Today's Message Index:
----------------------
1. 08:01 AM - Re: Electronics International MVP-50 Display (marcausman)
2. 08:17 AM - Re: Re: XeVision HIDs ()
3. 09:19 AM - Re: FLIR EVS (was XeVision HIDs) (Carlos Trigo)
4. 09:19 AM - Van's MAP Gauge (George, Neal E Capt USAF ACC 605 TES/DOA)
5. 10:45 AM - Re: FLIR EVS (was XeVision HIDs) ()
6. 10:50 AM - Re: Bells and Whistles (Robert L. Nuckolls, III)
7. 11:36 AM - Re: FLIR EVS (was XeVision HIDs) (XeVision)
8. 06:11 PM - Re: Re: Appendix Z (Robert L. Nuckolls, III)
9. 06:23 PM - Magneto tacho signal (Bob Barrow)
10. 08:43 PM - Re: Re: Appendix Z (Tim Andres)
11. 11:27 PM - Re: Magneto tacho signal (Ed Holyoke)
Message 1
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| Subject: | Re: Electronics International MVP-50 Display |
Can you hear the noise while in cruise flight? As far as I can tell, many planes
have some sort of noise from strobes, autopilot servos, alternator whine, etc.
but once in flight the noise is really not bothersome.
So from a pragmatic perspective, if it's not bothering you in flight then maybe
it's acceptable.
Just another thought to ponder...
--------
Marc Ausman
http://www.verticalpower.com "Move up to a modern electrical system"
RV-7 IO-390 Flying
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=268228#268228
Message 2
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| Subject: | Re: XeVision HIDs |
Forget about all this wattage stuff, I'm going straight to FLIR. There is a lower
cost Exp solution available now. As technology improves and the price comes
down, we become more stealth.
http://www.flir.com/cvs/americas/en/aviation/products/evsx/
Actually my best night landings are usually with the landing light off so as not
to distort ground effect.
Glenn
Do Not Archive
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of XeVision
Sent: Thursday, October 15, 2009 10:23 PM
Subject: AeroElectric-List: Re: XeVision HIDs
Accepted,
Lopresti does market HID. It is called "Boom Beam"
Very unlikely 70 or 75 watt HID will ever be offered to the Aviation Public or
light aircraft by XeVision or anyone else. A 600 watt incandescent equivalent
light output is WAY "over the top" for light aircraft. 50 watt HID is about
equal to 450 watt incandescent. 35 watt HID about the same lumens as 200 watt
incan.
Optimal color temp for HID is 4000-5500 Kelvin. As the 4200K bulbs (as you have)
age from new they color shift towards 5000K. This takes 50-100 hours burn time
to occur.
What is wrong with the color output you have ???
Dan
[quote="Speedy11(at)aol.com"]
Dan,
Please accept my apology. I thought XeVision was part of Lopresti. It was the
LoPresti booth that I was referring to at SnF. Perhaps they marketed their
own lights.
Sorry for the mistake. Let me reiterate that, from my study of various lighting
systems, the XeVision product appears to be an excellent product.
I looked up the Precise Flight bulb after I emailed - it is Osram. I will likely
change to a different color temperature when I change the power supply to
70W, but I will stay with the quality brands you recommended.
Stan Sutterfield
Do not archive
>
>
--------
LED still has a long way to go to compete with HID as a landing light. This is
true in terms of total lumens and reach (distance).
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=268161#268161
Message 3
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| Subject: | FLIR EVS (was XeVision HIDs) |
Glenn
Which is the price of this critter?
And where to buy it?
Carlos
> -----Original Message-----
> From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-
> server@matronics.com] On Behalf Of longg@pjm.com
> Sent: sexta-feira, 16 de Outubro de 2009 15:47
> To: aeroelectric-list@matronics.com
> Subject: RE: AeroElectric-List: Re: XeVision HIDs
>
>
> Forget about all this wattage stuff, I'm going straight to FLIR. There is
a lower cost
> Exp solution available now. As technology improves and the price comes
down, we
> become more stealth.
>
> http://www.flir.com/cvs/americas/en/aviation/products/evsx/
>
> Actually my best night landings are usually with the landing light off so
as not to
> distort ground effect.
>
> Glenn
>
> Do Not Archive
Message 4
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Listers -
I'd like to repair a Van's MAP Gauge that has suffered an overheat. All the
resistors on the board except one appear to be 1/8-watt and in good
condition. The lone 1/4-watt resistor is marked R19 (from faulty memory).
It's damaged beyond my ability to read the stripes.
Anybody know the value of this resistor?
neal
Message 5
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| Subject: | FLIR EVS (was XeVision HIDs) |
Last quote I had for X model was about $3500 from flir.com. Sure, that's
a lot of HID's but you'll never see as well with any of them. If you're
going to spend for LoPresti stuff, it won't be long before he's sitting
on Palm Beach with your $3500. Ask for the additional information and
they will send you prices etc.
Enjoy
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
Carlos Trigo
Sent: Friday, October 16, 2009 11:53 AM
Subject: RE: AeroElectric-List: FLIR EVS (was XeVision HIDs)
Glenn
Which is the price of this critter?
And where to buy it?
Carlos
> -----Original Message-----
> From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-
> server@matronics.com] On Behalf Of longg@pjm.com
> Sent: sexta-feira, 16 de Outubro de 2009 15:47
> To: aeroelectric-list@matronics.com
> Subject: RE: AeroElectric-List: Re: XeVision HIDs
>
>
> Forget about all this wattage stuff, I'm going straight to FLIR. There
is a lower cost
> Exp solution available now. As technology improves and the price comes
down, we
> become more stealth.
>
> http://www.flir.com/cvs/americas/en/aviation/products/evsx/
>
> Actually my best night landings are usually with the landing light off
so as not to
> distort ground effect.
>
> Glenn
>
> Do Not Archive
Message 6
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| Subject: | Re: Bells and Whistles |
At 07:57 PM 10/15/2009, you wrote:
>Bob,
>Are you also opposed to the flap positioning systems that are
>available to set flaps to preselected positions?
I am CAUTIOUS about any system that imparts motion
to flight control systems with motors.
> And opposed to the trim speed adjustment devices that change the
> trim speed at a chosen airspeed?
>Similar devices aren't used on certificated aircraft?
Sure, they're called autopilots.
I've been to OSH about 14 times in the past 24
years. Many starry-eyed entrepreneurs in the OBAM
aircraft market have offered a host of capabilities for
any number of "accessories". It was interesting
to consider the market potential for these products
and probability that the hopeful seller could bring
it to market.
One question I always asked was, "In what ways
can your device INCREASE risk for an unhappy day
in the cockpit?" Most were surprised. Some had
considered failures but virtually none had explored
the question to the breadth and depth dictated by
lessons-learned in the TC aircraft world.
My first opportunity to control motors driving
flight surfaces was to craft a servoed, multi-speed
trim speed controller for the 50 and 30 series Lears.
Fortunately, this was a relatively simple task because
the basic manual system already had control protocols
in place that required TWO failures in of a manually
operated system to occur before un-commanded motion
could take place. Further, any single failure was
to be detectable by a pre-flight/in-flight operable
warning system.
That experience laid the ground work for future
projects where failure mode effects analysis
was perfected to insure that no single event
of worse than 10 to the minus 6 failure rate
could cause un-commanded motion. Pre-flight
testable monitoring system were put in place
to detect and sometimes prevent other failures
from proceeding too far. Increasing levels
of automation (sometimes involving software)
increases the levels of concern exponentially.
When I read that my brothers in the OBAM aircraft
venue are adding what appears to be purely
convenience features to controls for motor driven
flight surfaces, some well worn flags go up in
my head. There are time proven methodologies for
conceiving, developing, prototyping, testing,
manufacturing, installing and maintaining such
systems.
I cannot "object" to the incorporation of such
devices . . . the builder's design goals are
their own. I'm only warning that what might appear
to be a "really neat" thing to do can offer
un-expected and perhaps hazardous increase in
risk. The first question I always ask: "What's
the value added for this new electro-whizzy.
Does the value added more than offset the
cost of a prudent development program?"
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: | Re: FLIR EVS (was XeVision HIDs) |
That does not deal with daytime collision avoidance at all.
Dan
--------
LED still has a long way to go to compete with HID as a landing light. This is
true in terms of total lumens and reach (distance).
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=268267#268267
Message 8
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At 12:51 PM 10/9/2009, you wrote:
>So Bob I'm a little confused and late to follow this thread so I
>apologize if it's been covered. I'm interested in the AUX batt
>managment/LOW voltage module but dont see it on your site. I gather
>it's in develorment, when do you expect it will be available?
Sorry, I thought you were asking about
the 9024, 4-function module that IS under
development and WILL offer those functions
among others.
The original 9005 ABMM has been discontinued
and converted to a DIY project. ECB layout
files for EXPRESS PCB along with an assembly
guide has been posted to.
http://www.aeroelectric.com/DIY/LV_Warn_Fab_and_Install.pdf
http://www.aeroelectric.com/DIY/9005-301-1C_Fab.pcb
Bob . . .
---------------------------------------
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
---------------------------------------
Message 9
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| Subject: | Magneto tacho signal |
I have a magneto serving my bottom plugs and LightSpeed EI serving my top p
lugs.
Because I wanted to be able to read engine speed at run-up with either the
magneto or EI turned off I installed a transducer that screws into the acce
ssory pad (where the mechanical tach sender would normally attach). This gi
ves me a tachometer signal at all times to send to the glass Engine Managem
ent system.
But now some-one is telling me that the magneto continues to provide a tach
o signal even when it is switched off. Is that true. Have I wasted my time
and money installing a tachometer transducer.
cheers Bob Barrow
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Thanks Bob, do you have a rough idea when it will be available? I'm hoping
to start the electrical this spring.
Tim
-----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, October 09, 2009 1:28 PM
Subject: Re: AeroElectric-List: Re: Appendix Z
<nuckolls.bob@aeroelectric.com>
At 12:51 PM 10/9/2009, you wrote:
>So Bob I'm a little confused and late to follow this thread so I
>apologize if it's been covered. I'm interested in the AUX batt
>managment/LOW voltage module but dont see it on your site. I gather
>it's in develorment, when do you expect it will be available?
Sorry, I thought you were asking about
the 9024, 4-function module that IS under
development and WILL offer those functions
among others.
The original 9005 ABMM has been discontinued
and converted to a DIY project. ECB layout
files for EXPRESS PCB along with an assembly
guide has been posted to.
http://www.aeroelectric.com/DIY/LV_Warn_Fab_and_Install.pdf
http://www.aeroelectric.com/DIY/9005-301-1C_Fab.pcb
Bob . . .
---------------------------------------
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
---------------------------------------
Checked by AVG - www.avg.com
06:32:00
Message 11
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| Subject: | Re: Magneto tacho signal |
Bob,
Got the same setup and have an Electronics International tach which
looks at the signal from both ignitions and displays the one still
turned on during ignition checks. That way I can see the RPM drop on
both sides. Don't know who makes your glass, but you might want to check
with them and see if their device can do that, too. When we got the
plane, the tach only read the Lightspeed. The tach dropped to zero when
the Lightspeed was switched off. It wasn't optimal, but sorta got used
to not seeing the drop. I listened for it, instead. I eventually sent
the tach back to the factory and had it re-rigged to display both. If I
had to choose between the electronic ignition signal and the one from a
transducer plugged into the tach cable hole on the engine, I'd take the
electronic ignition - it's going to be more accurate.
I'm not sure what signal there is to sense while the mag is grounded.
With the P-lead grounded by the switch, the primary coil in the mag
doesn't get it's magnetic field suddenly collapsed when the points open
and doesn't induce a huge current into the secondary coil and thus
doesn't fire the plug. I think the signal the tach is looking for is
sudden drop in voltage on the P-lead as it is suddenly disconnected from
ground by the opening points. With the switch closed, everything that
the primary generates goes straight to ground and the lead from which
you would get your tach signal is also grounded.
To change the subject slightly, I've always wondered about having the
backup ignition be less reliable than the main. Sure, a magneto doesn't
need the electric system to keep working - until it quits working right,
anyway, like mine did yesterday. Did the 500hr inspection on it less
than a hundred hours ago and the brand new condenser took a crap and
took out the points. My next plane will have dual Lightspeeds. Ours
hasn't changed a degree in timing in the 6+ years we've been flying it.
Say that about a magneto.
Pax,
Ed Holyoke
Bob Barrow wrote:
> I have a magneto serving my bottom plugs and LightSpeed EI serving my
> top plugs.
>
> Because I wanted to be able to read engine speed at run-up with either
> the magneto or EI turned off I installed a transducer that screws into
> the accessory pad (where the mechanical tach sender would normally
> attach). This gives me a tachometer signal at all times to send to the
> glass Engine Management system.
>
> But now some-one is telling me that the magneto continues to provide a
> tacho signal even when it is switched off. Is that true. Have I wasted
> my time and money installing a tachometer transducer.
>
> cheers Bob Barrow
>
> ------------------------------------------------------------------------
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> <http://windowslive.ninemsn.com.au/article.aspx?id=823454>
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