Today's Message Index:
----------------------
1. 12:45 AM - The Miracle Whip series antennas (Keith Burris)
2. 04:04 AM - how to wire an electret microphone ()
3. 04:13 AM - Accurate Altitude and Airspeed ()
4. 04:41 AM - Accurate Altitude and Airspeed ()
5. 04:42 AM - Re: Designing a circuit question (BobsV35B@aol.com)
6. 06:35 AM - Re: how to wire an electret microphone (Robert L. Nuckolls, III)
7. 06:55 AM - transponder question (Chris Hukill)
8. 07:47 AM - Re: Designing a circuit question (Dj Merrill)
9. 07:52 AM - Prop Pitch Controller (Robert L. Nuckolls, III)
10. 08:02 AM - Re: B & C Specialties Warning Light- Would Like to Dim (Robert L. Nuckolls, III)
11. 08:03 AM - Re: Re: Re: Designing a circuit question (David)
12. 08:16 AM - Facet pumps: Energy vs. Flow (Robert L. Nuckolls, III)
13. 08:17 AM - Re: B & C Specialties Warning Light- Would Like to Dim (user9253)
14. 08:45 AM - Re: B & C Specialties Warning Light- Would Like to Dim (user9253)
15. 08:57 AM - Re: Re: Re: Designing a circuit question (Sean Stephens)
16. 10:47 AM - Re: Prop Pitch Controller (Etienne Phillips)
17. 11:41 AM - Re: Facet pumps: Energy vs. Flow (BobsV35B@aol.com)
18. 11:45 AM - Re: Designing a circuit question (BobsV35B@aol.com)
19. 12:26 PM - Re: Designing a circuit question (user9253)
20. 01:07 PM - Re: Facet pumps: Energy vs. Flow (ROGER & JEAN CURTIS)
21. 01:26 PM - Re: Prop Pitch Controller (Glaeser, Dennis)
22. 01:43 PM - Re: Prop Pitch Controller (ray)
23. 02:16 PM - Re: Bussmann fuse blocks ()
24. 02:32 PM - Re: Facet pumps: Energy vs. Flow (BobsV35B@aol.com)
25. 02:48 PM - Re: Facet pumps: Energy vs. Flow (Charlie England)
26. 03:45 PM - Re: The Miracle Whip series antennas (MLWynn@aol.com)
27. 04:02 PM - Re: Re: B & C Specialties Warning Light- Would Like to Dim (Robert L. Nuckolls, III)
28. 04:28 PM - Re: Facet pumps: Energy vs. Flow (BobsV35B@aol.com)
29. 04:44 PM - Re: The Miracle Whip series antennas (Steve Thomas)
30. 04:46 PM - Battery chargers. (paul wilson)
31. 07:05 PM - Re: Facet pumps: Energy vs. Flow (Charlie England)
32. 07:58 PM - switch breaker on ALT field (Eric Schlanser)
Message 1
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| Subject: | The Miracle Whip series antennas |
Folks;
>From the 'for what it's worth' dept --
I bought a plane that had a standard Comant antenna mounted on the bottom on
an almost all metal plane. Sitting on the ground, I was unable to receive
weather. I replaced that antenna with a miracle whip placed in a small
fiberglass portion of the plane at about the same distance from the ground.
I was amazed at the results in reception and also the cleanliness of
reception. Friends told me my radio coms were crystal clear. I am a happy
Miracle Whip user. The antenna is also in one piece, so if you dont glue it
in place, it will serve as a great rubber duck replacement for a handheld.
-- Keith
Message 2
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| Subject: | how to wire an electret microphone |
4/19/2010
Hello Ron Quillen, Thanks for your input.
You wrote: "Most inexpensive ones are omni-directional,......."
Yes, but some mics are not omni-directional and I don't know what bearing
cost has on that.
I learned that the hard way when I could not get one to work and fussed
around buying a new one and calling the manufacturer only to learn that all
I had to do was swap the leads to the mic to get it to work.
'OC' Says: "The best investment we can make is the effort to gather and
understand knowledge."
==================================================
Time: 08:35:20 PM PST US
From: Ron Quillin <rjquillin@cox.net>
Subject: Re: AeroElectric-List: how to wire an electret microphone
At 19:34 4/18/2010, you wrote:
>The description says this is an "Electret Mic" but one of the
>reviews points out that in fact it is actually a "Condenser Mic". I
>don't know the significance of that discrepancy, but it is something
>you might want to note.
An electret mic is nothing more than internally polarized condenser
mic that only needs an external low voltage applied to make the
innards (amplifier) work. Most inexpensive ones are
omni-directional, and any response pattern is achieved in how it is
mounted and packaged.
Ron Q.
Message 3
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| Subject: | Accurate Altitude and Airspeed |
4/19/2010
Hello Sam Hoskins, Thanks for your kind words.
You wrote: "I will definitely be investigating the wedges at the static
ports."
You will have lots of fun doing that. Attached are pictures of my two static
ports, one left and
one right on the forward sides of my KIS TR-1 fuselage.
One has a wedge on it the other one does not. I went through a long series
of trial and error alternately blocking off ports individually and wedging
them in various ways until I became satisfied with my airspeed indication in
the 70 KIAS arena.
The IAS may not be absolutely correct, but I know that when I fly a landing
approach at 75 KIAS and a touch of engine power above idle I should be able
to make a decent flare and touchdown (if the gods are smiling).
'OC' Says: "The best investment we can make is the effort to gather and
understand knowledge."
==============================================
Time: 07:44:15 AM PST US
Subject: Re: AeroElectric-List: Accurate Altitude and Airspeed
From: Sam Hoskins <sam.hoskins@gmail.com>
This is great information about the static ports. I recently switched from
steam gauges to a Dynon FlightDek. One of the neatest features is the winds
aloft display. Unfortunately, I figured out that it was pretty inaccurate.
One day, I went up and flew four headings and this is what got:
Compass Wind Direction Wind Speed
360 242 20
270 334 18
180 251 31
090 271 08
This told me the display was pretty much worthless. I posted s couple of
notes about it on the Dynon factory forum and was told to look after my
static ports, but no indication how to go about it.
I will definitely be investigating the wedges at the static ports.
Thanks.
Sam Hoskins
Murphysboro, IL
Message 4
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| Subject: | Accurate Altitude and Airspeed |
4/19/2010
Hello Kevin Horton, You wrote: "The important aspect is the effect on the
altimeter accuracy."
Thank you for your most pertinent observation.
I wrote in my original post: "...but how do we know that the airspeed and
altitude information is inaccurate in the first place and during our trial
and error efforts how do we know when we have achieved the accuracy that we
are seeking? The answer to those two questions is not as
simple as one might first expect. I won't attempt to answer them here
because the answers are too big and complex to answer in this forum. What I
will suggest is that the reader google "accurate airspeed" and "accurate
altitude" and delve into those subjects to the level desired."
One of the web sites that I had specifically in mind when I wrote that was
your superb treatment of the subject at this web page created by you.
http://www.kilohotel.com/rv8/rvlinks/ssec.html
You most modestly did not mention it, but I would like to draw the reader's
attention to it and thank you for your efforts on our behalf.
'OC' Says: "The best investment we can make is the effort to gather and
understand knowledge."
============================================================
Time: 08:43:36 AM PST US
Subject: Re: AeroElectric-List: Accurate Altitude and Airspeed
From: Kevin Horton <khorton01@rogers.com>
On 2010-04-15, at 18:06 , <bakerocb@cox.net> <bakerocb@cox.net> wrote:
> One thing that I've never quite understood regarding these methods is the
> focus on precisely determining airspeed accuracy indication in the
> cruising
> airspeed range. If I determine that my airspeed indicator shows 150 knots
> indicated airspeed and I determine through some elaborate scheme that I am
> actually only going 145 knots through the air what do I do with that
> information? Being 5 nautical miles short of my destination after a one
> hour
> flight is a trivial naviagation error contribution compared to all the
> other
> error sources (such as heading, wind, and climb airspeed) that I have to
> contend with and should overcome anyway by some means of real time
> enroute
> navigation.
>
> I think that if I were going to invest a lot of time and effort in
> determining my exact airspeed error I would be inclined to do that
> determination in the approach airspeed arena, not the cruising airspeed
> arena. And even then I would not be obsessed with absolute airspeed
> accuracy, I'd just want to know what number on the indicator gives me the
> right kind of safe approach and landing time after time.
As you note, an accurate airspeed indication is not really that important,
looked
at in isolation. Even if there is a significant error at approach speeds,
it is not so important as long as the error is the same on every flight.
Determining
what IAS our aircraft needs for a safe, effective approach and landing
is one of the many things we will do during the flight test phase.
But, with modern avionics, many EFIS systems calculate TAS based on IAS,
altitude
and temperature, and use that in conjunction with GPS track and groundspeed
to calculate wind. They then put a nice little wind vector on the display,
and
it bugs the heck out of folks if the wind info is wrong.
The most important aspect of static system errors is not the effect on IAS.
The
important aspect is the effect on the altimeter accuracy. It is quite
possible
to have static system position errors that will give over 100 ft error in
the altimeter at cruise airspeeds. If we are flying at our VFR cruising
altitude,
and there is IFR traffic that is supposed to be 500 ft above or below us,
errors in our static system can become significant. If we have 100 ft of
static
system error, plus each aircraft has 50 ft of altimeter instrument error,
plus perhaps we are not on quite the right altimeter setting because we
aren't
using flight following, and each pilot is 50 ft high or low from his nominal
indicated altitude, these errors may add up. It is quite conceivable that
aircraft
that are supposed to be 500 ft apart may turn out to be a have less than
200 ft of altitude separation. If we are flying IFR approaches in IMC, the
effect of static system position error on our altimeter is important to
know.
--
Kevin Horton
RV-8
Ottawa, Canada
http://www.kilohotel.com/rv8
Message 5
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| Subject: | Re: Designing a circuit question |
Good Morning 'Lectric Bob,
This discussion of controlling a circuit by noting the change in power
consumption has gotten me to think a bit and that is always dangerous.
My electrical knowledge is miniscule, but I can generally understand the
principles once they have been explained by you and the other good
instructors on this list.
I have the desire to know when fuel stops flowing from one tank to another
tank via an electric pump.
In other words, I would like to know when all of the fuel from a tank has
been transferred. My transfer system uses a Facet plunger style pump and
as the tank runs dry, the sound of the pump changes.
Unfortunately, I can only hear the pump running when I am parked on the
ground with my engine shut down. I have tried to monitor the total system
amperage load to see if I could detect the change when a tank runs dry, bu
t the
load seems to oscillate enough that I cannot pick it up via that
instrument. I am using an E.I. VA-1A to monitor the alternator output.
Is there a simple and, hopefully, economical way to measure the amount of
current it takes to drive the pump or is there a better way to tell when
fuel is no longer being transferred? I have thought of using a pressure
gauge
in the fuel line, but maybe it would be easier to measure the change in
current draw of the fuel pump?
Facet says that the pump can be run dry for a short period of time, but
they will not specify how long that time can be!
I hate to run my pump when it is operating dry. An indicator light to tell
me it is running dry would sure be helpful. <G>
Any help available is sincerely appreciated.
Happy Skies,
Old Bob
Downers Grove, IL
Stearman N3977A
In a message dated 4/18/2010 2:14:46 P.M. Central Daylight Time,
nuckolls.bob@aeroelectric.com writes:
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
<nuckolls.bob@aeroelectric.com>
At 06:01 PM 4/17/2010, you wrote:
>I have an in flight adjustable IVO prop. What
>I=99d like to have is a light that indicates when
>I get to the flat pitch =98stop=99 =93 without adding
rings and brushes.
>For those who aren=99t familiar with the IVO, the
>adjustment is made by a motor driving a
>jack-screw that moves a collar which torques a
>rod embedded in the blades. There are no
>electrical stops, just a rubber washer at each
>end of the run. When the collar hits the end,
>the motor stalls. The rubber washer provides a
>softer stall which is a bit easier on the gears
>driving the jack screw. A 10A CB is the
>ultimate =98stop=99. Not elegant, but it works.
>On the ground, before starting the engine, it=99s
>easy to verify the prop is in fine pitch by
>listening to the motor. The problem is before
>landing, when I=99d like to have the prop in fine
>pitch, it has to be done by guess and feel, or
>just hold the switch until the CB pops =93 which
>is not a good thing to do on a regular basis.
>So, what I=99d like is a circuit that can sense an
>amperage spike =93 going over 9A would be perfect
>=93 and turn on a light (LED of course :-) The
>ramp up to 9A is steep =93 goes from 5-6A to 9A very quickly (if
that
helps).
>I can build the circuit, I just don=99t know how to design it.
The reed switch sensor Joe mentioned is worthy of further
thought. You could also build a simple constant current
generator set for something less than the CB trip current.
By watching for the voltage to spike across the generator
could light an LED to indicate end-of-travel and stop using
the CB as an operating indicator.
I'm just getting ready to head for Wichita but I'll noodle
the idea on the way up. I can perhaps publish something later
this evening.
Bob . . .
========================
===========
========================
===========
========================
===========
========================
===========
Message 6
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| Subject: | Re: how to wire an electret microphone |
>
>However,... the first thing is to probably consider is the type of
>mike element. It has to deal with cancelling most of the back
>ground noise. I am guessing the RS mike element may not qualify as
>a noise cancelling mike....
Excellent point. Noise canceling microphones not only
have special microphone cartridges (openings on BOTH
side of diaphragm) the housing that mounts them is
also tailored to the task. The idea is that far field
stimulus (cabin noise) gets applied equally to both
sides of the diaphragm while near field stimulus
(voice) concentrates on one side.
Optimizing the noise cancelling qualities is not
a trivial task. In fact, some of big names in
aircraft headsets have stubbed their toes from
time to time.
The most effective microphones I've ever encountered
were the military headset dynamic devices (very low
impedance . . . . about 5 ohms as I recall) and
very small useful signal output but with stellar
noise cancelling characteristics. Their electrical
characteristics demanded some real talent for handling
micro-volt level signals of interest in an electrically
noisy environment.
These microphone signals were always processed in
the ship's intercom panel before being applied to
radio's as 1 volt rms signals.
The original carbon mics used general aviation
aircraft had HUGE output signals and not very
hot noise cancelling characteristics. They
were relatively cheap to build, rugged and
VERY easy to integrate into the electronics.
Then there's issues of wind noise. You didn't say
if your application was in a closed cabin or an
ultra-light style environment . . . but being
able to perform in the wind adds a whole new dimension
to the design task. The folks who do motorcycle
intercoms have done a pretty good job in the
low-cost systems markets.
I fiddled with them just enough about 30 years
ago to decide that it was a discipline that I
wasn't going to add to my bag of tricks. Poor
return on investment for the $time$ needed to
achieve useful results. Some of the best microphones
I've run across were on the least expensive
headsets. The last set I bought for the airport
were only about $150 as I recall . . . don't
remember the brand/model right now . . . but
they worked really well in our C-150's.
Bob . . .
Message 7
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| Subject: | transponder question |
I am currently planning my IFR panel for my RV10. Does anyone know what
the future requirements for ADSB transceivers will be and does it negate
the need for a mode C transponder. If that's the case what is the
timeframe for not needing a mode C and needing the UAT for the ADSB?
Chris Hukill
Message 8
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| Subject: | Re: Designing a circuit question |
On 04/19/2010 07:39 AM, BobsV35B@aol.com wrote:
> I have the desire to know when fuel stops flowing from one tank to
> another tank via an electric pump.
How about an optical in-line fuel sensor?
http://www.pillarpointelectronics.com/ufstkit.html
<http://www.pillarpointelectronics.com/ufstkit.html>
-Dj
--
Dj Merrill - N1JOV
Glastar Sportsman 2+2 Builder #7118 N421DJ - http://deej.net/sportsman/
Grumman Yankee Driver N9870L - http://deej.net/yankee/
Message 9
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| Subject: | Prop Pitch Controller |
I've sketched a current limiter circuit and posted it
at:
http://aeroelectric.com/Pictures/Schematics/PropPitchController.pdf
The parts are available from http://digikey.com and the bill of
materials is about $10.
Under normal operations, the big N-fet transistor is turned on
hard (under 3 milliohms). Combined wit the 0.1 ohm resistor
in series will contribute less than 1/2 volt drop to normal
motor operating voltage. Gate drive comes though the LED/2.2K
resistor string from +14v.
When the motor hits the stop and stalls, current will rise
to the point where the 2N3904 gets turned on by voltage drop
across the .1 ohm resistor. The transistor pulls down on a
2.2K resistor causing the LED to light up and simultaneously
starving the N-fet for gate drive. The circuit will limit
total current to some value on the order of 6A thus preventing
a trip of the circuit breaker.
The N-fet needs to be on a heat sink suited for up to say
5 seconds of delayed turn-off after the motor hits the
stop. This needn't be much. You could build this assembly
on say 6 sq inches of .062 or thicker aluminum. It might
have a right-angle bend along one edge for a mounting
flange. The fet needs to be isolated from the heatsink
with a suitable insulating washer.
During stall-time, the N-fet is dumping about 14v x 6a
or 80 watts of heat. Okay on small heat sink for a few
seconds. There is no protective feature that would prevent the
n-fet from getting smoked if someone holds the switch
too long while the motor is jammed against the stop. With
a few more components, we can probably add time delay
feature that deprives the n-fet of gate drive a few
seconds after the stop is reached. I suspect you won't
need it.
Bob . . .
Message 10
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| Subject: | Re: B & C Specialties Warning Light- Would Like to |
Dim
At 09:30 PM 4/18/2010, you wrote:
>
>I'm starting a significant upgrade of the VFR-only panel in my
>flying GlaStar to an IFR panel. I currently have the B & C
>Specialty LR3C-14 alternator controller and will be installing the B
>& C SD-20 standby alternator with a SB1B-14 controller. The
>currently installed low voltage light will be replaced with a
>"standby alternator on" light.
>
>The current warning light is way too bright, especially at night. I
>expect the standby alternator "on" light to be just as bright.
When we did that design, the goal was to be sun-light viewable
in a canopy airplane (LongEz was king back then). I think Bill
was supplying 6v lamps in fixtures for extra intensity. Consider
putting a 24 volt lamp in the fixtures.
Also, consider this lamp fixture to replace the stock fixture.
http://aeroelectric.com/Pictures/Lighting/PTT_Dim_Fixture.jpg
They're scarce but not rare and a bit pricey new
but available surplus/salvage. These are mechanically
dimmed and were very common in aircraft panels of yesteryear.
They offer a drop-in, plug-n-play solution.
>Is there an easy way to dim the light after it has come on and
>gotten my attention? If dimming it is too difficult, I'm thinking
>of adding a small switch so I can shut it off after it has come
>on. This switch would be normally "on" and I'd have to add that as
>a checklist item.
I had some builders simply unscrew the lamp dome
along with it's bulb and stick it in their
pocket. It's the unusual flight condition that
would offer extended operations with the light
flashing.
>I already have and will continue to use a B & C dimmer (DIM5-14 or
>DIM15-14). If I recall correctly, it will handle two or three
>different circuits. Can it be wired such that it will dim the
>warning light while increasing the brightness of the other circuit
>-- say my other panel lights -- or do all circuits have to work in
>the same direction? If it can dim one circuit while brightening up
>the other, I think I could find a happy medium and use existing hardware.
You can tie the + supply for the warning lights
to you dimmed panel lamps . . . but you need to
use caution here. The panel lamps would need to
be running on high intensity for daytime viewability
of the warning lamps.
I think I'd go with mechanically dimmed fixture
or put-it-in-the-pocket. But check out the 24v
lamp option too.
Bob . . .
Message 11
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| Subject: | Re: RE: Designing a circuit question |
For simplicity's sake, look at the Arduino. For more detailed
information, start at Freescale's (formerly Motorola) sites.
David
Doug Ilg wrote:
> --> AeroElectric-List message posted by: Doug Ilg<doug.ilg@verizon.net>
>
> Dennis,
>
> I'm not really the right person to give lessons on microprocessors. All that
I've done is to implement simple schematics and programs that I found on the
'net. (A quick search for "PIC16" should find some sites with projects for that
popular line of microprocessors.) I know from that that you can drive an LED
directly off an output pin with an appropriate resistor.
>
> My point was to tell you that the relay that was referred to is not necessary
for your original purpose (to light an LED). It would be useful to actually
interrupt current to the motor, if you chose to do that.
>
> Maybe the person who originally suggested using a microprocessor can give you
better advice on how to use those.
>
> Doug Ilg
> Grumman Tiger N74818, College Park Airport (KCGS), Maryland
> Challenger II LSS LW (N641LG reserved) - kit underway at Laurel Suburban (W18)
>
>
> ----- Original Message ----
>
>> From: Dennis& Anne Glaeser<glaesers@wideopenwest.com>
>> To: aeroelectric-list@matronics.com
>> Sent: Sun, April 18, 2010 6:42:02 PM
>> Subject: AeroElectric-List: Re: RE: Designing a circuit question
>>
> Doug,
>
> It
>
>> may be clear to you, but you've got to do better than that to be clear to
>>
> me
>
>> :-)
>>
> I understand the concept, but need a circuit diagram, and which
>
>> $1
>>
> microprocessor to use.
> I agree that once I know how to turn the LED on,
>
>> adding a relay is straight
>>
> forward. Have to admit I hadn't thought of
>
>> that. I have to think about it
>>
> and decide if it is worth the extra
>
>> complexity and parts - vs. just me just
>>
> letting go of the
>
>> switch...
>>
>
>
>
Message 12
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| Subject: | Facet pumps: Energy vs. Flow |
Good Morning 'Lectric Bob,
This discussion of controlling a circuit by noting the change in
power consumption has gotten me to think a bit and that is always dangerous.
But exciting too! Fortunately much less hazardous than
inverted flight 6' off the runway . . .
My electrical knowledge is miniscule, but I can generally understand
the principles once they have been explained by you and the other
good instructors on this list.
I have the desire to know when fuel stops flowing from one tank to
another tank via an electric pump.
In other words, I would like to know when all of the fuel from a tank
has been transferred. My transfer system uses a Facet plunger style
pump and as the tank runs dry, the sound of the pump changes.
Unfortunately, I can only hear the pump running when I am parked on
the ground with my engine shut down. I have tried to monitor the
total system amperage load to see if I could detect the change when a
tank runs dry, but the load seems to oscillate enough that I cannot
pick it up via that instrument. I am using an E.I. VA-1A to monitor
the alternator output.
Is there a simple and, hopefully, economical way to measure the
amount of current it takes to drive the pump or is there a better way
to tell when fuel is no longer being transferred? I have thought of
using a pressure gauge in the fuel line, but maybe it would be easier
to measure the change in current draw of the fuel pump?
Facet says that the pump can be run dry for a short period of time,
but they will not specify how long that time can be!
I hate to run my pump when it is operating dry. An indicator light to
tell me it is running dry would sure be helpful. <G>
Any help available is sincerely appreciated.
I've not studied the Facet pumps but waaayyyy back
when, the Bendix thump-thump pumps were king. Those
pumps used a solenoid to "cock" a spring that in
turn put pressure on the fuel. Selecting a spring
tension sets the fuel pump's output pressure. When
the plunger bottoms out, contacts close to energize
the solenoid thus re-cocking the spring for the
next stroke.
Obviously, the current draw of this device is
constant . . . it's a function of applied voltage
and coil resistance of the solenoid. So if we're
to remain faithful to the laws of conservation of
energy, then the thing that changes for pump
load is FREQUENCY. The lower the back pressure,
the faster the pump cycles for each stroke. Maximum
frequency occurs when the back pressure went to zero.
Do the Facets do the same thing? I've had a pump
laying here for several years. Somebody sent me one
to do an energy study at various pressures and
flows for a load analysis . . . never got around
to setting it up. Probably ought to do that.
It would be cool if we could get the Facet patent
numbers to look up their operating principals.
Bob . . .
Message 13
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| Subject: | Re: B & C Specialties Warning Light- Would Like to |
Dim
Here is a circuit to dim a lamp.
http://public.bay.livefilestore.com/y1pVqq2FYLLgCKpbuePN3hR2wkiWR6Df_p9F5fNZVjfBbIR6CPx-VYQ7Zo3Qj3z-2-t2qc_8BmTDQ_SzdazZkFHRQ/Lamp%20dimmer.jpg
The lamp will illuminate normally until the momentary switch is pushed. The relay
will then pull in and hold until the alarm condition no longer exists. With
the relay energized, full voltage is removed from the lamp and is replaced
by reduced voltage through the resistor and D2. If it is desired that the lamp
go out completely, leave the resistor and diode out of the circuit.
Joe[/list]
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=294837#294837
Attachments:
http://forums.matronics.com//files/lamppercent20dimmer1_832.jpg
Message 14
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| Subject: | Re: B & C Specialties Warning Light- Would Like to |
Dim
bobair,
Here is a circuit to dim a lamp.
http://public.bay.livefilestore.com/y1pnjhA-QOagoszIUOS_iGTx6Uw9gnQ1G-xEr5gCUrpDQ4RGg9zXqzo-0gwBpbT2GBxlz9tWj7Y1QjbnTMtbIq4Sw/Lamp%20dimmer.jpg
The lamp will illuminate normally until the momentary switch is pushed. Then the
relay will energize and hold until the alarm condition goes away. With the
relay energized, the lamp current is reduced by the resistor. If it is desired
that the lamp go out completely, remove the resistor from the circuit.
Joe
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=294843#294843
Attachments:
http://forums.matronics.com//files/lamp_dimmer_397.jpg
Message 15
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| Subject: | Re: RE: Designing a circuit question |
I've also had fun playing around with this to help learn the basics.
http://www.nerdkits.com/
On 4/19/10 9:32 AM, David wrote:
>
> For simplicity's sake, look at the Arduino. For more detailed
> information, start at Freescale's (formerly Motorola) sites.
>
> David
>
>
> Doug Ilg wrote:
>> --> AeroElectric-List message posted by: Doug Ilg<doug.ilg@verizon.net>
>>
>> Dennis,
>>
>> I'm not really the right person to give lessons on microprocessors.
>> All that I've done is to implement simple schematics and programs
>> that I found on the 'net. (A quick search for "PIC16" should find
>> some sites with projects for that popular line of microprocessors.)
>> I know from that that you can drive an LED directly off an output pin
>> with an appropriate resistor.
>>
>> My point was to tell you that the relay that was referred to is not
>> necessary for your original purpose (to light an LED). It would be
>> useful to actually interrupt current to the motor, if you chose to do
>> that.
>>
>> Maybe the person who originally suggested using a microprocessor can
>> give you better advice on how to use those.
>>
>> Doug Ilg
>> Grumman Tiger N74818, College Park Airport (KCGS), Maryland
>> Challenger II LSS LW (N641LG reserved) - kit underway at Laurel
>> Suburban (W18)
>>
>>
>>
>> ----- Original Message ----
>>> From: Dennis& Anne Glaeser<glaesers@wideopenwest.com>
>>> To: aeroelectric-list@matronics.com
>>> Sent: Sun, April 18, 2010 6:42:02 PM
>>> Subject: AeroElectric-List: Re: RE: Designing a circuit question
>> Doug,
>>
>> It
>>> may be clear to you, but you've got to do better than that to be
>>> clear to
>> me
>>> :-)
>> I understand the concept, but need a circuit diagram, and which
>>> $1
>> microprocessor to use.
>> I agree that once I know how to turn the LED on,
>>> adding a relay is straight
>> forward. Have to admit I hadn't thought of
>>> that. I have to think about it
>> and decide if it is worth the extra
>>> complexity and parts - vs. just me just
>> letting go of the
>>> switch...
>>
>>
>>
>>
>>
>>
>>
>
>
Message 16
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| Subject: | Re: Prop Pitch Controller |
On 19 Apr 2010, at 4:50 PM, Robert L. Nuckolls, III wrote:
>
> I've sketched a current limiter circuit and posted it
> at:
>
> http://aeroelectric.com/Pictures/Schematics/PropPitchController.pdf
>
> The parts are available from http://digikey.com and the bill of
> materials is about $10.
Hi Bob, and everyone else following this thread...
I have an even simpler solution, possibly costing significantly less, using the
hotly debated poly-fuse. Simply put a 6A or 7A one in series with the motor,
with an LED+resistor across it. When the fuse trips, the LED is energised... In
it's normal state, all the current travels through the low impedance fuse, and
'none' through the LED+resistor path. No heatsink required! However, there
is the problem of securing everything and making sure vibration doesn't age the
soldered joints prematurely.
Comments?
Thanks
Etienne
Message 17
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| Subject: | Re: Facet pumps: Energy vs. Flow |
Good Afternoon 'Lectric Bob,
To me, they look and sound just like the ones that were used on those Ford
gasoline fired heaters back in the thirties. But my memory could be fooling
me.
Those were probably the Stewart Warner or Bendix pumps. Whadda Ya Think?
If so. does that mean I need to monitor the frequency some how?
This is getting complicated,. No wonder nobody does it!
Happy Skies,
Old Bob
In a message dated 4/19/2010 10:17:33 A.M. Central Daylight Time,
nuckolls.bob@aeroelectric.com writes:
Good Morning 'Lectric Bob,
This discussion of controlling a circuit by noting the change in power
consumption has gotten me to think a bit and that is always dangerous.
But exciting too! Fortunately much less hazardous than
inverted flight 6' off the runway . . .
My electrical knowledge is miniscule, but I can generally understand the
principles once they have been explained by you and the other good
instructors on this list.
I have the desire to know when fuel stops flowing from one tank to another
tank via an electric pump.
In other words, I would like to know when all of the fuel from a tank has
been transferred. My transfer system uses a Facet plunger style pump and
as the tank runs dry, the sound of the pump changes.
Unfortunately, I can only hear the pump running when I am parked on the
ground with my engine shut down. I have tried to monitor the total system
amperage load to see if I could detect the change when a tank runs dry, but
the load seems to oscillate enough that I cannot pick it up via that
instrument. I am using an E.I. VA-1A to monitor the alternator output.
Is there a simple and, hopefully, economical way to measure the amount of
current it takes to drive the pump or is there a better way to tell when
fuel is no longer being transferred? I have thought of using a pressure gauge
in the fuel line, but maybe it would be easier to measure the change in
current draw of the fuel pump?
Facet says that the pump can be run dry for a short period of time, but
they will not specify how long that time can be!
I hate to run my pump when it is operating dry. An indicator light to tell
me it is running dry would sure be helpful. <G>
Any help available is sincerely appreciated.
I've not studied the Facet pumps but waaayyyy back
when, the Bendix thump-thump pumps were king. Those
pumps used a solenoid to "cock" a spring that in
turn put pressure on the fuel. Selecting a spring
tension sets the fuel pump's output pressure. When
the plunger bottoms out, contacts close to energize
the solenoid thus re-cocking the spring for the
next stroke.
Obviously, the current draw of this device is
constant . . . it's a function of applied voltage
and coil resistance of the solenoid. So if we're
to remain faithful to the laws of conservation of
energy, then the thing that changes for pump
load is FREQUENCY. The lower the back pressure,
the faster the pump cycles for each stroke. Maximum
frequency occurs when the back pressure went to zero.
Do the Facets do the same thing? I've had a pump
laying here for several years. Somebody sent me one
to do an energy study at various pressures and
flows for a load analysis . . . never got around
to setting it up. Probably ought to do that.
It would be cool if we could get the Facet patent
numbers to look up their operating principals.
Bob . . .
(http://www.matronics.com/Navigator?AeroElectric-List)
(http://www.matronics.com/contribution)
Message 18
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| Subject: | Re: Designing a circuit question |
Good Afternoon Dj,
That sounds like just what I need!
Unfortunately, I want to use it on a certificated airplane. I will check
it out.
Thanks much for the information.
Happy Skies,
Old Bob
In a message dated 4/19/2010 9:48:46 A.M. Central Daylight Time,
deej@deej.net writes:
--> AeroElectric-List message posted by: Dj Merrill <deej@deej.net>
On 04/19/2010 07:39 AM, BobsV35B@aol.com wrote:
> I have the desire to know when fuel stops flowing from one tank to
> another tank via an electric pump.
How about an optical in-line fuel sensor?
http://www.pillarpointelectronics.com/ufstkit.html
<http://www.pillarpointelectronics.com/ufstkit.html>
-Dj
--
Dj Merrill - N1JOV
Glastar Sportsman 2+2 Builder #7118 N421DJ - http://deej.net/sportsman/
Grumman Yankee Driver N9870L - http://deej.net/yankee/
Message 19
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| Subject: | Re: Designing a circuit question |
I wrapped 25 turns of 20awg magnet wire around a magnetic reed switch. I was surprised
at how well it works. Less than 1/2 amp is enough to close the switch.
Very few turns of wire will be required for Dennis' application of turning
on a light when motor current exceeds 7amps.
Joe
Ref: http://www.aeroelectric.com/articles/Failure_Detection_and_Annunciation.pdf
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=294867#294867
Message 20
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| Subject: | Facet pumps: Energy vs. Flow |
To me, they look and sound just like the ones that were used
on those Ford gasoline fired heaters back in the thirties. But my memory
could be fooling me.
Those were probably the Stewart Warner or Bendix pumps.
Whadda Ya Think?
If so. does that mean I need to monitor the frequency some
how?
This is getting complicated,. No wonder nobody does it!
Happy Skies,
Old Bob
I am not sure of the application here, but I
believe that there should be a significant pressure drop on the output of
the pump, when there is no longer any fuel. This being the case, perhaps
you could use a pressure switch, similar to what is used to monitor engine
oil pressure and turn on the hobbs meter, on some aircraft. You would need
to check the pressure differential between pumping fuel and empty tank
pumping, and use a switch midway between. This would be a normally closed
switch which would open when there is fuel flow and close, to turn on the
light when there is no more fuel to pump.
Not sure if this is a viable option for your
application, but might work, and is very simple. (I especially like
simple:-)
Roger
Message 21
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| Subject: | Re: Prop Pitch Controller |
Thanks Bob!
Now a few questions:
Does the current limiting characteristic you mention literally limit the current
to the pitch motor? My guess is it does (at least somewhat), which is why the
N-fet becomes a cabin heater.
I'm thinking that the electrical paths from the switch to the N-fet, and path from
the N-fet to the ALSRJ resistor to ground need to be capable of 10A, but the
other wiring will see much less.
How would I 'adjust for desired limit' on the ALSRJ resistor to go up to say 8A?
How did you calculate or estimate that value? How sensitive would you anticipate
that to be?
The reason I ask is that the load on the motor does increase as the pitch on the
blades approach the high (and low) pitch limits, before the mechanical stop
is reached. The mechanism is literally twisting composite blades, they don't rotate
in bearings like 'regular' adjustable blades. I may have to adjust the current
limit to be sure I can get the blades close enough to the pitch limits
for my purposes. My rough measurement of current (reading a clamp on meter) indicates
a pretty good knee in the curve at around 8A. 6A may be close enough,
only testing will tell.
Finally, how would you compare this circuit to the reed switch approach that Joe
Gores proposed, from a standpoint of repeatability of sensing the target amperage,
and the ability to make adjustments to get to the desired target (number
of winds and wire size selection)?
As usual, I'm awed by, and grateful for, your generosity of time and talent.
Dennis
-------------------------------------------------------------------
From: Robert L. Nuckolls, III (nuckolls.bob@aeroelectric.com)
I've sketched a current limiter circuit and posted it
at:
http://aeroelectric.com/Pictures/Schematics/PropPitchController.pdf
Message 22
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| Subject: | Re: Prop Pitch Controller |
Hi Bob,
Related question. How is the amount of heat sink area calculated? I
assume it is based on the amount of energy converted to heat. Where can
I find the info to determine what size heat sink is required. Does the
electrically insulating material also thermally insulate the component
and affect the design of the heat sink?
I'm not in any hurry for this info. Just came to mind when I read the email.
Thanks,
Raymond Julian
Kettle River, MN.
do not archive
Robert L. Nuckolls, III wrote:
> <nuckolls.bob@aeroelectric.com>
>
> I've sketched a current limiter circuit and posted it
> at:
>
> http://aeroelectric.com/Pictures/Schematics/PropPitchController.pdf
>
> The parts are available from http://digikey.com and the bill of
> materials is about $10.
>
> Under normal operations, the big N-fet transistor is turned on
> hard (under 3 milliohms). Combined wit the 0.1 ohm resistor
> in series will contribute less than 1/2 volt drop to normal
> motor operating voltage. Gate drive comes though the LED/2.2K
> resistor string from +14v.
>
> When the motor hits the stop and stalls, current will rise
> to the point where the 2N3904 gets turned on by voltage drop
> across the .1 ohm resistor. The transistor pulls down on a
> 2.2K resistor causing the LED to light up and simultaneously
> starving the N-fet for gate drive. The circuit will limit
> total current to some value on the order of 6A thus preventing
> a trip of the circuit breaker.
>
> The N-fet needs to be on a heat sink suited for up to say
> 5 seconds of delayed turn-off after the motor hits the
> stop. This needn't be much. You could build this assembly
> on say 6 sq inches of .062 or thicker aluminum. It might
> have a right-angle bend along one edge for a mounting
> flange. The fet needs to be isolated from the heatsink
> with a suitable insulating washer.
>
>
> During stall-time, the N-fet is dumping about 14v x 6a
> or 80 watts of heat. Okay on small heat sink for a few
> seconds. There is no protective feature that would prevent the
> n-fet from getting smoked if someone holds the switch
> too long while the motor is jammed against the stop. With
> a few more components, we can probably add time delay
> feature that deprives the n-fet of gate drive a few
> seconds after the stop is reached. I suspect you won't
> need it.
>
> Bob . . .
>
>
>
>
>
>
Message 23
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| Subject: | Bussmann fuse blocks |
Jef,
I've got a 6 & 12 position (mounted once but never used) you can have for postage
from 19038 in the US.
Glenn
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of James Kilford
Sent: Friday, April 16, 2010 1:26 PM
Subject: Re: AeroElectric-List: Bussmann fuse blocks
Jef,
I ordered mine from B&C Specialty. Got here in no time (to the UK).
http://www.bandc.biz/circuit-protective-devices.aspx
James
On Fri, Apr 16, 2010 at 4:26 PM, Jef Vervoort <jef.vervoortw@telenet.be> wrote:
> Bob and all,
>
>
> Im interested in using the Bussman fuse block, as suggested in Appendix Z
> Note 19.
>
>
> Where could I find these?
>
>
> Jef in Belgium, 91031.
>
>
Message 24
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| Subject: | Re: Facet pumps: Energy vs. Flow |
Good Afternoon Roger,
That is the path I was exploring before I read the idea of using the amount
of current needed to monitor a circuit. Just thought the electrical
solution might be simpler than using pressure. So far, I have not found a source
for pressure switches that will activate at the very low pressures
involved. I don't have exact numbers as yet, but it seems we will need to be
able to tell the difference between one PSI and about two PSI.
So far, that optical device seems the best, but I want to use this on a
certificated aircraft. Consequently, a pressure switch or anything else that
is put in the fuel system probably has to meet certification standards.
Just measuring the current could be considered as a Part 43 acceptable monitor.
Happy Skies,
Old Bob
In a message dated 4/19/2010 3:09:52 P.M. Central Daylight Time,
mrspudandcompany@verizon.net writes:
To me, they look and sound just like the ones that were used
on those Ford gasoline fired heaters back in the thirties. But my memory
could be fooling me.
Those were probably the Stewart Warner or Bendix pumps.
Whadda Ya Think?
If so. does that mean I need to monitor the frequency some
how?
This is getting complicated,. No wonder nobody does it!
Happy Skies,
Old Bob
I am not sure of the application here, but I
believe that there should be a significant pressure drop on the output of
the pump, when there is no longer any fuel. This being the case, perhaps
you could use a pressure switch, similar to what is used to monitor engine
oil pressure and turn on the hobbs meter, on some aircraft. You would need
to check the pressure differential between pumping fuel and empty tank
pumping, and use a switch midway between. This would be a normally closed
switch which would open when there is fuel flow and close, to turn on the
light when there is no more fuel to pump.
Not sure if this is a viable option for your
application, but might work, and is very simple. (I especially like
simple:-)
Roger
Message 25
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| Subject: | Re: Facet pumps: Energy vs. Flow |
On 4/19/2010 3:03 PM, ROGER & JEAN CURTIS wrote:
>
> To me, they look and sound just like the ones that were used
> on those Ford gasoline fired heaters back in the thirties. But my memory
> could be fooling me.
>
> Those were probably the Stewart Warner or Bendix pumps.
> Whadda Ya Think?
>
> If so. does that mean I need to monitor the frequency some
> how?
>
> This is getting complicated,. No wonder nobody does it!
>
> Happy Skies,
>
> Old Bob
>
> I am not sure of the application here, but I
> believe that there should be a significant pressure drop on the output of
> the pump, when there is no longer any fuel. This being the case, perhaps
> you could use a pressure switch, similar to what is used to monitor engine
> oil pressure and turn on the hobbs meter, on some aircraft. You would need
> to check the pressure differential between pumping fuel and empty tank
> pumping, and use a switch midway between. This would be a normally closed
> switch which would open when there is fuel flow and close, to turn on the
> light when there is no more fuel to pump.
>
> Not sure if this is a viable option for your
> application, but might work, and is very simple. (I especially like
> simple:-)
>
> Roger
>
If you're using it as a transfer pump, there won't be a lot of pressure
since it will be just the 'head' from one tank to the other. Often no
more than a few inches of rise, plus the resistance of the tubing.
How about one of the sensing devices using light to detect the presence
of liquid? I bought a couple several years ago, intending to use them to
monitor end-of-transfer from my aux tanks, then forgot to install
them.... They mount in a single hole & have a cone shaped plexi tip. An
LED shines out through the plexi; presence/absence of liquid changes the
light reflected back into the photocell in the same housing, changing
the state of the sense line.
If that interests you, I'll try to locate the name of the device & a
source for you.
Charlie
Message 26
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| Subject: | Re: The Miracle Whip series antennas |
What is a Miracle Whip antenna?
Michael Wynn
RV 8 Finishing
San Ramon, CA
In a message dated 4/19/2010 12:47:59 A.M. Pacific Daylight Time,
klburris@frontiernet.net writes:
Folks;
>From the 'for what it's worth' dept --
I bought a plane that had a standard Comant antenna mounted on the bottom
on an almost all metal plane. Sitting on the ground, I was unable to
receive weather. I replaced that antenna with a miracle whip placed in a
small
fiberglass portion of the plane at about the same distance from the groun
d. I
was amazed at the results in reception and also the cleanliness of
reception. Friends told me my radio coms were crystal clear. I am a happy
Miracle
Whip user. The antenna is also in one piece, so if you don=99t glue
it in
place, it will serve as a great rubber duck replacement for a handheld.
-- Keith
Message 27
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| Subject: | Re: B & C Specialties Warning Light- Would Like |
to Dim
At 10:16 AM 4/19/2010, you wrote:
>
>Here is a circuit to dim a lamp.
>http://public.bay.livefilestore.com/y1pVqq2FYLLgCKpbuePN3hR2wkiWR6Df_p9F5fNZVjfBbIR6CPx-VYQ7Zo3Qj3z-2-t2qc_8BmTDQ_SzdazZkFHRQ/Lamp%20dimmer.jpg
>The lamp will illuminate normally until the momentary switch is
>pushed. The relay will then pull in and hold until the alarm
>condition no longer exists. With the relay energized, full voltage
>is removed from the lamp and is replaced by reduced voltage through
>the resistor and D2. If it is desired that the lamp go out
>completely, leave the resistor and diode out of the circuit.
The B&C warning lamps flash and would not allow
the relay to remain latched.
Bob . . .
Message 28
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| Subject: | Re: Facet pumps: Energy vs. Flow |
Good Morning Charlie,
Those units by Pillar Point Electronics look very promising. As I said a
couple of messages back, I need something that can be used on a normally
certificated aircraft. Not sure about the PPE product, but I am checking into
it.
Thanks for the comment.
Happy Skies,
Old Bob
In a message dated 4/19/2010 4:50:49 P.M. Central Daylight Time,
ceengland@bellsouth.net writes:
--> AeroElectric-List message posted by: Charlie England
<ceengland@bellsouth.net>
On 4/19/2010 3:03 PM, ROGER & JEAN CURTIS wrote:
>
> To me, they look and sound just like the ones that were used
> on those Ford gasoline fired heaters back in the thirties. But my memory
> could be fooling me.
>
> Those were probably the Stewart Warner or Bendix pumps.
> Whadda Ya Think?
>
> If so. does that mean I need to monitor the frequency some
> how?
>
> This is getting complicated,. No wonder nobody does it!
>
> Happy Skies,
>
> Old Bob
>
> I am not sure of the application here, but I
> believe that there should be a significant pressure drop on the output of
> the pump, when there is no longer any fuel. This being the case, perhaps
> you could use a pressure switch, similar to what is used to monitor
engine
> oil pressure and turn on the hobbs meter, on some aircraft. You would
need
> to check the pressure differential between pumping fuel and empty tank
> pumping, and use a switch midway between. This would be a normally
closed
> switch which would open when there is fuel flow and close, to turn on the
> light when there is no more fuel to pump.
>
> Not sure if this is a viable option for your
> application, but might work, and is very simple. (I especially like
> simple:-)
>
> Roger
>
If you're using it as a transfer pump, there won't be a lot of pressure
since it will be just the 'head' from one tank to the other. Often no
more than a few inches of rise, plus the resistance of the tubing.
How about one of the sensing devices using light to detect the presence
of liquid? I bought a couple several years ago, intending to use them to
monitor end-of-transfer from my aux tanks, then forgot to install
them.... They mount in a single hole & have a cone shaped plexi tip. An
LED shines out through the plexi; presence/absence of liquid changes the
light reflected back into the photocell in the same housing, changing
the state of the sense line.
If that interests you, I'll try to locate the name of the device & a
source for you.
Charlie
Message 29
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| Subject: | Re: The Miracle Whip series antennas |
http://www.miracleantenna.com/AirWhip.htm
Steve Thomas
________________________________________________________________________
On Apr 19, 2010, at 3:28 PM, MLWynn@aol.com wrote:
> What is a Miracle Whip antenna?
>
> Michael Wynn
> RV 8 Finishing
> San Ramon, CA
>
> In a message dated 4/19/2010 12:47:59 A.M. Pacific Daylight Time,
klburris@frontiernet.net writes:
> <image001.jpg>
> Folks;
>
> =46rom the 'for what it's worth' dept --
>
> I bought a plane that had a standard Comant antenna mounted on the
bottom on an almost all metal plane. Sitting on the ground, I was unable
to receive weather. I replaced that antenna with a miracle whip placed
in a small fiberglass portion of the plane at about the same distance
from the ground. I was amazed at the results in reception and also the
cleanliness of reception. Friends told me my radio coms were crystal
clear. I am a happy Miracle Whip user. The antenna is also in one piece,
so if you don=92t glue it in place, it will serve as a great rubber duck
replacement for a handheld.
>
>
>
>
>
> -- Keith
>
> <image002.gif>
Message 30
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| Subject: | Battery chargers. |
Read this link an tell me your comments. News to me.
http://www.optimabatteries.com/product_support/resuscitating_agmbattery.php
Message 31
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| Subject: | Re: Facet pumps: Energy vs. Flow |
Certificated. Bummer.
If you think you can legally use current sensing, have you tried a
restricter in the pump's output to see if it will raise the current
enough to be measurable vs the no-flow state?
On 4/19/2010 6:16 PM, BobsV35B@aol.com wrote:
> Good Morning Charlie,
> Those units by Pillar Point Electronics look very promising. As I said
> a couple of messages back, I need something that can be used on a
> normally certificated aircraft. Not sure about the PPE product, but I
> am checking into it.
> Thanks for the comment.
> Happy Skies,
> Old Bob
> In a message dated 4/19/2010 4:50:49 P.M. Central Daylight Time,
> ceengland@bellsouth.net writes:
>
> <ceengland@bellsouth.net>
>
> On 4/19/2010 3:03 PM, ROGER & JEAN CURTIS wrote:
> >
> > To me, they look and sound just like the ones that were used
> > on those Ford gasoline fired heaters back in the thirties. But
> my memory
> > could be fooling me.
> >
> > Those were probably the Stewart Warner or Bendix pumps.
> > Whadda Ya Think?
> >
> > If so. does that mean I need to monitor the frequency some
> > how?
> >
> > This is getting complicated,. No wonder nobody does it!
> >
> > Happy Skies,
> >
> > Old Bob
> >
> > I am not sure of the application here, but I
> > believe that there should be a significant pressure drop on the
> output of
> > the pump, when there is no longer any fuel. This being the
> case, perhaps
> > you could use a pressure switch, similar to what is used to
> monitor engine
> > oil pressure and turn on the hobbs meter, on some aircraft. You
> would need
> > to check the pressure differential between pumping fuel and
> empty tank
> > pumping, and use a switch midway between. This would be a
> normally closed
> > switch which would open when there is fuel flow and close, to
> turn on the
> > light when there is no more fuel to pump.
> >
> > Not sure if this is a viable option for your
> > application, but might work, and is very simple. (I especially like
> > simple:-)
> >
> > Roger
> >
> If you're using it as a transfer pump, there won't be a lot of
> pressure
> since it will be just the 'head' from one tank to the other. Often no
> more than a few inches of rise, plus the resistance of the tubing.
>
> How about one of the sensing devices using light to detect the
> presence
> of liquid? I bought a couple several years ago, intending to use
> them to
> monitor end-of-transfer from my aux tanks, then forgot to install
> them.... They mount in a single hole & have a cone shaped plexi
> tip. An
> LED shines out through the plexi; presence/absence of liquid
> changes the
> light reflected back into the photocell in the same housing, changing
> the state of the sense line.
>
> If that interests you, I'll try to locate the name of the device & a
> source for you.
>
> Charlie
>
> *
>
>
> *
Message 32
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| Subject: | switch breaker on ALT field |
While in the-design stage-of an electrical system for an OBAM homebuilt
done according to Z-13/8 and Z-24, I have searched the archives and have o
nly managed to-find a partial answer.--So I will ask directly of Bob
and the group. Is there any reason that the-panel circuit breakers-alon
gside the ALT-switches cannot be combined into two-combination switch/C
B's,-(assuming I can find reliable devices)?
-
Thanks in advance,
Eric Schlanser, W-10 with Lycoming and-Denso IR main ALT with B&C SD-8 au
x ALT=0A=0A=0A
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