Today's Message Index:
----------------------
1. 01:23 AM - Re: Registering a non-TC in the UK (Etienne Phillips)
2. 06:07 AM - Re: Two Audios wired to One PM-3000 input thru a 500ohm resistor each? (Yahoo hasbroucka)
3. 06:35 AM - Interference (BobbyPaulk@comcast.net)
4. 07:23 AM - Re: kitfox /rotax 912 wiring diagram (variation on Z-16) (user9253)
5. 07:37 AM - Re: kitfox /rotax 912 wiring diagram (variation on Z-16) (user9253)
6. 08:14 AM - Re: Flow indicator (Werner Schneider)
7. 08:32 AM - Re: Flow indicator (BobsV35B@aol.com)
8. 08:33 AM - Re: Flow indicator (jonlaury)
9. 08:44 AM - Re: Re: Flow indicator (BobsV35B@aol.com)
10. 09:12 AM - Re: Contactors (Sacha)
11. 10:12 AM - Re: Re: kitfox /rotax 912 wiring diagram (variation on Z-16) (Sacha)
12. 11:10 AM - Re: Re: kitfox /rotax 912 wiring diagram (variation on Z-16) (Sacha)
13. 11:29 AM - Re: Re: Flow indicator (Charlie England)
14. 12:14 PM - Re: Re: kitfox /rotax 912 wiring diagram (variation on Z-16) (Jeff Luckey)
15. 06:35 PM - Re: Re: Cole-Hersee relay sticks (Robert L. Nuckolls, III)
16. 06:35 PM - Re: Flow indicator (Robert L. Nuckolls, III)
17. 06:39 PM - Re: Re: kitfox /rotax 912 wiring diagram (variation on Z-16) (Robert L. Nuckolls, III)
18. 06:59 PM - Re: Registering a non-TC in the UK (Robert L. Nuckolls, III)
19. 11:34 PM - Re: Re: kitfox /rotax 912 wiring diagram (variation on Z-16) (Sacha)
Message 1
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| Subject: | Re: Registering a non-TC in the UK |
Thanks everyone for all the replies... I'll continue the investigation and
see where it leads!
Etienne
Message 2
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| Subject: | Two Audios wired to One PM-3000 input thru a |
500ohm resistor each?
> -----Original Message-----
> From: owner-aeroelectric-list-server@matronics.com [mailto:owner-
> aeroelectric-list-server@matronics.com] On Behalf Of Charlie England
> Sent: Monday, December 02, 2013 8:21 PM
> To: aeroelectric-list@matronics.com
> Subject: Re: AeroElectric-List: Two Audios wired to One PM-3000 input thru
> a 500ohm resistor each?
>
> <ceengland7@gmail.com>
>
> On 12/2/2013 4:05 PM, Robert L. Nuckolls, III wrote:
> > <nuckolls.bob@aeroelectric.com>
> >
> >
> > The two-resistor-mixer technique will work. You
> > may find it useful/necessary to fiddle the
> > the resistor sizes to get the volume you want
> > from each tone. Increasing the size of the resistor
> > decreases volume. When trying a different size
> > resistor, make about a 20% jump from the previous
> > value. 500 or even 510 are not real common. Start
> > with 470 ohms, 1/2w.
[Alan Hasbrouck]
Great news! I will start with 470 ohms on each of these two warning audios.
> >
> >
> > I also am a little troubled by the SkyView instructions for multiple
> > SV Screens, that CLEARLY state; to electrically connect both left and
> > right stereo outputs together at each screen connector (creating a
> > Mono output), PLUS to jumper across all screens. This is to ensure
> > that regardless of power to any screen, all audio warning will be
> > heard. This is not only clearly communicated, they provide an example
> > making clear all 4 audio outputs of a two screen system are twisted
> > together and fed to one input on the Intercom. Any comments regarding
> > this instruction?
> >
> > Hmmmm . . . are these warnings FROM the SkyView
> > instruments . . . and they are stereo?
[Alan Hasbrouck]
Yes, each SkyView has both left and right audio out connections. I have no
indication on how these outputs are actually used.
> >
> > You might go the resistor-mixer route here
> > too starting with 470 ohms in each of the feeds
> > brought together the OTHER un-switched input to
> > the PM3000.
> >
> > If push comes to shove, you can craft an
> > isolation amp from our DIY plans and ecb
> > or exploit a number of manufactured options.
> >
> > Bob . . .
[Alan Hasbrouck]
How would I determine what to use, if anything? Is there possibility of
damaging the PM-3000 if I get this wrong? Just to be clear, I pasted the
following directly from the latest SkyView manual:
The audio outputs on pins 13 and 31 (left and right, respectively) of the
display's D37 connector can drive audio panel or intercom auxiliary inputs.
When interfaced with such devices, they can generally be used with any input
designated as an auxiliary input without any external resistors or other
components needed between the SkyView and the intercom.
Use left and right audio outputs for stereo mode. If the audio panel or
intercom only supports mono input, short the left and right audio outputs
together and connect them to the mono input on the device. To minimize
noise, ensure that your SkyView audio ground and intercom or audio panel
ground are directly connected together, even though they nominally share a
common ground via other aircraft wiring (audio ground is pin 30 on the D37).
If there is more than one display on a SkyView network, you MUST connect all
displays' audio outputs to the same audio panel input to ensure that audio
is always heard. Electrically short the respective left and right outputs
together for stereo mode (i.e., left-to-left and right-to-right) or connect
all audio outputs together for mono mode. The same rule applies for audio
grounds.
> >
> The Skyview might have the series resistor already in its audio output
> circuit. That would make it very simple for the installer (supplying the
> summing resistors), and guarantee load fault protection for the audio amp.
>
> Charlie
>
Message 3
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Bob
I tried to reach you on the website but it still is not working. ( for me anyway
)
I sent you an e-mail and I don't know if you received it or not.
Here goes again.
I read your article on "Understanding DO-160" in Dec. 2013 Kitplanes.
About a year ago I was riding shotgun ( right seat observer ) for a friend in his
C-172 SP. He was trying to stay current on instruments and we were shooting
ILS's. He is a retired fighter pilot and had the cross hairs centered on the
approach. All of a sudden both the vertical and horizontal bars deflected like
the instrument lost power . About the time the bars hit the stops they returned
to the centered position as if noting happened. It started over and over with
a cadence or timing. I took off my headset and heard his phone ( in his shirt
pocket ) ringing in sync with the bars moving.
I think a lot of testing is needed before electronic devices are allowed on aircraft.
Being an old ham operator I know that transmitters emit harmonics that
can interfere with items that are no where near their own freg.
I hope the airlines electronics are better shielded than the 40 yr old C-172 we
were flying.
My $.02
Bobby Paulk
Message 4
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| Subject: | Re: kitfox /rotax 912 wiring diagram (variation on |
Z-16)
> Have there been any reported instances of noise from
> a fuel pump? Bob . . .
The Van's RV-12 kits comes with a capacitor and instructions for installing at
the electric fuel pump. See note in the middle of this page:
http://www.vansaircraft.com/pdf/revisions/RV-12/31-05.pdf
I have not heard reports of audio noise from fuel pumps, but installed the capacitor
per instructions for my RV-12.
Joe
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=414776#414776
Message 5
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| Subject: | Re: kitfox /rotax 912 wiring diagram (variation on |
Z-16)
> In any case, they've been installed on most if
> not all PM alternator systems and certainly
> don't hurt anything. But their benefits are
> not yet qualified. Bob . . .
Sacha's schematic has two of those 22,000 microfarad capacitors, one on each side
of the alternator relay. I questioned the need for two of them.
Bob, when you said the large electrolytic capacitor is problematic, did you mean
that they are prone to fail?
Thanks, Joe
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=414778#414778
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| Subject: | Re: Flow indicator |
Hello "Old Bob",
I've got mine from PPA (a former Glastar builder) and they are in my
Glastar (highwing) warning me for unporting on a steep descent (3
minutes warning each side). I've bought again for my RV10 for exactly
the same reason.
http://www.pillarpointelectronics.com/sensors.html
Hope it helps some?
Cheers Werner
On 03.12.2013 02:30, BobsV35B@aol.com wrote:
> Good Evening Charlie,
> The one I remember was built by a homebuilder and offered to the OBAM
Message 7
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| Subject: | Re: Flow indicator |
Good Morning Werner,
Great information.
As I told Rob, that is just what I remember.
Thank you very much.
Happy Skies,
Old Bob
In a message dated 12/3/2013 10:16:19 A.M. Central Standard Time,
glastar@gmx.net writes:
--> AeroElectric-List message posted by: Werner Schneider
<glastar@gmx.net>
Hello "Old Bob",
I've got mine from PPA (a former Glastar builder) and they are in my
Glastar (highwing) warning me for unporting on a steep descent (3
minutes warning each side). I've bought again for my RV10 for exactly
the same reason.
http://www.pillarpointelectronics.com/sensors.html
Hope it helps some?
Cheers Werner
Message 8
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| Subject: | Re: Flow indicator |
Hi OB,
I used a Gems ELS 900 optic level sensor in a 1/4" npt Tee to prevent a transfer
pump from running dry. I used the output to trigger a relay controlling power
to the transfer pump. I clocked the installation so the sensor is 45 deg up
from level. No fuel in the line = no power to the pump. Works great
The ELS 900 is an older version of the Gems 14xxx series and comes in several
flavors of thread, material and current sinking capability. Mine's polysulfone
(OK with fuel) and I found it on Ebay for $5 :-). Wish I'd bought more.
Good luck,
John
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=414784#414784
Message 9
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| Subject: | Re: Flow indicator |
Good Morning John,
More great data!
Thanks much.
Happy Skies,
Old Bob
Do Not Archive
In a message dated 12/3/2013 10:34:44 A.M. Central Standard Time,
jonlaury@impulse.net writes:
--> AeroElectric-List message posted by: "jonlaury" <jonlaury@impulse.net>
Hi OB,
I used a Gems ELS 900 optic level sensor in a 1/4" npt Tee to prevent a
transfer pump from running dry. I used the output to trigger a relay
controlling power to the transfer pump. I clocked the installation so the sensor
is
45 deg up from level. No fuel in the line = no power to the pump. Works
great
The ELS 900 is an older version of the Gems 14xxx series and comes in
several flavors of thread, material and current sinking capability. Mine's
polysulfone (OK with fuel) and I found it on Ebay for $5 :-). Wish I'd bought
more.
Good luck,
John
Message 10
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Thanks for your comments Bob. In effect I had not considered the mechanical s
uitability. I generally tend to like to do things with the simplest most com
monly available automotive type parts but maybe this is one case where it's s
imply not a good idea.
Sacha
On Dec 2, 2013, at 15:49, "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectr
ic.com> wrote:
>>
>> Yes the Faston tabs are 3/8" instead of the regular 1/4". Here's a pic I t
ook yesterday but its not easy to see how the connections are made on the cu
be.
>> Sacha
>>
>>
>>
>> Note that he appears to be using something (on the left) that looks to me
like a battery contactor in lieu of a starter contactor. The master contact
or is the red "384" series cube on the right.
>
> I am not comfortable with the notion of tying
> 4AWG wires to these 70A plastic cube relays . . .
>
> Consider the terminals on a 70-series contactors
> . . . or any other "contactor". They are mechanically
> robust.
>
> <18a022d3.jpg>
>
> The whole idea behind terminal posts on a contactor
> is to provide rigidity . . . wiring induced bending
> and torque moments do not move the terminal . . .
> hence they do not affect contact alignment inside
> the contactor.
>
> Terminals on the plastic cube relays are simply
> held in place by virtue of the housing molded
> around them. I think if I were going to incorporate
> one of the 70A cubes into a system, I would wire
> with no greater than 6AWG and use welding cable
> at that (soft and flexible).
>
> The reasoning driving substitution of the plastic
> cube as a battery relay seems to be rooted in
> power consumption . . .
>
> The 'savings' between a cube (180mA) and a
> 70-series (700mA) coil current is only about
> 1/2 amps.
>
> Are you sure you NEED to save that 1/2A for
> other tasks? If 1/2A has so much influence
> on your load analysis, then perhaps you're
> proposed sources/loads are not practical.
>
> I suggest you consider finishing up the load
> analysis task before you commit to incorporation
> of an extra-ordinary substitution for a battery
> contactor with a known service history.
>
> Bob . . .
Message 11
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| Subject: | Re: kitfox /rotax 912 wiring diagram (variation |
on Z-16)
On Dec 2, 2013, at 16:08, "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
wrote:
> The presence of this capacitor MIGHT be of
> benefit when operating the system alternator-only
> but I've not accomplished any testing to explore
> or demonstrate this feature.
This is what the Rotax installation manual says, that the capacitor protects the
regulator in case the battery is taken offline.
Message 12
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| Subject: | Re: kitfox /rotax 912 wiring diagram (variation |
on Z-16)
> I have not heard reports of audio noise from fuel pumps, but installed the capacitor
per instructions for my RV-12. Joe
I alway thought of the capacitor as being there to balance out the inductance of
the motor thus helping it to start and stop without creating large voltage drops
in the circuit. I suppose this might also be the rationale for the noise
reduction.
In my garden I have a 130 ft well with a large 230VAC electrical pump submersed
in the water at the bottom of the well. I can't remember the wattage, I think
it was around 1500W. I noticed that the electrician installed a capacitor in
parallel with the pump and I remember that it helped the starting of the pump.
Sacha
Message 13
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| Subject: | Re: Flow indicator |
On 12/3/2013 10:33 AM, jonlaury wrote:
>
> Hi OB,
> I used a Gems ELS 900 optic level sensor in a 1/4" npt Tee to prevent a transfer
pump from running dry. I used the output to trigger a relay controlling power
to the transfer pump. I clocked the installation so the sensor is 45 deg up
from level. No fuel in the line = no power to the pump. Works great
> The ELS 900 is an older version of the Gems 14xxx series and comes in several
flavors of thread, material and current sinking capability. Mine's polysulfone
(OK with fuel) and I found it on Ebay for $5 :-). Wish I'd bought more.
>
> Good luck,
> John
>
Hi John,
As I told Bob, I've had some of the Gems detectors in my parts drawer
for years, but have never tested them for flow detection. It's great to
hear that you've tested them & found that they work as flow sensors. Now
I know I won't be wasting my time when I install them. :-)
Charlie
Message 14
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| Subject: | Re: kitfox /rotax 912 wiring diagram (variation |
on Z-16)
Capacitors are used to help start single phase AC motors.- They are used
to 'fake' a second phase to help the motor start turning.=0A=0ADC motors ar
e different animals and do not require starting capacitors.=0A=0ASometimes
very small capacitors are installed across DC motors to help filter the noi
se caused by brushes.=0A=0A=0A________________________________=0A From: Sac
ha <uuccio@gmail.com>=0ATo: "aeroelectric-list@matronics.com" <aeroelectric
-list@matronics.com> =0ASent: Tuesday, December 3, 2013 11:09 AM=0ASubject:
Re: AeroElectric-List: Re: kitfox /rotax 912 wiring diagram (variation on
.com>=0A=0A=0A> I have not heard reports of audio noise from fuel pumps, bu
t installed the capacitor per instructions for my RV-12. Joe=0A=0AI alway t
hought of the capacitor as being there to balance out the inductance of the
motor thus helping it to start and stop without creating large voltage dro
ps in the circuit.- I suppose this might also be the rationale for the no
ise reduction. =0A=0AIn my garden I have a 130 ft well with a large 230VAC
electrical pump submersed in the water at the bottom of the well. I can't r
emember the wattage, I think it was around 1500W.- I noticed that the ele
ctrician installed a capacitor in parallel with the pump and I remember tha
=====
Message 15
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| Subject: | Re: Cole-Hersee relay sticks |
At 11:42 PM 11/28/2013, you wrote:
>Does anyone have any quality control feedback for the EBay units Bob
>references. $9.95 is a very low price and I worry that these are
>cheap Chinese knock-offs.
What are the perceived risks? Starter contactors are generally not
strong drivers for safety of flight issues.
>I see in several Ford truck forums that there are many complaints
>about cheap Chinese parts. Most people in the Ford forums suggest
>going w/ Motorcraft/OEM parts at around $30.
>
>Is there any way to tell the difference between the cheapos & the real thing??
Not real sure what 'the real thing' would be.
I have taken some not-so-good examples of this
contactor apart . . . there were observable
differences . . . but I would be hard pressed
to tell you that these parts would not deliver
many YEARS of service on a vehicle that might
get cranked fewer times per year than your
car does in a month.
Obviously, price alone is not a fair indicator
of robustness and suitability to task. You
could go to a Ford dealership parts counter and
purchase a form-fit-function out of their inventory
but I wouldn't bet that it was going to be US
manufactured. It's less likely to be a really
poor specimine . . . those guys deal with local
customers.
Bob . . .
Message 16
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| Subject: | Re: Flow indicator |
At 07:58 PM 12/2/2013, you wrote:
>I did see this on the GEM site, but it's for 1/2" npt:
><http://www.gemssensors.com/en/Products/Flow/Flow-Switches/FS-600%20No-Moving-parts>http://www.gemssensors.com/en/Products/Flow/Flow-Switches/FS-600%20No-Moving-parts
These devices are pretty sophisticated with
a price to match.
If you want a go/no-go detection of fluid motion
you can set up a pair of self-heated thermistors in two legs
of a bridge. One thermistor is situated out in
the fluid flow path, the other is in the same liquid
but out of the flow path . . . like the side port of
a t-fitting.
The electronics needed to read the two thermistors
and detect flow is pretty simple. Radio Shack
jelly-bean parts.
Bob . . .
Message 17
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| Subject: | Re: kitfox /rotax 912 wiring diagram (variation |
on Z-16)
>
>I thought about this a lot before I stuck all
>that stuff on the E-bus=85 strictly speaking I don=92t need:
>- Transponder/Alt encoder
>- Autopilot
>- AHRS
>- Cigar Lighter 12V and USB supplies
>But it=92s nice to be able to have them (e.g. if
>you=92re going to be landing in a field that=92s new
>to you, you can have the A/P on while you look
>at the chart, etc), so I figured I would leave
>them there and turn them off if necessary
>(except for the AHRS but that only consumes
>0.3A). Is this not advisable? (I=92m a low time
>PPL so I=92m completely open to suggestions in this area).
Do the load analysis with a consideration of how
you would maximize the utility of the battery's
stored energy toward a design goal. First, how
long would you like to operate battery only?
A lot of design decisions are made with no
more conviction to an idea than "this is better
than that" . . . but without quantification
as to how all the "betters" add up to meeting
a design goal. Folks who buy/fly TC aircraft are
relieved (or should I say deprived?) of that duty.
Folks paid to worry have decreed that John Q.
Public pilot is not properly prepared to accept
such responsiblity . . . so they say, "Don't worry
. . . we've taken care of all that worry stuff . . .
just memorize the holy-watered pilot's operating
handbook and all will be right with the universe."
> Consider re-assigning supply points for some
> of the items on the avionics bus.
Write you own 'stage play' or better yet 'cockpit
play' in which you are the star performer. Plan a
mission with the highest order of risk wherein loss of
engine driven electrical power would be the most perplexing.
It's interesting that MOST plane/pilot/mission
scenarios flown in both TC/OBAM aircraft seldom
elevate the importance of alternators and batteries
to levels of critical concern.
I cannot recall one instance in 33 years/1000+
hours as pilot where loss of an alternator was
more than an 'oh fooey!' event. I've personally experienced
one loss of alternator event on a cross-country
but completed both outbound and return legs battery-
only so the owner could deal with the broken alternator
on his own turf. That same trip also presented loss of
airspeed indicator (spider egg sack waaayyy back
in pitot tube). Both events presented a challenge
for assuming a new mode of operation. But both legs
were day-vmc ops in and out of uncontrolled
fields . . . I normally navigated with dual
AA powered, GPS315 receivers on the glare shield
. . . so no big deal.
I have conducted numerous long-leg ops at night over
unfriendly terrain but never suffered the indignity
for loss of alternator. NONE of the airplanes I
was flying featured anything like an e-bus. I had
absolutely no idea as to the health of the battery
beyond the fact that it cranked the engine.
My personal plan-b calls for me to arrive at airport
of intended destination whether the panel was 'lit up'
or not.
Nonetheless, Hollywood playwrights, dark-n-stormy
night stories in the journals and exciting anecdotes
over beers (combined with our terrestrial perceptions
of batteries in general) give rise to worries about
both alternators and batteries.
Getting back to your particular study of options,
it would be well to set some design goals. What
battery only endurance would you like to strive for?
Given what you know about how the airplane will be
used, you might start with some notion of just how
long you'd like to operate battery only. About 1/4
of my use of winged machines calls for burning off
most of a full fuel load . . . so personally, my e-bus
operations would shoot for 3-4 hours as a design
goal. Your's may be less.
My plan-b flight bag hardware consists of GPS
receivers (two actually . . . I use them full time),
hand-held transceiver with vor/loc capabilities,
and a flashlight. Something you can do in your airplane
that I didn't get with a TC rental is connection
for your hand-held to the external antenna.
For the way I use airplanes, I enjoy a high order
probability that I'll get where I want to
go . . . whether I'm using an A-36 with lots of
stuff that doesn't work or a J-3 that didn't
have any stuff to begin with.
Okay, what are your personal design goals? Which
items on your panel will address your needs for
continued flight battery-only until destination
airport is in sight? What are the energy demands
for those items? How long do you want to run them?
You can certainly have other things on the e-bus
but items not needed for the en route, endurance
mode of flight should be fitted with on-off switches
so that you can shed those loads.
>
>By replaced, do you mean I should add a fuse
>between the Dynamo and the Voltage regulator? I
>don=92t currently have a fuse on the b-lead, I don=92t think.
What passes for a "b-lead" on the PM/R-R
system is that wire that runs from OUTPUT
terminal of the R-R, through the control
relay and to the system. Since it ties
directly to a battery-fed, fat-wire it's
a good idea to protect it at some level
well above the output capability of the
alternator. 30A fuse is a good choice.
>
>I=92m confused=85 I thought the b-lead is wire that
>goes between the dynamo and the voltage
>regulator. How can it be connected to the battery contactor?
No, the output from the dynamo is AC voltage
conducted to a controlled, full-wave rectifier
in the rectifier-regulator. The analogous
path in a wound-field alternator would be
wires between the stator windings and
a 3-phase rectifier array . . . all this
is INTERNAL to the legacy alternator.
>
>I incorporated them following the suggestions on
>the Infinity Grip order form
>(<http://www.infinityaerospace.com/gripwire.pdf>http://www.infinityaerospac
e.com/gripwire.pdf)
>and against the better judgment of my expert
>friend who helped me with the wiring. I
>thought it might be a good idea to have them
>handy in case of an engine failure in order to
>attempt a restart. But in hindsight, it was
>maybe not such a great idea. There is also the
>potential, any time the master is on on the
>ground, to accidentally hit the starter button and swing the prop.
The more I think about it, the more I
dislike putting all those functions on
the stick. Non-standard "conveniences" can
translate into un-intended consequences.
Further, the likelihood that a start-button on
the stick will ever be critical to saving
the day is exceedingly low if not zero.
If the engine quits at altitude, you've
got plenty of time to manage the situation
with the legacy suite of controls. If you're
so low that mere seconds count, then fiddling
with the engine is a distraction from the
prime directive of the day . . . endeavor
to walk away.
In a TC aircraft you will find some combination
of following buttons on the wheel or stick.
Trim: UP, DN, LT, RT
Push to Transmit
Push to Intercom
and MAYBE . . .
Master Disconnect that removes power to all motors
that drive flight surfaces.
Inadvertent operation of any of theses switches
does not create a hazard to sheet metal or
bones . . . nor do they depart from legacy
cockpit behaviors that are the stock and trade
of most pilots.
We still need a list of electro-whizzies in
your airplane that use power . . . and
partitioning of scenarios for when they are
expected to be in service.
Bob . . .
Message 18
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| Subject: | Re: Registering a non-TC in the UK |
Tim Allen wrote:
>The strategy seems to be one of "when we have exhausted him with a
>long series of requests, he will go away, but we can never be
>accused of actually denying a request"
>
>Bear in mind that an administrator never lost his job for preventing
>something happening, but could loose employment by approving
>something which later turned out to be an embarrassment. They have
>no incentive to help you.
Tim's assertions brought to mind the words of
Alexis de Tocqueville committed to paper . . .
"After having thus successively taken each member of the community in
its powerful grasp and fashioned him at will, the supreme power then
extends its arm over the whole community. It covers the surface of
society with a network of small complicated rules, minute and
uniform, through which the most original minds and the most energetic
characters cannot penetrate, to rise above the crowd. The will of man
is not shattered, but softened, bent, and guided; men are seldom
forced by it to act, but they are constantly restrained from acting.
Such a power does not destroy, but it prevents existence; it does not
tyrannize, but it compresses, enervates, extinguishes, and stupefies
a people, till each nation is reduced to nothing better than a flock
of timid and industrious animals, of which the government is the shepherd."
Alexis reads like an individual who would offer some
really useful conversation over beer and burgers . . .
BTW, I'm presently taking a 20 hr class that purports to
'guide' interested individuals in the rigors of compliance
with yet another boat load of 'recommendations' (DO-330 and
331) piled on top of DO-178 which is up to revison C.
A sample quote from one of the reference documents:
To summarize, we found that analyzing the relationship between require-
ments coverage and model coverage provides a promising means of assessing
requirements quality. Nevertheless, the effectiveness of this
approach is highly
dependent on the rigor and effectiveness of the coverage metrics
used, and aware-
ness of the pitfalls of structural coverage metrics is essential. For
instance, in this
experiment we found that the UFC metric was surprisingly sensitive to
the struc-
ture of the requirements, and one has to ensure that the requirements structure
does not hide the complexity of conditions for the metric to be effective.
Now THERE's a crystal clear illumination of the problem!
What was it de Tocqueville said?
"Such a power does not destroy, but it prevents existence; it does
not tyrannize, but it compresses, enervates, extinguishes, and
stupefies a people . . ."
Methinks he had it pegged 180+ years ago.
Bob . . .
Message 19
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| Subject: | Re: kitfox /rotax 912 wiring diagram (variation |
on Z-16)
Thanks Jeff for shedding light on this. It still leaves a question mark over
Rotax's recommendation for installing a capacitor. Maybe I'll ask my German
speaking ex-Bosch engineer friend to give the Rotax headquarters a call. He
may be able to get some sense out of them or at least an indication of what
their rationale was when they included this recommendation in the manual.
On Dec 3, 2013, at 21:14, Jeff Luckey <jluckey@pacbell.net> wrote:
> Capacitors are used to help start single phase AC motors. They are used t
o 'fake' a second phase to help the motor start turning.
>
> DC motors are different animals and do not require starting capacitors.
>
> Sometimes very small capacitors are installed across DC motors to help fil
ter the noise caused by brushes.
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