---------------------------------------------------------- AeroElectric-List Digest Archive --- Total Messages Posted Wed 06/10/15: 10 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 04:10 AM - Re: Z19RB question about wire length (haribole) 2. 08:27 AM - Data acquisition tools? (Paul A. Fisher) 3. 09:00 AM - Re: Data acquisition tools? (C&K) 4. 09:27 AM - Re: Data acquisition tools? (Kent or Jackie Ashton) 5. 03:20 PM - E-bus feed switch rating (ChrisJ) 6. 04:40 PM - Re: E-bus feed switch rating (user9253) 7. 05:25 PM - Re: My old float charger died what is the modern recommended replacement? (Joe Motis) 8. 08:53 PM - Re: Re: E-bus feed switch rating (Ross Mickey (home)) 9. 09:31 PM - Switch Confusion (rossmickey@comcast.net) 10. 10:00 PM - Re: Switch Confusion (Daniel Hooper) ________________________________ Message 1 _____________________________________ Time: 04:10:56 AM PST US Subject: AeroElectric-List: Re: Z19RB question about wire length From: "haribole" I see the reason now. Since this is a rear battery version and the main bus is likely to be closer to the firewall than the main battery contactor which is installed close to the battery, 6AWG from the starter contactor is shorter. The diagram makes it look like the main bus is close to the battery. Thanks Hari Read this topic online here: http://forums.matronics.com/viewtopic.php?p=443330#443330 ________________________________ Message 2 _____________________________________ Time: 08:27:11 AM PST US From: "Paul A. Fisher" Subject: AeroElectric-List: Data acquisition tools? Our local EAA chapter is looking to invest in something that can do data acquisition on a flying aircraft. I figured this group would be a good place to start. Technology in this area seems to be moving quickly, so it seems like there has to be a valid solution that we could try. What we'd like is something we could temporarily mount in the engine compartment, gather data, and then extract the data after the flight. We don't think we need to have real time information in the cockpit, since this would be a diagnostic tool, not a flight management tool. Here's some of the things we've talked about: 1. temperature probes - able to read temperatures from ambient (maybe looking for carb ice), up through oil temperatures (~250F), and maybe up to cylinder temps (~450F). 2. pressure probes - able to measure manifold pressure, air pressure inside the cowl top and bottom 3. Volt/amp probes - to diagnose in flight electrical issues 4. Vibration probes - not sure how we would use this, but something we thought ought to be on the list 5. Others? I'm guessing we'd like something that can record 4-8 channels of data. I'm not sure where the price points are, but we'd like more than two and probably less than 20! Also if multiple tools are needed (one for temperature, another for pressure for example), that would be fine as well. We're not Boeing - just an EAA chapter working on homebuilt airplanes, so we don't need the top of the line solution. But if the Aeroelectric mailing list has taught me anything, it is the value of having accurate data, so we'd like something reliable. What do you all think? Thanks in advance for any opinions! Paul A. Fisher Q-200 N17PF RV7A N18PF ________________________________ Message 3 _____________________________________ Time: 09:00:41 AM PST US From: C&K Subject: Re: AeroElectric-List: Data acquisition tools? http://www.dataq.com/products/di-145/#ordernow That is about the best deal I've seen. Much cheaper and easier than what I use. The software for display and analysis is almost more important than what hardware you select. Ken On 10/06/2015 11:25 AM, Paul A. Fisher wrote: > Our local EAA chapter is looking to invest in something that can do > data acquisition on a flying aircraft. I figured this group would be > a good place to start. Technology in this area seems to be moving > quickly, so it seems like there has to be a valid solution that we > could try. > > What we'd like is something we could temporarily mount in the engine > compartment, gather data, and then extract the data after the flight. > We don't think we need to have real time information in the cockpit, > since this would be a diagnostic tool, not a flight management tool. > > Here's some of the things we've talked about: > > 1. temperature probes - able to read temperatures from ambient (maybe > looking for carb ice), up through oil temperatures (~250F), and > maybe up to cylinder temps (~450F). > 2. pressure probes - able to measure manifold pressure, air pressure > inside the cowl top and bottom > 3. Volt/amp probes - to diagnose in flight electrical issues > 4. Vibration probes - not sure how we would use this, but something > we thought ought to be on the list > 5. Others? > > I'm guessing we'd like something that can record 4-8 channels of > data. I'm not sure where the price points are, but we'd like more > than two and probably less than 20! Also if multiple tools are needed > (one for temperature, another for pressure for example), that would be > fine as well. We're not Boeing - just an EAA chapter working on > homebuilt airplanes, so we don't need the top of the line solution. > But if the Aeroelectric mailing list has taught me anything, it is the > value of having accurate data, so we'd like something reliable. > > What do you all think? > > Thanks in advance for any opinions! > > Paul A. Fisher > Q-200 N17PF > RV7A N18PF > > * > > > * ________________________________ Message 4 _____________________________________ Time: 09:27:04 AM PST US Subject: Re: AeroElectric-List: Data acquisition tools? From: Kent or Jackie Ashton Most of these parameters could be measured by conventional instruments. Try this search in google images for measuring cowl pressures: site:vansairf orce.com piccolo tubes horton -kent > On Jun 10, 2015, at 11:25 AM, Paul A. Fisher wrote: > > Our local EAA chapter is looking to invest in something that can do data a cquisition on a flying aircraft. I figured this group would be a good place to start. Technology in this area seems to be moving quickly, so it seems l ike there has to be a valid solution that we could try. > > What we'd like is something we could temporarily mount in the engine compa rtment, gather data, and then extract the data after the flight. We don't t hink we need to have real time information in the cockpit, since this would b e a diagnostic tool, not a flight management tool. > > Here's some of the things we've talked about: > temperature probes - able to read temperatures from ambient (maybe looking for carb ice), up through oil temperatures (~250F), and maybe up to cylinde r temps (~450F). > pressure probes - able to measure manifold pressure, air pressure inside t he cowl top and bottom > Volt/amp probes - to diagnose in flight electrical issues > Vibration probes - not sure how we would use this, but something we though t ought to be on the list > Others? > I'm guessing we'd like something that can record 4-8 channels of data. I' m not sure where the price points are, but we'd like more than two and proba bly less than 20! Also if multiple tools are needed (one for temperature, a nother for pressure for example), that would be fine as well. We're not Boe ing - just an EAA chapter working on homebuilt airplanes, so we don't need t he top of the line solution. But if the Aeroelectric mailing list has taugh t me anything, it is the value of having accurate data, so we'd like someth ing reliable. > What do you all think? > Thanks in advance for any opinions! > Paul A. Fisher > Q-200 N17PF > RV7A N18PF > > ========================== ========= ========================== ========= ========================== ========= ========================== ========= > ________________________________ Message 5 _____________________________________ Time: 03:20:06 PM PST US Subject: AeroElectric-List: E-bus feed switch rating From: "ChrisJ" I'm using the Z-12 electrical schematic to wire my airplane, and I had a question about the E-bus feed switch rating. My E-bus will draw 22-30 amps depending on transient loads like flaps or boost pump. My diode will handle that just fine, but the toggles I bought from B&C are only rated to 15A. Do I need to hunt down an appropriately rated switch for this application? I searched the archives and didn't really find the answer. I can't be the first guy to put a few too many things on the E-bus can I?? Read this topic online here: http://forums.matronics.com/viewtopic.php?p=443368#443368 ________________________________ Message 6 _____________________________________ Time: 04:40:46 PM PST US Subject: AeroElectric-List: Re: E-bus feed switch rating From: "user9253" Wire the eBus per Z-32 http://www.aeroelectric.com/PPS/Adobe_Architecture_Pdfs/Z32K.pdf Notice that the relay has a diode arc suppressor. An external diode can be connected. Or buy a relay with a built in diode. If the relay has a built-in diode, then polarity matters. http://www.digikey.com/product-detail/en/1432793-1/PB1773-ND/1236843 The advantages of using a relay are remote control (shut off power at the source instead of running a hot wire into the cockpit). And a relay can be used to handle more current than a small switch can handle. -------- Joe Gores Read this topic online here: http://forums.matronics.com/viewtopic.php?p=443373#443373 ________________________________ Message 7 _____________________________________ Time: 05:25:45 PM PST US Subject: Re: AeroElectric-List: My old float charger died what is the modern recommended replacement? From: Joe Motis Thanks Jim upon a google search it seems like it is a good one. Funny you mentioned the timer on the charger used to do that on a couple of generators back in the day when battery chargers had no electronic voltage regulations and would boil a battery no problem. On Mon, Jun 8, 2015 at 10:11 PM, Jim Kale wrote: > > I believe he best ones are the BATTERY MINDER. If all you want to do is light charging and maintaining, they have a 1500 model for a modest price. If you want to charge then the 2,4,8 amp model is better. My friends report battery life of 6 or 7 years with use of these and I have not heard of any negatives. I use the 1500 for maintenance. I plug it into a timer so that it only charges 1 hour per day. That is plenty for a good battery, and I don't worry about things being left turned on forever in the hangar. > > > -----Original Message----- > From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Joe Motis > Sent: Monday, June 8, 2015 10:26 PM > To: aeroelectric-list@matronics.com > Subject: AeroElectric-List: My old float charger died what is the modern recommended replacement? > > > Hi Listers, > > Aircraft Spruce frightens and confuses me. > > Looking for personal use stories especially the don't buy that one! > Piper PA-28 12Volt Gill Battery > > Thanks, > > Joe > > ________________________________ Message 8 _____________________________________ Time: 08:53:44 PM PST US Subject: Re: AeroElectric-List: Re: E-bus feed switch rating From: "Ross Mickey (home)" What does the arc suppressor do? Ross Mickey 541-954-7521 > On Jun 10, 2015, at 4:36 PM, user9253 wrote: > > > Wire the eBus per Z-32 > http://www.aeroelectric.com/PPS/Adobe_Architecture_Pdfs/Z32K.pdf > Notice that the relay has a diode arc suppressor. An external diode can be connected. Or buy a relay with a built in diode. If the relay has a built-in diode, then polarity matters. > http://www.digikey.com/product-detail/en/1432793-1/PB1773-ND/1236843 > The advantages of using a relay are remote control (shut off power at the source instead of running a hot wire into the cockpit). And a relay can be used to handle more current than a small switch can handle. > > -------- > Joe Gores > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=443373#443373 > > > > > > > > > > ________________________________ Message 9 _____________________________________ Time: 09:31:27 PM PST US From: rossmickey@comcast.net Subject: AeroElectric-List: Switch Confusion Ever since I found out that the 1-2-3 position on a simple 1-3 switch ( or any other switch) varies in their location ( top to bottom or bottom to top as referenced by the key hole), I am trying to determine how the switches I have are configured. I assume that the center pole is the common pole between the other two. I then used my ohmmeter on an unconnected switch to check the resistance between the center and the other two poles. I thought that when the resistance read zero between two pole that this then indicated the two were connect and became an ON position. I then attached the wires and fired up the juice and low and behold the two poles that showed zero resistance actually represented the OFF position as determined by using my voltmeter between the poles and the two poles that read 1.0 on my ohmmeter were actually the ON position. I am a reasonably intelligent person and this just doesn't make sense to me. Can one of you electric wizards explain how this is so? Ross ________________________________ Message 10 ____________________________________ Time: 10:00:07 PM PST US From: Daniel Hooper Subject: Re: AeroElectric-List: Switch Confusion You can almost always imagine the toggle where the base of the toggle is pointing to the terminals that are connected. So, if a toggle is in the down position, the upper two terminals are connected together. If it helps, visualize the slider on the inside that you are physically pushing to short those terminals together with the lever action of the switch. If your multimeter has a continuity beeper function, often it looks something like a cell phone signal icon: o))), that might help alleviate some confusion about what the meter is indicating. Usually you wouldn=99t get a pure =9C0.00=9D reading, even connecting the two probes together. > On Jun 10, 2015, at 11:29 PM, rossmickey@comcast.net wrote: > > Ever since I found out that the 1-2-3 position on a simple 1-3 switch ( or any other switch) varies in their location ( top to bottom or bottom to top as referenced by the key hole), I am trying to determine how the switches I have are configured. I assume that the center pole is the common pole between the other two. I then used my ohmmeter on an unconnected switch to check the resistance between the center and the other two poles. I thought that when the resistance read zero between two pole that this then indicated the two were connect and became an ON position. I then attached the wires and fired up the juice and low and behold the two poles that showed zero resistance actually represented the OFF position as determined by using my voltmeter between the poles and the two poles that read 1.0 on my ohmmeter were actually the ON position. > > I am a reasonably intelligent person and this just doesn't make sense to me. Can one of you electric wizards explain how this is so? > > Ross > > > ------------------------------------------------------------------------------------- Other Matronics Email List Services ------------------------------------------------------------------------------------- Post A New Message aeroelectric-list@matronics.com UN/SUBSCRIBE http://www.matronics.com/subscription List FAQ http://www.matronics.com/FAQ/AeroElectric-List.htm Web Forum Interface To Lists http://forums.matronics.com Matronics List Wiki http://wiki.matronics.com Full Archive Search Engine http://www.matronics.com/search 7-Day List Browse http://www.matronics.com/browse/aeroelectric-list Browse Digests http://www.matronics.com/digest/aeroelectric-list Browse Other Lists http://www.matronics.com/browse Live Online Chat! http://www.matronics.com/chat Archive Downloading http://www.matronics.com/archives Photo Share http://www.matronics.com/photoshare Other Email Lists http://www.matronics.com/emaillists Contributions http://www.matronics.com/contribution ------------------------------------------------------------------------------------- These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.