bulk. I have builders who used 20AWG
exclusively for situations that called for 22 and 20AWG wire.
I think there's a specification for wiring under the cowl
on Beechcraft products that requires 20AWG or larger for mechanical
robustness. 20AWG will fit into most connectors and is a reasonable
compromise. Your total wire weight is so low as to offer
insignificant differences between the two wires.
In more complex aircraft, we're flirting with 24AWG in wire
bundles. The folks on the line don't like it much. I'm not
aware if the smaller wire can be tagged for any field service
issues.
However, if your major issue is labeling, the situation you
cited doesn't raise big concerns. I've used shrink-over-labels
on 22AWG Tefzel wire with great results. See:
http://www.aeroelectric.com/Pictures/s817c.jpg
Bob . . .
Message 11
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| Subject: | Re: Noise and Spare Wires? |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <nuckollsr@cox.net>
At 12:46 PM 5/26/2005 -0500, you wrote:
>--> AeroElectric-List message posted by: "Craig P. Steffen"
><craig@craigsteffen.net>
>
> > --> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
> <nuckollsr@cox.net>
>
> > I don't think this is necessary. We have lots of capped and
> > stowed spare or abandoned wires in the big airframes with
> > no special treatment.
>
>I would guess that this comes under the heading of stuff that almost
>never effects anything substantially, particularly when equipment is
>properly grounded, so it's probably not worth worrying about.
>
> > Further, I can deduce no basis in physics
> > that suggests special treatment would be useful.
>
>Lots of potential ones. Any wire that's not grounded is an antenna.
>And at high frequencies, EM disturbances can travel between conductors
>that don't touch because they are capacitively coupled.
>
>For instance, if you had an unconnected wire that ran alongside the
>supply wire to a strobe, and somewhere else ran alongside a wire
>coming from a microphone, then pulses from the strobe will show up on
>the mic line.
This is an electro-static coupling mode that is broken by
BOTH shielding on strobe lines and shielding on microphone
lines. Electro-static coupling between adjacent wires in a bundle
is extremely weak to begin with. If your concerns were
operative, we'd have to consider wires that NORMALLY float.
An example might be an actuator wire that gets power to
drive an actuator to a limit whereupon a limit switch
opens the load end. When the command button is released,
the wire would be open on the source end as well.
Wires which are potential antagonists and/or victims are
by design already isolated so as to live with other wires
whether active or spare.
Bob . . .
Message 12
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| Subject: | Re: 22 ga too small? |
--> AeroElectric-List message posted by: "Matt Prather" <mprather@spro.net>
Hello Bob,
In the interest of the repeatable experiment, do you know of a simple test
rig that could be used to generate data for the quality of strain relief
on wire? This topic seems to come up periodically, and it seems like it
might be good to develop a cheap way to help settle the debate. Make a
sample wire termination, clamp it in the machine, and then time how long
it takes the machine to fail the sample. I guess then the question would
be to judge whether the test fixture acurately models an installed system.
Regards,
Matt-
VE N34RD, C150 N714BK
> --> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
> <nuckollsr@cox.net>
>
> At 09:30 AM 5/26/2005 -0700, you wrote:
>
snip
> However, if your major issue is labeling, the situation you
> cited doesn't raise big concerns. I've used shrink-over-labels on
> 22AWG Tefzel wire with great results. See:
>
> http://www.aeroelectric.com/Pictures/s817c.jpg
>
> Bob . . .
>
>
Message 13
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| Subject: | Calibration curves for pressure transducers |
--> AeroElectric-List message posted by: Matt Jurotich <mjurotich@hst.nasa.gov>
I have 2 pressure transducers, one for fuel pressure and one for oil
pressure that where used with JPI stand alone digital instruments, one wire
in and one out, almost certainly variable resistance. Are there standard
calibration curves for these transducers and if so how does one go about
getting them?
Thanks in advance
Matthew M. Jurotich
e-mail mail to: <mjurotich@hst.nasa.gov>
phone : 301-286-5919
Message 14
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| Subject: | Re: Calibration curves for pressure |
transducers
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <nuckollsr@cox.net>
transducers
At 03:41 PM 5/26/2005 -0400, you wrote:
>--> AeroElectric-List message posted by: Matt Jurotich
><mjurotich@hst.nasa.gov>
>
>I have 2 pressure transducers, one for fuel pressure and one for oil
>pressure that where used with JPI stand alone digital instruments, one wire
>in and one out, almost certainly variable resistance. Are there standard
>calibration curves for these transducers and if so how does one go about
>getting them?
>
>Thanks in advance
You need to start with the brand and part number of the
transducer . . . assuming that JPI didn't make them or
rebrand them. If you have this data, you can start with
the manufacturer's website for data sheets on their products.
If there's no way to identify the original manufacturer, then
you can always contact JPI and ask. Failing success there,
you'll need to pressure them up on the bench and deduce their
performance numbers by empirical measurements.
Bob . . .
Message 15
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| Subject: | Re: 22 ga too small? |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <nuckollsr@cox.net>
At 01:30 PM 5/26/2005 -0600, you wrote:
>--> AeroElectric-List message posted by: "Matt Prather" <mprather@spro.net>
>
>Hello Bob,
>
>In the interest of the repeatable experiment, do you know of a simple test
>rig that could be used to generate data for the quality of strain relief
>on wire? This topic seems to come up periodically, and it seems like it
>might be good to develop a cheap way to help settle the debate. Make a
>sample wire termination, clamp it in the machine, and then time how long
>it takes the machine to fail the sample. I guess then the question would
>be to judge whether the test fixture acurately models an installed system.
I guess I've never considered this feature of wire that's so widely
applied and an evolutionary descendant of Mil-W-76 wires characterized
60 years ago.
If you'd like to look over the spec for 22759, you can get a copy
of the spec at:
http://www.aeroelectric.com/Reference_Docs/Mil-W-22759/M22759.pdf
There are no "vibration" tests required for qualification. There
is a "wrap" test to demonstrate robustness of the insulation.
I guess I'm not sure where the "debate" bubbled up from . . .
has someone experienced an event that they've attributed to
a vibration induced failure?
I suspect there's an analytical approach to deducing resistance
to damage due to all forms of flexing . . . not being privy to
the thought processes behind the specification, I can only
guess.
If one were to craft an experiment, what vibration levels and
frequency would you choose to use? DO-160 calls out vibration
levels for testing equipment that may be operating at or near
stress limits . . . these are general robustness tests conducted
in 3 hours that offer some level of confidence that the device
is for all practical purposes, immune from failure due to vibration.
I suspect that as long as the insulation is intact, analysis
would show even the worst case vibration level expected in
aircraft does not represent a risk to the copper conductors.
This is part of what the fine (19+) stranding is about.
It would be an interesting experiment but I suspect that the
outcome is already well known.
Bob . . .
Message 16
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| Subject: | Re: 22 ga too small? |
--> AeroElectric-List message posted by: "Matt Prather" <mprather@spro.net>
> --> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
> <nuckollsr@cox.net>
>
snip
> There are no "vibration" tests required for qualification. There is
> a "wrap" test to demonstrate robustness of the insulation.
> I guess I'm not sure where the "debate" bubbled up from . . .
> has someone experienced an event that they've attributed to
> a vibration induced failure?
>
>
I haven't had luck finding the specific thread in the archive that I was
thinking of - referenced a 2 stroke engine installation with wires leading
to controls/instrumentation. Had vibration induced failures. I did find
a different thread that discussed a similar scenario:
http://www.matronics.com/searching/getmsg_script.cgi?INDEX=15989953?KEYS=crimping_vs._soldering?LISTNAME=AeroElectric?HITNUMBER=5?SERIAL=15200432715?SHOWBUTTONS=YES
Message number: #10218
I guess this goes back to 'good practice' - provide strain relief,
damping, and support to all structures so that vibrational mode
frequencies are high above any normal excitation frequency. Then strain
relief becomes a much less interesting issue.
Thanks for the discussion.
Regards,
Matt-
Message 17
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| Subject: | Re: Chroma LED Switches |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <nuckollsr@cox.net>
At 02:46 PM 5/20/2005 -0500, you wrote:
>--> AeroElectric-List message posted by: "Mark Sletten"
><marknlisa@hometel.com>
>
>Bob and/or other experts,
>
>We'd like to use these switches in our panel to control various
>accessories (land/taxi/nav/strobe lights, pumps, etc.). Assume a
>standard 14V electrical system (Pri/backup alternators and a battery).
>
>http://www.lumex.com/product.asp?id=1006229
>
>If you click on one of the part numbers you'll get a PDF with all the
>specs. Can anyone think of a reason (besides asthetics) not to use
>these switches?
As long as your system is failure tolerant . . . please feel
confident in the use of any switch that meets your design
goals. The switches you're considering are no worse than
the plastic rockers used on many thousands of Cessnas which
have performed well for decades.
Bob . . .
Message 18
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| Subject: | Re: AeroElectric-List Digest: toggle |
switch action?
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <nuckollsr@cox.net>
switch action?
At 04:14 PM 5/20/2005 +0200, you wrote:
>--> AeroElectric-List message posted by: Jan de Jong <jan.de.jong@xs4all.nl>
>
> >
> >
> >>Small question:
> >>Does a 3-position switch as the 2-10 in Z13 require 1 or 2 hand
> >>movements to move it from end to end?
> >
> >
> >
> > Not real clear on question . . . the 2-5, 2-7, 2-10, 2-50
> > and 2-70 switches are all three position meaning that you have
> > three stable positions for the handle . . . one at each extreme
> > and one in the center.
> >
> >
>
>To clarify, I hope.
>In Z13 there is a switch with positions off-battery-alternator. One
>action should suffice - I think - to get it from "alternator" through
>"battery" directly to "off" to achieve immediate battery isolation. I
>seem to have known switches that require the opportunity to reset the
>internal spring after each position change, but that may not be common.
>Thank you,
>Jan de Jong
The reason for 3-positions is to permit an airplane on the
ground to operate battery-only and not burden the battery
with alternator field current. You've correctly observed that
a 2-3 switch could be used for the DC Power Master . . . and
you can pull the alternator field breaker for ground ops.
Before we had a low cost offering for the 2-10 functionality,
all the Z-figures recommended a 2-3/breaker combination for
DC power control.
Bob . . .
Message 19
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| Subject: | Charging multiple batteries |
--> AeroElectric-List message posted by: PTACKABURY@aol.com
Bob et al: I have wired my Lancair IV with two batteries and one
alternator--an adaptation of the Z diagrams in your book. So as I check out the
avionics and other electrically powered systems, I need to top up the batteries.
The easiest way to do that is to turn on both battery switches and hook the
charger to the fat B field wire on the alternator (it is a TSIO-550, so the
alternator is easily reached thru the air inlet when the cowling is installed).
Question: is this a good idea?
thanks, paul
Message 20
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--> AeroElectric-List message posted by: "John Swartout" <jgswartout@earthlink.net>
Are any of you using PDA's or Pocket PC's such as Dell Axim or HP iPAQ
to run GPS moving map navigation programs such as AnywhereMap or
MountainScope or TeleType, and here is my question:
Are you using batteries to run this device, or feeding it from your
airplane's electrical system? I haven't seen in the specifications for
any of these devices how many volts they run on (I don't own one yet),
nor whether they can run on external power sources. Also, if you are
using a separate GPS receiver, either Bluetooth or wired, to feed the
PDA, are you running THAT on batteries, does it receive power from the
PDA, or are you running it from ship's power?
Bottom line, to save $$$ on batteries and avoid the nuisance of wanting
to start a trip and not having any charged Ni-cad's on hand, I would
like to supply these devices--GPS receiver and PDA, from ship's power,
and would like to know the best way to supply the correct voltage.
I have read numerous posts on the subject of converting DC to DC of a
different voltage but nothing definitive.
Thanks in advance.
John
Message 21
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--> AeroElectric-List message posted by: "Craig P. Steffen" <craig@craigsteffen.net>
> Bottom line, to save $$$ on batteries and avoid the nuisance of wanting
> to start a trip and not having any charged Ni-cad's on hand, I would
> like to supply these devices--GPS receiver and PDA, from ship's power,
> and would like to know the best way to supply the correct voltage.
As far as the PDA, assuming your airplane as a 12V electrical system,
I think your best bet is to buy a "car charger" and put a "cigarette
lighter" port in the plane to power it from. Trying to guess the
correct direct voltage is really asking for it; I fried a cell phone
that way once.
As far as the GPS, Garmin units have a power plug that will take
anything from 10 to 40 V (I think it varies a little between models).
You can plug that directly into an "auxiliary" circuit.
Craig Steffen
--
craig@craigsteffen.net
public key available at http://www.craigsteffen.net/GPG/
current goal: use a CueCat scanner to inventory my books
career goal: be the first Vorlon Time Lord
Message 22
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| Subject: | Re: Securing small wires |
--> AeroElectric-List message posted by: Ken <klehman@albedo.net>
For just one or a couple of 22awg I like the self adhesive nylon wire
clips that the wires snap into. About 1/2" square.
For inaccessible places I use the rivet on nylon wire tie points and tie
the wire to them. Works for one or many wires as they come in multiple
sizes.
Commercially parts in small quantity run about 10 cents each for either.
Ken
sjhdcl@kingston.net wrote:
>--> AeroElectric-List message posted by: sjhdcl@kingston.net
>
>I'm looking for an elegant way to secure a single wire (small 22 AWG) to
>an aircraft part such as a rib. Too small for clamps unless build up wire
>with electrical tape. Needs to be removable. Any neat iders? Perhaps just
>a dab of 'Shoe Goo' or silicone.
>
>Steve
>RV7A
>
>
>
>
Message 23
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--> AeroElectric-List message posted by: "Pat Hatch" <pat_hatch@msn.com>
John,
Probably the easiest way is to add a few cigarette lighter outlets around
the cockpit. The iPAQ with AnywhereMap and GPS comes with all the adapters
you will need. Just plug it into the cig lighter outlet and you're good to
go. You will probably end up with a few more accessories that will need the
12v cig lighter outlets. I put one in each armrest and one on the center
console.
Get the outlets that come with a plastic cap to keep the trash out.
Pat Hatch
Are any of you using PDA's or Pocket PC's such as Dell Axim or HP iPAQ
to run GPS moving map navigation programs such as AnywhereMap or
MountainScope or TeleType, and here is my question:
Are you using batteries to run this device, or feeding it from your
airplane's electrical system? I haven't seen in the specifications for
any of these devices how many volts they run on (I don't own one yet),
nor whether they can run on external power sources. Also, if you are
using a separate GPS receiver, either Bluetooth or wired, to feed the
PDA, are you running THAT on batteries, does it receive power from the
PDA, or are you running it from ship's power?
Bottom line, to save $$$ on batteries and avoid the nuisance of wanting
to start a trip and not having any charged Ni-cad's on hand, I would
like to supply these devices--GPS receiver and PDA, from ship's power,
and would like to know the best way to supply the correct voltage.
I have read numerous posts on the subject of converting DC to DC of a
different voltage but nothing definitive.
Thanks in advance.
John
Message 24
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--> AeroElectric-List message posted by: "James E. Clark" <james@nextupventures.com>
My AnyWhereMap (Weather) System (Ipaq 5550) came with a power plug that will
plug into the cigarette light plug of your ship.
I have used mine in both 14 volt (Piper PA28, Van's RV6) and 28 volt
(Bonanza A36) airplanes.
James
| -----Original Message-----
| From: owner-aeroelectric-list-server@matronics.com [mailto:owner-
| aeroelectric-list-server@matronics.com] On Behalf Of John Swartout
| Sent: Thursday, May 26, 2005 9:19 PM
| To: aeroelectric-list@matronics.com
| Subject: AeroElectric-List: PDA power
|
| --> AeroElectric-List message posted by: "John Swartout"
| <jgswartout@earthlink.net>
|
|
| Are any of you using PDA's or Pocket PC's such as Dell Axim or HP iPAQ
| to run GPS moving map navigation programs such as AnywhereMap or
| MountainScope or TeleType, and here is my question:
|
| Are you using batteries to run this device, or feeding it from your
| airplane's electrical system? I haven't seen in the specifications for
| any of these devices how many volts they run on (I don't own one yet),
| nor whether they can run on external power sources. Also, if you are
| using a separate GPS receiver, either Bluetooth or wired, to feed the
| PDA, are you running THAT on batteries, does it receive power from the
| PDA, or are you running it from ship's power?
|
| Bottom line, to save $$$ on batteries and avoid the nuisance of wanting
| to start a trip and not having any charged Ni-cad's on hand, I would
| like to supply these devices--GPS receiver and PDA, from ship's power,
| and would like to know the best way to supply the correct voltage.
|
| I have read numerous posts on the subject of converting DC to DC of a
| different voltage but nothing definitive.
|
| Thanks in advance.
|
| John
|
|
|
|
|
Message 25
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--> AeroElectric-List message posted by: Fiveonepw@aol.com
In a message dated 05/26/2005 7:21:53 PM Central Standard Time,
jgswartout@earthlink.net writes:
Are you using batteries to run this device, or feeding it from your
airplane's electrical system?
>>>
Hi John-
My PDAs (Dell Axim) are fed from two modified cigar lighter adapters marketed
specifically for Axims on e-bay for about $9 each (plus rapi........er,
SHIPPIng!), although anything with the correct voltage out and plug style &
polarity should be fine. I just dissasembled, de-soldered and tossed the connections
to the cigar lighter leads from the board, and soldered new 22awg wire direct
back to the e-bus fuse & ground. (iPAQs have power leads built into the
serial cable, I'm pretty sure, but not familiar with them)
You could probably figure out how to do the "roll yer own" deal with parts
from Mouser-Key, but this was cheap, simple, and has worked fine for 180 hours
so far, and the PDA batts stay almost fully charged after a week or two of
downtime.
My Garmin 35 is integrated into the PCFlightSystems EFIS unit and powered
from it. If you are using a handheld, you'll have to stick with the batts or buy
another cigar lighter adapter of the correct voltage & config.
Mark Phillips
Message 26
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| Subject: | Re: Charging multiple batteries |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <nuckollsr@cox.net>
At 08:22 PM 5/26/2005 -0400, you wrote:
>--> AeroElectric-List message posted by: PTACKABURY@aol.com
>
>Bob et al: I have wired my Lancair IV with two batteries and one
>alternator--an adaptation of the Z diagrams in your book. So as I
>check out the
>avionics and other electrically powered systems, I need to top up the
>batteries.
>The easiest way to do that is to turn on both battery switches and hook the
>charger to the fat B field wire on the alternator (it is a TSIO-550, so the
>alternator is easily reached thru the air inlet when the cowling is
>installed).
>Question: is this a good idea?
>thanks, paul
Funny you should ask. I was just finishing up an illustration
of how to use the CBA-II battery analyzer as a data acquisition
system for evaluating battery maintainers. I purchased an el-cheeso
maintainer from Harbor Freight a few weeks ago but I've not had
a chance to see how "smart" it is.
http://aeroelectric.com/Pictures/HF_Battery_Maintainer.jpg
Also picked up a brand name (Schumacher) charger maintainer
at Wallmart for about $18. I set it up to charge a dead car
battery. I clipped the CBA-II across the battery to "test"
it as a 16V, 8-cell, lead-acid battery with a discharge rate
of 0.02 A. The charger chugged along and produced this peformance
graph:
http://www.aeroelectric.com/articles/Battery_Maintenance/Schumacher_Bat_Maintainer.jpg
Seems the $low$ item from Wallmart performs as expected and
is about 1/2 the price of a Battery Tender, Jr and recharges
almost twice as fast.
I'm going to run the battery back down and then test the
El-Cheeso from HF.
In the mean time (to answer your question), if it were my
airplane, I'd add a 3A fused maintainer circuit to the battery
bus of both batteries. Arrange a connector let you plug in
a pair of low cost maintainers, one for each battery.
You need to be able to do this with EVERYTHING else in the
airplane turned OFF and with zero risk of having a maintainer
fuse open should you try to parallel a dead battery with a
good one so that you can use a single maintainer.
Bob . . .
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