Today's Message Index:
----------------------
1. 08:58 AM - Figure Z-35. Non-Cranking (Small) Aux Battery (Robert L. Nuckolls, III)
2. 10:51 AM - Re: Non fading black ink (Robert L. Nuckolls, III)
3. 10:57 AM - Re: Wiring PTT Switches (Robert L. Nuckolls, III)
4. 11:02 AM - Re: Troubleshooting 200G/ Z-17 (Robert L. Nuckolls, III)
5. 01:01 PM - Re: Non-aero app: 120/240 AC through 24vdc switch? (jonlaury)
6. 01:27 PM - Re: Non-aero app: 120/240 AC through 24vdc switch? (jonlaury)
7. 05:59 PM - Re: Troubleshooting 200G/ Z-17 (Jeff Point)
8. 07:25 PM - Thankful for Clear Documentation (Art Zemon)
Message 1
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| Subject: | Figure Z-35. Non-Cranking (Small) Aux Battery |
>
>
> * Is there an architecture that comes close but
> does not meet your design goals? YES. Z-30 and Z-35.
What failure modes drive you to believe that you
need two batteries?
Electrically dependent engine?
Do you plan to do preventative maintenance
on your battery(ies), i.e. periodic
load and cap checks?
What will be your criteria for replacement
of any battery?
Bob . . .
Message 2
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| Subject: | Re: Non fading black ink |
At 05:32 PM 9/3/2017, you wrote:
>Most black dies are really dark, dark
>blue.=C2 True black, like india ink, consist of
>lamp black (carbon) in water or another carrier
>and is not a dye but forms a layer of carbon
>black on the substrate.=C2 We used to make
>aircraft drawings on Vellum that did not fade.=C2 Jurgen
Yeah, just missed that. We'd graduated to plastic
lead on Mylar at Cessna by the time I started
there (1965). Wonder how those drawings look today.
Bob . . .
Message 3
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| Subject: | Re: Wiring PTT Switches |
At 05:40 PM 9/3/2017, you wrote:
>People often use single strand with shield.
>
>It's not ultra-critical and will probably work fine as a pair of
>wires. The biggest consideration is reducing stress points so it
>doesn't break from flexing.
>
>On Sep 3, 2017, at 6:16 PM, Art Zemon
><<mailto:art@zemon.name>art@zemon.name> wrote:
>
>>Folks,
>>
>>I need advice on how to wire the PTT switches for my plane. Here is
>>a bit of the wiring diagram for the PDA360EX audio panel:
>><Selection_003.png>
>>
>>Clearly I have a shielded cable running from pins 33, 34, 35 on the
>>PDA360EX to the microphone jack in the instrument panel.
>>
>>What do I run to the PTT switch in the grip on the joystick? It
>>looks like an unshielded pair of wires to me.
PTT wires don't benefit from shielding. Truth
be known, there's probably not one mic installation
in 100,000 that benefits from shielding. A twisted
trio of unshielded would be just fine.
You can extend your PTT wiring up the stick
on a twisted pair . . . if you want to
bring the ground back to the mic jack.
If you want to ground the PTT switch inside
the grip with other grounded controls, then
a single strand to the PTT (tip) contact
will do it.
If the PTT switch is already connected to
a common ground in the grip, then the single
strand approach is fine. If you want to run
the twisted pair, be sure to DISCONNECT the
PTT grip switch from other grip switches . . .
Bob . . .
Message 4
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| Subject: | Re: Troubleshooting 200G/ Z-17 |
At 09:55 PM 9/5/2017, you wrote:
>
>All,
>
>Just closing the loop on this discussion- after talking with both
>B&C and Earth-X about this, I began to realize that what I was
>seeing was normal behavior for this type of setup. I made the first
>flight of the aircraft a couple weeks ago and now have about five
>hours of flight data (engine monitor data) to look at. The voltage
>does start out low but once takeoff power is applied, the voltage
>slowly climbs to 14.55V over about a minute and remains there for
>the duration of the flight.
Sorry I didn't pick up on that . . . the EarthX
battery is a much less compliant current sink
than a lead-acid . . . hence willing to take
on recharge currents that combine with your
system loads to depress alternator output until
the battery tops off.
I'm working on some new regulator control and
voltage monitoring philosophies for future
designs . . . designs that I hope will be
compatible with both lead-acid and lithium
technologies and I've noted the effects you're
seeing now. This will be limited to 'small'
alternators like the SD8 and 200G and to a lesser
degree with the built in PM alternators like
Rotax.
Bob . . .
Message 5
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| Subject: | Re: Non-aero app: 120/240 AC through 24vdc switch? |
In the first section of the article re selecting the right ICL, I'm asked for Capacitance.
But neither the ballast nor the power supply list that info on their
product cut-sheets.
Is there away to deduce the capacitance from other supplied info? E.G., inrush
current on PS is 40A @ 250vac. Ballast is 100A @ 120vac
Power Supply and Ballast data sheets attached.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=472559#472559
Attachments:
http://forums.matronics.com//files/wh7_120_l_datasheet_214.pdf
http://forums.matronics.com//files/meanwell_rs_100_24_spec_189.pdf
Message 6
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| Subject: | Re: Non-aero app: 120/240 AC through 24vdc switch? |
"3A?"
The steady state load is about 1A, to keep the ballast happy. There's a user selected
load of 1.5A that has a 25 second cycle to open circuit. Often the selection
is repeated multiple times in quick succession. So the 3A was to allow a
little headroom for motor surge (Does a PM motor have a surge?) and 2.5 steady
state. I installed the 3A ICL yesterday and everything seems to work fine with
the ICL temp settling at about 145 deg F on my meat thermometer held on with
a clothes pin.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=472562#472562
Message 7
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| Subject: | Re: Troubleshooting 200G/ Z-17 |
No worries Bob and thanks. We're all still learning about this new
LiFePo stuff.
Talking with Nathan B at Oshkosh he said he was working on a new
regulator design for the PM alternators (might be what you're working
on.) I offered to be a beta tester as I have a data recording engine
monitor and could possibly gather some useful data. I have data from my
last 5 hours that I can provide if you think it would be of any value.
It's interesting to look at the voltage rise vs. RPM. There is even a
slight rise during runup that I didn't notice while running up, but is
clear from the data.
Jeff
On 9/6/17 1:02 PM, Robert L. Nuckolls, III wrote:
> At 09:55 PM 9/5/2017, you wrote:
>>
>> All,
>>
>> Just closing the loop on this discussion- after talking with both B&C
>> and Earth-X about this, I began to realize that what I was seeing was
>> normal behavior for this type of setup. I made the first flight of
>> the aircraft a couple weeks ago and now have about five hours of
>> flight data (engine monitor data) to look at. The voltage does start
>> out low but once takeoff power is applied, the voltage slowly climbs
>> to 14.55V over about a minute and remains there for the duration of
>> the flight.
>
> Sorry I didn't pick up on that . . . the EarthX
> battery is a much less compliant current sink
> than a lead-acid . . . hence willing to take
> on recharge currents that combine with your
> system loads to depress alternator output until
> the battery tops off.
>
> I'm working on some new regulator control and
> voltage monitoring philosophies for future
> designs . . . designs that I hope will be
> compatible with both lead-acid and lithium
> technologies and I've noted the effects you're
> seeing now. This will be limited to 'small'
> alternators like the SD8 and 200G and to a lesser
> degree with the built in PM alternators like
> Rotax.
>
>
> Bob . . .
>
Message 8
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| Subject: | Thankful for Clear Documentation |
Bob,
Just a quick note of thanks. With the wiring diagram for my audio panel
<https://drive.google.com/file/d/0BzOP2gb9_3RQbkJOYXNtYmN2RkE/view?usp=sharing>
complete, I was wondering how to terminate all of the shields. A quick
Google search turned up Bob's Shop Notes: Shield Termination Techniques
<http://www.aeroelectric.com/articles/pigtail/pigtail.html>, which is
exactly what I need.
Hat tip to you... and if we're ever in the same place at the same time, I
definitely owe you a beer or three.
Cheers,
-- Art Z.
--
https://CheerfulCurmudgeon.com/
*"If I am not for myself, who is for me? And if I am only for myself, what
am I? And if not now, when?" Hillel*
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