Today's Message Index:
----------------------
1. 06:42 AM - Glide slope antenna (Chris Hukill)
2. 07:09 AM - Re: Regulator trouble? (Robert L. Nuckolls, III)
3. 10:07 AM - [Fw: 18 AH Battery Test Data] (Richard Dudley)
4. 11:53 AM - Re: Regulator trouble? (Ed)
5. 01:01 PM - [Fw: [Fw: 18 AH Battery Test Data]] (Richard Dudley)
6. 01:27 PM - Marker beacon antenna for composite aircraft ()
7. 01:59 PM - Re: Marker beacon antenna for composite aircraft (Ralph E. Capen)
8. 02:47 PM - Re: Marker beacon antenna for composite aircraft (Peter Pengilly)
9. 02:50 PM - Re: Marker beacon antenna for composite aircraft (S. Ramirez)
10. 02:51 PM - Re: Marker beacon antenna for composite aircraft ()
11. 03:55 PM - Re: [Fw: 18 AH Battery Test Data] (Peter Harris)
12. 04:22 PM - Re: [Fw: 18 AH Battery Test Data] (Richard Dudley)
13. 04:42 PM - Re: [Fw: 18 AH Battery Test Data] (Peter Harris)
14. 05:16 PM - Re: [Fw: 18 AH Battery Test Data] (Richard Dudley)
15. 05:44 PM - Re: Marker beacon antenna for composite aircraft (Robert L. Nuckolls, III)
16. 05:47 PM - Re: Marker beacon antenna for composite aircraft (Robert L. Nuckolls, III)
17. 05:48 PM - Re: Glide slope antenna (Robert L. Nuckolls, III)
18. 10:36 PM - Re: Marker beacon antenna for composite aircraft (Dave Saylor)
Message 1
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| Subject: | Glide slope antenna |
Last week I posted a question about my non working G/S in my newly
installed upgraded RV8 panel. Thanks for all the suggestions!. Bob
Archer said I might be "loosely connected" as the problem. Rather than
take offense at this, I asked for an explanation, and he said the BNC
center pin may not be fully seated in the connector. Well the only
connector that was not installed on the bench, but rather behind the
panel, sure enough was loosely connected, because of the difficult
access. After changing that out, the system works perfectly, IE the
wingtip antenna, with splitter to the G430 VLOC and G/S has a nice
strong signal.
NOW for the really good news. It turns out the TruTrak ADI pilot
autopilot not only flys the GPS approaches just fine, but it flys the
ILS localizer right down the center of the runway. Of course it's really
flying the GPS overlay, but it's the same course, with the same
accuracy. The CDI shows you the LOC, but the ADI Pilot looks at the GPS.
This is perfectly legal to do despite the fact that the TruTrak people
told me it wouldn't fly a GPS approach without roll steering. Of course
they are talking a full procedure turn, or holding pattern entry, but
for vectors to final it'll do the job. So anyone on a tight budget might
want to consider this (G430 and ADI Pilot) solution as a very capable
"punch the summer stratus" system.
Chris Hukill
Message 2
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| Subject: | Re: Regulator trouble? |
At 09:31 PM 6/13/2007 -0800, you wrote:
>
>Howdy,
>
>The other day, the low volt light started flashing and I found the field
>breaker popped. This is an LR3C with the notorious Van's 35 amp
>alternator. I reset the breaker and about 5 minutes later, it popped
>again. The voltage had been running about 14.6 which seemed a little much
>so I reset it and turned on some lights. The voltage ran about 13.9 to 14
>and the breaker didn't pop for quite a while. About the time I thought
>that it was cool, the low volt light came on again, but this time the
>breaker wasn't out. I turned off the master and flew another hour and a
>half, including a stop for gas, and landed at Aurora. I found a bit of
>hangar space and pulled the alternator. It had a lot of end play and
>tested bad at the local auto parts place. I bought another one at Van's -
>they tried to talk me out of it, but I didn't want to rewire the airplane
>for the internally regulated unit a long way from home. Hey, I would have
>happily spent the extra for the B&C alternator, but I was in Aurora not
>Wichita.
>
>It charges just fine, in fact it'll hold voltage at idle with lights on
>which is more than the old one would do. It is also running at about 14.5
>or .6 and the breaker has popped 3 times so far.
You need to conduct and investigation of system performance
as outlined in note 8 of
http://aeroelectric.com/articles/Rev11/AppZ_R11J.pdf
and take some readings. In fact, get an el-cheapo analog
voltmeter for observing field voltage. It's more important
to know how stable it is than to know the exact voltage reading.
> The breaker resets and the alternator runs fine for a while, but I'm
> wondering if I'll blow up the new alternator, too.
No, I cannot think of any abuse (other than lack of cooling)
that you could heap on an externally regulated alternator
from outside that would place it at risk for premature failure.
> Do you think that the regulator is a bit wonky? Is the voltage too high?
> Am I frying my battery? Is the overvoltage module overactive?
About 150 years ago Lord Kelvin admonished us, ""If
you can not measure it, you can not improve it." To
craft considered answers to your questions, we'll need
some numbers and some observations of behavior. I'll
suggest that you craft the field voltage monitoring
feature suggested in Figure Z-23.
We need to know what the field voltage is in cruise
RPM with minimum loads and with everything turned on.
Also make note of voltage fluctuations during what
should be a steady state condition (turn strobes on/off
to see how much they added to any wiggles you observe).
In particular, we'd like to capture field voltage
behaviors leading up to a trip of the OV protection
system.
I know this can be tedious and difficult. This is
why I own data acquisition systems that monitor and
record real time values. If I had cash for all the
Jet-A I've burned up waiting to capture a transient
event in a sneaky failure I could pay off my mortgage.
You're not frying anything. The bus voltage is
not too high. It's unlikely that the OV protection
system has become hyper-active with age. You don't
say how long this regulator has been in service.
Bob . . .
Message 3
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| Subject: | [Fwd: 18 AH Battery Test Data] |
Listers,
Because my nominal endurance load is about 8 amps, my original 6 amp
load test was not representative of my needs. So, FWIW, I just ran a 9
amp endurance test on my replaced RG battery. The results of both the 6
amp and 9 amp tests are attached. After fully charging the battery, I
added another automobile lamp in parallel with the earlier load to get
approximately 9 amps. The starting open circuit voltage was 12.95 V. The
initial curremt under load was 9.73 A. I discontinued the test after 85
minutes when the voltage wa 10.01 V and the current was 8.46 A.
I have forwarded my original test comments for those who did not see my
original post or to refresh others on the first test.
Regards,
Richard Dudley
-6A flying
-------- Original Message --------
Subject: 18 AH Battery Test Data
From: Richard Dudley <rhdudley1@bellsouth.net>
Listers,
FWIW I have been following the procedure of replacing my 18/17.X AH RG
battery annually for the last two years. This year, I decided to do an
endurance test on the "old" battery. Using an automotive two filament
headlamp with the filaments in parallel, I was able to start at a
current of 6.7 amps drain to simulate an endurance buss demand with a
failed alternator. The battery has been used for one year including
about 40 flight hours and 50 engine starts.
The battery is a 17-18 AH sold by Batteries Plus sometimes with the
name Xtreme Plus.
My engine is an O-320 with 110 plus hours on it. These batteries turn
the engine over very "smartly" only observed at temperatures above 60F.
At the beginning of the test, the current was 6.7 A and at the end at
5.6 A . This decline is partly explained by the voltage decline as well
as filament resistance decrease with temperature in the lamp.
These results are consistent with the specification sheet provided for
the Xtreme Plus batteries which predicts a two hour endurance at 6A.
Regards,
Richard Dudley
Message 4
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| Subject: | Re: Regulator trouble? |
The regulator has been in service for about 900 hrs. It's been through
at least 2 or 3 Van's alternators in that time, though I don't have good
records on that. I'll swing by radio shack and check back at a later
date with field voltage info.
Thanks,
Ed
Robert L. Nuckolls, III wrote:
> <nuckollsr@cox.net>
>
> At 09:31 PM 6/13/2007 -0800, you wrote:
>
>>
>> Howdy,
>>
>> The other day, the low volt light started flashing and I found the
>> field breaker popped. This is an LR3C with the notorious Van's 35 amp
>> alternator. I reset the breaker and about 5 minutes later, it popped
>> again. The voltage had been running about 14.6 which seemed a little
>> much so I reset it and turned on some lights. The voltage ran about
>> 13.9 to 14 and the breaker didn't pop for quite a while. About the
>> time I thought that it was cool, the low volt light came on again,
>> but this time the breaker wasn't out. I turned off the master and
>> flew another hour and a half, including a stop for gas, and landed at
>> Aurora. I found a bit of hangar space and pulled the alternator. It
>> had a lot of end play and tested bad at the local auto parts place. I
>> bought another one at Van's - they tried to talk me out of it, but I
>> didn't want to rewire the airplane for the internally regulated unit
>> a long way from home. Hey, I would have happily spent the extra for
>> the B&C alternator, but I was in Aurora not Wichita.
>>
>> It charges just fine, in fact it'll hold voltage at idle with lights
>> on which is more than the old one would do. It is also running at
>> about 14.5 or .6 and the breaker has popped 3 times so far.
>
>
> You need to conduct and investigation of system performance
> as outlined in note 8 of
>
> http://aeroelectric.com/articles/Rev11/AppZ_R11J.pdf
>
> and take some readings. In fact, get an el-cheapo analog
> voltmeter for observing field voltage. It's more important
> to know how stable it is than to know the exact voltage reading.
>
>
>> The breaker resets and the alternator runs fine for a while, but I'm
>> wondering if I'll blow up the new alternator, too.
>
>
> No, I cannot think of any abuse (other than lack of cooling)
> that you could heap on an externally regulated alternator
> from outside that would place it at risk for premature failure.
>
>> Do you think that the regulator is a bit wonky? Is the voltage too
>> high? Am I frying my battery? Is the overvoltage module overactive?
>
>
> About 150 years ago Lord Kelvin admonished us, ""If
> you can not measure it, you can not improve it." To
> craft considered answers to your questions, we'll need
> some numbers and some observations of behavior. I'll
> suggest that you craft the field voltage monitoring
> feature suggested in Figure Z-23.
>
> We need to know what the field voltage is in cruise
> RPM with minimum loads and with everything turned on.
> Also make note of voltage fluctuations during what
> should be a steady state condition (turn strobes on/off
> to see how much they added to any wiggles you observe).
> In particular, we'd like to capture field voltage
> behaviors leading up to a trip of the OV protection
> system.
>
> I know this can be tedious and difficult. This is
> why I own data acquisition systems that monitor and
> record real time values. If I had cash for all the
> Jet-A I've burned up waiting to capture a transient
> event in a sneaky failure I could pay off my mortgage.
>
> You're not frying anything. The bus voltage is
> not too high. It's unlikely that the OV protection
> system has become hyper-active with age. You don't
> say how long this regulator has been in service.
>
> Bob . . .
>
>
Message 5
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| Subject: | [Fwd: [Fwd: 18 AH Battery Test Data]] |
Somehow, I attached the previous 6A only graph in my first post today.
Here is the new one with both loads.
RHDudley
-------- Original Message --------
Subject: [Fwd: 18 AH Battery Test Data]
From: Richard Dudley <rhdudley1@bellsouth.net>
Listers,
Because my nominal endurance load is about 8 amps, my original 6 amp
load test was not representative of my needs. So, FWIW, I just ran a 9
amp endurance test on my replaced RG battery. The results of both the 6
amp and 9 amp tests are attached. After fully charging the battery, I
added another automobile lamp in parallel with the earlier load to get
approximately 9 amps. The starting open circuit voltage was 12.95 V. The
initial curremt under load was 9.73 A. I discontinued the test after 85
minutes when the voltage wa 10.01 V and the current was 8.46 A.
I have forwarded my original test comments for those who did not see my
original post or to refresh others on the first test.
Regards,
Richard Dudley
-6A flying
-------- Original Message --------
Subject: 18 AH Battery Test Data
From: Richard Dudley <rhdudley1@bellsouth.net>
Listers,
FWIW I have been following the procedure of replacing my 18/17.X AH RG
battery annually for the last two years. This year, I decided to do an
endurance test on the "old" battery. Using an automotive two filament
headlamp with the filaments in parallel, I was able to start at a
current of 6.7 amps drain to simulate an endurance buss demand with a
failed alternator. The battery has been used for one year including
about 40 flight hours and 50 engine starts.
The battery is a 17-18 AH sold by Batteries Plus sometimes with the
name Xtreme Plus.
My engine is an O-320 with 110 plus hours on it. These batteries turn
the engine over very "smartly" only observed at temperatures above 60F.
At the beginning of the test, the current was 6.7 A and at the end at
5.6 A . This decline is partly explained by the voltage decline as well
as filament resistance decrease with temperature in the lamp.
These results are consistent with the specification sheet provided for
the Xtreme Plus batteries which predicts a two hour endurance at 6A.
Regards,
Richard Dudley
Message 6
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| Subject: | Marker beacon antenna for composite aircraft |
Question, can anyone recommend a ground plane-less marker beacon antenna
option for use in composite aircraft?
Thanks
Message 7
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| Subject: | Re: Marker beacon antenna for composite aircraft |
IIRC there is a copper foil version....I think I have one from Bob Archer.....memory
test.
I think you can get it through spruce or B&C.....don't remember.....
-----Original Message-----
>From: longg@pjm.com
>Sent: Jun 14, 2007 4:25 PM
>To: aeroelectric-list@matronics.com
>Subject: AeroElectric-List: Marker beacon antenna for composite aircraft
>
>Question, can anyone recommend a ground plane-less marker beacon antenna
>option for use in composite aircraft?
>
>Thanks
>
>
Message 8
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| Subject: | Marker beacon antenna for composite aircraft |
I'm prepared to be shot down here by those who know more than me about
antenna theory, but I have installed a 40" long piece of copper tape in
a glassfibre wing tip for a beacon antenna & expect it to work. As
beacons are reasonably powerful, and you (hope to) fly right over the
top of them at short range, I believe a ground plane as such is not
really required - perhaps the screen of the feeder wire acts as a very
small ground plane to complete the virtual circuit?
Peter
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
longg@pjm.com
Sent: 14 June 2007 21:26
Subject: AeroElectric-List: Marker beacon antenna for composite aircraft
Question, can anyone recommend a ground plane-less marker beacon antenna
option for use in composite aircraft?
Thanks
Message 9
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| Subject: | Marker beacon antenna for composite aircraft |
Try the SA-009 from Bob Archer sold at Chief Aircraft and other places for
65 buckarooskis:
http://www.chiefaircraft.com/airsec/Aircraft/Antennas/ArcherSportcraft.html
Simon Ramirez, Aerocanard Builder
LEZ N-44LZ
Oviedo, FL
Copyright C 2007
_____
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
longg@pjm.com
Sent: Thursday, June 14, 2007 4:26 PM
Subject: AeroElectric-List: Marker beacon antenna for composite aircraft
Question, can anyone recommend a ground plane-less marker beacon antenna
option for use in composite aircraft?
Thanks
Message 10
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| Subject: | Re: Marker beacon antenna for composite aircraft |
MessageSure - a length of 12-gauge wire on the end of some coax (I used
RG-174). Copper tape will work just as well.
I forget the "tuned length" as I'm not at the hangar, but if you are
interested I can look that up for you.
Works just fine for me.
James Redmon - Race 13
Berkut #013 N97TX
http://www.berkut13.com
----- Original Message -----
From: longg@pjm.com
To: aeroelectric-list@matronics.com
Sent: Thursday, June 14, 2007 3:25 PM
Subject: AeroElectric-List: Marker beacon antenna for composite
aircraft
Question, can anyone recommend a ground plane-less marker beacon
antenna option for use in composite aircraft?
Thanks
Message 11
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| Subject: | [Fwd: 18 AH Battery Test Data] |
Hi Richard,
I have been looking at batteries to get an extended discharge cycle for an
EFIC conversion and found that "Full River" batteries are well represented
and publish full performance details. Their DC series are for long flat
extended deep discharge with less cranking power. I have their HGL series
general purpose sealed AGM battery which has good cranking as well as
extended discharge. I chose an HGL 33-12 with a discharge of 3 hrs @9A for
my application; weight 11KG and max discharge is 495A at 77deg F. It is an
overkill endurance but I need the cranking amps for the Jab 3300 and long
leads and the weight is right for my CG..
It cost AUD 95.00 (normally RRP AUD 130) purchased on line. Life is claimed
6 - 10 years depending on application. I think by comparison the Odyssey has
a bigger CCA but less extended discharge performance. We are having warranty
problems with Odyssey down here.
According to the chart the Full River HGL 18-12 has a discharge life of
approx. 2 hrs @ 8A and weighs 6.3KG.
Cheers
Peter
_____
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Richard
Dudley
Sent: Friday, 15 June 2007 3:05 AM
Subject: AeroElectric-List: [Fwd: 18 AH Battery Test Data]
Listers,
Because my nominal endurance load is about 8 amps, my original 6 amp load
test was not representative of my needs. So, FWIW, I just ran a 9 amp
endurance test on my replaced RG battery. The results of both the 6 amp and
9 amp tests are attached. After fully charging the battery, I added another
automobile lamp in parallel with the earlier load to get approximately 9
amps. The starting open circuit voltage was 12.95 V. The initial curremt
under load was 9.73 A. I discontinued the test after 85 minutes when the
voltage wa 10.01 V and the current was 8.46 A.
I have forwarded my original test comments for those who did not see my
original post or to refresh others on the first test.
Regards,
Richard Dudley
-6A flying
-------- Original Message --------
Subject:
18 AH Battery Test Data
Thu, 01 Mar 2007 13:28:46 -0500
From:
Richard Dudley <mailto:rhdudley1@bellsouth.net> <rhdudley1@bellsouth.net>
aeroelectric-list@matronics.com
Listers,
FWIW I have been following the procedure of replacing my 18/17.X AH RG
battery annually for the last two years. This year, I decided to do an
endurance test on the "old" battery. Using an automotive two filament
headlamp with the filaments in parallel, I was able to start at a
current of 6.7 amps drain to simulate an endurance buss demand with a
failed alternator. The battery has been used for one year including
about 40 flight hours and 50 engine starts.
The battery is a 17-18 AH sold by Batteries Plus sometimes with the
name Xtreme Plus.
My engine is an O-320 with 110 plus hours on it. These batteries turn
the engine over very "smartly" only observed at temperatures above 60F.
At the beginning of the test, the current was 6.7 A and at the end at
5.6 A . This decline is partly explained by the voltage decline as well
as filament resistance decrease with temperature in the lamp.
These results are consistent with the specification sheet provided for
the Xtreme Plus batteries which predicts a two hour endurance at 6A.
Regards,
Richard Dudley
Message 12
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| Subject: | Re: [Fwd: 18 AH Battery Test Data] |
Hi Peter,
It appears that your 33-12 is about 2X in weight and about 2X in
endurance comparaed to my $60USD 18AH 13lb battery and your 18-12 is
about the same weight and similar AH. I am not sure of the service life
of my battery. I have arbitrarily changed it in one year. It appears,
though, that after one year of service it still has approximately the
endurance claimed by the spec. sheet. I may do the test on my new
battery at my next annual and then decide whether to replace it or not.
Here in Florida where the temperature is usually above 60 deg F, these
batteries crank smartly my O- 320 every time.
Best regards,
Richard
Peter Harris wrote:
> Hi Richard,
>
> I have been looking at batteries to get an extended discharge cycle
> for an EFIC conversion and found that "Full River" batteries are well
> represented and publish full performance details. Their DC series are
> for long flat extended deep discharge with less cranking power. I have
> their HGL series general purpose sealed AGM battery which has good
> cranking as well as extended discharge. I chose an HGL 33-12 with a
> discharge of 3 hrs @9A for my application; weight 11KG and max
> discharge is 495A at 77deg F. It is an overkill endurance but I need
> the cranking amps for the Jab 3300 and long leads and the weight is
> right for my CG..
>
> It cost AUD 95.00 (normally RRP AUD 130) purchased on line. Life is
> claimed 6 - 10 years depending on application. I think by comparison
> the Odyssey has a bigger CCA but less extended discharge performance.
> We are having warranty problems with Odyssey down here.
>
> According to the chart the Full River HGL 18-12 has a discharge life
> of approx. 2 hrs @ 8A and weighs 6.3KG.
>
> Cheers
>
> Peter
>
>
>
> ------------------------------------------------------------------------
>
> From: owner-aeroelectric-list-server@matronics.com
> [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
> Richard Dudley
> Sent: Friday, 15 June 2007 3:05 AM
> To: aeroelectric-list@matronics.com
> Subject: AeroElectric-List: [Fwd: 18 AH Battery Test Data]
>
>
>
> Listers,
> Because my nominal endurance load is about 8 amps, my original 6 amp
> load test was not representative of my needs. So, FWIW, I just ran a 9
> amp endurance test on my replaced RG battery. The results of both the
> 6 amp and 9 amp tests are attached. After fully charging the battery,
> I added another automobile lamp in parallel with the earlier load to
> get approximately 9 amps. The starting open circuit voltage was 12.95
> V. The initial curremt under load was 9.73 A. I discontinued the test
> after 85 minutes when the voltage wa 10.01 V and the current was 8.46 A.
>
> I have forwarded my original test comments for those who did not see
> my original post or to refresh others on the first test.
>
> Regards,
>
> Richard Dudley
> -6A flying
>
> -------- Original Message --------
>
> Subject:
>
>
>
> 18 AH Battery Test Data
>
> Date:
>
>
>
> Thu, 01 Mar 2007 13:28:46 -0500
>
> From:
>
>
>
> Richard Dudley <rhdudley1@bellsouth.net> <mailto:rhdudley1@bellsouth.net>
>
> To:
>
>
>
> aeroelectric-list@matronics.com <mailto:aeroelectric-list@matronics.com>
>
>
>
>Listers,
>
>FWIW I have been following the procedure of replacing my 18/17.X AH RG
>
>battery annually for the last two years. This year, I decided to do an
>
>endurance test on the "old" battery. Using an automotive two filament
>
>headlamp with the filaments in parallel, I was able to start at a
>
>current of 6.7 amps drain to simulate an endurance buss demand with a
>
>failed alternator. The battery has been used for one year including
>
>about 40 flight hours and 50 engine starts.
>
>The battery is a 17-18 AH sold by Batteries Plus sometimes with the
>
>name Xtreme Plus.
>
>My engine is an O-320 with 110 plus hours on it. These batteries turn
>
>the engine over very "smartly" only observed at temperatures above 60F.
>
>At the beginning of the test, the current was 6.7 A and at the end at
>
>5.6 A . This decline is partly explained by the voltage decline as well
>
>as filament resistance decrease with temperature in the lamp.
>
>These results are consistent with the specification sheet provided for
>
>the Xtreme Plus batteries which predicts a two hour endurance at 6A.
>
>
>
>Regards,
>
>
>
>Richard Dudley
>
>
>
>
>
>
>
>
Message 13
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| Subject: | [Fwd: 18 AH Battery Test Data] |
Richard I am in Queensland similar climate to Florida, the only place to be.
! Seems as if you could get quite a bit more service life from the battery,
just test to confirm each year.
Peter
_____
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Richard
Dudley
Sent: Friday, 15 June 2007 9:21 AM
Subject: Re: AeroElectric-List: [Fwd: 18 AH Battery Test Data]
Hi Peter,
It appears that your 33-12 is about 2X in weight and about 2X in endurance
comparaed to my $60USD 18AH 13lb battery and your 18-12 is about the same
weight and similar AH. I am not sure of the service life of my battery. I
have arbitrarily changed it in one year. It appears, though, that after one
year of service it still has approximately the endurance claimed by the
spec. sheet. I may do the test on my new battery at my next annual and then
decide whether to replace it or not. Here in Florida where the temperature
is usually above 60 deg F, these batteries crank smartly my O- 320 every
time.
Best regards,
Richard
Peter Harris wrote:
Hi Richard,
I have been looking at batteries to get an extended discharge cycle for an
EFIC conversion and found that "Full River" batteries are well represented
and publish full performance details. Their DC series are for long flat
extended deep discharge with less cranking power. I have their HGL series
general purpose sealed AGM battery which has good cranking as well as
extended discharge. I chose an HGL 33-12 with a discharge of 3 hrs @9A for
my application; weight 11KG and max discharge is 495A at 77deg F. It is an
overkill endurance but I need the cranking amps for the Jab 3300 and long
leads and the weight is right for my CG..
It cost AUD 95.00 (normally RRP AUD 130) purchased on line. Life is claimed
6 - 10 years depending on application. I think by comparison the Odyssey has
a bigger CCA but less extended discharge performance. We are having warranty
problems with Odyssey down here.
According to the chart the Full River HGL 18-12 has a discharge life of
approx. 2 hrs @ 8A and weighs 6.3KG.
Cheers
Peter
_____
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Richard
Dudley
Sent: Friday, 15 June 2007 3:05 AM
Subject: AeroElectric-List: [Fwd: 18 AH Battery Test Data]
Listers,
Because my nominal endurance load is about 8 amps, my original 6 amp load
test was not representative of my needs. So, FWIW, I just ran a 9 amp
endurance test on my replaced RG battery. The results of both the 6 amp and
9 amp tests are attached. After fully charging the battery, I added another
automobile lamp in parallel with the earlier load to get approximately 9
amps. The starting open circuit voltage was 12.95 V. The initial curremt
under load was 9.73 A. I discontinued the test after 85 minutes when the
voltage wa 10.01 V and the current was 8.46 A.
I have forwarded my original test comments for those who did not see my
original post or to refresh others on the first test.
Regards,
Richard Dudley
-6A flying
-------- Original Message --------
Subject:
18 AH Battery Test Data
Thu, 01 Mar 2007 13:28:46 -0500
From:
Richard Dudley <mailto:rhdudley1@bellsouth.net> <rhdudley1@bellsouth.net>
aeroelectric-list@matronics.com
Listers,
FWIW I have been following the procedure of replacing my 18/17.X AH RG
battery annually for the last two years. This year, I decided to do an
endurance test on the "old" battery. Using an automotive two filament
headlamp with the filaments in parallel, I was able to start at a
current of 6.7 amps drain to simulate an endurance buss demand with a
failed alternator. The battery has been used for one year including
about 40 flight hours and 50 engine starts.
The battery is a 17-18 AH sold by Batteries Plus sometimes with the
name Xtreme Plus.
My engine is an O-320 with 110 plus hours on it. These batteries turn
the engine over very "smartly" only observed at temperatures above 60F.
At the beginning of the test, the current was 6.7 A and at the end at
5.6 A . This decline is partly explained by the voltage decline as well
as filament resistance decrease with temperature in the lamp.
These results are consistent with the specification sheet provided for
the Xtreme Plus batteries which predicts a two hour endurance at 6A.
Regards,
Richard Dudley
href="http://www.matronics.com/Navigator?AeroElectric-List">http://www.matro
nics.com/Navigator?AeroElectric-List
Message 14
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| Subject: | Re: [Fwd: 18 AH Battery Test Data] |
Peter,
From my results, I believe you are right. My annual is/was in February.
I will do the test on my current (new) battery next year to confirm its
endurance and avoid the cost if it looks as good as the one I replaced
this year.
Thanks for the comments.
Richard
Peter Harris wrote:
> Richard I am in Queensland similar climate to Florida, the only place
> to be. ! Seems as if you could get quite a bit more service life from
> the battery, just test to confirm each year.
>
> Peter
>
>
>
> ------------------------------------------------------------------------
>
> From: owner-aeroelectric-list-server@matronics.com
> [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
> Richard Dudley
> Sent: Friday, 15 June 2007 9:21 AM
> To: aeroelectric-list@matronics.com
> Subject: Re: AeroElectric-List: [Fwd: 18 AH Battery Test Data]
>
>
>
> Hi Peter,
> It appears that your 33-12 is about 2X in weight and about 2X in
> endurance comparaed to my $60USD 18AH 13lb battery and your 18-12 is
> about the same weight and similar AH. I am not sure of the service
> life of my battery. I have arbitrarily changed it in one year. It
> appears, though, that after one year of service it still has
> approximately the endurance claimed by the spec. sheet. I may do the
> test on my new battery at my next annual and then decide whether to
> replace it or not. Here in Florida where the temperature is usually
> above 60 deg F, these batteries crank smartly my O- 320 every time.
> Best regards,
> Richard
>
>
> Peter Harris wrote:
>
> Hi Richard,
>
> I have been looking at batteries to get an extended discharge cycle
> for an EFIC conversion and found that "Full River" batteries are well
> represented and publish full performance details. Their DC series are
> for long flat extended deep discharge with less cranking power. I have
> their HGL series general purpose sealed AGM battery which has good
> cranking as well as extended discharge. I chose an HGL 33-12 with a
> discharge of 3 hrs @9A for my application; weight 11KG and max
> discharge is 495A at 77deg F. It is an overkill endurance but I need
> the cranking amps for the Jab 3300 and long leads and the weight is
> right for my CG..
>
> It cost AUD 95.00 (normally RRP AUD 130) purchased on line. Life is
> claimed 6 - 10 years depending on application. I think by comparison
> the Odyssey has a bigger CCA but less extended discharge performance.
> We are having warranty problems with Odyssey down here.
>
> According to the chart the Full River HGL 18-12 has a discharge life
> of approx. 2 hrs @ 8A and weighs 6.3KG.
>
> Cheers
>
> Peter
>
>
>
> ------------------------------------------------------------------------
>
> From: owner-aeroelectric-list-server@matronics.com
> <mailto:owner-aeroelectric-list-server@matronics.com>
> [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
> Richard Dudley
> Sent: Friday, 15 June 2007 3:05 AM
> To: aeroelectric-list@matronics.com
> <mailto:aeroelectric-list@matronics.com>
> Subject: AeroElectric-List: [Fwd: 18 AH Battery Test Data]
>
>
>
> Listers,
> Because my nominal endurance load is about 8 amps, my original 6 amp
> load test was not representative of my needs. So, FWIW, I just ran a 9
> amp endurance test on my replaced RG battery. The results of both the
> 6 amp and 9 amp tests are attached. After fully charging the battery,
> I added another automobile lamp in parallel with the earlier load to
> get approximately 9 amps. The starting open circuit voltage was 12.95
> V. The initial curremt under load was 9.73 A. I discontinued the test
> after 85 minutes when the voltage wa 10.01 V and the current was 8.46 A.
>
> I have forwarded my original test comments for those who did not see
> my original post or to refresh others on the first test.
>
> Regards,
>
> Richard Dudley
> -6A flying
>
> -------- Original Message --------
>
> Subject:
>
>
>
> 18 AH Battery Test Data
>
> Date:
>
>
>
> Thu, 01 Mar 2007 13:28:46 -0500
>
> From:
>
>
>
> Richard Dudley <rhdudley1@bellsouth.net> <mailto:rhdudley1@bellsouth.net>
>
> To:
>
>
>
> aeroelectric-list@matronics.com <mailto:aeroelectric-list@matronics.com>
>
>
>
>Listers,
>
>FWIW I have been following the procedure of replacing my 18/17.X AH RG
>
>battery annually for the last two years. This year, I decided to do an
>
>endurance test on the "old" battery. Using an automotive two filament
>
>headlamp with the filaments in parallel, I was able to start at a
>
>current of 6.7 amps drain to simulate an endurance buss demand with a
>
>failed alternator. The battery has been used for one year including
>
>about 40 flight hours and 50 engine starts.
>
>The battery is a 17-18 AH sold by Batteries Plus sometimes with the
>
>name Xtreme Plus.
>
>My engine is an O-320 with 110 plus hours on it. These batteries turn
>
>the engine over very "smartly" only observed at temperatures above 60F.
>
>At the beginning of the test, the current was 6.7 A and at the end at
>
>5.6 A . This decline is partly explained by the voltage decline as well
>
>as filament resistance decrease with temperature in the lamp.
>
>These results are consistent with the specification sheet provided for
>
>the Xtreme Plus batteries which predicts a two hour endurance at 6A.
>
>
>
>Regards,
>
>
>
>Richard Dudley
>
>
>
>
>
>
>
>
>
>
>
> href="http://www.matronics.com/Navigator?AeroElectric-List">http://www.matronics.com/Navigator?AeroElectric-List
>
>
>
>
>
>
>
>http://www.matronics.com/Navigator?AeroElectric-List
>
>http://forums.matronics.com
>
>
>
>
Message 15
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| Subject: | Re: Marker beacon antenna for composite aircraft |
At 04:25 PM 6/14/2007 -0400, you wrote:
>Question, can anyone recommend a ground plane-less marker beacon antenna
>option for use in composite aircraft?
>
>Thanks
Sure. 40" of wire strung out and taped to the inside
surface of your empanage.
Bob . . .
Message 16
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| Subject: | Marker beacon antenna for composite aircraft |
At 10:45 PM 6/14/2007 +0100, you wrote:
>I m prepared to be shot down here by those who know more than me about
>antenna theory, but I have installed a 40 long piece of copper tape in a
>glassfibre wing tip for a beacon antenna & expect it to work. As beacons
>are reasonably powerful, and you (hope to) fly right over the top of them
>at short range, I believe a ground plane as such is not really required
>perhaps the screen of the feeder wire acts as a very small ground plane to
>complete the virtual circuit?
"Ground plane" is not helpful at this range. You're just a few hundred
feet above a 5w transmitter with a radiation pattern concentrated
straight up. 40" of any kind of handy conductor . . . 22AWG wire
is fine. If your marker beacon antenna input is on the back of
some panel mounted device, then run a coax RG-400 or even the lowly
RG-58 is fine to some handy place behind the seat and attach it to
the 40" piece of wire.
Bob . . .
Message 17
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| Subject: | Re: Glide slope antenna |
At 06:36 AM 6/14/2007 -0700, you wrote:
>Last week I posted a question about my non working G/S in my newly
>installed upgraded RV8 panel. Thanks for all the suggestions!. Bob Archer
>said I might be "loosely connected" as the problem. Rather than take
>offense at this, I asked for an explanation, and he said the BNC center
>pin may not be fully seated in the connector. Well the only connector that
>was not installed on the bench, but rather behind the panel, sure enough
>was loosely connected, because of the difficult access. After changing
>that out, the system works perfectly, IE the wingtip antenna, with
>splitter to the G430 VLOC and G/S has a nice strong signal.
Pesky electrons . . . they just refuse to jump even the smallest
gap.
Bob . . .
Message 18
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| Subject: | Marker beacon antenna for composite aircraft |
Bob,
Would that 40" piece of wire work outside a metal airplane if the conductor
was insulated from the skin?
I'm thinking of a wire or tape laminated to the belly between layers
fiberglass.
For that matter, could you laminate an Archer antenna to the bottom of a
metal plane and expect it to work?
If no, why not?
Dave Saylor
AirCrafters LLC
140 Aviation Way
Watsonville, CA
831-722-9141
831-750-0284 CL
www.AirCraftersLLC.com
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Robert L.
Nuckolls, III
Sent: Thursday, June 14, 2007 6:44 PM
Subject: Re: AeroElectric-List: Marker beacon antenna for composite aircraft
--> <nuckollsr@cox.net>
At 04:25 PM 6/14/2007 -0400, you wrote:
>Question, can anyone recommend a ground plane-less marker beacon
>antenna option for use in composite aircraft?
>
>Thanks
Sure. 40" of wire strung out and taped to the inside
surface of your empanage.
Bob . . .
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