Today's Message Index:
----------------------
1. 05:18 AM - Re: 496 Audio (Robert Feldtman)
2. 05:29 AM - Re: WTB Crystal Radio (Dan Billingsley)
3. 06:04 AM - Re: For Sale BMA EFIS One (Roger Bentlage)
4. 06:21 AM - Re 496 Audio (emrath@comcast.net)
5. 07:01 AM - Re: For Sale BMA EFIS One (Giffen Marr)
6. 10:48 AM - Re: Wig Wag and keep warm (Vernon Little)
7. 12:32 PM - Re: WTB Crystal Radio (Eric M. Jones)
8. 02:57 PM - Final Review (Terry Miles)
9. 03:51 PM - Re: Final Review (Matt Prather)
10. 04:59 PM - Re: 496 Audio (Kenneth Melvin)
11. 05:24 PM - Re: Final Review (Robert Feldtman)
12. 05:42 PM - Re: Final Review (Gilles Thesee)
13. 06:01 PM - Re: Re: WTB Crystal Radio (Dan Billingsley)
14. 06:33 PM - Re: Final Review (Terry Watson)
15. 07:28 PM - Re: Final Review (Terry Miles)
Message 1
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I'd try one half the transformer. use the center tap for ground and one of
the other ones. that would be 500 ohms. - pretty dang close
bobf
On 11/2/07, Dave Saylor <Dave@aircraftersllc.com> wrote:
>
> Marty and all,
>
> We learned a bunch today about audio out from the Garmin 496 that could be
> helpftul.
>
> I had a harness built by Stark to allow me to put audio from the
> power/data chord from a 2/3/496 into unswitched audio in my GMA340 audio
> panel. Seemed like a simple thing, but we never got any audio from the
> power/data chord. Audio jack, yes, data chord, no.
>
> Turns out the audio from the power/data cable is to drive an 8 ohm
> speaker. I learned that by taking apart a Garmin 12V adapter/speaker and
> reading the back of the $.05 speaker inside: Made in China, 8 Ohms, 2/3W.
>
> The audio panel was looking for a 600 ohm input.
>
> Interestingly, Garmin told told both John and me that the only audio
> coming out of the 496, in aviation mode, was from the audio jack(3/496s have
> a 1/8" audio jack, which outputs XM audio, and all the warnings, as well as
> "Voice +" and "Voice -" wires in the power/data cable). Garmin said not
> even to bother trying to get audio from the Voice wires while in aviation
> mode. It did not exist.
>
> Well, it does exist because it plays just fine with the speaker/12V
> adapter plugged in. I put the unit in sim mode and flew into a mountain.
> The speaker gives every warning you would expect, and the "Sound" page of
> the Setup menu controls the audio as you would expect.
>
> With a jack inserted into the audio plug, the XM audio is turned off to
> the power/data chord but all the warnings still come through. Which is
> nice, because if you wire the unit per Garmin's advice, and run the audio
> jack into the music input of the audio panel, your terrain warnings will get
> muted by intercom activity or incoming transmissions. I want to know about
> those pesky mountains, even if it interupts music playing in the
> background...
>
> Now my problem is to figure out how to convert the 8 ohm signal from the
> power/data chord to 600 ohms. I guess I need a transformer. I found a 8
> ohm to 1000 ohm, with center tap, at radio shack...can anyone tell me if
> that will work? How do I wire it?
>
> Dave Saylor
> AirCrafters LLC
> 140 Aviation Way
> Watsonville, CA
> 831-722-9141
> 831-750-0284 CL
> www.AirCraftersLLC.com
>
>
Message 2
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Subject: | Re: WTB Crystal Radio |
Robert,
Sounds like you were hooked at quite a young age. Something about the radio sets
that is still magic to me...easy to get the high school kids fired up.
The site for Dave's Radios looks good. Have you built one of them using the 6418
tube? I would certainly like to try out your module when they are finished.
Thanks again,
Dan
11434 E Portal Ave
Mesa, AZ 85212
"Robert L. Nuckolls, III" <nuckolls.bob@cox.net> wrote:
At 07:05 PM 11/1/2007 -0700, you wrote:
>Robert, Thanks a bunch for the info...I ordered the book you mentioned as
>it looks like a kick to try and make our own stuff. The kids are currently
>finishing up their first attempts at crystal radios. Thanks to Ed Larson
>here on the list they have variablle caps to tie in. He sent me a whole
>box of various sizes. We were out today on the football field and found 4
>radios that worked...quite faint...but it was enough to get them worked
>up. We are going to build a one or two transistor amp to add to them. That
>will get them into making a PCB. Thanks again, Dan Billingsley
>Building a Kitfox-IV
>http://www.azshowersolutions.com/Build1.html
I've ordered one too. I've been 'building' since
the 4th grade when I listened to Ike's election
returns on the first crystal set I built from
a kit.
I've nearly always lived near Wichita's 5KW
AM station . . . easy to get strong signals,
hard to get anyone else. I've inherited a house
from my father in Medicine Lodge, KS . . . lots
of miles from any AM BC station. I've become
interested in seeing what can be heard from afar
with a reasonable antenna system and high
Q tuning.
I purchased some 6418 vacuum tubes . . . See:
http://www.schmarder.com/radios/tube/6418.htm
I'm in the process of packaging the 6418
circuitry into one of my standard product
packages. See:
http://www.aeroelectric.com/Pictures/Products/A15_Package.jpg
Everything but batteries, regen pot, tuning
caps and inductors will be in this package.
The BIG variability in performance is configuration
of tuning sections/antenna. I thought it would
be useful to have the constants packaged in
a robust module that allows fast,
low-risk assembly of the variables.
If you'd like one of these modules
to play with, I'll send you one when
they're done.
Bob . . .
Message 3
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Subject: | Re: For Sale BMA EFIS One |
I am selling a new (installed and works fine but never flown) BMA EFIS One, no
engine sensors, for $5,500.
Roger
242-535-7121
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=143355#143355
Attachments:
http://forums.matronics.com//files/instrument_panel_2_1_664.jpg
Message 4
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Dave, thanks for your interest in this, I hope there is a solution. Like you,
the thought of the warnings being muted by virtue of using the music jack to audio
input on the GMA340 is not to my liking either.
Marty
Time: 11:03:06 PM PST US
From: "Dave Saylor" <Dave@AirCraftersLLC.com>
Subject: AeroElectric-List: 496 Audio
Marty and all,
We learned a bunch today about audio out from the Garmin 496 that could be
helpftul.
I had a harness built by Stark to allow me to put audio from the power/data
chord from a 2/3/496 into unswitched audio in my GMA340 audio panel. Seemed
like a simple thing, but we never got any audio from the power/data chord.
Audio jack, yes, data chord, no.
Turns out the audio from the power/data cable is to drive an 8 ohm speaker.
I learned that by taking apart a Garmin 12V adapter/speaker and reading the
back of the $.05 speaker inside: Made in China, 8 Ohms, 2/3W.
The audio panel was looking for a 600 ohm input.
Interestingly, Garmin told told both John and me that the only audio coming
out of the 496, in aviation mode, was from the audio jack(3/496s have a 1/8"
audio jack, which outputs XM audio, and all the warnings, as well as "Voice
+" and "Voice -" wires in the power/data cable). Garmin said not even to
bother trying to get audio from the Voice wires while in aviation mode. It
did not exist.
Well, it does exist because it plays just fine with the speaker/12V adapter
plugged in. I put the unit in sim mode and flew into a mountain. The
speaker gives every warning you would expect, and the "Sound" page of the
Setup menu controls the audio as you would expect.
With a jack inserted into the audio plug, the XM audio is turned off to the
power/data chord but all the warnings still come through. Which is nice,
because if you wire the unit per Garmin's advice, and run the audio jack
into the music input of the audio panel, your terrain warnings will get
muted by intercom activity or incoming transmissions. I want to know about
those pesky mountains, even if it interupts music playing in the
background...
Now my problem is to figure out how to convert the 8 ohm signal from the
power/data chord to 600 ohms. I guess I need a transformer. I found a 8
ohm to 1000 ohm, with center tap, at radio shack...can anyone tell me if
that will work? How do I wire it?
Dave Saylor
AirCrafters LLC
140 Aviation Way
Watsonville, CA
831-722-9141
831-750-0284 CL
www.AirCraftersLLC.com
<html><body>
<DIV>Dave, thanks for your interest in this, I hope there is a solution.
Like you, the thought of the warnings being muted by virtue of using the music
jack to audio input on the GMA340 is not to my liking either. </DIV>
<DIV>Marty</DIV>
<DIV> </DIV>
<DIV>Time: 11:03:06 PM PST US<BR>From: "Dave Saylor" <<A onclick="return doCompose(this);" href="http://mailcenter.comcast.net/wmc/v/wm/472B1FE0000B803600005EE82200761064089B0E9D030A?cmd=ComposeTo&adr=Dave%40AirCraftersLLC%2Ecom&sid=c0">Dave@AirCraftersLLC.com</A>><BR>Subject: AeroElectric-List: 496 Audio<BR><BR>Marty and all,<BR><BR>We learned a bunch today about audio out from the Garmin 496 that could be<BR>helpftul.<BR><BR>I had a harness built by Stark to allow me to put audio from the power/data<BR>chord from a 2/3/496 into unswitched audio in my GMA340 audio panel. Seemed<BR>like a simple thing, but we never got any audio from the power/data chord.<BR>Audio jack, yes, data chord, no.<BR><BR>Turns out the audio from the power/data cable is to drive an 8 ohm speaker.<BR>I learned that by taking apart a Garmin 12V adapter/speaker and reading the<BR>back of the $.05 speaker inside: Made in China, 8 Ohms, 2/3W.<BR><BR>The audio panel was looking for a 60
0 ohm
input.<BR><BR>Interestingly, Garmin told told both John and me that the only audio
coming<BR>out of the 496, in aviation mode, was from the audio jack(3/496s
have a 1/8"<BR>audio jack, which outputs XM audio, and all the warnings, as well
as "Voice<BR>+" and "Voice -" wires in the power/data cable). Garmin
said not even to<BR>bother trying to get audio from the Voice wires while in
aviation mode. It<BR>did not exist.<BR><BR>Well, it does exist because it
plays just fine with the speaker/12V adapter<BR>plugged in. I put the
unit in sim mode and flew into a mountain. The<BR>speaker gives every warning
you would expect, and the "Sound" page of the<BR>Setup menu controls the
audio as you would expect.<BR><BR>With a jack inserted into the audio plug, the
XM audio is turned off to the<BR>power/data chord but all the warnings still
come through. Which is nice,<BR>because if you wire the unit per Garmin's
advice, and run the audio jack<BR>into the music
input
of the audio panel, your terrain warnings will get<BR>muted by intercom activity or incoming transmissions. I want to know about<BR>those pesky mountains, even if it interupts music playing in the<BR>background...<BR><BR>Now my problem is to figure out how to convert the 8 ohm signal from the<BR>power/data chord to 600 ohms. I guess I need a transformer. I found a 8<BR>ohm to 1000 ohm, with center tap, at radio shack...can anyone tell me if<BR>that will work? How do I wire it?<BR><BR>Dave Saylor<BR>AirCrafters LLC<BR>140 Aviation Way<BR>Watsonville, CA <BR>831-722-9141<BR>831-750-0284 CL<BR><A href="http://www.aircraftersllc.com/" target=_blank>www.AirCraftersLLC.com</A><BR><BR> <BR></DIV>
<pre><b><font size=2 color="#000000" face="courier new,courier">
</b></font></pre></body></html>
Message 5
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Subject: | Re: For Sale BMA EFIS One |
Your absolutely right, however this new BMA EFIS/One Ver 3 has the second
screen, which is a $3000 option for a new the EFIS/0ne Gen 4 and $2600 for
the smaller EFIS 2. Still a good savings over the current versions. Make me
an offer.
Giffen Marr
817-306-9592
617-223-9671 Cell
Message 6
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Subject: | Wig Wag and keep warm |
Thanks Bob.
I put the inrush limiters in circuit as a switch saver as opposed to a lamp
saver. I've had two Carling switch failures in the first 100 hours-- one
Master Switch and the other in my Strobe circuit. The Master had loose
rivets that hold the fast-on tabs, while the Strobe switch (which also had a
loose rivet) overheated and cooked one terminal. Switch resistance had
increased significantly, and I believe the Strobe PSU draws more current at
lower voltages, leading to a thermal runaway in the switch.
Since then, I've inspected all of my switches for loose rivets and put the
inrush current limiters on the landing/taxi lights. I did return one of the
switches to the vendor but never heard back with a failure analysis.
The inrush limiters don't have much effect on maximum lamp brightness, but
slowing the wig-wag flasher down sure did.
Vern
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Robert L.
Nuckolls, III
Sent: November 1, 2007 11:25 AM
Subject: RE: AeroElectric-List: Wig Wag and keep warm
--> <nuckolls.bob@cox.net>
At 09:50 AM 11/1/2007 -0700, you wrote:
><rv-9a-online@telus.net>
>
>I found that the flash rate of the SSF-1 was a bit too fast for my
>lamps to come up to full brightness. It's a simple mod to replace the
>internal electrolytic capacitor with one of higher value (I think I
>doubled the value of mine). My issue may have been exacerbated by the
>inrush current limiters (ntc thermistors) that I have in series with
>the lighting circuits.
Good data point Vern. I'd heard that before
but without specifics as to what the builder
did about it. I think he pitched the SSF-1 flasher
and substituted something else.
I don't think inrush limiters would affect timing
on this device . . . but it's certain that the
inrush limiters have more to do with mitigating
initial turn-on glitches to the bus than for
extending bulb life.
Bob . . .
----------------------------------------
( "Problems are the price of progress. )
( Don't bring me anything but trouble. )
( Good news weakens me." )
( -Charles F. Kettering- )
----------------------------------------
Message 7
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Subject: | Re: WTB Crystal Radio |
You guys...Darned I've spent half a day Googling Xtal sets.
A MUST SEE: http://www.wynterarchtops.com/radios/index.htm
I hate to see anyone build a crystal set and cheap-out by buying the variable capacitor.
There's no magic in capacitors. A roll of foil and some scissors will
make one in a pinch. There is a long history of capacitors in strange forms.
And if it doesn't have a cat's whisker and a galena crystal....shame on you.
One of my pet projects (after I finish the Glastar....) is to build crytal sets
along the lines of a Captain Nemo fantasy. It is entirely possible to build a
an AM radio receiver using nothing you couldn't buy in AD 1200.
"Inventor: A person who makes an ingenious arrangement of wheels, levers and springs,
and believes it civilization."
--Ambrose Bierce
--------
Eric M. Jones
www.PerihelionDesign.com
113 Brentwood Drive
Southbridge, MA 01550
(508) 764-2072
emjones@charter.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=143432#143432
Message 8
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Bob, and all,
I have just completed a Velocity. She just passed the FAA cert and, I am
going thru the process once more of looking at all of my work and hopefully
asking all the right questions.
I have built a Velocity XLRG. She has a 300 HP Lycoming IO-540. The
electrical design is my own with major influence from Bob Nuckols and this
list. Thanks for that. She has two equal batteries (Odessy 925) and a
single alternator (B&C 60 amp). One mag and one elec ign.
DC1 is direct wired into the main bus. DC2 is direct wired into the
Avionics/Essential bus. The battery contactors have separate pilot
controlled on/off switches. They share a common hot bus bar thru separate
schokey diodes. In normal ops I plan to have both battery contactors closed
for start. Electrically the batt outputs will be isolated at this point. I
have a 40 amp relay that is pilot controlled, to parallel the batteries
after the engine is started. I have a Garmin 480 GPS/NAV and a TruTrak Digi
II VSGV and a GRT EFIS Horizon I to protect from starting circuit voltage
sags and surges.
Here is my question.
After start, when the engine is stable at idle power, I will close the
alternator field. This action will cause the main bus (through a 60 amp
current limiter) up to a nominal 14.2 volts. Then I plan to close a two way
solid state "bus tie" relay which sits electrically between the two bus
terminal blocks. This will bring the Avionics-Ess bus to the same 14.2
volts and will serve as my DC2 charge wire path.
So is this 12 to 14.2 voltage boost going to hurt my avionics if they are
already on? Should I leave them off until I have tied the system together?
The amp loading on either bus as this point in the checklist is going to be
minimal.
Thanks,
Terry Miles
Message 9
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Subject: | Re: Final Review |
Going from 12V to 14V absolutely won't hurt the avionics. It also doesn't
sound to me like the operation should cause any significant inductive kick
which would lead to a high power voltage excursion.
Consider that with the bus loaded (at least on some systems), if the
engine is brought to idle RPM, the bus voltage may sag significantly below
14V. Increasing the RPM or reducing the bus load will increase the
voltage back to the regulator setup.
DO160 (the standard to which Avionics manufacturers should design their
products) allows for much larger swings than this..
Regards,
Matt-
> Bob, and all,
>
> I have just completed a Velocity. She just passed the FAA cert and, I am
> going thru the process once more of looking at all of my work and
> hopefully
> asking all the right questions.
>
> I have built a Velocity XLRG. She has a 300 HP Lycoming IO-540. The
> electrical design is my own with major influence from Bob Nuckols and this
> list. Thanks for that. She has two equal batteries (Odessy 925) and a
> single alternator (B&C 60 amp). One mag and one elec ign.
>
> DC1 is direct wired into the main bus. DC2 is direct wired into the
> Avionics/Essential bus. The battery contactors have separate pilot
> controlled on/off switches. They share a common hot bus bar thru separate
> schokey diodes. In normal ops I plan to have both battery contactors
> closed
> for start. Electrically the batt outputs will be isolated at this point.
> I
> have a 40 amp relay that is pilot controlled, to parallel the batteries
> after the engine is started. I have a Garmin 480 GPS/NAV and a TruTrak
> Digi
> II VSGV and a GRT EFIS Horizon I to protect from starting circuit voltage
> sags and surges.
>
> Here is my question.
>
> After start, when the engine is stable at idle power, I will close the
> alternator field. This action will cause the main bus (through a 60 amp
> current limiter) up to a nominal 14.2 volts. Then I plan to close a two
> way
> solid state "bus tie" relay which sits electrically between the two bus
> terminal blocks. This will bring the Avionics-Ess bus to the same 14.2
> volts and will serve as my DC2 charge wire path.
>
> So is this 12 to 14.2 voltage boost going to hurt my avionics if they are
> already on? Should I leave them off until I have tied the system
> together?
> The amp loading on either bus as this point in the checklist is going to
> be
> minimal.
>
> Thanks,
> Terry Miles
>
>
Message 10
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Very useful information! I am currently wiring the 496 audio/warning output
into the "music" jack of the PS4000 audio-panel. Does one tie the "voice+"
and "warning" wires together into the "tip" terminal, and the "voice -" to
the other?
Thanks,
Kenneth Melvin, Hillsboro, Oregon.
Message 11
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Subject: | Re: Final Review |
Simple question - why does anyone have their avionics "ON" when starting the
engine, or the alternator for that matter - or when shutting down? Leave it
all off til stable then turn on the avionics master. If you are worrying
about unstable voltage with an air restart, you have bigger problems than
whteher the EFIS comes back up quick (it does, seen the GRT do it in about
10 secs in a Cozy)
bobf
On 11/2/07, Terry Miles <terrence_miles@hotmail.com> wrote:
>
> Bob, and all,
>
>
> I have just completed a Velocity. She just passed the FAA cert and, I am going
thru the process once more of looking at all of my work and hopefully asking
all the right questions.
>
>
> I have built a Velocity XLRG. She has a 300 HP Lycoming IO-540. The electrical
design is my own with major influence from Bob Nuckols and this list. Thanks
for that. She has two equal batteries (Odessy 925) and a single alternator
(B&C 60 amp). One mag and one elec ign.
>
>
> DC1 is direct wired into the main bus. DC2 is direct wired into the Avionics/Essential
bus. The battery contactors have separate pilot controlled on/off
switches. They share a common hot bus bar thru separate schokey diodes. In normal
ops I plan to have both battery contactors closed for start. Electrically
the batt outputs will be isolated at this point. I have a 40 amp relay that
is pilot controlled, to parallel the batteries after the engine is started.
I have a Garmin 480 GPS/NAV and a TruTrak Digi II VSGV and a GRT EFIS Horizon
I to protect from starting circuit voltage sags and surges.
>
>
> Here is my question.
>
>
> After start, when the engine is stable at idle power, I will close the alternator
field. This action will cause the main bus (through a 60 amp current limiter)
up to a nominal 14.2 volts. Then I plan to close a two way solid state
"bus tie" relay which sits electrically between the two bus terminal blocks.
This will bring the Avionics-Ess bus to the same 14.2 volts and will serve as
my DC2 charge wire path.
>
>
> So is this 12 to 14.2 voltage boost going to hurt my avionics if they are already
on? Should I leave them off until I have tied the system together? The
amp loading on either bus as this point in the checklist is going to be minimal.
>
>
> Thanks,
>
> Terry Miles
>
>
Message 12
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Subject: | Re: Final Review |
Robert Feldtman a crit :
> Simple question - why does anyone have their avionics "ON" when starting the
> engine, or the alternator for that matter - or when shutting down?
Robert,
Some installation have an EFIS to monitor engine or system parameters :
voltage, RPM, oil pressure, temperatures, etc...
I would be reluctant to wait for the *voltage* to be stable before
having any indication of revolutions or oil pressure at engine start.
Switching everything down for starting or shutting the engine is an old
habit from sooo long ago.
> whteher the EFIS comes back up quick (it does, seen the GRT do it in about
> 10 secs in a Cozy)
>
I've just spent two days flying an airplane with a moving map GPS. This
poorly engineered device kept resetting any time the voltage was
sagging, when maneuvering the flaps on the ground, for instance.
A real nuisance. BTW, 10 seconds seems a bit long in flight.
On the other hand the little Dynon, or the Enigma are rock stable
whatever the usual voltage variation....
Correctly designed aviation electronic devices are impervious to
ordinary voltage fluctuations.
Best regards,
--
Gilles
http://contrails.free.fr
Message 13
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Subject: | Re: WTB Crystal Radio |
Eric, Tom has some interesting stuff going on with his projects.
Dan
"Eric M. Jones" <emjones@charter.net> wrote:
You guys...Darned I've spent half a day Googling Xtal sets.
A MUST SEE: http://www.wynterarchtops.com/radios/index.htm
I hate to see anyone build a crystal set and cheap-out by buying the variable capacitor.
There's no magic in capacitors. A roll of foil and some scissors will
make one in a pinch. There is a long history of capacitors in strange forms.
And if it doesn't have a cat's whisker and a galena crystal....shame on you.
One of my pet projects (after I finish the Glastar....) is to build crytal sets
along the lines of a Captain Nemo fantasy. It is entirely possible to build a
an AM radio receiver using nothing you couldn't buy in AD 1200.
"Inventor: A person who makes an ingenious arrangement of wheels, levers and springs,
and believes it civilization."
--Ambrose Bierce
--------
Eric M. Jones
www.PerihelionDesign.com
113 Brentwood Drive
Southbridge, MA 01550
(508) 764-2072
emjones@charter.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=143432#143432
Message 14
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Gilles,
Can you tell us the make and model of the flakey EFIS, and a little more
about the circumstances?
Terry
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Gilles
Thesee
Sent: Friday, November 02, 2007 5:42 PM
Subject: Re: AeroElectric-List: Final Review
<edited>
I've just spent two days flying an airplane with a moving map GPS. This
poorly engineered device kept resetting any time the voltage was
sagging, when maneuvering the flaps on the ground, for instance.
A real nuisance. BTW, 10 seconds seems a bit long in flight.
On the other hand the little Dynon, or the Enigma are rock stable
whatever the usual voltage variation....
Correctly designed aviation electronic devices are impervious to
ordinary voltage fluctuations.
Best regards,
--
Gilles
http://contrails.free.fr
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Matt: Thanks for the input. I appreciate that.
Bob: I have separate electrical power sources and bus isolation capability.
I deliberately designed a system so I could possibly do GPS flight planning
activity prior to engine start and not need to shut it all off just for
engine starter loads.or monitoring ATC with gate holds. I didn't follow
your comment on airstarts. In that event, with any prop rotation at all you
don't need to engage the starter.
Terry
_____
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Robert
Feldtman
Sent: Friday, November 02, 2007 8:22 PM
Subject: Re: AeroElectric-List: Final Review
Simple question - why does anyone have their avionics "ON" when starting the
engine, or the alternator for that matter - or when shutting down? Leave it
all off til stable then turn on the avionics master. If you are worrying
about unstable voltage with an air restart, you have bigger problems than
whteher the EFIS comes back up quick (it does, seen the GRT do it in about
10 secs in a Cozy)
bobf
On 11/2/07, Terry Miles <terrence_miles@hotmail.com> wrote:
Bob, and all,
I have just completed a Velocity. She just passed the FAA cert and, I am
going thru the process once more of looking at all of my work and hopefully
asking all the right questions.
I have built a Velocity XLRG. She has a 300 HP Lycoming IO-540. The
electrical design is my own with major influence from Bob Nuckols and this
list. Thanks for that. She has two equal batteries (Odessy 925) and a
single alternator (B&C 60 amp). One mag and one elec ign.
DC1 is direct wired into the main bus. DC2 is direct wired into the
Avionics/Essential bus. The battery contactors have separate pilot
controlled on/off switches. They share a common hot bus bar thru separate
schokey diodes. In normal ops I plan to have both battery contactors closed
for start. Electrically the batt outputs will be isolated at this point. I
have a 40 amp relay that is pilot controlled, to parallel the batteries
after the engine is started. I have a Garmin 480 GPS/NAV and a TruTrak Digi
II VSGV and a GRT EFIS Horizon I to protect from starting circuit voltage
sags and surges.
Here is my question.
After start, when the engine is stable at idle power, I will close the
alternator field. This action will cause the main bus (through a 60 amp
current limiter) up to a nominal
14.2 volts. Then I plan to close a two way solid state "bus tie" relay
which sits electrically between the two bus terminal blocks. This will
bring the Avionics-Ess bus to the same 14.2 volts and will serve as my DC2
charge wire path.
So is this 12 to 14.2 voltage boost going to hurt my avionics if they are
already on? Should I leave them off until I have tied the system together?
The amp loading on either bus as this point in the checklist is going to be
minimal.
Thanks,
Terry Miles
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