Today's Message Index:
----------------------
1. 07:52 AM - Uniwrap tape (sarg314)
2. 08:58 AM - Re:Silicone Uniwrap tape (Dale Ensing)
3. 10:15 AM - Re: Re: What Are The Odds? (Robert L. Nuckolls, III)
4. 11:06 AM - Remembering the Thirteen Hundred (Robert L. Nuckolls, III)
5. 11:09 AM - Hot Wire Grid for Carb Heat (Jim Duckett)
6. 11:22 AM - Re: "Broken and Garbled" (Robert L. Nuckolls, III)
7. 11:36 AM - Re: "Broken and Garbled" (Additional data) (Robert L. Nuckolls, III)
8. 11:39 AM - Re: Hot Wire Grid for Carb Heat (Robert L. Nuckolls, III)
9. 12:48 PM - Re: Re: "Broken and Garbled" (Additional data) ()
10. 02:44 PM - Avionics cooler (Carlos Trigo)
11. 03:13 PM - Re: Avionics cooler (sarg314)
12. 03:38 PM - Avionics cooler (James H Nelson)
13. 03:49 PM - Re: Re: "Broken and Garbled" (Additional data) (Robert L. Nuckolls, III)
14. 04:23 PM - Re: Hot Wire Grid for Carb Heat (Bill Boyd)
15. 04:54 PM - Re: Hot Wire Grid for Carb Heat (JTORTHO@aol.com)
16. 05:15 PM - Re: Hot Wire Grid for Carb Heat (Ernest Christley)
17. 05:30 PM - Re: A new year of loving the plane (William Bell)
18. 05:49 PM - Re: Avionics cooler (Charlie England)
19. 07:51 PM - ARC transponder connector? (Dr. Andrew Elliott)
20. 08:23 PM - Re: Re: What Are The Odds?-regulator voltage (Ken)
21. 11:31 PM - Official AeroElectric-List FAQ (Frequently Asked Questions) (Matt Dralle)
22. 11:44 PM - Official AeroElectric-List Usage Guidelines (Matt Dralle)
23. 11:50 PM - Re: ARC transponder connector? (jetboy)
Message 1
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If one forgets to put a piece of heat shrink on a connector or terminal,
is there any other sort of tape or other insulator that is good to use
in its place? Particularly under the cowl, where it gets hot.
I am particularly interested in the Uniwrap silicone tape. They claim
it is weather resistant, has no adhesive (sticks to itself) and heat
resistant, though I can't find just how heat resistant it is. It may
have other uses too, such as restraining a wire from chafing, etc.
Looks like interesting stuff.
Tom S., RV-6A
Message 2
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| Subject: | Re:Silicone Uniwrap tape |
Tom,
It is a bit difficult to make a good wrap around an electrical connector
with the silicone tape but it will tolerate the temperatures under the
engine cowl. The high temp stability is 400 F with short term to 600 F. The
tape will bond with itself and will necessate cuttiing it from the connector
if you need to remove it later. I have successfully used it to wrap wire
bundles such as EGT leads and other leads under the cowl.
Dale Ensing
> If one forgets to put a piece of heat shrink on a connector or terminal,
> is there any other sort of tape or other insulator that is good to use in
> its place? Particularly under the cowl, where it gets hot.
>
> I am particularly interested in the Uniwrap silicone tape. They claim it
> is weather resistant, has no adhesive (sticks to itself) and heat
> resistant, though I can't find just how heat resistant it is. It may
> have other uses too, such as restraining a wire from chafing, etc. Looks
> like interesting stuff.
>
> Tom S., RV-6A
Message 3
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| Subject: | Re: What Are The Odds? |
At 03:08 PM 12/31/2006 -0800, you wrote:
>
>Bob:
>
>Thanks for your help.
>
>You're right. The field supply breaker isn't
>tripping, so the OVM-14 apparently isn't getting
>involved.
>
>I ran the two tests you suggested: (OAT was 46
>degrees, if that means anything).
Not much. I'm not aware of any regulator that
makes an effort to temperature compensate set-point
for battery temperature other than those provided
with remote temperature sensors like the B&C product.
>The voltage between the A/S terminals and the
>regulator case varied between 14.7 and 14.9 volts
>while the buss voltage moved between 14.7 and 15.2
>volts.
Hmmm . . . back in the days when I was bolting
the direct ancestors to those regulators to
TC aircraft, their set=points were 14.2 +/- 0.2
volts.
You're not the first person to report what appears
to be a steadily climbing set-point value over the
years. An alternator I repaired off my GMC van a
few years back was set for 15.2.
I can only speculate but it seems that the automotive
side of the house has reasoned that higher set-point
voltages, while they may sacrifice battery life to some
degree, the increased voltage produces faster re-charge
times for pushing energy back into a battery.
>Then I installed the test regulator on the back of the
>alternator per the picture you posted. The darn
>system ran perfectly! Bus voltage stayed very steady
>between 14.5 and 14.7 volts.
>
>I take this to mean that the regulator and alternator
>are fine.
Absolutely. This is but one technique I've used for
decades in the quest to know what needs replacing and
why before any hardware is removed from the airplane.
>The fact that the regulator in the system seems to be
>trying to regulate at 14.8 volts or so seems wrong,
>but I've no hypothesis for that.
>
>The fact that the voltage the regulator sees is a few
>tenths of a volt higher than the actual bus voltage
>probably indicates a problem with the wiring between
>the regulator and the alternator breaker. This is
>about 6 feet of #18 wire from the regulator to the
>alternator switch and about 2 feet of #18 wire from
>the switch to the breaker (Faston connectors
>throughout).
>
>Do you have any suggestions?
Keep in mind that "wiring" includes ALL conductor
pathways including ground. These simple regulators
use case ground as the negative side sense lead
for voltage regulation. Just for grins, try running
your regulator in it's assigned location on the
airplane but UNBOLTED from ground. Attach a 20AWG
or so wire to the regulator case ground and
return it to the battery (-) ground post on the
firewall . . . do I presume correctly that you have
installed a single point ground system not unlike
those illustrated in Z-15?
See what the dedicated regulator ground does for
you first. If things get "better" (the bus now
settles down to the same regulation set point as
when the regulator was on the back of the alternator),
Then let's talk about your ground system structure.
If it doesn't get better, then bolt back down as
originally installed and then make a direct, one-wire
connection between A/S on the regulator and the
bus. If this settles things down, there's a dynamic
resistance variability issue or issues with the
switch and/or breaker. What kind of breaker are
you using?
>Hope you and yours have a happy New Year holiday, and
>that 2007 will bring peace, health, happiness and
>prosperity for you.
Thank you sir.
Bob . . .
>George
>
>---------------------------------------
>
>Time: 09:24:39 PM PST US
>From: "Robert L. Nuckolls, III" <nuckollsr@cox.net>
>Subject: Re: AeroElectric-List: What Are The Odds
>
>
>(snip)
> >I can't tell whether the regulator is not regulating
> >or is regulating at >15 volts.
>
> Easy. Use a voltmeter to measure between the A/S
>terminals
> and regulator case. THIS is the point where the
>regulator
> believes it is seeing bus voltage. You may find
>that it
> it sitting happily at 14.2 volts while voltage
> drops in wiring BETWEEN the A/S terminals and the
>BUS
> are cause for an artificially raising of regulation
>set-point.
>
> Take one of your regulators and install some short
>leads
> on it as illustrated below. Install right on the
>back of
> the alternator and see what the bus voltage does
>while
> the engine is running and you vary loads by turning
>things
> on and off. These experiments totally bypass all
>other
> ship's wiring.
>
>http://www.aeroelectric.com/Pictures/Regulators/Alternator_Test_1.jpg
>
>http://www.aeroelectric.com/Pictures/Regulators/Ford_Test_Reg.jpg
>
> I think you'll find that the alternator and
>regulator
> are fine . . . there's some bug in installation.
>
> Conduct the experiments cited above and report back
>the
> results. We can begin to divide the
>probabilities-list into
> manageable partitions.
>
> Bob . .
>
>__________________________________________________
>
>
>--
>2:59 PM
>
>
>-- incoming mail is certified Virus Free.
>Checked by AVG.
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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| Subject: | Remembering the Thirteen Hundred |
Dennis,
Thank you for sharing this. YOU sir have described a success
story that illustrates the reason for this list to
exist. It's not a place for pseudo-intellectual titans
to vie for supremacy. It has always been a place where the best
simple-ideas are spread out on the table and sifted for combinations
of useful invention wherein the builder UNDERSTANDS what he/she
has accomplished.
I will suggest that you have begun to repay a debt to the List . . .
to become a teacher of what you've learned. It's an interesting
instance of the value of a commodity growing - NOT because it
hidden away and hoarded but freely circulated and widely used. Instead
of being an investment in dollars that draws good interest because
of some financial task accomplished, it's an investment of ideas
that enriches the experiences of those who choose to understand
and apply them.
We can be proud of what we do here. I've mentioned it numerous times
but it's worth remembering that over 1300 folks subscribe to this
list. Only a small fraction of those individuals actively participate.
However, if they did not find value in watching these conversations
go by they would simply un-subscribe.
Your posting when taken with their numbers is a validation of
our mission. For too long I failed to accept the duty of preventing
members of the WFWIB (World Federation of Whiners and Intellectual
Blowhards) from diluting that mission. I apologize for that. We've all
expensed too much $time$ with can't-we-all-just-get-along efforts to
integrate those individuals into the mission. It won't happen
again.
It was suggested to me some years ago that I would do well to
conduct myself at all times as if my mother were watching. As
a corollary to that idea I'll suggest that our conduct here
on the list should be mindful of the Thirteen Hundred who are
watching and to stay focused on the mission to consistently improve
upon the best we know how to do.
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 >
---------------------------------------------------------
At 10:08 AM 12/31/2006 -0800, you wrote:
>Hello to Bob and all the others,
>
>I'm getting close to first flight and just want to take a moment to thank
>Bob and all the others on this group who have taught me so much about
>aviation electronics. I embarked on this great adventure in large part
>because of curiosity and a desire to learn new things. I have been
>rewarded by this group beyond my hopes. I enjoy this list because it
>teaches me the principles underlying the simple answers.
>
>I have had a lifetime curiosity about electronics but circumstances have
>always kept me from pursuing it. Bob's Connection book is a treasure of
>knowledge. There are too many examples to name, but his discussion in the
>book about how to make an expanded scale voltmeter, instead of 0 - 14
>volts, taught me more about electronics than I had learned in a lifetime
>of casual reading. I'll probably never make one, but it's no longer a
>mystery. I find that very satisfying.
>
>Others on the list have generously and patiently taught me about LEDs and
>how to include them in my instrument panel. Instead of a mysterious
>source of light, I now have a basic understanding of how they work and how
>they can be adapted to meet my needs. I even learned enough to teach a friend!
>
>This list is remarkable. So many people so generously helping others is
>surly an example of the best that people can be. Sure, there's an
>occasional thorn among the roses, but that's just life. Take the good,
>ignore the bad.
>
>Thanks so much,
>Dennis Johnson
>Legacy #257, first flight in February?
Message 5
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| Subject: | Hot Wire Grid for Carb Heat |
Hello All,
Does anyone on the list know of a 12 VDC / < 20 amp powered "hot wire
grid" heater that is roughly 2" - 3" dia.?
My question comes from trying to find a suitable way to heat intake air
other than byway of a carb heat box due to space limitations. The
thought is to also maintain filtered air all the time by placing this
"grid" inline between the filter and carb inlet. I know of several
automotive/diesel applications that meet the size requirements but,
their grids draw way beyond the capability of the average aircraft
electrical system.
Any thoughts or suggestions?
Jim D. RV-7a
Message 6
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| Subject: | Re: "Broken and Garbled" |
At 09:55 AM 12/27/2006 -0800, you wrote:
>I have had poor reception from towered airports with my XCOM and now that
>my radio is out for repair, poorly received transmissions with my ICOM
>handheld A5. I've even tried hooking up my aircraft Comant antenna to the
>ICOM but it didn't improve how others hear me (or don't). Could I need
>some filter or something? This seriously limits my entry into controlled
>airspace so any fix ideas are appreciated.
>Ron - RV-4
><mailto:N8ZD@yahoo.com>N8ZD@yahoo.com
Ron,
Sorry to take so long to get to this . . . the past 10 days
has been wall-to-wall family gatherings so I've been somewhat
pre-occupied.
You need to conduct some tests that do not involve ATC
controllers and other pilots-at-large. My experience has been
that these folks are least able to articulate their perceptions
of radio quality.
Get another hand held and find an avionics technician
or ham radio operator (the grayer the hair the better) and
do some experiments on some frequency not in local usage.
Your cohort in the experiments should be a significant
distance from your airplane . . . 1/4 to 1/2 mile would be
good.
Craft a series of experiments where one thing at a time is
swapped between two conditions. Your experimental cohort
should be able to identify and articulate the differences
between signals that are distorted due to overload and those
that are intermittent. He should be able to identify the
differences between audio that is clipped and audio that
is generally polluted at all levels. He'll also be able to
differentiate between the desired signal (your voice)
and extraneous signals that are products of distorted voice
or other noises.
By process of elimination, you should be able to deduce
which piece of hardware is the focus of the problem and
ultimately deduce and fix its shortcomings. But short of
acquiring and applying some expensive and cumbersome test
equipment, access to an experienced and trained "test ear"
is your fastest path to success.
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 7
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| Subject: | Re: "Broken and Garbled" (Additional data) |
At 09:55 AM 12/27/2006 -0800, you wrote:
>I have had poor reception from towered airports with my XCOM and now that
>my radio is out for repair, poorly received transmissions with my ICOM
>handheld A5. I've even tried hooking up my aircraft Comant antenna to the
>ICOM but it didn't improve how others hear me (or don't). Could I need
>some filter or something? This seriously limits my entry into controlled
>airspace so any fix ideas are appreciated.
>Ron - RV-4
><mailto:N8ZD@yahoo.com>N8ZD@yahoo.com
Ron,
Sorry to take so long to get to this . . . the past 10 days
has been wall-to-wall family gatherings so I've been somewhat
pre-occupied.
You need to conduct some tests that do not involve ATC
controllers and other pilots-at-large. My experience has been
that these folks are least able to articulate their perceptions
of radio quality.
Get another hand held and find an avionics technician
or ham radio operator (the grayer the hair the better) and
do some experiments on some frequency not in local usage.
Your cohort in the experiments should be a significant
distance from your airplane . . . 1/4 to 1/2 mile would be
good.
Craft a series of experiments where one thing at a time is
swapped between two conditions. Your experimental cohort
should be able to identify and articulate the differences
between signals that are distorted due to overload and those
that are intermittent. He should be able to identify the
differences between audio that is clipped and audio that
is generally polluted at all levels. He'll also be able to
differentiate between the desired signal (your voice)
and extraneous signals that are products of distorted voice
or other noises.
By process of elimination, you should be able to deduce
which piece of hardware is the focus of the problem and
ultimately deduce and fix its shortcomings. But short of
acquiring and applying some expensive and cumbersome test
equipment, access to an experienced and trained "test ear"
is your fastest path to success.
If I were trying to single-handedly resolve your issues in my
own airplane, I would consider using a pair of low-cost GMRS walkie-
talkies and modifying them to craft a remote receiver for
testing the airplane's transmitters. You could attach headphones
to one walkie-talkie. You might want to power the other
one from larger external batteries. Tape the ptt button down
on the one with fat batteries and rubber-band it to the front
of the VHF hand held so that the antennas point opposite
directions. Set the paired radios up to receive your ship's
transmitter and repeat what is received back to you via the
UHF GMRS hand-helds. It will take a little fiddling with
volume controls but you should be able produce an accurate
real-time sample of your transmitted signal as a remotely sensed
"side tone" in the headphones.
This would let you conduct the experiments in the airplane
and make your own deductions as to cause-and-effect.
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 8
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| Subject: | Re: Hot Wire Grid for Carb Heat |
At 12:10 PM 1/1/2007 -0700, you wrote:
>Hello All,
>Does anyone on the list know of a 12 VDC / < 20 amp powered "hot wire
>grid" heater that is roughly 2" - 3" dia.?
>My question comes from trying to find a suitable way to heat intake air
>other than byway of a carb heat box due to space limitations. The thought
>is to also maintain filtered air all the time by placing this "grid"
>inline between the filter and carb inlet. I know of several
>automotive/diesel applications that meet the size requirements but, their
>grids draw way beyond the capability of the average aircraft electrical system.
>Any thoughts or suggestions?
You're right about the power needed. When you consider the
temperature rise you're attempting to place on a rather
large mass of air, the energy requirements are significant
and a 240 watt heater is not going to cut it. This is
exactly why the heaters you've noted seem to be such
"power hogs" . . . BTUs off the exhaust stacks are "free",
while BTUs off the alternator/battery system are exceedingly
expensive.
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 9
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| Subject: | Re: "Broken and Garbled" (Additional data) |
"I would consider using a pair of low-cost GMRS walkie-
> talkies and modifying them to craft a remote receiver for
> testing the airplane's transmitters."
Hmmm
Free nights and weekend cell/wired/phone/s?
Ron Parigoris
Message 10
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Has anyone ever installed (even if not, I'd also like to hear your opinion)
an avionics cooler, like this one from AmerI-King, in an OBAM airplane?
What's your opinion on this?
- Is it only necessary when you operate in hot climates?
- Which avionics do need this cooling? Xpdr, Comm radio, EFIS, GPS,
Auto-Pilot controller?
- Is it mounted vertically, horizontally or either?
- Is it sufficient to use air from inside the cockpit as the source, or is
it necessary to bring fresh air from the aircraft's exterior ?
- Should it be ON everytime the avionics are ON, or should it have an
independent On-Off switch? Is there any kind of thermostatic automatic
switch ?
Uff ! Enough questions for now, and TIA for the answers
Carlos
Message 11
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| Subject: | Re: Avionics cooler |
Carlos, I have installed a "ice box" 3-port fan unit from Aircraft
Spruce, I think. I will use it to cool the SL-30 (nav/com), the Garmin
transponder, and the Dynon D10A. I am not flying yet. I was
reluctantly convinced to do this after talking to engineers at Garmin
and Dynon. They didn't say it was necessary, but they recommended it.
The Dynon guy sounded like he'd been burned by heating problems. Having
been in the electronics business, I know that cooling can significantly
extend the life time of electronics. I do live in Arizona, so it gets
hot here.
I mounted the fan on the cabin side of the firewall recess (Ken at Van's
suggested that spot, actually) right above the rudder pedal tubes. It
will run whenever the main switch is on. If I am running off the
essential bus, the fan is not powered.
It draws in ambient cabin air. It's mounted with the 3 tubes pointing
up. Just having moving ambient air blowing across the electronics is
what's important. You don't have to go to great lengths to get cold
air, though it would obviously help.
--
Tom S., RV-6A.
Message 12
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Hi Carlos,
I have a Garmin transponder that "recommends" additional cooling.
I purchased a small "Shack" 12 volt squirrel cage fan and mounted it
under my panel behind the transponder. I'm building an RV so I have a bit
of room behind the Xpndr. I made some light weight brackets to hang it
horizontal (bottom feed) from one of the vertical ribs that go from the
fire wall to the panel. I then made up a custom fiberglass "tube" to get
the air from the fan to the Xpndr. The tube also mates the square output
from the fan to the round input at the Xpndr.
As an aside, I installed a cooling fan on my first build because
it was a bit crowded behind the panel. I again used a "shack" squirrel
cage fan and directed the air between the transmitter and the Xpndr.
Worked find for over three years + .
Jim Nelson
Message 13
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| Subject: | Re: "Broken and Garbled" (Additional data) |
At 08:46 PM 1/1/2007 +0000, you wrote:
>
>"I would consider using a pair of low-cost GMRS walkie-
> > talkies and modifying them to craft a remote receiver for
> > testing the airplane's transmitters."
>
>Hmmm
>
>Free nights and weekend cell/wired/phone/s?
>
>Ron Parigoris
Oops . . . that's but one of the hazards for assuming
one's vernacular is universally understood! GMRS, FRS
and a few other handy acronyms are used to describe a variety
of license free or easy license use of the radio spectrum for
personal communications. A whole line of radios have been
developed to address this service not the least of which may
be seen at:
http://www.radioshack.com/search/index.jsp?kwCatId=&kw=gmrs&origkw=gmrs
I've used these radios for a number of voice communications
tasks (Just bought a set on sale at RS for $20 marked down from
$59). I've also been able to use them as short haul radio
telemetry links. It just occurred to me that one might also use
a pair to cobble up a voice-link back to your airplane from
a remotely located VHF Comm receiver as described in the earlier
post.
For the money, they're pretty good value and can be useful
in a lot of ways that are not immediately obvious. Only
caveat is to be aware that everyone from the construction
site down the block to the neighbor's kids may have a radio
that can easily receive and/or interfere with your
own mission. I've not been greatly plagued with this
shortcoming.
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 14
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| Subject: | Re: Hot Wire Grid for Carb Heat |
Lots of RV's scavenge the heat in the lower half of the cowl for carb
heat, without any heat muffs, just what comes off the cylinder
fins... seems to work okay - zero extra space required.
-Bill B
On 1/1/07, Robert L. Nuckolls, III <nuckollsr@cox.net> wrote:
>
> At 12:10 PM 1/1/2007 -0700, you wrote:
>
> >Hello All,
> >Does anyone on the list know of a 12 VDC / < 20 amp powered "hot wire
> >grid" heater that is roughly 2" - 3" dia.?
> >My question comes from trying to find a suitable way to heat intake air
> >other than byway of a carb heat box due to space limitations. The thought
> >is to also maintain filtered air all the time by placing this "grid"
> >inline between the filter and carb inlet. I know of several
> >automotive/diesel applications that meet the size requirements but, their
> >grids draw way beyond the capability of the average aircraft electrical system.
> >Any thoughts or suggestions?
>
> You're right about the power needed. When you consider the
> temperature rise you're attempting to place on a rather
> large mass of air, the energy requirements are significant
> and a 240 watt heater is not going to cut it. This is
> exactly why the heaters you've noted seem to be such
> "power hogs" . . . BTUs off the exhaust stacks are "free",
> while BTUs off the alternator/battery system are exceedingly
> expensive.
>
> 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 15
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| Subject: | Re: Hot Wire Grid for Carb Heat |
Okay here goes a hijack attempt.
I am concerned about the same problem in a rotax 912S. I found this source
_http://www.ulparts.com/SearchResult.aspx?CategoryID=94_
(http://www.ulparts.com/SearchResult.aspx?CategoryID=94)
I spoke with the dealer. They say the only complaint they have is about the
fragility of the wires for the heating element. No complaints about
effectiveness. ( I am "told" the 912 series of engines is not particularly prone
to iced carbs anyway).
My thought was exactly Bob's response. I would think the current draw is
simply not enough to keep the carb body above freezing. what would be the
expected heat requirement? ( There that part at least is a general
question). Any other experience with this device?
JimT
Message 16
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| Subject: | Re: Hot Wire Grid for Carb Heat |
Robert L. Nuckolls, III wrote:
> <nuckollsr@cox.net>
>
> At 12:10 PM 1/1/2007 -0700, you wrote:
>
>> Hello All,
>> Does anyone on the list know of a 12 VDC / < 20 amp powered "hot wire
>> grid" heater that is roughly 2" - 3" dia.?
>> My question comes from trying to find a suitable way to heat intake
>> air other than byway of a carb heat box due to space limitations.
>> The thought is to also maintain filtered air all the time by placing
>> this "grid" inline between the filter and carb inlet. I know of
>> several automotive/diesel applications that meet the size
>> requirements but, their grids draw way beyond the capability of the
>> average aircraft electrical system.
>> Any thoughts or suggestions?
>
> You're right about the power needed. When you consider the
> temperature rise you're attempting to place on a rather
> large mass of air, the energy requirements are significant
> and a 240 watt heater is not going to cut it. This is
> exactly why the heaters you've noted seem to be such
> "power hogs" . . . BTUs off the exhaust stacks are "free",
> while BTUs off the alternator/battery system are exceedingly
> expensive.
>
> Bob . . .
>
>
Jim, an alternative for you might be heat pipes. I have a friend that
has worked on some research projects where they were instrumental in
transferring heat in a compact area.
You fill a tube with a small amount of coolant, and seal both ends. He
used copper and sealed with solder. Wrap the bottom around the muffler,
and stick the top in the intake.
The heat will boil the coolant (water will probably suffice in this
case), which will rise up the tube. It will cool in the intake and run
back down, to be boiled again. I won't work if you're flying inverted
for extended periods, but a wide range of positive gradients will work
effectively. Mark got at least some effectiveness if the cool end was
even just high enough for the tip to be above the fluid level. He also
found that a wide range of fluid levels would be effective.
Message 17
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| Subject: | Re: A new year of loving the plane |
Dave, I couldn't have said it better myself and I appreciated the
insight. Well stated!!!!!
Larry Bell
RV-7A
Working on Wings
"If God had wanted us to fly, he would given us Wings (or, at least,
a way to build them)"
Message 18
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|
| Subject: | Re: Avionics cooler |
Carlos Trigo wrote:
> <trigo@mail.telepac.pt>
>
> Has anyone ever installed (even if not, I'd also like to hear your
> opinion) an avionics cooler, like this one from AmerI-King, in an OBAM
> airplane?
> What's your opinion on this?
> - Is it only necessary when you operate in hot climates?
> - Which avionics do need this cooling? Xpdr, Comm radio, EFIS, GPS,
> Auto-Pilot controller?
> - Is it mounted vertically, horizontally or either?
> - Is it sufficient to use air from inside the cockpit as the source,
> or is it necessary to bring fresh air from the aircraft's exterior ?
> - Should it be ON everytime the avionics are ON, or should it have an
> independent On-Off switch? Is there any kind of thermostatic automatic
> switch ?
>
> Uff ! Enough questions for now, and TIA for the answers
> Carlos
Cabin air will avoid the risk of raining on your avionics.
Charlie
Message 19
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| Subject: | ARC transponder connector? |
I recently purchased a Cessna/ARC RT-459A transponder off eBay. It came
with tray and connector, but the wires were cut off flush with the
connector back, making it impossible to splice in. Anyone know what
type connector the 359-459-859 series transponders use? And perhaps
where the sockets might be available? Anyone perhaps done some kind of
conversion to a DB-25 connector and wnat to tell how? Or should I just
go to an avionics shop and ask them to make me up a half harness?
Thanks,
Andy Elliott, Mesa, AZ
N601GE (reserved)
601XL/TD/QB, Corvair, building...
Message 20
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| Subject: | Re: What Are The Odds?-regulator voltage |
Actually most of the automobiles that I've played with for the last 20
or so years with solid state regulators do have at least some
temperature compensation. Many manuals will give a table of voltage
ranges to be expected depending on ambient air temperature and several
of the Chryslers such as the 97 Neon have battery temp probes (I think
it is a thermistor) in the battery enclosure. Mid 80's K cars had a
sensor in the intake airstream for the engine that would vary the
voltage somewhat. I've seen regulator circuits showing a couple of
diodes as the sensing element in the regulator but don't recall the
application. Many of these vehicles will output a so called "battery"
temp to a diagnostic device. Anyway the voltage does typically vary by
about 2/3 of a volt summer to winter here on my vehicles.
Seems to me that even the internal regulated alternators often list a
small variation depending on temperature.
Ken
Robert L. Nuckolls, III wrote:
> <nuckollsr@cox.net>
>
> At 03:08 PM 12/31/2006 -0800, you wrote:
>
>> <s_kilishek@yahoo.com>
>>
>> Bob:
>>
>> Thanks for your help.
>>
>> You're right. The field supply breaker isn't
>> tripping, so the OVM-14 apparently isn't getting
>> involved.
>>
>> I ran the two tests you suggested: (OAT was 46
>> degrees, if that means anything).
>
>
> Not much. I'm not aware of any regulator that
> makes an effort to temperature compensate set-point
> for battery temperature other than those provided
> with remote temperature sensors like the B&C product.
snip
Message 21
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| Subject: | Official AeroElectric-List FAQ (Frequently Asked Questions) |
Dear Listers,
Please read over the AeroElectric-List Frequently Asked Questions (FAQ) below.
The
complete AeroElectric-List FAQ including the Usage Guidelines can be found at the
following URL:
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Matt Dralle
Matronics Email List Administrator
[ Note: This FAQ was designed to be displayed with a fixed width font such as
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| Subject: | Official AeroElectric-List Usage Guidelines |
Dear Listers,
Please read over the AeroElectric-List Usage Guidelines below. The complete
AeroElectric-List FAQ including these Usage Guidelines can be found at the
following URL:
http://www.matronics.com/FAQs/AeroElectric-List.FAQ.html
Thank you,
Matt Dralle
Matronics Email List Administrator
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AeroElectric-List Usage Guidelines
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The following details the official Usage Guidelines for the AeroElectric-List.
You are encouraged to read it carefully, and to abide by the rules therein.
Failure to use the AeroElectric-List in the manner described below may result
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AeroElectric-List Policy Statement
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comment on every last point in their posts, unless you can truly
contribute something valuable.
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polite and respectful. Don't make snide comments, personally attack
other listers, or take the moral high ground on an obviously
controversial issue. This will only cause a pointless debate that
will hurt feelings, waste bandwidth and resolve nothing.
- Occassional posts by vendors or individuals who are regularyly
subscribed to a given List are considered acceptable. Posts by
List members promoting their respective products or items for sale
should be of a friendly, informal nature, and should not resemble
a typical SPAM message. The List isn't about commercialism, but
is about sharing information and knowledge. This applies to
everyone, including those who provide products to the entire
community. Informal presentation and moderation should be the
operatives with respect to advertising on the Lists.
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| Subject: | Re: ARC transponder connector? |
Andy,
I have a 359A and wired a cable direct from the circuit bd. to a DB25 connector
for an SSD120 encoder.
This has been verified by a TCAS aircraft as working correctly but not been installed
/ ramp tested yet.
SSD120 RT359A
6 11 strobe
15, 1 gnd
8, 14 9 +ve
2 14 a1
3 13 a2
4 15 a4
5 19 b1
9 17 b2
10 16 b4
11 21 c1
13 18 c2
12 20 c4
If your encoder is an AK-350, do not connect pin 1 or pin 14, the others are as
for SSD120 encoder connections.
I got the pinouts from the net and cessna manuals
Hope you can find a connector, they are rare. my FBO told me its OK to fit my own
connector, but I think the avionics signoff will have the final say if it ever
gets that far.
Ralph
--------
Ralph - CH701 / 2200a
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=84944#84944
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