Today's Message Index:
----------------------
1. 06:23 AM - Re: Re: Diode Wiring ()
2. 07:02 AM - Re: Re: Contactor Diodes (Robert L. Nuckolls, III)
3. 07:35 AM - Tru Trak ADI (Palvary)
4. 11:11 AM - Re: Battery Question? (Frank Stringham)
5. 11:44 AM - Re: Inverting the sense for warning tone controls/ audio mixer/ stereo music amp (Ernest Christley)
6. 11:49 AM - Re: Battery Question? (Robert L. Nuckolls, III)
7. 12:10 PM - (Robert L. Nuckolls, III)
8. 12:10 PM - Re: Inverting the sense for warning tone controls/ audio mixer/ stereo music amp (Tony Babb)
9. 12:39 PM - Re: Tru Trak ADI (Mike)
10. 12:45 PM - Re: Battery Question? (ROGER & JEAN CURTIS)
11. 12:52 PM - Re: (David E. Nelson)
12. 01:01 PM - Re: Tru Trak ADI (Glaeser, Dennis A)
13. 01:17 PM - Re: Inverting the sense for warning tone controls/ audio mixer/ stereo music amp (Harley)
14. 01:21 PM - Dual Comm Antenna Spacing (Valovich, Paul)
15. 02:40 PM - Re: Dual Comm Antenna Spacing ()
16. 04:03 PM - Re: Dimmer trick (N601RT)
17. 05:51 PM - Re: Contactor Diodes (Joe)
18. 07:21 PM - Re: Contactor Diodes (Robert Feldtman)
19. 09:29 PM - Re: Contactor Diodes (Joemotis@aol.com)
20. 11:12 PM - Re: Inverting the sense for warning tone controls/ audio mixer/ stereo music amp (Vernon Little)
Message 1
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Subject: | Re: Diode Wiring |
Just and FYI,
I've had my master to eBus B & C diode installed for about 3 weeks.
After as much as 8 hours at 10-12 amps, it doesn't even get warm to the
touch. I am using #10 wire for the 3 inch jumper with a 15 amp fuse.
I have my diode wired to one terminal. At 3 - 9 amps with a heat sink
installed you won't even know it's on. On the other hand my Garmin stack
is going to make a good cabin heater this winter.
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
Robert L. Nuckolls, III
Sent: Sunday, June 22, 2008 8:26 AM
Subject: Re: AeroElectric-List: Re: Diode Wiring
--> <nuckolls.bob@cox.net>
>
>
> > >Just received the diode assembly from B&C for the main bus to
> > >endurance bus wiring. The wiring diagram that came with it shows
> > >two of its terminals joined going to the main bus. In the Aero
> > >Connection, Bob says only one of the terminals goes to the main bus
> > >and the other two can be removed.
> > >
> > >Please clarify--which is correct?
> >
> > Flip a coin . . . it doesn't matter much.
> > SOMETIMES . . . the two paralleled diodes
> > match close enough to sort-of share the
> > loads but It's poor practice to depend on
> > it. How big are your e-bus loads?
> >
> > Bob . . .
>
>
>E-BUS loads about 3.5 amps; maximum 9.5.
>Roger.
Mount the diode to a metal surface, wiring
to one diode is sufficient, two diodes doesn't
hurt anything.
Bob . . .
Message 2
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Subject: | Re: Contactor Diodes |
At 08:18 PM 6/22/2008 -0500, you wrote:
>Bob,
>
>I think I mis-stated question 2. What I meant to say was, why would the
>spike be stopped by the diode when it could more easily travel through the
>coil wire directly to the opening switch?
>
>In reading your reply carefully, I believe I might be misunderstanding the
>actual flow of energy in this instance. When you say that the diode is
>positioned to conduct for any voltage that attempts to go more negative
>than ground, are you saying that the spike will be conducted through the
>diode (in the direction of the arrow) and back to the coil, and that this
>cycle will continue until the resistance of the coil dissipates it? If
>so, what makes the diode a preferred path over the path through the wire
>to the opening switch? Is this just the nature of a diode?
Reactive devices (capacitors and inductors) store energy.
Capacitors in terms of the voltage to which they are charged
and the value of their capacitance. The quantity of energy
stored is
J(watt-seconds)=(CE^2)/2
Inductors do the same thing with current where energy
stored is
J=(LI^2)/2
Capacitors can give up their energy in the form of
high current pulses (like shorting a charged capacitor)
while inductors are able to produce high voltages (when
their magnetic fields are allowed to collapse without
restraint).
In the case of energy stored on an inductor like a
starter or battery contactor coil, the breaking of the energizing
circuit allows rapid collapse of the magnetic field within
the inductor . . . and if totally unrestrained, can generate
short spikes of voltage 300 volts or more.
Obviously, this voltage will easily jump the gap in the
relatively slow spreading contacts of the controlling
switch. So as demonstrated on the bench and subsequent
scope traces, a tiny fire is kindled between the spreading
contacts and most of the store energy is dissipated in
the stoking of that fire . . . with consequences to the
surface of the contacts that reduce switch life.
The goal is to re-route that energy. There's a host of
methodologies, all perform as advertised and as dictated
by the physics of their respective capabilities. A simple
diode around the coil provides a shunt path for that
energy that not only prevents the voltage from building
at all, but causes it to dissipate almost totally within
the resistance of the subject contactor coil. See:
http://www.aeroelectric.com/Pictures/Curves/S704-1_Drop-Out_Delay_without_Diode.jpg
In views C and D, I show the path of electron flow for
an energized contactor and a de-energized contactor. Note
that the diode has no conduction in the energized mode (C)
but provides an alternate path for electron flow in a tight
loop (D) when the circuit is broken.
This does cause the magnetic field to decay more slowly
than if allowed to collapse unrestrained. A few weeks ago
I published a trace that shows how the contactor or relay
is delayed in reacting with a diode installed
http://www.aeroelectric.com/Pictures/Curves/S704-1_Drop-Out_Delay_with_Diode.jpg
. . . as opposed to no diode at all:
http://www.aeroelectric.com/Pictures/Curves/S704-1_Drop-Out_Delay_without_Diode.jpg
Note in the first trace coil voltage is clamped off
at just below ground (.7v diode drop) while in the second
trace we see the voltage go WWWAAAaaaayyyy negative. In
the second trace, had a fire been allowed to form between
the spreading contacts of a switch, the energy dissipated
would have removed metal from the contacts. In the first
trace, arcing is a tiny fraction of what does happen when
the stored energy is not managed.
This whole discussion is about improving life of the controlling
device with one of several techniques . . . with a simple diode
being the simplest and easiest to acquire.
>I apologize if I am taking up too much of this venue s resouces in trying
>to understand this concept. If this is an issue, please let me know and I
>will try to gain an understanding by finding someone locally to discuss in
>more detail.
This is a classroom, not a country club. New students and
teachers come and go with a wide range of knowledge
and skills. This venue's resources are dedicated to
precisely the needs you have expressed.
Bob . . .
Message 3
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I've noticed several subscribers here use the TruTrak ADI. I once talked
with a company rep and I still have questions. I'm hoping some of you
here can set me right.
I need to find a replacement for my vacuum attitude indicator. I want a
dedicated instrument, not an EFIS, and have been vacillating between the
TruTrak and the MGL Attitude indicator (AV2/SP4) units. The MGL unit
operates exactly like a traditional (absolute angle) attitude indicator
and the inertial sensors seem to be very reliable. The TruTrak has a
great display and can later be upgraded to an autopilot. However, it has
some quirks that make it different from a traditional attitude
indicator.
>From what I understand, pitch information is only briefly displayed as
an absolute angle and mostly is sustained by vertical airspeed
information. Consequently, it would be possible, for example, to be
flying slowly, pitch up without loosing altitude with the unit showing a
level attitude. Maybe I'm too nervous, but if I was in clouds in this
attitude I would want to know it.
As for bank information, the TruTrak shows rate of change of bank angle,
not absolute bank angle. So conceivably, one could be in a forward slip
(not turning), but in a constant bank angle with the unit showing level
flight.
TruTrak says that the device is actually better/safer in the clouds than
a conventional attitude inidicator.
So my questions are:
Do you like andd depend on your TruTrak ADI?
Can the TruTrak entirely replace the traditional attitude
indicator/horizon?
Am I properly understanding how the pitch and bank display operates?
--Jose
Message 4
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Subject: | Battery Question? |
Hi all
Got a problem with my Odyssey 680 battery. It will not keep a charge. I am
wired per Z13/8. Master and Endurance switches off.
At first I thought the trickle from the Dynon 100 was the problem so I pull
ed the trickle fuse from the battery bus. No joy!! so i pulled the fuse for
the Dynon D100....No Joy. Pulled the main alternator CB...still no joy. Pu
lled the the Aux (SD8 self excitation) alternator CB ..again no joy. I have
checked all the various circuits on the fuse block (endurance/main) for a
ny stray energy loss.
My last idea is to charge the battery up again. Pull the ground from the ba
ttery. Let it set a few days. Put the ground back on and check to see if it
has lost amps..........If this is the case I would say I have a bad cell o
r two in the battery.
Any other ideas out there would be appreciated!
Frank @ 1L8....RV7A...Last 949 details.
Message 5
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Subject: | Re: Inverting the sense for warning tone controls/ |
audio mixer/ stereo music amp
Vernon Little wrote:
>
> For those who are not interested in the DIY approach, here's my link to a
> tone annunciator module that will perform either active high or active low
> sensing. For fans of Bob's work, there's actually a family of devices
> inspired by what he's done, updated and packaged as complete products. This
> includes a 10-channel audio mixer/amp (aka isolation amplifier), a stereo
> music headphone amplifier and the tone annunciator.
>
> For more information:
> www.vx-aviation.com
>
>
Vernon, I tried to look at your website, but nothing displays. Is it
working?
Message 6
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Subject: | Battery Question? |
At 12:07 PM 6/23/2008 -0600, you wrote:
>
>Hi all
>
>Got a problem with my Odyssey 680 battery. It will not keep a charge. I am
>wired per Z13/8. Master and Endurance switches off.
>At first I thought the trickle from the Dynon 100 was the problem so I
>pulled the trickle fuse from the battery bus. No joy!! so i pulled the
>fuse for the Dynon D100....No Joy. Pulled the main alternator CB...still
>no joy. Pulled the the Aux (SD8 self excitation) alternator CB ..again no
>joy. I have checked all the various circuits on the fuse block
>(endurance/main) for any stray energy loss.
>My last idea is to charge the battery up again. Pull the ground from the
>battery. Let it set a few days. Put the ground back on and check to see if
>it has lost amps..........If this is the case I would say I have a bad
>cell or two in the battery.
>
>Any other ideas out there would be appreciated!
You've already done most of what I would suggest. I suspect
the final experiment of leaving it disconnected for a few
days will not yield a happily useful result . . . I'm betting
the battery has some problems.
I'm presuming that you KNOW the bus voltage in flight is
such that you can EXPECT the battery to be fully charged
when you park the airplane(?).
Bob . . .
----------------------------------------)
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
----------------------------------------
Message 7
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|
Was running low on AA cells and spotted a 36-pak of
Ray-o-Vac on the shelves at Home Depot for about 0.31
per cell. Snatched up a package and put one of the little
beasties on the battery-runner-downer-machine. The
results are plotted at:
http://www.aeroelectric.com/Pictures/Curves/AA_Battery_Tests_80622.jpg
Seems this $low$ product is quite a bargain and contains
more energy than most devices of the type.
Bob . . .
----------------------------------------)
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
----------------------------------------
Message 8
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Subject: | Inverting the sense for warning tone controls/ |
audio mixer/ stereo music amp
It works for me. I'm using Win2K with IE7.
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Ernest
Christley
Sent: Monday, June 23, 2008 11:41 AM
Subject: Re: AeroElectric-List: Inverting the sense for warning tone
controls/ audio mixer/ stereo music amp
--> <echristley@nc.rr.com>
Vernon Little wrote:
> --> <rv-9a-online@telus.net>
>
> For those who are not interested in the DIY approach, here's my link
> to a tone annunciator module that will perform either active high or
> active low sensing. For fans of Bob's work, there's actually a family
> of devices inspired by what he's done, updated and packaged as
> complete products. This includes a 10-channel audio mixer/amp (aka
> isolation amplifier), a stereo music headphone amplifier and the tone
> annunciator.
>
> For more information:
> www.vx-aviation.com
>
>
Vernon, I tried to look at your website, but nothing displays. Is it
working?
Message 9
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|
Jose,
I will give you my best understanding of the Trutrak ADI vs. a standard
attitude indicator. I have flown several that have the Trutrak ADI but
I have not proactively used it (most of these airplanes had and EFIS or
other primary instrument system). The Trutrak ADI seems easy to use but
I don=92t know how well it would work as a primary unit for say being
vectored of flying instrument transitions. I think the Trutrak ADI was
designed to be a backup unit that would help you keep the dirty side
down and still have confidence in flying vs. a turn and bank or turn
coordinator. The roll information on the TT ADI is direct roll angle up
to 45deg of zero, after that you have direction arrows. Most new
attitude indicators will roll 360 degrees. Pitch on the TT ADI is
direct pitch when not near level. When you near level it uses static
information to figure vertical speed. This helps hold altitude without
the use of an altimeter. As for you thought about the slip scenario,
the unit shows angle not rate, so you would see that bank angle.
Q1-A. I would only use it as a backup.
Q2-A. Mostly no! It is limited to 45deg of bank and about 15 deg of
pitch and requires functioning pitot static. The unit is not certified
to any standard but I think it would make a good back-up.
Q3-A. Explained above!
Mike
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
Palvary
Sent: Monday, June 23, 2008 7:31 AM
Subject: AeroElectric-List: Tru Trak ADI
I've noticed several subscribers here use the TruTrak ADI. I once talked
with a company rep and I still have questions. I'm hoping some of you
here can set me right.
I need to find a replacement for my vacuum attitude indicator. I want a
dedicated instrument, not an EFIS, and have been vacillating between the
TruTrak and the MGL Attitude indicator (AV2/SP4) units. The MGL unit
operates exactly like a traditional (absolute angle) attitude indicator
and the inertial sensors seem to be very reliable. The TruTrak has a
great display and can later be upgraded to an autopilot. However, it has
some quirks that make it different from a traditional attitude
indicator.
>From what I understand, pitch information is only briefly displayed as
an absolute angle and mostly is sustained by vertical airspeed
information. Consequently, it would be possible, for example, to be
flying slowly, pitch up without loosing altitude with the unit showing a
level attitude. Maybe I'm too nervous, but if I was in clouds in this
attitude I would want to know it.
As for bank information, the TruTrak shows rate of change of bank angle,
not absolute bank angle. So conceivably, one could be in a forward slip
(not turning), but in a constant bank angle with the unit showing level
flight.
TruTrak says that the device is actually better/safer in the clouds than
a conventional attitude inidicator.
So my questions are:
Do you like andd depend on your TruTrak ADI?
Can the TruTrak entirely replace the traditional attitude
indicator/horizon?
Am I properly understanding how the pitch and bank display operates?
--Jose
"http://www.matronics.com/Navigator?AeroElectric-List"http://www.matroni
cs.com/Navigator?AeroElectric-List
"http://forums.matronics.com"http://forums.matronics.com
"http://www.matronics.com/contribution"http://www.matronics.com/contribu
tion
10/2/2007 11:10 AM
10/2/2007 11:10 AM
Message 10
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Subject: | Battery Question? |
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Robert L.
Nuckolls, III
Sent: Monday, June 23, 2008 2:41 PM
Subject: RE: AeroElectric-List: Battery Question?
<nuckolls.bob@cox.net>
At 12:07 PM 6/23/2008 -0600, you wrote:
>
>Hi all
>
>Got a problem with my Odyssey 680 battery. It will not keep a charge. I am
>wired per Z13/8. Master and Endurance switches off.
>At first I thought the trickle from the Dynon 100 was the problem so I
>pulled the trickle fuse from the battery bus. No joy!! so i pulled the
>fuse for the Dynon D100....No Joy. Pulled the main alternator CB...still
>no joy. Pulled the the Aux (SD8 self excitation) alternator CB ..again no
>joy. I have checked all the various circuits on the fuse block
>(endurance/main) for any stray energy loss.
>My last idea is to charge the battery up again. Pull the ground from the
>battery. Let it set a few days. Put the ground back on and check to see if
>it has lost amps..........If this is the case I would say I have a bad
>cell or two in the battery.
>
>Any other ideas out there would be appreciated!
You've already done most of what I would suggest. I suspect
the final experiment of leaving it disconnected for a few
days will not yield a happily useful result . . . I'm betting
the battery has some problems.
I'm presuming that you KNOW the bus voltage in flight is
such that you can EXPECT the battery to be fully charged
when you park the airplane(?).
Bob . . .
----------------------------------------)
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
----------------------------------------
If you pull one of the fat wires off the battery and check the current flow
this will tell you if it is the battery or if you have an overlooked current
flow somewhere in your wiring.
Roger
Message 11
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|
Excellent timing, Bob. I need to "recharge" my stash of AA's (sorry,
couldn't resist).
Thanks,
/\/elson
do not archive
~~ Lately my memory seems to be like a steel trap .... without any spring. ~~
On Mon, 23 Jun 2008, Robert L. Nuckolls, III wrote:
> <nuckolls.bob@cox.net>
>
>
> Was running low on AA cells and spotted a 36-pak of
> Ray-o-Vac on the shelves at Home Depot for about 0.31
> per cell. Snatched up a package and put one of the little
> beasties on the battery-runner-downer-machine. The
> results are plotted at:
>
> http://www.aeroelectric.com/Pictures/Curves/AA_Battery_Tests_80622.jpg
>
> Seems this $low$ product is quite a bargain and contains
> more energy than most devices of the type.
>
>
> Bob . . .
>
> ----------------------------------------)
> ( . . . a long habit of not thinking )
> ( a thing wrong, gives it a superficial )
> ( appearance of being right . . . )
> ( )
> ( -Thomas Paine 1776- )
> ----------------------------------------
>
>
Message 12
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|
Subject: | Re: Tru Trak ADI |
I have an ADI Pilot II as my autopilot and attitude backup for my GRT
Sport. It operates as you noted below regarding pitch and bank in those
unusual situations. It is not a true 'attitude' indicator, it tells you
what the airplane is doing with respect to altitude and heading. I find
it very easy to use to control the plane (which is the ultimate
requirement). I only have 50 hours on my plane, but TT has a great
reputation for dependability.
I'm a CFII, and using an ADI as the primary attitude instrument would
require a bit of adjustment due to the special situations you've noted,
however after a few hours of use I'd bet you would be quite comfortable
with it. If you didn't recognize that you were flying slowly, or in a
slip/skid situation, I'd contend that the instruments you're looking at
are not the big problem :-) Hopefully you can find someone nearby that
has an ADI that you can see and maybe even fly.
Dennis Glaeser
RV7A
------------------------------------------------------------------------
-
I've noticed several subscribers here use the TruTrak ADI. I once talked
with a company rep and I still have questions. I'm hoping some of you
here can set me right.
I need to find a replacement for my vacuum attitude indicator. I want a
dedicated instrument, not an EFIS, and have been vacillating between the
TruTrak and the MGL Attitude indicator (AV2/SP4) units. The MGL unit
operates exactly like a traditional (absolute angle) attitude indicator
and the inertial sensors seem to be very reliable. The TruTrak has a
great display and can later be upgraded to an autopilot. However, it has
some quirks that make it different from a traditional attitude
indicator.
>From what I understand, pitch information is only briefly displayed as
an absolute angle and mostly is sustained by vertical airspeed
information. Consequently, it would be possible, for example, to be
flying slowly, pitch up without loosing altitude with the unit showing a
level attitude. Maybe I'm too nervous, but if I was in clouds in this
attitude I would want to know it.
As for bank information, the TruTrak shows rate of change of bank angle,
not absolute bank angle. So conceivably, one could be in a forward slip
(not turning), but in a constant bank angle with the unit showing level
flight.
TruTrak says that the device is actually better/safer in the clouds than
a conventional attitude inidicator.
So my questions are:
Do you like andd depend on your TruTrak ADI?
Can the TruTrak entirely replace the traditional attitude
indicator/horizon?
Am I properly understanding how the pitch and bank display operates?
--Jose
Message 13
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Subject: | Re: Inverting the sense for warning tone controls/ |
audio mixer/ stereo music amp
Works OK with XP and Firefox 3 as well...
Harley
------------------------------------------------------------------------
Tony Babb wrote:
>
> It works for me. I'm using Win2K with IE7.
>
> For more information:
> www.vx-aviation.com
>
>
>
> Vernon, I tried to look at your website, but nothing displays. Is it
> working?
>
Message 14
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Subject: | Dual Comm Antenna Spacing |
RV-8A with 2 comm radios - SL30 and an ICOM. Two Comant bent whip antennas
on the bottom aft of the wing, one on each side. Aft one is positioned just
aft of forward antenna tip. One of my buddies says they're too close toget
her - that transmit on one will fry the other. Is he correct? What is the a
ccepted / minimum spacing?
Paul Valovich
N192NM Reserved - Again
Message 15
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Subject: | Dual Comm Antenna Spacing |
Paul,
I have two com antennas inside the fuselage about 12" apart. They
perform very well together. Yours are on opposite wings.
Comant say's 36" as general practice Take a read on their website. There
are a few exceptions, but you should be safe.
http://www.comant.com/htmls/guide2.html
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
Valovich, Paul
Sent: Monday, June 23, 2008 4:19 PM
To: aeroelectric-list@matronics.com
Subject: AeroElectric-List: Dual Comm Antenna Spacing
RV-8A with 2 comm radios - SL30 and an ICOM. Two Comant bent
whip antennas on the bottom aft of the wing, one on each side. Aft one
is positioned just aft of forward antenna tip. One of my buddies says
they're too close together - that transmit on one will fry the other. Is
he correct? What is the accepted / minimum spacing?
Paul Valovich
N192NM Reserved - Again
Message 16
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Subject: | Re: Dimmer trick |
Carlos,
My ADI is on a dimmer circuit with several NuLites and an internally lit Garmin
GI-106A. The ADI was initially too bright relative to the other instruments.
I moved the dimmer wire from the +12V dimmer input (pin 3) to the +24V dimmer
input and found the 'balance' and tracking between the ADI illumination and the
illumination of the other instruments on the circuit to be much better. This
does require having max brightness during the day for reading the ADI display.
Regards,
Roy
N601RT: CH601HDS, nose gear, Rotax 912ULS, All electric, IFR equipped, 990hrs
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=189445#189445
Message 17
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Subject: | Re: Contactor Diodes |
Dave,
When battery power is removed from a coil by opening a switch, the
coil now becomes a power source and tries to keep the current flowing
through itself in same direction that it was flowing before the switch
was opened. Current that leaves a source wants to return to that same
source (but to the terminal of opposite polarity) by easiest path
possible. Although the diode blocked current flow from the battery, the
polarity of the current generated by the coil is such that the diode
easily conducts it (as long as the voltage is above approximately 1
volt). The majority of the coil-generated current will find it much
easier to travel through the short path of the diode to get back to the
other end of the coil, rather than through the air between the opening
contacts of the switch. The above events only last for a fraction of a
second.
It might be easier to understand if one uses a water analogy.
Suppose there is a water pump instead of a battery, pipes instead of
wires, coiled tubing instead of a contactor coil, valves instead of
switches, and a check valve instead of a diode. If the pump were
running and valves were suddenly closed on each side of the coil of
tubing, the momentum of the water flowing through the coil of tubing
would want to keep that water flowing in the same direction. The check
valve would give the water an easy path to keep water flowing in the
same direction from the outlet of the tubing back to the inlet of the
tubing, much easier than trying to go through a closed valve. In a
short time, the energy would be spent and the water would stop flowing.
I hope that helps.
Joe Gores
Message 18
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Subject: | Re: Contactor Diodes |
you must be a teacher! this is excellent
bobf
On 6/23/08, Joe <fran5sew@banyanol.com> wrote:
>
> Dave,
>
> When battery power is removed from a coil by opening a switch, the
> coil now becomes a power source and tries to keep the current flowing
> through itself in same direction that it was flowing before the switch was
> opened. Current that leaves a source wants to return to that same source
> (but to the terminal of opposite polarity) by easiest path possible. Although
> the diode blocked current flow from the battery, the polarity of the current
> generated by the coil is such that the diode easily conducts it (as long as
> the voltage is above approximately 1 volt). The majority of the
> coil-generated current will find it much easier to travel through the short
> path of the diode to get back to the other end of the coil, rather than
> through the air between the opening contacts of the switch. The above
> events only last for a fraction of a second.
>
> It might be easier to understand if one uses a water analogy. Suppose
> there is a water pump instead of a battery, pipes instead of wires, coiled
> tubing instead of a contactor coil, valves instead of switches, and a check
> valve instead of a diode. If the pump were running and valves were
> suddenly closed on each side of the coil of tubing, the momentum of the
> water flowing through the coil of tubing would want to keep that water
> flowing in the same direction. The check valve would give the water an
> easy path to keep water flowing in the same direction from the outlet of the
> tubing back to the inlet of the tubing, much easier than trying to go
> through a closed valve. In a short time, the energy would be spent and the
> water would stop flowing.
>
> I hope that helps.
>
> Joe Gores
>
> *
>
> *
>
>
Message 19
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Subject: | Re: Contactor Diodes |
You win the internet!
Great example.
Thanks
joe
no archivos hombre!!
**************Gas prices getting you down? Search AOL Autos for
fuel-efficient used cars. (http://autos.aol.com/used?ncid=aolaut00050000000007)
Message 20
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Subject: | Inverting the sense for warning tone controls/ |
audio mixer/ stereo music amp
Not sure what your situation is, but the only other complaint I had was when
the user missed the dash "-" in the link.
Try again, it looks like other users are connecting fine.
Thanks, Vern
-----Original Message -----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Harley
Sent: June 23, 2008 1:16 PM
Subject: Re: AeroElectric-List: Inverting the sense for warning tone
controls/ audio mixer/ stereo music amp
Works OK with XP and Firefox 3 as well...
Harley
_____
Tony Babb wrote:
<mailto:tonybabb@alejandra.net> <tonybabb@alejandra.net>
It works for me. I'm using Win2K with IE7.
For more information:
www.vx-aviation.com
Vernon, I tried to look at your website, but nothing displays. Is it
working?
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