Today's Message Index:
----------------------
1. 02:59 AM - Re: Re: Converting Old Cat Whisker Antenna To VOR/LOC/GS (Carlos Trigo)
2. 05:05 AM - Re: Re: Converting Old Cat Whisker Antenna To VOR/LOC/GS (Neal George)
3. 05:44 AM - Re: Magneto failure in general, Was: P Mags (David Abrahamson)
4. 06:36 AM - Engine monitoring, was Magneto failure in general, Was: P Mags (Ken)
5. 07:12 AM - Re: Re: Converting Old Cat Whisker Antenna To VOR/LOC/GS (Robert L. Nuckolls, III)
6. 07:21 AM - Re: Re: Shielded wires with modern ignition systems . . . (Robert L. Nuckolls, III)
7. 11:24 AM - Z-25 capacitor failure (Bill Boyd)
8. 11:34 AM - Re: Z-25 capacitor failure (Gilles Thesee)
9. 02:06 PM - Re: Z-25 capacitor failure (Bill Boyd)
10. 05:17 PM - Re: Z-25 capacitor failure (Ken)
11. 05:47 PM - Re: Z-25 capacitor failure (Charlie England)
12. 07:09 PM - Mono gear collapse (Fergus Kyle)
13. 08:33 PM - LED Landing Lights again... (Greg Campbell)
Message 1
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| Subject: | Re: Converting Old Cat Whisker Antenna To VOR/LOC/GS |
I always like to learn something each day, but this time I'm missing this
one.
I could not find the word BALUN in my English-Portuguese dictionary.
Can anyone please explain its meaning.
Thanks
Carlos
> <nuckollsr@cox.net>
>
> Decided that the posting and supplementary drawing was
> lacking for clarity. I've crafted a comic book on
> 1:1 BALUN fabrication for VOR/LOC/GS antennas at . . .
>
> http://aeroelectric.com/articles/BALUN/Balun_Fabrication.html
>
> Bob . . .
>
Message 2
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| Subject: | Re: Converting Old Cat Whisker Antenna To VOR/LOC/GS |
Carlos -
BALUN is a combination of two words - balanced and unbalanced.
Here's a little primer on the subject...
http://www.arrl.org/tis/info/pdf/8004019.pdf
Neal
RV-7 N8ZG
wiring
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Carlos
Trigo
Sent: Sunday, February 25, 2007 4:54 AM
Subject: Re: AeroElectric-List: Re: Converting Old Cat Whisker Antenna To
VOR/LOC/GS
--> <trigo@mail.telepac.pt>
I always like to learn something each day, but this time I'm missing this
one.
I could not find the word BALUN in my English-Portuguese dictionary.
Can anyone please explain its meaning.
Thanks
Carlos
> <nuckollsr@cox.net>
>
> Decided that the posting and supplementary drawing was lacking for
> clarity. I've crafted a comic book on
> 1:1 BALUN fabrication for VOR/LOC/GS antennas at . . .
>
> http://aeroelectric.com/articles/BALUN/Balun_Fabrication.html
>
> Bob . . .
>
Message 3
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| Subject: | Re: Magneto failure in general, Was: P Mags |
You're right, I'm sure. The last airplane I owned was an Archer III
in which I had an Insight GEM installed. My RV7 has a GRT dual efis
with EIS and I have not had a chance to devote time to learning about
all the information I will be presented with, or how I am going to
interpret all that data. There is much to learn, but I figure that I
need to develop emergency procedures based on my current experience
set (feel, sound, EGT, CHT), knowing that I will/will need to refine
these procedures as I learn to best interpret a full screen of
graphical engine information.
David
Message 4
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| Subject: | Engine monitoring, was Magneto failure in general, |
Was: P Mags
It is indeed valuable to get immediate notification of a parameter that
is out of limits. However those limits have to be broad enough to avoid
nuisance warnings. One improvement is that I can program my EIS with a
minimum in flight oil pressure separately from minimum on the ground or
at idle. However I have traded away the ability to visualize a normal
range (or mark what is normal in cruise) on an analog gauge which I find
easier than trying to remember a digital number. I consider that a good
trade but for me there is some value in both digital and analog indications.
It seems to me that the next step is software that builds a record of
normal parameters and then compares the present readings to the long
term norms so that it can automatically flag a subtle trend that may
indicate future problems. An example might be comparing present oil
pressure to a table or graph of what it has been at that rpm and
temperature for the last 50 hours and also to the manufacturers absolute
limit. A slight falling trend might indicate oil contamination, plugged
filter, degrading sensor, or something more serious that I would not
notice without automatic recording and automatic comparisons by the
software. A few guys do something similar by downloading info
continuously to a laptop and checking it after the flight.
.
There is a huge danger of getting your eyes and mind entrapped inside
the cockpit by glass displays. Superior engine monitoring is something
that a computer should be able to do for us with minimal human
assistance or training.
Ken
David Abrahamson wrote:
> <dave@abrahamson.net>
>
> You're right, I'm sure. The last airplane I owned was an Archer III
> in which I had an Insight GEM installed. My RV7 has a GRT dual efis
> with EIS and I have not had a chance to devote time to learning about
> all the information I will be presented with, or how I am going to
> interpret all that data. There is much to learn, but I figure that I
> need to develop emergency procedures based on my current experience
> set (feel, sound, EGT, CHT), knowing that I will/will need to refine
> these procedures as I learn to best interpret a full screen of
> graphical engine information.
> David
>
>
Message 5
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| Subject: | Re: Converting Old Cat Whisker Antenna To VOR/LOC/GS |
At 10:54 AM 2/25/2007 +0000, you wrote:
><trigo@mail.telepac.pt>
>
>I always like to learn something each day, but this time I'm missing this one.
>
>I could not find the word BALUN in my English-Portuguese dictionary.
>Can anyone please explain its meaning.
>
>Thanks
>Carlos
Excellent point sir. I've added some data to the front
of the article to address your question and to expand on
the usefulness of adding a BALUN to the antenna system.
See latest revision at:
http://aeroelectric.com/articles/BALUN/Balun_Fabrication.html
Bob . . .
Message 6
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| Subject: | Re: Shielded wires with modern ignition systems |
. . .
At 10:52 PM 2/24/2007 -0800, you wrote:
>
>The Jabiru mags are not "electronic ignition" as commonly classified. they
>do have a transistor switch inside.
>
>Although shielding the P lead is not necessary, best practice is to run in
>shielded lead, ground the shield at mag end to a spare thread hole (on the
>alternator statorplate will do). At the mag switch end, the shield is
>connected to the gnd terminal of the switch, but not connected to the
>airframe here.
>
>during running, there are over 200v of spikes on these lines. Refer to the
>files section on Yahoo Jabiru/engines group, "radio noise" , look for
>jab.coil primary - a photo of the trace on the P lead.
>
>http://groups.yahoo.com/group/jabiruengines/files/Radio%20noise/
Excellent data sir! Thank you. I'm disappointed to hear about
it though . . . you would think that a company so obviously
dedicated to the use of modern machining and manufacturing
techniques would go a step further with their ignition system.
Having said that, I'll have to acknowledge that their decisions
may well have been based on a considered trade off between
cost and performance . . . and using shielded ignition control
leads has been a standard practice in aviation since the first
radio went into an airplane perhaps 95 years ago!
Okay, based on expanded knowledge offered by our brother Ralph,
we know that optimal wiring for the engine is POORLY explained on
page 10 of the Jabiru 3300 installation manual. Ralph
correctly cites the need for shielded wire and I concur
with the techniques he suggested above.
Bob . . .
----------------------------------------
( IF one aspires to be "world class", )
( what ever you do must be exercised )
( EVERY day . . . )
( R. L. Nuckolls III )
----------------------------------------
Message 7
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| Subject: | Z-25 capacitor failure |
I have incorporated Z-25 into my installation, and pursuant to B&C's
instructions, have located the filter cap inside the cockpit, along
with the regulator. Just staring at the diagram and the installation,
I realize that the cap is still connected to the regulator output even
if the crowbar trips and the relay opens. So, what's the failure mode
of a computer grade cap hard-wired to a runaway dynamo alternator?
Smoke leakage? Loud bang? Shrapnel and chemical burns?
Maybe the SD-8 is magnetically incapable of exceeding the 50v rating
of the cap even if the regulator goes T/U? Should the cap go on the
battery-side of the OV control relay instead of the SD-8 side?
-Bill B
Message 8
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| Subject: | Re: Z-25 capacitor failure |
Bill Boyd a crit :
>
> I realize that the cap is still connected to the regulator output even
> if the crowbar trips and the relay opens. So, what's the failure mode
> of a computer grade cap hard-wired to a runaway dynamo alternator?
> Smoke leakage? Loud bang? Shrapnel and chemical burns?
>
> Maybe the SD-8 is magnetically incapable of exceeding the 50v rating
> of the cap even if the regulator goes T/U? Should the cap go on the
> battery-side of the OV control relay instead of the SD-8 side?
Bill,
Have a look at the last version of figure Z16.
We raised the capacitor issue 2 or 3 years ago, and Bob made the
appropriate changes to the Rotax figure. The Rotax alternator is capable
of nearly 100V peak to peak.
I still have to change the ship's circuit in accordance, to avoid what I
believe might be a loud bang behind the panel in the event of a
regulator runaway.
Regards,
Gilles Thesee
http://contrails.free.fr
Message 9
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| Subject: | Re: Z-25 capacitor failure |
Okay, Gilles, I see what was done in figure Z-16, moving the relay
connections to break the raw AC line out of the SD-8. If I insert the
relay there, I lose the ability to power my alternator warning LED
from the normally-closed pole of the relay. I wonder if it might be
easier to reconnect the capacitor downstream of the relay.
Come to think of it, my system is configured to have at all times at
least one if not two batteries across the SD-8 regulated output, so I
think maybe tossing out the capacitor altogether would make the most
sense, from a safety and weight/complexity standpoint. Too bad I've
already gone to the trouble of installing it. <g>
-Bill
On 2/25/07, Gilles Thesee <Gilles.Thesee@ac-grenoble.fr> wrote:
>
> Bill Boyd a crit :
> >
> > I realize that the cap is still connected to the regulator output even
> > if the crowbar trips and the relay opens. So, what's the failure mode
> > of a computer grade cap hard-wired to a runaway dynamo alternator?
> > Smoke leakage? Loud bang? Shrapnel and chemical burns?
> >
> > Maybe the SD-8 is magnetically incapable of exceeding the 50v rating
> > of the cap even if the regulator goes T/U? Should the cap go on the
> > battery-side of the OV control relay instead of the SD-8 side?
>
> Bill,
>
> Have a look at the last version of figure Z16.
> We raised the capacitor issue 2 or 3 years ago, and Bob made the
> appropriate changes to the Rotax figure. The Rotax alternator is capable
> of nearly 100V peak to peak.
> I still have to change the ship's circuit in accordance, to avoid what I
> believe might be a loud bang behind the panel in the event of a
> regulator runaway.
>
>
> Regards,
> Gilles Thesee
> http://contrails.free.fr
>
>
Message 10
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| Subject: | Re: Z-25 capacitor failure |
Bill
FWIW I run a small ov relay on the AC side on my 20 amp J.Deere PM
setup. It also has a dedicated battery. Adding the capacitor made no
difference that I could detect as far as noise from the strobes or
anything else so I did not install a capacitor.
The only issue I've had was when I tried to charge a completely dead
battery. The dead battery would not accept any significant current at
first. I surmise that the regulator could not arrest the rapidly rising
voltage fast enough and the OV relay quite rightly tripped as the
voltage rose. Unfortunately the regulator was damaged. Subsequently I
added transorb protection to hopefully hold the voltage down until the
ovp reacts if I'm ever foolish enough to do that again. Alternatively a
large capacitor might also have saved the $100. regulator so I'd
probably leave it in if I had one already installed.
Depending on rpm, this alternator will output well above 100 VAC if it
is not loaded.
Ken
Bill Boyd wrote:
> <sportav8r@gmail.com>
>
> Okay, Gilles, I see what was done in figure Z-16, moving the relay
> connections to break the raw AC line out of the SD-8. If I insert the
> relay there, I lose the ability to power my alternator warning LED
> from the normally-closed pole of the relay. I wonder if it might be
> easier to reconnect the capacitor downstream of the relay.
>
> Come to think of it, my system is configured to have at all times at
> least one if not two batteries across the SD-8 regulated output, so I
> think maybe tossing out the capacitor altogether would make the most
> sense, from a safety and weight/complexity standpoint. Too bad I've
> already gone to the trouble of installing it. <g>
>
> -Bill
>
> On 2/25/07, Gilles Thesee <Gilles.Thesee@ac-grenoble.fr> wrote:
>
>> <Gilles.Thesee@ac-grenoble.fr>
>>
>> Bill Boyd a crit :
>> >
>> > I realize that the cap is still connected to the regulator output even
>> > if the crowbar trips and the relay opens. So, what's the failure mode
>> > of a computer grade cap hard-wired to a runaway dynamo alternator?
>> > Smoke leakage? Loud bang? Shrapnel and chemical burns?
>> >
>> > Maybe the SD-8 is magnetically incapable of exceeding the 50v rating
>> > of the cap even if the regulator goes T/U? Should the cap go on the
>> > battery-side of the OV control relay instead of the SD-8 side?
>>
>> Bill,
>>
>> Have a look at the last version of figure Z16.
>> We raised the capacitor issue 2 or 3 years ago, and Bob made the
>> appropriate changes to the Rotax figure. The Rotax alternator is capable
>> of nearly 100V peak to peak.
>> I still have to change the ship's circuit in accordance, to avoid what I
>> believe might be a loud bang behind the panel in the event of a
>> regulator runaway.
>>
>>
>> Regards,
>> Gilles Thesee
>> http://contrails.free.fr
>
Message 11
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| Subject: | Re: Z-25 capacitor failure |
It's a shame you've already installed it; there would probably be very
little weight or size penalty if you had used a cap with a higher
voltage rating.
Charlie
Bill Boyd wrote:
>
> Okay, Gilles, I see what was done in figure Z-16, moving the relay
> connections to break the raw AC line out of the SD-8. If I insert the
> relay there, I lose the ability to power my alternator warning LED
> from the normally-closed pole of the relay. I wonder if it might be
> easier to reconnect the capacitor downstream of the relay.
>
> Come to think of it, my system is configured to have at all times at
> least one if not two batteries across the SD-8 regulated output, so I
> think maybe tossing out the capacitor altogether would make the most
> sense, from a safety and weight/complexity standpoint. Too bad I've
> already gone to the trouble of installing it. <g>
>
> -Bill
>
> On 2/25/07, Gilles Thesee <Gilles.Thesee@ac-grenoble.fr> wrote:
>> <Gilles.Thesee@ac-grenoble.fr>
>>
>> Bill Boyd a crit :
>> >
>> > I realize that the cap is still connected to the regulator output even
>> > if the crowbar trips and the relay opens. So, what's the failure mode
>> > of a computer grade cap hard-wired to a runaway dynamo alternator?
>> > Smoke leakage? Loud bang? Shrapnel and chemical burns?
>> >
>> > Maybe the SD-8 is magnetically incapable of exceeding the 50v rating
>> > of the cap even if the regulator goes T/U? Should the cap go on the
>> > battery-side of the OV control relay instead of the SD-8 side?
>>
>> Bill,
>>
>> Have a look at the last version of figure Z16.
>> We raised the capacitor issue 2 or 3 years ago, and Bob made the
>> appropriate changes to the Rotax figure. The Rotax alternator is capable
>> of nearly 100V peak to peak.
>> I still have to change the ship's circuit in accordance, to avoid what I
>> believe might be a loud bang behind the panel in the event of a
>> regulator runaway.
>>
>>
>> Regards,
>> Gilles Thesee
>> http://contrails.free.fr
Message 12
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| Subject: | Mono gear collapse |
Graeme,
Thanks for the clarifications - much as I surmised - the lowering
mechanism won't stop an overcentre interruption, or a collapse.
This brings me back to my original question: That there may be a
structural intervention which IS strong enough to inhibit collapse. Of
course this means a second (or more) action to prepare for landing but I
don't mind the extra work! The distance-twixt-rubber-bumper-ends is
intriguing..............
Ferg Kyle
Europa A064 914 Classic
Message 13
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| Subject: | LED Landing Lights again... |
I recall seeing a teardrop shaped LED taxi light combined with a strobe
head.
Has anybody seen any progress on LED headlights that would be suitable
for use as landing lights? I'm getting ready to work on my cowl and was
hoping there might be something out there by now.
Eric - you always seem to know what's coming coming up in the LED market.
Any ideas?
Thanks!
Greg
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