Today's Message Index:
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1. 12:13 PM - Re: Microphone Question (Robert L. Nuckolls, III)
2. 02:05 PM - Battery Cable Fitting (N38CW)
3. 02:16 PM - Re: Battery Cable Fitting (Robert L. Nuckolls, III)
4. 04:41 PM - Re: RV10-List: Shunt - Location (Justin Jones)
5. 05:50 PM - Re: Re: RV10-List: Shunt - Location (Robert L. Nuckolls, III)
Message 1
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Subject: | Re: Microphone Question |
At 08:12 PM 8/29/2014, you wrote:
>Hello Bob,
>
>Haven't heard from you in a while, so I thought I'd check in. Have
>you had an opportunity to look at the mic?
>
>Kevin
I'm about ready to order an etched circuit board
Emacs!
with a schematic patterned after D.L. Josephson's suggestion
earlier this year.
Emacs!
Should have boards by end of next week. The finished amplifier
will be 0.48" wide by 0.83" long
Bob . . .
Message 2
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Subject: | Battery Cable Fitting |
I am building an RV-8 with the battery installed in the forward baggage compartment.
The battery contactor is mounted about 4" from the positive terminal.
The simplest and shortest route for the cable would be a straight 4" length between
the two. Is this acceptable, or should I take a somewhat indirect route
to the contactor so that the cable has a bit of a loop in it?
--------
Bill Settle
RV-8 Fuselage
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=429707#429707
Message 3
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Subject: | Re: Battery Cable Fitting |
At 04:03 PM 8/31/2014, you wrote:
>
>I am building an RV-8 with the battery installed in the forward
>baggage compartment. The battery contactor is mounted about 4" from
>the positive terminal. The simplest and shortest route for the
>cable would be a straight 4" length between the two. Is this
>acceptable, or should I take a somewhat indirect route to the
>contactor so that the cable has a bit of a loop in it?
Use a ~8" length of 4AWG welding cable
with sufficient wire dress to avoid putting
any stress on terminals on either end
of the jumper wire.
Use heavy-wall heat-shrink to provide
vibration support at the terminals but
let the stuff in the middle wave in the
breeze.
http://tinyurl.com/kfqjphg
The above article illustrates M22759 'fat wire'
but if it were my airplane, welding cable is
the material of first choice.
Bob . . .
Message 4
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Subject: | Re: RV10-List: Shunt - Location |
This is a perfect discussion for the aeroelectric list I'm sure Bob has some
insight.
I have CC'd the aeroelectric list email address
Justin
On Aug 30, 2014, at 6:47, Phillip Perry <philperry9@gmail.com> wrote:
> Last night I was thinking about shunt locations and it seems like there ar
e 3 different electrical locations for it.
>
> 1) Connected in the B-Lead (to measure the output of the ALT).
>
> 2) Connected to the battery (to measure the load on the battery; but it mi
sses the contributions of electrons coming from the ALT to the main buss.)
>
> Location 3 seems to be the most logical spot for me.
>
> 3) Immediately before the main buss. So the ALT and Battery can be sendin
g electrons to the buss and I'll be measuring them before they enter the bus
s as they're consumed. Then I'm getting a measurement of true load (minus t
he start).
>
>
> Where have most of you installed yours? I really like option 3 but want t
o make sure I'm not missing something. I'm also curious to know where yours
is installed? I'm thinking of putting it on the aft side of the sub panel, s
o I can yank a G3X screen and access it.
>
> Thanks,
> Phil
>
>
>
>
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>
Message 5
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Subject: | Re: RV10-List: Shunt - Location |
On Aug 30, 2014, at 6:47, Phillip Perry <philperry9@gmail.com> wrote:
Last night I was thinking about shunt locations and it seems like
there are 3 different electrical locations for it.
1) Connected in the B-Lead (to measure the output of the ALT).
If you're going to measure current anywhere, this is the
FIRST choice . . . I will elaborate later . . .
2) Connected to the battery (to measure the load on the battery; but
it misses the contributions of electrons coming from the ALT to the main buss.)
This is how it was done on cars and some airplanes for
decades. Useful ONLY to the individual who KNOWS about
how a battery behaves with a lot of electro-whizzies
wrapped around it. Good diagnostic tool but it requires
attention, memory (monitoring of trends) and an understanding
of battery physics. I don't recommend it.
3) Immediately before the main buss. So the ALT and Battery can be
sending electrons to the buss and I'll be measuring them before they
enter the buss as they're consumed. Then I'm getting a measurement
of true load (minus the start).
But you KNOW what that number is . . . right? This is
the FIRST task for crafting an electrical system is to
list everything that needs power, separate to appropriate
bus, tabulate the total bus energy needed under various
flight configurations. It's called a Load Analysis and
EVERY TC aircraft is blessed with one.
You won't find an ammeter in series with any bus structure
on a biz jet . . . ammeters monitor generator loads.
The PRIMARY electrical system monitor is active notification
of LOW VOLTS. When the light comes on, you look to see if
the alternator is putting out ANYTHING . . . MAYBE it has
popped a diode and is still putting out some energy but
at a reduced rate. You have the option of reducing load
until the light goes out.
Are we talking actual SHUNTS or Hall-Effect Current Sensors.
If the latter, one sensor can be used to monitor the output
of both alternators in a dual system like Z-12 or Z-13/8
http://tinyurl.com/kgg8nva
http://tinyurl.com/ag46m2f
Check out any of the architecture figures at
http://tinyurl.com/5wxzn7
You will not find an ammeter shunt anywhere except on
the alternator B-leads . . .
Your NUMBER ONE tool for dealing with electrical system
malfunction is active notification of low voltage. Your
response to that event should be . . . at most . . .
the repositioning of a couple of switches whereupon you
assume Plan-B for getting comfortably on the ground.
If your Plan-B calls for reading displays, flipping
switches, pushing/pulling breakers, fiddling with
fuses and/or WONDERING how long the battery is going
to last . . . then you blew it before your airplane's
first flight.
For the most part, an ammeter is useful for figuring
things out AFTER you get back on the ground. Not having
one available in flight should NOT be a matter of concern.
Bob . . .
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