Today's Message Index:
----------------------
1. 06:17 AM - Re: Re: "Shuntless" Ammeter in Diagram Z-16 (Robert L. Nuckolls, III)
2. 06:21 AM - Re: Re: "Shuntless" Ammeter in Diagram Z-16 (Robert L. Nuckolls, III)
3. 06:38 AM - Re: ELT antenna requirements (Palvary)
4. 07:35 AM - Re: Smoke (Glen Matejcek)
5. 09:54 AM - Re: ELT antenna requirements (Robert L. Nuckolls, III)
6. 10:10 AM - Re: AeroElectric-List Digest: 8 Msgs - 03/18/08 (John Markey)
7. 10:29 AM - alternator field current (Ron Shannon)
8. 10:47 AM - alternator field current (Ron Shannon)
9. 11:47 AM - Smoke (James H Nelson)
10. 12:01 PM - Re: alternator field current (Robert L. Nuckolls, III)
11. 01:04 PM - Plane Power Alternator Failure (brand new) (Vernon Little)
12. 03:33 PM - Re: Audio iso amp ordered, never received (Robert L. Nuckolls, III)
13. 04:34 PM - Re: Plane Power Alternator Failure (brand new) (Tim Olson)
14. 05:42 PM - Tool to crimp a 90 degree Faston terminal? (Harold Lanfear)
15. 06:22 PM - Re: Plane Power Alternator Failure (brand new) (Robert L. Nuckolls, III)
16. 06:29 PM - Re: Tool to crimp a 90 degree Faston terminal? (Robert L. Nuckolls, III)
17. 06:38 PM - Re: Tool to crimp a 90 degree Faston terminal? (Ernest Christley)
18. 07:07 PM - Re: Plane Power Alternator Failure (brand new) (Ken)
Message 1
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| Subject: | Re: "Shuntless" Ammeter in Diagram Z-16 |
At 08:31 PM 3/19/2008 -0700, you wrote:
>
>Never mind. I just reviewed Section 7 and found what I was looking
>for. I'll try and rearrange the system to the 'classic battery ammeter
>wiring' shown in Figure 7-11. Thanks anyway.
>
>Dan Ginty
Dan, do you have a scanner? I'm not familiar with this
ammeter and I'd like to have a copy of the installation
instructions for it for my library.
Bob . . .
Message 2
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| Subject: | Re: "Shuntless" Ammeter in Diagram Z-16 |
At 08:31 PM 3/19/2008 -0700, you wrote:
>
>Never mind. I just reviewed Section 7 and found what I was looking
>for. I'll try and rearrange the system to the 'classic battery ammeter
>wiring' shown in Figure 7-11. Thanks anyway.
>
>Dan Ginty
Dan, do you have a scanner? I'm not familiar with this
ammeter and I'd like to have a copy of the installation
instructions for it for my library.
Scratch that request, I found it on the Internet!
Bob . . .
Message 3
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| Subject: | Re: ELT antenna requirements |
I have an Ameriking AK450 ELT (121.5/243.0MHz) also in a plastic plane. The
ELT antenna was broken when I got the plane so I calculated the optimal
length and made a whip antenna out of welding rod. I simply soldered the rod
to the center BNC conductor and insulated the section coming out of the BNC
shell area. To fit the approx. 23" antenna in the space I had to bend it 90
degrees over a 2" radius, about 5" from the BNC. My biggest concern was lack
of ground plane, but I was hoping the ELT itself acted as a ground plane.
Even I know this is not optimal, but is it "workable"?
--Jose
Message 4
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Let us not forget that Lucas electric is why the Brits drink warm beer...
do not archive!
Glen Matejcek
Message 5
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| Subject: | Re: ELT antenna requirements |
At 09:27 AM 3/20/2008 -0500, you wrote:
>
>I have an Ameriking AK450 ELT (121.5/243.0MHz) also in a plastic plane. The
>ELT antenna was broken when I got the plane so I calculated the optimal
>length and made a whip antenna out of welding rod. I simply soldered the rod
>to the center BNC conductor and insulated the section coming out of the BNC
>shell area. To fit the approx. 23" antenna in the space I had to bend it 90
>degrees over a 2" radius, about 5" from the BNC. My biggest concern was lack
>of ground plane, but I was hoping the ELT itself acted as a ground plane.
>Even I know this is not optimal, but is it "workable"?
Depends on what how we define "workable". The task of getting some
manifestation of energy stored on the ELT's batteries to an overhead
satellite is burdened with many losses and pitfalls in the conversion
and conduction of energy. The batteries will deliver at 10-14 volts,
the satellite will hear your ELT if the signal arrives at the
1 to 10 MICROvolt level.
The weakest link in the energy conduction process is the antenna.
It has no way of knowing where the satellite is so it spreads
your signal all over the sky . . . and ground too. Everything
you do that departs from the best-we-know-how-to-do adds another
degree of uncertainty to the probability that the satellite gets
a useful signal.
On the other side of the coin, the probability that this piece
of equipment will be a major contributor to your surviving the
unplanned arrival with the earth is low. An article published
in one of the journals a couple of years ago cited something
much less than 10% of recovery situations where the ELT figured
strongly in the success of the operation.
The departures you've described from "ideal" will no doubt
degrade the benchmark performance of the system. Will it
make the difference between your pile of bent aluminum being
found or not found? Probably not. Your failure to make good
on a flight plan followed by a decision by someone to go
looking for you is more likely to initiate any sort of
rescue action. Then, if search aircraft also happen to carry
receivers and direction finding equipment for ELT frequencies,
then even your degraded performance MIGHT be of some assistance
in finding you sooner . . . if ever.
If you're putting much faith in the utility of this device
to make the difference between surviving or not, then one
of the more sophisticated devices is called for. One that
transmits your last known GPS position. You can also consider
an internal antenna like this:
http://www.aircraftspruce.com/catalog/avpages/antennasystems.php
At the very least, put a ground plane under the antenna you described
above. I posted a recommended process on adding ground planes
to plastic antennas to the List yesterday.
Alternatively, making your ELT a hand-held device with
a full length, telescoping antenna gets around a lot of
installation hassles.
Bob . . .
Message 6
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| Subject: | Re: AeroElectric-List Digest: 8 Msgs - 03/18/08 |
Sam,
I think I am beginning to understand how airplanes work.
If I extrapolate [dangerous, I know, but humor me], then
gasoline must be a natural storage device of wind energy,
and the engines on our planes simply liberate the wind
stored in the gasoline.
Is this correct? If so, does it then follow that the reason
some of us need bigger engines is because we naturally
have more stored wind which the larger engine is more
able to convert?
Your views are appreciated in advance,
John Markey
Glasair II-FT
_____________________________________
Time: 08:50:01 PM PST US
From: "Sam Hoskins" <shoskins@MCHSI.COM>
Subject: Re: AeroElectric-List: Smoke
*Positive ground depends upon proper circuit
functioning, the
transmission of negative ions by retention of the
visible spectral
manifestation known as "smoke". Smoke is the thing
that makes electrical
circuits work; we know this to be true because every
time one lets the
smoke out of the electrical system, it stops working.
This can be
verified repeatedly through empirical testing.
"I have sworn upon the altar of God, eternal hostility against every form of tyranny
over the mind of man."
-- Thomas Jefferson
---------------------------------
Be a better friend, newshound, and know-it-all with Yahoo! Mobile. Try it now.
Message 7
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| Subject: | alternator field current |
I'm building a dual alternator, single battery Z-12 and am trying to
figure out the running current loads of the alternator field circuits.
Of course, I see that a 5A fuse is recommended, however, I'd like to
know what is the normal current on this circuit.
Ron
Message 8
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| Subject: | alternator field current |
I'm building a dual alternator, single battery Z-12 and am trying to
figure out the running current loads of the alternator field circuits.
Of course, I see that a 5A fuse is recommended, however, what is the
normal current on this circuit?
Ron
Message 9
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Ah yes, Lucas, the folks who invented darkness
Jim
Message 10
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| Subject: | Re: alternator field current |
At 10:42 AM 3/20/2008 -0700, you wrote:
>
>I'm building a dual alternator, single battery Z-12 and am trying to
>figure out the running current loads of the alternator field circuits.
>Of course, I see that a 5A fuse is recommended, however, what is the
>normal current on this circuit?
These are not normally considered to be part of the ship's running
loads. It's assumed that an alternator will be required to carry
its own excitation requirements. Therefore, an alternator rated
for say 60A is really expected to supply 60 amps IN ADDITION
to energy needed to excite the field. So use 3A as a max,
1A as average and then don't add it into your load analysis.
Bob . . .
----------------------------------------)
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
----------------------------------------
Message 11
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| Subject: | Plane Power Alternator Failure (brand new) |
A friend had a Plane Power alternator fail after his first flight.
Apparently, he left the Master "on" (in ALT position) for 30-40 minutes
while he was working on the plane, and after that he noticed that his ALT
Field enable fuse was blown. It happened to a replacement fuse as well.
I checked the wiring right to the alternator-- no fault with it unplugged.
I can't measure any shorts to ground on the Alternator pins.
My theory is the the internal voltage regulator overheated and failed short.
My theory is that it would overheat because there was no airflow and was
providing maximum field current for a long time.
Has anyone else experienced this or have an alternate diagnosis?
Thanks, Vern Little
Message 12
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| Subject: | Re: Audio iso amp ordered, never received |
At 07:19 PM 3/16/2008 -0700, you wrote:
><dhyde01@earthlink.net>
>
>
>So: Can you let me know what's going on with my order? I wouldn't mind
>the wait if I knew something was happening
>at your end but that just hasn't been the case.
Dave, the boards just arrived. I'm putting your board
first class mail. I've also refunded your money for
the board. You've suffered enough over this project!
There are some changes to the board that don't affect
the parts you'll need to install. There are some extra
holes for speaker-out load resistors (not often needed)
that you won't use. I'll try to get the data package
updated to the new board and put the DIY project back
up on the website!
Bob . . .
Message 13
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| Subject: | Re: Plane Power Alternator Failure (brand new) |
I'm not sure if the theory is good or bad, but I can say that I've left
my master on for a very very long time before....many hours, as opposed
to those 30-40 minutes, and I've never seen anything like that. I
suppose the regulator or something could have gone bad, but I'd also
check real well for any wiring errors. First off though, I'd call them
and see what they say...they'll know better than most people, and I
bet they take care of it right away.
Tim Olson - RV-10 N104CD - Flying
Vernon Little wrote:
>
> A friend had a Plane Power alternator fail after his first flight.
>
> Apparently, he left the Master "on" (in ALT position) for 30-40 minutes
> while he was working on the plane, and after that he noticed that his ALT
> Field enable fuse was blown. It happened to a replacement fuse as well.
>
> I checked the wiring right to the alternator-- no fault with it unplugged.
> I can't measure any shorts to ground on the Alternator pins.
>
> My theory is the the internal voltage regulator overheated and failed short.
> My theory is that it would overheat because there was no airflow and was
> providing maximum field current for a long time.
>
> Has anyone else experienced this or have an alternate diagnosis?
>
> Thanks, Vern Little
>
>
Message 14
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| Subject: | Tool to crimp a 90 degree Faston terminal? |
I have a need to use a few 90 degree 1/4" Faston Terminal ( I believe
they are also called "Flags") but can't figure out what tool is used to
crimp the wires. It doesn't appear there is any way to use the standard
dies for other insulated crimp terminals. Anybody know what works?
Thanks much,
Harold Lanfear
Message 15
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| Subject: | Re: Plane Power Alternator Failure (brand new) |
At 01:00 PM 3/20/2008 -0700, you wrote:
><rv-9a-online@telus.net>
>
>A friend had a Plane Power alternator fail after his first flight.
>
>Apparently, he left the Master "on" (in ALT position) for 30-40 minutes
>while he was working on the plane, and after that he noticed that his ALT
>Field enable fuse was blown. It happened to a replacement fuse as well.
>
>I checked the wiring right to the alternator-- no fault with it unplugged.
>I can't measure any shorts to ground on the Alternator pins.
>
>My theory is the the internal voltage regulator overheated and failed short.
>My theory is that it would overheat because there was no airflow and was
>providing maximum field current for a long time.
>
>Has anyone else experienced this or have an alternate diagnosis?
It's a plausible theory. The only schematics for regulators
I've been able to study take a sample of the AC from the
alternator's stator windings and won't turn the field on unless
there is a detected motion of the rotor. But I don't know that
all regulators do that . . . in particular, those used in
Plane Power's products. A phone call to them should reinforce
or wash out your hypothesis. They've been courteous and quite
forthcoming with useful information when I've had occasion
to communicate with them.
If the regulator doesn't shut down during engine-off
ops, then it full-fields the alternator. I wouldn't
expect this to overheat the regulator . . . but it
might have cooked insulation in the field windings
and cause a short there.
This is one of several reasons why the Z-figures are
configured to allow pilot/mechanic control of field
excitation both in flight and on the ground. Separate
but interlocked Battery and Alternator switches configured
to emulate the infamous split-rocker switch.
Give PlanePower a call and let us know what they have
to say.
Bob . . .
----------------------------------------)
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
----------------------------------------
Message 16
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| Subject: | Re: Tool to crimp a 90 degree Faston terminal? |
At 08:37 PM 3/20/2008 -0400, you wrote:
>I have a need to use a few 90 degree 1/4" Faston Terminal ( I believe
>they are also called "Flags") but can't figure out what tool is used to
>crimp the wires. It doesn't appear there is any way to use the standard
>dies for other insulated crimp terminals. Anybody know what works?
Push comes to shove, use the hardware store crimp tool
for insulated terminals. Put the super mash on the wire
grip, be more gentle on the insulation grip.
See:
http://www.aeroelectric.com/Pictures/Tools/Crimp_Tools/Two_Shot_Crimp_Tool.jpg
Bob . . .
----------------------------------------)
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
----------------------------------------
Message 17
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| Subject: | Re: Tool to crimp a 90 degree Faston terminal? |
Harold Lanfear wrote:
> I have a need to use a few 90 degree 1/4" Faston Terminal ( I believe they are
also called "Flags") but can't figure out what tool is used to crimp the wires.
It doesn't appear there is any way to use the standard dies for other insulated
crimp terminals. Anybody know what works?
>
> Thanks much,
> Harold Lanfear
>
I used a standard B crimper.
--
http://www.ronpaultimeline.com
Message 18
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| Subject: | Re: Plane Power Alternator Failure (brand new) |
Would not surprise me Vern. My wee ND IR alternator draws a couple of
amps and heats up quite noticeably with the engine off and the IGN
terminal (and B+ lead) connected to the battery. Fortunately the OV
relay lets me disconnect it by opening the alternator control switch.
Ken
Vernon Little wrote:
>
> A friend had a Plane Power alternator fail after his first flight.
>
> Apparently, he left the Master "on" (in ALT position) for 30-40 minutes
> while he was working on the plane, and after that he noticed that his ALT
> Field enable fuse was blown. It happened to a replacement fuse as well.
>
> I checked the wiring right to the alternator-- no fault with it unplugged.
> I can't measure any shorts to ground on the Alternator pins.
>
> My theory is the the internal voltage regulator overheated and failed short.
> My theory is that it would overheat because there was no airflow and was
> providing maximum field current for a long time.
>
> Has anyone else experienced this or have an alternate diagnosis?
>
> Thanks, Vern Little
>
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