Today's Message Index:
----------------------
1. 04:51 AM - Re: Tack vs Hobbs (donjohnston)
2. 06:06 AM - Fw: Re: King KX145 pin out, pin 10 (user9253)
3. 07:40 AM - Re: 3PDT switch swap for relay? (user9253)
4. 08:23 AM - Re: Tach vs Hobbs ()
5. 09:49 AM - Re: Fw: Re: King KX145 pin out, pin 10 (rayj)
6. 11:19 AM - Re: Re: 3PDT switch swap for relay? (Gilles St-Pierre)
7. 11:33 AM - Re: 3PDT switch swap for relay? (user9253)
8. 12:25 PM - Re: Tack vs Hobbs (Robert L. Nuckolls, III)
9. 12:32 PM - Re: Tack vs Hobbs (Alec Myers)
10. 01:43 PM - Re: Tack vs Hobbs (Kent or Jackie Ashton)
11. 05:44 PM - Re: Fw: Re: King KX145 pin out, pin 10 (Robert L. Nuckolls, III)
12. 05:48 PM - Re: Re: Tack vs Hobbs (bobsv35b@aol.com)
13. 07:30 PM - About those 'Copper Tops' (Robert L. Nuckolls, III)
14. 09:14 PM - Re: About those 'Copper Tops' (Alec Myers)
Message 1
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| Subject: | Re: Tack vs Hobbs |
alec(at)alecmyers.com wrote:
> Let me as the question again: when the FAA mandates usage-based inspection or
maintenance (for instance, mandatory 100 hour inspections for aircraft used for
instruction) - what is the time that is counted towards those 100 hours? Is
it engine run time, or air time, or tach time, or some other measure?
When I had a TC aircraft, every shop used tach time. Not a single maintenance facility
ever looked at the hobbs meter unless they needed the total airframe hours.
I can't say if there's a FAR enforcing that though and if there is, which one.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=467283#467283
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| Subject: | Re: Fwd: Re: King KX145 pin out, pin 10 |
There are optical character recognition (OCR) programs that will convert scanned
documents into text. The size of the text file is a very small fraction of
the file size of the original scanned document. The biggest advantage of a text
file is that a computer can search it for certain key words. A disadvantage
is that the OCR program will make errors that need to be found and corrected.
> I believe it fills 5+ DVDs.
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=467287#467287
Message 3
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| Subject: | Re: 3PDT switch swap for relay? |
I converted the schematic diagram into a wiring diagram.
Laser altimeter - https://www.parallax.com/product/28054
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=467291#467291
Attachments:
http://forums.matronics.com//files/landing_gear_joe_7_202.jpg
http://forums.matronics.com//files/landing_gear_joe_7_195.pdf
Message 4
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<< when the FAA mandates usage-based inspection or maintenance (for
instance, mandatory 100 hour inspections for aircraft used for
instruction) - what is the time that is counted towards those 100 hours?
Is it engine run time, or air time, or tach time, or some other measure?
>>
Simple answer: the only recording device on the "required equipment"
list is the tach. Hobbs meters are optional, and are used to charge
rental customers for their "flight time" (which is truly bogus, because
it's typically about 1.2X the actual flight time for a training flight).
Because tach time was the only "guaranteed to be present" way to measure
time, in the US, all "time-interval" inspections are based on tach time,
including ADs with "every 100 hours" or "every 500 hours" intervals.
And to the OP: please note that "tach" (with an "H") is short for
"tachometer", not "tackometer"... LOL
Jim Parker
Message 5
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| Subject: | Re: Fwd: Re: King KX145 pin out, pin 10 |
Given the number of diagrams, graphs, tables, etc, I don't think the
manual is a good candidate for conversion by OCR software.
Raymond Julian
Kettle River, MN
The things we admire in men, kindness and generosity, openness, honesty,
understanding and feeling are the concomitants of failure in our system.
And those traits we detest, sharpness, greed, acquisitiveness, meanness,
egotism and self-interest are the traits of success. And while men
admire the quality of the first they love the produce of the second.
-John Steinbeck, novelist, Nobel laureate (1902-1968)
On 03/14/2017 08:03 AM, user9253 wrote:
>
> There are optical character recognition (OCR) programs that will convert scanned
documents into text. The size of the text file is a very small fraction of
the file size of the original scanned document. The biggest advantage of a
text file is that a computer can search it for certain key words. A disadvantage
is that the OCR program will make errors that need to be found and corrected.
>> I believe it fills 5+ DVDs.
>
>
> --------
> Joe Gores
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=467287#467287
>
>
Message 6
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| Subject: | Re: 3PDT switch swap for relay? |
Hello
Can it be use for landing on glassy water....for float plane..
Thanks for your time
Regards
Gilles
________________________________
From: owner-aeroelectric-list-server@matronics.com <owner-aeroelectric-list
-server@matronics.com> on behalf of user9253 <fransew@gmail.com>
Sent: March 14, 2017 11:38:10 AM
Subject: AeroElectric-List: Re: 3PDT switch swap for relay?
I converted the schematic diagram into a wiring diagram.
Laser altimeter - https://www.parallax.com/product/28054
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=467291#467291
Attachments:
http://forums.matronics.com//files/landing_gear_joe_7_202.jpg
http://forums.matronics.com//files/landing_gear_joe_7_195.pdf
Message 7
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| Subject: | Re: 3PDT switch swap for relay? |
> Can it be use for landing on glassy water....for float plane..
Gee, I do not know. Try calling the laser altimeter manufacturer. I have never
used their product. I just drew the diagram for Wade, the original poster of
this thread. I assume that you only want the altimeter feature and not the
gear extend.
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=467298#467298
Message 8
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| Subject: | Re: Tack vs Hobbs |
At 03:32 PM 3/13/2017, you wrote:
>
>I wasn't suggesting that Canadian aircraft are subject to any
>particular maintenance or inspection requirements. Rather, that when
>they are, the relevant "run time" that has to be accounted for is
>wheels-up to wheels-down.
>
>Let me as the question again: when the FAA mandates usage-based
>inspection or maintenance (for instance, mandatory 100 hour
>inspections for aircraft used for instruction) - what is the time
>that is counted towards those 100 hours? Is it engine run time, or
>air time, or tach time, or some other measure?
Don't know what the suggestion is today but when
we owned 1K1, only our revenue generating aircraft
were subject to 100 hour inspections . . . by what
ever means was fitted to the panel.
The J-3, with no electrical system and rudimentary
tach was serviced based on rental time. An old
Mooney was golden using tach time. The reset of
the TC fleet had hobbs meters . . . some
in addition to tach time but in our neck of the
world, the Hobbs was preferred both for maintenance
and billing practices.
It was explained to me that there was nothing magic
about inspecting every 100.00 plus or minus 0.01
hours. It was only necessary that the inspections
be done regularly in that general time frame.
Of course, tach hours are really engine revolution
counters. Hour recording tachs were spin-offs from
automobile speedometers where revolutions were directly
related to miles traveled.
Bob . . .
Message 9
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| Subject: | Re: Tack vs Hobbs |
Good to know.
Someone else was kind enough to point me towards 14 CFR 1.1:
"Time in service, with respect to maintenance time records, means the time from
the moment anaircraft leaves the surface of the earth until it touches it at
the next point of landing."
On 14Mar2017, at 3:20 PM, Robert L. Nuckolls, III <nuckolls.bob@aeroelectric.com>
wrote:
At 03:32 PM 3/13/2017, you wrote:
>
> I wasn't suggesting that Canadian aircraft are subject to any particular maintenance
or inspection requirements. Rather, that when they are, the relevant "run
time" that has to be accounted for is wheels-up to wheels-down.
>
> Let me as the question again: when the FAA mandates usage-based inspection or
maintenance (for instance, mandatory 100 hour inspections for aircraft used for
instruction) - what is the time that is counted towards those 100 hours? Is
it engine run time, or air time, or tach time, or some other measure?
Don't know what the suggestion is today but when
we owned 1K1, only our revenue generating aircraft
were subject to 100 hour inspections . . . by what
ever means was fitted to the panel.
The J-3, with no electrical system and rudimentary
tach was serviced based on rental time. An old
Mooney was golden using tach time. The reset of
the TC fleet had hobbs meters . . . some
in addition to tach time but in our neck of the
world, the Hobbs was preferred both for maintenance
and billing practices.
It was explained to me that there was nothing magic
about inspecting every 100.00 plus or minus 0.01
hours. It was only necessary that the inspections
be done regularly in that general time frame.
Of course, tach hours are really engine revolution
counters. Hour recording tachs were spin-offs from
automobile speedometers where revolutions were directly
related to miles traveled.
Bob . . .
Message 10
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| Subject: | Re: Tack vs Hobbs |
You are correct, Sir. One of the rites of passage to being a pilot is to learn
the difference between flight time and time in service. :-)
> Flight time means:
>
> (1) Pilot time that commences when an aircraft moves under its own power for
the purpose of flight and ends when the aircraft comes to rest after landing;
or
https://www.law.cornell.edu/cfr/text/14/1.1
> On Mar 14, 2017, at 3:29 PM, Alec Myers <alec@alecmyers.com> wrote:
>
>
> "Time in service, with respect to maintenance time records, means the time from
the moment anaircraft leaves the surface of the earth until it touches it at
the next point of landing."
Message 11
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| Subject: | Re: Fwd: Re: King KX145 pin out, pin 10 |
At 08:03 AM 3/14/2017, you wrote:
>
>There are optical character recognition (OCR) programs that will
>convert scanned documents into text. The size of the text file is a
>very small fraction of the file size of the original scanned
>document. The biggest advantage of a text file is that a computer
>can search it for certain key words. A disadvantage is that the OCR
>program will make errors that need to be found and corrected.
> > I believe it fills 5+ DVDs.
The KX-145 installation manual I have is
available at http://tinyurl.com/zg3feyc
It has been 'massaged' by Adobe Acrobat for
character recognition and searching.
Bob . . .
Message 12
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| Subject: | Re: Tack vs Hobbs |
The FAA only requires that time for maintenance purposes be listed from actual
lift off to actual touchdown. The engine recording tachometer has been accepted
as a legal substitute for actual lift off to touch down figure. It all depends
on what you think is most convenient for you. Many helicopters use a switch
on the collective. Others use tach time. Either could probably be supprted at
a hearing.
Almost all airlines use lift off to touch down times.
Happy Skies,
Old Bob
-----Original Message-----
From: donjohnston <don@velocity-xl.com>
Sent: Tue, Mar 14, 2017 6:52 am
Subject: AeroElectric-List: Re: Tack vs Hobbs
alec(at)alecmyers.com wrote:
> Let me as the question again: when the FAA mandates usage-based inspection or
maintenance (for instance, mandatory 100 hour inspections for aircraft used for
instruction) - what is the time that is counted towards those 100 hours? Is
it engine run time, or air time, or tach time, or some other measure?
When I had a TC aircraft, every shop used tach time. Not a single maintenance facility
ever looked at the hobbs meter unless they needed the total airframe hours.
I can't say if there's a FAR enforcing that though and if there is, which one.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=467283#467283
Message 13
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| Subject: | About those 'Copper Tops' |
While sitting at the keyboard on more interesting
things, I often have some sample battery running
on cap tests. I've been gathering data to repeat
the experiment I did about ten years ago that
asked "How bad can a flashlight battery be?"
Just finished sucking the precious bodily fluids
out of some Duracell AAs marked with a 2018 Use-By
date. If memory serves, the advertising hype for
this product boasts a 10-year shelf life.
At least this batch of cells are only coughing up
about 1/2 the capacity of a new cell . . . they
demonstrate a higher internal impedance at the
beginning of the discharge cycle.
Does anyone have some Alkaline AAs out there
that are pushing their use-by dates? It would
be interesting to squeeze 'em and see how long
they'll sing.
Bob . . .
Message 14
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| Subject: | Re: About those 'Copper Tops' |
Apropos of this, I have a maybe-novel idea about how to test a bunch of competing
battery brands, easily. I don't know if I made this up, or read about it somewhere
but...
Connect them in series, and discharge the battery of cells through a dummy load.
That way, at any given time, they've all passed the same number of electrons/coulombs
of charge. Periodically disconnect the load and measure each cell's
no-load terminal voltage. The cells that die first should be obvious.
What do esteemed list readers think?
On Mar 14, 2017, at 22:26, Robert L. Nuckolls, III <nuckolls.bob@aeroelectric.com>
wrote:
While sitting at the keyboard on more interesting
things, I often have some sample battery running
on cap tests. I've been gathering data to repeat
the experiment I did about ten years ago that
asked "How bad can a flashlight battery be?"
Just finished sucking the precious bodily fluids
out of some Duracell AAs marked with a 2018 Use-By
date. If memory serves, the advertising hype for
this product boasts a 10-year shelf life.
At least this batch of cells are only coughing up
about 1/2 the capacity of a new cell . . . they
demonstrate a higher internal impedance at the
beginning of the discharge cycle.
Does anyone have some Alkaline AAs out there
that are pushing their use-by dates? It would
be interesting to squeeze 'em and see how long
they'll sing.
Bob . . .
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