Today's Message Index:
----------------------
1. 05:47 AM - Re: VOR Antenna / Balun / Lead (Robert L. Nuckolls, III)
2. 06:35 AM - Bew Battery? (Eric M. Jones)
3. 07:54 AM - alternator / generator (Ken Ryan)
4. 08:03 AM - Re: RS422 - RS232 (user9253)
5. 11:37 AM - Re: Radio Transmits Poorly Only When On The Ground (DaveG601XL)
6. 12:46 PM - Re: RS422 - RS232 (Henry Hallam)
7. 05:15 PM - Re: VOR Antenna / Balun / Lead (Chuck Birdsall)
8. 06:38 PM - Re: RS422 - RS232 (Robert L. Nuckolls, III)
9. 06:42 PM - Re: alternator / generator (Robert L. Nuckolls, III)
10. 08:25 PM - Re: alternator / generator (Ken Ryan)
Message 1
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| Subject: | Re: VOR Antenna / Balun / Lead |
At 01:15 2014-11-11, you wrote:
The VOR antenna balun setup on my 1972 Cherokee has come apart (age,
corrosion). Looks like RG-58 for the lead/balun. There's enough
corrosion on the antenna lead screws and elsewhere that has me
thinking about replacing the antenna. So, I have the following questions:
Is there any practical difference between antennas with a built-in
balun and a BNC connection (i.e. RAMI AV-525), and a VOR antenna with
the balun in the antenna lead (such as the RAMI AV-12)? (Other than
cost and having to spend a short amount of time making the balun ...)
I presume that the antenna configuration
being considered for replacement has bee
functioning satisfactorily. It's a toss up
between the two antennas for performance.
Baluns are not hard to build but the antenna
with the built in matching is fitted
with a BNC connector. Much 'cleaner'
termination of coax than ring terminals.
Is there a perceptible difference between RG-58 and RG-400 for the
antenna lead? There's enough slack in the current antenna lead that
I could simply cut off the bad part of the old cable and install a
BNC connector... (but I'd still have 40+ year old cable.)
Not that you can tell from the pilot's
seat. It would probably work just fine.
I do have a short (<10ft) length of RG-400 so I could try to replace
the bad section of the existing lead, make a new balun and try to
rescue the existing antenna from the oxidation. This would add two
BNC connectors in the antenna lead run. Properly done, would the
connectors provide a significant loss of signal? Or would I be
better off to spend the $$ and buy enough RG400 to make the whole run?
If you're doing the work yourself, the $risks$
are low. Carry out the experiment and tell us
what you discover. "Corrosion" on the stock
'whiskers' is cosmetic and easily cleaned off
to effect connection to a new balun. You can
fabricate the balun on the end of enough coax
to make the run into better environments where
the RG-58 is in better shape and splice in with
BNC-CM/CF pair. It's a $low$, low risk experiment
with good odds of working just fine.
Bob . . .
Message 2
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Worth seeing. I have no opinions other than the fact that the proof is in the pudding.
Design News Daily Update:
http://emailactivity1.ecn5.com/engines/publicPreview.aspx?blastID'2652&emailID=61833118
--------
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=433379#433379
Message 3
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| Subject: | alternator / generator |
The Rotax 914 wiring diagram shows an integrated generator with external
regulator-rectifier and an external alternator with built in regulator. It
looks like the integrated generator is disconnected from the battery (by
relay) when the master is off but the external alternator remains
connected. The text indicates the integrated generator will run the battery
down if not disconnected, but does not say that for the external
alternator. Does this make sense?
Message 4
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| Subject: | Re: RS422 - RS232 |
It is my understanding that a mode S transponder must have the EXTENDED SQUITTER
feature to be ADS-B compliant in 2020. The data contained in extended squitter
transmissions tells the ground station what ADS-B hardware is installed in
the aircraft. If the hardware does not meet government regulations, the ground
station will not transmit traffic and weather back to the aircraft after 2020.
And using hardware that is not certified might be in violation of FARs.
An avionics shop like Steinair should be consulted before spending time and money.
Joe
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=433384#433384
Message 5
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| Subject: | Re: Radio Transmits Poorly Only When On The Ground |
Bob,
I finally got back out to the airport with an assistant and my hand-held radio.
My all-metal airplane has an Icom A-200 radio going through a PS Engineering PM501
intercom, but I also have aux headset jacks that go directly to the Icom.
I transmitted both engine-off and engine-on. We set up a sequence where I used
both my Bose X headset and a cheap passive headset. I swapped them between the
pilot and co-pilot intercom jacks as well as the aux radio jack. I also varied
the engine RPM to see if low voltage was an issue as I have a Jabiru with
a dynamo alternator that does not charge at idle. We could not reproduce garbled
transmissions with any combination. We did note that the anything transmitting
out of the pilot intercom jacks had a slight more static that the other
jacks.
The next time I go flying with some friends and their aircraft, I will repeat the
test again with them listening in on airplane radios.
Thanks,
--------
David Gallagher
Zodiac 601 XL-B: flying, 280+ hours now
Next project under construction: Finish my father's Aircamper
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=433393#433393
Message 6
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| Subject: | Re: RS422 - RS232 |
That will convert the logic levels (physical layer) but are the protocols
known to be compatible? i.e. does the 432W (I didn't realize there was such
a thing) send messages in a format that the transponder can understand,
even after converting to RS-232?
Henry
On Tue, Nov 11, 2014 at 1:06 AM, Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
> At 18:09 2014-11-10, you wrote:
>
>
> In starting to think about ADS-B one way to get out only would be a Mode-S
> transponder hooked to the existing Garmin 432W. The 432 speaks RS232 and
> the transponder slide in replacement speaks RS422. There are converters
> available for under 20 bucks. Is it that simple?
>
>
> If you want to build on, here's a schematic.
>
> [image: []]
>
>
> Bob . . .
>
> *
>
>
> *
>
>
Message 7
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| Subject: | Re: VOR Antenna / Balun / Lead |
Thanks! I'll try making a baling with the RG400 I have first and report bac
k.
Chuck
On Nov 11, 2014, at 07:46, Robert L. Nuckolls, III <nuckolls.bob@aeroelectri
c.com> wrote:
At 01:15 2014-11-11, you wrote:
The VOR antenna balun setup on my 1972 Cherokee has come apart (age, corrosi
on). Looks like RG-58 for the lead/balun. There's enough corrosion on the a
ntenna lead screws and elsewhere that has me thinking about replacing the an
tenna. So, I have the following questions:
Is there any practical difference between antennas with a built-in balun and
a BNC connection (i.e. RAMI AV-525), and a VOR antenna with the balun in th
e antenna lead (such as the RAMI AV-12)? (Other than cost and having to spe
nd a short amount of time making the balun ...)
I presume that the antenna configuration
being considered for replacement has bee
functioning satisfactorily. It's a toss up
between the two antennas for performance.
Baluns are not hard to build but the antenna
with the built in matching is fitted
with a BNC connector. Much 'cleaner'
termination of coax than ring terminals.
Is there a perceptible difference between RG-58 and RG-400 for the antenna l
ead? There's enough slack in the current antenna lead that I could simply c
ut off the bad part of the old cable and install a BNC connector... (but I'd
still have 40+ year old cable.)
Not that you can tell from the pilot's
seat. It would probably work just fine.
I do have a short (<10ft) length of RG-400 so I could try to replace the bad
section of the existing lead, make a new balun and try to rescue the existi
ng antenna from the oxidation. This would add two BNC connectors in the ant
enna lead run. Properly done, would the connectors provide a significant lo
ss of signal? Or would I be better off to spend the $$ and buy enough RG400
to make the whole run?
If you're doing the work yourself, the $risks$
are low. Carry out the experiment and tell us
what you discover. "Corrosion" on the stock
'whiskers' is cosmetic and easily cleaned off
to effect connection to a new balun. You can
fabricate the balun on the end of enough coax
to make the run into better environments where
the RG-58 is in better shape and splice in with
BNC-CM/CF pair. It's a $low$, low risk experiment
with good odds of working just fine.
Bob . . .
==========================
========
==========================
========
==========================
========
==========================
========
Message 8
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| Subject: | Re: RS422 - RS232 |
At 14:45 2014-11-11, you wrote:
>That will convert the logic levels (physical layer) but are the
>protocols known to be compatible? i.e. does the 432W (I didn't
>realize there was such a thing) send messages in a format that the
>transponder can understand, even after converting to RS-232?
232/422/etc ARE electrical/handshake standards . . . and
do not describe data formats.
http://tinyurl.com/buupe
http://tinyurl.com/2twp68
Most aviation serial data exchanges are at
9600 bits/sec, 8 bit word, no parity, 1
stop bit. This data framing is independent
of the conduit carrying the data. 422 is
often used as an "extender" for 232. 232
is not suited for long runs between devices
that might have large differences in ground
potential (ground loop noises). 422 is twisted
pair with much greater noise immunity. We had
some equipment at Hawker/Beech where I converted
232 to 422 and back to 232 some 100 feet away.
Somewhere in my software cookie jar, I have a
routine that looks at the serial data input port
and measures the bit rate. You can squirt anything
from 600 to 19,600 bits per second at it . . . and
it will sync up and go to work. You still have to
do the 8,N,1 thingy but bit rate is optional.
You'll need to consult the installation manuals
for the systems you wish to link . . . odds are
they both speak 9600,8,N,1 but it's a good thing
to check.
Bob . . .
Message 9
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| Subject: | Re: alternator / generator |
At 09:52 2014-11-11, you wrote:
>The Rotax 914 wiring diagram shows an integrated generator with
>external regulator-rectifier and an external alternator with built
>in regulator. It looks like the integrated generator is disconnected
>from the battery (by relay) when the master is off but the external
>alternator remains connected. The text indicates the integrated
>generator will run the battery down if not disconnected, but does
>not say that for the external alternator. Does this make sense?
It makes sense to Rotax . . . but Rotax doesn't
build or fly airplanes. This is a case similar
the one where Garmin recommended an electrical sytem
architecture in the back of one of their EFIS
installation manuals. Never a good idea.
How do YOU want your airplane to work? Check out
Z-13/8, Z-12, and Z-14 in the 'Connection along
with their companion narratives in Chapter 17
and YOU decide what makes sense for you.
Bob . . .
Message 10
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| Subject: | Re: alternator / generator |
Sheesh. Let me try again: The Rotax (major, major manufacturer of aircraft
engines) wiring diagram seems to indicate that the "integrated generator"
(which has an external regulator-rectifier) must be disconnected from the
battery to avoid discharging the battery when it is not turning. On the
other hand, the external "alternator" (which has a built in regulator) is
wired directly to the battery, indicating that it does NOT need to be
disconnected to avoid running down the battery. Is this consistent with you
knowledgeable folks' understanding of these sorts of generators and
alternators?
On Tue, Nov 11, 2014 at 5:41 PM, Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
> nuckolls.bob@aeroelectric.com>
>
> At 09:52 2014-11-11, you wrote:
>
>> The Rotax 914 wiring diagram shows an integrated generator with external
>> regulator-rectifier and an external alternator with built in regulator. It
>> looks like the integrated generator is disconnected from the battery (by
>> relay) when the master is off but the external alternator remains
>> connected. The text indicates the integrated generator will run the battery
>> down if not disconnected, but does not say that for the external
>> alternator. Does this make sense?
>>
>
> It makes sense to Rotax . . . but Rotax doesn't
> build or fly airplanes. This is a case similar
> the one where Garmin recommended an electrical sytem
> architecture in the back of one of their EFIS
> installation manuals. Never a good idea.
>
> How do YOU want your airplane to work? Check out
> Z-13/8, Z-12, and Z-14 in the 'Connection along
> with their companion narratives in Chapter 17
> and YOU decide what makes sense for you.
>
>
> Bob . . .
>
>
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