Today's Message Index:
----------------------
1. 05:18 AM - Re: Off topic electric drag racer (Harley)
2. 06:51 AM - Re: tool multitasking (Noel Loveys)
3. 08:18 AM - Re: Off topic electric drag racer (Robert L. Nuckolls, III)
4. 08:37 AM - Re: tool multitasking (DeWitt Whittington)
5. 09:22 AM - Re: tool multitasking (Robert Borger)
6. 10:25 AM - Re: Off topic electric drag racer (Jim Berry)
7. 10:36 AM - Re: Off topic electric drag racer (Terry Watson)
8. 11:32 AM - Comm Antenna & SWR Reading -- Too High? (Bob Falstad)
9. 01:35 PM - Manifold Pressure Tranducers (Richard Reynolds)
10. 02:03 PM - Re: Comm Antenna & SWR Reading -- Too High? (Robert L. Nuckolls, III)
11. 02:04 PM - Re: Manifold Pressure Tranducers (Robert L. Nuckolls, III)
12. 03:49 PM - Re: Off topic electric drag racer (Noel Loveys)
13. 04:08 PM - Re: tool multitasking (Noel Loveys)
14. 04:30 PM - Re: tool multitasking (DeWitt Whittington)
15. 05:47 PM - Re: tool multitasking (Noel Loveys)
16. 06:43 PM - Re: Off topic electric drag racer (Robert L. Nuckolls, III)
17. 06:48 PM - Re: tool multitasking (Robert L. Nuckolls, III)
18. 07:07 PM - Re: Comm Antenna & SWR Reading -- Too High? (Robert L. Nuckolls, III)
19. 07:27 PM - Re: Comm Antenna & SWR Reading -- Too High? (Dj Merrill)
20. 08:06 PM - Re: Off topic electric drag racer (Robert Mitchell)
Message 1
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Subject: | Re: Off topic electric drag racer |
He switched from lead acid to lithium batteries in 2010...that's
what he used to get his latest world quarter mile speed record.
Kilocycle loaned him the batteries...here's a page from his
website that lists all the features and details of this
Datsun...type of batteries, motor, controller, etc.
www.plasmaboyracing.com/history/2010.php
I remember seeing an article back in the 60s or 70s in Popular
Mechanics or Mechanix Illustrated that outlined installing a jet
engine starter motor to replace the gas engine in a sport car. I
almost tried it as I only had a five mile drive to work...!
Harley
-----------------------------------------------------------------
On 1/22/2011 10:20 PM, Robert Mitchell wrote:
> So, what are the Batteries here?
>
> Bob Mitchell
> L-320
>
>>
>>
>>
>> If a little guy in a home garage can make this, what are
>> all the big car makers doing in all their giant labs?
>> www.opb.org/programs/ofg/videos/view/56-Electric-Drag-Racing
>> <http://www.opb.org/programs/ofg/videos/view/56-Electric-Drag-Racing>
>>
>>
> *
>
>
> *
Message 2
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Subject: | tool multitasking |
If you want to see what the off type crimper will do to a D sub din just
try it... but get an extra pin first. I don't think you will try again.
When I trained we were told to try it. We even tried non-ratcheting
crimpers and just about anything else you can imagine. What worked was the
right crimper with the right size jaws for the right pin.
Do you guys use coloured wire or white printed wire and if you use the
printed stuff where do you get it printed?
Noel
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Tim
Andres
Sent: January 22, 2011 12:58 PM
Subject: Re: AeroElectric-List: tool multitasking
I'm cheap also, but I saved several thousand dollars over having this panel
built for me. One of the panel builders qouted me $8K to build the panel and
wire it with power only. That did not include the avionics interconnects. So
I bought the Daniels crimpers with the proper positioners for about $200,
and spent about 3 weeks doing it myself including having the panel CNC cut.
I believe to crimp the HD pins you need the Daniels crimper (or equivalent)
Tim Andres
_____
From: Charlie England <ceengland@bellsouth.net>
Sent: Sat, January 22, 2011 7:48:59 AM
Subject: AeroElectric-List: tool multitasking
OK, I'm cheap.
Is there any chance that the B&C RCT-2 crimper will crimp regular &/or
hi-density d-sub pins? If so, I can just buy the RCT-2 instead of both it
and the RCT-3.
Will the RCT-3 crimp the hi-density d-sub pins, or is one of the +$100 tools
needed for those?
Thanks,
Charlie
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Message 3
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Subject: | Re: Off topic electric drag racer |
>
>I remember seeing an article back in the 60s or 70s in Popular
>Mechanics or Mechanix Illustrated that outlined installing a jet
>engine starter motor to replace the gas engine in a sport car. I
>almost tried it as I only had a five mile drive to work...!
I think it was Mother Earth magazine that published
a number of articles on gas to electric conversions.
They became popular DIY projects in the 70's and 80's.
I think I recall somebody in the aviation industry
complaining that a particular starter-generator, once
prolific in the used/surplus market was hard to find,
"all those electric car guys snapped them up".
No doubt production electric cars of the future will
have brushless DC motors at each wheel. Drive train
transmissions will evaporate. Indeed, the electric
airplane projects are brushless motors too. These
motors lend themselves to higher voltage operations
which keeps I(squared)R losses down. Lower currents
help offset trade off for Li-Ion with very high energy
densities but higher internal resistances in the cells.
It's a big hat dance around the simple-ideas in physics
that drive the quest for a successful recipe . . . where
success is measured in market acceptance (pure economics).
The cool thing is that we can sit back and watch somebody
else's time/talent/resources being expended at the hat dance.
As with many 'automotive' products that found their way
onto our airplanes, products that arise from these new
technologies will have millions of road-miles on them
before we need to spend out time/talent/resources figuring
how to best benefit us in the air.
The micro-controller was field-tested in millions of
personal computing products and coffee pots before
an EFIS system became a gleam in somebody's eye.
Bob . . .
Message 4
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Subject: | tool multitasking |
All,
On our Sportsman 2+2 we have been using a Dymo Rhino 3000 printer and
use the Rhino printable heat shrink and labels. It does a smashing
job of allowing us to put any text label on our wires which we do on
each end. The printer prints on the flat heatshrink available in
colors, so we can color code white wire and label in plain English or
any sort of code we want. Not cheap but very professional. We use
some basic wire colors too to generally delineate power/ground/signal wires.
Dee Whittington
At 09:48 AM 1/23/2011, you wrote:
>Do you guys use coloured wire or white printed wire and if you use
>the printed stuff where do you get it printed?
>
>Noel
>
DeWitt (Dee) Whittington
406 N Mulberry St
Richmond, VA 23220-3320
(804) 358-4333 phone and fax
SKYPE: hilltopkid
dee.whittington@gmail.com
Message 5
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Subject: | Re: tool multitasking |
Y'all,
Same solution I was going to suggest. Works great.
Bob Borger
Europa Kit #A221 N914XL, XS Tri-Gear, Intercooled 914, Airmaster C/S Prop
http://www.europaowners.org/forums/gallery2.php?g2_itemId=60232
http://www.biplaneforumgallery.com/index.php?cat=10046
Europa Flying!
3705 Lynchburg Dr.
Corinth, TX 76208
Home: 940-497-2123
Cel: 817-992-1117
On Jan 23, 2011, at 10:32, DeWitt Whittington wrote:
> All,
>
> On our Sportsman 2+2 we have been using a Dymo Rhino 3000 printer and use the
Rhino printable heat shrink and labels. It does a smashing job of allowing us
to put any text label on our wires which we do on each end. The printer prints
on the flat heatshrink available in colors, so we can color code white wire
and label in plain English or any sort of code we want. Not cheap but very professional.
We use some basic wire colors too to generally delineate power/ground/signal
wires.
>
> Dee Whittington
>
>
> At 09:48 AM 1/23/2011, you wrote:
>
>> Do you guys use coloured wire or white printed wire and if you use the printed
stuff where do you get it printed?
>>
>> Noel
>>
> DeWitt (Dee) Whittington
> 406 N Mulberry St
> Richmond, VA 23220-3320
> (804) 358-4333 phone and fax
> SKYPE: hilltopkid
> dee.whittington@gmail.com
>
>
>
>
Message 6
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Subject: | Re: Off topic electric drag racer |
If you liked Bill Dube's electric motorcycle dragster, wait till you see their
new electric Bonneville racer. It will take a longer extension cord though.
Jim Berry
RV-10
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=328054#328054
Message 7
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Subject: | Off topic electric drag racer |
Way back in the 1950's, my Dad had an electric feed cart that we used on our
mink ranch. The motor was the starter-generator out of a 1928 Dodge. I
remember that when he decided to buy the semi-custom cart from a company in
California, he and Mom drove the station wagon from 100 miles north of
Seattle south, stopping at junk yards along the way looking for '28 Dodge
starter-generators. By the time they got to the manufacturer's facilities in
California, they had enough of them to swap for the feed cart.
The cart had a couple of truck batteries in it. I think I remember it had a
chain drive from the motor to a differential with the drive wheels in the
back, with a single wheel in the front steered by a vertical tiller with a
handle at the top that fit between my legs when I got tall enough. You stood
on a platform at the back that was the forward-reverse and speed control.
Lean forward for forward; back to stop or reverse. Leaning to the side
turned the front wheel. We typically hauled maybe 200 pounds of mink feed on
it. It was a very useful little vehicle around the ranch, but it didn't do
well on rough ground.
Terry
Seattle
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Robert L.
Nuckolls, III
Sent: Sunday, January 23, 2011 7:14 AM
Subject: Re: AeroElectric-List: Off topic electric drag racer
I remember seeing an article back in the 60s or 70s in Popular Mechanics or
Mechanix Illustrated that outlined installing a jet engine starter motor to
replace the gas engine in a sport car. I almost tried it as I only had a
five mile drive to work...!
I think it was Mother Earth magazine that published
a number of articles on gas to electric conversions.
They became popular DIY projects in the 70's and 80's.
I think I recall somebody in the aviation industry
complaining that a particular starter-generator, once
prolific in the used/surplus market was hard to find,
"all those electric car guys snapped them up".
No doubt production electric cars of the future will
have brushless DC motors at each wheel. Drive train
transmissions will evaporate. Indeed, the electric
airplane projects are brushless motors too. These
motors lend themselves to higher voltage operations
which keeps I(squared)R losses down. Lower currents
help offset trade off for Li-Ion with very high energy
densities but higher internal resistances in the cells.
It's a big hat dance around the simple-ideas in physics
that drive the quest for a successful recipe . . . where
success is measured in market acceptance (pure economics).
The cool thing is that we can sit back and watch somebody
else's time/talent/resources being expended at the hat dance.
As with many 'automotive' products that found their way
onto our airplanes, products that arise from these new
technologies will have millions of road-miles on them
before we need to spend out time/talent/resources figuring
how to best benefit us in the air.
The micro-controller was field-tested in millions of
personal computing products and coffee pots before
an EFIS system became a gleam in somebody's eye.
Bob . . .
Message 8
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Subject: | Comm Antenna & SWR Reading -- Too High? |
Bob, et al,
I'm upgrading/replacing the instrument panel in my GlaStar. Part of the project
includes the installation of a Comant CI-122 "bent whip" antenna on the belly
under the baggage compartment area. This antenna will be my "Comm 1" antenna
and will be connected to a Garmin 430W. Because of the composite fuselage,
I installed a 24" x 36" Al ground plane in the belly. The antenna is positioned
so that the entire antenna is "covered" by the ground plane (i.e., the antenna
base is mounted about 12" from the long-axis end of the ground plane. The
antenna is connected (and bonded) to the ground plane with the four stainless
machine screws used to mount the antenna.
A friend who is a ham/EE/PE tested this antenna for SWR and he wasn't very encouraged
by the results. Here are the data:
Equipment:
Bird Watt Meter with (slug?) 5C at 5W, 100 - 250 Mhz
100W Dummy Load: Decibel DB4303G
We used my Yaesu handheld as the transmitter.
Everything was coupled together with BNC connectors.
Test 1: 122.9 MHz (the CTAF at my base): Forward Power: 0.8; Reverse Power:
0.43; VSWR 6.5
Test 2: 125.0 MHz Forward Power: 0.8; Reverse Power: 0.4; VSWR 5.8
Test 3: 130.0 MHz Forward Power: 0.8; Reverse Power: 0.4; VSWR 5.8
We checked the resistance between the four mounting screws and the outside (ground?)
of a BNC connector connected to the antenna. The resistances were all ~0.1
Ohm. The Bird meter was connected directly to the antenna BNC through my
buddy's feedline which appeared to be about 4 feet long. I don't know what type
of coax he used. (The feedline for this antenna to the 430W will be RG-400.)
The test was done in a closed metal hangar. Would that or the proximity of
the antenna to the concrete hangar floor affect the results?
What's your take on this? Should the SWR be significantly lower for good performance
(I plan on flying this plane in IMC)? Are there things that I should/could
do to improve performance before I put the baggage compartment structure
back in and make things much less accessible? Or should this installation/SWR
readings indicate acceptable performance? With these SWR readings, will the
reflected power cause any damage to the Garmin 430W?
Does testing the SWR of a "cat's-whisker" VOR/Loc/GS antenna make sense? I installed
one of those, as well, but the feedline (the yellow tri-ax that comes with
GlaStars) wasn't terminated on the radio end. If it makes sense to do so,
I can go back and test it after I've terminated that feedline.
Thanks in advance.
Best regards,
Bob Falstad
GlaStar N248BF
~310 Hours
Message 9
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Subject: | Manifold Pressure Tranducers |
Will the manifold pressure transducers hold vacuum when vacuum tested?
I have one for the Rocky Mountain Instruments uMonitor and one for the Lightspeed
CDI system.
Richard Reynolds
Norfolk VA
RV-6A - N841RV
Message 10
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Subject: | Re: Comm Antenna & SWR Reading -- Too High? |
Test 1: 122.9 MHz (the CTAF at my base): Forward
Power: 0.8; Reverse Power: 0.43; VSWR 6.5
Test 2: 125.0
MHz Forward
Power: 0.8; Reverse Power: 0.4; VSWR 5.8
Test 3: 130.0
MHz Forward
Power: 0.8; Reverse Power: 0.4; VSWR 5.8
We checked the resistance between the four mounting screws and the
outside (ground?) of a BNC connector connected to the antenna. The
resistances were all ~0.1 Ohm. The Bird meter was connected directly
to the antenna BNC through my buddy's feedline which appeared to be
about 4 feet long. I don't know what type of coax he used. (The
feedline for this antenna to the 430W will be RG-400.) The test was
done in a closed metal hangar. Would that or the proximity of the
antenna to the concrete hangar floor affect the results?
Some but I don't think all that much.
What's your take on this? Should the SWR be significantly lower for
good performance (I plan on flying this plane in IMC)? Are there
things that I should/could do to improve performance before I put the
baggage compartment structure back in and make things much less
accessible? Or should this installation/SWR readings indicate
acceptable performance?
Could be. We need to consider the effects of making
measurements on the transmitter end of a piece of coax
when studying the characteristics of a particular
load (antenna).
The only time a piece of coax will show 1:1 SWR is
when the OTHER end is terminated in a load having the
same characteristic impedance. In this case 50 ohms
resistive and no reactive component.
Consider also that the antenna's characteristics
measured at the base may never be exactly 50 ohms
and it may include reactive components (inductance/
capacitance) as well.
Just went to the bench and fabricated this test
article.
Emacs!
It's 22" of 12AWG copper soldered to a BNC chassis connector
mounted to approximate center of a copper sheet 24 x 36
inches.
The investigative instrument of choice is the MFJ-259
antenna analyzer. Here is a chart of measurement results:
Emacs!
A fine wire, 1/4 wave radiator has a resonance base impedance that
is quite low. As you can see, at 126 MHz and minimized feedline,
the reactive component of this antenna went down to 0 ohms (resonance)
and the resistive component was about 12 ohms. Hmmm . . . 12/50
explains the 4:1 SWR reading that was observed. So in terms of best
performance (resonance) this antenna is rather crippled for accepting
all the power that a 50 ohm feedline has to offer.
At the extreme ends of the comm band, the reactive and resistive
components did their expected hat dances with SWR readings that
never got better than about 3:1 at any frequency.
Okay, let's put a piece of "test coax" between the antenna and
instrument. SWR figures got better over the range of interest although
resistive and reactive components became a bit more agitated.
This is because of the effects of frequency on a mismatched
piece of coax can be profound in terms of what is viewed
looking into the same end as your transceiver. We take advantage
of these "transforming" effects offered by mis-matched transmission
lines but in the case before us, there's no particular advantage
to be gained. The question to be answered is "how much practical
difference does it make?"
Interestingly enough, the longer a transmission line, the
BETTER things get. This is because of losses in the line.
You can hook your transponder to one end of a 1000' spool
of the best coax out there and it wouldn't know if the
other end was open, shorted, or had a good antenna on it.
Even if there WAS a good antenna on it, no practical amount
of energy would even reach it due to transmission line
losses.
So back to your quest and questions:
The effective testing for antenna systems generaly
assumes that the antenna itself is okay. It MAY have some
pretty squirrely characteristics . . . but that's how
monopole-quarterwave antennas are. So is your
feedline good? Put a dummy load on the antenna end of
the feedline and check SWR over frequency range of interest
from the transceiver end.
Since you've terminated the feedline in a value it
LIKES, the SWR should be 1:1 over full frequency
range. If the feed path is compromised with opens
or shorts, the SWR will not be 1:1 at any frequency
and will wobble all over the place as frequency
changes.
But if the antenna is not damaged, the mounting
hardware is tight, the ground-plane moderately
adequate, then consider it good.
Now, it is useful to make SWR observations over
range of interest when the installation is new
and write them down. Use them as a benchmark for
future reference if you ever have a reason to
question antenna performance.
With these SWR readings, will the reflected power cause any damage to
the Garmin 430W?
No. Modern transceivers have built in protection for
poor performing loads . . . up to and including shorted
and open transmission lines.
Does testing the SWR of a "cat's-whisker" VOR/Loc/GS antenna make sense?
Sure. But keep in mind that SWR is a measure of the antenna's
ability to accept/deliver energy and says nothing about
operational performance. I've seen antennas with 'terrible'
SWR out-perform antennas with 'excellent' swr but for reasons
other than impedance matching. Do separate dummy loaded
and antenna loaded measurements of the as-installed antenna
and associated feedline.
Hooking any sort of analyzer to the antenna itself will
yield good data but it will be data that has little or
no significance in terms of performance.
Given what we know of your system based on data you cited,
I have no reason to suspect that anything is amiss. It
would be good to get forward/reverse power measurements
of the as-installed antenna and feedline. Check THESE
numbers against manufacturer's limits in the installation
manual.
A caveat: Your own results may vary. Some commercial
antennas MAY have impedance transformation networks built
in that are intended to improve power transfer over the
range of interest. Further, the test I just demonstrated
is a fine-wire antenna . . . sharply resonant compared to
say a piece of 1/2" tubing which would be broader (and
harder to mount plus more drag) Shark fin antennas on
air-transport category airplanes have impedance matching
in the base and 'broadness' in the radiating components.
Finally, keep in mind that Cessna and others fitted their
products with antennas that looked a lot like this:
Emacs!
Tens of thousands of antennas went out the factory
doors with this or similar configuration. This was
in a time when radios were MUCH less capable in terms
of sensitivity and signal/noise ratio of modern
avionics.
The upshot is that it's more important to BE CONNECTED
to what ever antenna you have than it is to massage
measured or perceived performance. No antenna is bad,
any antenna is probably good.
Bob . . .
Message 11
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Subject: | Re: Manifold Pressure Tranducers |
At 04:29 PM 1/23/2011, you wrote:
><richardreynolds@cox.net>
>
>Will the manifold pressure transducers hold vacuum when vacuum tested?
>
>I have one for the Rocky Mountain Instruments uMonitor and one for
>the Lightspeed CDI system.
I've never encountered any pressure transducer that
was not 'air tight' to the environment. It sorta
hoses performance. Yes, you can test by pulling a
vacuum and watching for leaks.
Bob . . .
Message 12
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Subject: | Off topic electric drag racer |
Snip
No doubt production electric cars of the future will
have brushless DC motors at each wheel. Drive train
transmissions will evaporate. Indeed, the electric
airplane projects are brushless motors too. These
motors lend themselves to higher voltage operations
which keeps I(squared)R losses down.
. Years ago I think it was Popular Science had a story on a vehicle
with that particular drive. Theirs was a 6X6.
Snip
The cool thing is that we can sit back and watch somebody
else's time/talent/resources being expended at the hat dance.
As with many 'automotive' products that found their way
onto our airplanes, products that arise from these new
technologies will have millions of road-miles on them
before we need to spend out time/talent/resources figuring
how to best benefit us in the air.
Bob, I'm a bit surprised you didn't mention the serious work thousands of
amateur radio buffs did on digital controls let alone digital emissions. I
still remember sending full colour photographs around the world through a 1
khz bandwidth.
Noel
Message 13
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Subject: | tool multitasking |
Great to hear.
Problem with coloured wires is of course getting a fool up between a red
wire with a green trace and a red wire with a blue trace (colour blindness)
and or the red wire with the yellow trace and the yellow wire with the red
trace.
I like number codes... Eg. Charging circuits may be all marked 1- the
next number in the code will be the piece in the run so if you have a
firewall through put the second piece of wire to your regulator/rectifier
could be 1-2. Then from the rectifier to the master switches could be
1-2-1. Makes things so easy to follow on a schematic as well as in the
plane. The white colour allows you to see any heat problems.
Being a bit old school... Make that a lot old school... I'd like to see the
inventor of nylon tie wraps severely flogged with a piece of his own tie
wrap. I wish I had a penny for every time I gashed my hands or arms on that
stuff. Wax string and Cora Seal is a lot neater but does take a bit more
time to do properly.
Noel
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of DeWitt
Whittington
Sent: January 23, 2011 1:03 PM
Subject: RE: AeroElectric-List: tool multitasking
All,
On our Sportsman 2+2 we have been using a Dymo Rhino 3000 printer and use
the Rhino printable heat shrink and labels. It does a smashing job of
allowing us to put any text label on our wires which we do on each end. The
printer prints on the flat heatshrink available in colors, so we can color
code white wire and label in plain English or any sort of code we want. Not
cheap but very professional. We use some basic wire colors too to generally
delineate power/ground/signal wires.
Dee Whittington
At 09:48 AM 1/23/2011, you wrote:
Do you guys use coloured wire or white printed wire and if you use the
printed stuff where do you get it printed?
Noel
DeWitt (Dee) Whittington
406 N Mulberry St
Richmond, VA 23220-3320
(804) 358-4333 phone and fax
SKYPE: hilltopkid
dee.whittington@gmail.com
Message 14
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Subject: | tool multitasking |
No, Noel,
We do not use colored wires with color traces. Only easy to
distinguish solid colors and only a few of those. The detail we leave
to the plain English or as desired coded printed heat shrink labels
placed everywhere as needed.
Agree cord is the best, but our Ty-Wraps (we only use that brand by
Thomas & Betts) we cut totally flush with a special pair of diagonal
cutters easily available on the market. No sliced hands so far.
Dee
At 07:04 PM 1/23/2011, you wrote:
>Great to hear.
>
>Problem with coloured wires is of course getting a fowl up between a
>red wire with a green trace and a red wire with a blue trace (colour
>blindness) and or the red wire with the yellow trace and the yellow
>wire with the red trace.
>
>I like number codes... Eg. Charging circuits may be all marked
>1- the next number in the code will be the piece in the run so if
>you have a firewall through put the second piece of wire to your
>regulator/rectifier could be 1-2. Then from the rectifier to the
>master switches could be 1-2-1. Makes things so easy to follow on a
>schematic as well as in the plane. The white colour allows you to
>see any heat problems.
>
>Being a bit old school... Make that a lot old school... I'd like to
>see the inventor of nylon tie wraps severely flogged with a piece of
>his own tie wrap. I wish I had a penny for every time I gashed my
>hands or arms on that stuff. Wax string and Cora Seal is a lot
>neater but does take a bit more time to do properly.
>
>Noel
>
>From: owner-aeroelectric-list-server@matronics.com
>[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
>DeWitt Whittington
>Sent: January 23, 2011 1:03 PM
>To: aeroelectric-list@matronics.com
>Subject: RE: AeroElectric-List: tool multitasking
>
>All,
>
>On our Sportsman 2+2 we have been using a Dymo Rhino 3000 printer
>and use the Rhino printable heat shrink and labels. It does a
>smashing job of allowing us to put any text label on our wires which
>we do on each end. The printer prints on the flat heatshrink
>available in colors, so we can color code white wire and label in
>plain English or any sort of code we want. Not cheap but very
>professional. We use some basic wire colors too to generally
>delineate power/ground/signal wires.
>
>Dee Whittington
>
>
>At 09:48 AM 1/23/2011, you wrote:
>
>
>Do you guys use coloured wire or white printed wire and if you use
>the printed stuff where do you get it printed?
>
>Noel
>
>DeWitt (Dee) Whittington
>406 N Mulberry St
>Richmond, VA 23220-3320
>(804) 358-4333 phone and fax
>SKYPE: hilltopkid
>dee.whittington@gmail.com
>
>
>http://www.matronics.com/Navigator?AeroElectric-List
>
>
>http://forums.matronics.com
>
>
>http://www.matronics.com/contribution
>
>
DeWitt (Dee) Whittington
406 N Mulberry St
Richmond, VA 23220-3320
(804) 358-4333 phone and fax
SKYPE: hilltopkid
dee.whittington@gmail.com
Message 15
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Subject: | tool multitasking |
Any tie wraps can be made safe by simply sanding the sharp ends where the
excess gets cut off. Too bad not many people take the seconds required to
do that. You've been luckier than I have... and I have scars to prove it!
Noel
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of DeWitt
Whittington
Sent: January 23, 2011 8:56 PM
Subject: RE: AeroElectric-List: tool multitasking
No, Noel,
We do not use colored wires with color traces. Only easy to distinguish
solid colors and only a few of those. The detail we leave to the plain
English or as desired coded printed heat shrink labels placed everywhere as
needed.
Agree cord is the best, but our Ty-Wraps (we only use that brand by Thomas &
Betts) we cut totally flush with a special pair of diagonal cutters easily
available on the market. No sliced hands so far.
Dee
At 07:04 PM 1/23/2011, you wrote:
Great to hear.
Problem with coloured wires is of course getting a fowl up between a red
wire with a green trace and a red wire with a blue trace (colour blindness)
and or the red wire with the yellow trace and the yellow wire with the red
trace.
I like number codes... Eg. Charging circuits may be all marked 1- the
next number in the code will be the piece in the run so if you have a
firewall through put the second piece of wire to your regulator/rectifier
could be 1-2. Then from the rectifier to the master switches could be
1-2-1. Makes things so easy to follow on a schematic as well as in the
plane. The white colour allows you to see any heat problems.
Being a bit old school... Make that a lot old school... I'd like to see the
inventor of nylon tie wraps severely flogged with a piece of his own tie
wrap. I wish I had a penny for every time I gashed my hands or arms on that
stuff. Wax string and Cora Seal is a lot neater but does take a bit more
time to do properly.
Noel
From: owner-aeroelectric-list-server@matronics.com [
mailto:owner-aeroelectric-list-server@matronics.com
<mailto:owner-aeroelectric-list-server@matronics.com> ] On Behalf Of DeWitt
Whittington
Sent: January 23, 2011 1:03 PM
Subject: RE: AeroElectric-List: tool multitasking
All,
On our Sportsman 2+2 we have been using a Dymo Rhino 3000 printer and use
the Rhino printable heat shrink and labels. It does a smashing job of
allowing us to put any text label on our wires which we do on each end. The
printer prints on the flat heatshrink available in colors, so we can color
code white wire and label in plain English or any sort of code we want. Not
cheap but very professional. We use some basic wire colors too to generally
delineate power/ground/signal wires.
Dee Whittington
At 09:48 AM 1/23/2011, you wrote:
Do you guys use coloured wire or white printed wire and if you use the
printed stuff where do you get it printed?
Noel
DeWitt (Dee) Whittington
406 N Mulberry St
Richmond, VA 23220-3320
(804) 358-4333 phone and fax
SKYPE: hilltopkid
dee.whittington@gmail.com
<http://www.matronics.com/Navigator?AeroElectric-List>
http://www.matronics.com/Navigator?AeroElectric-List
<http://forums.matronics.com/>
http://forums.matronics.com <http://forums.matronics.com/>
<http://www.matronics.com/contribution>
http://www.matronics.com/contribution
DeWitt (Dee) Whittington
406 N Mulberry St
Richmond, VA 23220-3320
(804) 358-4333 phone and fax
SKYPE: hilltopkid
dee.whittington@gmail.com
Message 16
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Subject: | Off topic electric drag racer |
>
>Bob, I'm a bit surprised you didn't mention the serious work
>thousands of amateur radio buffs did on digital controls let alone
>digital emissions. I still remember sending full colour photographs
>around the world through a 1 khz bandwidth.
Yeah, there was a lot of packet work begin done in the late '80s
and slow-scan tv predates that by 10 years or more. There
are no doubt thousands of examples of 'leading edge' process
and technology that laid the groundwork for the future
of today's product. But we were talking about systems
and components that provide low risk, useful services in
the airplane.
Development costs need to be amortized over great
numbers for them to become insignificant. Little
airplanes don't represent much of a market! Our
demonstrated reservoir of successful recipes
have come from the volume consumer markets.
The SVLA battery has been around commercially
since 1970 but it wasn't until 1990 that they got a real
toe holed in OBAM aviation . . . and only then after
the un-interruptible power supply market bloomed.
When LORAN was still king and a panel mounted GPS was
prohibitively expensive, I bought a perfectly serviceable
GPS for airplanes from a Boat US catalog for $200.
I didn't mean to 'slight' any of the guys who
did it first. But doing if first doesn't immediately
and directly translate into useful, cost-effective
product.
Bob . . .
Message 17
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Subject: | tool multitasking |
> . . . we cut totally flush with a special pair of diagonal cutters
> easily available on the market. No sliced hands so far.
I suspect the "special" cutters are commonly referred to
as jewelers flush cutters. The come in a variety of
qualities and prices. The ones I've been using around
here for awhile are.
http://tinyurl.com/4nptpy5
These are not yer granpa's fence wire tool. Apply
these judiciously.
Bob . . .
Message 18
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Subject: | Re: Comm Antenna & SWR Reading -- Too High? |
At 02:27 PM 1/23/2011, you wrote:
>
>Bob, et al,
>
>I'm upgrading/replacing the instrument panel in my GlaStar. Part of
>the project includes the installation of a Comant CI-122 "bent whip"
>antenna on the belly under the baggage compartment area.
I did some searching for manufacturer's specs on the
CI-122 and found VSWR specs of both 2:1 and 3:1 maximum.
These kinds of figures imply some sort of impedance matching
hardware in the base of the antenna. It would be interesting
to do an ohmmeter test from center pin on the antenna's connector
and ground. If is shows a 'short', I suspect that some sort
of matching system is installed.
If that's true, then the values you were reading for
the tests are perhaps more worrisome. Get your ohmmeter
out an take a peek.
Bob . . .
Message 19
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Subject: | Re: Comm Antenna & SWR Reading -- Too High? |
On 1/23/2011 2:27 PM, Bob Falstad wrote:
>
> Test 1: 122.9 MHz (the CTAF at my base): Forward Power: 0.8; Reverse Power:
0.43; VSWR 6.5
> Test 2: 125.0 MHz Forward Power: 0.8; Reverse Power: 0.4; VSWR 5.8
> Test 3: 130.0 MHz Forward Power: 0.8; Reverse Power: 0.4; VSWR 5.8
Hi Bob,
In my opinion, anything greater than 2:1 would be unacceptable for
use in my ham station or my airplane. The very high SWR you have
indicates a significant loss of signal. At an SWR of 6.5 to 1, you are
losing over 50% of your radio signal (ie, less than half of your signal
is being transmitted out the antenna, and the rest is being reflected
back into your radio).
Google SWR for a ton of info on the topic, with a good reference at
http://en.wikipedia.org/wiki/Standing_wave_ratio (Scroll down to the
Practical Applications section)
and an online calculator showing percent of loss at:
http://www.csgnetwork.com/vswrlosscalc.html
6.5:1 indicates you may be losing 53% of your signal. 2:1 is only
11%. The better (lower) the SWR, the better the performance, and IMHO
if I were going IMC with it, I'd want the best performance I could get.
Will it work at 6.5:1? Yes, it will. Is it "the best we know how
to do"? In my opinion, no. I'd ask your Ham buddy to look it over to
see if anything can be done to help.
Some things I can think of to try:
- With the Glastar's metal cage and landing legs, if the antenna is
installed close enough to either that might have an effect on SWR. Even
the rudder and elevator cables running down the center of the baggage
area could possibly have an effect. Does the SWR change of your move
the rudder or the control stick for the elevator? You might try taking
the antenna out of the plane, installing it on a ground plane on your
work bench and test it there to see if you can duplicate the results.
- The Glastar has a fairly thick fiberglass shell. When you
installed the antenna, did you carve out the fiberglass so that the
antenna is touching the ground plane, or did you install it such that
there is a gap between the antenna and ground plane (ie, the thickness
of the fiberglass)? This could have a significant difference in SWR if
the antenna is supposed to be mounted directly to the ground plane with
no gap, as in the case of a metal plane.
- Is there an adjustment on the antenna itself?
- Double check that all of your coax lines are good, and there are
no stray pieces of the shield material that might be shorting out to the
center conductor.
Good luck! Please report back and let us know what you find if you
decide to look into it further.
-Dj
--
Dj Merrill - N1JOV
Glastar Sportsman 2+2 Builder #7118 N421DJ - http://deej.net/sportsman/
Please use Netiquette Guidelines http://tools.ietf.org/html/rfc1855
Kindly TRIM your email replies and post AFTER the relevant text
Message 20
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Subject: | Re: Off topic electric drag racer |
And, don't forget all the free hand me down benefits we get from NASA thru taxpayer
dollars.
Bob Mitchell
Sent from my iPad
On Jan 23, 2011, at 6:39 PM, "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
wrote:
>
>
>>
>> Bob, I'm a bit surprised you didn't mention the serious work thousands of amateur
radio buffs did on digital controls let alone digital emissions. I still
remember sending full colour photographs around the world through a 1 khz bandwidth.
>
> Yeah, there was a lot of packet work begin done in the late '80s
> and slow-scan tv predates that by 10 years or more. There
> are no doubt thousands of examples of 'leading edge' process
> and technology that laid the groundwork for the future
> of today's product. But we were talking about systems
> and components that provide low risk, useful services in
> the airplane.
>
> Development costs need to be amortized over great
> numbers for them to become insignificant. Little
> airplanes don't represent much of a market! Our
> demonstrated reservoir of successful recipes
> have come from the volume consumer markets.
>
> The SVLA battery has been around commercially
> since 1970 but it wasn't until 1990 that they got a real
> toe holed in OBAM aviation . . . and only then after
> the un-interruptible power supply market bloomed.
>
> When LORAN was still king and a panel mounted GPS was
> prohibitively expensive, I bought a perfectly serviceable
> GPS for airplanes from a Boat US catalog for $200.
>
> I didn't mean to 'slight' any of the guys who
> did it first. But doing if first doesn't immediately
> and directly translate into useful, cost-effective
> product.
>
>
> Bob . . .
>
>
>
>
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