Today's Message Index:
----------------------
1. 05:24 AM - My vacuum instruments for sale on eBay (Harley)
2. 05:50 AM - Re: Coax Diameter (Emrath)
3. 07:57 AM - Re: Coax Diameter (paul wilson)
4. 08:50 AM - Re: Headset plug polarity (Brooke Wolf)
5. 09:36 AM - Re: Headset plug polarity (Ron Quillin)
6. 11:08 AM - Re: Coax Diameter (Gaylen Lerohl)
7. 11:11 AM - Re: Headset plug polarity (Charlie England)
8. 12:28 PM - Re: strobe whine noise (Miskelly, Francis G)
9. 01:31 PM - Re: Re: Rotax Voltage Regulator (Hoffmann D- Remscheid)
10. 01:45 PM - Switch ratings (Robert L. Nuckolls, III)
11. 01:53 PM - Re: strobe whine noise (Robert L. Nuckolls, III)
12. 01:57 PM - Re: B&C SD 8 Alternator (James Foerster)
13. 03:20 PM - Bright star on the horizon - OV protection and anytime control (Robert L. Nuckolls, III)
14. 05:20 PM - Re: Bright star on the horizon - OV protection and anytime control (Tim Lewis)
15. 06:39 PM - PMag Preflight Check (Speedy11@aol.com)
16. 07:48 PM - Re: Bright star on the horizon - OV protection and anytime control (Robert L. Nuckolls, III)
Message 1
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Subject: | My vacuum instruments for sale on eBay |
Good Morning...
After the successful ending of my iPaq/Anywhere Map listing on eBay, and
the decision to finally join the high technology age and have an all
electric panel, I am now offering the entire vacuum system that I no
longer need on eBay starting today. After these end in 10 days, this
should be the end of my Long EZ related eBay listings for some time! I
hope! <G>
I've already replaced the directional gyro with an electric one, and
only have the artificial horizon left to replace, but I am working on
that. So, anything that has to do with the vacuum system is going,
including the AH.
Here are direct links to the eBay pages where I am offering them...note
that there is no reserve, and I am starting them all ridiculously low,
so they WILL sell, and someone will get real bargains.
All the details about each one and their conditions and photos are in
their respective eBay listings. You can also link to each item at the
bottom of each listing.
Artificial Horizon
http://tinyurl.com/2d269m
Directional gyro
http://tinyurl.com/yq5mgg
Vacuum Pump
http://tinyurl.com/yp9gkf
(The description includes a link to a great tutorial on vacuum pumps)
Vacuum Gage
http://tinyurl.com/22tl5r
Harley Dixon
Long EZ N28EZ
Airport, Hangar 29
Canandaigua, NY
Message 2
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Subject: | Re: Coax Diameter |
Thanks Ken
Marty
Time: 05:50:43 PM PST US
From: Ken <klehman@albedo.net>
Subject: Re: AeroElectric-List: Coax Diameter
My RG-400 measures 0.195" diameter.
Emrath wrote:
>
>Can someone advise me what is the diameter of RG400 and RG58 Coax? I'm
>planning antenna runs for my RV6A and looking to see how big my wire
>bundle may be getting. Thanks.
>
>
>Marty in Brentwood TN
Message 3
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Subject: | Re: Coax Diameter |
They are essentially the same. For sure interchangeable.
Paul
=========
At 04:29 PM 8/18/2007, you wrote:
>
>Can someone advise me what is the diameter of RG400 and RG58 Coax? I'm
>planning antenna runs for my RV6A and looking to see how big my wire bundle
>may be getting. Thanks.
>
>
>Marty in Brentwood TN
>
>
Message 4
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Subject: | Re: Headset plug polarity |
Hi Mark
I am totally deaf in one ear and always have trouble with stereo
headsets. I feel like I am only hearing half the world! Do you know of
a commercially available adapter that would ALWAYS combine the signals
on a standard aviation headset? While we are on the subject.....it is
even a bigger problem with my MP3 player. It has a little 1/8 (?) inch
stereo jack. Do you know of any full time, stereo to mono, adaptors
for that?
Thanks
Brooke
----- Original Message -----
From: Fiveonepw@aol.com
To: aeroelectric-list@matronics.com
Sent: Saturday, August 18, 2007 11:41 PM
Subject: Re: AeroElectric-List: Headset plug polarity
In a message dated 08/17/2007 10:06:34 PM Central Daylight Time,
ceengland@bellsouth.net writes:
There isn't really any practical way to wire a stereo connector for
both
stereo & mono. You can set it up with a switch, but then you're
dependent on remembering to set the switch correctly.
>>>
My understanding as well. I installed mono & stereo jacks on my plane
using a switching mono plug that ties L&R channels together when the
plug is inserted, and used a spring-loaded cover on the stereo jack with
a lable stating "Stereo Only" on it. One way to git a kitty rug!
Diagram available on AutoCAD if interested...
From The PossumWorks in TN
Mark Phillips
-------------------------------------------------------------------------
-----
Message 5
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Subject: | Re: Headset plug polarity |
At 08:47 8/19/2007, you wrote:
>I am totally deaf in one ear and always have trouble with stereo
>headsets. I feel like I am only hearing half the world! Do you
>know of a commercially available adapter that would ALWAYS combine
>the signals on a standard aviation headset? While we are on the
>subject.....it is even a bigger problem with my MP3 player. It has
>a little 1/8 (?) inch stereo jack. Do you know of any full time,
>stereo to mono, adaptors for that?
>
>Thanks
>
>Brooke
One "always works" solution I've seen on at least one commercial
headset was the inclusion of a switch somewhere on/in the headphone
or cable that took the wire normally connected to the ring of the
connector and electrically moved it to parallel the wire connected to
the tip. Both earphone transducers were then parallel on the tip,
with the common return on the sleeve. Downside; the impedance seen
by the intercom/radio driving the headphones in now only half what it
was and this may be a problem, but generally far less than shorting
out the left and right outputs of some amplifier to one another.
A SPDT (3-terminal) switch mounted in an ear cup could easily suffice.
Ron Q.
Message 6
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Subject: | Re: Coax Diameter |
The Mil Spec RG-58 and RG-400 we sell is about .195" or just a bit over
3/16". http://www.terminaltown.com/Pages/Coaxial%20Cable.html
Regards,
Gaylen
Terminaltown.com
----- Original Message -----
From: "Emrath" <emrath@comcast.net>
Sent: Saturday, August 18, 2007 5:29 PM
Subject: AeroElectric-List: Coax Diameter
>
> Can someone advise me what is the diameter of RG400 and RG58 Coax? I'm
> planning antenna runs for my RV6A and looking to see how big my wire
> bundle
> may be getting. Thanks.
>
>
> Marty in Brentwood TN
>
>
>
Message 7
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Subject: | Re: Headset plug polarity |
Brooke Wolf wrote:
> Hi Mark
>
> I am totally deaf in one ear and always have trouble with stereo
> headsets. I feel like I am only hearing half the world! Do you know of
> a commercially available adapter that would ALWAYS combine the signals
> on a standard aviation headset? While we are on the subject.....it is
> even a bigger problem with my MP3 player. It has a little 1/8 (?) inch
> stereo jack. Do you know of any full time, stereo to mono, adaptors
> for that?
>
> Thanks
>
> Brooke
>
Google is your friend.
http://www.google.com/search?num &hl=en&q=mono+to+stereo+headphone+adaptor&btnG=Search
Charlie
Message 8
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Subject: | strobe whine noise |
Thanks Ken and Bob. I'll try Bob's suggestion of connecting both +ve and
-ve of the battery to the radio later this week
Bob - my radio has a +ve from the power bus and a -ve which grounds at
the firewall ground bus. I suspect it also grounds locally
- Frank
________________________________
From: owner-aeroelectric-list-server@matronics.com on behalf of Robert
L. Nuckolls, III
Sent: Sun 19/08/2007 07:33
Subject: Re: AeroElectric-List: strobe whine noise
<nuckollsr@cox.net>
At 08:53 AM 8/18/2007 -0400, you wrote:
>
>Hi Frank
>
>Yes the filter is in line with the strobe power after the power switch.
>
>My best theory is similar to Matt's and that the noise is coming in via
>the common grounds. It is a metal airframe and the strobe power
supplies
>are internally grounded to their metal cases, same as the radio and
the
>intercom. The headphone jacks are isolated from ground. Everything
except
>the strobes has a ground wire to the forrest of tabs on the firewall.
>Since the ground connection on the filter has no effect, it seems to me
>that it can't be a capacitor in the filter that is helping. And yet
>reversing the filter leads does make a difference which seems an
unlikely
>result to me. I don't think there can be anything else other than a
choke
>(inductor) in the filter??
>
>If I was still building I think I would try electrically insulating the
>strobe power supplies from the airframe with plastic washers and bolts.
I
>seem to recall opening the aeroflash units when I installed them but I
>must have decided that their grounds could not be easilly separated
from
>the case, or it did not seem worth the effort at the time. The strobe
>heads are mounted in fibreglass wingtips so they should already be
>isolated from the airframe.
Hmmmm . . . grounds contribute to noise issues ONLY when
sensitive potential victims share TWO or more ground
paths. If you have immediate access to the power supplies,
try the dry-battery experiment again with the battery located
right at the power supply and grounded locally to the power
supply.
There's something we're not seeing here. I presume that your
power supply does ground locally and doesn't have a second wire
running all the way to the firewall ground bus????
Bob . . .
Message 9
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Subject: | Re: Rotax Voltage Regulator |
Rotax rectifier / regulators (and the other motorcycle types too) are
not unproblematic. As Gilles found out by direct experiment at nominal
power the maximum temperature for the 912 / 914 series R/R is minus
59=B0 Celsius:
http://contrails.free.fr/elec_ducati.php
This is somewhere in the vicinity of the liquid CO2, please forgive me
that I cannot transfer it to Fahrenheit units by heart (;-).
I used a standard 3" vent from a computer power unit mounted upon the
cooling fins to make the system reliable, as Bob mentioned too.
Nevertheless the power output of the 2 phase Rotax alternator is
marginal.
A friend experienced a trip of the main circuit breaker when operating
the flaps at idle. Imagine what would have happened with an electrical
dependent 914 engine. His Dynon and his GPS went black too (which is not
an issue at the home airport). I am aware that he might beef up his 7Ah
battery a little bit, too (;-)
Increased use of glass panel instruments with reasonable brightness,
strobes etc. would ask for a state-of-the-art generator system for the
future. It is not very elegant to use a reduction gear and then mount a
generator driven by a belt from the prop axis to increase rpms again. It
is more elegant to mount a second generator the crankshaft itself
rotating at some 5000rpm at the back of the 912/914, which has been
done:
http://contrails.free.fr/elec_second_alternateur.php
If You can live with one sole generator providing sufficient power, the
standard Rotax system should be modified.
With the existing standard 2phase coil system I can imagine that a more
modern regulator could work not at the frequency determined by engine
rotation, but at a higher frequency as a real switching regulator with a
corresponding higher efficiency; maybe some inductivity would have to be
added.
I would however prefer another way of solving the problem. As the rpm is
high enough, why not integrate a common 3phase generator into the
original site of the Rotax coils? One wound have to redesign the
(presumably 9) stator coils for the given dimensions and add a rotor
with coil. Add a standard regulator and You are done: greater power
mainly because of better efficiency, no high frequency switching
problems, standard technology and reliability, no belt to break, no hump
in streamlined cowlings. Would be just a standard generator put into the
Rotax.
By the way: You could even get rid of any sliprings without any electric
change at all. Honda has done that on their CB500f motorcycles even some
years ago:
http://www.autoschrauber.de/content/000058/image/limakomplett.jpg
The only disadvantage is the introduction of an air gap. When
reliability is an issue, that could be a good trade-off for aircraft use
anyway: almost no moving parts J.
As Bob already stated, it would be an excellent DIY - project - not
without future potential.
Richard
Message 10
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Comments/Questions: Bob,
I bought a bunch of rocker switches from Aircraft Spruce (P/N 14-100) for
use in my RV-6A. The switches have a 120VAC rating of 20 Amps. AC43-13 says
that AC ratings are different from DC ratings, so I am concerned as to
whether these switches will be adequate for my uses. The highest current
devices I am switching are the nav lights at 7.5 Amps.
See:
http://www.aeroelectric.com/articles/swtchrat.pdf
and page 2 of
http://www.aeroelectric.com/Reference_Docs/Eaton/toggle.pdf
and page 2 of
http://www.aeroelectric.com/Mfgr_Data/Switches/tl_series.pdf
Virtually ALL switches have SOME rating at ANY voltage whether
AC or DC. The fact that any given switch is marked on the side
with 125VAC ratings is a testament to the fact that MORE switches
are SOLD into the 125VAC domestic power market than for any
other application. There's not enough room on the side of a
switch to print ALL of it's capabilities so the fall-back position
is to accommodate the greatest number of purchasers.
Further, to exceed the published ratings by as much as 50%
has little significance to us as OBAM aviation users where
the average switch sees perhaps 100 operating cycles per year.
The published ratings are for tens of thousands of cycles
total. Most switches in personally owned, light aircraft die
of effects having more to do with environment and chronological
age than from operating stresses.
The short answer is, "don't loose any sleep over switch
ratings."
Bob . . .
----------------------------------------
( "Physics is like sex: sure, it may )
( give some practical results, but )
( that's not why we do it." )
( )
( Richard P. Feynman )
----------------------------------------
Message 11
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Subject: | strobe whine noise |
At 08:23 PM 8/19/2007 +0100, you wrote:
>Thanks Ken and Bob. I'll try Bob's suggestion of connecting both +ve and
>-ve of the battery to the radio later this week
>Bob - my radio has a +ve from the power bus and a -ve which grounds at the
>firewall ground bus. I suspect it also grounds locally
my suggested experiment was to power the strobe locally and
leave it grounded . . . but your assertion raises another
possibility. If the radio has an internal ground to chassis,
then try simply removing the 'extra' ground to the firewall.
You may be experiencing a rare but real situation that was
addressed with the last upgrade to Z-15 in particular where
the idea of an avionics ground ON THE PANEL was suggested
for gathering all grounds for panel mounted devices together
at a single point before extending the ground to the firewall.
In fact, in the all metal airplane, the panel ground could
be tied to the panel as an airframe ground . . . the extra
wires to the firewall would not be beneficial. However,
Getting all the panel grounds tied together on or near where
the radios bring their internal grounds is a good thing to
consider. MOST of the time, it's not an issue . . . which goes
for the vast majority of installations in light aircraft since
day-one. From time to time, situations like yours do arise
where the standard cures for filtering and shielding have
no effect and sometimes make it worse.
When you finally discover the root cause of your noise
it will be stone simple and probably have nothing to do
with shielding or filtering.
Bob . . .
Message 12
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Subject: | Re: B&C SD 8 Alternator |
Bob wrote: "if one had LED based position and strobes, then perhaps
night VFR on 8A would be quite comfortably managed."
This is a good point, and opens up the topic of LED position lights. I
have a Jabiru J400, and the alternator is good for 20 amps max, closer
to 15 amps continuous. I had planned to put an SD20 alternator on the
crank splined shaft to get more total power, but the complication of two
alternators and two batteries seemed far too great for what will be
mainly a day and night VFR plane with pretensions.
The Whelan strobe and position light system has two lamps per wingtip
and the strobe supply. Each lamp is two amps, and the strobe supply is
6 amps. Yikes! That is 14 amps for running lights. The gold plated
pins that go into DB connectors and also the circular plastic locking
connectors are very easy to use, but should not be used for much over 4
amps. I could parallel these critters, but that gets to be more work.
By going to the LED system from either Kunzleman or GS, the current draw
is between 150 and 300 ma per wingtip. The strobe systems run 2 to 4
amps.
Are these wingtip nav lights equivalent to the Whelan incandescent? I
have bought both GS and Kunztleman systems for testing. I just made a
simple turntable marked off in degrees to rotate the wingtip unit to
measure lux output vs. angle. I'm using the nice primer on lighting
requirements that Eric Jones posted on his website, Perihelion Designs.
http://www.periheliondesign.com/
To measure the light output, I got a lux meter, calibrated in lux.
Photographic light meters can be converted from exposure value to lux,
but these meters are intrinsically logarithmic in response, and I don't
trust it.
The horizontal plane measurement will be relatively easy, but the
vertical plane may be harder. Eric himself does not believe that
present commercial units meet the FARs, but for experimental, they do
not need to. Of course, the low power strobes don't, but any strobe is
far better than none, and the logarithmic response of the eye comes to
our rescue here.
James Foerster, J400, wiring.
Message 13
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Subject: | Bright star on the horizon - OV protection and anytime |
control
>Comments/Questions: Bob - What is the latest wisdom on the crowbar and b-lead
>disconnect for the IR alternators? I have read all the Matronics threads,
>and it seems that you have withdrawn the Z-24 diagram.
>BTW I am a PhD electrical engineer, and I have not seen anyone with the
>clarity and good explanations and sheer common sense that you give.
>Keep up the good work.
Thank you sir for the kind words and validation of
my efforts.
Here's some background:
http://www.aeroelectric.com/DIY/DIY_Crowbar_OVP_F.pdf
Here's the Z-24 replacement in the works . . .
http://aeroelectric.com/articles/Adapting_IR_Alternators_to_Aircraft.pdf
in the interim, Z-24 is entirely suited to the task as
long as the pilot is aware that the alternator should not
be turned off while under load except when it's mis-behaving
or there is possibility of electrically generated smoke
in the cockpit.
When AEC9004 becomes available, it will drop neatly into
the spot where the crowbar module is used and will allow
any time, any conditions, damage free control of the
stock, automotive IR alternator.
Holler if I can help!
Bob . . .
----------------------------------------
( IF one wishes to be "world class" at )
( anything, what ever you do must be )
( exercised EVERY day . . . )
( R. L. Nuckolls III )
----------------------------------------
Message 14
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Subject: | Re: Bright star on the horizon - OV protection and |
anytime control
Bob,
Any ETA on availability of the AEC9004?
Thanks,
Tim Lewis
--
Tim Lewis -- HEF (Manassas, VA)
RV-6A N47TD -- 900 hrs
RV-10 #40059 under construction
Robert L. Nuckolls, III wrote:
>
> When AEC9004 becomes available, it will drop neatly into
> the spot where the crowbar module is used and will allow
> any time, any conditions, damage free control of the
> stock, automotive IR alternator.
>
> Holler if I can help!
>
> Bob . . .
>
> ----------------------------------------
> ( IF one wishes to be "world class" at )
> ( anything, what ever you do must be )
> ( exercised EVERY day . . . )
> ( R. L. Nuckolls III )
> ----------------------------------------
>
>
Message 15
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Subject: | PMag Preflight Check |
Peter and Mike,
You both said you do not recommend checking the PMag internal alternator
before each flight. Will you please expand on your reasoning?
Thanks,
Stan Sutterfield
I think I would do as you suggest and not check the P-mag internal
alternator every
flight either.
http://discover.aol.com/memed/aolcom30tour
Message 16
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Subject: | Re: Bright star on the horizon - OV protection and |
anytime control
At 08:17 PM 8/19/2007 -0400, you wrote:
>
>Bob,
>
>Any ETA on availability of the AEC9004?
>
>Thanks,
>
>Tim Lewis
Not definite - this spring's plans for getting the alternator
drive stand were interrupted. It's too hot to work
in the garage for about the next month. The circuit
has been brass-boarded and the first-pass software
tested. The BIG questions are to demonstrate an ability
to seamlessly control the un-modified IR alternator when
running at full load and 11,000 rpm. I'm 98% sure
we've got the recipe for success but won't know until
it's been run on real hardware. Certainly before the
end of the year.
Bob. . .
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