Today's Message Index:
----------------------
1. 05:44 AM - Bob White (Sam Hoskins)
2. 09:24 AM - Static System Check ()
3. 04:48 PM - Downloading Z- figures into TurboCad (jonlaury)
4. 05:04 PM - Re: Downloading Z- figures into TurboCad (jonlaury)
5. 07:11 PM - Re: Schumacher for battery maintenance, vote now! (Radioflyer)
6. 08:34 PM - Re: Downloading Z- figures into TurboCad (David)
7. 11:43 PM - Re: Re: Schumacher for battery maintenance, vote now! (Bob Meyers)
Message 1
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This from the BD-4 list. Bob made wiring harnesses for Tracy Crook's
engine controllers. Was at http://roblinstores.com/cables/
*This sad news came across the BD-4 bulletin board. Bob was someone I
could always turn to for info when it was had to get a straight answer about
both BD-4's and rotary engines. Always willing to provide info and help out
another builder!! This is a great loss!!!
Don
I am sorry I have to share sad news with you today. Bob White has passed
away last Sunday. Here is the obituary:
Quote:
WHITE -- Robert L. White, 64, passed away March 14, 2010 after sudden
cardiac arrest on March 10, 2010. He was born November 8, 1945 in Winfield,
KS
to Linville and Beth White. He grew up in Kansas and Missouri. He was
employed at Sandia National Labs for 35 years, retiring in 2001. He was a
man of
many interests. He built his own experimental aircraft, and subsequently
used the same engine in the world's first rotary engine Sunbeam Alpine. He
also enjoyed photography and computing. He is survived by his wife Linda;
son Daniel; daughter Cheryl; mother Beth; sister Cathy; grandsons Gabriel
and
James. He will be greatly missed. He was a good and honest man who did
what was right because it was the right thing to do. Cremation has taken
place. There will be a memorial service on Thursday, March 18, 2010 at
10:00
a.m. at Riverside Funeral Home at 225 San Mateo Blvd. NE.
Most of you know Bob from his rotary installation, and for his help on
running this website. Bob and I emailed almost daily, and he did half of
the
incoming emails, which was great for me. He did that even though he had
moved on from his BD after the crash.
If you knew him, and/or his wife Linda, maybe sending her a note would be
nice:
Linda Nelson
505-256-3095
lknelson (at) comcast (dot) net
Also, he still has the crashed BD in his hangar. If any of you are in
Albuquerque, could you offer his widow help, perhaps in return of parts?
Sad, Holger
That's too young.
Brian Trubee*
Message 2
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| Subject: | Static System Check |
3/21/2010
Hello Fellow Listers, I had the need to conduct a regulatory required static
system test and inspection on my experimental amateur built airplane
recently and I'd like to share the process with you.
The need came about because, in the process of a qualified technician
performing the mandatory (for IFR flight) every two year's 14 CFR 91.411 and
91.413 tests and inspections (commonly called an "IFR cert"), he determined
that the VSI (Vertical Speed Indicator) had an excessive internal leak.** He
bypassed the offending instrument with some plumbing and successfully
completed the remainder of the tests and inspections required.
After he left I removed the VSI and took it to an instrument repair facility
who fixed it for $213. I reinstalled the instrument and reconnected the
plumbing, but was not good to go because of 91.411 which reads in part:
"91.411 Altimeter system and altitude reporting equipment tests and
inspections.
(a) No person may operate an airplane, or helicopter, in controlled airspace
under IFR unless-
(2) Except for the use of system drain and alternate static pressure valves,
following any opening and closing of the static pressure system, that system
has been tested and inspected and found to comply with paragraph (a),
appendix E, of part 43 of this chapter; and....."
"(b) The tests required by paragraph (a) of this section must be conducted
by-
{several different qualification requirements listed including:}
(3) A certificated mechanic with an airframe rating (static pressure system
tests and inspections only)."##
Being a certificated A&P mechanic I turned to Appendix E, of part 43 which
reads in part:
"Appendix E to Part 43-Altimeter System Test and Inspection
Each person performing the altimeter system tests and inspections required
by 91.411 shall comply with the following:
(a) Static pressure system:
(2) Determine that leakage is within the tolerances established in 23.1325
or 25.1325, whichever is applicable."
So I then needed to go on to PART 23--AIRWORTHINESS STANDARDS: NORMAL,
UTILITY, ACROBATIC, AND COMMUTER CATEGORY AIRPLANES to find out how to
perform the test and what the leakage tolerances were.
Here is what 23.1325 says in part:
"23.1325 Static pressure system.
(b) If a static pressure system is necessary for the functioning of
instruments, systems, or devices, it must comply with the provisions of
paragraphs (b)(1) through (3) of this section.
(2) A proof test must be conducted to demonstrate the integrity of the
static pressure system in the following manner:
(i) Unpressurized airplanes. Evacuate the static pressure system to a
pressure differential of approximately 1 inch of mercury or to a reading on
the altimeter, 1,000 feet above the aircraft elevation at the time of the
test. Without additional pumping for a period of 1 minute, the loss of
indicated altitude must not exceed 100 feet on the altimeter."
So how to evacuate the static pressure system? After plugging up the two
static ports I opened the system drain connection in my static system and
plumbed in this MixMizer syringe:
http://www.hopkinsmfg.com/10111.html
This device readily evacuated the system and the static system passed the
leak test. After closing up the system drain connection and making the
required log book entry I was good to go.
What did we learn from this exercise?
A) For some mandatory regulatory requirements there are some provisions of
14 CFR that do apply to our experimental amateur built aircraft even if at
first glance some of them (Part 43 and Part 23 for example) do not appear to
apply.
B) Even though anyone can work on, repair, modify, inspect, and maintain an
amateur built experimental aircraft there are certain items that require
action by specially qualified individuals. The annual condition inspection
is one item requiring performance by either the holder of the Repairman
Certificate for that specific aircraft or the holder of an A&P certificate.
Another is the requirement for either the holder of an Airframe certificate
or one of the other entities identified in 91.411 (b) in order to conduct a
regulatory acceptable static system check.
I welcome questions or comments.
'OC' Says: "The best investment we can make is the effort to gather and
understand knowledge."
**PS: I had suspected that the instrument was faulty because on the last two
or three flights it showed 300 - 400 feet per minute rate of descent while
flying straight and level.
##PS: Note that being the builder and designated repairman for this specific
experimental amateur built airplane did not qualify me to perform the static
system test and inspection.
Message 3
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| Subject: | Downloading Z- figures into TurboCad |
What procedures do any of you use to download Z-figures from the Aerolectric Connection
website into TurboCad? I'm using TC v. 11 which won't open .pdf's.
Tried copying the file to the clipboard and pasting into TC but the image is not
scaleable and the text is unreadable.
Thanks,
John
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=291188#291188
Message 4
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| Subject: | Re: Downloading Z- figures into TurboCad |
Disregard the question.
I found the Autocad .dxf and .dwg files that TurboCad can digest.
J
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=291191#291191
Message 5
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| Subject: | Re: Schumacher for battery maintenance, vote now! |
Ok, Bob, you suggested that I monitor the battery over a few days. Here is the
summary of the Schumacher SEM-1562A voltages across my AGM battery(Odyssey PC625).
(The battery had been already (night prior) charged/maintain by the same
device.)
Day 1 - The unit started at 14.6V (yellow light on) and quickly ramped up to 15.2V.
About 1.5hr later, the float commenced (green light on). The Voltages ranged
(sinusoidally?) from 13.6 to 15.3V over about a 20 second period.
Day 2 - (24hrs later) The unit was still ranging thru 13.6 to 15.2V.
Day 3 - The unit ranged from 13.7 to 15.8V, but there was more loiter time nearer
the 13.7V end. 12 hrs later in the day (or maybe less) the unit had stabilized
at 13.7V
Day 4 - Values continue to be stable at 13.7V with no indication of any further
change. I then disconnected the Schumacher and terminated measurements.
The Schumacher started with a brief topping off voltage of 15.2V, continued with
a long float of 13.6 to 15.2V averaging to about 14.4V, and finally settled
on a constant 13.7V. The volatges seems high to me. The manual states max charge
of 14.6V, maintainance 13.3V, but I don't know if these are "averaged" values.
So, is this optimal or reasonable behavior for maintaining my battery? Clearly,
this new version of the SEM-1562A is operating quite differently from the
original version.
--Jose
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=291207#291207
Message 6
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| Subject: | Re: Downloading Z- figures into TurboCad |
Message 7
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| Subject: | Re: Schumacher for battery maintenance, vote now! |
Two pieces of information from Enersys about Odyssey batteries.
Although they try and push their chargers, they do list specs for
selecting a non Odyssey charger or a maintainer.
In all cases, they say to never use a unit that goes over 15v because
of the risk of popping the valve. They say to check the charger with
a volt meter for compliance.
For the 625 they list a 6A (.4C10) charger as a minimum if it is used
for deep cycling rather than just a float charger. I am not sure what
your intended use is. As a float unit only the Schumacher is sized
fine for the 625.
I have two non-odyssey chargers that roughly follow the curve Bob
posted for you but they are 12A and 25A respectively. They are both
smart enough to switch to a float charge quickly if the battery is
full or nearly so.
Bob Meyers
Building Sonex 982SX Web Site Index http://meyersfamily.org/Sonex982.html
On Mar 21, 2010, at 9:09 PM, Radioflyer wrote:
> >
>
> Ok, Bob, you suggested that I monitor the battery over a few days.
> Here is the summary of the Schumacher SEM-1562A voltages across my
> AGM battery(Odyssey PC625). (The battery had been already (night
> prior) charged/maintain by the same device.)
>
> Day 1 - The unit started at 14.6V (yellow light on) and quickly
> ramped up to 15.2V. About 1.5hr later, the float commenced (green
> light on). The Voltages ranged (sinusoidally?) from 13.6 to 15.3V
> over about a 20 second period.
>
> Day 2 - (24hrs later) The unit was still ranging thru 13.6 to 15.2V.
>
> Day 3 - The unit ranged from 13.7 to 15.8V, but there was more
> loiter time nearer the 13.7V end. 12 hrs later in the day (or maybe
> less) the unit had stabilized at 13.7V
>
> Day 4 - Values continue to be stable at 13.7V with no indication of
> any further change. I then disconnected the Schumacher and
> terminated measurements.
>
> The Schumacher started with a brief topping off voltage of 15.2V,
> continued with a long float of 13.6 to 15.2V averaging to about
> 14.4V, and finally settled on a constant 13.7V. The volatges seems
> high to me. The manual states max charge of 14.6V, maintainance
> 13.3V, but I don't know if these are "averaged" values. So, is this
> optimal or reasonable behavior for maintaining my battery? Clearly,
> this new version of the SEM-1562A is operating quite differently
> from the original version.
>
> --Jose
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=291207#291207
>
>
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