Today's Message Index:
----------------------
1. 06:14 AM - Re: Re: Light Speed Ignition with OV (Roger)
2. 06:34 AM - Measuring actual system current (Sam Hoskins)
3. 06:49 AM - Re: Toggle Actuated Circuit Breakers ()
4. 06:49 AM - Re: Re: Light Speed Ignition with OV (Robert L. Nuckolls, III)
5. 06:51 AM - Dyno Audio Output ()
6. 08:53 AM - Re: Dyno Audio Output (Robert L. Nuckolls, III)
7. 09:11 AM - Re: Measuring actual system current ()
8. 10:29 AM - Re: Measuring actual system current (Dale Rogers)
9. 11:27 AM - Re: Dyno Audio Output ()
10. 11:45 AM - Re: Dyno Audio Output (Hinde, Frank George (Corvallis))
11. 01:29 PM - Re: Measuring actual system current ()
12. 02:26 PM - Re: Measuring actual system current (jon@finleyweb.net)
13. 02:46 PM - Re: Measuring actual system current (Hinde, Frank George (Corvallis))
14. 03:54 PM - Re: Measuring actual system current (Sam Hoskins)
15. 05:36 PM - Re: Measuring actual system current (RV Builder (Michael Sausen))
16. 08:50 PM - Re: Measuring actual system current (Jon Finley)
Message 1
| INDEX | Back to Main INDEX |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Light Speed Ignition with OV |
> Thanks to Bob and Roger for the informative replies.
>
> Roger, You mentioned other postings about over-voltage conditions
> disabling the Lightspeed ignition. I would like to read about them if you
> happen to have a link to the posting. I do not read AeroElectric everyday
> and missed the postings. I did read about a Lightspeed ignition that
> failed because of overheating.
> Thanks, Joe
Joe,
I have erased most of the recent postings, but here is one in which Bob
gives a lot of info:
Roger
<nuckolls.bob@aeroelectric.com>
At 11:34 AM 2/4/2009, you wrote:
>Bob,
>
>If I choose the routed suggested by your diagram
>to run both ign boxes, would you duplicate the
>fuse & 14 AWG from the batt buss or simply run
>the 14 AWG to a bus bar such that I could hook up both 5 amp cb's?
If you create an ignition bus that services
contemporary conventions for minimizing the energy
exposure of battery-feed wires during crash
events, then you need a disconnect at the battery.
A design goal for inoculating the aircraft's
accessories from single-points of failure becoming
hazardous.
This suggests that dual ignition systems are either
powered from multiple busses that have low probability
of common failure or a single bus with a VERY low
probability of failure.
We've cited design and maintenance goals for making
sure that a battery bus connected to a well maintained
RG battery is the single bus with a very low
probability of failure.
This gave the writer comfort in suggesting that
separate fuses for two ignition systems fed from
an always hot bus supported was a good design
when that bus was supported by (1) well maintained
RG battery (2) main alternator (3) aux alternator
and (4) protected with very fast fuses that addressed
our goals for crash safety.
>It appears that this is only adding hardware
>from the already existing entry point of the
>buss and further extending it to cb's. The only
>valid argument I see is the ability to reset a
>cb in crisis mode (after a big OV event has
>blown both fuses) and continue down the road -
>albeit with just about everything else riding on the buss blown as well.
That's the real sticking point. If we're doing due
diligence and honoring our past teachers, there's no
reason for the ignition system to even have such a
feature. No mater how honorable the motivation for
including it, it created FEMA issues that would
get the thing booted from a TC aircraft.
>
>Thanks so much for your input on this topic. I'm
>sorry you are not getting paid for this prime
>time activity. Hopefully there is a way we can donate to your cause.
I wouldn't do it if it were not useful to me
personally . . . so don't be concerned for any
overt lack of compensation . . .
> Recently I read a thread from some FAA lawyers
> who were talking about mechanical standards and
> regulation. One said that the FAA regulations
> for mechanical compliance (not design) are
> designed to be debated. He was referring to the
> often vague terms in which the regulations are
> written. They should be left open enough for
> debate, but not too wide open as to allow broad
> deviation from normal practices (depends who's calling what normal).
Gee do they think? Do you suppose this is why
folks in the airframe services business will shop
around for the most compliant ACO to get their
STC or 337 on an airplane? Like our tax codes,
the FARS are a study in debate prompted by a
lack of teaching to simple-ideas.
The same phenomenon is infecting industry and
government with an MBA/Harvard-Law mentality that
curiosity, creativity and wisdom of experience
by honorable individuals can be replaced with
"The Plan".
>
>IMO this type of debate should strive to improve
>the quality/design of the products offered in
>such a way that the improvements are both
>advantageous in technological design and add a
>factor of safety for the end user. For my $$
>pure technology advancement that adds little or
>takes away from the integrity of well known systems is a bad investment.
Absolutely.
>
>So, debate is good and I hope Klaus and others
>accept the forward thinking on which their products are offered.
Sure. I recall with great fondness the circumstances
of my last really rewarding job. I cannot recall a
single instance of walking with trepidation into
a come-to-jesus meeting in Beech's Targets Division.
We had many meetings were some portion of a program
was in trouble. As the problem was discussed and
ideas circulated around the table, new avenues of
attack would emerge. Folks freely volunteered to
help out. You always walked out of those meetings
with a feeling of accomplishment and renewal. This
is how I imagine the meetings in Kelly Johnson's
"Skunk Works" worked. This is a tribute to a handful
of individuals at the ship's wheel.
You can bet the bank on the idea that progress
was bench marked by the successful integration of
simple-ideas to satisfaction of design goals
by a group of honorable individuals. That's my
vision of what should happen here on the List.
Bob . . .
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Measuring actual system current |
Is there a way to measure the actual current draw of a system? I finally
got my electrically dependent engine started (www.samhoskins.blogspot.com)
yesterday and I am using a version of Z-19/RB with a B&C 30A permemant
magnet alternator. I have the primary battery installed and a Dynon D180
EFIS/EMS.
I would like to be able to determine the real (not estimated) current draw
of the system. Once I know that, I will select the appropriate back-up
battery, trying to keep it as light as possible.
There is an ammeter installed, but I don't think that would help for this
data collection. Does anyone have any suggestions how I might go about
this?
Thanks.
Sam Hoskins
Murphysboro, IL
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Toggle Actuated Circuit Breakers |
Thanks Bob,
>>>>>>
The big band-aid is to install a separate high
current relay to the battery through a LARGE
in line fuse . . . probably 30A. Run 14AWG wire
from the relay up to the panel mounted 5A breaker.
Continue on with what-ever wire is called out
to continue on to the ignition system. Now you
need switches to control right and left ignition
system relays at the battery. See:
http://aeroelectric.com/Pictures/Schematics/Battery_Feed_for_Ignition.pd
f
This approach could be blessed in a TC aircraft
as providing circuit protection commensurate with
wire sizes AND making the system max-cold when
the switches are OFF.
Bob . . .
<<<<<<<<
To eliminate parts count I am planning to use two of the switched
circuit breakers to attach my dual plasma III modules. I will plan to
run 14 AWG to the breaker/switches. Distance (2.5') and weight are not a
factor for two such wires in my setup.
In your above sketch are you depicting the two 30A ATC fuse be of the
in-line type?
What size wire do you suggest between the batt bus and the ATC?
Currently I am #10 from the contactor to the batt buss - assume same?
Based on the estimated number of life cycles for the P & B switched
breakers, I am fine with that risk. Changing them out every 4-5 years
would be more than sufficient in my case.
Thanks,
Glenn
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
Robert L. Nuckolls, III
Sent: Saturday, February 07, 2009 10:01 AM
Subject: Re: AeroElectric-List: Toggle Actuated Circuit Breakers
At 07:55 AM 2/5/2009, you wrote:
With respect to life cycles how do the switch type circuit breakers hold
up? I am looking at the Potter & Brumfield variety.
Thanks
Go to the Matronics.com archives search and review
the 59 or so messages on AeroElectric-List that
mention "W31".
These are not the best breaker/switch in the world
nor are they the worst. Since we're building FAILURE
TOLERANT airplanes, use of these devices to meet
your design goals is not a decision fraught with
evil or risk.
Bob . . .
----------------------------------------)
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
----------------------------------------
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Light Speed Ignition with OV |
At 08:02 AM 2/9/2009, you wrote:
><mrspudandcompany@verizon.net>
>
>
>>Thanks to Bob and Roger for the informative replies.
>>
>>Roger, You mentioned other postings about over-voltage conditions
>>disabling the Lightspeed ignition. I would like to read about them
>>if you happen to have a link to the posting. I do not read
>>AeroElectric everyday and missed the postings. I did read about a
>>Lightspeed ignition that failed because of overheating.
>>Thanks, Joe
>
>
>Joe,
>
>I have erased most of the recent postings, but here is one in which
>Bob gives a lot of info:
>
>Roger
>
AeroElectric-List messages are archived on the
matronics.com server. You can search any of
the matronics list at:
http://www.matronics.com/search/
or review all postings of a particular time
frame at:
http://www.matronics.com/archives/
Bob . . .
----------------------------------------)
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
----------------------------------------
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Dyno Audio Output |
I have a Dynon D100 which provides an audio out feature for alerts,
scare tactics etc. I want to take that output and plug it into an input
on my GMA-340. Do any of you have an idea to which pin I may attach that
output? If you do please specify which side as there is T1 & T2 on the
340.
Thanks,
Glenn
Message 6
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Dyno Audio Output |
At 08:50 AM 2/9/2009, you wrote:
>I have a Dynon D100 which provides an audio out feature for alerts,
>scare tactics etc. I want to take that output and plug it into an
>input on my GMA-340. Do any of you have an idea to which pin I may
>attach that output? If you do please specify which side as there is
>T1 & T2 on the 340.
>
>Thanks,
>Glenn
according to the manual I found at:
http://aviation.vortex.is/install/Garmin%20Install%20manuals/GMA-340.pdf
Pins 31 and 32 of J1 are an unmuted, unswitched audio
input market ALT WRN. These would be suited to warning
tone input. The shield ground goes to pin 32.
Bob . . .
----------------------------------------)
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
----------------------------------------
Message 7
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Measuring actual system current |
Sam,
Great looking aircraft! I've always loved that design. Keep those Vars
up.
Best of luck.
Glenn
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Sam
Hoskins
Sent: Monday, February 09, 2009 9:32 AM
Subject: AeroElectric-List: Measuring actual system current
Is there a way to measure the actual current draw of a system? I
finally got my electrically dependent engine started
(www.samhoskins.blogspot.com) yesterday and I am using a version of
Z-19/RB with a B&C 30A permemant magnet alternator. I have the primary
battery installed and a Dynon D180 EFIS/EMS.
I would like to be able to determine the real (not estimated) current
draw of the system. Once I know that, I will select the appropriate
back-up battery, trying to keep it as light as possible.
There is an ammeter installed, but I don't think that would help for
this data collection. Does anyone have any suggestions how I might go
about this?
Thanks.
Sam Hoskins
Murphysboro, IL
Message 8
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Measuring actual system current |
Sam Hoskins wrote:
> There is an ammeter installed, but I don't think that would help for
> this data collection. Does anyone have any suggestions how I might go
> about this?
>
Umm ... why not? That's what an ammeter does. The are some more
sophisticated variations on the theme - load meters.
An ammeter can be inserted into any part of the system to measure the
current of that branch and its dependent circuits.
It sounds like you just need an ammeter with sufficient granularity to
measure more than gross changes in current draw.
Dale R.
COZY MkIV #0497
Message 9
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Dyno Audio Output |
Excellent, Thanks Bob!
I'll give that a go.
.................
Do Not Archive
-----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, February 09, 2009 11:52 AM
Subject: Re: AeroElectric-List: Dyno Audio Output
<nuckolls.bob@aeroelectric.com>
At 08:50 AM 2/9/2009, you wrote:
>I have a Dynon D100 which provides an audio out feature for alerts,
>scare tactics etc. I want to take that output and plug it into an
>input on my GMA-340. Do any of you have an idea to which pin I may
>attach that output? If you do please specify which side as there is
>T1 & T2 on the 340.
>
>Thanks,
>Glenn
according to the manual I found at:
http://aviation.vortex.is/install/Garmin%20Install%20manuals/GMA-340.pdf
Pins 31 and 32 of J1 are an unmuted, unswitched audio
input market ALT WRN. These would be suited to warning
tone input. The shield ground goes to pin 32.
Bob . . .
----------------------------------------)
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
----------------------------------------
Message 10
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Dyno Audio Output |
Yes audio tones thru the headset are great way to get your attention..I have a
D100 plumbed into my PS7000 audio panel and it has saved my engine at least once.
Frank
RV7a
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of longg@pjm.com
Sent: Monday, February 09, 2009 11:24 AM
Subject: RE: AeroElectric-List: Dyno Audio Output
Excellent, Thanks Bob!
I'll give that a go.
.................
Do Not Archive
-----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, February 09, 2009 11:52 AM
Subject: Re: AeroElectric-List: Dyno Audio Output
<nuckolls.bob@aeroelectric.com>
At 08:50 AM 2/9/2009, you wrote:
>I have a Dynon D100 which provides an audio out feature for alerts,
>scare tactics etc. I want to take that output and plug it into an input
>on my GMA-340. Do any of you have an idea to which pin I may attach
>that output? If you do please specify which side as there is
>T1 & T2 on the 340.
>
>Thanks,
>Glenn
according to the manual I found at:
http://aviation.vortex.is/install/Garmin%20Install%20manuals/GMA-340.pdf
Pins 31 and 32 of J1 are an unmuted, unswitched audio
input market ALT WRN. These would be suited to warning
tone input. The shield ground goes to pin 32.
Bob . . .
----------------------------------------)
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
----------------------------------------
Message 11
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Measuring actual system current |
Sam,
Just thought of something. Vertical sells that fancy box which claims to
measure not only total draw, but the draw on each item at any given
time. Unfortunately that's big $$$. I've not seen another system that
performs that function independently.
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Sam
Hoskins
Sent: Monday, February 09, 2009 9:32 AM
Subject: AeroElectric-List: Measuring actual system current
Is there a way to measure the actual current draw of a system? I
finally got my electrically dependent engine started
(www.samhoskins.blogspot.com) yesterday and I am using a version of
Z-19/RB with a B&C 30A permemant magnet alternator. I have the primary
battery installed and a Dynon D180 EFIS/EMS.
I would like to be able to determine the real (not estimated) current
draw of the system. Once I know that, I will select the appropriate
back-up battery, trying to keep it as light as possible.
There is an ammeter installed, but I don't think that would help for
this data collection. Does anyone have any suggestions how I might go
about this?
Thanks.
Sam Hoskins
Murphysboro, IL
Message 12
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Measuring actual system current |
=0AHi Sam,=0A=0A =0A=0AI'm not an expert here so if somone corrects me, bel
ieve them!! ;-)=0A=0A =0A=0AThere are two ways that I know of (probably doz
ens of others). If you have a multimeter, some of them will allow you to c
heck the draw. I have a cheap unit that states that it can handle 10 amp l
oads. You have to break the circuit and run it "thru" the multimeter. Thi
s works for the circuits that are easy to get at, not so well for others.
Last item on the following page:=0A=0A[http://mechatronics.mech.northwester
n.edu/design_ref/tools/multimeter.html] http://mechatronics.mech.northweste
rn.edu/design_ref/tools/multimeter.html=0A=0A =0A=0AThe other way is to use
of the clamp-on type meters. I don't own one of these but wish I did - sho
uld probably splurge on myself one of these days...=0A=0A[http://support.fl
uke.com/find-sales/download/asset/2562791_6115_eng_a_w.pdf] http://support.
fluke.com/find-sales/download/asset/2562791_6115_eng_a_w.pdf=0A=0A=0AI have
no doubt that this is a real cheapo (like everything HF sells) and I do no
t KNOW that it will do what we require but I think so:=0A=0A[http://www.har
borfreight.com/cpi/ctaf/displayitem.taf?Itemnumber=98675] http://www.harb
orfreight.com/cpi/ctaf/displayitem.taf?Itemnumber=98675=0A=0A =0A=0AHth,
=0A=0A =0A=0AJon=0A=0A =0A=0A=0A-----Original Message-----=0AFrom: "Sam Hos
kins" <sam.hoskins@gmail.com>=0ASent: Monday, February 9, 2009 7:31am=0ATo:
"Aerolectric List" <aeroelectric-list@matronics.com>=0ASubject: AeroElectr
ic-List: Measuring actual system current=0A=0AIs there a way to measure the
actual current draw of a system? I finally got my electrically dependent
engine started ([http://www.samhoskins.blogspot.com/] www.samhoskins.blogsp
ot.com) yesterday and I am using a version of Z-19/RB with a B&C 30A permem
ant magnet alternator. I have the primary battery installed and a Dynon D1
80 EFIS/EMS.=0A=0A=0A=0AI would like to be able to determine the real (not
estimated) current draw of the system. Once I know that, I will select the
appropriate back-up battery, trying to keep it as light as possible.=0A=0A
There is an ammeter installed, but I don't think that would help for this d
ata collection. Does anyone have any suggestions how I might go about this
-========================
========0A=0A
Message 13
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Measuring actual system current |
Negative, the HF clamp-on unit will NOT work. That unit is for AC (alternat
ing current) loads only, not DC (direct current) like our airplanes are bui
lt.
However the cheapo DC HF multimeter I found to be surprisingly accurate (ca
librated it at work) and will measure up to 10A loads and costs $2.99
DO not forget to put the leads back in the correct holes to measure voltage
after you measured current though...If you forget and try to measre mains
voltage the unit will make a horrendous spark and cease to function...My bo
ss did just that checking out his water pump at home, much to my amusement.
.:)
Frank
________________________________
From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectr
ic-list-server@matronics.com] On Behalf Of jon@finleyweb.net
Sent: Monday, February 09, 2009 2:24 PM
Subject: RE: AeroElectric-List: Measuring actual system current
Hi Sam,
I'm not an expert here so if somone corrects me, believe them!! ;-)
There are two ways that I know of (probably dozens of others). If you have
a multimeter, some of them will allow you to check the draw. I have a che
ap unit that states that it can handle 10 amp loads. You have to break the
circuit and run it "thru" the multimeter. This works for the circuits tha
t are easy to get at, not so well for others. Last item on the following p
age:
http://mechatronics.mech.northwestern.edu/design_ref/tools/multimeter.html
The other way is to use of the clamp-on type meters. I don't own one of the
se but wish I did - should probably splurge on myself one of these days...
http://support.fluke.com/find-sales/download/asset/2562791_6115_eng_a_w.pdf
I have no doubt that this is a real cheapo (like everything HF sells) and I
do not KNOW that it will do what we require but I think so:
http://www.harborfreight.com/cpi/ctaf/displayitem.taf?Itemnumber=98675
Hth,
Jon
-----Original Message-----
From: "Sam Hoskins" <sam.hoskins@gmail.com>
Sent: Monday, February 9, 2009 7:31am
Subject: AeroElectric-List: Measuring actual system current
Is there a way to measure the actual current draw of a system? I finally g
ot my electrically dependent engine started (www.samhoskins.blogspot.com<ht
tp://www.samhoskins.blogspot.com/>) yesterday and I am using a version of Z
-19/RB with a B&C 30A permemant magnet alternator. I have the primary batt
ery installed and a Dynon D180 EFIS/EMS.
I would like to be able to determine the real (not estimated) current draw
of the system. Once I know that, I will select the appropriate back-up bat
tery, trying to keep it as light as possible.
There is an ammeter installed, but I don't think that would help for this d
ata collection. Does anyone have any suggestions how I might go about this
?
Thanks.
Sam Hoskins
Murphysboro, IL
http://www.matronhttp://www.matronics.com/contribution">http://www.matronic
s.com/contributio=============
Message 14
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Measuring actual system current |
The reason I can't use the ammeter, I think, is that the readings would be
clouded by charging/discharging of the battery.
Sam
On Mon, Feb 9, 2009 at 12:25 PM, Dale Rogers <dale.r@cox.net> wrote:
>
> Sam Hoskins wrote:
>
>> There is an ammeter installed, but I don't think that would help for this
>> data collection. Does anyone have any suggestions how I might go about
>> this?
>>
>>
> Umm ... why not? That's what an ammeter does. The are some more
> sophisticated variations on the theme - load meters.
> An ammeter can be inserted into any part of the system to measure the
> current of that branch and its dependent circuits.
> It sounds like you just need an ammeter with sufficient granularity to
> measure more than gross changes in current draw.
>
> Dale R.
> COZY MkIV #0497
>
>
Message 15
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Measuring actual system current |
Calling it a fancy and expensive box that is used to measure total and indi
vidual draw leaves just a tiny bit of the functionality out. :)
Michael
Do not archive
From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectr
ic-list-server@matronics.com] On Behalf Of longg@pjm.com
Sent: Monday, February 09, 2009 4:27 PM
Subject: RE: AeroElectric-List: Measuring actual system current
Sam,
Just thought of something. Vertical sells that fancy box which claims to me
asure not only total draw, but the draw on each item at any given time. Unf
ortunately that's big $$$. I've not seen another system that performs that
function independently.
Message 16
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Measuring actual system current |
Hi Frank,
Is it true that NO clamp-on unit will work or are you talking about just the
unit that I referenced?
Thanks!
Jon
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Hinde,
Frank George (Corvallis)
Sent: Monday, February 09, 2009 3:45 PM
Subject: RE: AeroElectric-List: Measuring actual system current
Negative, the HF clamp-on unit will NOT work. That unit is for AC
(alternating current) loads only, not DC (direct current) like our airplanes
are built.
However the cheapo DC HF multimeter I found to be surprisingly accurate
(calibrated it at work) and will measure up to 10A loads and costs $2.99
DO not forget to put the leads back in the correct holes to measure voltage
after you measured current though...If you forget and try to measre mains
voltage the unit will make a horrendous spark and cease to function...My
boss did just that checking out his water pump at home, much to my
amusement..:)
Frank
_____
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
jon@finleyweb.net
Sent: Monday, February 09, 2009 2:24 PM
Subject: RE: AeroElectric-List: Measuring actual system current
Hi Sam,
I'm not an expert here so if somone corrects me, believe them!! ;-)
There are two ways that I know of (probably dozens of others). If you have
a multimeter, some of them will allow you to check the draw. I have a cheap
unit that states that it can handle 10 amp loads. You have to break the
circuit and run it "thru" the multimeter. This works for the circuits that
are easy to get at, not so well for others. Last item on the following
page:
http://mechatronics.mech.northwestern.edu/design_ref/tools/multimeter.html
The other way is to use of the clamp-on type meters. I don't own one of
these but wish I did - should probably splurge on myself one of these
days...
http://support.fluke.com/find-sales/download/asset/2562791_6115_eng_a_w.pdf
I have no doubt that this is a real cheapo (like everything HF sells) and I
do not KNOW that it will do what we require but I think so:
http://www.harborfreight.com/cpi/ctaf/displayitem.taf?Itemnumber=98675
Hth,
Jon
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|