AeroElectric-List Digest Archive

Thu 03/23/06


Total Messages Posted: 22



Today's Message Index:
----------------------
 
     1. 05:32 AM - Vans Type Alternator (Bill Bradburry)
     2. 05:44 AM - Re: Vans Type Alternator (Bill Bradburry)
     3. 06:25 AM - Re: Vans Type Alternator (Robert L. Nuckolls, III)
     4. 07:51 AM - Re: Vans Type Alternator (Brian Lloyd)
     5. 08:46 AM - Endurance Bus Voltage Measurement (Steve & Denise)
     6. 09:37 AM - Steppint power down (John Danielson)
     7. 10:00 AM - KMA-20 ()
     8. 10:15 AM - [Fw: Re: Denso 100 211-1630] (Gilles Thesee)
     9. 10:22 AM - Re: Denso 100 211-1630 (Gilles Thesee)
    10. 11:19 AM - Re: Steppint power down (Peter Mather)
    11. 11:20 AM - Battery charging (Sam Marlow)
    12. 11:43 AM - Re: Endurance Bus Voltage Measurement (John Brick)
    13. 11:43 AM - Re: Battery charging (Hinde, Frank George (Corvallis))
    14. 12:14 PM - Re: Battery charging (Sam Marlow)
    15. 12:41 PM - Re: Battery charging (Hinde, Frank George (Corvallis))
    16. 12:45 PM - Re: Steppint power down (Deene Ogden)
    17. 04:35 PM - Re: Steppint power down (Eric M. Jones)
    18. 04:53 PM - Re: Battery charging (Robert L. Nuckolls, III)
    19. 04:57 PM - Re: Battery charging (Robert L. Nuckolls, III)
    20. 05:03 PM - Re: Battery charging (Robert L. Nuckolls, III)
    21. 06:23 PM - Re: Re: OV/LV light (was: UV Light) (Boddicker)
    22. 08:41 PM - Out of town for several days. (Robert L. Nuckolls, III)
 
 
 


Message 1


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    Time: 05:32:59 AM PST US
    From: "Bill Bradburry" <bbradburry@allvantage.com>
    Subject: Vans Type Alternator
    --> AeroElectric-List message posted by: "Bill Bradburry" <bbradburry@allvantage.com> Snip... >I just bought an ND alternator, Lester #14684. This is the same >alternator supplied with Vans kits. The regulator used in the >alternator is the IN219. The terminal identification is D-IG-L. >I was looking into how to control the field on this alternator and I >have the following questions which I hope someone can answer. >The repair circuit is TRI219. Comments are: Ignition activated. Load >Dump protected, L-Terminal does NOT drive a choke. . . . don't understand this . . . something to do with electrically heated choke on carburetor? Snip... Now I am really confused. I assumed that this was a reference to an electric device called a choke and was wondering how that played into alternators. Bill Bradburry


    Message 2


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    Time: 05:44:37 AM PST US
    From: "Bill Bradburry" <bbradburry@allvantage.com>
    Subject: Re: Vans Type Alternator
    --> AeroElectric-List message posted by: "Bill Bradburry" <bbradburry@allvantage.com> Whoops!! I should have read on down the list before replying!! Thanks, Ken Bill Bradburry --> AeroElectric-List message posted by: Ken <klehman@albedo.net> Yup. Some carbed vehicles used to feed the electrically heated automatic choke from the L terminal of the alternator. This alternator won't supply sufficent current on the L lead for that purpose. Ken ----- Original Message ----- From: "Bill Bradburry" <bbradburry@allvantage.com> Sent: Thursday, March 23, 2006 8:28 AM Subject: Vans Type Alternator Snip... >I just bought an ND alternator, Lester #14684. This is the same >alternator supplied with Vans kits. The regulator used in the >alternator is the IN219. The terminal identification is D-IG-L. >I was looking into how to control the field on this alternator and I >have the following questions which I hope someone can answer. >The repair circuit is TRI219. Comments are: Ignition activated. Load >Dump protected, L-Terminal does NOT drive a choke. . . . don't understand this . . . something to do with electrically heated choke on carburetor? Snip... Now I am really confused. I assumed that this was a reference to an electric device called a choke and was wondering how that played into alternators. Bill Bradburry


    Message 3


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    Time: 06:25:20 AM PST US
    From: "Robert L. Nuckolls, III" <nuckollsr@cox.net>
    Subject: Re: Vans Type Alternator
    --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <nuckollsr@cox.net> At 08:28 AM 3/23/2006 -0500, you wrote: >--> AeroElectric-List message posted by: "Bill Bradburry" ><bbradburry@allvantage.com> > >Snip... > >I just bought an ND alternator, Lester #14684. This is the same > >alternator supplied with Vans kits. The regulator used in the > >alternator is the IN219. The terminal identification is D-IG-L. > >I was looking into how to control the field on this alternator and I > >have the following questions which I hope someone can answer. > >The repair circuit is TRI219. Comments are: Ignition activated. Load > >Dump protected, L-Terminal does NOT drive a choke. > > . . . don't understand this . . . something to do > with electrically heated choke on carburetor? >Snip... > >Now I am really confused. I assumed that this was a reference to an >electric device called a choke and was wondering how that played into >alternators. Yeah, there is an electrical device called a "choke" or more properly, an "inductor". However, there are chokes on carburetors, shotguns and no doubt many more in other venues. The terminal capable of bringing out the kind of energy necessary for heated choke operation was the center tap of a wye-wound alternator and was usually labeled 'aux'. One could get 1/2 system voltage at mucho current from this terminal. Of course it was only present when the engine was running and the alternator performing normally. It made an ideal power source for gradual warming of the bi-metal spring that closed the choke in cold weather to keep the engine running reasonably smooth until it got warmed up. Haven't seen an 'aux' terminal on a new alternator in many moons. Since the advent of electronically controlled fuel injection, the need for them in cars has faded away. Bob . . . < What is so wonderful about scientific truth...is that > < the authority which determines whether there can be > < debate or not does not reside in some fraternity of > < scientists; nor is it divine. The authority rests > < with experiment. > < --Lawrence M. Krauss >


    Message 4


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    Time: 07:51:14 AM PST US
    From: Brian Lloyd <brian-yak@lloyd.com>
    Subject: Re: Vans Type Alternator
    --> AeroElectric-List message posted by: Brian Lloyd <brian-yak@lloyd.com> Bill Bradburry wrote: > --> AeroElectric-List message posted by: "Bill Bradburry" <bbradburry@allvantage.com> > > Snip... >> I just bought an ND alternator, Lester #14684. This is the same >> alternator supplied with Vans kits. The regulator used in the >> alternator is the IN219. The terminal identification is D-IG-L. >> I was looking into how to control the field on this alternator and I >> have the following questions which I hope someone can answer. >> The repair circuit is TRI219. Comments are: Ignition activated. Load >> Dump protected, L-Terminal does NOT drive a choke. > > . . . don't understand this . . . something to do > with electrically heated choke on carburetor? > Snip... > > Now I am really confused. I assumed that this was a reference to an > electric device called a choke and was wondering how that played into > alternators. Ha, this is funny. Many cars have an automatic choke that comes on when the car is cold and goes off when it warms up. Some of these are electrical and use the stator output of the alternator to drive the heating element in the choke on the carb. The logic is, if the alternator is not turning, the engine is not running and the choke should not open. When you start the car and the alternator comes on-line, the choke starts to open. It works pretty well ... ... and has absolutely nothing to do with airplanes. :-) -- Brian Lloyd 361 Catterline Way brian-yak at lloyd dot com Folsom, CA 95630 +1.916.367.2131 (voice) +1.270.912.0788 (fax) I fly because it releases my mind from the tyranny of petty things . . . - Antoine de Saint-Exupery


    Message 5


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    Time: 08:46:09 AM PST US
    From: "Steve & Denise" <sjhdcl@kingston.net>
    Subject: Endurance Bus Voltage Measurement
    --> AeroElectric-List message posted by: "Steve & Denise" <sjhdcl@kingston.net> Bob and others, My electrical system is pretty much finished. I have started with Z-12 and used SB-8 instead of 20A alternator. On the endurance bus I have wired: GNC300XL GPS/COM 0.221 A measured when not transmitting Attitude Indicator 0.16 A Autopilot (2 axis independent controlled) 1.6 A each Volts/Amp E.I. gauge 0.089 A If both axis of the autopilot are engaged, the total load is 3.67A. My problem lies with the installed volt/amp gauge. The reason I installed it on the endurance bus is to monitor the decreasing voltage while running battery only. While this of course of a highly unlikely situation with 2 alternators I decided to install it there anyways. The better use of the gauge on to monitor to current draw current SD8 operation to ensure it is below the max output of the alt. Enough rambling. Here is my problem: I currently have no fuses installed in the MAIN Bus. I turn the Endurance X-Feed on and measure 12.81V at the endurance bus fuse block attachment. However I also measure 6.77V at the MAIN fuse block terminal. The diode is allowing current to leak backwards. With no fuses in the MAIN fuse block the volts/amps gauge reads the correct 12.8V. It does not indicate current at this point since the shunts are in the alternator leads, not battery leads. Now the confusing part starts. If I install ALL the fuses in the Main fuse block, the volt/amp gauge indicates 0V. I still measure 12.74V at the endurance bus fuse block and the volt/amp gauge turns on so the voltage sensed by the gauge does not match the voltage at the terminal. Now if I turn the MASTER ON, the voltage is then correct back to 12.8V. With all the fuses on (Endurance switch ON, MASTER OFF) the voltage at EBus is 12.74. Voltage at MAIN bus is 0.45V. Is it normal for the diode to leak voltage back to the MAIN bus when the Endurance switch is ON? Here is a couple of other weird anomalies with the volt/amp gauge. If I only install the fuse for the dimmer control module (on MAIN bus), the indicated voltage jumps to 36.6V. The HI VOLTS light does not come on, and the measured voltage at the EBus is still only 12.8V. Remove the Dimmer fuse, install the Encoder fuse (again on MAIN Bus) and indicated voltage is 2.3V. Measured at Ebus is still 12.8V. Remove encoder fuse, install Low voltage Warn fuse, volt/amp gauge indicates 0V. Measure 12.8V still. So: Is the diode working correctly by allowing voltage to leak to MAIN bus when on EBus Feed switch is on? Any ideas on why this volt/amps gauge reads odd in some cases? I have contacted E.I. and they state to check the wiring. Done. Obviously the first step. They also said that "if there is not bus voltage on the shunt you may not get a correct rading on either volts or amps position." Besides this all instruments/indictors/lights work correctly. When the MASTER is On the volt/amp also works correctly. Thanks Steve Hurlbut RV7A


    Message 6


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    Time: 09:37:03 AM PST US
    From: "John Danielson" <johnd@wlcwyo.com>
    Subject: Steppint power down
    --> AeroElectric-List message posted by: "John Danielson" <johnd@wlcwyo.com> Hi Bob, I have an intercom that runs on a 9 volt battery. I would like to attach the leads to my 12 volt power source. What is a good way to step the 12 volts down to 9 volts? Thanks John


    Message 7


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    Time: 10:00:57 AM PST US
    From: <jlundberg@cox.net>
    Subject: KMA-20
    --> AeroElectric-List message posted by: <jlundberg@cox.net> I have a 1971 C-172L with a KMA 20 audio panel with 2 Nav-Coms and one Nav-Com (a KX-170B) will bleed though and be heard by the tower when I am transmitting with the other Nav-Com (a Narco MK-12D+). I have heard it also on other transmissions from other planes. Anybody have an idea about how to fix it?? John N7607G


    Message 8


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    Time: 10:15:57 AM PST US
    From: Gilles Thesee <Gilles.Thesee@ac-grenoble.fr>
    Subject: Re: Denso 100 211-1630]
    --> AeroElectric-List message posted by: Gilles Thesee <Gilles.Thesee@ac-grenoble.fr>


    Message 9


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    Time: 10:22:53 AM PST US
    From: Gilles Thesee <Gilles.Thesee@ac-grenoble.fr>
    Subject: Re: Denso 100 211-1630
    --> AeroElectric-List message posted by: Gilles Thesee <Gilles.Thesee@ac-grenoble.fr> Bob and Ken, Thank you for your replies. I'll take a closer look at those IR messages. Best regards, Gilles Thesee Grenoble, France http://contrails.free.fr


    Message 10


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    Time: 11:19:49 AM PST US
    From: "Peter Mather" <peter@mather.com>
    Subject: Re: Steppint power down
    --> AeroElectric-List message posted by: "Peter Mather" <peter@mather.com> Bob 7809 voltage regulator chip and 2 capacitors, one before, one after the chip - google "7809 regulator" for values. Pot it in a small plastic box with suitable connectors on flying leads Best Regards Peter ----- Original Message ----- From: "John Danielson" <johnd@wlcwyo.com> Sent: Thursday, March 23, 2006 5:32 PM Subject: AeroElectric-List: Steppint power down > --> AeroElectric-List message posted by: "John Danielson" > <johnd@wlcwyo.com> > > Hi Bob, > I have an intercom that runs on a 9 volt battery. I would like to attach > the leads to my 12 volt power source. What is a good way to step the 12 > volts down to 9 volts? > Thanks > > John > > >


    Message 11


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    Time: 11:20:56 AM PST US
    From: Sam Marlow <sam.marlow@adelphia.net>
    Subject: Battery charging
    --> AeroElectric-List message posted by: Sam Marlow <sam.marlow@adelphia.net> I'm planning on using dual Light Speed ignition on my RV10, but I don't feel comfortable using just one battery for both systems. Can someone explain how to charge a second battery with different AMP hr rating, with a single alternator system?


    Message 12


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    Time: 11:43:11 AM PST US
    From: "John Brick" <jebrick@comcast.net>
    Subject: Endurance Bus Voltage Measurement
    --> AeroElectric-List message posted by: "John Brick" <jebrick@comcast.net> Pay close attention to what EI said... "if there is not bus voltage on the shunt you may not get a correct reading on either volts or amps position." I have the Z11 architecture and had to install a second shunt in the wire from the ebus switch to the ebus. And then a relay to switch between shunts when ebus switch is turned on. Jb RV-4 N474JB. -----Original Message----- From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of Steve & Denise Sent: Thursday, March 23, 2006 8:48 AM Subject: AeroElectric-List: Endurance Bus Voltage Measurement --> AeroElectric-List message posted by: "Steve & Denise" <sjhdcl@kingston.net> Bob and others, My electrical system is pretty much finished. I have started with Z-12 and used SB-8 instead of 20A alternator. On the endurance bus I have wired: GNC300XL GPS/COM 0.221 A measured when not transmitting Attitude Indicator 0.16 A Autopilot (2 axis independent controlled) 1.6 A each Volts/Amp E.I. gauge 0.089 A If both axis of the autopilot are engaged, the total load is 3.67A. My problem lies with the installed volt/amp gauge. The reason I installed it on the endurance bus is to monitor the decreasing voltage while running battery only. While this of course of a highly unlikely situation with 2 alternators I decided to install it there anyways. The better use of the gauge on to monitor to current draw current SD8 operation to ensure it is below the max output of the alt. Enough rambling. Here is my problem: I currently have no fuses installed in the MAIN Bus. I turn the Endurance X-Feed on and measure 12.81V at the endurance bus fuse block attachment. However I also measure 6.77V at the MAIN fuse block terminal. The diode is allowing current to leak backwards. With no fuses in the MAIN fuse block the volts/amps gauge reads the correct 12.8V. It does not indicate current at this point since the shunts are in the alternator leads, not battery leads. Now the confusing part starts. If I install ALL the fuses in the Main fuse block, the volt/amp gauge indicates 0V. I still measure 12.74V at the endurance bus fuse block and the volt/amp gauge turns on so the voltage sensed by the gauge does not match the voltage at the terminal. Now if I turn the MASTER ON, the voltage is then correct back to 12.8V. With all the fuses on (Endurance switch ON, MASTER OFF) the voltage at EBus is 12.74. Voltage at MAIN bus is 0.45V. Is it normal for the diode to leak voltage back to the MAIN bus when the Endurance switch is ON? Here is a couple of other weird anomalies with the volt/amp gauge. If I only install the fuse for the dimmer control module (on MAIN bus), the indicated voltage jumps to 36.6V. The HI VOLTS light does not come on, and the measured voltage at the EBus is still only 12.8V. Remove the Dimmer fuse, install the Encoder fuse (again on MAIN Bus) and indicated voltage is 2.3V. Measured at Ebus is still 12.8V. Remove encoder fuse, install Low voltage Warn fuse, volt/amp gauge indicates 0V. Measure 12.8V still. So: Is the diode working correctly by allowing voltage to leak to MAIN bus when on EBus Feed switch is on? Any ideas on why this volt/amps gauge reads odd in some cases? I have contacted E.I. and they state to check the wiring. Done. Obviously the first step. They also said that "if there is not bus voltage on the shunt you may not get a correct rading on either volts or amps position." Besides this all instruments/indictors/lights work correctly. When the MASTER is On the volt/amp also works correctly. Thanks Steve Hurlbut RV7A


    Message 13


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    Time: 11:43:11 AM PST US
    Subject: Battery charging
    From: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com>
    --> AeroElectric-List message posted by: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com> Connect both positive terminals together...Thats the short answer. BUT if you have a major ground fault on the primary battery you'll want to stop the second battery losing all its charge. Put a Shotkey diode (small forward voltage drop) in the line tying the two batteries together...The the alt will feed the small second battery but it won't flow the other way. Frank -----Original Message----- From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Sam Marlow Sent: Thursday, March 23, 2006 11:20 AM Subject: AeroElectric-List: Battery charging --> AeroElectric-List message posted by: Sam Marlow --> <sam.marlow@adelphia.net> I'm planning on using dual Light Speed ignition on my RV10, but I don't feel comfortable using just one battery for both systems. Can someone explain how to charge a second battery with different AMP hr rating, with a single alternator system?


    Message 14


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    Time: 12:14:00 PM PST US
    From: Sam Marlow <sam.marlow@adelphia.net>
    Subject: Re: Battery charging
    --> AeroElectric-List message posted by: Sam Marlow <sam.marlow@adelphia.net> I understand if you connect hte two batteries the second, and smaller battery will get somewhat of a charge, but will the second battery stay in a charged state, and be at full capacity when you need it? Looks to me if you connect the two together, they act as one battery, as far as the voltage regulator is concerned, and if the little battery demands volts from the voltage regulator, the other battery gets over charged, or vice versa. Am I thinking right here, can they be charged separately with only one voltage regulator? Hinde, Frank George (Corvallis) wrote: >--> AeroElectric-List message posted by: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com> > >Connect both positive terminals together...Thats the short answer. > >BUT if you have a major ground fault on the primary battery you'll want >to stop the second battery losing all its charge. Put a Shotkey diode >(small forward voltage drop) in the line tying the two batteries >together...The the alt will feed the small second battery but it won't >flow the other way. > >Frank > >-----Original Message----- >From: owner-aeroelectric-list-server@matronics.com >[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Sam >Marlow >Sent: Thursday, March 23, 2006 11:20 AM >To: aeroelectric-list@matronics.com >Subject: AeroElectric-List: Battery charging > >--> AeroElectric-List message posted by: Sam Marlow >--> <sam.marlow@adelphia.net> > >I'm planning on using dual Light Speed ignition on my RV10, but I don't >feel comfortable using just one battery for both systems. Can someone >explain how to charge a second battery with different AMP hr rating, >with a single alternator system? > > > > > > > > > > > > > >


    Message 15


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    Time: 12:41:18 PM PST US
    Subject: Battery charging
    From: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com>
    --> AeroElectric-List message posted by: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com> According people much smarter than me (electrically speaking this would be BOB!) you can use a single charger to charge two batterries wired in parallel. Thus if you simply connected the batteries together they look like one battery and they both get fully charged. The problem with a diode is that is has a forward voltage drop...Radioshack diodes lose about 1 volt going forward but apparently the Shotkey loses only about 0.25volts. My little battery says it needs about 1 volt less than what my big battery does...so I usead a RS diode, thinking all would be well...Bob pointed out though that because the chemsitry of the big battery and the little one is the same, they must both have the same charging voltage...Bit of a bummer but I guess I'll be changing to the Shotkey at some point. The other thing is to plug a smart charger in and that can be presumably wired directly to both batteries, i.e bypassing the diode. Frank -----Original Message----- From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Sam Marlow Sent: Thursday, March 23, 2006 12:10 PM Subject: Re: AeroElectric-List: Battery charging --> AeroElectric-List message posted by: Sam Marlow --> <sam.marlow@adelphia.net> I understand if you connect hte two batteries the second, and smaller battery will get somewhat of a charge, but will the second battery stay in a charged state, and be at full capacity when you need it? Looks to me if you connect the two together, they act as one battery, as far as the voltage regulator is concerned, and if the little battery demands volts from the voltage regulator, the other battery gets over charged, or vice versa. Am I thinking right here, can they be charged separately with only one voltage regulator? Hinde, Frank George (Corvallis) wrote: >--> AeroElectric-List message posted by: "Hinde, Frank George


    Message 16


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    Time: 12:45:34 PM PST US
    Subject: Re: Steppint power down
    From: Deene Ogden <deene@us.ibm.com>
    --> AeroElectric-List message posted by: Deene Ogden <deene@us.ibm.com> I have built a number of these little power supplies for friends to power their ANR headsets. I usually use a 10v 7810 3-terminal regulator (Digikey p/n 296-1975-5-ND, TI UA7810) as Peter mentions below. I use the 10v instead of the 9v version...either will work fine. I solder a small 1uf capacitor between the input leads and use a 0.1uf cap between the output leads and use the TO220 terminals as posts to solder the input wires, caps and output wires. Then I encapsulate the whole thing in shrink tubing. Take alook at the associated datasheet for the device to see the TO220 package and pins and you will easily figure this out. Good Luck Deene "Peter Mather" <peter@mather.com> Sent by: owner-aeroelectric-list-server@matronics.com 03/23/2006 01:16 PM Please respond to aeroelectric-list@matronics.com To <aeroelectric-list@matronics.com> cc Subject Re: AeroElectric-List: Steppint power down --> AeroElectric-List message posted by: "Peter Mather" <peter@mather.com> Bob 7809 voltage regulator chip and 2 capacitors, one before, one after the chip - google "7809 regulator" for values. Pot it in a small plastic box with suitable connectors on flying leads Best Regards Peter ----- Original Message ----- From: "John Danielson" <johnd@wlcwyo.com> Sent: Thursday, March 23, 2006 5:32 PM Subject: AeroElectric-List: Steppint power down > --> AeroElectric-List message posted by: "John Danielson" > <johnd@wlcwyo.com> > > Hi Bob, > I have an intercom that runs on a 9 volt battery. I would like to attach > the leads to my 12 volt power source. What is a good way to step the 12 > volts down to 9 volts? > Thanks > > John > > >


    Message 17


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    Time: 04:35:15 PM PST US
    Subject: Re: Steppint power down
    From: "Eric M. Jones" <emjones@charter.net>
    --> AeroElectric-List message posted by: "Eric M. Jones" <emjones@charter.net> Before you go cobbling together a fix--It is likely that the 9V intercom will run fine on 12V. If you can get the schematic or take a peek inside you can determine this by looking up the parts. Is there a cigar lighter plug adapter available for it? That would be a clue. -------- Eric M. Jones www.PerihelionDesign.com 113 Brentwood Drive Southbridge, MA 01550 (508) 764-2072 emjones@charter.net Read this topic online here: http://forums.matronics.com/viewtopic.php?p=23816#23816


    Message 18


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    Time: 04:53:31 PM PST US
    From: "Robert L. Nuckolls, III" <nuckollsr@cox.net>
    Subject: Re: Battery charging
    --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <nuckollsr@cox.net> At 02:20 PM 3/23/2006 -0500, you wrote: >--> AeroElectric-List message posted by: Sam Marlow <sam.marlow@adelphia.net> > >I'm planning on using dual Light Speed ignition on my RV10, but I don't >feel comfortable using just one battery for both systems. Can someone >explain how to charge a second battery with different AMP hr rating, >with a single alternator system? You can add as many auxiliary batteries of any size as you like/need as illustrated in Figure Z-30 of http://aeroelectric.com/articles/Rev11/AppZ_R11F.pdf If they're smaller than the main battery, don't close their respective contactors until after the engine is started. Bob . . .


    Message 19


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    Time: 04:57:33 PM PST US
    From: "Robert L. Nuckolls, III" <nuckollsr@cox.net>
    Subject: Battery charging
    --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <nuckollsr@cox.net> At 11:41 AM 3/23/2006 -0800, you wrote: >--> AeroElectric-List message posted by: "Hinde, Frank George (Corvallis)" ><frank.hinde@hp.com> > >Connect both positive terminals together...Thats the short answer. > >BUT if you have a major ground fault on the primary battery you'll want >to stop the second battery losing all its charge. Put a Shotkey diode >(small forward voltage drop) in the line tying the two batteries >together...The the alt will feed the small second battery but it won't >flow the other way. "Major ground faults" that take down the main battery are interesting to hypothesize but exceedingly rare. In fact, I've never heard of one in any of our aircraft. I'll check with the folks in customer service . . . especially the old gray-beards on the prop airplanes. The only reason we ever use diodes in power distribution is to power one load from multiple sources (like those shown in Z-19). This is necessary when a double or triple-feed bus needs to power up and not back-feed an alternative source, like the e-bus normal feedpath diode on Z-11. Bob . . .


    Message 20


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    Time: 05:03:04 PM PST US
    From: "Robert L. Nuckolls, III" <nuckollsr@cox.net>
    Subject: Re: Battery charging
    --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <nuckollsr@cox.net> At 03:09 PM 3/23/2006 -0500, you wrote: >--> AeroElectric-List message posted by: Sam Marlow <sam.marlow@adelphia.net> > >I understand if you connect hte two batteries the second, and smaller >battery will get somewhat of a charge, but will the second battery stay >in a charged state, and be at full capacity when you need it? Looks to >me if you connect the two together, they act as one battery, as far as >the voltage regulator is concerned, and if the little battery demands >volts from the voltage regulator, the other battery gets over charged, >or vice versa. Am I thinking right here, can they be charged separately >with only one voltage regulator? Batteries charge based on voltage presented at their terminals. They have no way to know how or why the applied voltage got to be where it is right now. It might be that your alternator is overloaded or your voltage regulator setting is wrong but a battery no way to know (or react to) any number of additional batteries on line. There's a lot of myth and misunderstanding about the performance one can expect both in the charging and discharging of paralleled batteries. If your alternator and voltage regulator are doing their job, ALL batteries of ANY size will be serviced to their individual needs. When discharging paralleled batteries, you will have access to 100% of energy available from the sum total of energy stored irrespective of size or condition of the individual batteries. Bob . . .


    Message 21


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    Time: 06:23:29 PM PST US
    Subject: Re: OV/LV light (was: UV Light)
    From: Boddicker <trumanst@netins.net>
    --> AeroElectric-List message posted by: Boddicker <trumanst@netins.net> Bob, I have the OV module in hand. What is your mailing address? Thanks, Kevin on 3/22/06 8:02 PM, Robert L. Nuckolls, III at nuckollsr@cox.net wrote: > --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" > <nuckollsr@cox.net> > > At 04:56 PM 3/22/2006 -0600, you wrote: > >> --> AeroElectric-List message posted by: Boddicker <trumanst@netins.net> >> >> Bob, >> Yes I do have it wired as per Z24. >> I would be happy to send the ov Module. Is it OK to fly without it ? >> Kevin > > sure . . . risks are low but not zero. I'll turn it around quickly. > > Bob . . . > > > > > > > > > > > > >


    Message 22


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    Time: 08:41:49 PM PST US
    From: "Robert L. Nuckolls, III" <nuckollsr@cox.net>
    Subject: Out of town for several days.
    --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <nuckollsr@cox.net> Dr. Dee and I are packed and loaded for the Chesapeake, VA seminar this weekend. Will be back on line Monday. Bob . . . < What is so wonderful about scientific truth...is that > < the authority which determines whether there can be > < debate or not does not reside in some fraternity of > < scientists; nor is it divine. The authority rests > < with experiment. > < --Lawrence M. Krauss >




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