Today's Message Index:
----------------------
1. 12:49 AM - Re: Aeronautical idiosyncrasies (GLEN MATEJCEK)
2. 04:45 AM - Re: Noisy USB Charger (Robert L. Nuckolls, III)
3. 06:32 AM - Re: Engine Fire/Compartment Temperature Alert (user9253)
4. 07:18 AM - Re: Engine Fire/Compartment Temperature Alert (Eric M. Jones)
5. 07:21 AM - Re: Engine Fire/Compartment Temperature Alert (user9253)
6. 07:21 AM - Re: Re: Aeronautical idiosyncrasies (BobsV35B@aol.com)
7. 08:15 AM - Re: Engine Fire/Compartment Temperature Alert (Eric M. Jones)
8. 02:54 PM - Re: Re: Engine Fire/Compartment Temperature Alert (Robert L. Nuckolls, III)
9. 05:03 PM - Fw: Help ID components (David Saylor)
10. 05:51 PM - Re: Fw: Help ID components (Robert L. Nuckolls, III)
11. 06:03 PM - Re: Alternator Conversion to External Regulator. (Robert L. Nuckolls, III)
12. 06:31 PM - Re: Fw: Help ID components (David Saylor)
13. 08:29 PM - Re: Fw: Help ID components (David Lloyd)
Message 1
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| Subject: | Re: Aeronautical idiosyncrasies |
>
>
> >Re:
> >
> >=C2 =C2 Yes, attention has been paid to human factors
> >=C2 =C2 in cockpit design and layout since day-one . . .
> >
> >Just as a curious data point, in the WWII plane
> >I fly on the side throttles forward is more
> >power, props forward is more power, blowers
> >forward is more power, mixtures forward is
> >suddenly silent. =C2 Every departure requires a
> >quiet moment reviewing the several gotchas in
> >the cockpit lest reflex cause a debacle.
>
> Interesting! I've never encountered a 'variance'
> with so much perceived significance and
> potential risk.
>
> Which airplane?
>
>
> Bob . .
> Lockheed PV-2 Harpoon. There are other issues, as well... Alternate air
> forward is hot, and the landing gear and flap levers are identical and
> symmetrically located. Keeps you on your toes!
>
Message 2
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| Subject: | Re: Noisy USB Charger |
At 07:55 PM 7/7/2014, you wrote:
I have seven years and 750 mostly trouble free flying hours on my Z
13-8 electrical system. I recently bought a Stratus 2 from Sporty's
to give me inflight weather and TFRs on my iPad. To keep both the
Stratus and the iPad charged on long cross country flights, I
installed a cigar lighter and bought a dual USB charger to go into
the cigar lighter socket.
I bought a dual power (2 USB ports, each 2.1 amps) USB charger from a
nationally known pilot supply company. I tried it with just the
Stratus 2 plugged in. After ten minutes, I started getting static on
my communication radio (Garmin SL-30). At first, it was rapidly
intermittent, sounding like some kind of code. After another ten
minutes, it was constant static, sounding like it was breaking
squelch. This happened on more than one communication frequency.
I've never had any radio frequency interference problems before.
Would something like these ferrite toroids help? A friend thought I
should wind both the positive and negative supply wires around
separate toroids.
https://www.amidoncorp.com/ft-50a-43c/
Commercial off the shelf USB chargers for either
line-powered or 12v are at most qualified for FCC
Part 15 rules for radiated and conducted noise.
I've encountered some pretty noisy devices in
both venues.
If you want to 'tame' the device you have, any
experiments you want to conduct are not without
merit . . . but you may find it much more economical
to buy a couple of brands (they're cheap) and see
which one is friendly to your aircraft environment.
You can spend a lot of $time$ trying to civilize
a $10 gizmo.
Bob . . .
Message 3
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| Subject: | Re: Engine Fire/Compartment Temperature Alert |
An easy way to monitor temperature is with a thermocouple connected to an EMS.
The alarm set-point can be easily changed with software.
Joe
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=426284#426284
Message 4
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| Subject: | Re: Engine Fire/Compartment Temperature Alert |
DX.com has Arduino compatible flame detector modules for $2.43 with FREE SHIPPING.
Since it has only four leads, it should be easy to use with other electronics
too. Little trim pot for sensitivity too.
--------
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=426290#426290
Message 5
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| Subject: | Re: Engine Fire/Compartment Temperature Alert |
How about a SPDT temperature switch like the CCD101N-200
http://www.omega.com/pptst/CCD100.html
Many appliances contain an inexpensive high temperature limit switch, but are usually
normally closed, open on high temp.
Joe
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=426291#426291
Attachments:
http://forums.matronics.com//files/hi_temp_limit_210.jpg
Message 6
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| Subject: | Re: Aeronautical idiosyncrasies |
Good Morning All,
Such was not uncommon before and during WWII.
United Air Lines had a fleet of 95 DC-3s when I started working for them.
All of our DC-3s had the mixture full aft for auto rich and full forward for
idle cutoff. We also had four C-47s purchased post WWII to use as cargo
liners and pilot trainers. They had the mixture the other way around. Some of
our DC-4s had Fuel Tank valves that moved on or off in a direction
opposite to other DC-4s in the fleet.
Such odd setups moved into the Jet Fleets as well Many DC-8s were built
such that all switches on the over head panel were forward for on while other
DC-8s had the same switches oriented so that aft was on.
As long as the pilots were properly trained to be ready for the difference
it was not a big problem. Occasional mistakes were made, but an awareness
of the possibilty alllowed for quick remediation. <G>
Sometimes it pays to be a little hesitant before taking action without
thought!
Happy Skies,
Old Bob
In a message dated 7/8/2014 2:50:07 A.M. Central Daylight Time,
fly4grins@gmail.com writes:
>Re:
>
>=C2 =C2 Yes, attention has been paid to human factors
>=C2 =C2 in cockpit design and layout since day-one . . .
>
>Just as a curious data point, in the WWII plane
>I fly on the side throttles forward is more
>power, props forward is more power, blowers
>forward is more power, mixtures forward is
>suddenly silent. =C2 Every departure requires a
>quiet moment reviewing the several gotchas in
>the cockpit lest reflex cause a debacle.
Interesting! I've never encountered a 'variance'
with so much perceived significance and
potential risk.
Which airplane?
Bob . .
Lockheed PV-2 Harpoon. There are other issues, as well... Alternate air
forward is hot, and the landing gear and flap levers are identical and
symmetrically located. Keeps you on your toes!
Message 7
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| Subject: | Re: Engine Fire/Compartment Temperature Alert |
> How about a SPDT temperature switch like the CCD101N-200
This "fire detection" problem has been worked on for decades. The problem with
IR detectors is that a positive signal doesn't necessarily mean there is a fire.
Hot exhausts are very hot, while a fire might begin as reasonably cold per
unit volume. (The Sun's corona is only a few watts per cubic meter!). So they
like to detect the UV frequencies of the light.
But HEY! how about a home fire/smoke detector? There's an experiment to try. But
I'd try the DX.com part first. And keep in mind that cameras are cheap too!
--------
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=426300#426300
Message 8
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| Subject: | Re: Engine Fire/Compartment Temperature Alert |
Goto Freepatentsonline.com and get a copy
of 3665440 for a pretty comprehensive look
at the UV/IR approach to flame detection
Bob . . .
Message 9
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| Subject: | Fwd: Help ID components |
Can someone help me ID these components?
These seem to be dropping the voltage from a rechargeable NiCad battery in
a Fluke meter. These are the first components that the battery grounds see
between the battery and the rest of the board.
Any ideas? The look like they took some kind of hit. They fell off when I
touched the wire with a probe. The long end of the lead seemed to be melted
off its junction with the PC board. One of the little cubes left part of
itself attached to the board.
I don't see any markings on either one, but they're tiny so I may be
missing it.
Sure would like to make this meter work on the battery--works fine with the
wall charger.
Photos attached, one for detail, one for scale.
Thanks!
--Dave Saylor
Message 10
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| Subject: | Re: Fwd: Help ID components |
>
>Sure would like to make this meter work on the battery--works fine
>with the wall charger.
>
>Photos attached, one for detail, one for scale.
>
>Thanks!
>
>--Dave Saylor
Nothing I recognize. I did get your 'tingling wall wart'.
I'll go out to the lab tomorrow and see what I can
find with it.
What model Fluke are we talking about?
Bob . . .
Message 11
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| Subject: | Re: Alternator Conversion to External Regulator. |
0805074.pdf
Subject: AeroElectric-List: Alternator Conversion to External Regulator.
From: "MikeDunlop" <mdunlop001@aol.com>
I'm in the process of following Bob's advice and am about to convert
a Nippondenso alternator to external regulator. After a lot of
searching and research I've come across the following two methods.
1.
http://www.aeroelectric.com/articles/Alternators/One-Wire_Alternator_Conversion.pdf
2. http://homepages.paradise.net.nz/georger/Alternator.htm
In this article it states:
Before we start we need to know one piece of important information
about your charging circuit.
There are two main types of alternators and we need to know which
type you need. The types are known as Type A and Type B. The
difference being where the regulator fits in relation to the alternator.
WWwaayyy back when, it was not uncommon for a designer
of automotive generators to pick one of two wiring
configurations for the machine's field winding connections.
http://www.cj3a.info/tech/chargingb.jpg
A 'type-A' configuration attached one end of the
field winding to the armature + power output
terminal. Pulling the field DOWN to ground through
an external regulator had the effect of increasing
the generator's output voltage.
"Type-B" wiring attached one end of the field
to the armature - brush (ground). Pulling the
field UP to bus voltage through the regulator
caused the machine to come alive and produce
power.
I've seen both styles of field wiring in
automotive generators. However, both generators
and alternators for airplanes have been pull-up-to-bus
or type-B configuration is the configuration
of choice . . . that choice is reflected in
ALL AeroElectric drawings.
I've never encountered an internal alternator
regulator configured for type-B (pull-up).
As the articles state for ND alternator conversion,
part of the mod calls for cutting one of
brush connection loose from the B-terminal
so that it can be grounded . . . thus converting
it from type-A pull-down to type-B pull-up.
Bob . . .
Message 12
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| Subject: | Re: Fwd: Help ID components |
123 Scopemeter
The battery has 4 leads. I assume two are for temp sense. Those little
guys come one each off of battery (-) and one of the presumed temp wires.
Thanks, I'd like to know more about the charger too. FWIW these are
unrelated.
On Tue, Jul 8, 2014 at 5:50 PM, Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
> nuckolls.bob@aeroelectric.com>
>
>
>> Sure would like to make this meter work on the battery--works fine with
>> the wall charger.
>>
>> Photos attached, one for detail, one for scale.
>>
>> Thanks!
>>
>> --Dave Saylor
>>
>
> Nothing I recognize. I did get your 'tingling wall wart'.
> I'll go out to the lab tomorrow and see what I can
> find with it.
>
> What model Fluke are we talking about?
>
>
> Bob . . .
>
>
Message 13
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| Subject: | Re: Fwd: Help ID components |
David,
I suspect they are "surface mounted" components that should not be free
from the circuit board. They could be resistance or capacitance
devices.
D
-------------------------------------------------------------------------
-------
----- Original Message -----
From: David Saylor
To: aeroelectric-list
Sent: Tuesday, July 08, 2014 5:01 PM
Subject: AeroElectric-List: Fwd: Help ID components
Can someone help me ID these components?
These seem to be dropping the voltage from a rechargeable NiCad
battery in a Fluke meter. These are the first components that the
battery grounds see between the battery and the rest of the board.
Any ideas? The look like they took some kind of hit. They fell off
when I touched the wire with a probe. The long end of the lead seemed to
be melted off its junction with the PC board. One of the little cubes
left part of itself attached to the board.
I don't see any markings on either one, but they're tiny so I may be
missing it.
Sure would like to make this meter work on the battery--works fine
with the wall charger.
Photos attached, one for detail, one for scale.
Thanks!
--Dave Saylor
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