Today's Message Index:
----------------------
1. 09:26 AM - 9024 status? (jonlaury)
2. 10:09 AM - Right Angle BNC Fittings (MLWynn@aol.com)
3. 10:21 AM - Re: Re: AUX Battery (Robert L. Nuckolls, III)
4. 11:06 AM - Re: Right Angle BNC Fittings (Jim Dabney)
5. 11:33 AM - Re: Right Angle BNC Fittings (Allen Fulmer)
6. 06:40 PM - Re: Ground Power / Tiedown Power Cart (Noel Loveys)
7. 09:52 PM - Re: Ground Power / Tiedown Power Cart (Robert L. Nuckolls, III)
8. 10:24 PM - Re: Ground Power / Tiedown Power Cart (rayj)
9. 11:05 PM - Re: Ground Power / Tiedown Power Cart (Robert L. Nuckolls, III)
Message 1
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Bob,
Any word on when the 9024 module will be available? I'm a couple of weeks from
engine start and I've planned on 9024 OVP for the stby alt and ground power jack.
Thanks,
JOhn
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=316765#316765
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Subject: | Right Angle BNC Fittings |
Hi all,
I am wiring in my com and transponder antennae. The wiring would be a
little more elegant with a right angle connector on the antenna. B&C markets
a right angle fitting:
_http://www.bandc.biz/bncrightangleadapter.aspx_
(http://www.bandc.biz/bncrightangleadapter.aspx)
That runs about six bucks. Aircraft Spruce has a right angle fitting
_http://www.aircraftspruce.com/catalog/elpages/bncrfconnector.php_
(http://www.aircraftspruce.com/catalog/elpages/bncrfconnector.php)
that runs about $46.
The question is, is there a significant dB loss using B&C's right angle
adaptor as opposed to the right angle fitting from ACS?
Thanks
Michael Wynn
RV 8 Finishing
San Ramon, CA
Message 3
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What's the capacity of your aux battery?
At 06:08 PM 10/22/2010, you wrote:
AeroElectric-List message posted by: tim2542@sbcglobal.net
7ah
Tim
Okay, it's not one of those "tiny" things and
will probably be okay with the simple diode in
the charging feeder.
CAUTION
Any builders on the List who are relatively new
or perhaps were not paying close attention to battery
discussions in past years, I advise a review of the
following publications:
Chapters 2 and 17 of the AeroElectric Connection
http://www.aeroelectric.com/articles/neveragain/neveragain.html
http://www.aeroelectric.com/articles/neveragain/neveragain_1.html
http://www.aeroelectric.com/articles/neveragain/neveragain_2.html
http://www.aeroelectric.com/articles/battery.pdf
http://www.aeroelectric.com/articles/rg_bat.html
http://www.aeroelectric.com/articles/Batteries/Multiple_Battery_Myths_A.pdf
http://www.aeroelectric.com/articles/bat_iso2.pdf
http://www.aeroelectric.com/articles/Batteries/Deltran_Odyssey_Floobydust.html
http://www.aeroelectric.com/articles/WestMountain_CBAII.pdf
Bottom line is that if you are carrying ANY
number of battery(ies) on board for the purpose
of alternator failure mitigation, then
you need to SIZE the task - how much time to do
you EXPECT any battery to perform as back-up power?
Then you need A PLAN to make sure those requirements
will be met.
This is especially important for so-called AUX
batteries that are not NORMALLY expected to
do anything. If the battery doesn't crank the
engine . . . nor is it occasionally used to
supply some noteworthy run-time for ground maintenance,
then HOW DO YOU KNOW the thing is even useful?
The heavy iron guys periodically capacity test
all ship's batteries and replace them when they
fall below established limits for meeting
s/b power needs.
With out A PLAN, it's a high order risk that
the battery won't be there for you at such
time you DO need it.
If no plan, then depending on an AUX battery (or
even the ship's main battery) to bail you
out is problematic. You're may be investing
$acquisition$, space, weight and fuel to wrap
yourself in a lead-acid security blanket.
Cap meters like . . .
http://www.westmountainradio.com/content.php?page=cba
are excellent pieces of test equipment that will load
the battery exactly like you'll expect to load it
during S/B service in your airplane. If not this
class of device, then
http://www.aeroelectric.com/articles/Poor_Man%27s_Cap_Tester.pdf
or just put a new battery in every two years. But
have requirements assured by a plan.
Bob . . .
Message 4
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Subject: | Re: Right Angle BNC Fittings |
Michael,
I've had good results with the right angle connectors from Stein:
http://www.steinair.com/connectors.htm
Jim Dabney
On 10/23/2010 12:06 PM, MLWynn@aol.com wrote:
> Hi all,
> I am wiring in my com and transponder antennae. The wiring would be a
> little more elegant with a right angle connector on the antenna. B&C
> markets a right angle fitting:
> http://www.bandc.biz/bncrightangleadapter.aspx
> That runs about six bucks. Aircraft Spruce has a right angle fitting
> http://www.aircraftspruce.com/catalog/elpages/bncrfconnector.php
> that runs about $46.
> The question is, is there a significant dB loss using B&C's right
> angle adaptor as opposed to the right angle fitting from ACS?
> Thanks
>
> Michael Wynn
> RV 8 Finishing
> San Ramon, CA
> *
>
>
> *
Message 5
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Subject: | Right Angle BNC Fittings |
I "split the difference" with SteinAir for $17.50: "3 Piece 90 Degree Right
Angle Male BNC Crimp Connector for RG-400 & RG-58 Coax Cable. Uses the same
crimper as standard BNC's."
Note that it is a crimp connector whereas B&C's is female to male right
angle. You will have one extra BNC connector to complete the connection.
Allen Fulmer
RV7 Cowling
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
MLWynn@aol.com
Sent: Saturday, October 23, 2010 12:06 PM
Subject: AeroElectric-List: Right Angle BNC Fittings
Hi all,
I am wiring in my com and transponder antennae. The wiring would be a
little more elegant with a right angle connector on the antenna. B&C
markets a right angle fitting:
http://www.bandc.biz/bncrightangleadapter.aspx
That runs about six bucks. Aircraft Spruce has a right angle fitting
http://www.aircraftspruce.com/catalog/elpages/bncrfconnector.php
that runs about $46.
The question is, is there a significant dB loss using B&C's right angle
adaptor as opposed to the right angle fitting from ACS?
Thanks
Michael Wynn
RV 8 Finishing
San Ramon, CA
Message 6
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Subject: | Ground Power / Tiedown Power Cart |
I hope this little diagram I just drew will help you. Just be sure to close
the SPDT switch in the 12V position before charging. The drawing is for two
sets of 12 V batteries wired into two sets of 12V. For this set up I would
try to get batteries of matching amperage. You can add as many batteries as
you want but I was thinking that four automotive storage batteries would be
heavy enough for carting around.
Noel
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Ed Gilroy
Sent: October 20, 2010 6:14 PM
Subject: AeroElectric-List: Ground Power / Tiedown Power Cart
Here's a subject I have not seen discussed, as of yet, on the list or in
Bob's Aero-Electric Connection:
We would like to construct a 12 volt, 24 volt, and 110 volt ground power
cart for powering electrical tools, etc. and for jumping our club airplanes
during the winters here in the wilds of Jersey. We have non-electrified
outdoor tiedown spots.
It would seem (2) 12 volt automotive batteries in series would be
inexpensive and we would keep them charged via simple 12v solar chargers
mounted on top of our storage shed. The 24V charging/inverting devices are
hundreds of dollars.
So how might such a circuit look to "isolate" the batteries for 12 volt
charging and occasional 120v inverter usage from the 12v side and still
allow on-demand 24/28V "jumping"?
My thinking says manually isolate the 24v series circuit until I want to
"jump" and just throw a switch to go 24v with everything else physically
disconnected. Or is there a more elegant solution? Idiot proof would be
best, remember these are pilots !!!
I have thought about this for some months but see no simple solution to
provide this "isolation" function but then I am a BSCS, not an EE.
Thanks... Ed
Message 7
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Subject: | Ground Power / Tiedown Power Cart |
Subject: AeroElectric-List: Ground Power / Tiedown Power Cart
Here's a subject I have not seen discussed, as of yet, on the list or
in Bob's Aero-Electric Connection:
We would like to construct a 12 volt, 24 volt, and 110 volt ground
power cart for powering electrical tools, etc. and for jumping our
club airplanes during the winters here in the wilds of Jersey. We
have non-electrified outdoor tiedown spots.
It would seem (2) 12 volt automotive batteries in series would be
inexpensive and we would keep them charged via simple 12v solar
chargers mounted on top of our storage shed. The 24V
charging/inverting devices are hundreds of dollars.
So how might such a circuit look to "isolate" the batteries for 12
volt charging and occasional 120v inverter usage from the 12v side
and still allow on-demand 24/28V "jumping"?
My thinking says manually isolate the 24v series circuit until I want
to "jump" and just throw a switch to go 24v with everything else
physically disconnected. Or is there a more elegant solution? Idiot
proof would be best, remember these are pilots !!!
I have thought about this for some months but see no simple solution
to provide this "isolation" function but then I am a BSCS, not an EE.
Thanks... Ed
I've had occasion to observer or participate in the
fabrication of several battery carts over the years.
Functionally, it's not a big deal except for that
pesky DPDT switch that has to carry many hundreds
of amps. You can synthesize the switch from an array
of contactors but there is risk for shorting out one
of the batteries if a contactor sticks.
The simplest and least risky 12/24 switching involved
changing some jumpers around on a sort of "stud panel"
where the jumpers were brass bars held on threaded
studs with large hand operated "nuts" . . . but
the loose bars and exposed studs offered some slight
risk of shorts . . . about he same degree of risk
as for swinging wrenches on car battery (+) terminals.
I've been pondering a design for a jumper bar assembly
where the bars are sandwiched between two sheets
of insulating material. The spacing of the studs
is such that the array cannot be installed in any
way except one that produces the 12/24 configuration.
I'll publish the drawings in a day or so. Had them
about done tonight but had to halt operations
long enough to restore a c-drive.
Bob . . .
I've been pondering a variation on that idea
Bob . . .
Message 8
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Subject: | Re: Ground Power / Tiedown Power Cart |
Bob,
A thought on the battery cart. I have a tig welder that has jumpers for
various settings that used welding cable with male ends on it as
jumpers. The females are mounted in a panel and the only time there
might be an exposed connector would be if someone left a jumper end
dangling.
FWIW
Raymond Julian
Kettle River, MN
On 10/23/2010 11:50 PM, Robert L. Nuckolls, III wrote:
> *Subject: AeroElectric-List: Ground Power / Tiedown Power Cart
>
> Here's a subject I have not seen discussed, as of yet, on the list or in
> Bob's Aero-Electric Connection:
>
> We would like to construct a 12 volt, 24 volt, and 110 volt ground power
> cart for powering electrical tools, etc. and for jumping our club
> airplanes during the winters here in the wilds of Jersey. We have
> non-electrified outdoor tiedown spots.
>
> It would seem (2) 12 volt automotive batteries in series would be
> inexpensive and we would keep them charged via simple 12v solar chargers
> mounted on top of our storage shed. The 24V charging/inverting devices
> are hundreds of dollars.
>
> So how might such a circuit look to "isolate" the batteries for 12 volt
> charging and occasional 120v inverter usage from the 12v side and still
> allow on-demand 24/28V "jumping"?
>
> My thinking says manually isolate the 24v series circuit until I want to
> "jump" and just throw a switch to go 24v with everything else physically
> disconnected. Or is there a more elegant solution? Idiot proof would be
> best, remember these are pilots !!!
>
> I have thought about this for some months but see no simple solution to
> provide this "isolation" function but then I am a BSCS, not an EE.
>
> Thanks... Ed
>
> * I've had occasion to observer or participate in the
> fabrication of several battery carts over the years.
> Functionally, it's not a big deal except for that
> pesky DPDT switch that has to carry many hundreds
> of amps. You can synthesize the switch from an array
> of contactors but there is risk for shorting out one
> of the batteries if a contactor sticks.
>
> The simplest and least risky 12/24 switching involved
> changing some jumpers around on a sort of "stud panel"
> where the jumpers were brass bars held on threaded
> studs with large hand operated "nuts" . . . but
> the loose bars and exposed studs offered some slight
> risk of shorts . . . about he same degree of risk
> as for swinging wrenches on car battery (+) terminals.
>
> I've been pondering a design for a jumper bar assembly
> where the bars are sandwiched between two sheets
> of insulating material. The spacing of the studs
> is such that the array cannot be installed in any
> way except one that produces the 12/24 configuration.
>
> I'll publish the drawings in a day or so. Had them
> about done tonight but had to halt operations
> long enough to restore a c-drive.
>
> Bob . . .
>
> I've been pondering a variation on that idea
>
>
> Bob . . .
>
> *
>
>
> *
Message 9
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Subject: | Re: Ground Power / Tiedown Power Cart |
At 12:18 AM 10/24/2010, you wrote:
>
>Bob,
>
>A thought on the battery cart. I have a tig welder that has jumpers
>for various settings that used welding cable with male ends on it as
>jumpers. The females are mounted in a panel and the only time there
>might be an exposed connector would be if someone left a jumper end dangling.
Yeah . . . I considered that kind of device. They're pretty
pricey. Take a look at the hammer-n-tongs approach and see
what you think.
Bob . . .
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