Today's Message Index:
----------------------
1. 02:12 AM - Re: Re: The great(?) debate . . . (Andrew Butler)
2. 05:48 AM - A Tough Decision (Steve Glasgow)
3. 08:16 AM - Re: A Tough Decision (Chuck Jensen)
4. 08:22 AM - Re: Re: The great(?) debate . . . (Hinde, Frank George (Corvallis))
5. 09:53 AM - Re: Igntion Switches (Robert L. Nuckolls, III)
6. 10:16 AM - Re: Igntion Switches (Dave Saylor)
7. 10:34 AM - Re: Broken Low Voltage Module (Bill Bradburry)
8. 10:48 AM - Re: Re: The great(?) debate . . . (Matt Prather)
9. 11:26 AM - Icom A200 (Bill Boyd)
10. 12:48 PM - LED Landing Light Benchmark (Eric M. Jones)
11. 01:02 PM - Re: LED Landing Light Benchmark (Dj Merrill)
12. 01:55 PM - Re: LED Landing Light Benchmark ()
13. 02:10 PM - Re: A Tough Decision ()
14. 03:32 PM - recommendations for building a 24V battery? (D Wysong)
15. 03:57 PM - Re: A Tough Decision (Ed Anderson)
16. 04:03 PM - Re: LED Landing Light Benchmark (Eric M. Jones)
17. 04:19 PM - Re: Re: LED Landing Light Benchmark (Dj Merrill)
18. 05:02 PM - Re: Igntion Switches (Bill Schlatterer)
19. 06:42 PM - Re: recommendations for building a 24V battery? (Robert L. Nuckolls, III)
Message 1
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| Subject: | Re: The great(?) debate . . . |
Thats gas (funny)! There was a DJ in Britian called Jimmy Saville who
had a TV program the for almost 20 years that started in '70s called
Jim'll Fix It (people would write in requesting a dream come true for
someone they knew, young and old and he would make it happen). He was
always smoking a huge cigar and he ran marathons into old age. He is a
Knight now.
Speaking of triathlons, I did my first Olympic Triathlon in Connemara in
the West of Ireland last Saturday. Hit 40 last year and the middle age
crisis kicked in. I ain't 150 pounds, but I did loose about 3 inches or
so on my waist from a tight 36 to loose 34 (how much weight is that?).
Fantastic. That is a lotta lightening holes and a lotta hard graft, but
very satisfying. It certatinly does put into perspective though worrying
about the odd ounce or three here and there in weight savings.
Andrew.
----- Original Message -----
From: "Eric M. Jones"
To: aeroelectric-list@matronics.com
Subject: AeroElectric-List: Re: The great(?) debate . . .
Date: Thu, 24 Jul 2008 08:40:37 -0700
The chance that I will lose 25 pounds is MUCH less than the chance I
will find a 100 pound cute
blond girlfriend, who will share expenses.
There are some 150 pound tri-athlete pilots, but I see my becoming
one unlikely. (By the way I
knew Jim Fixx personally when he was overweight and smoked, then he
lost weight became the
marathon-running King and died....)
So more horsepower and a lighter airplane is the way to go for
me...and a $100 tofu burger
please.
"When trouble arises and things look bad,
there is always one individual who perceives
a solution and is willing to take command.
Very often, that individual is crazy.
--Dave Barry"
Do Not Archive
--------
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=194721#194721
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Message 2
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| Subject: | A Tough Decision |
After three years building and five years flying my RV-8, I have decided to
move into Light Sport aviation.
I will always cherish the memories of RVs and all they have to offer.
After spending months researching Builder Liability Issues, I have decided
to donate Cappys Toy to an Aviation Museum.
The museum has offered to create an Experimental Aircraft Section featuring
Cappys Toy. It is heartwarming to know Cappys Toy will forevermore be
representing Experimental Aviation, and that I have found a good home for
her.
The museum has agreed to accept Cappys Toy without the engine, engine
accessories, NAV/COM GNC 300XL, transponder GTX 327, autopilot Trio Avionics
EZ Pilot and 5 point airline type seat belts.
The expected delivery date is September 15, 2008.
In addition to a tax deduction, the sale of these items will enable me to
re-coup some of the losses incurred from not selling the airplane outright.
If you are interested in a proven complete functioning power plant package
with less than 450 hours for your project, or any of the other items, please
give me a call.
Engine and Engine Accessories
Superior XP 360: 0-360 A1A2, 180 HP
Main Alternator: B&C Specialty Products, L-40 with LR3C voltage regulator
Standby Alternator: B&C Specialty Products, SD-8 with SB1B-14 voltage
regulator, mounted in the Suction Pump engine case pad
Starter: B&C Specialty Products, BC315, Light Weight
Top Ignition: Light Speed Plasma II, with built in Crank Sender
Bottom Ignition: Slick 4000 Magneto with Impulse Coupler, mounted in the
Left Magneto engine case pad
Carburetor: Precision Airmotive MA4-5
Oil Filter Adapter: B&C BC7000
Oil Cooler: Stewart Warner
Exhaust: Viterman
Package Cost New $29,500. Price $19,000
Steve Glasgow-Cappy
N123SG RV-8
Cappy's Toy
3931 Melchor Avenue
Charlotte, NC
willfly@carolina.rr.com
704-362-0005 Home
704-281-7884 Cell
Message 3
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| Subject: | A Tough Decision |
Steve,
Certainly, one has no quibble with the idea of donating your love to the Museum,
but I find the reason for doing so rather interesting---that being to escape
the perceived Builder Liability Issue. It seems to me the 'parts' you are selling
are, in fact, the things that are most likely to fail. I have no database
to work from, but it seems likely that more planes have crashed from an engine
failure than from a wing or tail falling off an aircraft, particularly one
that you've flown and proven to be sound.
I'm not seconding guessing your decision, but the steps taken to mitigate your
liability may be outsized to the 1) true and actual liability exposure of selling
the plane whole or, 2) the retained liability of selling parts that are still
subject to failure and the associated perceived liability.
The EAA has a Contract for selling a plane that addresses these liability issues.
I'm curious, can anyone cite a successful liability suit for sale of a personal
built aircraft that was sold using a proper contract? We hear a lot of
anecdotal cases, but I'm wondering if we are taking cover from the once-in-several-lifetimes
event of a a meteor falling on our head?
Chuck Jensen
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of Steve
Glasgow
Sent: Friday, July 25, 2008 8:44 AM
Subject: AeroElectric-List: A Tough Decision
After three years building and five years flying my RV-8, I have decided to
move into Light Sport aviation.
I will always cherish the memories of RVs and all they have to offer.
After spending months researching Builder Liability Issues, I have decided
to donate Cappys Toy to an Aviation Museum.
The museum has offered to create an Experimental Aircraft Section featuring
Cappys Toy. It is heartwarming to know Cappys Toy will forevermore be
representing Experimental Aviation, and that I have found a good home for
her.
The museum has agreed to accept Cappys Toy without the engine, engine
accessories, NAV/COM GNC 300XL, transponder GTX 327, autopilot Trio Avionics
EZ Pilot and 5 point airline type seat belts.
The expected delivery date is September 15, 2008.
In addition to a tax deduction, the sale of these items will enable me to
re-coup some of the losses incurred from not selling the airplane outright.
If you are interested in a proven complete functioning power plant package
with less than 450 hours for your project, or any of the other items, please
give me a call.
Engine and Engine Accessories
Superior XP 360: 0-360 A1A2, 180 HP
Main Alternator: B&C Specialty Products, L-40 with LR3C voltage regulator
Standby Alternator: B&C Specialty Products, SD-8 with SB1B-14 voltage
regulator, mounted in the Suction Pump engine case pad
Starter: B&C Specialty Products, BC315, Light Weight
Top Ignition: Light Speed Plasma II, with built in Crank Sender
Bottom Ignition: Slick 4000 Magneto with Impulse Coupler, mounted in the
Left Magneto engine case pad
Carburetor: Precision Airmotive MA4-5
Oil Filter Adapter: B&C BC7000
Oil Cooler: Stewart Warner
Exhaust: Viterman
Package Cost New $29,500. Price $19,000
Steve Glasgow-Cappy
N123SG RV-8
Cappy's Toy
3931 Melchor Avenue
Charlotte, NC
willfly@carolina.rr.com
704-362-0005 Home
704-281-7884 Cell
Message 4
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| Subject: | Re: The great(?) debate . . . |
How's about that then?...he he he
I remember that show like it was yesterday..A triathlon..I'm impressed!
Frank..rv 7a 151lbs ex pat Brit living in the West of the USA.
Do not archive
________________________________
From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectr
ic-list-server@matronics.com] On Behalf Of Andrew Butler
Sent: Friday, July 25, 2008 2:08 AM
Subject: Re: AeroElectric-List: Re: The great(?) debate . . .
Thats gas (funny)! There was a DJ in Britian called Jimmy Saville who had a
TV program the for almost 20 years that started in '70s called Jim'll Fix
It (people would write in requesting a dream come true for someone they kne
w, young and old and he would make it happen). He was always smoking a huge
cigar and he ran marathons into old age. He is a Knight now.
Speaking of triathlons, I did my first Olympic Triathlon in Connemara in th
e West of Ireland last Saturday. Hit 40 last year and the middle age crisis
kicked in. I ain't 150 pounds, but I did loose about 3 inches or so on my
waist from a tight 36 to loose 34 (how much weight is that?). Fantastic. Th
at is a lotta lightening holes and a lotta hard graft, but very satisfying.
It certatinly does put into perspective though worrying about the odd ounc
e or three here and there in weight savings.
Andrew.
Message 5
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| Subject: | Re: Igntion Switches |
At 07:51 AM 7/21/2008 -0400, you wrote:
>
>7/21/2008
>
>Hello Skip, You wrote: "I saw the referenced ACS Keyed Ignition Switches
>and a starter switch. What is the benefit in two switches over one?"
One might also properly ask, what is the benefit of one switch
over two . . . or three?
If you consider the ignition/starter controls of the entire
fleet of GA aircraft, it's only the single-engine machines
likely to be owned by John Q Public pilot with key-switches.
The earliest aircraft offered a variety of controls that
included rudimentary toggles up to and including specialized
single control On-L-R-Both switches.
The big-three gravitated to key switches back in the
late 40's . . . folks who made those decisions are long
gone but we might surmise that there was a lot thought
about making an airplane look and feel as much like an
automobile as possible.
Today, there's an oft stated desire for "security"
for having installed a key-operated ignition switch.
This is a pretty weak argument given that most airplanes
can be flown by simply breaking the wires off the backs
of the mags through the oil-filler door or back of the
key-switch by simply wiggling the terminals until they
break off.
Consider that the key-switch is not cheap. It claims
a lot of panel space considering its function.
It often becomes a pain-in-the-arse when you discover
that after being all strapped in, your keys are still
in your pocket.
Consider further that as soon as one steps up to a
twin engine aircraft, key switches for controlling
ignition are never installed on the panel. On everything
from a twin-bonanza to a King Air or Lear Jet, if you
can get into the cabin (secured by one of the easiest
locks to pick) you have the airplane!
On the other side of the coin a pair of toggle switches
and a push button integrate nicely into the panel along
with other switches. They're inexpensive, easily wired
or re-wires for mags or electronic ignition, etc. Spares
for these switches are available from a variety of sources
(some even local) while a fussy Off-L-R-Both-Start switch
is available from a relatively few numbers of sources
(all out of town!).
Bob . . .
Message 6
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| Subject: | Igntion Switches |
The reason we usually install a separate push button for starting is that is
gives the ability to turn the engine over without running the ignition. The
purpose of this is usually to clear a flooded engine.
I've found over time that seperating the start and ignition systems allows
better troubleshooting, and if you've ever tried to decipher the back of a
keyed ignition switch, upside down in the dark, you'll appreciate the
straight-forward simplicity of toggles and pushbuttons.
Plus they look cool. I usually install locking toggles for the mags.
Dave Saylor
AirCrafters LLC
140 Aviation Way
Watsonville, CA
831-722-9141
831-750-0284 CL
www.AirCraftersLLC.com
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Robert L.
Nuckolls, III
Sent: Friday, July 25, 2008 9:48 AM
Subject: Re: AeroElectric-List: Igntion Switches
--> <nuckolls.bob@cox.net>
At 07:51 AM 7/21/2008 -0400, you wrote:
>
>7/21/2008
>
>Hello Skip, You wrote: "I saw the referenced ACS Keyed Ignition
>Switches and a starter switch. What is the benefit in two switches over
one?"
One might also properly ask, what is the benefit of one switch
over two . . . or three?
If you consider the ignition/starter controls of the entire
fleet of GA aircraft, it's only the single-engine machines
likely to be owned by John Q Public pilot with key-switches.
The earliest aircraft offered a variety of controls that
included rudimentary toggles up to and including specialized
single control On-L-R-Both switches.
The big-three gravitated to key switches back in the
late 40's . . . folks who made those decisions are long
gone but we might surmise that there was a lot thought
about making an airplane look and feel as much like an
automobile as possible.
Today, there's an oft stated desire for "security"
for having installed a key-operated ignition switch.
This is a pretty weak argument given that most airplanes
can be flown by simply breaking the wires off the backs
of the mags through the oil-filler door or back of the
key-switch by simply wiggling the terminals until they
break off.
Consider that the key-switch is not cheap. It claims
a lot of panel space considering its function.
It often becomes a pain-in-the-arse when you discover
that after being all strapped in, your keys are still
in your pocket.
Consider further that as soon as one steps up to a
twin engine aircraft, key switches for controlling
ignition are never installed on the panel. On everything
from a twin-bonanza to a King Air or Lear Jet, if you
can get into the cabin (secured by one of the easiest
locks to pick) you have the airplane!
On the other side of the coin a pair of toggle switches
and a push button integrate nicely into the panel along
with other switches. They're inexpensive, easily wired
or re-wires for mags or electronic ignition, etc. Spares
for these switches are available from a variety of sources
(some even local) while a fussy Off-L-R-Both-Start switch
is available from a relatively few numbers of sources
(all out of town!).
Bob . . .
Message 7
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| Subject: | Broken Low Voltage Module |
Bob,
I was out of town for three weeks and thought that I would find the board in
my mail when I returned, but it was not there.
Did you manage to get it out??
Thanks,
Bill B
-----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, July 06, 2008 2:00 PM
Subject: RE: AeroElectric-List: Broken Low Voltage Module
--> <nuckolls.bob@cox.net>
At 12:00 PM 7/6/2008 -0400, you wrote:
><bbradburry@bellsouth.net>
>
>Hi Bob.
>
>Have you had a chance to take a look at my low voltage module yet?
>
>Bill B
Yes. Aside from more corrosion than I would like to see,
both the instrument and ECB are functional as advertised.
I've cleaned the board and plan to conformal coat before
I return them. Leaving for ML in a few hours but will be
back in shop Wednesday. I can probably get it out then.
What ever difficulties you're experiencing must be
in ship's wiring.
Bob . . .
>-----Original Message-----
>From: owner-aeroelectric-list-server@matronics.com
>[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Bill
>Bradburry
>Sent: Tuesday, June 17, 2008 1:29 PM
>To: aeroelectric-list@matronics.com
>Subject: RE: AeroElectric-List: Broken Low Voltage Module
>
>--> <bbradburry@bellsouth.net>
>
>Great!
>Thanks Bob!
>
>Bill B
>
>-----Original Message-----
>From: owner-aeroelectric-list-server@matronics.com
>[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Robert
L.
>Nuckolls, III
>Sent: Tuesday, June 17, 2008 11:55 AM
>To: aeroelectric-list@matronics.com
>Subject: Re: AeroElectric-List: Broken Low Voltage Module
>
>--> <nuckolls.bob@cox.net>
>
>At 10:54 PM 6/16/2008 -0400, you wrote:
> ><bbradburry@bellsouth.net>
> >
> >Bob,
> >I sent the board in a couple of weeks ago. It should have been
> >waiting for you when you returned from your vacation to California.
> >I never heard if you found it ok.
> >
> >Have you had a chance to take a look at it, and if so, what did you
> >discover?
> >
> >Bill B
>
> It's laying on the desk right in front of me. I was thinking
> this morning that I could probably get to it this evening.
> I've been on travel quite a bit but there's a breathing spell
> coming up.
>
> Bob . . .
>
>
>Checked by AVG - http://www.avg.com
>5:26 AM
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: | Re: The great(?) debate . . . |
And... There's no added resale value in you (the builder/pilot) being
skinny... :)
Matt-
>
> ----- Original Message -----
> From: "Eric M. Jones"
> To: aeroelectric-list@matronics.com
> Subject: AeroElectric-List: Re: The great(?) debate . . .
> Date: Thu, 24 Jul 2008 08:40:37 -0700
>
>
>
> The chance that I will lose 25 pounds is MUCH less than the chance I
> will find a 100 pound cute
> blond girlfriend, who will share expenses.
>
> There are some 150 pound tri-athlete pilots, but I see my becoming
> one unlikely. (By the way I
> knew Jim Fixx personally when he was overweight and smoked, then he
> lost weight became the
> marathon-running King and died....)
>
> So more horsepower and a lighter airplane is the way to go for
> me...and a $100 tofu burger
> please.
>
> "When trouble arises and things look bad,
> there is always one individual who perceives
> a solution and is willing to take command.
> Very often, that individual is crazy.
> --Dave Barry"
>
> Do Not Archive
>
> --------
> 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=194721#194721
>
>
> ===========
> ===========
> ===========
> ===========
>
Message 9
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Fellow aviators:
A few weeks back I loaded a heavy, folding shade tent into the pax seat of
my RV-6A to take to a neighbor's fly-in event, in the process bumping the
tuning knob of my Icom A200 radio and bending its shaft. The radio has
since stopped responding to turning the outer ring (MHz) selector, and needs
repair.
I'm not afraid to try this repair myself if I can get my hands on a
replacement concentric optical shaft encoder that is a proper fit, nor
opposed to sending the radio off for repair by an avionics shop is I can
find a reasonable quote. Menawhile, looking for a loaner radio while I get
the repairs done, or a good deal on a replacement A200 if I decide to swap
first / repair later.
Any help out there?
Thanks,
Bill B/ Stormy
RV-6A
Message 10
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| Subject: | LED Landing Light Benchmark |
You know certain technologies have matured when they make stuff that
is too powerful for your purposes. Here's an LED that is FAR TOO big to put on
your airplane.
300W
60 L/W (very good....they go to 90 L/W soon)
18000 lumens
Probably affordable. They'll get bigger and better than this too.
See: www.globalsources.com/gsol/I/LED-light/p/sm/1008089860.htm
--------
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=194939#194939
Message 11
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| Subject: | Re: LED Landing Light Benchmark |
Eric M. Jones wrote:
>
> You know certain technologies have matured when they make stuff that
> is too powerful for your purposes. Here's an LED that is FAR TOO big to put on
your airplane.
>
>
Hmmm, cargo lights for under the wings? *grin*
Dimensions: 57 x 40 x 4
-Dj
do not archive
Message 12
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| Subject: | LED Landing Light Benchmark |
Good luck keeping the 32 volts in check. I suppose that would be a good
cargo light. It looks very awkward to mount.
do not archive
Message 13
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| Subject: | A Tough Decision |
According to the letter of the law, experimental or homebuilt aircraft
follow the same rules for liability as do certified aircraft. There are
some interesting "what if" scenarios on this link to make you think. As
to how many of these have gone to trial and how many pilots have been
sent to Siberia with no food to shovel ice, I have no idea.
Read: http://www.aviationlawcorp.com/content/liabhomeblt.html
Message 14
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| Subject: | recommendations for building a 24V battery? |
I'm looking into building a 24V battery for an airborne payload with
the following spec's:
- 12AH minimum, no CCA requirement (not used for starting)
- bolted terminals
- no FAA/PMA approval required
- no need for metal jackets, etc., to protect from the environment
- hanging off of a bus fed by a 28V alternator
Several offerings from Odyssey (PC535/545/625/680), Panasonic
(LC-RD1217P), and Powersonic (PS-12180) fit the bill. Thus far, the
Powersonic battery beats the rest on price and weight per AH. Has
anyone had good/bad experience with Powersonic batteries?
The paperwork from Powersonic posts a charge voltage range of 14.4 to
14.7V and a float range of 13.5V to 13.8V. First, is it valid to
simply double these for the 24V battery? Second, the 28V bus will be
sitting between 28.5 and 28.9V nominally which is just under the
"charge" range (assuming doubling the 12V range is valid) but a volt
or so above the "float" range. Probably not worth a worry but I want
to make sure.
Any other tricks/techniques/gotchas related to the care and feeding of
ganged batteries will be appreciated.
D
Message 15
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| Subject: | A Tough Decision |
Hey, Cappy
What a great way to contribute to following generations. Must say I have
mixed emotions about seeing you donate your beautiful aircraft - but likely
to stay beautiful that way.
Does this mean you have more time to build hangars?
Best Regards
Ed Anderson
Rv-6A N494BW Rotary Powered
Matthews, NC
eanderson@carolina.rr.com
http://www.andersonee.com
http://members.cox.net/rogersda/rotary/configs.htm#N494BW
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-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Steve
Glasgow
Sent: Friday, July 25, 2008 8:44 AM
Subject: AeroElectric-List: A Tough Decision
<willfly@carolina.rr.com>
After three years building and five years flying my RV-8, I have decided to
move into Light Sport aviation.
I will always cherish the memories of RV's and all they have to offer.
After spending months researching Builder Liability Issues, I have decided
to donate Cappy's Toy to an Aviation Museum.
The museum has offered to create an Experimental Aircraft Section featuring
Cappy's Toy. It is heartwarming to know Cappy's Toy will forevermore be
representing Experimental Aviation, and that I have found a good home for
her.
The museum has agreed to accept Cappy's Toy without the engine, engine
accessories, NAV/COM GNC 300XL, transponder GTX 327, autopilot Trio Avionics
EZ Pilot and 5 point airline type seat belts.
The expected delivery date is September 15, 2008.
In addition to a tax deduction, the sale of these items will enable me to
re-coup some of the losses incurred from not selling the airplane outright.
If you are interested in a proven complete functioning power plant package
with less than 450 hours for your project, or any of the other items, please
give me a call.
Engine and Engine Accessories
Superior XP 360: 0-360 A1A2, 180 HP
Main Alternator: B&C Specialty Products, L-40 with LR3C voltage regulator
Standby Alternator: B&C Specialty Products, SD-8 with SB1B-14 voltage
regulator, mounted in the Suction Pump engine case pad
Starter: B&C Specialty Products, BC315, Light Weight
Top Ignition: Light Speed Plasma II, with built in Crank Sender
Bottom Ignition: Slick 4000 Magneto with Impulse Coupler, mounted in the
Left Magneto engine case pad
Carburetor: Precision Airmotive MA4-5
Oil Filter Adapter: B&C BC7000
Oil Cooler: Stewart Warner
Exhaust: Viterman
Package Cost New $29,500. Price $19,000
Steve Glasgow-Cappy
N123SG RV-8
Cappy's Toy
3931 Melchor Avenue
Charlotte, NC
willfly@carolina.rr.com
704-362-0005 Home
704-281-7884 Cell
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Message 16
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| Subject: | Re: LED Landing Light Benchmark |
The 32 Volts is just a DC-DC converter. Easy to buy.
Maybe I misunderstand "Cargo Light" but this thing is the equivalent of maybe 18
headlights each of 55W and brilliant white. This would look like a 747 landing.
As I said, too big for you....
--------
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=194963#194963
Message 17
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| Subject: | Re: LED Landing Light Benchmark |
Eric M. Jones wrote:
> Maybe I misunderstand "Cargo Light" but this thing is the equivalent of maybe
18 headlights each of 55W and brilliant white. This would look like a 747 landing.
I was joking... ya know, that humor thingy! :-)
"Cargo light" is the light under the wing that let's you see when
loading at night. I would think you would be able to see just fine with
one of these under the wing! :-)
-Dj
do not archive
--
Dj Merrill
Sportsman 2+2 Builder #7118
http://deej.net/sportsman/
"Many things that are unexplainable happen during the construction of an
airplane." --Dave Prizio, 30 Aug 2005
Message 18
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| Subject: | Igntion Switches |
Would just also note that it is NOT a security issue as most twins and up
don't use key switches at all. The only lock on our Baron is in the door
and baggage access.
Bill S
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Dave
Saylor
Sent: Friday, July 25, 2008 12:11 PM
Subject: RE: AeroElectric-List: Igntion Switches
--> <Dave@aircraftersllc.com>
The reason we usually install a separate push button for starting is that is
gives the ability to turn the engine over without running the ignition. The
purpose of this is usually to clear a flooded engine.
I've found over time that seperating the start and ignition systems allows
better troubleshooting, and if you've ever tried to decipher the back of a
keyed ignition switch, upside down in the dark, you'll appreciate the
straight-forward simplicity of toggles and pushbuttons.
Plus they look cool. I usually install locking toggles for the mags.
Dave Saylor
AirCrafters LLC
140 Aviation Way
Watsonville, CA
831-722-9141
831-750-0284 CL
www.AirCraftersLLC.com
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Robert L.
Nuckolls, III
Sent: Friday, July 25, 2008 9:48 AM
Subject: Re: AeroElectric-List: Igntion Switches
--> <nuckolls.bob@cox.net>
At 07:51 AM 7/21/2008 -0400, you wrote:
>
>7/21/2008
>
>Hello Skip, You wrote: "I saw the referenced ACS Keyed Ignition
>Switches and a starter switch. What is the benefit in two switches over
one?"
One might also properly ask, what is the benefit of one switch
over two . . . or three?
If you consider the ignition/starter controls of the entire
fleet of GA aircraft, it's only the single-engine machines
likely to be owned by John Q Public pilot with key-switches.
The earliest aircraft offered a variety of controls that
included rudimentary toggles up to and including specialized
single control On-L-R-Both switches.
The big-three gravitated to key switches back in the
late 40's . . . folks who made those decisions are long
gone but we might surmise that there was a lot thought
about making an airplane look and feel as much like an
automobile as possible.
Today, there's an oft stated desire for "security"
for having installed a key-operated ignition switch.
This is a pretty weak argument given that most airplanes
can be flown by simply breaking the wires off the backs
of the mags through the oil-filler door or back of the
key-switch by simply wiggling the terminals until they
break off.
Consider that the key-switch is not cheap. It claims
a lot of panel space considering its function.
It often becomes a pain-in-the-arse when you discover
that after being all strapped in, your keys are still
in your pocket.
Consider further that as soon as one steps up to a
twin engine aircraft, key switches for controlling
ignition are never installed on the panel. On everything
from a twin-bonanza to a King Air or Lear Jet, if you
can get into the cabin (secured by one of the easiest
locks to pick) you have the airplane!
On the other side of the coin a pair of toggle switches
and a push button integrate nicely into the panel along
with other switches. They're inexpensive, easily wired
or re-wires for mags or electronic ignition, etc. Spares
for these switches are available from a variety of sources
(some even local) while a fussy Off-L-R-Both-Start switch
is available from a relatively few numbers of sources
(all out of town!).
Bob . . .
Message 19
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| Subject: | Re: recommendations for building a 24V battery? |
At 05:25 PM 7/25/2008 -0500, you wrote:
>
>I'm looking into building a 24V battery for an airborne payload with
>the following spec's:
>
>- 12AH minimum, no CCA requirement (not used for starting)
>- bolted terminals
>- no FAA/PMA approval required
>- no need for metal jackets, etc., to protect from the environment
>- hanging off of a bus fed by a 28V alternator
>
>Several offerings from Odyssey (PC535/545/625/680), Panasonic
>(LC-RD1217P), and Powersonic (PS-12180) fit the bill. Thus far, the
>Powersonic battery beats the rest on price and weight per AH. Has
>anyone had good/bad experience with Powersonic batteries?
>
>The paperwork from Powersonic posts a charge voltage range of 14.4 to
>14.7V and a float range of 13.5V to 13.8V. First, is it valid to
>simply double these for the 24V battery?
yes
> Second, the 28V bus will be
>sitting between 28.5 and 28.9V nominally which is just under the
>"charge" range (assuming doubling the 12V range is valid) but a volt
>or so above the "float" range.
the TC fleet setpoint for 28v lead-acid batteries is
28.5 volts . . . 28.9 won't reduce service life in
ways that you can observe.
What are your battery-only energy storage requirements?
Does the system DEPEND on a battery for functionality?
In other words, would a failed battery contactor put
the outcome of the flight at risk? What preventative
maintenance program do you plan for replacing batteries
before they're incapable of supporting battery only
systems for the designed endurance mode?
> Probably not worth a worry but I want
>to make sure.
>
>Any other tricks/techniques/gotchas related to the care and feeding of
>ganged batteries will be appreciated.
There's nothing magic about a 24v battery vs two 12v batteries.
The electrical and chemical characteristics of one 24 is
identical to a pair of 12s.
There's no objective data to suggest that any particular
brand of battery is the better value in terms of
$replacement$/service-hours. Periodic cap testing of the
batteries in service is the 100% foolproof way to guarantee
system performance irrespective of the batteries you choose
to try.
Bob . . .
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