Today's Message Index:
----------------------
1. 04:45 AM - Re: LED (Robert L. Nuckolls, III)
2. 05:15 AM - Re: B&C alternator question (Robert L. Nuckolls, III)
3. 06:40 AM - Re: was RV-14, now brownouts/resets at engine crank (user9253)
4. 08:12 AM - Re: EAB IFR Certification (donjohnston)
5. 08:15 AM - Re: Re: Toroid beads/VOR antenna design (Robert L. Nuckolls, III)
6. 08:21 AM - Re: Re: EAB IFR Certification (Dj Merrill)
7. 08:55 AM - Re: Re: Toroid beads/VOR antenna design ()
8. 10:26 AM - Re: LED (Eric M. Jones)
9. 11:04 AM - Re: Re: EAB IFR Certification (Bill Allen)
10. 12:55 PM - Re: EAB IFR Certification (Henry Hallam)
11. 01:26 PM - Re: Re: Toroid beads/VOR antenna design (Robert L. Nuckolls, III)
12. 04:07 PM - Re: Re: Toroid beads/VOR antenna design ()
13. 08:06 PM - Re: EAB IFR Certification (RV7ASask)
Message 1
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At 22:08 2014-10-27, you wrote:
Not to hijack this thread, but.....
I have a LED lighting strip under my glare shield for flood lighting
that is controlled by a PWM dimmer. It is too bright for night ops
and was wondering if I may be able to use a resistor like in this
example to dim it further.
The dimmer you have won't take it down enough?
Most dimmer designs I've seen operate over the
full range of max bright to off. Yes, you can
certainly add a resistor to reduce the intensity
for ALL settings of the dimmer but I'd investigate
why the present dimmer's behavior is inadequate to
the task.
Bob . . .
Message 2
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| Subject: | Re: B&C alternator question |
At 23:53 2014-10-27, you wrote:
<jmjones2000@mindspring.com>
Is there a way to wire 2 shunts to a single Ammeter using a selector
switch? Looking at Z13-8, was this diagram designed to go to 2
separate ammeters? I have an engine monitor and was going to rely on
that for my ammeter. Would it be acceptable to place a single shunt
at the battery? This would tell me the amount of electrons coming and
or going to/from the battery, but I am not sure this information will
help me in a 2 alternator situation. Thank you in advance for your thoughts.
I show a shunt for each alternator but just how
those are treated downstream in your instrumentation
is optional. I used to offer a miniature loadmeter
kit in both a single and two alternator configuration.
See wiring on page 3 of this document.
http://tinyurl.com/luxve9h
Loadmeters are generally not something that offers
in flight, cockpit management information. Unlike
the outlets in your house that can be tasekd with
powering a wide variety of loads over time, the loads
on your ship's power sources (alternators) is,
or should be, absolutely known. If you've conducted
a load analysis and determined that (1) the main
alternator will carry worst case, full-up loads and
(2) Plan-B for using the aux alternator does not
overtax that machine either, then presenting loads
information on any kind of panel display is irrelevant
to competent and low-risk operation of the airplane.
Ammeters in cars and airplanes and later loadmeters
in airplanes were nothing more than the pre-cursors
to the LOW VOLTS warning light in contemporary designs.
From Part 23 FARs we read ...
(d) Instruments. A means must exist to indicate to appropriate flight
crewmembers the electric power system quantities essential for safe
operation.
(1) For normal, utility, and acrobatic category airplanes with direct
current systems, an ammeter that can be switched into each generator feeder
may be used and, if only one generator exists, the ammeter may be in the
battery feeder.
(2) For commuter category airplanes, the essential electric power system
quantities include the voltage and current supplied by each generator.
My 1941 Pontiac had a -0+ reading battery ammeter, so did
the 1950 Ercoupe I learned to fly in. In both cases, the
instrument was intended to be a gross presentation of
normal/abnormal ops. As long as the needle was near zero
most of the time and never below zero except at low rpm
and/or generator OFF, all was right with the universe
of electrons.
Today, we can easily craft and install precision
voltage monitoring circuitry triggered at 13.0 volts
to light an annunciator. Any bus supported above
13.0 volts MUST be enjoying the benefit of a functioning
alternator.
The loadmeter MIGHT be useful as an cockpit operations
management tool if your main alternator failure response
(Plan B) calls for "reduce loads to 20A or less" . . .
but you can and should deduce where all those switches
should be ON THE GROUND and recorded in your flight ops
document as part of your Plan-B.
Figures Z-12 installed on a Bonanza includes the alternator
B-lead current sensor system that drives the ALTERNATOR
LOADED light. To minimize the changes to an already
certified airplane with unknown constellation of accessories,
it was necessary to say, "Reduce loads until the light
stops flashing". But YOUR airplane has known loads therefore
Plan-B switch positioning is a pre-ordained condition.
Hence, no in-flight interpretation of alternator loads
is necessary or even useful.
Bob . . .
Message 3
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| Subject: | Re: was RV-14, now brownouts/resets at engine crank |
> If you have two batteries wired so that one is for starting, doesn't that solve
the problem?
Yes it does. So do super capacitors and DC to DC converters. I was just trying
to start a discussion about the most elegant way to accomplish brownout protection
considering weight, cost, and complexity.
Joe
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=432402#432402
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| Subject: | Re: EAB IFR Certification |
I too am very interested in this as I don't have all TSO equipment and would like
to be IFR certified.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=432407#432407
Message 5
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| Subject: | Re: Toroid beads/VOR antenna design |
At 16:20 2014-10-27, you wrote:
>Bob,
>
>Based on what you have indicated, this type of
>air whip antenna would work very well in
>this area small airfoil leading edge
>D-section (carbon spared, glass skinned canard
>in this case). I can feed the antenna portion
>of the assembly into the foam conduit and the
>choke can reside inside the fuselage area,
>either just outside the airfoil skin, or I can
>build a small access box for it. If an
>active box is required, electrical is
>readily available in this area too. All of this
>can be done without affecting the external
>airfoil surface and thus easy to implement and
>potentially to remove and service.
>
>Can you point me to some more specific info on
>how to build this type of antenna and choke?
Not sure this is the best way to go. Assume you are
glassing a 'conduit' into the leading edge of the
surface under consideration. What is the inside diameter
of the proposed conduit? How long? Do I presume correctly
that the 'radio end' of the conduit is accessible after
assembly such that any antenna slipped into it could
be repaired/modified at a later time?
Bob . . .
Message 6
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| Subject: | Re: EAB IFR Certification |
On 10/28/2014 11:10 AM, donjohnston wrote:
> I too am very interested in this as I don't have all TSO equipment and would
like to be IFR certified.
OC is intentionally tweaking our chain a bit.
There is no such thing as "IFR certification" for an experimental
aircraft. :-)
-Dj
--
Dj Merrill - N1JOV - VP EAA Chapter 87
Sportsman 2+2 Builder #7118 N421DJ - http://deej.net/sportsman/
Glastar Flyer N866RH - http://deej.net/glastar/
Message 7
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| Subject: | Re: Toroid beads/VOR antenna design |
This is actually a retrofit as the original structure was built by the owner
without any VOR or GS antenna(s). Horizontal, antenna space on this
aircraft is limited to this area only.
The hope is not to "glass" an antenna into/onto the structure, but to insert
one into a conduit that was bored into the internal foam (about 5/8"dia,
about 5ft long) of the leading edge D-section on one side of the canard.
The radio end would protrude from the structure into the nose of the
aircraft either as a coax connector, pig tail, or I can create an internal
box for a choke/circuitry/etc. The original idea was to put a dipole in
this area as I described earlier, but it sounds like there would too much
degradation in performance having the center feed coax+balun parallel and
very close to one of the elements. Removal would simply be a reverse of
the insert - pull it out/stick it in with a little glass cut/repair at the
feed end.
I'm trying to avoid the traditional retrofit which is to glass (permanently)
a copper foil dipole onto the center bottom surface of the canard. This too
is sub-optimal as the radials will extend onto the external airfoil surface,
the antenna is blocked/surrounded by rudder pedals/hydraulic
pump/relays/battery/etc and previous installations in this area have been
low performance. The canard is carbon spared, so the traditional V shape of
the antenna is extremely flat (almost straight) anyway being limited to the
3.5" in front of the spar. I have had good results with shallow V dipoles
in the hollow D-sections of molded canards with about 3" separation between
radials and coax run....but of course, that is not an option here.
Thoughts?
-James
-----Original Message-----
From: Robert L. Nuckolls, III
Sent: Tuesday, October 28, 2014 10:13 AM
Subject: Re: AeroElectric-List: Re: Toroid beads/VOR antenna design
<nuckolls.bob@aeroelectric.com>
Not sure this is the best way to go. Assume you are
glassing a 'conduit' into the leading edge of the
surface under consideration. What is the inside diameter
of the proposed conduit? How long? Do I presume correctly
that the 'radio end' of the conduit is accessible after
assembly such that any antenna slipped into it could
be repaired/modified at a later time?
At 16:20 2014-10-27, you wrote:
>Bob,
>
>Based on what you have indicated, this type of air whip antenna would
>work very well in this area small airfoil leading edge D-section (carbon
>spared, glass skinned canard in this case). I can feed the antenna
>portion of the assembly into the foam conduit and the choke can reside
>inside the fuselage area, either just outside the airfoil skin, or I can
>build a small access box for it. If an active box is required,
>electrical is readily available in this area too. All of this can be done
>without affecting the external airfoil surface and thus easy to implement
>and potentially to remove and service.
>
>Can you point me to some more specific info on how to build this type of
>antenna and choke?
Message 8
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This should work: Attached PDF
--------
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=432418#432418
Attachments:
http://forums.matronics.com//files/alternator_led_174.pdf
Message 9
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| Subject: | Re: EAB IFR Certification |
FAR 91.205 tells you what you need. It's not "Certification" - it's having
your Operating Limitations re-written to include operations under IMC (and
night if you want it)
here's a good link:
https://www.google.com/search?rls=aso&client=gmail&q=FAR%2091.205
Bill Allen
LongEz160 N99BA FD51
CZ4 G-BYLZ EGBJ
On 28 October 2014 16:10, donjohnston <don@velocity-xl.com> wrote:
> don@velocity-xl.com>
>
> I too am very interested in this as I don't have all TSO equipment and
> would like to be IFR certified.
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=432407#432407
>
>
--
Message 10
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| Subject: | Re: EAB IFR Certification |
Hi Owen,
This convenient website allows one to print all kinds of certificate:
http://www.certificatemagic.com/
Of course, you still need the necessary permit:
https://www.youtube.com/watch?v=LzEOHNmfa_0
Henry
On Mon, Oct 27, 2014 at 8:24 PM, Owen Baker <bakerocb@cox.net> wrote:
> 10/27/2014
>
> Hello David Lamb, You wrote that your EAB (Experimental Amateur Built)
> airplane (an RV 7A) ....has recently been certified IFR.
>
> 1) Can you please tell me (and the list) what organization did this
> certification?
>
> 2) What did the certification process consist of?
>
> 3) How does the certificate read (exact wording)?
>
> 4) What regulations or published documents provided the standards that must
> be met for this certification?
>
> Thank you,
>
> OC
>
> =================================
>
> Time: 05:22:01 PM PST US
> Subject: AeroElectric-List: Re: Dual Alternator Question
> From: "RV7ASask" <rv7alamb@sasktel.net>
>
>
> I am operating a Z12 electrical system in my RV7A and have been very
> pleased, 200+
> hours. The aircraft has recently been certified IFR. It has a Dynon Skyview
> and a simple switch on the panel to show volts and amps of the alternator
> selected.
> Lights on the panel indicate the status of the two alternators.
>
> David Lamb
>
>
Message 11
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| Subject: | Re: Toroid beads/VOR antenna design |
I'm trying to avoid the traditional retrofit which is to glass
(permanently) a copper foil dipole onto the center bottom surface of
the canard. This too is sub-optimal as the radials will extend onto
the external airfoil surface, the antenna is blocked/surrounded by
rudder pedals/hydraulic pump/relays/battery/etc and previous
installations in this area have been low performance. The canard is
carbon spared, so the traditional V shape of the antenna is extremely
flat (almost straight) anyway being limited to the 3.5" in front of
the spar. I have had good results with shallow V dipoles in the
hollow D-sections of molded canards with about 3" separation between
radials and coax run....but of course, that is not an option here.
The legacy "v" shape was more cosmetic than physically
or electrically beneficial. The straight dipole in your
leading edge would be just fine.
I'm thinking about an "active" antenna. An electrically
'short' antenna (less than 1/4 wave) can be an effective
receiving antenna . . . but it's not resonant . . . meaning
that the thing is a pretty hi impedance source of energy
not well suited to piping that energy into a 50-ohm
coax.
A work-around has roots that go WWwaaayyy back in radio
receiving history with earliest practical roots demonstrated
in car radios. Antennas on cars might be little more than
1 meter long yet expected to perform in the capture of
signals having wavelengths in the neighborhood of 200-400
meters.
In the instance before us, it's quite possible to get
a 'resonant' antenna capable of delivering energy into
a 50-ohm coax . . . the problem is physical layout
limits that we've discussed. But suppose we consider a
'short' antenna . . . say about 1/10th wavelength at
115 Mhz or 10" long.
A simple amplifier can be crafted to go on the antenna
end of the coax that will improve the short antenna's
ability to deliver energy into the coax. It takes about
8 components on a board about 1/2 x 3/4 inch. You not
only run your normal RG coax out to this board, you run
a 22AWG wire connected to 14V.
Now your overall antenna is less than a foot long and
doesn't need the "counter-poise" that turns a 1/4
wave monopole into a dipole of twice the length.
I've got some other antenna work to do in the next few
weeks and I thought I would fiddle with an active
antenna amplifier for VOR/LOC/GS. Could you bore a hole
in your canard leading edge foam to accept a 1" piece
of thinwall pvc pipe about 15" long? If so, we may
well be able to craft an antenna that would slip into
the pipe and just lay there.
Bob . . .
Message 12
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| Subject: | Re: Toroid beads/VOR antenna design |
A small, active antenna is just fine as I would have room for a circuit
board on the end of the whip (inboard end) and have power available a few
inches away.
I dont think I can get 1"dia in there. The D section is quite small in
aspect, and there are wooden dowels running fore/aft in the middle of the
foam from the construction process - I had to bore in front of those. The
foam conduit already exists now, I bored it from the tip inboard. I will
plug/repair the outboard conduit hole in the tip, and although it could be
used for initial installation, I would not consider it to be an access or
service point in the future as it would affect the external surfacing/paint.
In this case, and ideally, the antenna portion would be flexible enough to
bend 90degrees (not sharply) to be fed down and into the foam conduit
(inboard to outboard) - it is not a direct shot into the conduit from the
inboard end. There is a plunge cut box in the bottom inboard skin/foam for
access to the LE foam conduit. This area will also will be the exit point
for the antenna pigtail/connection. The antenna would just lay in the foam
conduit, and the circuit board can be supported or secured in the access box
area.
If you anticipate working on an antenna design as you describe, I will table
this issue for a few weeks and move forward with other items. I am working
to get this particular aircraft in the air in the Dec'14/Jan'15 timeframe
and am on track to do so. Obviously, it cant fly until the holes in the
canard are repaired (preferably with antenna installed). ;-)
So you know, the antenna will be connected to a Garmin 650 radio that has a
VOR/GS splitter internally and has only the one coax connection.
Thanks for all your help!
-James
-----Original Message-----
From: Robert L. Nuckolls, III
Sent: Tuesday, October 28, 2014 3:24 PM
Subject: Re: AeroElectric-List: Re: Toroid beads/VOR antenna design
<nuckolls.bob@aeroelectric.com>
I've got some other antenna work to do in the next few
weeks and I thought I would fiddle with an active
antenna amplifier for VOR/LOC/GS. Could you bore a hole
in your canard leading edge foam to accept a 1" piece
of thinwall pvc pipe about 15" long? If so, we may
well be able to craft an antenna that would slip into
the pipe and just lay there.
Message 13
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| Subject: | Re: EAB IFR Certification |
Hello Owen,
Yes, perhaps 'certified' is not exactly correct. I have been working with Transport
Canada and in the end they removed "VFR ONLY" from my Special Certificate
of Airworthiness. The only TSO'd equipment I have are a Garmin SL30, with the
nav displayed on the Skyview and a Garmin GTX327 transponder. I have a panel
mounted GDU370 GPS. The transponder and the pitot static system had to be 'certified'
by an avionics shop. That must be done every 2 years. There is also the
requisite iPad with Foreflight for the charts.
I'm sorry I am traveling right now and do not have all the relevant Canadian Air
Regulations that are required to be complied with to remove the VFR restriction.
I found the TC inspector to be very helpful. He provided me with all the
answers as to what was required.
Regards
David Lamb
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=432440#432440
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