Today's Message Index:
----------------------
1. 05:14 AM - Re: Pulse width modulation on linear actuators (Ernest Christley)
2. 06:21 AM - Re: Poor man's DAS (John and Kim Lumkes)
3. 06:41 AM - Re: Poor man's DAS (Robert L. Nuckolls, III)
4. 07:05 AM - 24v vs 27 volt power supplies (rtitsworth)
5. 08:09 AM - Re: 24v vs 27 volt power supplies (Robert L. Nuckolls, III)
6. 09:19 AM - FW: voltmeter switch (kesleyelectric)
7. 10:01 AM - Re: FW: voltmeter switch (Robert L. Nuckolls, III)
8. 10:45 AM - Re: 24v vs 27 volt power supplies (Walter Fellows)
9. 10:53 AM - To SD-8 or NOT to SD-8 . . . that is the question. (Robert L. Nuckolls, III)
10. 11:15 AM - Re: To SD-8 or NOT to SD-8 . . . that is the question. (Hinde, Frank George (Corvallis))
11. 11:35 AM - Re: To SD-8 or NOT to SD-8 . . . that is the question. (Konrad L. Werner)
12. 11:53 AM - Re: To SD-8 or NOT to SD-8 . . . that is the question. (Hinde, Frank George (Corvallis))
13. 12:21 PM - Re: To SD-8 or NOT to SD-8 . . . that is the question. (Konrad L. Werner)
14. 05:42 PM - Re: Re: Speaker termination (Bill Maxwell)
15. 07:20 PM - Will SVLA charge on a sustaining voltage? (Robert L. Nuckolls, III)
16. 08:59 PM - Com issues - resolved ()
Message 1
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Subject: | Re: Pulse width modulation on linear actuators |
Tim Andres wrote:
>
>Can any one tell if the duty cycle on a PWM will equate at least roughly
>with motor speed? ie will a 20% duty cycle slow the motor down to
>approximately %20 or does it not work that way? I have a linear actuator for
>pitch trim that that travels 2"/sec, I need about .5"/sec.
>Thanks, Tim Andres
>
>
>
MPJA sells a motor control unit that does exactly that and at just over
$12, I don't think you can beat the price.
http://mpja.com/productview.asp?product=6067+KT
--
,|"|"|, Ernest Christley |
----===<{{(oQo)}}>===---- Dyke Delta Builder |
o| d |o http://ernest.isa-geek.org |
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Subject: | Re: Poor man's DAS |
Kevin,
High Temps: Standard thermocouples with a an Analog Device AD594 or similar
Low Temps: many options, I use a LM34, outputs degrees F in mV with a 5V
supply Cheap
Low precision distance: Sharp IR GP2D120
Low pressures: check Jameco or similar, search Keywords for pressure sensor;
they have several Motorola Freescale 0-1.45psi for 8-14 dollars.
You can directly measure a thermocouple output with a good 16bit A/D
converter; probably not directly with the labjack.
This is only a small sampling of the exploding field of "cheap" electronics,
very capable linear IC circuits, and little programmable controllers.
Bob and John,
Thank you very much for the recommendation for the Labjack. This unit should
allow me to add some missing items to my flight test data.
John - where do you purchase suitable, affordable, robust transducers? I'm
looking to measure some temperatures, and flight control positions.
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
Message 3
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Subject: | Re: Poor man's DAS |
At 07:49 PM 2/15/2007 -0500, you wrote:
>
>Bob and John,
>
>Thank you very much for the recommendation for the Labjack. This
>unit should allow me to add some missing items to my flight test data.
>
>John - where do you purchase suitable, affordable, robust
>transducers? I'm looking to measure some temperatures, and flight
>control positions.
For temperatures up to 150C consider the LM135 series devices
by National. These are voltage sensitive zeners with a
regulation voltage of 10mv/degree-K. You can bias these little
fellers up with a single resistor pull-up to 5v. The measured
voltage at 25C is (273+25)x10 = 2.980 volts.
For higher temperatures, my favorite jelly-bean is the AD596/597
series thermocouple to 10mv/degree-C converter chips.
For control positions, consider "string pots" or "draw string pots".
These are spring loaded drums of fine cable mounted on
a potentiometer. See:
http://www.dataq.com/support/documentation/pdf/article_pdfs/stringpotan.pdf
http://www.aeroelectric.com/Pictures/Data_Acquisition/String-Pot.jpg
Here's one I made using a piece of retraction spring from a
pocket tape measure, a miniature RV-4 series potentiometer
and some odd bits of aluminum stock. The "cable" is 7-strand
u-control flying wire from a hobby shop.
This was used to measure a stroke of about 1/2" on the
master brake cylinders of a cockpit simulator. You can
measure longer strokes by using multi-turn pots. The metal
work is pretty straightforward. These can be had as purchased
items. See:
http://www.globalspec.com/FeaturedProducts/Detail/celesco/Compact_String_Pot_SP1/29565/0?fromSpotlight=1
http://www.unimeasure.com/
http://www.impresssensors.co.uk/draw-wire.htm
They're not inexpensive.
Bob . . .
----------------------------------------
( IF one aspires to be "world class", )
( what ever you do must be exercised )
( EVERY day . . . )
( R. L. Nuckolls III )
----------------------------------------
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Subject: | 24v vs 27 volt power supplies |
Bob, etal,
I'm building a 24v (28v) experimental aircraft power system (Z14-dual
battery-dual bus) using a "series" of 18Ah 12v RG batteries for each 24v
"battery".
I currently do not own a 24V battery charger.
Since I do not generally plan on re-charging the batteries often, I was
planning on charging them (individually or in parallel) (when necessary)
with a 12 volt charger (which I currently own).
I've also thought of purchasing one of the smaller 24v 1Amp battery tenders
for easy top off and/or 90% charging when time allows.
However, I'd like to have a 24v (28v) power source for bench testing and
hanger testing/training. Assume a required current draw rate of 10-20 Amps
for perhaps several hours at a time. Thus, I'm assuming the 1Amp rate of
the tender will be insufficient/undesirable, even if hooked to the fully
charged batteries, as the batteries could get drawn down pretty low after a
couple hours (and I don't want to abuse my new batteries).
Thus, I am considering getting a 24v (28v) benchtop power supply or (full
size) 24v battery charger.
Ideally, I'd like to use the power supply (or charger) with the plane (in
the hanger with elec equipment installed) and at home for bench testing.
I (ignorantly) envision two alternatives:
1] Get a 24v battery charger and also use it as a bench testing power
supply. (or...)
2] Get a 24v (or 27v) power supply for bench testing and also connect it to
the plane's ground power jack for in-plane electronics testing/training.
What are the ramifications of using a 24v battery charger as a 24v power
supply for bench testing aircraft avionics (@ home without a battery)? I
realize the output will be more like 28v - but I'm assuming the avionics
will be happy with that. Will it even work? What if I used a couple of old
auto batteries at home to "quiet/buffer" the charger?
Or alternatively, if I get a benchtop power supply (10-20 amps'ish), should
I get a 24v model or 27v model? Seems the 24v model might still
abuse/exercise the airplane batteries a bit since the actual resting battery
voltage might be slightly above 24v until they are drawn down some. Seems
however that the 27v model might get a bit overloaded if the batteries
aren't fully charged when the power supply is attached as it will try and
lift (charge) the batteries to 27v (ASAP-unregulated).
Other advantages/disadvantages and considerations? Or, perhaps these are a
couple of naive thoughts (i.e. a "little" knowledge can be dangerous).
p.s. The thought crossed my mind the in lieu of a build-log I'd just submit
a sequential list of all my naive questions to this (very helpful) forum
(lol) - i.e. the FAA 51% education and recreation mandate. Seems there's no
end to the learning opportunities here, thanks all in advance.
Rick
Message 5
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Subject: | Re: 24v vs 27 volt power supplies |
At 10:04 AM 2/16/2007 -0500, you wrote:
><rtitsworth@mindspring.com>
>
>Bob, etal,
>
>I'm building a 24v (28v) experimental aircraft power system (Z14-dual
>battery-dual bus) using a "series" of 18Ah 12v RG batteries for each 24v
>"battery".
>I currently do not own a 24V battery charger.
>Since I do not generally plan on re-charging the batteries often, I was
>planning on charging them (individually or in parallel) (when necessary)
>with a 12 volt charger (which I currently own).
You can do this. Batteries charge based on impressed terminal
voltage. In days of old, service stations and auto-parts stores
had many batteries sharing a single power supply for maintaining
many batteries in a ready to sell state. Similarly, a battery
charger of any size has no way of knowing how many batteries
are connected . . . the act of adding more individual batteries
appears no differently to the charger than if you'd simply connected
a single, larger battery.
>I've also thought of purchasing one of the smaller 24v 1Amp battery tenders
>for easy top off and/or 90% charging when time allows.
Early results of experiments we're conducting right now suggest
that the line of Lilliputian chargers known as Battery Tenders,
Battery Minders, et. als. ARE capable of fully charging a battery
of any practical size . . . if you have the patience. I'll have
a better definition of this assertion in a few days.
>However, I'd like to have a 24v (28v) power source for bench testing and
>hanger testing/training. Assume a required current draw rate of 10-20 Amps
>for perhaps several hours at a time. Thus, I'm assuming the 1Amp rate of
>the tender will be insufficient/undesirable, even if hooked to the fully
>charged batteries, as the batteries could get drawn down pretty low after a
>couple hours (and I don't want to abuse my new batteries).
Yeah . . . I wish you hadn't bought new batteries for your
shop work . . . It was hard to stand in the booth at OSH
and watch folks walk away with brand new batteries after
having revealed that they were a year or more away from
flying. Nonetheless, it's quite possible to keep these
critters reasonably 'fresh' in anticipation of first
flight.
Your 20A requirement is pretty severe. What kind of
electrowhizzy takes that much snort? If this is a real
requirement, the options get expensive.
You might be able to find some surplus power supplies.
24v are common in outputs of up to 10A. Here's a 28V
power supply:
http://mpja.com/productview.asp?product=16033+PS
These can be paralleled so if you can find some
really cheap ones as industrial surplus, you can
parallel for more snort. This on is unusual in that
it's rated at 28V output . . . 24 is more common
but those will run your goodies just fine. Keep in
mind that your 24 v battery starts out at 25 volts
and goes down from there. 22v is 95% used up. So
your electrowhizzies should run just fine from a
24.0 volt supply.
<snip>
>Or alternatively, if I get a benchtop power supply (10-20 amps'ish), should
>I get a 24v model or 27v model? Seems the 24v model might still
>abuse/exercise the airplane batteries a bit since the actual resting battery
>voltage might be slightly above 24v until they are drawn down some. Seems
>however that the 27v model might get a bit overloaded if the batteries
>aren't fully charged when the power supply is attached as it will try and
>lift (charge) the batteries to 27v (ASAP-unregulated).
If you get a real technician's power supply, it
will be adjustable voltage and current limit and
very quiet for use as a stand along supply.
HOWEVER . . . take care in using bench supplies
to charge batteries. For example, when deprived of
AC input power (switch turned off or power fails)
some supplies will go into ov trip (crowbar) and
put a dead short across the battery. Very smelly
smoke. Consider a surplus supply like this:
http://tinyurl.com/2lrw8e
I have several critters like this around the shop
and they're quite useful for doing ANY task. The really
neat feature is adjustable current limiting. You
can set the supply's output so that should the
unfortunate fault occur, energy delivered into
the system is not capable burning things.
>p.s. The thought crossed my mind the in lieu of a build-log I'd just submit
>a sequential list of all my naive questions to this (very helpful) forum
>(lol) - i.e. the FAA 51% education and recreation mandate. Seems there's no
>end to the learning opportunities here, thanks all in advance.
You got that right. KNOWLEDGE is essentially free,
EDUCATION is always expensive.
Bob . . .
Message 6
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Subject: | FW: voltmeter switch |
_____
From: kesleyelectric [mailto:kesleyelectric@chooseblue.coop]
Sent: Wednesday, February 14, 2007 11:14 AM
Subject: voltmeter switch
Bob and list,
In a reply a few days ago, it was suggested that a voltmeter on the
endurance bus would be a good idea to monitor the health of the battery and
the SD8 during alternator out operation. Rather than installing a second
voltmeter, I am considering using a 2-3 switch for the e-bus alternate feed
and wiring it as shown on the attached diagram. The voltmeter is a UMA
"steam gauge". The voltmeter would read the voltage on the appropriate bus,
according to the position of the switch.
Feedback welcome.
Regards,
Tom Barter
Avid Magnum
Message 7
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Subject: | Re: FW: voltmeter switch |
>
>Bob and list,
>In a reply a few days ago, it was suggested that a voltmeter on the
>endurance bus would be a good idea to monitor the health of the battery
>and the SD8 during alternator out operation. Rather than installing a
>second voltmeter, I am considering using a 2-3 switch for the e-bus
>alternate feed and wiring it as shown on the attached diagram. The
>voltmeter is a UMA "steam gauge". The voltmeter would read the voltage on
>the appropriate bus, according to the position of the switch.
>
>Feedback welcome.
>
>Regards,
That's how I would do it.
Bob . . .
----------------------------------------
( IF one aspires to be "world class", )
( what ever you do must be exercised )
( EVERY day . . . )
( R. L. Nuckolls III )
----------------------------------------
Message 8
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Subject: | Re: 24v vs 27 volt power supplies |
Bob
Thanks, this comprehensive guide to power supplies is very helpful. I run
into relatively high amperage surplus units from time to time but have never
been quite sure of what features to look for.
Walter
On 2/16/07, Robert L. Nuckolls, III <nuckollsr@cox.net> wrote:
>
> nuckollsr@cox.net>
>
> At 10:04 AM 2/16/2007 -0500, you wrote:
>
> ><rtitsworth@mindspring.com>
> >
> >Bob, etal,
> >
> >I'm building a 24v (28v) experimental aircraft power system (Z14-dual
> >battery-dual bus) using a "series" of 18Ah 12v RG batteries for each 24v
> >"battery".
>
> >I currently do not own a 24V battery charger.
>
>
> >Since I do not generally plan on re-charging the batteries often, I was
> >planning on charging them (individually or in parallel) (when necessary)
> >with a 12 volt charger (which I currently own).
>
> You can do this. Batteries charge based on impressed terminal
> voltage. In days of old, service stations and auto-parts stores
> had many batteries sharing a single power supply for maintaining
> many batteries in a ready to sell state. Similarly, a battery
> charger of any size has no way of knowing how many batteries
> are connected . . . the act of adding more individual batteries
> appears no differently to the charger than if you'd simply connected
> a single, larger battery.
>
>
> >I've also thought of purchasing one of the smaller 24v 1Amp battery
> tenders
> >for easy top off and/or 90% charging when time allows.
>
> Early results of experiments we're conducting right now suggest
> that the line of Lilliputian chargers known as Battery Tenders,
> Battery Minders, et. als. ARE capable of fully charging a battery
> of any practical size . . . if you have the patience. I'll have
> a better definition of this assertion in a few days.
>
>
> >However, I'd like to have a 24v (28v) power source for bench testing and
> >hanger testing/training. Assume a required current draw rate of 10-20
> Amps
> >for perhaps several hours at a time. Thus, I'm assuming the 1Amp rate of
> >the tender will be insufficient/undesirable, even if hooked to the fully
> >charged batteries, as the batteries could get drawn down pretty low after
> a
> >couple hours (and I don't want to abuse my new batteries).
>
> Yeah . . . I wish you hadn't bought new batteries for your
> shop work . . . It was hard to stand in the booth at OSH
> and watch folks walk away with brand new batteries after
> having revealed that they were a year or more away from
> flying. Nonetheless, it's quite possible to keep these
> critters reasonably 'fresh' in anticipation of first
> flight.
>
> Your 20A requirement is pretty severe. What kind of
> electrowhizzy takes that much snort? If this is a real
> requirement, the options get expensive.
>
> You might be able to find some surplus power supplies.
> 24v are common in outputs of up to 10A. Here's a 28V
> power supply:
>
> http://mpja.com/productview.asp?product=16033+PS
>
> These can be paralleled so if you can find some
> really cheap ones as industrial surplus, you can
> parallel for more snort. This on is unusual in that
> it's rated at 28V output . . . 24 is more common
> but those will run your goodies just fine. Keep in
> mind that your 24 v battery starts out at 25 volts
> and goes down from there. 22v is 95% used up. So
> your electrowhizzies should run just fine from a
> 24.0 volt supply.
>
> <snip>
>
> >Or alternatively, if I get a benchtop power supply (10-20 amps'ish),
> should
> >I get a 24v model or 27v model? Seems the 24v model might still
> >abuse/exercise the airplane batteries a bit since the actual resting
> battery
> >voltage might be slightly above 24v until they are drawn down
> some. Seems
> >however that the 27v model might get a bit overloaded if the batteries
> >aren't fully charged when the power supply is attached as it will try and
> >lift (charge) the batteries to 27v (ASAP-unregulated).
>
> If you get a real technician's power supply, it
> will be adjustable voltage and current limit and
> very quiet for use as a stand along supply.
>
> HOWEVER . . . take care in using bench supplies
> to charge batteries. For example, when deprived of
> AC input power (switch turned off or power fails)
> some supplies will go into ov trip (crowbar) and
> put a dead short across the battery. Very smelly
> smoke. Consider a surplus supply like this:
>
> http://tinyurl.com/2lrw8e
>
> I have several critters like this around the shop
> and they're quite useful for doing ANY task. The really
> neat feature is adjustable current limiting. You
> can set the supply's output so that should the
> unfortunate fault occur, energy delivered into
> the system is not capable burning things.
>
>
> >p.s. The thought crossed my mind the in lieu of a build-log I'd just
> submit
> >a sequential list of all my naive questions to this (very helpful) forum
> >(lol) - i.e. the FAA 51% education and recreation mandate. Seems there's
> no
> >end to the learning opportunities here, thanks all in advance.
>
>
> You got that right. KNOWLEDGE is essentially free,
> EDUCATION is always expensive.
>
> Bob . . .
>
>
Message 9
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|
Subject: | To SD-8 or NOT to SD-8 . . . that is the question. |
At 11:31 AM 2/16/2007 -0700, you wrote:
>Dear Bob,
>I have been watching at the Aeroelectric Connection every now and then.
>Got a quick few questions for you:
>
>Would a SD-8 Alternator (which I already have!) be enough to supply two
>Odyssey PC-680 batteries in a basic VFR Airplane?
>I plan on having a comm-radio, a transponder, a GPS, one electronic
>ignition, and perhaps a TruTraks ADI/Autopilot. Engine Monitoring is via
>various of Vans engine related gauges.
>
>Oh, and Nav-Lights/Strobes for collision avoidance, but I don't plan to
>fly at nighttime. Any thoughts?
Unless you PLAN to have a vacuum system and the
panel mounted hardware that goes along with it,
then you have a perfectly good, engine driven power
available to do something else.
To my way of thinking, the cost (about $400) and
weight (under 4#) is a fairly low cost investment
to achieve system ENDURANCE that our TC flying
brothers can only salivate over.
Now, if you don't fly at night and given the
weight in lead you're willing to carry, perhaps
the $400/4# investment has little if any promise
of return. That's a call you'll have to make.
With a second alternator, could you consider
dropping to one battery? That 4# more to delete
16# for a net change of 12# in the right direction.
Perhaps the investment is now more attractive.
I'll suggest you get on the AeroElectric List
and discuss this with the folks who are wrestling
with the same questions.
>
>Also, what is the latest edition of your Aeroelectric Book and what is the
>current cost?
It's up to Revision 11. If you have an R10 book
you can update it at no charge with downloadable
docuements at:
http://aeroelectric.com/whatsnew.html
The book can be ordered at:
http://aeroelectric.com/Catalog/AECcatalog.html
Bob . . .
----------------------------------------
( IF one aspires to be "world class", )
( what ever you do must be exercised )
( EVERY day . . . )
( R. L. Nuckolls III )
----------------------------------------
Message 10
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|
Subject: | To SD-8 or NOT to SD-8 . . . that is the question. |
Put it this way,
I have a fuel injected electric wing pumps only, IFR panel with no
vacuum system.
At 2600RPM I can just run the 430, a single fuel pump and all the
instruments and still maintain better than 12V.
The SD-8 is making nearer 12A in my opinion, So yeah in a VFR only
airplane with a mechanical fuel the SD-8 is more than adequate
Frank
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
Robert L. Nuckolls, III
Sent: Friday, February 16, 2007 10:53 AM
Subject: AeroElectric-List: To SD-8 or NOT to SD-8 . . . that is the
question.
--> <nuckollsr@cox.net>
At 11:31 AM 2/16/2007 -0700, you wrote:
>Dear Bob,
>I have been watching at the Aeroelectric Connection every now and then.
>Got a quick few questions for you:
>
>Would a SD-8 Alternator (which I already have!) be enough to supply two
>Odyssey PC-680 batteries in a basic VFR Airplane?
>I plan on having a comm-radio, a transponder, a GPS, one electronic
>ignition, and perhaps a TruTraks ADI/Autopilot. Engine Monitoring is
>via various of Vans engine related gauges.
>
>Oh, and Nav-Lights/Strobes for collision avoidance, but I don't plan to
>fly at nighttime. Any thoughts?
Unless you PLAN to have a vacuum system and the
panel mounted hardware that goes along with it,
then you have a perfectly good, engine driven power
available to do something else.
To my way of thinking, the cost (about $400) and
weight (under 4#) is a fairly low cost investment
to achieve system ENDURANCE that our TC flying
brothers can only salivate over.
Now, if you don't fly at night and given the
weight in lead you're willing to carry, perhaps
the $400/4# investment has little if any promise
of return. That's a call you'll have to make.
With a second alternator, could you consider
dropping to one battery? That 4# more to delete
16# for a net change of 12# in the right direction.
Perhaps the investment is now more attractive.
I'll suggest you get on the AeroElectric List
and discuss this with the folks who are wrestling
with the same questions.
>
>Also, what is the latest edition of your Aeroelectric Book and what is
>the current cost?
It's up to Revision 11. If you have an R10 book
you can update it at no charge with downloadable
docuements at:
http://aeroelectric.com/whatsnew.html
The book can be ordered at:
http://aeroelectric.com/Catalog/AECcatalog.html
Bob . . .
----------------------------------------
( IF one aspires to be "world class", )
( what ever you do must be exercised )
( EVERY day . . . )
( R. L. Nuckolls III )
----------------------------------------
Message 11
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|
Subject: | Re: To SD-8 or NOT to SD-8 . . . that is the question. |
Hi Frank,
Where did you get the # of 12 Amp. for the SD-8 in a Lycoming?
Konrad
----- Original Message -----
From: Hinde, Frank George (Corvallis)
To: aeroelectric-list@matronics.com
Sent: Friday, February 16, 2007 12:14 PM
Subject: RE: AeroElectric-List: To SD-8 or NOT to SD-8 . . . that is
the question.
(Corvallis)" <frank.hinde@hp.com>
Put it this way,
I have a fuel injected electric wing pumps only, IFR panel with no
vacuum system.
At 2600RPM I can just run the 430, a single fuel pump and all the
instruments and still maintain better than 12V.
The SD-8 is making nearer 12A in my opinion, So yeah in a VFR only
airplane with a mechanical fuel the SD-8 is more than adequate
Frank
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
Robert L. Nuckolls, III
Sent: Friday, February 16, 2007 10:53 AM
To: aeroelectric-list@matronics.com
Subject: AeroElectric-List: To SD-8 or NOT to SD-8 . . . that is the
question.
--> <nuckollsr@cox.net>
At 11:31 AM 2/16/2007 -0700, you wrote:
>Dear Bob,
>I have been watching at the Aeroelectric Connection every now and
then.
>Got a quick few questions for you:
>
>Would a SD-8 Alternator (which I already have!) be enough to supply
two
>Odyssey PC-680 batteries in a basic VFR Airplane?
>I plan on having a comm-radio, a transponder, a GPS, one electronic
>ignition, and perhaps a TruTraks ADI/Autopilot. Engine Monitoring is
>via various of Vans engine related gauges.
>
>Oh, and Nav-Lights/Strobes for collision avoidance, but I don't plan
to
>fly at nighttime. Any thoughts?
Unless you PLAN to have a vacuum system and the
panel mounted hardware that goes along with it,
then you have a perfectly good, engine driven power
available to do something else.
To my way of thinking, the cost (about $400) and
weight (under 4#) is a fairly low cost investment
to achieve system ENDURANCE that our TC flying
brothers can only salivate over.
Now, if you don't fly at night and given the
weight in lead you're willing to carry, perhaps
the $400/4# investment has little if any promise
of return. That's a call you'll have to make.
With a second alternator, could you consider
dropping to one battery? That 4# more to delete
16# for a net change of 12# in the right direction.
Perhaps the investment is now more attractive.
I'll suggest you get on the AeroElectric List
and discuss this with the folks who are wrestling
with the same questions.
>
>Also, what is the latest edition of your Aeroelectric Book and what
is
>the current cost?
It's up to Revision 11. If you have an R10 book
you can update it at no charge with downloadable
docuements at:
http://aeroelectric.com/whatsnew.html
The book can be ordered at:
http://aeroelectric.com/Catalog/AECcatalog.html
Bob . . .
----------------------------------------
( IF one aspires to be "world class", )
( what ever you do must be exercised )
( EVERY day . . . )
( R. L. Nuckolls III )
----------------------------------------
Message 12
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|
Subject: | To SD-8 or NOT to SD-8 . . . that is the question. |
>From the known loads of my electrical components, fule pump was measured
at about 4A, GNS 430 at about 3.5 and so on...It maybe that some of the
published amperages of equipment are on the conservative side. So do I
know an SD-8 makes 12A?...No I don't for sure but annecdotally i think
its making quite a bit more than 8A.
Cheers
Frank
________________________________
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
Konrad L. Werner
Sent: Friday, February 16, 2007 11:34 AM
Subject: Re: AeroElectric-List: To SD-8 or NOT to SD-8 . . . that is the
question.
Hi Frank,
Where did you get the # of 12 Amp. for the SD-8 in a Lycoming?
Konrad
----- Original Message -----
From: Hinde, Frank George (Corvallis)
<mailto:frank.hinde@hp.com>
To: aeroelectric-list@matronics.com
Sent: Friday, February 16, 2007 12:14 PM
Subject: RE: AeroElectric-List: To SD-8 or NOT to SD-8 . . .
that is the question.
(Corvallis)" <frank.hinde@hp.com>
Put it this way,
I have a fuel injected electric wing pumps only, IFR panel with
no
vacuum system.
At 2600RPM I can just run the 430, a single fuel pump and all
the
instruments and still maintain better than 12V.
The SD-8 is making nearer 12A in my opinion, So yeah in a VFR
only
airplane with a mechanical fuel the SD-8 is more than adequate
Frank
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf
Of
Robert L. Nuckolls, III
Sent: Friday, February 16, 2007 10:53 AM
To: aeroelectric-list@matronics.com
Subject: AeroElectric-List: To SD-8 or NOT to SD-8 . . . that is
the
question.
III"
--> <nuckollsr@cox.net>
At 11:31 AM 2/16/2007 -0700, you wrote:
>Dear Bob,
>I have been watching at the Aeroelectric Connection every now
and then.
>Got a quick few questions for you:
>
>Would a SD-8 Alternator (which I already have!) be enough to
supply two
>Odyssey PC-680 batteries in a basic VFR Airplane?
>I plan on having a comm-radio, a transponder, a GPS, one
electronic
>ignition, and perhaps a TruTraks ADI/Autopilot. Engine
Monitoring is
>via various of Vans engine related gauges.
>
>Oh, and Nav-Lights/Strobes for collision avoidance, but I don't
plan to
>fly at nighttime. Any thoughts?
Unless you PLAN to have a vacuum system and the
panel mounted hardware that goes along with it,
then you have a perfectly good, engine driven power
available to do something else.
To my way of thinking, the cost (about $400) and
weight (under 4#) is a fairly low cost investment
to achieve system ENDURANCE that our TC flying
brothers can only salivate over.
Now, if you don't fly at night and given the
weight in lead you're willing to carry, perhaps
the $400/4# investment has little if any promise
of return. That's a call you'll have to make.
With a second alternator, could you consider
dropping to one battery? That 4# more to delete
16# for a net change of 12# in the right direction.
Perhaps the investment is now more attractive.
I'll suggest you get on the AeroElectric List
and discuss this with the folks who are wrestling
with the same questions.
>
>Also, what is the latest edition of your Aeroelectric Book and
what is
>the current cost?
It's up to Revision 11. If you have an R10 book
you can update it at no charge with downloadable
docuements at:
http://aeroelectric.com/whatsnew.html
The book can be ordered at:
http://aeroelectric.com/Catalog/AECcatalog.html
Bob . . .
----------------------------------------
( IF one aspires to be "world class", )
( what ever you do must be exercised )
( EVERY day . . . )
( R. L. Nuckolls III )
----------------------------------------
nbsp; Features Subscriptions
href="http://www.matronics.com/Navigator?AeroElectric-List">http://www.
p
; available via
href="http://forums.matronics.com">http://forums.matronics.com
Message 13
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|
Subject: | Re: To SD-8 or NOT to SD-8 . . . that is the question. |
Well, from the B&C website it shows the SD-8 to deliver 8.4Amps at 3500
RPM, which geared by 1.3 at the vacuum pad gives you roughly 2700 Engine
RPM.
Perhaps the loads of your equipment are max. numbers for worst case
scenario? Who knows...
do not archive
----- Original Message -----
From: Hinde, Frank George (Corvallis)
To: aeroelectric-list@matronics.com
Sent: Friday, February 16, 2007 12:51 PM
Subject: RE: AeroElectric-List: To SD-8 or NOT to SD-8 . . . that is
the question.
From the known loads of my electrical components, fule pump was
measured at about 4A, GNS 430 at about 3.5 and so on...It maybe that
some of the published amperages of equipment are on the conservative
side. So do I know an SD-8 makes 12A?...No I don't for sure but
annecdotally i think its making quite a bit more than 8A.
Cheers
Frank
-------------------------------------------------------------------------
-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
Konrad L. Werner
Sent: Friday, February 16, 2007 11:34 AM
To: aeroelectric-list@matronics.com
Subject: Re: AeroElectric-List: To SD-8 or NOT to SD-8 . . . that is
the question.
Hi Frank,
Where did you get the # of 12 Amp. for the SD-8 in a Lycoming?
Konrad
----- Original Message -----
From: Hinde, Frank George (Corvallis)
To: aeroelectric-list@matronics.com
Sent: Friday, February 16, 2007 12:14 PM
Subject: RE: AeroElectric-List: To SD-8 or NOT to SD-8 . . . that is
the question.
(Corvallis)" <frank.hinde@hp.com>
Put it this way,
I have a fuel injected electric wing pumps only, IFR panel with no
vacuum system.
At 2600RPM I can just run the 430, a single fuel pump and all the
instruments and still maintain better than 12V.
The SD-8 is making nearer 12A in my opinion, So yeah in a VFR only
airplane with a mechanical fuel the SD-8 is more than adequate
Frank
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
Robert L. Nuckolls, III
Sent: Friday, February 16, 2007 10:53 AM
To: aeroelectric-list@matronics.com
Subject: AeroElectric-List: To SD-8 or NOT to SD-8 . . . that is the
question.
--> <nuckollsr@cox.net>
At 11:31 AM 2/16/2007 -0700, you wrote:
>Dear Bob,
>I have been watching at the Aeroelectric Connection every now and
then.
>Got a quick few questions for you:
>
>Would a SD-8 Alternator (which I already have!) be enough to supply
two
>Odyssey PC-680 batteries in a basic VFR Airplane?
>I plan on having a comm-radio, a transponder, a GPS, one electronic
>ignition, and perhaps a TruTraks ADI/Autopilot. Engine Monitoring
is
>via various of Vans engine related gauges.
>
>Oh, and Nav-Lights/Strobes for collision avoidance, but I don't
plan to
>fly at nighttime. Any thoughts?
Unless you PLAN to have a vacuum system and the
panel mounted hardware that goes along with it,
then you have a perfectly good, engine driven power
available to do something else.
To my way of thinking, the cost (about $400) and
weight (under 4#) is a fairly low cost investment
to achieve system ENDURANCE that our TC flying
brothers can only salivate over.
Now, if you don't fly at night and given the
weight in lead you're willing to carry, perhaps
the $400/4# investment has little if any promise
of return. That's a call you'll have to make.
With a second alternator, could you consider
dropping to one battery? That 4# more to delete
16# for a net change of 12# in the right direction.
Perhaps the investment is now more attractive.
I'll suggest you get on the AeroElectric List
and discuss this with the folks who are wrestling
with the same questions.
>
>Also, what is the latest edition of your Aeroelectric Book and what
is
>the current cost?
It's up to Revision 11. If you have an R10 book
you can update it at no charge with downloadable
docuements at:
http://aeroelectric.com/whatsnew.html
The book can be ordered at:
http://aeroelectric.com/Catalog/AECcatalog.html
Bob . . .
----------------------------------------
( IF one aspires to be "world class", )
( what ever you do must be exercised )
( EVERY day . . . )
( R. L. Nuckolls III )
----------------------------------------
nbsp; Features Subscriptions
href="http://www.matronics.com/Navigator?AeroElectric-List">http://www.
p; available via
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/Navigator?AeroElectric-List">http://www.
matronics.com/Navigator?AeroElectric-List
href="http://forums.matronics.com">http://forums.matronics.com
Message 14
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|
Subject: | Re: Speaker termination |
You can safely leave the dummy load resistor out.
Bill
----- Original Message -----
From: "Robert L. Nuckolls, III" <nuckollsr@cox.net>
Sent: Friday, February 16, 2007 11:09 AM
Subject: AeroElectric-List: Re: Speaker termination
> <nuckollsr@cox.net>
>
> At 09:07 AM 2/15/2007 -0500, you wrote:
>
>>Hi Bob,
>> I'm about to close up the front of my "9" and there is a pair of
>>wires coming from the Icom A200 for an external speaker. Should I
>>terminate them with a resistor or just leave them open. I do not intend
>>to utilize a speaker in the cockpit.
>
> Good for you. Refer to the instruction manual. If they
> don't call out a dummy load, you can just leave it open.
> Actually, the few radios I've see that called for a dummy
> load on unused outputs would probably have been quit
> stable without it.
>
> The only think I can think of that would prompt a designer
> to require loading an unused input is to accommodate
> an output stage instability under light loads. Modern
> audio amplifier ships don't have this problem.
>
> Bob . . .
>
>
>
Message 15
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|
Subject: | Will SVLA charge on a sustaining voltage? |
After a 3.0A discharge to 11.0 volts where the battery
delivered at total of 11.2 ah of capacity, I connected
the battery to a 13.0 volt power supply and waited 18+
hours until the 're-charge' current was down to under
30 milliampers.
A subsequent 3.0A discharge produced only 8.8 AH of
useful output. The same battery is back on a Battery
Tender Jr for another charge/discharge cycle.
This experiment suggests that there's something to
the notion of carrying the battery's recharge profile
up to the point where rate-of-change for voltage takes
the upward inflection which is the battery's way of
letting the outside world know that it's getting pretty
close to full.
Bob . . .
----------------------------------------
( IF one aspires to be "world class", )
( what ever you do must be exercised )
( EVERY day . . . )
( R. L. Nuckolls III )
----------------------------------------
Message 16
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|
Subject: | Com issues - resolved |
Well gang...it's fixed.
I added 150ohm resistors to all input audio leads into the panel.
Everything is living together quite nicely now. I guess something in the
combination was not playing well with the new radio.
However, there was one wild card that might also have something to do with
it. While I was removing, moving, installing, and re-installing the pins in
the 134's connector, one of the ground leads (mic I think) broke off a pin.
I was forced to strip and crimp a new molex pin on there and re-secure.
This was done in the same operation as the resistors. After all that, the
audio was loud and clear with all radios mixed in, regardless of the
combination. I'm not convinced this was the issue, since the radio did work
correctly by itself.
So...was it the resistors?...was it a bad ground?...was it a gremlin?
Personally, I don't care anymore...it's fixed!
Thanks for all the help, everyone. Nothing like beating your head against
the wall in a cold hangar.
James Redmon
Berkut #013 N97TX
http://www.berkut13.com
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