Today's Message Index:
----------------------
1. 06:05 AM - Off Topic - Special gain amplifier (Sam Hoskins)
2. 06:25 AM - Re: Off Topic - Special gain amplifier (Harley)
3. 07:48 AM - Re: Ammeter, voltmeter and other diagnostics (Jeff Page)
4. 07:53 AM - Strobes vs. Nav/Com question (tomcostanza)
5. 07:55 AM - Re: Off Topic - Special gain amplifier (ROGER & JEAN CURTIS)
6. 08:07 AM - Bouncing ammeter (John Eastveld)
7. 08:08 AM - Re: Off Topic - Special gain amplifier (S. Ramirez)
8. 08:40 AM - Re: Re: Ammeter, voltmeter and other diagnostics (Carlos Trigo)
9. 08:54 AM - Re: Off Topic - Special gain amplifier (ROGER & JEAN CURTIS)
10. 09:34 AM - Re: Off Topic - Special gain amplifier (rampil)
11. 10:10 AM - Re: Com antenna (N81JG@aol.com)
12. 12:02 PM - Matronics list attachments / enclosures ()
13. 01:19 PM - Re: Matronics list attachments / enclosures (Dennis Glaeser)
14. 01:34 PM - Prior Rant ()
15. 02:15 PM - Re: Re: Matronics list attachments / enclosures (Richard Tasker)
16. 05:14 PM - Ground power cart protection (Dave Saylor)
17. 05:52 PM - Re: Re: Ammeter, voltmeter and other diagnostics (Bob McCallum)
18. 09:12 PM - Invitation from jrg3689 (jrg3689)
19. 09:24 PM - Re: Com antenna (Robert L. Nuckolls, III)
20. 10:30 PM - Re: Ground power cart protection (Robert L. Nuckolls, III)
Message 1
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| Subject: | Off Topic - Special gain amplifier |
I came across this special amplifier, guaranteed to boost and smooth your
signal. I can't wait to order one.
I hope the photo comes through.
Sam
Message 2
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| Subject: | Re: Off Topic - Special gain amplifier |
Sam...
Cool! Wonder how many were sold, and how many people to this day think
it did something? <G>
If I had "invented" it, I would have put in some more useless wires and
parts to make it look like the trim pots connected to something. Just in
case someone opened it up, as was done here! And maybe run the coax
through another, sealed, interior box so that it's routing wouldn't be
so obvious.
At least the power light is real!
Harley
------------------------------------------------------------------------
On 6/9/2010 9:03 AM, Sam Hoskins wrote:
> I came across this special amplifier, guaranteed to boost and smooth
> your signal. I can't wait to order one.
>
> I hope the photo comes through.
>
> Sam
>
>
>
Message 3
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| Subject: | Re: Ammeter, voltmeter and other diagnostics |
I started my design with two voltmeters and two ammeters on my panel
because I thought this would be useful information in flight if I had
an electrical problem.
However, how would I teach my wife to use this information in the
event of a problem while she was flying ?
Also, the meters took up precious space on the panel.
After further thinking I realized that my concern was for battery
drain after losing an alternator. The meters would allow me to
selectively turn off equipment to match the ability of the SD-8
alternator.
However, with an essential bus, the plan B load is previously
established, so watching the meters in flight is not necessary.
Low voltage leds will tell me in flight if plan B is successfully
maintaining the battery charge. The meters are gone from the design.
I intend to add a connector to the bottom of the panel to make
convenient troubleshooting measurements on the ground without having
to open the cowl.
Jeff Page
Dream Aircraft Tundra #10
Message 4
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| Subject: | Strobes vs. Nav/Com question |
Has anyone had interference between strobes and Nav/Coms? And if so, did you do
anything to reduce it?
I ran a seat-of-the-pants experiment by running one strobe on the bench. I found
a lot of interference on a broadcast AM radio, but almost none with a comm
radio. The little I did notice seemed to be coming from the power line and not
the antenna (when I turned the volume down, I still heard it), and with the
engine running, I doubt I would be able to hear it anyway. I'm more concerned
about the nav or gps receivers.
I'm asking because I need to run wires and don't know if I need to keep the strobe
wires away from other wires, and if so, how far. It will complicate things
if I do (drill more holes in structural members, etc.), so I'd like to bundle
all the wires together. On the other hand, if I need to keep them separate,
I'd rather do the work while I'm building, than try to retrofit a fix after the
plane is built.
--------
Clear Skies,
Tom Costanza
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=300698#300698
Message 5
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| Subject: | Off Topic - Special gain amplifier |
I came across this special amplifier, guaranteed to boost
and smooth your signal. I can't wait to order one.
I hope the photo comes through.
Sam
Can you get a special deal If you order
several of these, like 10% premium for 10 or more?
I am sure many on the list are as anxious to
have one of these beauties as you are.
Roger
DO NOT ARCHIVE
Message 6
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| Subject: | Bouncing ammeter |
Bob
My RV-4. In the effort to cure the, recently started, bouncing ammeter
guage I have had the Nippon Denso 30 amp alternator rebuilt, installed a
new VR-166 regulator, checked and cleaned the battery ground but a few
minutes after start up the ammeter needle still bounces 0-18 amps every
1 to 2 seconds. I switch on radios, transponder, landing light,
navigation lights and strobes. The amp needle steadies for a minute or
two then starts bouncing again. Is this OK because it says regulator is
working.
John Eastveld
j.eastveld@sympatico.ca
Message 7
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| Subject: | Re: Off Topic - Special gain amplifier |
Sam,
The frequency range shown on the cover implies that you are going to use
it for VOR amplification, since COM is a two way street, and any
amplifier in a simple in-line connection will interfere with one way.
I see several things wrong with the amplifier and its use. First, it is
poorly built and may not stand up to aircraft quality standard. Second,
an in-line amplifier can boost a signal, but it cannot "smooth" unless
it filters our certain frequencies. If you know the "smoothing"
function, then you can determine what frequencies are being attenuated.
Are these frequencies crucial to your application? Third, any in-line
active amplifier will add noise. Do you know what its SNR is? If it is
low enough, it may be tolerable. If it isn't, you're just adding
another problem.
Most equipment, especially our aviation equipment, is made to connect to
antennas without amplification to avoid the above problems. Do you have
a specific problem with the system you're trying to fix? Can it be
fixed without amplification?
Simon Ramirez
LEZ N-44LZ
On 6/9/2010 9:03 AM, Sam Hoskins wrote:
> I came across this special amplifier, guaranteed to boost and smooth
> your signal. I can't wait to order one.
>
> I hope the photo comes through.
>
> Sam
Message 8
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| Subject: | Re: Ammeter, voltmeter and other diagnostics |
On an opposite note, I can tell a small episode which happened to me:
I have 2 panel voltmeters (one for each battery), and 3 amp indicators,
being 2 Hall Effect sensors connected to the EIS/EFIS which work as batt.
charge indicators and one 50mV shunt connected to a panel mounted digital
ammeter, which works as an alternator loadmeter.
I noticed that my electric c/s prop controller was not working, having lit a
blinking yellow led that I didn't remember what it meant.
I immediately checked my voltmeters, which were indicating normal voltage,
and then I checked the batt. charge ammeters, which were negative,
indicating that batteries were not being charged. Then I checked the
alternator loadmeter, which had a round 0 on it, and immediately realized
that the alternator was not producing any juice.
After a few seconds, I found the ALT Field switch was Off, turned it On, and
everything got back to normal.
Carlos
> -----Original Message-----
> From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-
> server@matronics.com] On Behalf Of Jeff Page
> Sent: quarta-feira, 9 de Junho de 2010 15:34
> To: aeroelectric-list@matronics.com
> Subject: AeroElectric-List: Re: Ammeter, voltmeter and other diagnostics
>
>
> I started my design with two voltmeters and two ammeters on my panel
> because I thought this would be useful information in flight if I had
> an electrical problem.
>
> However, how would I teach my wife to use this information in the
> event of a problem while she was flying ?
>
> Also, the meters took up precious space on the panel.
>
> After further thinking I realized that my concern was for battery
> drain after losing an alternator. The meters would allow me to
> selectively turn off equipment to match the ability of the SD-8
> alternator.
>
> However, with an essential bus, the plan B load is previously
> established, so watching the meters in flight is not necessary.
>
> Low voltage leds will tell me in flight if plan B is successfully
> maintaining the battery charge. The meters are gone from the design.
>
> I intend to add a connector to the bottom of the panel to make
> convenient troubleshooting measurements on the ground without having
> to open the cowl.
>
> Jeff Page
> Dream Aircraft Tundra #10
>
Message 9
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| Subject: | Off Topic - Special gain amplifier |
Sam,
The frequency range shown on the cover implies that you are
going to use it for VOR amplification, since COM is a two way street,
and
any amplifier in a simple in-line connection will interfere with one
way.
I see several things wrong with the amplifier and its use.
First, it is poorly built and may not stand up to aircraft quality
standard.
Second, an in-line amplifier can boost a signal, but it cannot "smooth"
unless it filters our certain frequencies. If you know the "smoothing"
function, then you can determine what frequencies are being attenuated.
Are
these frequencies crucial to your application? Third, any in-line
active
amplifier will add noise. Do you know what its SNR is? If it is low
enough, it may be tolerable. If it isn't, you're just adding another
problem.
Most equipment, especially our aviation equipment, is made
to connect to antennas without amplification to avoid the above
problems.
Do you have a specific problem with the system you're trying to fix?
Can it
be fixed without amplification?
Simon Ramirez
LEZ N-44LZ
Simon,
Are you serious??????????
Roger
On 6/9/2010 9:03 AM, Sam Hoskins wrote:
I came across this special amplifier, guaranteed to boost
and smooth your signal. I can't wait to order one.
I hope the photo comes through.
Sam
DO NOT ARCHIVE
Message 10
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| Subject: | Re: Off Topic - Special gain amplifier |
Simon,
The frequency range on the box actually specs broadcast and bands of cable TV,
airband anything
--------
Ira N224XS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=300718#300718
Message 11
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HI Bob,
Thanks for your replies. I have one question on the dipole with several
radial base wires. That would be easy to set up, but I don't understand why I
could ditch the toroids at the end of the coax. Does the balance of the
coax and dipole work out due to many ground radials or does the arrangement
turn the antenna into a simple base loaded 1/4 wave whip? I assume the latter
is what happens. Would the base on only the wing side of the vertical
element make it quite directional or not significantly directional?
John Greaves
In a message dated 6/7/2010 9:49:28 P.M. Pacific Daylight Time,
nuckolls.bob@aeroelectric.com writes:
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
<nuckolls.bob@aeroelectric.com>
The winglet height is adequate for the 20.3 inch vertical limb. I
would use the Miracle Whip, but it is too long for the winglet height.
I considered extending it along the outer wing foam with the last 1/2
of the tip in the vertical part of the winglet, but that would
require quite a bit of surgery to bury the base load box in the wing
foam near the center of the wing and might compromise the foam-skin
stress structure of the wing( a definite no go there option).
Agreed.
I could go to an external whip antenna with a ground plane of wire or
aluminum, but I would prefer not to add parasitic drag. The wingtip
idea is less invasive surgery.
Okay. How about a 1/4 wave with 'half' a ground
plane? Run a 21 inch piece of copper up the winglet
and two to five radials into the foam toward the
fuselage. Connect all the radials together at the
coax shield, center conductor to the winglet radiator
and ditch the donuts.
Don't worry about bandwidth. Proximity effects
of conductors for de-tuning and/or pattern
modification are profoundly more hazardous to
performance than SWR.
Bob . . .
Message 12
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| Subject: | Matronics list attachments / enclosures |
6/9/2010
Hello Dennis, You wrote: "....... because sending attachments to the
Matronics list doesn't work."
Well it should. Below are the rules for attachments (called enclosures by
Matt). Have you found that these rules do not work?
'OC' Baker Says: "The best investment we can make is the time and effort to
gather and understand knowledge."
=======================================================
**************************************
*** Enclosure Support on the Lists ***
**************************************
Limited posting of enclosures such as pictures, documents, and
spreadsheets
is supported on the Lists. There are a number of restrictions, and
these
are detailed below. Please abide by the rules put forth regarding
the
content of enclosures.
These are some of the features and limits of enclosures on the
Matronics
Lists:
1) Enclosures will only be posted to the Real Time version of the
Lists.
2) Enclosures will NOT be included in the Daily Digest version of
the Lists.
3) Enclosures WILL BE forwarded on to the BBS Forum Web site.
4) Enclosures will NOT be appended to the Archives.
5) Enclosures will NOT be available in the List Browse feature.
6) Only the following file types and extensions will be allowed:
bmp doc dwg dxf gif jpg pdf png txt xls
All other enclosures types will be rejected and email returned
to
sender. The enclosure types listed above are relatively safe
from
a virus standpoint and don't pose a particularly large security
risk.
7) !! All incoming enclosures will be scanned for viruses prior to
posting
to the List. This is done in real time and will not slow down
the process of posting the message !!
Here are some rules for posting enclosures. Failure to abide by
these rules
could result in the removal of a subscriber's email address from
the Lists.
1) Pay attention to what you are posting!! Make sure that the
files
you are enclosing aren't HUGE (greater that 1MB). Remember that
there
are still people checking they're email via dial up modem. If
you post
30MB worth of pictures, you are placing an unnecessary burden on
these
folks and the rest of us, for that matter.
2) SCALE YOUR PICTURES DOWN!!! I don't want to see huge 3000 x
2000
pictures getting posted that are 3 or 4MB each. This is just
unacceptable. Use a program such as Photoshop to scale the
picture
down to something on the order of 800 x 600 and try to keep the
file size to less-than 200KB, preferably much less.
Microsoft has a really awesome utility available for free that
allows
you to Right-Click on a picture in Explorer and automatically
scale it down and resave it. This is a great utility - get it,
use it!
http://www.microsoft.com/windowsxp/downloads/powertoys/xppowertoys.mspx
Look for the link "Image Resizer"
3) !! This would seem to go without saying, but I'll say it anyway.
Do not
post anything that would be considered offensive by your
grandmother.
And you know what I'm saying; I don't want to see anything even
questionable. !!
4) REMEMBER THIS: If you post a 1MB enclosure to a List with 1000
members
subscribed, your 1MB enclosure must be resent 1000 times
amounting
to 1MB X 1000 = 1 Gigabyte of network traffic!! BE CAREFUL and
BE COURTEOUS!
Also see the section below on the Matronics Photo and File Share
where
you can have your files and photos posted on the Matronics web
server
for long time viewing and availability.
==================================================
Time: 06:55:34 AM PST US
From: "Glaeser, Dennis" <dennis.glaeser@hp.com>
Subject: AeroElectric-List: IVO Electronic CB report
Bob,
I had the opportunity to put a scope on the circuit this past weekend. I
sent
a photo of the screen (jpg) file to your AeroElectric email address, because
sending
attachments to the Matronics list doesn't work. But I don't know if your
email accepts attachments either. I can put the photo up on a website if
necessary,
let me know.
When the motor is running, the collector of Q103 sees 5V. When the limit
current
is reached, the voltage at the gate of Q114 drops in about 200ms.
Dennis Glaeser
Message 13
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| Subject: | Re: Matronics list attachments / enclosures |
I currently use the Web email list browser - no attachments. I'll have to upgrade
to the BBS forum (but I like the other, simpler, user interface better) I'm
doing this from the BBS forum as a test...(it's an old dog, new trick thing
:-)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=300743#300743
Message 14
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6/9/2010
Hello Fellow Aeroelectric List Members, In my recent posting on the subject
of Aircraft Radio Station Licenses I referred to my prior rant which was on
the subject of Airplane and Helicopter Flight Manuals in experimental
amateur built aircraft. I had not posted that rant to the aeroelectric list
because I felt that it was off list subject matter.
Now list members have asked me about that prior rant so I feel obligated to
now post portions of that prior rant and subsequent exchanges to this list.
Please see the copied material below.
'OC' Baker Says: "The best investment we can make is the time and effort to
gather and understand knowledge."
=========================================================
6/8/2010
On my soap box now -- I was very disappointed in the page 16 article in the
May 2010 issue of Sport Aviation.
Discussion:
I have made the point in the past of lawyers and bureaucrats writing
(including regulations) as if only type certificated airplanes existed. This
requires the experimental amateur built airplane builder and pilot to read
with a skeptical and searching mind. That is OK when reading some newstand
type "Gee, this is really me, really flying, a real airplane" magazine, but
I expect a higher standard of writing from the EAA.
To whit:
A) One paragraph in the page 16 article reads in part: "The inspector will
want to see aircraft documents, too. These include ....... radio station
license ...........".
A radio station license for an airplane is only required in certain
circumstances-- the article just glosses over this point -- sloppy writing
/ editing by the "Expert Panel".
B) Another paragraph discussing the requirement to have a flight manual
aboard reads in part: "Flying a rental aircraft without a flight manual is a
good example. .................. If you own the aircraft or built it,
obviously there is no one else to blame. ".
This paragraph implies that a flight manual is a mandatory item to be
carried in an experimental amateur built airplane. No regulatory
requirement for this implication is cited. This article in this magazine
owes us this citation, but does not provide it -- why not?
Owen C. Baker
=============================================================
6/8/2010
Dear Editor, The article "Ramp Check!" on page 16 of the May 2010 issue of
Sport Aviation magazine implies that EAB (Experimental Amateur Built)
aircraft are required to have a flight manual on board when flying.
Presumably the article is referring to an "approved Airplane or Rotorcraft
Flight Manual" as referred to in 14 CFR 91.9.
Would you please cite the exact federal regulations that make this Airplane
or Rotorcraft Flight Manual requirement mandatory?
A prior discussion of this issue is copied below.
Thank you,
Owen C. Baker
EAA 0073580
=========================================================
To answer your question -- I think the short answer is that the FAA intends
that you do have an Airplane Flight Manual available while operating your
EAB (Experimental Amateur Built) aircraft (see 14 CFR 91.9), but has no
enforcement mechanism in place. I'll explain:
1) First off let's assume you are asking about an FAA required publication
called an "Airplane Flight Manual". We'll leave the discussion about the
differences between AFM (Airplane Flight Manuals), POH (Pilot Operating
Handbooks), and PIM (Pilot Information Manuals) for another day.
2) Here is an excerpt regarding certification of amateur built experimental
aircraft from FAA Order 8130.2F, including change 3, Section 9. Paragraph e.
(5),
"Advising Applicants. Second, the flight test data is used to develop an
accurate and complete aircraft flight manual and to establish emergency
procedures."
3) Your airplane's Operating Limitations say this:
" In addition, this aircraft must be operated in accordance with applicable
air traffic and general operating rules of part 91 and all additional
limitations herein prescribed under the provisions of 91.319(i). These
operating limitations are a part of Form 8130-7, and are to be carried in
the aircraft at all times and be available to the pilot in command of the
aircraft."
4) Now let's see what FAR Section 91.9 says:
"Civil aircraft flight manual, marking, and placard requirements.
(a) Except as provided in paragraph (d) of this section, no person may
operate a civil aircraft without complying with the operating limitations
specified in the approved Airplane or Rotorcraft Flight Manual, markings,
and placards, or as otherwise prescribed by the certificating authority of
the country of registry.
(b) No person may operate a U.S.-registered civil aircraft-
(1) For which an Airplane or Rotorcraft Flight Manual is required by 21.5
of this chapter unless there is available in the aircraft a current,
approved Airplane or Rotorcraft Flight Manual or the manual provided for in
121.141(b); and
(2) For which an Airplane or Rotorcraft Flight Manual is not required by
21.5 of this chapter, unless there is available in the aircraft a current
approved Airplane or Rotorcraft Flight Manual, approved manual material,
markings, and placards, or any combination thereof."
Note particularly the words "....... or any combination thereof"
5) Now let's see what FAR Sec 21.5 says:
"21.5 Airplane or Rotorcraft Flight Manual.
(a) With each airplane or rotorcraft that was not type certificated with an
Airplane or Rotorcraft Flight Manual and that has had no flight time prior
to March 1, 1979, the holder of a Type Certificate (including a Supplemental
Type Certificate) or the licensee of a Type Certificate shall make available
to the owner at the time of delivery of the aircraft a current approved
Airplane or Rotorcraft Flight Manual.
(b) The Airplane or Rotorcraft Flight Manual required by paragraph (a) of
this section must contain the following information:
(1) The operating limitations and information required to be furnished in an
Airplane or Rotorcraft Flight Manual or in manual material, markings, and
placards, by the applicable regulations under which the airplane or
rotorcraft was type certificated."
Since we builders of amateur built experimental aircraft are not holders of
a Type Certificate we don't have to make available a current approved
Airplane Flight Manual to the owner (ourselves) at the time of delivery of
the aircraft.
6) Note that the data intended to be used to create the Airplane Flight
Manual for the experimental amateur built airplane is not available at the
time of original FAA airworthiness certification inspection, but is only
gained
during the Phase One flight testing. So the FAA's one normal or routine
opportunity to examine your airplane and paperwork, other than for issuing
the Repairman's
Certificate, or when you make a major modification, is passed.
7) If one is ramp checked and does not have a complete Airplane Flight
Manual on board the aircraft and the inspector is insisting that the pilot
must have one the pilot may cite the fact that in compliance with 91.9 (b)
(2) he has "....approved (by the original airworthiness inspector) manual
material, markings, and placards, or ANY combination thereof." on board his
aircraft.
I hope that I haven't lost you or bored you with this tour through the regs.
I welcome any other inputs on this subject. Undoubtedly there are people,
including FAA employees who do think a complete Airplane Flight Manual is
required by regulation for operating EAB aircraft. I urge them to show us
how.
Owen C. Baker
EAA 0073580
================================================================
Hello Mr. Baker,
Your email has been forwarded to me for response. My response is, you're
absolutely right! I agree 100% with your understanding of the regulations.
There is no regulatory requirement for a flight manual or operator handbook
of any kind in an experimental amateur-built aircraft. Some kit vendors or
users groups have developed flight manuals for some designs, and the FAA
would encourage individual builders/owners/pilots to develop a flight manual
for their aircraft, but there is no requirement and no enforcement mechanism
in place. The article should not have suggested that a flight manual is
required for an experimental amateur-built aircraft.
EAA will be running a clarification of this issue in an upcoming Sport
Aviation.
Let me know if you have any further questions or comments.
Joe
Joe Norris
EAA 113615 Lifetime
Homebuilders Community Manager
EAA-The Spirit of Aviation
Phone: 888.322.4636 Extension 6806
Fax: 920.426.4873
www.eaa.org
See you at EAA AirVenture Oshkosh-July 26 - August 1, 2010
Join us every day at Oshkosh 365! (www.oshkosh365.org)
Message 15
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| Subject: | Re: Matronics list attachments / enclosures |
I have found that I much prefer to just have the emails forwarded to my
own email account. Then I set up filters to automatically move them to
the appropriate email folder (in this case "Aeroelectric").
Attachments get forwarded just fine and I can read the email whenever I
want - including when I am not even connected to the internet (assuming
that I have downloaded the email already). It also gives me the
capability to search on my own computer for older posts.
My $0.02.
Dick Tasker
Do not archive
Dennis Glaeser wrote:
> --> AeroElectric-List message posted by: "Dennis Glaeser"<glaesers@wideopenwest.com>
>
> I currently use the Web email list browser - no attachments. I'll have to upgrade
to the BBS forum (but I like the other, simpler, user interface better)
I'm doing this from the BBS forum as a test...(it's an old dog, new trick thing
:-)
Message 16
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| Subject: | Ground power cart protection |
Is there a simple circuit to install on a ground power cart that will shut
off a 24V source when connected to a 12V system? Something like
"under-voltage crowbar protection"?
Dave Saylor
AirCrafters
140 Aviation Way
Watsonville, CA 95076
831-722-9141 Shop
831-750-0284 Cell
Message 17
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| Subject: | Re: Ammeter, voltmeter and other diagnostics |
Carlos;
Not trying to be argumentative Carlos, but, how could your voltmeters be
"normal" if the alternator was offline?? "Normal should be 14+ volts and
with the alternator offline and any significant load you would see closer to
12 volts (until the battery became discharged and then it would fall lower).
Also you imply that your c/s prop controller problem was as a result of the
alternator not working but the voltage was "normal". Why would the prop
controller be affected by "normal" voltage?
A simple low voltage warning light will immediately warn you of alternator
offline conditions such as you experienced and alert you to check the
"field" switch just as your ammeters did. That single light will tell you
that your electrical loads are being carried by the battery or batteries and
that your alternator isn't keeping up, exactly the same information as
provided by your multiple gauges but by a much simpler installation.
Now having said all that, I also like gauges, but for simplicity, a low
voltage warning gives just as much operational information. (Check field
switch, revert to reduced consumption plan "B" if that wasn't the issue, fly
to destination, check out and solve problem before next flight.)
Are you sure that "blinking yellow LED" wasn't a low voltage warning?? :-)
:-) (You did say you weren't sure what it meant)
Bob McC
_____
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Carlos
Trigo
Sent: Wednesday, June 09, 2010 11:35 AM
Subject: RE: AeroElectric-List: Re: Ammeter, voltmeter and other diagnostics
On an opposite note, I can tell a small episode which happened to me:
I have 2 panel voltmeters (one for each battery), and 3 amp indicators,
being 2 Hall Effect sensors connected to the EIS/EFIS which work as batt.
charge indicators and one 50mV shunt connected to a panel mounted digital
ammeter, which works as an alternator loadmeter.
I noticed that my electric c/s prop controller was not working, having lit a
blinking yellow led that I didn't remember what it meant.
I immediately checked my voltmeters, which were indicating normal voltage,
and then I checked the batt. charge ammeters, which were negative,
indicating that batteries were not being charged. Then I checked the
alternator loadmeter, which had a round 0 on it, and immediately realized
that the alternator was not producing any juice.
After a few seconds, I found the ALT Field switch was Off, turned it On, and
everything got back to normal.
Carlos
> -----Original Message-----
> From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-
> server@matronics.com] On Behalf Of Jeff Page
> Sent: quarta-feira, 9 de Junho de 2010 15:34
> To: aeroelectric-list@matronics.com
> Subject: AeroElectric-List: Re: Ammeter, voltmeter and other diagnostics
>
>
> I started my design with two voltmeters and two ammeters on my panel
> because I thought this would be useful information in flight if I had
> an electrical problem.
>
> However, how would I teach my wife to use this information in the
> event of a problem while she was flying ?
>
> Also, the meters took up precious space on the panel.
>
> After further thinking I realized that my concern was for battery
> drain after losing an alternator. The meters would allow me to
> selectively turn off equipment to match the ability of the SD-8
> alternator.
>
> However, with an essential bus, the plan B load is previously
> established, so watching the meters in flight is not necessary.
>
> Low voltage leds will tell me in flight if plan B is successfully
> maintaining the battery charge. The meters are gone from the design.
>
> I intend to add a connector to the bottom of the panel to make
> convenient troubleshooting measurements on the ground without having
> to open the cowl.
>
> Jeff Page
> Dream Aircraft Tundra #10
>
Message 18
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| Subject: | Invitation from jrg3689 |
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Message 19
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At 11:17 AM 6/9/2010, you wrote:
>HI Bob,
>
>Thanks for your replies. I have one question on the dipole with
>several radial base wires. That would be easy to set up, but I don't
>understand why I could ditch the toroids at the end of the coax.
They don't really do much unless they're of a material
appropriate to the operating frequency and then only
when they add significant inductance to the currents
flowing in the shield.
Since inductance is proportional to the square of
the turns, you need 9 toroids on the coax (nine
series connected inductors of 1-turn each) to equal
1 toroid with three turns of coax wound through
the center. Take the miracle whip "can" apart
and you'll find a single core with multiple turns
through it.
The idea was to improve the interface between an
unbalanced feeder (coax) and a balanced antenna (dipole)
but it takes quite a few of the RIGHT toroid to do
the best job . . . and tens of thousands of airplanes
have successfully fed balanced VOR cat-whiskers
at the top of the vertical fin with coax and NO
toroids for decades.
Does the balance of the coax and dipole work out due to many
ground radials or does the arrangement turn the antenna into a simple
base loaded 1/4 wave whip? I assume the latter is what happens. Would
the base on only the wing side of the vertical element make it quite
directional or not significantly directional?
Correct. Adding radials to the "base" of a single
vertical makes it an unbalanced antenna that more
closely approximates a ground plane. And yes,
it's radiation patter will not be 'round' but
if it's more efficient, a few bumps in the radiation
plot may not matter. Having say 4 radials at the
base make the sum total of their radiation resistance
1/4th that of the vertical radiator. This makes
the radiator do it's magic with the majority of
energy arriving at the end of the feedline.
Further, the antenna is now decidedly unbalanced
and the toroids are no longer suggested . . .
although they were of limited value in the first
place. A coax balun does a better job but also narrows
the bandwidth of the system. A broadband balun has
a wider bandwidth but adds its own losses.
1/4 wave comm antennas over ground planes have
been doing a really good job on viritually EVERY
radio equipped airplane since the Lear LTRA6
and Narco VT1 radios gave voice to little GA
aircraft in the 50's.
I think you the highest probability for success
lies in getting as close to that configuration
as the layout of your winglet allows. The more
radials the better. 4 is enough and 8 is
probably not practical.
Bob . . .
Message 20
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| Subject: | Re: Ground power cart protection |
At 07:12 PM 6/9/2010, you wrote:
>Is there a simple circuit to install on a ground power cart that
>will shut off a 24V source when connected to a 12V
>system? Something like "under-voltage crowbar protection"?
Hi Dave, long time no hear!
This will probably work for you . . .
http://www.aeroelectric.com/articles/grndpwr.pdf
Bob . . .
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