Today's Message Index:
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1. 03:41 AM - Re: Analog Volt Meter (racerjerry)
2. 08:18 AM - Re: Re: Analog Volt Meter (Robert L. Nuckolls, III)
3. 09:20 AM - Re: Re: Analog Volt Meter (Ken Ryan)
4. 10:12 AM - Re: Re: Analog Volt Meter (Robert L. Nuckolls, III)
5. 12:56 PM - Re: B&C switches (blues750)
6. 04:50 PM - Re: B&C switches (user9253)
7. 05:19 PM - Re: Re: B&C switches (Robert L. Nuckolls, III)
8. 08:29 PM - Re: B&C switches (blues750)
Message 1
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Subject: | Re: Analog Volt Meter |
Mike, be careful what you wish for. From my experience, 0 to 15V voltmeters of
ANY size are near useless for monitoring the aircraft battery voltage and the
charging system in flight. A compressed scale type voltmeter like Westach 2A5,
which provides a scale of 6 to 16 volts (or the UMA 9 to 17V), offer better
information with ability to distinguish minor voltage fluctuations. With a standard
full scale, the distance of needle movement between a properly functioning
charging system and normal battery voltage is minimal.
--------
Jerry King
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=480498#480498
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Subject: | Re: Analog Volt Meter |
At 05:40 AM 5/29/2018, you wrote:
>
>Mike, be careful what you wish for. From my experience, 0 to 15V
>voltmeters of ANY size are near useless for monitoring the aircraft
>battery voltage and the charging system in flight. A compressed
>scale type voltmeter like Westach 2A5, which provides a scale of 6
>to 16 volts (or the UMA 9 to 17V), offer better information with
>ability to distinguish minor voltage fluctuations. With a standard
>full scale, the distance of needle movement between a properly
>functioning charging system and normal battery voltage is minimal.
Agreed. For a voltmeter to be REALLY useful, it
should focus on the spectrum of interest. You have
zero interest in voltages below 10v or above 15v.
Back in the not so dark ages, we offered a voltmeter/
loadmeter combo featuring a dual pointer instrument
that was custom made for us by Westach. Their product
was mostly okay . . . but about 10% of the goods were
unusable right out of the box. Tried to get warranty
replacements but they said, "sorry, you've had that
instrument for more than 90 days."
Emacs!
Had to discontinue that offering. Another attempt
to address miniature 'steam gage' loadmeters was
launched with this product.
Emacs!
. . . and we fiddled with the notion of creating
a single pointer, dual scale instrument in the same
package.
Emacs!
It didn't seem to be a very viable project since
these functions were being covered by most of the
digital do-everything instruments coming into the
market.
This is an example of what Jerry is talking about
for the expanded scale voltmeter.
Bob . . .
Message 3
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Subject: | Re: Analog Volt Meter |
It seems to me that if ever there was an instance where a digital gauge is
clearly superior to analog, it would be a volt meter, where fine resolution
and accuracy are a must for monitoring the system.
Sent from my Android. Sorry Steve.
On Tue, May 29, 2018, 02:45 racerjerry <gnking2@verizon.net> wrote:
> >
>
> Mike, be careful what you wish for. From my experience, 0 to 15V
> voltmeters of ANY size are near useless for monitoring the aircraft battery
> voltage and the charging system in flight. A compressed scale type
> voltmeter like Westach 2A5, which provides a scale of 6 to 16 volts (or the
> UMA 9 to 17V), offer better information with ability to distinguish minor
> voltage fluctuations. With a standard full scale, the distance of needle
> movement between a properly functioning charging system and normal battery
> voltage is minimal.
>
> --------
> Jerry King
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=480498#480498
>
>
Message 4
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Subject: | Re: Analog Volt Meter |
At 11:19 AM 5/29/2018, you wrote:
>It seems to me that if ever there was an instance where a digital
>gauge is clearly superior to analog, it would be a volt meter, where
>fine resolution and accuracy are a must for monitoring the system.
This was a frequent discussion amongst
pilots, engineers and marketing folks at
various tenures in TC aircraft.
There was a school of thought promoting
instrumentation that would quickly flag
a trend. For example, suppose all your 2"
gages in a multi-engine aircraft were
oriented such that 'normal' orientation
was in some consistent 'clocking' . . .
say 10-o'clock. A crew member conducting
a scan of the panel did not have to pause,
perceive, interprets and make a judgement
on every displayed parameter. One could
quickly some value that was not in visual
lockstep with the rest of the systems.
Digital displays off no such advantage.
Then we had combo displays . . . bar graphs
with adjacent digits. Hmmm . . . better but
still pretty cluttered.
Most of us learned to fly steam gages in
SETC aircraft. There was no attempt to
'clock' the gages but given that there were
few gages, it didn't take many hours of
hood or cloud time to develop a mental image
of normal displays . . . along with a refined
awareness of readings that were not normal.
For the most part, flight crew has little
interest in the fine details of system
numbers. The guys that need that kind of
detail are repair technicians . . . who
have the benefit of additional test equipment
and diagnostic tools . . . on the ground.
Then there's the matter of panel space. I
wrote the spec and helped select a vendor
for a customized, multi-channel, digital
display that would let the crew watch any
of serveral parameters of interest in detail.
Values not being observed were monitored and thrown
on the screen in detail when they ventured
outside normal limits. This went into the
first Gates-Piaggio 180s.
There are strong arguments for both kinds
of displays . . . but for different goals.
Keeping it graphic-and-simple in the air
goes to minimizing opportunity for error
in stressful situations . . . like single
pilot IFR . . . strange noises . . . icing
. . . etc.
Bob . . .
Message 5
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Subject: | Re: B&C switches |
Aha! A bi-directional electro-hydraulic system.
Okay, you need TWO relays. Your wiring looks
like this
https://goo.gl/f6zECm
Bob . . .[/quote]
In this drawing it seems to me you would need to bring the 18AWG wire from the
power source and first relay over to the second relay as well...Y/N? If not,
why not? As depicted is shows 22 AWG bringing the power to the second relay.
Thanks! Dave
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=480505#480505
Message 6
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Subject: | Re: B&C switches |
Good catch Dave.
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=480507#480507
Message 7
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Subject: | Re: B&C switches |
At 06:50 PM 5/29/2018, you wrote:
>
>Good catch Dave.
>
>--------
>Joe Gores
>
>
Agreed . . . in fact, I stubbed my toe here.
The drawing I linked you to was not the last
iteration. I'm glad that the errors were so
gross as to raise the question!
Here's the real one https://goo.gl/qf9ihL
I've run out of ANL30 limiters. Got some more
coming that should be here Saturday. Will
mail your care package either Saturday or
Monday.
Bob . . .
Message 8
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Subject: | Re: B&C switches |
--------
[/quote]
Agreed . . .
Here's the real one https://goo.gl/qf9ihL (https://goo.gl/qf9ihL)
I've run out of ANL30 limiters. Got some more
coming that should be here Saturday. Will
mail your care package either Saturday or
Monday.
Bob . . .[/quote]
OK, thanks for updated drawing. I note that the relays are powered thru and protected
with a 3A c/b. Is the current draw on a relay stated anywhere as a spec
typically? Reason I ask is that I have plenty of 5A and 1A breakers to tap
but not sure if 1A is adequate for the relays.
Dave...
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=480509#480509
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