Today's Message Index:
----------------------
1. 02:56 AM - Re: Re: Wild flights... 22 hr trip in an LSA over the Atlantic... (Jay Hyde)
2. 03:40 AM - Re: Re: Wild flights... 22 hr trip in an LSA over the Atla... (BobsV35B@aol.com)
3. 08:01 AM - Re: Voltage Drop / amp ????? (Robert L. Nuckolls, III)
4. 09:18 AM - Re: Voltage Drop / amp ????? (Frank Stringham)
5. 09:31 AM - Re: Re: EV200 (Robert L. Nuckolls, III)
6. 10:31 AM - Re: Voltage Drop / amp ????? (Robert L. Nuckolls, III)
7. 04:20 PM - Re: Voltage Drop / amp (Matt Prather)
8. 04:20 PM - ZU-TAF: Belem To U.S. Virgin Islands Has Launched (S. Ramirez)
9. 05:54 PM - Re: [Bulk] ZU-TAF: Belem To U.S. Virgin Islands Has Launched (Bill Bradburry)
10. 08:52 PM - Re: Icom A-210 intercom (Thruster87)
Message 1
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Subject: | Re: Wild flights... 22 hr trip in an LSA over the |
Atlantic...
Hey there everyone,
My apologies for the multiple posts on this; my webmail service and email
server was arbitrarily placing mails into a junk folder that was not
accessed by the POP3 download so I was not seeing any replies and was
getting very frustrated!
For your interest here is a bit from a post that I made on another forum.
Thanks to all of you who have sent messages of congratulations!
******************
I was also most pleased to hear that the storm scope worked well- the
antenna for that (very complex with a whole bunch of individually screened
twisted pairs in an overall screened cable) was wired one bitterly cold
evening at 3am in the Springs hanger as the guys bashed and moved the
airframe around getting the wings installed!
The aircraft has an unusual fitting as well- a hooter; this was Mikes idea
which he thought might help to scare birds away when flying low level near
the coast. That was wired up that same evening a couple of hours earlier -
Mike was under the aircraft on his back and the guys were trying to
manoeuvre the wing into its slot (extra layers of paint was making this
difficult and they had to keep removing it and sand paint away...). Without
thinking I switched the DC Master on and pressed the hooter button. Mike
must have been concentrating fiercely because he shot out and up from under
the aircraft yelling 'yah, yah, yaaaah!' He had got one heck of a fright.
It provided a laugh and a slight warm up for all of us. :lol:
*****************
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
Jay Hyde
HH Enterprises
Aircraft Manufacture, Engineering and Flying
jay@horriblehyde.com
Mobile phone: 083 300 8675
International: +27 83 300 8675
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Jay Hyde
Sent: 23 July 2009 10:56 PM
Subject: RE: AeroElectric-List: Re: Wild flights... 22 hr trip in an LSA
over the Atlantic...
If you go to their website
(http://www.airplanefactory.co.za/world/default.asp) you can leave them a
message yourself :-) - they'd really appreciate it
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
Jay Hyde
HH Enterprises
Aircraft Manufacture, Engineering and Flying
jay@horriblehyde.com
Mobile phone: 083 300 8675
International: +27 83 300 8675
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Robert D.
Taylor
Sent: 23 July 2009 10:38 PM
Subject: Re: AeroElectric-List: Re: Wild flights... 22 hr trip in an LSA
over the Atlantic...
<FLYDAD57@neo.rr.com>
Tell 'em CONGRATULATIONS! And thanks for letting us know. Hope they have a
safe trip the rest of the way to Oshkosh.
Bob Taylor
----- Original Message -----
From: "rckol" <rckol@kaehlers.com>
Sent: Thursday, July 23, 2009 4:09 PM
Subject: AeroElectric-List: Re: Wild flights... 22 hr trip in an LSA over
the Atlantic...
>
> They made it to Brazil.
>
> --------
> rck
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=254508#254508
>
>
>
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Subject: | Re: Wild flights... 22 hr trip in an LSA over the |
Atla...
Good Morning Jay,
Just wanted to thank you for letting us know about this project.
I did attempt to send a message to your friends, but I don't think it
worked. My lack of computer skills became evident as I attempted to work my way
through the process.<G>
In any case, I will be looking for them at Oshkosh.
Happy Skies,
Old Bob
Pacer N2858P
In a message dated 7/24/2009 4:58:10 A.M. Central Daylight Time,
jay@horriblehyde.com writes:
--> AeroElectric-List message posted by: "Jay Hyde" <jay@horriblehyde.com>
Hey there everyone,
My apologies for the multiple posts on this; my webmail service and email
server was arbitrarily placing mails into a junk folder that was not
accessed by the POP3 download so I was not seeing any replies and was
getting very frustrated!
For your interest here is a bit from a post that I made on another forum.
Thanks to all of you who have sent messages of congratulations!
******************
I was also most pleased to hear that the storm scope worked well- the
antenna for that (very complex with a whole bunch of individually screened
twisted pairs in an overall screened cable) was wired one bitterly cold
evening at 3am in the Springs hanger as the guys bashed and moved the
airframe around getting the wings installed!
The aircraft has an unusual fitting as well- a hooter; this was Mikes idea
which he thought might help to scare birds away when flying low level near
the coast. That was wired up that same evening a couple of hours earlier -
Mike was under the aircraft on his back and the guys were trying to
manoeuvre the wing into its slot (extra layers of paint was making this
difficult and they had to keep removing it and sand paint away...).
Without
thinking I switched the DC Master on and pressed the hooter button. Mike
must have been concentrating fiercely because he shot out and up from under
the aircraft yelling 'yah, yah, yaaaah!' He had got one heck of a fright.
It provided a laugh and a slight warm up for all of us. :lol:
*****************
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
Jay Hyde
HH Enterprises
Aircraft Manufacture, Engineering and Flying
jay@horriblehyde.com
Mobile phone: 083 300 8675
International: +27 83 300 8675
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Jay Hyde
Sent: 23 July 2009 10:56 PM
Subject: RE: AeroElectric-List: Re: Wild flights... 22 hr trip in an LSA
over the Atlantic...
--> AeroElectric-List message posted by: "Jay Hyde" <jay@horriblehyde.com>
If you go to their website
(http://www.airplanefactory.co.za/world/default.asp) you can leave them a
message yourself :-) - they'd really appreciate it
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
Jay Hyde
HH Enterprises
Aircraft Manufacture, Engineering and Flying
jay@horriblehyde.com
Mobile phone: 083 300 8675
International: +27 83 300 8675
~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Robert
D.
Taylor
Sent: 23 July 2009 10:38 PM
Subject: Re: AeroElectric-List: Re: Wild flights... 22 hr trip in an LSA
over the Atlantic...
--> AeroElectric-List message posted by: "Robert D. Taylor"
<FLYDAD57@neo.rr.com>
Tell 'em CONGRATULATIONS! And thanks for letting us know. Hope they have
a
safe trip the rest of the way to Oshkosh.
Bob Taylor
----- Original Message -----
From: "rckol" <rckol@kaehlers.com>
Sent: Thursday, July 23, 2009 4:09 PM
Subject: AeroElectric-List: Re: Wild flights... 22 hr trip in an LSA over
the Atlantic...
> --> AeroElectric-List message posted by: "rckol" <rckol@kaehlers.com>
>
> They made it to Brazil.
>
> --------
> rck
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=254508#254508
>
>
>
**************An Excellent Credit Score is 750. See Yours in Just 2 Easy
Steps!
yExcfooterNO62)
Message 3
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Subject: | Voltage Drop / amp ????? |
I have wired my RV7A with the 13/8 revision L. I did modify it to
include the LR3C
Alternator controller in place of genric Ford Regulator and the AEC9005-101 Low
Voltage Module. In looking at the 13/8 revision Q there is an
addition of a S704-1 /
diode combo added to the Main Battery Bus / Endurance Bus / Endurance
Bus Switch.
I also have noted that a AEC9001 Schottky Diode can be used in place
of a bridge diode.
As I noted in a previous email. 1. When the master switch is closed the voltage
shoes around 10.8 volts with rock solid amps indication on the Dynon D-120 EMS.
From this I deduce that your Dynon is measuring the e-bus voltage.
Indeed, with master switch ON and alternator not running, the main
bus would normally be a about 12.5 volts. An expected 0.7 volt drop
in normal feed diode produces an e-bus voltage on the order of
11.8 volts.
When the endurance switch is closed the Voltage moves up to 12.8 or 12.9 and
the amps meter begins to fluctuate. Open the Master Switch thus having the
load go to only the endurance bus side the voltage maintains at 12.8
to 12.9 volts
and the amps still fluctuates.
Okay, with the alternator OFF the battery-only voltage would
be expected to fall in this range. When you say the amps
"fluctuates" what's the max-min numbers displayed?
This situation happens with or without the engine running. The
battery maintains charge.
With the engine running, do you turn the alternator ON to
see if it elevates the bus to the nominal 14.2 to 14.6 volts?
Since I sent the last email I have learned that the bridge diode will
cause a drop in voltage. (Even this 62 year old guy can learn stuff....),
but I would have though it would cause the endurance voltage to be
less on the endurance bus side not the main bus side with the master
switch closed.???????
Then the Dynon is NOT monitoring the e-bus? If you close the
e-bus alternate feed switch and the Dynon display goes UP,
then it appears that the Dynon is on the e-bus.
Now the questions. 1. Why the addition of the S204-1/diode combo added at
the endurance bus switch and will it be of value in my configuration to added
it?
Don't know what an S204-1 device is . . . and don't know why
ANY diode would be wired to the e-bus alternate feed switch.
2. Would it be of value to added the Schottly in place of the bridge diode?
Slightly . . . but from the readings you cite it's not clear
that the Dynon is connected to the Main bus . . . hence SOME
degree of bus votlage suppression would be expected.
I would think yes if the voltage drop is less and thus give a more accurate
voltage reading.
The voltmeter is already ACCURATE. It's showing the votlage
at where ever it's attached. I'm guessing the e-bus. So all other
things being normal and functioning to design goals, the readings
are expected and normal.
3. Why the higher voltage drop on the Main Bus as compared to the
Endurance Bus?
With engine not running and alternator OFF . . .
Get out a voltmeter and connect the (-) lead to the battery (-)
or to airframe ground. With master switch ON, E-bus alternate
feed switch OFF, measure and record main and e-bus voltages.
Turn E-Bus alternate feed switch ON and repeat the measurements.
Leave B-Bus switch ON turn master switch OFF and repeat the
measurements.
With engine running and alternator ON . . .
With master switch ON, E-bus alternate feed switch OFF,
measure and record main and e-bus voltages. Turn E-Bus alternate
feed switch ON and repeat the measurements. Leave B-Bus switch
ON turn master switch OFF and repeat the measurements.
4. Why the conflicting amp reading between the Main vs Endurance Bus.
I don't know WHAT your amp reading means nor how big the
fluctuations are. These are digital instruments with quantitization
errors that may well display some tiny wobble in readings even when
the actual value is steady. Are the strobes running? This would
cause an explain a jumpy ammeter reading.
Thanks in advance for any help in this matter
We need DATA under various configurations in order to deduce
the whether the system is wired as designed and whether or
not the components are functioning as expected.
Bob . . .
Message 4
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Subject: | Voltage Drop / amp ????? |
Thanks Bob for the info. My next trip to the airport will begin the process
of trouble shooting as you suggest.
In regards to this part of the email I made a typo..
Now the questions. 1. Why the addition of the S204-1/diode combo( should ha
ve been S704-1 / diode combo) added at
the endurance bus switch and will it be of value in my configuration to add
it?
Don't know what an S204-1 device is . . . and don't know why
ANY diode would be wired to the e-bus alternate feed switch.
> Date: Thu=2C 23 Jul 2009 13:39:00 -0500
> To: aeroelectric-list@matronics.com
> From: nuckolls.bob@aeroelectric.com
> Subject: RE: AeroElectric-List: Voltage Drop / amp ?????
>
kolls.bob@aeroelectric.com>
>
> I have wired my RV7A with the 13/8 revision L. I did modify it to
> include the LR3C
> Alternator controller in place of genric Ford Regulator and the AEC9005-1
01 Low
> Voltage Module. In looking at the 13/8 revision Q there is an
> addition of a S704-1 /
> diode combo added to the Main Battery Bus / Endurance Bus / Endurance
> Bus Switch.
> I also have noted that a AEC9001 Schottky Diode can be used in place
> of a bridge diode.
>
> As I noted in a previous email. 1. When the master switch is closed the v
oltage
> shoes around 10.8 volts with rock solid amps indication on the Dynon D-12
0 EMS.
>
> From this I deduce that your Dynon is measuring the e-bus voltage.
> Indeed=2C with master switch ON and alternator not running=2C the main
> bus would normally be a about 12.5 volts. An expected 0.7 volt drop
> in normal feed diode produces an e-bus voltage on the order of
> 11.8 volts.
>
> When the endurance switch is closed the Voltage moves up to 12.8 or 12.9
and
> the amps meter begins to fluctuate. Open the Master Switch thus having th
e
> load go to only the endurance bus side the voltage maintains at 12.8
> to 12.9 volts
> and the amps still fluctuates.
>
> Okay=2C with the alternator OFF the battery-only voltage would
> be expected to fall in this range. When you say the amps
> "fluctuates" what's the max-min numbers displayed?
>
> This situation happens with or without the engine running. The
> battery maintains charge.
>
> With the engine running=2C do you turn the alternator ON to
> see if it elevates the bus to the nominal 14.2 to 14.6 volts?
>
> Since I sent the last email I have learned that the bridge diode will
> cause a drop in voltage. (Even this 62 year old guy can learn stuff....)
=2C
> but I would have though it would cause the endurance voltage to be
> less on the endurance bus side not the main bus side with the master
> switch closed.???????
>
> Then the Dynon is NOT monitoring the e-bus? If you close the
> e-bus alternate feed switch and the Dynon display goes UP=2C
> then it appears that the Dynon is on the e-bus.
>
> Now the questions. 1. Why the addition of the S204-1/diode combo added at
> the endurance bus switch and will it be of value in my configuration to a
dded
> it?
>
> Don't know what an S204-1 device is . . . and don't know why
> ANY diode would be wired to the e-bus alternate feed switch.
>
> 2. Would it be of value to added the Schottly in place of the bridge diod
e?
>
> Slightly . . . but from the readings you cite it's not clear
> that the Dynon is connected to the Main bus . . . hence SOME
> degree of bus votlage suppression would be expected.
>
> I would think yes if the voltage drop is less and thus give a more accura
te
> voltage reading.
>
> The voltmeter is already ACCURATE. It's showing the votlage
> at where ever it's attached. I'm guessing the e-bus. So all other
> things being normal and functioning to design goals=2C the readings
> are expected and normal.
>
> 3. Why the higher voltage drop on the Main Bus as compared to the
> Endurance Bus?
>
> With engine not running and alternator OFF . . .
>
> Get out a voltmeter and connect the (-) lead to the battery (-)
> or to airframe ground. With master switch ON=2C E-bus alternate
> feed switch OFF=2C measure and record main and e-bus voltages.
> Turn E-Bus alternate feed switch ON and repeat the measurements.
> Leave B-Bus switch ON turn master switch OFF and repeat the
> measurements.
>
> With engine running and alternator ON . . .
>
> With master switch ON=2C E-bus alternate feed switch OFF=2C
> measure and record main and e-bus voltages. Turn E-Bus alternate
> feed switch ON and repeat the measurements. Leave B-Bus switch
> ON turn master switch OFF and repeat the measurements.
>
> 4. Why the conflicting amp reading between the Main vs Endurance Bus.
>
> I don't know WHAT your amp reading means nor how big the
> fluctuations are. These are digital instruments with quantitization
> errors that may well display some tiny wobble in readings even when
> the actual value is steady. Are the strobes running? This would
> cause an explain a jumpy ammeter reading.
>
> Thanks in advance for any help in this matter
>
> We need DATA under various configurations in order to deduce
> the whether the system is wired as designed and whether or
> not the components are functioning as expected.
>
> Bob . . .
>
>
===========
===========
===========
===========
>
>
>
_________________________________________________________________
Windows Live=99 Hotmail=AE: Search=2C add=2C and share the web=92s latest s
ports videos. Check it out.
http://www.windowslive.com/Online/Hotmail/Campaign/QuickAdd?ocid=TXT_TAGL
M_WL_QA_HM_sports_videos_072009&cat=sports
Message 5
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At 04:03 PM 7/23/2009, you wrote:
>
>(some repost here...) I have railed against these Type-70 contactors
>for years. But they are almost obsolete. Most electronics
>distributors have dropped them from their lines.
Really? Who used to carry them that doesn't any
more. My preferred sources are still offering
them. I think the Cole-Hersey guys are still
cranking out their equivalent parts in volume.
I think these are the devices that Van's offers.
>Problems--
>
>1) Low Temperature rating. Only 122F max. You could land at Furnace
>Creek in Death Valley in May and take off in October. Maybe. This is
>primarily due to the Nylon innards. This is a drop-dead reason to
>avoid the part.
And hundreds of thousands of el-cheeso contactors
have been used in airplanes for decades and for
some reason, they never seem to have bubbled up
high enough on the "problems list" to have been
replaced. The max temperature ratings for cited
for the purpose of meeting specified design goals
over a products service lifetime. The 122F max
does not mean that the critter goes into destructive
meltdown at 123, 153 or even 200F.
We've had numerous discussions on the List concerning
ratings vs. limits vs. service life, on a host
of products. The physics of the matter haven't
changed. That 122F figure is not a drop-dead
reason for doing anything. It's a reason to consider
the product's suitability to task using a combination
of understanding what the ratings mean -AND-
demonstrated field history.
>2) Not sealed. Not dust proof, or fuel proof.
No, not hermetically sealed. But those cans
are steel and the caps are swaged on with
hydraulics or some form of rolling press. I've
opened dozens (not easy to do) for various reasons
and have yet to discover a spec of dust. And how many
contactors are expected function as advertised
while sloshed with fuel? The venerable Cutler-
Hammer 6041 series contactors have been around
since the late 30's and are less "sealed"
or "fuel proof" than the el-cheeso RPM/W-H/Stancor
devices. Yet they are still in current production on
many of the Hawker-Beech products. What part would
you recommend that HBC consider for upgrading their
choice of contactors? I'd be pleased to forward
your recommendations to their VP of Engineering.
>3) Low interrupt capacity.
And what current levels do you propose to interrupt?
A battery contactor opens just before shutdown
of the airplane when it's parked. How much current
does the contactor carry under these conditions?
If the service life at full rated current is in
the tens of thousands of operations, how much will
it go up if you only open it during shutdown
of the airplane? 10 Amps? Gee, that's a killer.
>4) High hold current---16 ohm coil. Almost one amp.
Yes . . . it's "higher" than the EV200, but not
nearly one amp. See:
http://www.aeroelectric.com/Pictures/Contactors/Battery_Contactor_Temps_2.jpg
http://www.aeroelectric.com/Pictures/Contactors/Battery_Contactor_Temps_1.jpg
>5) Low hold force. The specifications call for specific orientation.
>2G rating?
I've not seen that. Please cite the page and paragraph
where this is offered. I've done linear g-loading tests
on these contactors and was unable to open them at the
limits of my centrifuge . . . 10+ G
>6) Wildly wrong for B&C to use coil suppression diodes on these.
>This causes short lifetimes on the B&C parts.
Absolute BS. I've demonstrated many times that the
assessment that you and others have offered on the
diode suppression issue is without foundation in the
simple ideas and physics behind the design and
incorporation of these devices. You guys read specs,
and then demonstrate your lack of understanding by
posting a "doom-n-gloom of the day" article that
does NOT demonstrate or explain where I'm wrong.
>7) Not designed to open against voltages above 36 volts. (So forget
>the B-lead applications)
For normal operations, the b-lead contactor is not
subjected to more than 36 volts. When operated as
recommended, the service life on an el-cheeso
contactor in the b-lead is not at risk. However,
during an OV runaway, you damn betcha the contactor
is expected to open at more than 36 volts . . . and
why should we care? If the OV protection system
does it's job . . . and just assuming that a couple
of high-energy opening events for the contactor
is going to trash it . . . do I care?
>See: www.stancor.com
>
>There are better ways to go. Omron's line of automotive contactors (CHEAP)
Which OMRON part would you recommend?
> and Kilovac's EV200 series, Blue Sea 9012, Gigavac's GX-11.
> Expensive but preferred.
>
>Can you use them? Sure. Should you use them?....not on my bird, Bubela.
Your choice are your own and I wouldn't dream of
attempting to dissuade you from exercising the
right to make them and enjoy the consequences
therefrom. But your participation here on the
List needs to offer more than your opinions
based on poor interpretation of spec sheets,
understanding of design goals and knowledge of
demonstrated recipes for success.
>Better yet, avoid all contactors and use manual switches if you can.
>
>"Facts do not cease to exist because they are ignored."
ABSOLUTELY! . . . so why do you continue to ignore
that which I have offered on this topic for years?
Make my day, show me where I'm wrong.
Bob . . .
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Subject: | Voltage Drop / amp ????? |
At 10:51 AM 7/24/2009, you wrote:
>Thanks Bob for the info. My next trip to the airport will begin the
>process of trouble shooting as you suggest.
>
>In regards to this part of the email I made a typo..
>
>Now the questions. 1. Why the addition of the S204-1/diode combo(
>should have been S704-1 / diode combo) added at
>the endurance bus switch and will it be of value in my configuration to add
>it?
Okay. The normal e-bus feed path diode shown on Figure
Z-11 . . .
http://www.aeroelectric.com/PPS/Adobe_Architecture_Pdfs/Z11M.pdf
shows an isolation diode between the main bus and
the endurance bus. The purpose of this device is
to PREVENT the main bus from being powered up
from the E-bus during battery-only operations.
If you're subscribing to the design goals described
for the endurance bus, then this diode is necessary.
Do I deduce correctly that this diode is not presently
a part of your current configuration?
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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Subject: | Voltage Drop / amp |
>From the discussion, I still haven't seen evidence that either alternator
is putting anything on either bus - the voltage reported doesn't
correspond with them charging - I think that's what I was saying before.
Maybe they are charging, but no values have been reported that would
indicate as such.
It doesn't sound like you have a design or component selection problem - I
think you have all of the right pieces, but maybe not all of the
connections are exactly like they should be. I don't think adding a diode
here or there is going to make any difference. I suppose it is possible
that ended up with a diode some place there shouldn't be - but that means
it wasn't put together according to one of the Z-diagrams.
>From my experience debugging problems like this, it always helps to have
an extra set of eyes (hopefully with a brain behind them) to which I
explain how the system is supposed to work. I'll take the wiring diagram
(do you have one?) and point to each item on it and then to each item in
the real system. Then I point to each wire (connection) on the diagram
and then point to each wire in the system. Sometimes I'll even grab each
wire and tug on it a little to make sure I can tell where it's routed.
Often (the) problem(s) will become apparent well short of going through
the whole process. If I uncover something I don't understand I'll make
notes about that (sometimes just writing it down helps figure it out), and
then find someone I can explain my question to - even if they probably
won't have an answer.
I'm interested in seeing values for each of Bob's queries. I suspect the
solution to the problem may become apparent to you while taking the data.
Regards,
Matt-
> At 10:51 AM 7/24/2009, you wrote:
>>Thanks Bob for the info. My next trip to the airport will begin the
>>process of trouble shooting as you suggest.
>>
>>In regards to this part of the email I made a typo..
>>
>>Now the questions. 1. Why the addition of the S204-1/diode combo(
>>should have been S704-1 / diode combo) added at
>>the endurance bus switch and will it be of value in my configuration to
>> add
>>it?
>
>
> Okay. The normal e-bus feed path diode shown on Figure
> Z-11 . . .
>
> http://www.aeroelectric.com/PPS/Adobe_Architecture_Pdfs/Z11M.pdf
>
>
> shows an isolation diode between the main bus and
> the endurance bus. The purpose of this device is
> to PREVENT the main bus from being powered up
> from the E-bus during battery-only operations.
>
> If you're subscribing to the design goals described
> for the endurance bus, then this diode is necessary.
> Do I deduce correctly that this diode is not presently
> a part of your current configuration?
>
>
> 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: | ZU-TAF: Belem To U.S. Virgin Islands Has Launched |
I see that Mark and James of ZU-TAF fame have launched from Belem, Brasil
and are headed to the U.S. Virgin Islands. These two guys and their
airplane are incredible! I'm observing their flight path and their present
location on Google Earth per Jay Hyde's earlier posting/weblink, which I'm
including below. Thanks, Jay!
http://www.airplanefactory.co.za/world/default.asp
Simon Ramirez
Copyright 2009
Message 9
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Subject: | ZU-TAF: Belem To U.S. Virgin Islands Has |
Launched
I watched them as they crossed the Atlantic..21 hours! I think they are
nuts! They needed 440 liters of gas to make the crossing. They were
carrying 450 liters!
B2
_____
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of S.
Ramirez
Sent: Friday, July 24, 2009 7:19 PM
Subject: [Bulk] AeroElectric-List: ZU-TAF: Belem To U.S. Virgin Islands Has
Launched
I see that Mark and James of ZU-TAF fame have launched from Belem, Brasil
and are headed to the U.S. Virgin Islands. These two guys and their
airplane are incredible! I'm observing their flight path and their present
location on Google Earth per Jay Hyde's earlier posting/weblink, which I'm
including below. Thanks, Jay!
http://www.airplanefactory.co.za/world/default.asp
Simon Ramirez
Copyright 2009
Message 10
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Subject: | Re: Icom A-210 intercom |
Icom A210 receiving and transmitting just fine but the bloody intercom won't co-operate
at all.I must be missing something in the menu setup so any help would
be appreciated. Cheers
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=254649#254649
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