Today's Message Index:
----------------------
1. 06:13 AM - Re: Homebrew AHRS? (Malcolm Thomson)
2. 06:19 AM - Re: Flaked Regulator? (Michael)
3. 07:05 AM - Re: Paul's article on modifying ND and MI alternators (Wingrider)
4. 07:09 AM - Re: Grnd Pwr Jack ()
5. 07:38 AM - Re: Grnd Pwr Jack (Robert L. Nuckolls, III)
6. 08:02 AM - Re: 24V 12V grounds (Eric M. Jones)
7. 08:53 AM - Z-19 questions (Bill Bradburry)
8. 09:42 AM - Ampmeter reading (Carlos Trigo)
9. 10:13 AM - Re: Ampmeter reading (Tim & Diane Shankland)
10. 12:04 PM - Re: Icom A200-Help! (Bill McMullen)
11. 03:28 PM - Re: Re: Icom A200-Help! (LarryMcFarland)
12. 04:36 PM - Re: Icom A200-Help! (Bill McMullen)
13. 05:43 PM - Re: Z-19 questions (S. Ramirez)
14. 06:12 PM - Re: Z-19 questions (Lynn Riggs)
15. 06:31 PM - Re: Z-19 questions (Dale Ensing)
16. 07:06 PM - Re: Z-19 questions (S. Ramirez)
17. 07:29 PM - Re: Re: 24V 12V grounds (Robert L. Nuckolls, III)
18. 07:37 PM - Re: Z-19 questions (Robert L. Nuckolls, III)
19. 09:40 PM - Re: Re: D10-a check lists and POH (Jim Jewell)
Message 1
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I was the President of Blue Mountain Avionics for about 15 months and I can
confirm the h/w parts of an AHRS system are not very extensive. However,
the required software engineering skills and experience with this type of
technology are considerable if you want the AHRS to work well under the
conditions we might encounter in flight. I have two Crossbow AHRS 425's
which still do not work correctly. Crossbow claims the latest update fixes
things others have told me not so. They have been fixing problems with the
425 for over a year!
What kind would you build - basic AHRS - a GPS aided AHRS - a GPS and Air
Data aided AHRS?
I know BMA and others continue to make refinements to their AHRS software -
rarely do they need to change or update the hardware. I would not advise a
home built approach to this critical part of your aircraft.
Malcolm.
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Robert L.
Nuckolls, III
Sent: Wednesday, November 22, 2006 12:16 PM
Subject: Re: AeroElectric-List: Homebrew AHRS?
--> <nuckollsr@cox.net>
At 10:03 AM 11/22/2006 -0600, you wrote:
><sales@6440autoparts.com>
>
> I personally don't see the sense in spending $2000-$5000
> building your own AHRS according to that website when a Dynon or GRT etc.
> can be bought ready to go. And they are tried and true.
> Unless of course one wanted to market one or just does'nt
> have anything better to do.
> But of course time permitting one could be built cheap
well........
Depends on the goal. I'm presently trying to sell
some MBA types on the value of IR&D with an emphasis
on the "I".
Should you wish to understand and make utility of
the ingredients needed to accomplish a task, you need
to start with the simple-ideas. The task is to explore
how they perform and the elegant ways they may be
assembled into useful products.
If someone expresses a desire to "build" something,
it's not uncommon for folk to counsel against the
activity for a variety of reasons not the least of
which is a perceived re-invention of some wheel.
Randy has suggested that he might build one "cheap".
I CAN advise that for the majority of cases, tasks
of this nature may be emulated but unless your time
has zero value, it's never cheap. While the hardware
IS readily available and inexpensive, an AHRS system
designed around rate sensors is exceedingly software
intensive. Launching a new project of this type without
the support of a cadre' of smart people (knowledgeable
and experienced) is risky . . . especially if you
plan to poke your airplane into clouds.
The task is much more than buying some parts and
wiring them together. You need a working knowledge
of crafting flight stabilization software. You also
need a means for testing it without risking life, limb
or airplane. We used to do a lot of this work at RAC
Missiles and had hardware-in-the-loop simulation for
testing.
So before we can advise Randy well, we need to
know what his plan is. The starting point is today
and the end point is (????). What is it you wish
to achieve Randy? Be aware too that the successful
ventures of this type are never "cheap."
Bob . . .
--
6:48 AM
--
6:48 AM
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Subject: | Re: Flaked Regulator? |
Thanks for the suggestion Deems. The needle continuously cycles back
and forth about 2 times a second. It does not cycle in sequence with
the rotating beacon and turning things off does not change it. Jim
Baker sent a good link from Zeftronics. Zeft suggests checking the
connections between the alternator Bat terminal and the pin input to the
controller for high resistance, corrosion, dirt, loose or intermittent
connection. I'm going to check that out next time the cowling is off.
Michael H.
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Subject: | Re: Paul's article on modifying ND and MI alternators |
paulm(at)olypen.com wrote:
> Thanks; I will be updating the article as a PDF with current info and part
> numbers etc as needed. Need a couple of weeks to complete but it will not be
> limited to the mag article for photo size and resolution etc.
>
> Paul
>
> ---
Paul I was wondering if you have updated this article and if I can get a copy of
it? If not do you know where I can download the original?
Thanks
--------
Rich Whittington
Tullahoma, TN
Zenith 601HDS Under Construction
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=76518#76518
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Thanks for your note, Bob.
I rechecked my connections (again) and now it works like a champ--just
as you described.
FYI, the described charger below does work with the circuit.
Hope you're Thanksgiving is a blessed one.
Frank McD
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
Robert L. Nuckolls, III
Sent: Monday, November 20, 2006 9:44 AM
Subject: Re: AeroElectric-List: Grnd Pwr Jack
<nuckollsr@cox.net>
At 09:13 AM 11/20/2006 -0500, you wrote:
>
>Not sure I've properly installed the Ground Power Jack per the diagram
>from Bob. I'm wondering if I have the circuit breaker switch properly
>connected--which terminal goes to the ground ("Line" or "Load") & which
>goes to the contactor?
>When I connect power to the plug the test light comes on, regardless of
>which position the circuit breaker switch is in. Is this what's
>supposed to happen? I am thinking that I should be able to test the
>ground pwr contactor to see if it's closed by testing the voltage
across
>the terminals but I don't get the voltage I expect (~ 12 v?). I'm
using
>a Schumacher Model WM-1562A "Fully Automatic Battery
Charger/Maintainer"
>(1.5 amp slow charge)when I test the system.
There are several ground power wiring options in the
literature I've published. Since you speak of a light
then I presume you're referring to the drawing shown
in . . .
http://aeroelectric.com/articles/grndpwr.pdf
The symptoms you describe suggest that the light
fixture is wired wrong. There are three terminals
on the back that must be wired as depicted or
you'll get unpredictable behavior which includes
the symptoms you've described.
I don't think the WM1562 charger is appropriate to
simulate a ground power source. This charger is of
limited output current . . . about 1 amp as I recall
and the ground power contactor needs about 0.7 of
the total. It MIGHT work but without trying it
or doing more detailed analysis of the charger's
expected behavior, I cannot predict.
When you connect a ground power source (try a battery
with a 10A fuse in the line), the indicator lamp should
be dark as long as the breaker-switch is open. Pressing
the fixture should produce a light showing that ground
power is applied and that the lamp is good. Closing
the breaker should also cause the contactor to close.
This will happen with a audible "thunk". The light
will come on also showing that ground power is now
applied to ship's wiring.
A reversed ground power source will cause the switch
breaker to open immediately after you try to close it.
Likewise, if you've installed the over voltage protection
option, applying 24v to a 12v airplane will also cause the
switch=breaker to open.
Bob . . .
Message 5
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At 10:08 AM 11/23/2006 -0500, you wrote:
>
>Thanks for your note, Bob.
>I rechecked my connections (again) and now it works like a champ--just
>as you described.
I'm pleased that the solution was simple.
>FYI, the described charger below does work with the circuit.
Good data point. Thanks! I have a couple of those
on the shelf for use in the shop but I've never
explored their behavior as utility power sources.
I did explore their behavior as battery chargers
and posted the data at:
http://www.aeroelectric.com/Pictures/Curves/schumacher_2.jpg
http://www.aeroelectric.com/Pictures/Curves/schumacher_3.jpg
http://www.aeroelectric.com/Pictures/Curves/schumacher_4.jpg
These curves confirm the manner in which these devices
"top off" a battery and then drop to support terminal
voltage a some point well below charging potentials but
high enough to make the charger assume the loads of all
leakage currents.
>Hope you're Thanksgiving is a blessed one.
Thank you sir! I'm off to Medicine Lodge to pick
up my hospitalized father for transport out to Uncle
George and Aunt Sally's for the day over in Leon, KS.
We're expecting 40 folks to show up and the weather is
clear, relatively calm and 70 degrees. All in all, the
prospects for a great day are in place.
Bob . . .
Message 6
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Subject: | Re: 24V 12V grounds |
> One more time!
>
> There is NO SUCH FREEKEN thing as a GROUND LOOP in a DC circuit.
>
> If you truly believe there is Design one so I can build it and you can prove
me wrong.
> OR tell the poor questioning soul how to "carefully crafted locations designed
to minimize the number of
> grounds and risks for ground-loop noise."
> Ya CAN'T because each plane is different the wire runs vary and there is NO SUCH
FREEKEN thing as a GROUND LOOP in a DC circuit.
>
> Barry
Barry is absolutely correct.
Unfortunately, we don't use real grounds in real things. Theoretically-real grounds
are hard to carry around since they weigh...oh let's see....INFINITE. Your
fuel economy would be terrible.
So we use "ground" as slang to indicate where all the (usually) negative conductors
are connected (mostly). It is perfectly possible to have no DC ground in
an airplane, and in fact, composite airplanes just use a second conductor to borrow
those little electrons from the battery.
The problems occur when we share conductors (AC, DC, Negative, Positive, or jumping-around-a-lot),
because then old Devil Mr. Ohm demands his due.
PS: A DC circuit is only DC if it sits perfectly still. If you turn it ON or OFF
it is AC if only for an instant. Managing that instant is the whole career of
some engineers.
Hope this helps.
"Every act of conscious learning requires the willingness to suffer an
injury to one's self-esteem...."
-Thomas Szasz
--------
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=76530#76530
Message 7
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I really would like some advice on the below question. I assume that it
seems pretty simple to some but it is beyond me....
Thanks, and Happy Thanksgiving.
Bill B
*Subject:* */Z-19 questions/*
*From:* */Bill Bradburry/ (/bbradburry@allvantage.com/
<mailto:bbradburry@allvantage.com?subject=Re:%20Z-19%20questions&replyto=45649E28.9030501@allvantage.com>)*
*Date:* */*Wed Nov 22 - 11:00 AM*/*
*Bob, and others,
I am installing a fuel injected Mazda rotary engine and trying to follow
the Z-19 guidelines for dual battery, single alternator. Looking at the
engine primary and secondary circuit, I need to install a primary and
secondary fuel pump, plus I want to power the coils and the injectors
off of the battery buss.
How should I do this? I suppose I could take the fuel pump diode output
and switch it to either of the two fuel pumps???
What about the coils and injectors? Should I set up similar circuits
for them, or is there a better way to reduce parts???
I would appreciate any guidance you guys could give me.
Thanks and Happy Thanksgiving!
Bill B
*
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Subject: | Ampmeter reading |
Bob et all
I installed a digital Ampmeter, connected to a 50mV Shunt which is
installed in the #6 cable which comes from the alternator (Subaru
engine) to my Exp Bus board.
I assume that this ampmeter indicates the current being produced by the
alternator, obviously with the engine running.
But, every time I run the engine (stil at my garage, not yet flying),
the ampmeter indication runs very quickly from, let's say 13.7 down to
8.2, then up to 14,6, again down and again up, very quickly.
Why am I geting this kind of reading?
Anything wrong or it's just indicating what it shoud?
Carlos
Message 9
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Subject: | Re: Ampmeter reading |
Carlos,
Depends on what your looking for . If you want to know the current
being produced by the alternator you have it in the right place and
the readings might be right. If you want to know is my battery being
charged or discharged you should put it in series with the lead from
the battery that goes to everything except the starter. In this location
you will know if you are in a sustainable condition. An alternator can
be putting out it rated current but if your aircraft is consuming more
than that you have a limited amount of airtime.
Tim Shankland
Carlos Trigo wrote:
> Bob et all
>
> I installed a digital Ampmeter, connected to a 50mV Shunt which is
> installed in the #6 cable which comes from the alternator (Subaru
> engine) to my Exp Bus board.
> I assume that this ampmeter indicates the current being produced by
> the alternator, obviously with the engine running.
> But, every time I run the engine (stil at my garage, not yet flying),
> the ampmeter indication runs very quickly from, let's say 13.7 down to
> 8.2, then up to 14,6, again down and again up, very quickly.
> Why am I geting this kind of reading?
> Anything wrong or it's just indicating what it shoud?
>
> Carlos
>
>
Message 10
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Subject: | Re: Icom A200-Help! |
I'm currently wiring an A200 and like many others I thought I'd cross-check the very basic installation instructions that were provided. I've downloaded and looked at the http://www.aeroelectric.com/Installation_Data/IC-A200_Icom_Installation_Wiring.pdf document, but that actually raised a bigger question. Maybe I just need another jolt of caffeine, but ...
The ICOM document shows the Molex connector from the front rather than the rear
wire entry side. The .pdf document shows the connector from the wire entry side
(i.e. rear), BUT ... the pin numbers and letters are in the exact same order
as the ICOM front view. The physical connector shows the expected reversed
order.
Can anyone who's wired and tested one of these confirm the orientation for me?
i.e. Power / ground wires on the left or right when viewed from the rear.
Thanks in advance.
P.S. Many thanks to Bob for his efforts and willingness to share his knowledge
... it is appreciated.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=76568#76568
Message 11
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Subject: | Re: Icom A200-Help! |
Bill,
Check the molex connector for the neutral key for finding the proper
side. 1 thru 8 and A thru H begin the first half of the connector
and A has no connector at all. The opposite side only has 7 spaces, so
orientation and placement of the wires should be evident by checking the
radio and connectors.
Larry McFarland - 601HDS at www.macsmachine.com
Bill McMullen wrote:
>
> I'm currently wiring an A200 and like many others I thought I'd cross-check the very basic installation instructions that were provided. I've downloaded and looked at the http://www.aeroelectric.com/Installation_Data/IC-A200_Icom_Installation_Wiring.pdf document, but that actually raised a bigger question. Maybe I just need another jolt of caffeine, but ...
>
> The ICOM document shows the Molex connector from the front rather than the rear
wire entry side. The .pdf document shows the connector from the wire entry
side (i.e. rear), BUT ... the pin numbers and letters are in the exact same order
as the ICOM front view. The physical connector shows the expected reversed
order.
>
> Can anyone who's wired and tested one of these confirm the orientation for me?
i.e. Power / ground wires on the left or right when viewed from the rear.
>
> Thanks in advance.
>
> P.S. Many thanks to Bob for his efforts and willingness to share his knowledge
... it is appreciated.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=76568#76568
>
>
>
Message 12
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Subject: | Re: Icom A200-Help! |
Thanks Larry.
I think I was just being over cautious ... I'm doing this from scratch and first
had to insert the polarizing key into my blank Molex connector. It does match
the radio and I've looked at the PCB traces to verify the obvious ground connections.
Your post made me look at it again and I still think I've done it
properly such that the wiring will match the markings on the connector.
In essence, I guess my post was a round about way of saying that I think the .PDF
drawing has an error in it's connector pictorial. I hate the smell of expensive
smoke and also hope that no one else makes a mistake.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=76591#76591
Message 13
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Mofo,
I can download it. I'm doing it right now! I thought this book cost money,
and here it is in PDF on the fucking internet.
I'll see you at the airport Saturday morning.
Thanks a bunch.
Simon Ramirez, Consultant
Synchronous Design, Inc.
Oviedo, FL 32765 USA
407-365-8928: home/office
407-221-8928: mobile
Xilinx Alliance Partner
Copyright C 2006
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Bill
Bradburry
Sent: Thursday, November 23, 2006 11:53 AM
Subject: AeroElectric-List: Z-19 questions
--> <bbradburry@allvantage.com>
I really would like some advice on the below question. I assume that it
seems pretty simple to some but it is beyond me....
Thanks, and Happy Thanksgiving.
Bill B
*Subject:* */Z-19 questions/*
*From:* */Bill Bradburry/ (/bbradburry@allvantage.com/
<mailto:bbradburry@allvantage.com?subject=Re:%20Z-19%20questions&replyto=456
49E28.9030501@allvantage.com>)*
*Date:* */*Wed Nov 22 - 11:00 AM*/*
*Bob, and others,
I am installing a fuel injected Mazda rotary engine and trying to follow
the Z-19 guidelines for dual battery, single alternator. Looking at the
engine primary and secondary circuit, I need to install a primary and
secondary fuel pump, plus I want to power the coils and the injectors
off of the battery buss.
How should I do this? I suppose I could take the fuel pump diode output
and switch it to either of the two fuel pumps???
What about the coils and injectors? Should I set up similar circuits
for them, or is there a better way to reduce parts???
I would appreciate any guidance you guys could give me.
Thanks and Happy Thanksgiving!
Bill B
*
--
5:41 PM
Message 14
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|
That one is and old version.
Mofo,
I can download it. I'm doing it right now! I thought this book cost money,
and here it is in PDF on the fucking internet.
I'll see you at the airport Saturday morning.
Thanks a bunch.
Simon Ramirez, Consultant
Synchronous Design, Inc.
Oviedo, FL 32765 USA
407-365-8928: home/office
407-221-8928: mobile
Xilinx Alliance Partner
Copyright C 2006
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Bill
Bradburry
Sent: Thursday, November 23, 2006 11:53 AM
Subject: AeroElectric-List: Z-19 questions
-->
I really would like some advice on the below question. I assume that it
seems pretty simple to some but it is beyond me....
Thanks, and Happy Thanksgiving.
Bill B
*Subject:* */Z-19 questions/*
*From:* */Bill Bradburry/ (/bbradburry@allvantage.com/
49E28.9030501@allvantage.com>)*
*Date:* */*Wed Nov 22 - 11:00 AM*/*
*Bob, and others,
I am installing a fuel injected Mazda rotary engine and trying to follow
the Z-19 guidelines for dual battery, single alternator. Looking at the
engine primary and secondary circuit, I need to install a primary and
secondary fuel pump, plus I want to power the coils and the injectors
off of the battery buss.
How should I do this? I suppose I could take the fuel pump diode output
and switch it to either of the two fuel pumps???
What about the coils and injectors? Should I set up similar circuits
for them, or is there a better way to reduce parts???
I would appreciate any guidance you guys could give me.
Thanks and Happy Thanksgiving!
Bill B
*
--
5:41 PM
Lynn A. Riggs
riggs_la@yahoo.com
St. Paul, MN
BH #656 Kit #22
http://home.comcast.net/~lariggs/wsb/html/view.cgi-home.html-.html
---------------------------------
Message 15
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Subject: | Re: Z-19 questions |
Simon Ramirez,
Please refrain from the offensive language. It is not appropriate for this
list exchange.
Dale Ensing
----- Original Message -----
From: "S. Ramirez" <simon@synchronousdesign.com>
Sent: Thursday, November 23, 2006 8:41 PM
Subject: RE: AeroElectric-List: Z-19 questions
> <simon@synchronousdesign.com>
>
> Mofo,
>
> I can download it. I'm doing it right now! I thought this book cost
> money,
> and here it is in PDF on the ******* internet.
>
> I'll see you at the airport Saturday morning.
>
> Thanks a bunch.
>
> Simon Ramirez, Consultant
> Synchronous Design, Inc.
> Oviedo, FL 32765 USA
> 407-365-8928: home/office
> 407-221-8928: mobile
> Xilinx Alliance Partner
>
> Copyright C 2006
>
>
> -----Original Message-----
> From: owner-aeroelectric-list-server@matronics.com
> [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Bill
> Bradburry
> Sent: Thursday, November 23, 2006 11:53 AM
> To: aeroelectric-list@matronics.com
> Subject: AeroElectric-List: Z-19 questions
>
> --> <bbradburry@allvantage.com>
>
> I really would like some advice on the below question. I assume that it
> seems pretty simple to some but it is beyond me....
> Thanks, and Happy Thanksgiving.
>
> Bill B
>
> *Subject:* */Z-19 questions/*
> *From:* */Bill Bradburry/ (/bbradburry@allvantage.com/
> <mailto:bbradburry@allvantage.com?subject=Re:%20Z-19%20questions&replyto=456
> 49E28.9030501@allvantage.com>)*
>
> *Date:* */*Wed Nov 22 - 11:00 AM*/*
>
> *Bob, and others,
> I am installing a fuel injected Mazda rotary engine and trying to
> follow
>
> the Z-19 guidelines for dual battery, single alternator. Looking at
> the
>
> engine primary and secondary circuit, I need to install a primary and
> secondary fuel pump, plus I want to power the coils and the injectors
> off of the battery buss.
> How should I do this? I suppose I could take the fuel pump diode
> output
>
> and switch it to either of the two fuel pumps???
> What about the coils and injectors? Should I set up similar circuits
> for them, or is there a better way to reduce parts???
> I would appreciate any guidance you guys could give me.
> Thanks and Happy Thanksgiving!
> Bill B
> *
>
>
> --
> 5:41 PM
>
>
>
Message 16
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I apologize to everyone on this list for the previous offensive email that I
accidentally posted. I thought I was responding to another email from a
personal friend, unrelated to the email that you saw below mine. I goofed
big time. Please accept my apologies, and it will not happen again. I
contacted Bob N. about what to do, but decided to post an apology
nonetheless.
I also apologize personally to Bill Bradburry, who had nothing to do with
the email.
Simon Ramirez
Message 17
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Subject: | Re: 24V 12V grounds |
At 08:02 AM 11/23/2006 -0800, you wrote:
>
>
> > One more time!
> >
> > There is NO SUCH FREEKEN thing as a GROUND LOOP in a DC circuit.
> >
> > If you truly believe there is Design one so I can build it and you can
> prove me wrong.
> > OR tell the poor questioning soul how to "carefully crafted locations
> designed to minimize the number of
> > grounds and risks for ground-loop noise."
> > Ya CAN'T because each plane is different the wire runs vary and there
> is NO SUCH FREEKEN thing as a GROUND LOOP in a DC circuit.
> >
> > Barry
>
>
>Barry is absolutely correct.
>
>Unfortunately, we don't use real grounds in real things.
>Theoretically-real grounds are hard to carry around since they weigh...oh
>let's see....INFINITE. Your fuel economy would be terrible.
>
>So we use "ground" as slang to indicate where all the (usually) negative
>conductors are connected (mostly). It is perfectly possible to have no DC
>ground in an airplane, and in fact, composite airplanes just use a second
>conductor to borrow those little electrons from the battery.
>
>The problems occur when we share conductors (AC, DC, Negative, Positive,
>or jumping-around-a-lot), because then old Devil Mr. Ohm demands his due.
>
>PS: A DC circuit is only DC if it sits perfectly still. If you turn it ON
>or OFF it is AC if only for an instant. Managing that instant is the whole
>career of some engineers.
>
>Hope this helps.
Golly gee Eric. Talk about slicing and dicing the dictionary.
An alternating current system is one that changes polarity,
I.e. like positive for 1/2 cycle and reverses for another
half cycle. I.e., it ALTERNATES. Stating that DC becomes
something other than DC just because it is dynamic suggests
a vernacular from another planet.
Okay folks. Where Eric (and I presume Barry) lives. Any
DC system that is not absolutely rock stable is no longer
a DC system but . . . what? Oh yes, at what point do you
draw the line on stability sir? 1-volt "wiggles"? 1-millivolt
wiggles . . . how about microvolt wiggles? Taking this notion
to the molecular extreme, one might say that, "There is no such
thing as a DC system." Even a battery generates some
"wiggles" in output voltage as electrons within the chemistry
jump from ion to ion.
My teachers would disagree with your definitions sir as
do I. For the purposes of common language and understanding
here on the List and just so we're all on the same page, let
us stipulate: That (1) alternating current power distribution systems
are likened to that which comes out of your wall sockets and
(2) direct current power distribution systems are likened to that
which runs our automobiles. Further, DC systems that are less
than stable are still DC systems with distortion (noise). AC systems
suffer distortions too (mini-brownouts, switching transients and yes,
the effects of GROUND LOOPS). To argue differently may impress the
neophyte but it borders on bizarre in the venue where I work.
>"Every act of conscious learning requires the willingness to suffer an
> injury to one's self-esteem...."
-Thomas Szasz
What a bummer idea! I'll suggest a alternative:
"Every act of conscious learning requires a willingness to
seek out and understand the simple-ideas (fundamentals)
for the systems of interest. One's self-esteem is enhanced
by the ability to use those simple-ideas in ways that
are useful. One's self-esteem is really bolstered when
CUSTOMERS are willing to support your livelihood by
PURCHASING inventions you SUPPLY based on your understanding
of those fundamentals."
-Bob Nuckolls
I've read some of Szasz's work. He posits some interesting
and even attractive ideas but he's obviously not grounded
in reality. For example. He suggests, "abolition of involuntary
hospitalization: No one should be deprived of liberty unless
he is found guilty of a criminal offense. Depriving a person
of liberty for what is said to be his own good is immoral.
Just as a person suffering from terminal cancer may refuse
treatment, so should a person be able to refuse psychiatric
treatment."
I've had a lifetime experience with a mother who has suffered
from paranoid schizophrenia since her teens. I've witnessed
a virtual miracle of productive integration into family
and society when interventions were working along with her
suffering in a 24/7 living hell of nightmares when she
decided she was cured and dumped her protocols. Szasz speaks
a language attractive to amoral passivists but as your
chosen quotation illustrates, he does not philosophize in
simple-ideas. May I suggest more forward-looking philosophers
who have demonstrated the value of their philosophies for
living many times over? Try Charles Kettering, Ayn Rand,
Virgil Elings, just to name a few. These folks do not wallow
in self-deprecating ideas and nostrums for living. Not
one bummer quote from the lot!
Bob . . .
Message 18
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Simon,
You have done all that is necessary and expected. Our
society is replete with individuals who, when indulging
in a dishonorable activity, will hat-dance around the
the event rather than accept responsibility and offer
restitution.
Your willingness to step up to the bar and set things
right is as much as any of us can ask. We're all sorry
it happened but in light of your subsequent behavior,
I'll suggest it's an event unworthy of further attention.
I'm perfectly willing to move on from here without
prejudice. I'll ask others on the list to join me.
Bob . . .
At 10:04 PM 11/23/2006 -0500, you wrote:
><simon@synchronousdesign.com>
>
>I apologize to everyone on this list for the previous offensive email that I
>accidentally posted. I thought I was responding to another email from a
>personal friend, unrelated to the email that you saw below mine. I goofed
>big time. Please accept my apologies, and it will not happen again. I
>contacted Bob N. about what to do, but decided to post an apology
>nonetheless.
>
>I also apologize personally to Bill Bradburry, who had nothing to do with
>the email.
>
>Simon Ramirez
Message 19
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Subject: | Re: D10-a check lists and POH |
Ken,
Please send what you have on hand there.
Do you need any contact information?
Thanks,
Jim
----- Original Message -----
From: "Ken Harrill" <kharrill@osa.state.sc.us>
Sent: Wednesday, November 22, 2006 10:34 AM
Subject: AeroElectric-List: Re: D10-a check lists and POH
> <kharrill@osa.state.sc.us>
>
> Jim,
>
> I have one for my RV-6, 180 hp, C/S that I will be glad to send you. I
> can't attach it to this message because it does not have an acceptable
> file extension.
>
> Ken Harrill
> ken.harrill@columbia.sc
>
> --------
> Ken Harrill
> RV-6
> Columiba, SC
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=76415#76415
>
>
>
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