Today's Message Index:
----------------------
1. 06:05 AM - Re: Voltage/Current Measurement & Logging (Eric M. Jones)
2. 08:51 AM - Re: Re: Voltage/Current Measurement & Logging (Robert L. Nuckolls, III)
3. 04:20 PM - Re: IVO Prop current limiter (kfav8r)
4. 05:26 PM - Re: Analyze This (Jeff Luckey)
Message 1
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| Subject: | Re: Voltage/Current Measurement & Logging |
That Mooshimeter is sweet.
My own two cents:
You could get just about the same thing with a tiny digital camera set to record
video, and the actual meter. This has an additional advantage of being able
to put yourself in odd places to see non-electrical events as well.
Let's say you want to figure out where a fuel leak is that only occurs at certain
times or flight attitudes, etc., or you want to look under the cowling in flight,
or you want a totally visual fuel gauge. Video and data recording that
used to take big bux is now available to everyone for cheap money.
Black box? An over-the shoulder camera watching the panel (and windscreen), might
be a great investment...Hell, you might even sell the video.
Every pilot remember things he would have loved a video of.
--------
Eric M. Jones
www.PerihelionDesign.com
113 Brentwood Drive
Southbridge, MA 01550
(508) 764-2072
emjones(at)charter.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=418528#418528
Message 2
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| Subject: | Re: Voltage/Current Measurement & Logging |
At 08:04 AM 2/11/2014, you wrote:
>
>That Mooshimeter is sweet.
>
>My own two cents:
>
>You could get just about the same thing with a tiny digital camera
>set to record video, and the actual meter. This has an additional
>advantage of being able to put yourself in odd places to see
>non-electrical events as well.
I've had similar thoughts over the years.
I proposed a stand-alone, das with precision
time-off day clock to remotely gather data
out in the wing of a Lear. I offered to write
the software if the instrumentation guys would
hammer the hardware together. Figured we could
have it running in a couple days.
They decided to go the classic hard-wired instrumentation
route that kept the airplane down for several install-remove
days . . . sigh.
There's a constellation of self-contained, large
memory video recorders out there now. Here's
one of dozens . . .
http://tinyurl.com/lzg8kaf
One could jig something like this into place
for recording physical events . . . maybe jig
a pocket watch in the same view to help tie
video to real time elsewhere.
Lots of fun toys out there . . .
Bob . . .
Message 3
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| Subject: | Re: IVO Prop current limiter |
Bob,
My problem board is in the mail to you.
Thanks again!
--------
Doug
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=418558#418558
Message 4
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| Subject: | Re: Analyze This |
Great Peter.- If you have any further questions, I'm happy to provide ans
wers...=0A=0A=0A=0A=0A________________________________=0A From: Peter Pengi
lly <peter@sportingaero.com>=0ATo: aeroelectric-list@matronics.com =0ASent:
Monday, February 10, 2014 1:54 PM=0ASubject: Re: AeroElectric-List: Analyz
e This=0A =0A=0A=0AIts not me who needs the answers ...=0A=0A=0AOn 08/02/20
14 18:50, Jeff Luckey wrote:=0A=0APeter,=0A>=0A>=0A>Thanks for taking the t
ime to review the drawing.- I really appreciate the insightful comments.
=0A>=0A>=0A>My responses are mixed-in with you questions.=0A>=0A>=0A>Thx ag
ain,=0A>=0A>=0A>-Jeff=0A>=0A>=0A>=0A>=0A>________________________________
=0A> From: Peter Pengilly <peter@sportingaero.com>=0A>To: aeroelectric-list
@matronics.com =0A>Sent: Saturday, February 8, 2014 1:08 AM=0A>Subject: Re:
AeroElectric-List: Analyze This=0A> =0A>=0A>=0A>Jeff,=0A>=0A>I would like
a little explanation of the basic=0A operation. I'm assumi
ng both master switches on all=0A the time, both batteries
are the same, throw one=0A battery away each year. =0A>
=0A>Yes - both masters on for normal ops.- In addition,=0A>at start-up by
turning-on each master individually=0A and=0A>watching
the power indicators & volt meter you=0A can=0A>confirm
that isolation diodes are functioning=0A properly.=0A>
=0A>=0A>If alternator fails no simple load shedding is=0A
available, pilot must select items individually (or=0A hav
e a check-list of what to switch off). You're now=0A wasti
ng 2 amps (1 or each battery contactor).=0A>=0A>See comment re load sheddin
g below. My master =0A>relays draw 200 mA each.=0A>=0A>=0A>Think about the
information you want the 2 shunts to=0A provide, will the
do that, is there a better (simpler)=0A way? As you alread
y have the power indicators, I would=0A put the shunt in t
he alternator to bus feed. Agree=0A with comment about fus
ing (or current limiting) feed=0A to batt B. I thought a c
urrent limiter was better=0A placed in the alternator outp
ut?=0A>=0A>I'm using a zero-center ammeter. With the shunt in =0A>its curre
nt location it provides info on the health=0A of =0A>the
battery charging system when everything is=0A>working properly.=0A>=0A>Whe
n the alternator fails, it automatically becomes=0A>a load meter to aid the
pilot in load-shedding.-=0A Exactly=0A>the info you w
ant, exactly when you need it.=0A>=0A>There are fuses in alternator output
leads. =0A>An over-voltage protection module will prevent=0A
alternator=0A>run-away.=0A>=0A>With the shunt in the alternator output
, in the case that the=0A>alternator fails, you get no information about=0A
system load and =0A>that's when you need it the most in
order to do=0A>effective load-shedding.=0A>=0A>=0A>I'm unsure what the 'K-
...' means=0A>=0A>'K' is an industry standard abbreviation for relay/contac
tor=0A>=0A>=0A>2 batteries will provide way more than 45 minutes=0A
operation on battery power, even with a very full=0A
panel and no load shedding. Therefore system grossly=0A
exceeds design goal resulting in more cost/weight than=0A
required. Where does 45 minutes come from? FAR-23=0A re
quires 30 minutes, alternatively assume half or full=0A fu
el endurance.=0A>=0A>That would depend upon battery selection and system lo
ad.=0A>I did not provide any info on this for my airplane.=0A>45 minutes is
my personal preference.=0A>=0A>=0A>No simple load shedding appears availab
le - meets goal=0A 2 (but perhaps goal 1 & 2 are actually,
survive=0A any failure for 45 minutes with no pilot inter
action)=0A>=0A>=0A>I prefer to be in control of load-shedding based upon th
e=0A>situation. I don't like the idea of having it=0A pr
edetermined=0A>by what is wired to an E-buss.=0A>=0A>If I'm day VFR I may w
ant to turn-off lots of=0A things.- If=0A>I'm preparin
g for an Instrument approach, I may=0A decide=0A>not to
turn-off anything.=0A>=0A> =0A>System seems more complex/costly than a 2 bu
s system=0A would be. Seems that goals 1 & 2 are weighted
much=0A more highly than the others?=0A>=0A>Perhaps simpli
city/complexity is in the eye of the beholder.=0A>I think a single buss is
simpler than multiple=0A busses with =0A>inter-connectio
n/bypass relays.=0A>=0A>The buss-isolation diode units cost ~$20 each.- I
'm=0A willing=0A>to spend the extra $40.=0A>=0A>=0A>Its
your airplane, build the system that meets your=0A needs.
=0A>=0A>Regards, Peter=0A>=0A>=0A>=0A>On 02/02/2014 23:38, Jeff Luckey wrot
e:=0A>=0A>Listers,=0A>>=0A>>Attached find a schematic (some people=0A
call them ladder diagrams) of a design for=0A
the electrical system for my RV-7A.- Below=0A
is a list of design goals, pros and cons.=0A
Please take a look and provide engineering=0A
feedback.=0A>>=0A>>TIA=0A>>=0A>>=0A>>Electrical Sy
stems Design Goals:=0A>>1. fault tolerant - able to tolerate=0A
failure of any single component and fly=0A
for 45 min.=0A>>2. easy to operate=0A>>3. no avionics brown-
out on engine start=0A>>4. easy to repair=0A>>5. comprised of standard,=0A
readily-available components =0A>>6. cost effe
ctive=0A>>=0A>>=0A>>Pros:=0A>>1. simplified operation - only 2 master switc
hes=0A>>2. simplified design - single buss=0A>>=0A>>3. no brown-out on engi
ne start=0A>>4. automatic fail-over - no pilot interaction required; avioni
cs won't reset=0A>>=0A>>--- In the event a battery system suffers a f
ailure, either an open circuit or a ground fault, the faulty=0A>>---
system simply stops providing power to the buss and the remaining good syst
em continues to =0A>>=0A>>--- provide electricity without interruptio
n.=0A>>=0A>>=0A>>=0A>>Cons:=0A>>1. buss-isolation power diodes may require
heat sinks=0A>>2. some energy wasted as heat thru power diodes=0A>>=0A>>=0A
=========================0A
=======================
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