Today's Message Index:
----------------------
1. 12:10 AM - Re: Blank Message? (Gilles Thesee)
2. 03:36 AM - Re: Magnetometer Location in RV-7 (David Abrahamson)
3. 05:36 AM - Re: Re: HID lights (Steve Thomas)
4. 06:05 AM - Dual power source (Sam Marlow)
5. 06:36 AM - Re: SELF EXCITING DUAL POWER SUPPLY WITH OCM (Ken)
6. 06:39 AM - Re: Dual power source (Robert L. Nuckolls, III)
7. 06:48 AM - Re: Magnetometer Location in RV-7 (Robert L. Nuckolls, III)
8. 07:10 AM - Re: BASIC DUAL POWER SUPPLY (Robert L. Nuckolls, III)
9. 08:18 AM - Re: Magnetometer Location in RV-7 (Carlos Trigo)
10. 08:47 AM - Re: X1010 beam pattern and weights (Dr. Andrew Elliott)
11. 09:33 AM - Re: 12v supply to stabilize avionics (Jerry2DT@aol.com)
12. 09:40 AM - Re: Re: 12v supply to stabilize avionics (BobsV35B@aol.com)
13. 11:09 AM - "stuck" starter (Fergus Kyle)
14. 02:53 PM - Re: SELF EXCITING DUAL POWER SUPPLY WITH OCM (Peter Harris)
15. 03:33 PM - Re: BASIC DUAL POWER SUPPLY (Peter Harris)
16. 04:09 PM - Re: Magnetometer Location in RV-7 (Robert L. Nuckolls, III)
17. 04:41 PM - Re: Re: 12v supply to stabilize avionics (Kevin Horton)
18. 05:08 PM - Re: Re: 12v supply to stabilize avionics (Robert L. Nuckolls, III)
19. 05:45 PM - Re: Re: 12v supply to stabilize avionics (BobsV35B@aol.com)
20. 06:08 PM - Fuselink for battery master/ alt field (William Crook)
21. 11:31 PM - Official AeroElectric-List FAQ (Frequently Asked Questions) (Matt Dralle)
22. 11:39 PM - Official AeroElectric-List Usage Guidelines (Matt Dralle)
Message 1
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Subject: | Re: Blank Message? |
Steve Thomas a crit :
>
> Did my last two messages come through blank?
>
Yes, but looking at the source code I was able to read the content.
It seems your mail client is Apple Mail, so maybe it has something to do
with your settings ?
Regards,
Gilles
http://contrails.free.fr
Message 2
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Subject: | Re: Magnetometer Location in RV-7 |
Larry,
From your description, it seems to me you can keep the magnetometer
(GRT) and its wiring away from the strobe wiring -- all the way to
behind the panel if you choose to. If you'd like to email me
off-line (dave@abrahamson.net), I can send you pictures of where I
mounted the magnetometer and describe to you how I routed my
wires. I can suggest to you a routing of your wires if you determine
that the strobe power wires and magnetometer bundle must be kept
apart from beginning to end.
David, N98DA, RV-7, flying.
Message 3
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Rob,
How effective is the light output? Did you focus them independently
for Landing & taxi?
Best Regards,
Steve Thomas
SteveT.Net
805-569-0336
____________________________________________________________________
On Apr 30, 2007, at 10:37 AM, Rob Turk wrote:
> Please note that there's two different Micro-DE versions. One is
> just an ordinary lamp, the other is Xenon. We have integrated the
> Xenon-DE in our Rans S6S cowl. Pictures available as soon as the
> paintjob is ready. I can tell you that the light is just as white
> as any other Xenon car headlight.
>
<pre><b><font size=2 color="#000000" face="courier new,courier">
</b></font></pre></body></html>
Message 4
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Subject: | Dual power source |
How do I connect a dual power source to my standby horizon, it's a TT
brand. I'm wanting to use a second battery if possible.
Thanks,
Sam Marlow
RV10 Wiring
Message 5
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Subject: | Re: SELF EXCITING DUAL POWER SUPPLY WITH OCM |
Peter
Yes we like to use diodes or something to recycle the inductive energy
when things like contactor coils are de-energised. However for practical
purposes, spikes or "transients" capable of doing damage don't really
exist in our systems.
An OVM tripping event is not instantaneous. If the overvoltage lasts
long enough to trip the OVM, then it is about long enough to fry most
devices (such as transorbs) designed to limit/absorb excess
voltage/energy. Further, if the overvoltage is that long, it is most
certainly coming from an out of control alternator and you want that
disconnected before it can damage other electronics such as your EFI.
Yes the OVM can limit the voltage for the few tens of milliseconds that
it will take for the relay to open.
For a more direct answer to your question:
A 20 amp PM alternator won't put out much more than 20 amps under any
circumstances but little solid state protective devices can only absorb
that kind of power for a few millecseconds, thus the need to disconnect.
I have never had a false OVM trip with either of my OVM's that are of
the current design. I have had real trips when my PM regulator failed.
Nothing else was damaged. If it trips you can always turn it back on and
watch it trip again if the voltage still rises too high.
You definately want notification of low voltage to warn you of a trip or
alternator failure. My Grand Rapids EIS with the Big Red flashing Light
is effective for that.
Ken
PS-Being on a dial up connection, I have not looked at your diagrams.
Peter Harris wrote:
>
>I have just realized that the alternator disconnect relay in Z25 is wired to
>trip by the OVM and isolate the alternator if there is a spike but I am
>thinking that I would not want to disconnect for the sake of a transient
>which could be taken by the OVM safely to earth .
>But does the OVM have sufficient current capacity to carry for a failed
>regulator? Can we assume that the PM alternator will be saturated at about
>20A ?
>( I will run out of questions soon I promise)
>Peter
>
>
>
Message 6
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Subject: | Re: Dual power source |
At 09:03 AM 5/1/2007 -0400, you wrote:
>How do I connect a dual power source to my standby horizon, it's a TT
>brand. I'm wanting to use a second battery if possible.
>Thanks,
>Sam Marlow
>RV10 Wiring
What architecture are you using for your electrical system?
Bob . . .
Message 7
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Subject: | Re: Magnetometer Location in RV-7 |
At 06:34 AM 5/1/2007 -0400, you wrote:
><dave@abrahamson.net>
>
>Larry,
> From your description, it seems to me you can keep the magnetometer (GRT)
> and its wiring away from the strobe wiring -- all the way to behind the
> panel if you choose to. If you'd like to email me off-line
> (dave@abrahamson.net), I can send you pictures of where I mounted the
> magnetometer and describe to you how I routed my wires. I can suggest to
> you a routing of your wires if you determine that the strobe power wires
> and magnetometer bundle must be kept apart from beginning to end.
>David, N98DA, RV-7, flying.
There is no good reason in physics for keeping magnetometer
and strobe wiring separate if the magnetometer is wired with
multiple wires twisted together (and probably under a shield
to boot). This what one does to make said wired impervious to
local magnetic effects. If the strobe POWER wire passes within
2 feet of the magnetometer itself, then consider taking strobe
power and ground past the magnetometer as a twisted pair.
DO-160 has a protocol for investigating and quantifying
magnetic effects . . . we look at these issues all the time.
Wire bundles installed with any understanding and foresight
at all are never a problem. Black boxes themselves are almost
never a problem.
It's easy to test. When everything is all installed, position
your aircraft on 8 headings at 45 degree intervals around the
compass and turn suspect antagonists on and off while observing
displayed heading. Anything under 2 degrees of shift is generally
considered acceptable and it's very seldom that we see ANY observable
shifts.
If we tried to pay homage to every ol' mechanic's tale about
the need for separation of wire bundles for any reason, we'd
never be able to build an airplane with electro-whizzies in it.
Wire bundles have to go where there is room and systems that
use wires in those bundles are expected to be designed with
and installed with common sense about magnetically coupled
noises.
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: BASIC DUAL POWER SUPPLY |
At 09:49 AM 5/1/2007 +1000, you wrote:
>Hi Gilles,
>
>Thanks for the insight on the use of a supplementary battery . Is your
>alternate battery in the charging loop or switched to charge? Can you
>explain circuit details how you amended Z16 as I need to treat this as a
>true option?
>
>
>At the same time it is hard for me to let go of the idea that the self
>excited alternator is a ready alternate independent power source for the ebus.
>
>(I hear your caution about the reliability of the Jabiru regulator and may
>need to source another anyhow as it remains to be seen if the Jab
>regulator will excite work in Z25)
>
>I have redrawn the circuit in a more simple arrangement which is now close
>to the original plans issued for my Quickie but enhanced with the self
>excitation feature of Z25, the OVM and with the added dual supply circuit
>feature.
>
>The DPST master switch has been working OK for 20 years but will benefit
>from the OVM which I think is essential for protection of the ebus.
>
>
>But have I shown it in the right place for this protection?
>
>
>The original plans depend on the master switch to isolate battery from
>alternator from bus . There are no alternator or battery disconnect relays.
>
>I see an advantage in using those relays to limit heavy current wiring in
>the cockpit but I already have the wiring and an amp meter with internal shunt.
>
>Is there another advantage in the use of these relays ?
>
>
>Thanks for your patience as I am obviously at the bottom of the learning
>curve.
The OVM-14 is a device intended to open a breaker or
other fast acting fault protection. It can easily handle
300 amps . . . for milliseconds. Departures in wiring from
those depicted in the 'Connection should be carefully
considered so as not to violate the device's limits or
design goals.
I'm still mystified as to what's driving your design
study here. Every architecture depicted in the 'Connection
offers a minimum of two and sometimes three or four
power sources for devices you'd like to always have
running. Certainly you're free to re-invent any
wheels you wish in the fabrication of your project but
may I suggest that perhaps we should identify deficiencies
in architectures that have been field tested in perhaps
thousands of airplanes and address those deficiencies
while minimizing the risks for unintended consequences?
The architecture you've shown is guaranteed to generate
smoke as a result of an ov trip.
If we don't exercise due diligence in such an exercise,
I'd be reluctant accept any suggestion that your
final design was the product of any "assistance" you
got from the 'Connection or members of this List.
I got a nastygram from a builder a couple of years
ago who suffered a lot of unexpected and unhappy events
with his system and wrote to hammer me for having
led him astray. After he finally gave up a sketch
of his architecture, it was obvious that whatever
benefit he received from the book was not applied
to his airplane. I sent his drawing back along with
a check for $33 and a note requesting that he refrain
from telling anyone that I had anything to do with
his project for it was obvious that I did not.
I wonder sometimes at Greg Richter's claim: "I've
seen so much truly atrocious work, much of it per Bob's
book". If someone acquired the book and then set
fire to their airplane, it's exceedingly doubtful
that they benefited from ownership of the book. In
such cases, I'm justified in "disowning" them as
customers.
There's a better way to get where you want to
go with this system my friend but so far we've
yet to set the train up on the rails that lead
to success.
Bob . . .
Message 9
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Subject: | Re: Magnetometer Location in RV-7 |
Larry
In my RV-9A, I also have my (Whelen) strobe units in the wing tips,
therefore I decided to install the magnetometer right aft the baggage
compartment, below the upper fuselage skin, and it's not my original
idea, since I'm aware of some other builders having done it.
I cannot report any results, because I am still not flying.
Carlos Trigo
----- Original Message -----
From: Larry L. Tompkins, P.E.
To: aeroelectric-list@matronics.com
Sent: Monday, April 30, 2007 6:56 PM
Subject: AeroElectric-List: Magnetometer Location in RV-7
It appears that one item I wasn't smart enough to consider when I
selected the position/landing/strobe light system for the RV-7 I am
building was magnetometer location for an EFIS.
Looking through the installation manuals for Brand AFS and brand GRT,
one recommends 24" clearance and the other 12" clearance to strobe
wires.
I installed a CreativAir single power pack strobe sytem in the wings,
which means that I have power supply wires and strobe wires running
through the wings.
Even using the rib hole locations specified by Van's, the maximum
spacing between wire runs is only 6". Does this mean I will have to
replace the CreativAir sytem with individual power supplies? Or is
there an alternative? I am assuming that I need only concern myself
with the magnetometer itself and not the leads to the magnetometer, but
I don't want to get into trouble with that assumption either.
Thanks,
Larry Tompkins
Message 10
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Subject: | Re: X1010 beam pattern and weights |
I have not done any careful measurements of the lights beam pattern, but
do have the following *estimates* of lateral dispersion.
Fog bulb cover installed - 50=B0 (taxi light)
Fog cover removed - 25=B0 (landing light)
Vertical dispersion is *very* low with the cover in place, certainly
less than 10=B0. Much more and OK for a landing light (How's that for
technical justification?) with the cover off.
As you can imagine, the actual full dispersion has to be at least the
same with the cover off as with the cover on. The big difference is
really the size and power in the central hot spot. In the fog version,
this is a very small spot with limited down-the-taxi penetration. With
the bulb cover removed, the hot spot is much larger and more powerful,
and completely dominates the beam's appearance.
Note that the bulb cover is actually an enveloping piece of solid metal,
completely covering the front 1/2 of the bulb and with carefully cut
leakage patterns in the rear and sides. The 4250=B0 units I bought put
out out a very white light.
Final note - the case/reflector in the X1010 is 1 piece of metal; only
the rear cover is plastic. It is completely weathersealed and seems
*very* robust. The lens is tempered glass, meaning that you could
comfortably leave it exposed to the wind and rain if that was your
mounting preference. It isn't light.
Weights: 1 lighting unit - 25 oz.
1 ballast unit - 11 oz
FWIW,
Andy Elliott, Mesa, AZ
N601GE (reserved)
601XL/TD/QB, Corvair, building...
Message 11
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Subject: | Re: 12v supply to stabilize avionics |
Bob,
I am in phase one testing with only 15 hrs on the system, so of course,
VFR/day only and within 50 NM radius. Before relying on this 4 yr old PC680 for
phase one though, I load tested it and was good. Begs the question though,
isn't it being "load tested" on each engine startup? Do you advise other
periodic testing? My copy of AEC at hangar...
Of course, if/when I do nitetime ops and/or IFR, then I'll go to a yearly
mode for battery replacement.
Thanx,
Jerry Cochran
If you have "a plan" for dealing with electrical
system failure, there's nothing inherently wrong
with running a battery until it croaks an won't
start the engine any more.
My admonition for a PM program that tracks battery
condition by either measurement or periodic replacement
presumes that you fly in conditions where loss of the
system is likely to star you in a dark-n-stormy-night
story.
It has nothing to do with being "cheap" and everything
to do with failure mode effects analysis: "What's
the sweat-factor for having this part fail and what's
the most efficient investment of $time$ to mitigate
that condition? If you're in a no-sweat mode of
ownership and operation, then running the battery into
the ground IS the most efficient cost of ownership
philosophy.
Bob . . .
************************************** See what's free at http://www.aol.com.
Message 12
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Subject: | Re: 12v supply to stabilize avionics |
In a message dated 5/1/2007 11:36:03 A.M. Central Daylight Time,
Jerry2DT@aol.com writes:
I am in phase one testing with only 15 hrs on the system, so of course,
VFR/day only and within 50 NM radius. Before relying on this 4 yr old PC680 for
phase one though, I load tested it and was good. Begs the question though,
isn't it being "load tested" on each engine startup? Do you advise other
periodic testing? My copy of AEC at hangar...
Good Morning Jerry,
Different Bob here, but I think you will find that a battery that tests as
low as, or even lower than, ten percent of it's normal category will still
crank an engine. Proper load testing needs to be done on a regular basis as
suggested by 'Lectric Bob and others.
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Air Park LL22
Downers Grove, IL 60516
630 985-8503
************************************** See what's free at http://www.aol.com.
Message 13
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The Harvard/Texan/SNJ series aircraft had a cranking shaft sticking out of
either the port or starboard side of the engine bay. Some poor fish had to
insert a crank (found in the after luggage bay), stand on a small footrest
and crank that b*****g till the pilot signalled then stand back. I know, I
was both cranker and crankee.
That shaft continues to rotate as long as the starter ring does, so during
taxi-out, the job requires checking that the starter is disengaged - or taxi
back. A buddy here at the museum neglected that small task and after about
three circuits smelled smoke. By the time he managed to return to the
hangar, the starter motor was welded shut and mucho pesos were demanded.
A light sounds good to me but only warns of a powered starter I guess.
Ferg Kyle
Europa A064 914 Classic
Message 14
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Subject: | SELF EXCITING DUAL POWER SUPPLY WITH OCM |
Thanks Ken that clears it for me and now I know with certainty to use the
alternator contactor relay/OVM .
I understand that the OVM will trip before damage to the remainder of the
circuit.
Peter
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Ken
Sent: Tuesday, 1 May 2007 11:32 PM
Subject: Re: AeroElectric-List: SELF EXCITING DUAL POWER SUPPLY WITH OCM
Peter
Yes we like to use diodes or something to recycle the inductive energy
when things like contactor coils are de-energised. However for practical
purposes, spikes or "transients" capable of doing damage don't really
exist in our systems.
An OVM tripping event is not instantaneous. If the overvoltage lasts
long enough to trip the OVM, then it is about long enough to fry most
devices (such as transorbs) designed to limit/absorb excess
voltage/energy. Further, if the overvoltage is that long, it is most
certainly coming from an out of control alternator and you want that
disconnected before it can damage other electronics such as your EFI.
Yes the OVM can limit the voltage for the few tens of milliseconds that
it will take for the relay to open.
For a more direct answer to your question:
A 20 amp PM alternator won't put out much more than 20 amps under any
circumstances but little solid state protective devices can only absorb
that kind of power for a few millecseconds, thus the need to disconnect.
I have never had a false OVM trip with either of my OVM's that are of
the current design. I have had real trips when my PM regulator failed.
Nothing else was damaged. If it trips you can always turn it back on and
watch it trip again if the voltage still rises too high.
You definately want notification of low voltage to warn you of a trip or
alternator failure. My Grand Rapids EIS with the Big Red flashing Light
is effective for that.
Ken
PS-Being on a dial up connection, I have not looked at your diagrams.
Peter Harris wrote:
<peterjfharris@bigpond.com>
>
>I have just realized that the alternator disconnect relay in Z25 is wired
to
>trip by the OVM and isolate the alternator if there is a spike but I am
>thinking that I would not want to disconnect for the sake of a transient
>which could be taken by the OVM safely to earth .
>But does the OVM have sufficient current capacity to carry for a failed
>regulator? Can we assume that the PM alternator will be saturated at about
>20A ?
>( I will run out of questions soon I promise)
>Peter
>
>
>
Message 15
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Subject: | BASIC DUAL POWER SUPPLY |
Bob,
I did not mean to strike a raw nerve reflecting on your work and I apologise
if my ideas or questions are received that way. It is not intended, I just
like to know how and why.
Ken has explained the OVM-trip-relay sensitivity to answer that question
which should help to keep the smoke down to a minimum.
I am working with old architecture and a PM alternator in an attempt to make
a safe dual power source. The rest of what I need to know seems to be
covered in Z16.I am open to any other suggestions.
Thanks
Peter
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Robert L.
Nuckolls, III
Sent: Wednesday, 2 May 2007 1:09 AM
Subject: Re: AeroElectric-List: BASIC DUAL POWER SUPPLY
<nuckollsr@cox.net>
At 09:49 AM 5/1/2007 +1000, you wrote:
>Hi Gilles,
>
>Thanks for the insight on the use of a supplementary battery . Is your
>alternate battery in the charging loop or switched to charge? Can you
>explain circuit details how you amended Z16 as I need to treat this as a
>true option?
>
>
>At the same time it is hard for me to let go of the idea that the self
>excited alternator is a ready alternate independent power source for the
ebus.
>
>(I hear your caution about the reliability of the Jabiru regulator and may
>need to source another anyhow as it remains to be seen if the Jab
>regulator will excite work in Z25)
>
>I have redrawn the circuit in a more simple arrangement which is now close
>to the original plans issued for my Quickie but enhanced with the self
>excitation feature of Z25, the OVM and with the added dual supply circuit
>feature.
>
>The DPST master switch has been working OK for 20 years but will benefit
>from the OVM which I think is essential for protection of the ebus.
>
>
>But have I shown it in the right place for this protection?
>
>
>The original plans depend on the master switch to isolate battery from
>alternator from bus . There are no alternator or battery disconnect relays.
>
>I see an advantage in using those relays to limit heavy current wiring in
>the cockpit but I already have the wiring and an amp meter with internal
shunt.
>
>Is there another advantage in the use of these relays ?
>
>
>Thanks for your patience as I am obviously at the bottom of the learning
>curve.
The OVM-14 is a device intended to open a breaker or
other fast acting fault protection. It can easily handle
300 amps . . . for milliseconds. Departures in wiring from
those depicted in the 'Connection should be carefully
considered so as not to violate the device's limits or
design goals.
I'm still mystified as to what's driving your design
study here. Every architecture depicted in the 'Connection
offers a minimum of two and sometimes three or four
power sources for devices you'd like to always have
running. Certainly you're free to re-invent any
wheels you wish in the fabrication of your project but
may I suggest that perhaps we should identify deficiencies
in architectures that have been field tested in perhaps
thousands of airplanes and address those deficiencies
while minimizing the risks for unintended consequences?
The architecture you've shown is guaranteed to generate
smoke as a result of an ov trip.
If we don't exercise due diligence in such an exercise,
I'd be reluctant accept any suggestion that your
final design was the product of any "assistance" you
got from the 'Connection or members of this List.
I got a nastygram from a builder a couple of years
ago who suffered a lot of unexpected and unhappy events
with his system and wrote to hammer me for having
led him astray. After he finally gave up a sketch
of his architecture, it was obvious that whatever
benefit he received from the book was not applied
to his airplane. I sent his drawing back along with
a check for $33 and a note requesting that he refrain
from telling anyone that I had anything to do with
his project for it was obvious that I did not.
I wonder sometimes at Greg Richter's claim: "I've
seen so much truly atrocious work, much of it per Bob's
book". If someone acquired the book and then set
fire to their airplane, it's exceedingly doubtful
that they benefited from ownership of the book. In
such cases, I'm justified in "disowning" them as
customers.
There's a better way to get where you want to
go with this system my friend but so far we've
yet to set the train up on the rails that lead
to success.
Bob . . .
Message 16
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|
Subject: | Re: Magnetometer Location in RV-7 |
At 04:14 PM 5/1/2007 +0100, you wrote:
>Larry
>
>In my RV-9A, I also have my (Whelen) strobe units in the wing tips,
>therefore I decided to install the magnetometer right aft the baggage
>compartment, below the upper fuselage skin, and it's not my original idea,
>since I'm aware of some other builders having done it.
>I cannot report any results, because I am still not flying.
I hope you'll conduct an "observable effects" test
at your earliest convenience and report back to us!
Thanks.
Bob . . .
----------------------------------------
( IF one aspires to be "world class", )
( what ever you do must be exercised )
( EVERY day . . . )
( R. L. Nuckolls III )
----------------------------------------
Message 17
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|
Subject: | Re: 12v supply to stabilize avionics |
On 1 May 2007, at 12:39, BobsV35B@aol.com wrote:
> In a message dated 5/1/2007 11:36:03 A.M. Central Daylight Time,
> Jerry2DT@aol.com writes:
> I am in phase one testing with only 15 hrs on the system, so of
> course, VFR/day only and within 50 NM radius. Before relying on
> this 4 yr old PC680 for phase one though, I load tested it and was
> good. Begs the question though, isn't it being "load tested" on
> each engine startup? Do you advise other periodic testing? My copy
> of AEC at hangar...
> Good Morning Jerry,
>
> Different Bob here, but I think you will find that a battery that
> tests as low as, or even lower than, ten percent of it's normal
> category will still crank an engine. Proper load testing needs to
> be done on a regular basis as suggested by 'Lectric Bob and others.
>
Load testing should be done, if safety depends on having a battery of
some particular capacity. If the consequences of alternator failure
+ battery failure are acceptable, then there is no need to do
periodic battery load testing.
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://www.kilohotel.com/rv8
Message 18
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|
Subject: | Re: 12v supply to stabilize avionics |
At 12:31 PM 5/1/2007 -0400, you wrote:
>Bob,
>
>I am in phase one testing with only 15 hrs on the system, so of course,
>VFR/day only and within 50 NM radius. Before relying on this 4 yr old
>PC680 for phase one though, I load tested it and was good. Begs the
>question though, isn't it being "load tested" on each engine startup? Do
>you advise other periodic testing? My copy of AEC at hangar...
>
>Of course, if/when I do nitetime ops and/or IFR, then I'll go to a yearly
>mode for battery replacement.
There are two kinds of tests that one conducts on a
battery to know "all of the story". Yes, cranking the
engine is a non-quantified but certainly valid anecdotal
"load test". The tests accomplished by your local
service mechanic with something like this . . .
http://www.aeroelectric.com/Pictures/Tools/Battery_Testers/HF91129_4.jpg
is a quantified equivalent of the "see if she cranks"
test.
The other piece of data still more useful to the
owner/operator is the CAPACITY test. "How long will
it run the useful goodies on my panel?"
A load test won't tell you but a cap test with this
thing will . . .
http://www.aeroelectric.com/Pictures/Tools/CBA2_1.jpg
If you don't want to invest $time$ in doing the periodic
hat dance necessary for the quantified test, then you
simple replace it long before you think it's capacity
is compromised with age. Sometimes the periodic, blind
replacement is more effective for reducing cost of ownership
than detailed testing.
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: | Re: 12v supply to stabilize avionics |
In a message dated 5/1/2007 6:43:05 P.M. Central Daylight Time,
khorton01@rogers.com writes:
Load testing should be done, if safety depends on having a battery of
some particular capacity. If the consequences of alternator failure
+ battery failure are acceptable, then there is no need to do
periodic battery load testing.
Good Evening Kevin,
No argument with your analysis at all. I was merely trying to point out that
just because a battery starts the engine does NOT mean it has been "load
tested".
If the engine will run with no electricity at all, who needs a battery? You
can prop it and go fly.
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Air Park LL22
Downers Grove, IL 60516
630 985-8503
************************************** See what's free at http://www.aol.com.
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|
Subject: | Fuselink for battery master/ alt field |
'Lectric Listers:
I had to fun of attending Bob's seminar recently in Winterville, NC. Great time,
I learned a tremendous amount.
My wiring is pretty much straight Z-11, except I am using Plane Power's internally
regulated alternator.
The diagram shows a 22AWG fuselink off the main buss lead powering the alternater
field through the batt/alt master swith (Z-11). The alt field is further protected
with a 5A pullable breaker between the switch and the alternator. The
note I scribbled down is that the fuselink is there in addition to the CB to
allow the Plane Power's crowbar protection module to do its job (which, as I understand
it, is to cause an instant ground fault upon overvoltage, thereby forcing
the breaker to trip). I suppose the fuselink also protects the wire between
the main buss and the switch.
I asked the guys at Plane Power's booth at SNF to explain further, but they felt
that the fuselink was not necessary.
Standing by for my lesson. Thanks,
Will
Glastar
Waynesville, NC
(PS: Bob: any progress on the pitot tube connector?)
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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Thank you,
Matt Dralle
Matronics Email List Administrator
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AeroElectric-List Usage Guidelines
******************************************************************************
The following details the official Usage Guidelines for the AeroElectric-List.
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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
******************************************************************************
AeroElectric-List Usage Guidelines
******************************************************************************
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
in the removal of the subscribers from the List.
AeroElectric-List Policy Statement
The purpose of the AeroElectric-List is to provide a forum of discussion for
things related to this particular discussion group. The List's goals
are to serve as an information resource to its members; to deliver
high-quality content; to provide moral support; to foster camaraderie
among its members; and to support safe operation. Reaching these goals
requires the participation and cooperation of each and every member of
the List. To this end, the following guidelines have been established:
- Please keep all posts related to the List at some level. Do not submit
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