Today's Message Index:
----------------------
1. 05:08 AM - Re: Open squelch (Brantel)
2. 07:08 AM - Re: AOA indicator (Robert L. Nuckolls, III)
3. 07:20 AM - Re: ALTRAK Dimmer Circuit (Mark Sletten)
4. 07:21 AM - Re: Re: Machine Pin sub-D crimpers (Robert L. Nuckolls, III)
5. 07:30 AM - Re: solid state relays (Robert L. Nuckolls, III)
6. 07:46 AM - Re: AOA indicator (Mark Sletten)
7. 07:59 AM - A210 issues with Radio (not intercom) squelch always open (Brantel)
8. 08:00 AM - Re: Open squelch (Brantel)
9. 08:14 AM - Re: AOA indicator (paul wilson)
10. 08:45 AM - Re: Re: AOA indicator (rayj)
11. 09:36 AM - Re: solid state relays ()
12. 11:49 AM - Re: solid state relays (Jeff Luckey)
13. 12:23 PM - Re: Shorai LiFePO4 (Robert L. Nuckolls, III)
14. 12:40 PM - Re: solid state relays ()
15. 12:58 PM - Re: solid state relays (David)
16. 04:33 PM - Re: Machine Pin sub-D crimpers (rparigoris)
17. 05:04 PM - Re: solid state relays ()
18. 06:04 PM - Re: solid state relays (James Robinson)
19. 06:06 PM - AOA (EMAproducts@aol.com)
20. 07:36 PM - Power for Checking Systems Out on the Ground (Bob Falstad)
21. 07:36 PM - Re: Battery disconnect switch (Speedy11@aol.com)
22. 08:26 PM - Re: Re: Battery disconnect switch (Jeff Luckey)
23. 08:35 PM - No click when pushing PTT (N777TY)
Message 1
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| Subject: | Re: Open squelch |
The new firmware was suppose to fix the intercom squelch issues which it may do
but in my case it seems they messed something up with the radio squelch....
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=330866#330866
Message 2
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| Subject: | Re: AOA indicator |
At 08:01 PM 2/12/2011, you wrote:
><retasker@optonline.net>
>
>That is what the original poster was referring to. Even though the
>AOA is working perfectly, it is giving you false information.
I think this is the 'nut' of what has
yanked some folk's chains. Heated AOA
or IAS will indeed continue to MEASURE and
display the rudimentary stimulus that
the sensor watches. IAS measures
the DIFFERENCE of two pressures that
is translated into a CALIBRATED IAS
reading (complete with sweet-spots
. . . or sweet-bands)
AOA can be a vane that actually weather-
cocks to align with relative wind -or-
the system can measure pressure differentials.
Both of those phenomenon are calculated upon
interpreted, CALIBRATED data are displayed
along with sweet-spots intended to be
a guide for operation of the airplane.
The concept often missed is that these
sweet-spots are DERIVED numbers confirmed
by repeated flight tests. In no case does
either IAS or AOA directly measure the
the conditions (shape) that set flying qualities
of particular wing under conditions that
exist right now.
So while the heated instrument is indeed
performing as advertised in spite of icing
elsewhere on the airplane, prior CALIBRATIONS
for the sweet-spot are no longer valid. It's
perfectly GOOD information. IAS is correct.
AOA is correct. But the rules of application
have changed in ways that are difficult to scale
without taking off our GA pilot's hat and
putting on the engineering test pilot's hat.
Here the debate becomes purely personal.
Do you understand what's necessary to re-
interpret this data before you attempt a
landing? If so, it's your choice. But if
not so sure, then what behaviors (plan-b)
are most likely to produce a happy outcome
while ignoring previous calibrations of
compromised sweet-spots.
Bob . . .
Message 3
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| Subject: | Re: ALTRAK Dimmer Circuit |
Gang,
Nothing heard from the list. As an aside, I tried contacting Trutrak, but according
to the person I spoke, with the only tech who can answer my question only
corresponds via email. His response to my query seemed to indicate he either
didn't carefully read it, or he misunderstood it. I requested he call me to clarify,
but so far no joy.
Any help from the experts here would be greatly appreciated!
--------
Mark Sletten
Legacy FG N828LM
http://www.legacyfgbuilder.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=330874#330874
Message 4
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| Subject: | Re: Machine Pin sub-D crimpers |
At 11:58 PM 2/12/2011, you wrote:
><rparigor@suffolk.lib.ny.us>
>
>Hi Group
>
>I modified my Steinair D-sub crimper (and Jans the same time) by
>making new pins and moving them to the other side of the spring.
>
>See pics DSCN5312 thru 16:
>
>http://www.europaowners.org/forums/gallery2.php?g2_itemId=30957
>
>I believe the tool with the modified ratchet is probably for High
>Density pins, but with the ratchet ground off the last two clicks
>works well for D-subs as well. Anyway if you have a tool that is
>over-crimping D-sub machined pins, all hope is not lost
Hmmm . . . It's not clear to me that the tool "supplied
by Steinair" was stock. Over-crimping has never been an
issue with any of the Eclipse tools that I'm aware of.
Further, positioning of the spring has always been
such that it presses the entry end of the positioner
to the tools wire entry face.
A little lathe (or file and drill motor) sculpting
of a stock positioner will correct approximately
.040" of mis-positioning. Some more lathe work will
fabricate new positioners for HD pins. But in any case,
errors of penetration for the punches is a whole
new issue.
I'd certainly like to put my hands on any tools
that appear to be badly fabricated for this feature.
Bob . . .
>Ron Parigoris
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=330857#330857
>
>
Bob . . .
////
(o o)
===========o00o=(_)=o00o========
< Go ahead, make my day . . . >
< show me where I'm wrong. >
================================
Message 5
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| Subject: | Re: solid state relays |
At 12:45 AM 2/13/2011, you wrote:
>Hi Bob
>What is your opinion of these relays as replacements for the
>mechanical relays we have been using?
>Jim Robinson
Lamar (and perhaps others) have brought production
solid state contactors to the market that are
BI-DIRECTIONAL. I.e, the can both load and charge
a battery making them suitable for battery
contactors as opposed to rudimentary control
devices (relays).
Emacs!
I have no reason to believe they do not perform
as advertised. Lamar was going to send me one
to play with but I think that offer fell into
a crack. In any case, assuming they DO perform
as advertised, what are your design goals that
might drive a decision to substitute this product
into your airplane? Assuming further that your
airplane is architectured to offer a plan-b
for contactor failure, will this substitution offer
a demonstrable reduction in cost of ownership?
Bob . . .
Message 6
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| Subject: | Re: AOA indicator |
kuffel(at)cyberport.net wrote:
> It will still tell me accurately if my angle of attack is well above stall with
clean wings. While I don't know what my stall margin actually is at the moment
I'm certainly better off than with no or incorrect AOA information.
That depends on how you interpret and use the data it provides. If you are flying
with an iced wing, the only data even the most accurate AOA indication provides
is that the wing is not stalling at the current AOA.
An AOA indicator is only that; an indicator. It tells you the current angle of
attack. Its only value lies in knowing a second crucial piece of data: at what
AOA the wing will stall. If your wing is iced you no longer have the second crucial
piece of data.
Given that you have not stalled, the AOA indicator is not providing data you don't
already have, that you have, in fact, not stalled. How does an accurate AOA
indication help in this scenario?
Mark Sletten
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=330881#330881
Message 7
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| Subject: | A210 issues with Radio (not intercom) squelch always |
open
If you are having problems with the your A210 radio squelch (not intercom) always being open or taking the max setting of 10 to prevent it from opening please contact http://www.icomamerica.com/en/contactusform.aspx?ContactType=TS and let them know so they might start to build a case on this one.
It seems that version 1.53 has changed the way the radio squelch works for the
worse...
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=330884#330884
Message 8
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| Subject: | Re: Open squelch |
Tim,
Please visit http://www.icomamerica.com/en/contactusform.aspx?ContactType=TS and let them know about this so they might start creating a case on this one.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=330883#330883
Message 9
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| Subject: | Re: AOA indicator |
Bingo
Bob, Thanks for the summary
PaulW
========
At 07:04 AM 2/13/2011, you wrote:
><nuckolls.bob@aeroelectric.com>
>
>At 08:01 PM 2/12/2011, you wrote:
>><retasker@optonline.net>
>>
>>That is what the original poster was referring to. Even though the
>>AOA is working perfectly, it is giving you false information.
>
> I think this is the 'nut' of what has
> yanked some folk's chains. Heated AOA
> or IAS will indeed continue to MEASURE and
> display the rudimentary stimulus that
> the sensor watches. IAS measures
> the DIFFERENCE of two pressures that
> is translated into a CALIBRATED IAS
> reading (complete with sweet-spots
> . . . or sweet-bands)
>
> AOA can be a vane that actually weather-
> cocks to align with relative wind -or-
> the system can measure pressure differentials.
> Both of those phenomenon are calculated upon
> interpreted, CALIBRATED data are displayed
> along with sweet-spots intended to be
> a guide for operation of the airplane.
>
> The concept often missed is that these
> sweet-spots are DERIVED numbers confirmed
> by repeated flight tests. In no case does
> either IAS or AOA directly measure the
> the conditions (shape) that set flying qualities
> of particular wing under conditions that
> exist right now.
>
> So while the heated instrument is indeed
> performing as advertised in spite of icing
> elsewhere on the airplane, prior CALIBRATIONS
> for the sweet-spot are no longer valid. It's
> perfectly GOOD information. IAS is correct.
> AOA is correct. But the rules of application
> have changed in ways that are difficult to scale
> without taking off our GA pilot's hat and
> putting on the engineering test pilot's hat.
>
> Here the debate becomes purely personal.
> Do you understand what's necessary to re-
> interpret this data before you attempt a
> landing? If so, it's your choice. But if
> not so sure, then what behaviors (plan-b)
> are most likely to produce a happy outcome
> while ignoring previous calibrations of
> compromised sweet-spots.
>
> Bob . . .
>
>
Message 10
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| Subject: | Re: AOA indicator |
do not archive
***Disclaimer: I've never had an icing encounter in an airplane. The
following is pure speculation based on several icing encounters I have
had in cars.***
I think the value that a working AOA or AI has after an icing encounter
is to allow you to return to a known AOA or airspeed. The knowledge
that your airplane will fly at a particular AS/AOA even with the ice
load that has accumulated, has value if you deviate from the point while
distracted by other tasks. It allows you to return to a point where you
know the aircraft will fly. During any change in attitude it would give
a known AOA/AS value that can be adhered to to assure continued flight.
Clearly ANY deviation from that know AOA/AS carries additional risk.
I'm guessing that some of the intuitive clues that help seat of the
pants flying might be altered by an ice accumulation. The specific one
I'm thinking of is the sounds. I know this to be true in cars. I believe
this is another reason to take steps to avoid having to fly the aircraft
without an AOA/AS.
Raymond Julian
Kettle River, MN
On 02/13/2011 09:44 AM, Mark Sletten wrote:
> --> AeroElectric-List message posted by: "Mark Sletten"<marknlisa@hometel.com>
>
>
> kuffel(at)cyberport.net wrote:
>> It will still tell me accurately if my angle of attack is well above stall with
clean wings. While I don't know what my stall margin actually is at the moment
I'm certainly better off than with no or incorrect AOA information.
>
>
> That depends on how you interpret and use the data it provides. If you are flying
with an iced wing, the only data even the most accurate AOA indication provides
is that the wing is not stalling at the current AOA.
>
> An AOA indicator is only that; an indicator. It tells you the current angle of
attack. Its only value lies in knowing a second crucial piece of data: at what
AOA the wing will stall. If your wing is iced you no longer have the second
crucial piece of data.
>
> Given that you have not stalled, the AOA indicator is not providing data you
don't already have, that you have, in fact, not stalled. How does an accurate
AOA indication help in this scenario?
>
> Mark Sletten
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=330881#330881
>
>
Message 11
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| Subject: | Re: solid state relays |
Jim,
I=99ve used them in several application in our projects. They
performed well (better than the mechanicals) in high stress applications
like running the hydraulic gear pump that is prone to fast on/off
re-press cycles. In fact, I liked them so much I replaced my old heavy
clunkers with the lighter Crydoms.
http://www.berkut13.com/berkut50.htm#SSR
Don=99t forget the =9Cfreewheel=9D diodes on motor
loads. The schematics are in the data sheet.
James Redmon
Berkut/Race 13
From: James Robinson
Sent: Saturday, February 12, 2011 10:45 PM
Subject: AeroElectric-List: solid state relays
Hi Bob
What is your opinion of these relays as replacements for the mechanical
relays we have been using?
Jim Robinson
www.newark.com/crydom+relay
Message 12
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| Subject: | solid state relays |
The Crydom units seem pretty cool & for certain applications they are ideal
but.. (putting on my devil's advocate hat..)
There are a couple of things to consider:
1. They seem a little pricey - Digikey lists them for ~$118 each. (the
equivalent 'can-type' contactor is ~$30)
2. If you need SPST or DPST contacts you are SOL
3. In many applications, you need to surround them w/ protection diodes
and/or MOVs or whatever (more components to mount & connect & possibly
fail.)
An example: (I'm just making this up;)
Let's say you want to run a PM motor forward & backward. You can create an
H bridge circuit w/ 2 mechanical SPDT relays pretty easily & for less than
$50.
To accomplish the same thing w/ the Crydoms you'll need 4 Crydom units.
(That's ~$500.) And some clever circuitry to prevent the wrong pairs of
relays from energizing at the same time. (so you don't release their
[expensive] magic smoke)
With the versatility of a properly-chosen good-old mechanical relay, it is
often possible to use the same relay in many different circuits aboard you
plane. That can mean reduced part# count. That's simpler, easier to keep
spares, allows emergency substitution, etc.
Don't get me wrong, I'm all over semiconductors when they make circuitry
simpler, better, cheaper, etc. But until the price point comes down quite a
bit, it's hard to beat good-old mechanical relays.
-Jeff
_____
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
berkut13@berkut13.com
Sent: Sunday, February 13, 2011 09:28
Subject: Re: AeroElectric-List: solid state relays
Jim,
I've used them in several application in our projects. They performed well
(better than the mechanicals) in high stress applications like running the
hydraulic gear pump that is prone to fast on/off re-press cycles. In fact,
I liked them so much I replaced my old heavy clunkers with the lighter
Crydoms.
http://www.berkut13.com/berkut50.htm#SSR
Don't forget the "freewheel" diodes on motor loads. The schematics are in
the data sheet.
James Redmon
Berkut/Race 13
From: James Robinson <mailto:jbr79r@yahoo.com>
Sent: Saturday, February 12, 2011 10:45 PM
Subject: AeroElectric-List: solid state relays
Hi Bob
What is your opinion of these relays as replacements for the mechanical
relays we have been using?
Jim Robinson
www.newark.com/crydom+relay
Message 13
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| Subject: | Re: Shorai LiFePO4 |
At 11:16 AM 1/31/2011, you wrote:
>
>Check out "Shorai".
>New light weight Japanese LiFePO4 battery with quite enthousiastic
>motorcyclist customers.
>Works well enough at low temperatures.
>Max. charging current 18A (no external shunts). Higher ratings coming.
>Has a 5 pin plug that I suspect may give access to the 4 cells.
>For our use I might want to monitor max. cell voltage to see <4V or
>interrupt charging.
Interesting offering. I had some conversation with
my battery guru of more than 30 years (Skip Koss)
last week. He was telling me of a Lithium product
being sold onto come of the smaller bizjets. Amazing
power to weight ratios when warm. But won't deliver
more than 200A at 0C. Operators take the battery
indoors for overnight storage at low temperatures.
He also told me that GM was on their third supplier
of lithium cells for offerings into the all
electric car market. Qualification hoop-jumping levied
by automobile manufacturers on purchased goods is
about 3x the thickness of an FAA qual package. It
does not bode well that a game of musical batteries
has not produced a solid winner so late in the
commitment to field a product. As the King of Siam
might note, "curiouser and curiouser".
Watch this space . . .
Bob . . .
Message 14
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| Subject: | Re: solid state relays |
What you wrote is all true...however....
At work, we were using the Leech Mill-Spec, inert gas filled, high-end
relays...they were still failing during circuit break due to arcing. 2
Crydoms were cheaper than 4 of these for an H-bridge. Admittedly, the
switch to SSRs was done in the interest of a quick fix to get the
vehicles back in air...but it did solve the problem. Putting the
mechanicals in the H-bridge config was not a guarantee that the failures
would not re-occur and we didn=99t want to pile on arc snubbers.
Personally, I had more than reliability reasons for the change =93
mainly weight, environmental concerns, and ease of retrofit.
-James
From: Jeff Luckey
Sent: Sunday, February 13, 2011 11:44 AM
Subject: RE: AeroElectric-List: solid state relays
The Crydom units seem pretty cool & for certain applications they are
ideal but.. (putting on my devil=99s advocate hat..)
There are a couple of things to consider:
1.. They seem a little pricey =93 Digikey lists them for ~$118
each. (the equivalent =98can-type=99 contactor is ~$30)
2.. If you need SPST or DPST contacts you are SOL
3.. In many applications, you need to surround them w/ protection
diodes and/or MOVs or whatever (more components to mount & connect &
possibly fail)
An example: (I=99m just making this up;)
Let=99s say you want to run a PM motor forward & backward. You
can create an H bridge circuit w/ 2 mechanical SPDT relays pretty easily
& for less than $50.
To accomplish the same thing w/ the Crydoms you=99ll need 4 Crydom
units. (That=99s ~$500.) And some clever circuitry to prevent
the wrong pairs of relays from energizing at the same time. (so you
don=99t release their [expensive] magic smoke)
With the versatility of a properly-chosen good-old mechanical relay, it
is often possible to use the same relay in many different circuits
aboard you plane. That can mean reduced part# count. That=99s
simpler, easier to keep spares, allows emergency substitution, etc.
Don=99t get me wrong, I=99m all over semiconductors when
they make circuitry simpler, better, cheaper, etc. But until the price
point comes down quite a bit, it=99s hard to beat good-old
mechanical relays.
-Jeff
-------------------------------------------------------------------------
-------
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
berkut13@berkut13.com
Sent: Sunday, February 13, 2011 09:28
Subject: Re: AeroElectric-List: solid state relays
Jim,
I=99ve used them in several application in our projects. They
performed well (better than the mechanicals) in high stress applications
like running the hydraulic gear pump that is prone to fast on/off
re-press cycles. In fact, I liked them so much I replaced my old heavy
clunkers with the lighter Crydoms.
http://www.berkut13.com/berkut50.htm#SSR
Don=99t forget the =9Cfreewheel=9D diodes on motor
loads. The schematics are in the data sheet.
James Redmon
Berkut/Race 13
Message 15
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| Subject: | Re: solid state relays |
What concerns are there from "freewheel" diodes?
Thanks,
David M.
berkut13@berkut13.com wrote:
> Jim,
> Ive used them in several application in our projects. They performed
> well (better than the mechanicals) in high stress applications like
> running the hydraulic gear pump that is prone to fast on/off re-press
> cycles. In fact, I liked them so much I replaced my old heavy
> clunkers with the lighter Crydoms.
> http://www.berkut13.com/berkut50.htm#SSR
> Dont forget the freewheel diodes on motor loads. The schematics
> are in the data sheet.
> James Redmon
> Berkut/Race 13
> *From:* James Robinson <mailto:jbr79r@yahoo.com>
> *Sent:* Saturday, February 12, 2011 10:45 PM
> *To:* aeroelectric-list@matronics.com
> <mailto:aeroelectric-list@matronics.com>
> *Subject:* AeroElectric-List: solid state relays
> Hi Bob
> What is your opinion of these relays as replacements for the
> mechanical relays we have been using?
> Jim Robinson
>
>
> www.newark.com/ <http://www.newark.com/>*crydom+relay*
>
> *
>
>
> *
--
If you're an American, just say NO to the Obamanation, to socialism, and get rid
of Soros.
Message 16
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| Subject: | Re: Machine Pin sub-D crimpers |
Hi Bob
To clarify things, I was speaking about two separate tools, one from Steinair on
the right and one that was lent to me which is on the left.
The Steinair tool is on the right and crimps D-sub pins just fine. The problem
with the one I received was it had an aluminium spacer on the wrong side of the
spring, and even if you put it on the right side of the spring, it would not
properly position D-sub machined pins.
That said, the tool on the left which was lent to me has a nice machined brass
spacer that works perfect on the Steinair tool to position D-sub machined pins,
so I made one exactly the same as the tool on the left and installed it on my
Steinair tool on the right and now the Steinair tool works perfectly with machined
D-sub pins.
I made a comment about the tool on the left. It is plenty old if rust and corrosion
is any tell. I have no idea where it came from. The dies are different compared
to the Steinair tool. If you insert a D-sub machined pin and squeeze the
tool all the way it will over crimp. Someone ground off two of the ratchet teeth
where instead of having to squeeze 5 notches before the tool releases, it
releases after three ratchet notches. If you are careful it works fine on machined
D-sub pins if you only click three times. I know the tool is designed for
slightly smaller diameter pins and made mention if someone else happens to have
one of these and tries to crimp a D-sub machined pin and obviously notices
it overcrimps, by grinding off a few notches you can easily get by with this
tool, and if you need to crimp smaller diameter pins, just crimp all the way.
Sorry for any confusion.
Ron Parigoris
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Message 17
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| Subject: | Re: solid state relays |
>From diodes? Point them the correct direction.
>From the motor...there is a reverse break down current generated when the
power to the motor is cut off. That reverse flow of current is not good for
the MOSFET inside the SSR. The diodes channel that current back to the
robust windings of the motor (freewheeling) instead of making the SSR
convert it to heat.
Fun stuff, no?
-James
-----Original Message-----
From: David
Sent: Sunday, February 13, 2011 12:45 PM
Subject: Re: AeroElectric-List: solid state relays
What concerns are there from "freewheel" diodes?
Thanks,
David M.
Message 18
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| Subject: | Re: solid state relays |
I currently have one com antenna in the vertical of my Glasair. I only have one
comm radio SL30. I have been thinking of adding a second com radio, possibly a
Garmin 430. Will I need an audio panel also? Can both radios share the one
antenna? Or what would be the best arrangement for the setup?
Jim
James Robinson
Glasair lll N79R
Spanish Fork UT U77
Message 19
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My comment on icing and AOA systems ~~If you encounter any type of icing
turn the AOA OFF unless you have full de-icing vane & aircraft. We
haven't even done R&D on a heated vane because of liability. Even Boeing can't
give you hard numbers with icing on wings. Heated vane and icing on wings
is NOT a good deal!
Elbie Mendenhall, EM Aviation, LLC _www.riteangle.com_
(http://www.riteangle.com)
Is it your understanding that Elbie
> claims that the "sweet spot" on his or any other
> AOA display is golden under all challenges that
> a pilot might face for comfortable arrival with
> the earth?
>
Message 20
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| Subject: | Power for Checking Systems Out on the Ground |
Bob N., et al,
I'm getting closer to powering up my new IFR panel. I need a source of power for
an extended period of time on the ground without the engine running for checking
out the systems, their initial set-up, and for training myself on the real
boxes. I have a BatteryMINDer charger/maintainer and a Radio Shack power supply
whose output is rated at 13.8 VDC at 15 Amps.
Should I just disconnect the main battery and use the power supply in its place?
Can I hook the power supply up to the battery + and - terminals and use it
as a "battery booster" (or would this toast the battery)? Should I just use the
battery and charge it overnight with the BatteryMINDer? Other?
I intend to bring up one circuit at a time and I want to measure each circuit's
actual power consumption and I'll need to be careful not to overload the power
supply.
Best regards,
Bob Falstad
GlaStar N248BF
Message 21
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| Subject: | Re: Battery disconnect switch |
Jeff,
What I mean by noisy is 86 dB. That is the noise generated by the device
as listed on the Tyco web site.
86 dB, while not immediately damaging to hearing, is very loud and can
damage hearing if experienced over time.
I wasn't referring to "noise" that would interfere with radio
transmissions.
1. I don't know if the noise is continuous. Check with Tyco.
2. My experience with contactors normally used in aircraft is that the only
significant noise generated is when the contactor is initially excited and
the noise is the mechanical movement rather than an electrical noise.
Thus, if the Tyco web site information is correct and if the noise is
continuous, then my estimate is that the Tyco device is noisier than traditional
solenoids.
3. No.
Stan Sutterfield
In a message dated 2/13/2011 3:01:45 A.M. Eastern Standard Time,
aeroelectric-list@matronics.com writes:
Not sure what you mean by noisy. Can you be more specific?
1. Is the noise continuous?
2. Is this device any noisier than the traditional solenoid?
3. Have you done some kind of testing or do you have you worked w/ this
device?
Message 22
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| Subject: | Re: Battery disconnect switch |
Stan,
I thought you were referring to electrical noise and thus was a little
confused. I'm certain that it is not a continuous noise - just a single
"thunk" or loud click when switching. The mechanical noise it makes when
switching has never been a design criteria for me. (we aren't talking about
nuclear submarines here;).
Thanks for the clarification.
_____
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
Speedy11@aol.com
Sent: Sunday, February 13, 2011 19:29
Subject: AeroElectric-List: Re: Battery disconnect switch
Jeff,
What I mean by noisy is 86 dB. That is the noise generated by the device as
listed on the Tyco web site.
86 dB, while not immediately damaging to hearing, is very loud and can
damage hearing if experienced over time.
I wasn't referring to "noise" that would interfere with radio transmissions.
1. I don't know if the noise is continuous. Check with Tyco.
2. My experience with contactors normally used in aircraft is that the only
significant noise generated is when the contactor is initially excited and
the noise is the mechanical movement rather than an electrical noise. Thus,
if the Tyco web site information is correct and if the noise is continuous,
then my estimate is that the Tyco device is noisier than traditional
solenoids.
3. No.
Stan Sutterfield
In a message dated 2/13/2011 3:01:45 A.M. Eastern Standard Time,
aeroelectric-list@matronics.com writes:
Not sure what you mean by noisy. Can you be more specific?
1. Is the noise continuous?
2. Is this device any noisier than the traditional solenoid?
3. Have you done some kind of testing or do you have you worked w/ this
device?
Message 23
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| Subject: | No click when pushing PTT |
Just trying to start the troubleshooting of a strange issue I have in my plane.
When I push PTT button while COM2 is selected, I don't get that click at the
beginning of transmission... The radio transmits just fine.. just doesn't give
that click. COM1 works fine. Both are using same PTT button and are wired
into the PSE 8000 audio panel. (COM1 is Garmin 530W and COM2 is Garmin 430W)
Since the radio works fine it's a somewhat lower priority issue, but it does cause
a problem when flying at night... I cannot turn on the runway lights with
the second radio because the click isn't there...
Tried swapping antenna leads but that didn't help... haven't tried anything else
yet.. looking for some ideas.. Thanks!
--------
RV-7A
N777TY
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