AeroElectric-List Digest Archive

Sat 01/05/19


Total Messages Posted: 28



Today's Message Index:
----------------------
 
     1. 04:35 AM - Re: Alternator/shunt question (user9253)
     2. 04:52 AM - Re: Alternator/shunt question (supik)
     3. 04:56 AM - Re: Alternator/shunt question (supik)
     4. 07:11 AM - Re: Re: Alternator/shunt question (Kelly McMullen)
     5. 07:29 AM - Sifting design goals and establishing protocols (Robert L. Nuckolls, III)
     6. 08:07 AM - Re: Re: Alternator/shunt question (A R Goldman)
     7. 08:36 AM - Re: Re: Alternator/shunt question (Robert L. Nuckolls, III)
     8. 08:38 AM - Re: Alternator/shunt question (supik)
     9. 08:49 AM - Re: Alternator/shunt question (supik)
    10. 09:53 AM - Re: Re: Alternator/shunt question (Robert L. Nuckolls, III)
    11. 11:23 AM - Re: Open Barrel Crimp Tools (blues750)
    12. 11:32 AM - Re: Alternator/shunt question (supik)
    13. 11:38 AM - Solder sleeve review... (blues750)
    14. 01:47 PM - Re: Solder sleeve review... (Robert L. Nuckolls, III)
    15. 01:54 PM - Re: Re: Alternator/shunt question (Robert L. Nuckolls, III)
    16. 02:10 PM - Re: Alternator/shunt question (supik)
    17. 03:35 PM - Re: Stratux alternative ADS-B antennas? (farmrjohn)
    18. 03:55 PM - Re: Re: Alternator/shunt question (Robert L. Nuckolls, III)
    19. 04:23 PM - Funny photo (Art Zemon)
    20. 04:32 PM - Re: Solder sleeve review... (blues750)
    21. 06:12 PM - Re: Funny photo (Robert L. Nuckolls, III)
    22. 06:14 PM - Re: Re: Solder sleeve review... (Robert L. Nuckolls, III)
    23. 06:53 PM - Re: Official AeroElectric-List FAQ (Frequently Asked Questions) (Matthew Freeman)
    24. 07:09 PM - Re: Funny photo (Charlie England)
    25. 07:54 PM - Re: Solder sleeve review... (user9253)
    26. 08:04 PM - Re: Funny photo (user9253)
    27. 09:27 PM - Re: Re: Stratux alternative ADS-B antennas? (Rick Beebe)
    28. 09:38 PM - Delta Pop Transponder Antenna and Garmin GDL 82 (Michael Burbidge)
 
 
 


Message 1


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    Time: 04:35:52 AM PST US
    Subject: Re: Alternator/shunt question
    From: "user9253" <fransew@gmail.com>
    80 percent is a good rule of thumb for alternator output. But it is not written in stone. Operating temperature is the real deciding factor. If an alternator is kept cool, it can be operated at 100 percent continuously. Manufactures' ratings are most likely conservative (unless made in China). So alternators could even put out more than 100 percent as long as they are kept cool. -------- Joe Gores Read this topic online here: http://forums.matronics.com/viewtopic.php?p=486733#486733


    Message 2


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    Time: 04:52:55 AM PST US
    Subject: Re: Alternator/shunt question
    From: "supik" <bionicad@hotmail.com>
    Kellym wrote: > No alternator should be run at greater than 80% of its rating for any length of time. I will comply with that requirement. Typical draw on e-bus: 19Amps Kellym wrote: > Not sure what the mission is calling for two alternators with one battery. IFR capability without the need to declare emergency if only 1 alternator fails and continue to destination or conveniently divert to a better suitable (wx) airport. Limited by fuel, not by battery capacity remaining. I wouldn't like to perform a missed approach on battery only and cycle the flaps, lights, fuel pump for another approach.. Planing for one mag & one electronic ign. Kellym wrote: > I don't know how high adjustable regulators will let you > go, but there really isn't much reason to have the primary operate above > 14.5, and you probably want the standby to be at something more like > 13.5-13.8. Thanks, I made a mistake by aiming the set points too high. I will aim for 14.4 for the Main and 13.8 for the Stby Alt. Kellym wrote: > Of course if battery fails where only certified > aircraft batteries are available, the Concorde will bolt right in. You are right, I would prefer Odyssey but the Concorde is available of the shelf in Europe. I was thinking about one more bkp battery, but with the dual Alternator setup I shall be fine for the mission without adding additional weight and complexity. Shall thinks go really bad, the bkp EFIS has its own battery. -------- Igor RV10 in progress Read this topic online here: http://forums.matronics.com/viewtopic.php?p=486735#486735


    Message 3


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    Time: 04:56:36 AM PST US
    Subject: Re: Alternator/shunt question
    From: "supik" <bionicad@hotmail.com>
    user9253 wrote: > 80 percent is a good rule of thumb for alternator output. But it is not written in > stone. Operating temperature is the real deciding factor. If an alternator is > kept cool, it can be operated at 100 percent continuously. Manufactures' ratings > are most likely conservative (unless made in China). So alternators could even > put out more than 100 percent as long as they are kept cool. I think this is a figure (80) you have to comply with when calculating your load analysis.. Its continuous operation should not exceed 80%, intermittent loads might force it up to 100% for a short period of time. -------- Igor RV10 in progress Read this topic online here: http://forums.matronics.com/viewtopic.php?p=486736#486736


    Message 4


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    Time: 07:11:13 AM PST US
    Subject: Re: Alternator/shunt question
    From: Kelly McMullen <kellym@aviating.com>
    I don't know what EFIS you plan on. The Dynon backup batteries are definitely less wt than a backup alternator. I don't know European guidance for emergency on electrical failure. I don't want to be continuing on battery only more than 30 min in IMC if possible. I don't know I would want to continue much more if I had backup alternator. I will probably revisit, at least as a mental exercise, what I would gain from a standby alternator and the cost/benefit, as well as complexity to add one. Given my home flight area usually allows VFR 360 days a year, IFR capability is mostly for out-of-state trips. Mechanically it is simple, although may require reconfiguration of oil filter adapter. Kelly On 1/5/2019 5:52 AM, supik wrote: > Kellym wrote: >> Not sure what the mission is calling for two alternators with one battery. > > > IFR capability without the need to declare emergency if only 1 alternator fails and continue to destination or conveniently divert to a better suitable (wx) airport. Limited by fuel, not by battery capacity remaining. I wouldn't like to perform a missed approach on battery only and cycle the flaps, lights, fuel pump for another approach.. > > Planing for one mag & one electronic ign.


    Message 5


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    Time: 07:29:28 AM PST US
    From: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
    Subject: Sifting design goals and establishing protocols
    Subject: Re: AeroElectric-List: Re: Alternator/shunt question Cc: it >No alternator should be run at greater than 80% of its rating for >any length of time. That is a legacy rule of thumb (a very sore one at that) left over from the days when a full-up electrical system was driven with a generator . . . perhaps as small as 25A . . . and batteries offered a small fraction of today's products. The idea was that you didn't want to launch into the blue with a partially discharged battery with running loads that used all of the generator output leaving the battery un-attended. Later the rule was modified to suggest that the engine driven power source be capable of running all necessary loads while recharging the battery in some time frame . . . I don't recall the number. At least this change called for doing purposeful load analysis and testing to meet the 'time' irrespective of any 'percentage'. >So don't figure the backup at more than 24 amps. Hold that thought . . . >Even an AGM battery will charge (perhaps slowly) at any >voltage over 13 volts. Almost all 14 V aircraft electrowhizzies >will operate fine on 13V. They DO160 qualify down to 10.0 volts Emacs! >If you intend to limp home on the back up alternator, know what >you need electrically and assume you get only partial >recharge of battery after starter draw. If you've lost primary alternator minutes after departure, given the performance of modern batteries the order of the day is return home. There is almost no scenario where one would be electrically deprived of energy to do the task whether the battery is being recharged or not . . . what is the operational incentive for arriving back home with a dead main alternator and 100% charge on the battery? Starting an engine (200A x 12.5v x 10 sec) takes something on the order of 25,000 Watt seconds, 7 Watt-hours or 0.5 Ampere-hours of battery capacity. On some airports that would be replaced before you launched. Assume you used another 0.5 Ah fiddling with stuff before engine start . . . what risk is added to your flight by departing with 90 to 95 percent of battery capacity remaining and TWO alternators? <snip> Of course if battery fails where only certified aircraft batteries are available, the Concorde will bolt right in. If you are trying to power two electronic ignitions, you may want to think about 2 batteries. In my never humble opinion, anyone who suffers battery failure away from home should be flogged with his own headset cord. EVERY away-from-home battery replacement is foretold HOURS of operation before the battery fails to crank an engine. If there's an insidious down-side to dual alternators, it has roots in the idea: "got two alternators, I can run the battery until it craps completely." In the years of this List we've studied 'Dark-n-Stormy' night stories published in the popular journals. The stories told a great deal about the pilot's ignorance of system condition and operations; very little about emergency management. I've often opined that the educated pilot flying a MAINTAINED electrical system matched to the mission has about 0.01% chance of suffering an EMERGENCY with foundation in an electrical failure. Things break in airplanes all the time . . . were it not so, FBO shops would be out of business. The key to bullet-proofing yourself and your airplane against bad days in the cockpit starts with LOAD ANALYSIS with scenarios divided up into the various flight conditions, picking an architecture that reduces FAILURE MODE EFFECTS ANALYSIS outcomes to acceptable risks and finally MAINTAINING the equipment to minimum performance standards set by YOU. No single failure of any electro-whizzy should be cause for breaking a sweat in the cockpit. Here's are exemplar load analysis in Excel and paper forms that go to the same exercise . . . https://tinyurl.com/9rt6ymn Falling short on any of those points only serves to make you more a passenger and less a pilot-in-command of your aircraft. This fellow had dual alternators, batteries out the wazoo and STILL wound up being a passenger in his own airplane: https://tinyurl.com/yckwghyv >>I understand, the system wasn't designed with my plan in mind. The >>question is: Is it possible to apply my idea as requested or won't >>physics allow it? >>When I look at the gear driven main B&C 462H (60amp) alternator -it >>is supposed to deliver 41.3Amps at cruise RPM 2450. This is 11.3 >>Amps more than the 30Amps Stby Alt. This would not leave me with 2 >>identical alternators either. You can answer that question with due diligence to planning and operations. There are airplanes flying around out there with a single 8A alternator on a vacuum pump pad as the PRIMARY source of electrical energy. Those airplanes operated within LIMITS have probably never suffered an electrical emergency. >>One can wait for a week or more before the replacement unit arrives >>in Europe. We have a completely different network here. Further, >>you will hardly find a service center willing to touch an experimental. A critical component of your design and operations protocols. One of the columns in your load analysis should include a study of electrical demands for 'minimized' loads with the largest alternator inop. No amount of discussions here about rules-of-thumb will replace the need for matching hardware and operations to design goals. Unlike the stuff rolling off the line at Textron, we are NOT working with cookie-cutter airplanes and textbook missions. In your case, it is entirely practical to task the 'standby alternator' with routine flight duties. In this case, you have alternator #1 and and alternator #2. Each is capable of operating the aircraft within limits defined by a considered load analysis. In this instance, both controllers would be LR3C set for 14.2 Volts. >>It is quite common in airlines that items get on MEL (minimum >>equipment list) if they fail and the airplane can depart for >>another flight although limited by weather or any other >>restriction. It doesn't mean that you are grounded as soon as >>something fails, provided there is a backup system available and >>functional. Not to compare to cars.. Exactly. I've never owned an airplane. I've always rented. Up-side: got a lot of experience in various models. Down-side: seldom if ever knew the finer details of the ship's electrical/avionics systems. Hence, my personal protocols for use of these aircraft called for certain items in the flight bag. https://tinyurl.com/yc26xryh I could always plan to get where I wanted to go even if the panel was completely dark . . . Bob . . . Bob . . .


    Message 6


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    Time: 08:07:34 AM PST US
    From: A R Goldman <argoldman@aol.com>
    Subject: Re: Alternator/shunt question
    Dont know if this has been covered before but an aircraft that needs those electrons for an electronic fuel injection as well as an electronic ignition system changes the backup storage or generation requirements considerably. Rich Sent from my iPhone > On Jan 5, 2019, at 9:09 AM, Kelly McMullen <kellym@aviating.com> wrote: > > > I don't know what EFIS you plan on. The Dynon backup batteries are definitely less wt than a backup alternator. I don't know European guidance for emergency on electrical failure. I don't want to be continuing on battery only more than 30 min in IMC if possible. I don't know I would want to continue much more if I had backup alternator. I will probably revisit, at least as a mental exercise, what I would gain from a standby alternator and the cost/benefit, as well as complexity to add one. Given my home flight area usually allows VFR 360 days a year, IFR capability is mostly for out-of-state trips. Mechanically it is simple, although may require reconfiguration of oil filter adapter. > Kelly > >> On 1/5/2019 5:52 AM, supik wrote: >> >> Kellym wrote: >>> Not sure what the mission is calling for two alternators with one battery. >> IFR capability without the need to declare emergency if only 1 alternator fails and continue to destination or conveniently divert to a better suitable (wx) airport. Limited by fuel, not by battery capacity remaining. I wouldn't like to perform a missed approach on battery only and cycle the flaps, lights, fuel pump for another approach.. >> Planing for one mag & one electronic ign. > > > >


    Message 7


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    Time: 08:36:46 AM PST US
    From: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
    Subject: Re: Alternator/shunt question
    At 10:05 AM 1/5/2019, you wrote: > >Don=99t know if this has been covered before but >an aircraft that needs those electrons for an >electronic fuel injection as well as an >electronic ignition system changes the >backup storage or generation requirements considerably. Absolutely! That's what the load analysis and FMEA are all about. Detailed discussions about any one feature of the system will be incomplete until that feature's duties, limitations and effect on FMEA are thoroughly understood. Bob . . .


    Message 8


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    Time: 08:38:03 AM PST US
    Subject: Re: Alternator/shunt question
    From: "supik" <bionicad@hotmail.com>
    Kellym wrote: > I don't know what EFIS you plan on. The Dynon backup batteries are > definitely less wt than a backup alternator. I don't know European > guidance for emergency on electrical failure. I don't want to be > continuing on battery only more than 30 min in IMC if possible. I don't > know I would want to continue much more if I had backup alternator. I > will probably revisit, at least as a mental exercise, what I would gain > from a standby alternator and the cost/benefit, as well as complexity to > add one. Given my home flight area usually allows VFR 360 days a year, > IFR capability is mostly for out-of-state trips. Mechanically it is > simple, although may require reconfiguration of oil filter adapter. > Kelly > > On 1/5/2019 5:52 AM, supik wrote: > > > > Kellym wrote: > > > Not sure what the mission is calling for two alternators with one battery. > > > > > > IFR capability without the need to declare emergency if only 1 alternator fails and continue to destination or conveniently divert to a better suitable (wx) airport. Limited by fuel, not by battery capacity remaining. I wouldn't like to perform a missed approach on battery only and cycle the flaps, lights, fuel pump for another approach.. > > > > Planing for one mag & one electronic ign. > > > > > The plan with Main Alternator failure: IMC or NIGHT: Shed loads (1 switch) Land at nearest suitable airport. Then continue back home DAY only and VMC. The remaining configuration allows for a safe VFR day flight. VFR & DAY: Shed loads (1 switch) Continue to destination, divert or fly back home with stopovers to refuel. Europe's regulation is to be able to maintain ships critical items on battery for a minimum of 30min. My load analysis gives me an estimate of around 50min on battery only (calculated with 75% battery's capacity). -------- Igor RV10 in progress Read this topic online here: http://forums.matronics.com/viewtopic.php?p=486740#486740


    Message 9


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    Time: 08:49:37 AM PST US
    Subject: Re: Alternator/shunt question
    From: "supik" <bionicad@hotmail.com>
    nuckolls.bob(at)aeroelect wrote: > At 10:05 AM 1/5/2019, you wrote: > > > > > Dont know if this has been covered before but an aircraft that needs those electrons for an electronic fuel injection as well as an electronic ignition system changes the backup storage or generation requirements considerably. > > Absolutely! That's what the load analysis > and FMEA are all about. Detailed discussions > about any one feature of the system will > be incomplete until that feature's duties, > limitations and effect on FMEA are thoroughly > understood. > > > > Bob . . . I haven't found any special backup storage or generation requirements if running a combination of 1 Mag and 1 Electronic Ignition. Maybe I miss something?? -------- Igor RV10 in progress Read this topic online here: http://forums.matronics.com/viewtopic.php?p=486742#486742


    Message 10


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    Time: 09:53:40 AM PST US
    From: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
    Subject: Re: Alternator/shunt question
    > >I haven't found any special backup storage or generation >requirements if running a combination of 1 Mag and 1 Electronic Ignition. > >Maybe I miss something?? Are we talking one or two alernators? How much power is required by the electronic ignition? Bob . . .


    Message 11


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    Time: 11:23:37 AM PST US
    Subject: Re: Open Barrel Crimp Tools
    From: "blues750" <den_beaulieu@yahoo.com>
    Bob, here is a pic of the crimp tool I used. As I dug the tool out to take a picture, It dawned on me that I had used this on 14ga wires. The tool is not suitable for that size wire. So, it seems reasonable/likely that the crimps were not formed correctly. Bad crimp, high resistance, crispy wire...? Dave Read this topic online here: http://forums.matronics.com/viewtopic.php?p=486744#486744 Attachments: http://forums.matronics.com//files/crimp_tool_542.jpg


    Message 12


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    Time: 11:32:09 AM PST US
    Subject: Re: Alternator/shunt question
    From: "supik" <bionicad@hotmail.com>
    nuckolls.bob(at)aeroelect wrote: > > > > > I haven't found any special backup storage or generation requirements if running a combination of 1 Mag and 1 Electronic Ignition. > > > > Maybe I miss something?? > > Are we talking one or two alernators? > How much power is required by the > electronic ignition? > > > > Bob . . . Two alternators Surefly Electronic Ign 1.2 Amps -------- Igor RV10 in progress Read this topic online here: http://forums.matronics.com/viewtopic.php?p=486745#486745


    Message 13


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    Time: 11:38:41 AM PST US
    Subject: Solder sleeve review...
    From: "blues750" <den_beaulieu@yahoo.com>
    Hey Gang, here is a pic of a couple of splices I did with Ray-Chem solder sleeves. I overlapped the two wire ends under the solder band and then used a heat gun with reflector set at 650. Was wondering if I should have tinned the ends prior to ensure better wetting of the strands. Open to comments and ideas. These wires are the three phase wires of a 30A PMA going to a R/R connector. In a previous post, I had some bad crimps and overheated some wires at the connector shell. This is part of the repair process. I am mainly interested if whether or not these are typically reasonable solder sleeve splices. If not, any reason not to reheat the solder again? Crimp versus solder if I do this again? Appreciate all thoughts and insights. Dave... Read this topic online here: http://forums.matronics.com/viewtopic.php?p=486746#486746 Attachments: http://forums.matronics.com//files/solder_sleeve_288.jpg


    Message 14


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    Time: 01:47:50 PM PST US
    From: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
    Subject: Re: Solder sleeve review...
    At 01:37 PM 1/5/2019, you wrote: > >Hey Gang, here is a pic of a couple of splices I did with Ray-Chem >solder sleeves. I overlapped the two wire ends under the solder >band and then used a heat gun with reflector set at 650. Was >wondering if I should have tinned the ends prior to ensure better >wetting of the strands. Open to comments and ideas. These wires >are the three phase wires of a 30A PMA going to a R/R connector. In >a previous post, I had some bad crimps and overheated some wires at >the connector shell. This is part of the repair process. I am >mainly interested if whether or not these are typically reasonable >solder sleeve splices. >If not, any reason not to reheat the solder again? Crimp versus >solder if I do this again? > >Appreciate all thoughts and insights. Dave... Sure doesn't hurt. Depending on the age of your wire and the solder-sleeves, activity of the flux in the sleeve may be marginal. Your shrink-and seal looks good so tinning the wires is a good thing to try. If you look through a solder-sleeve catalog http://www.aeroelectric.com/Mfgr_Data/Terminals-and-Splices/Tyco-Raychem%20_SolderSleeves.pdf you find a ton of part numbers differentiated by the number and sizes of strands of wire being poked into each end. The idea is that the solder-flux ring needs to contain the optimum volume of flux and solder to make up the joint. When we by solder sleeves off eBay and mate up with less than optimal wire, there is more risk of not having enough solder than for having too much. Hence, your suggestion for pre-tinning is not all that out of line. It's always a good idea to make some practice joints with your proposed materials thus reducing risks for the results you've illustrated. Emacs! You might also consider making a fixture from a pair of alligator clips. Mash a flat in the barrel end and solder them together at approx 90 degree angle. This tool will keep things lined up while you do the shrink-magic thingy while avoidign the BBQ thingy on your fingers. This published installation guide . . . http://www.aeroelectric.com/Mfgr_Data/Terminals-and-Splices/Tyco-Raychem_SolderSleeves_Installation.pdf . . . as you may have discovered, is a bit simplistic. A little practice and some shade-tree tooling will raise the quality of your joints markedly. Bob . . .


    Message 15


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    Time: 01:54:12 PM PST US
    From: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
    Subject: Re: Alternator/shunt question
    > >Two alternators >Surefly Electronic Ign 1.2 Amps Okay. If your design goals for operations with aux alternator only are gasping for amps, consider turning off the electronic ignition for alt-out ops. The engine will run fine and improve your energy head-room for continued flight. Should your mag become recalcitrant too (exceedingly unlikely) . . . the electronic ignition will be ready to pick up the slack. I suggest that a lower, non-charging bus voltage for main alternator out ops makes a lot of sense. You want to tap 100% of aux alternator capability before you worry about the battery . . . which in all likelihood contains a lot of snort. Bob . . .


    Message 16


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    Time: 02:10:06 PM PST US
    Subject: Re: Alternator/shunt question
    From: "supik" <bionicad@hotmail.com>
    nuckolls.bob(at)aeroelect wrote: > > > > > Two alternators > > Surefly Electronic Ign 1.2 Amps > > Okay. If your design goals for operations > with aux alternator only are gasping for > amps, consider turning off the electronic > ignition for alt-out ops. > > The engine will run fine and improve your > energy head-room for continued flight. Should > your mag become recalcitrant too (exceedingly > unlikely) . . . the electronic ignition will > be ready to pick up the slack. I suggest that > a lower, non-charging bus voltage for main alternator > out ops makes a lot of sense. You want to > tap 100% of aux alternator capability before > you worry about the battery . . . which in > all likelihood contains a lot of snort. > > > Bob . . . As mentioned before, I expect to be at 19Amps with Main Alt out ops (load shed), that calculation includes the electr ignition. With a 30Amps Stby Alt online what sense would make it to turn off the electr. ignition? -------- Igor RV10 in progress Read this topic online here: http://forums.matronics.com/viewtopic.php?p=486749#486749


    Message 17


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    Time: 03:35:37 PM PST US
    Subject: Re: Stratux alternative ADS-B antennas?
    From: "farmrjohn" <faithvineyard@yahoo.com>
    I have received the components and assembled the Stratux. Is the reason it uses two separate antennas for the two ADS-B frequencies because the computer board takes two USB receivers, one for each frequency. Some other integrated ADS-B in receivers can utilize a single antenna which can be remote. Would that be due to different circuitry inside the unit? It would be nice to get rid of the rabbit ear antennas I the cockpit. Any help/comments appreciated. John Read this topic online here: http://forums.matronics.com/viewtopic.php?p=486750#486750


    Message 18


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    Time: 03:55:52 PM PST US
    From: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
    Subject: Re: Alternator/shunt question
    At 04:08 PM 1/5/2019, you wrote: > > >nuckolls.bob(at)aeroelect wrote: > > > > > > > > Two alternators > > > Surefly Electronic Ign 1.2 Amps > > > > Okay. If your design goals for operations > > with aux alternator only are gasping for > > amps, consider turning off the electronic > > ignition for alt-out ops. > > > > The engine will run fine and improve your > > energy head-room for continued flight. Should > > your mag become recalcitrant too (exceedingly > > unlikely) . . . the electronic ignition will > > be ready to pick up the slack. I suggest that > > a lower, non-charging bus voltage for main alternator > > out ops makes a lot of sense. You want to > > tap 100% of aux alternator capability before > > you worry about the battery . . . which in > > all likelihood contains a lot of snort. > > > > > > Bob . . . > > >As mentioned before, I expect to be at 19Amps with Main Alt out ops >(load shed), that calculation includes the electr ignition. With a >30Amps Stby Alt online what sense would make it to turn off the >electr. ignition? if you're not gasping for amps . . . then nothing . . . If you've accomplished a righteous load analysis then you're golden. Bob . . .


    Message 19


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    Time: 04:23:28 PM PST US
    From: Art Zemon <art@zemon.name>
    Subject: Funny photo
    -- Art Z. Sent from my phone. Please excuse brevity and bizarre typos.


    Message 20


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    Time: 04:32:33 PM PST US
    Subject: Re: Solder sleeve review...
    From: "blues750" <den_beaulieu@yahoo.com>
    Thanks Bob! I did look at some NASA QC document with a few small pics regarding solder sleeve splices. but...the question remains in my mind. Maybe something more definitive. Should I redo these splices or reheat? Can I do a resistance check and volt check though each wire to ascertain quality of splice? I would like to do a check for volts of each phase wire while running to see how close each phase is. I would go from the back of the connector to aircraft ground, use a 30 volt AC range on the meter. What I don't know is how much voltage to expect from each individual phase wire on a 30A PMA. Any general rules of thumb? As always, appreciate the help and enlightenment!! Dave.. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=486753#486753


    Message 21


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    Time: 06:12:02 PM PST US
    From: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
    Subject: Re: Funny photo
    At 06:21 PM 1/5/2019, you wrote: >=C2 =C2 =C2 -- Art Z. > >Sent from my phone. Please excuse brevity and bizarre typos. nice one Art! That's a keeper. Bob . . .


    Message 22


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    Time: 06:14:27 PM PST US
    From: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
    Subject: Re: Solder sleeve review...
    At 06:31 PM 1/5/2019, you wrote: > >Thanks Bob! I did look at some NASA QC document with a few small >pics regarding solder sleeve splices. > >but...the question remains in my mind. Maybe something more >definitive. Should I redo these splices or reheat? Can I do a >resistance check and volt check though each wire to ascertain >quality of splice? I would like to do a check for volts of each >phase wire while running to see how close each phase is. I would go >from the back of the connector to aircraft ground, use a 30 volt AC >range on the meter. What I don't know is how much voltage to expect >from each individual phase wire on a 30A PMA. Any general rules of thumb? > >As always, appreciate the help and enlightenment!! Dave.. There are probably no risks for failure for the joints you have . . . unless they are exceedingly small area under the heat shrink. There's no way to 'test' these joints with measurements. You could cut away the heat shrink and save the existing stripped ends by heating them with an iron and wiping them off. Do you have any more sleeves? Bob . . .


    Message 23


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    Time: 06:53:55 PM PST US
    From: Matthew Freeman <alaskamatt@hotmail.com>
    Subject: Re: Official AeroElectric-List FAQ (Frequently Asked
    Questions) Hi Matt, Will you please remove me from your email list? Matt > On Jan 2, 2019, at 2:07 PM, Matt Dralle <dralle@matronics.com> wrote: > > > Dear Listers, > > Please read over the AeroElectric-List Frequently Asked Questions (FAQ) below. The > complete AeroElectric-List FAQ including the Usage Guidelines can be found at the > following URL: > > http://www.matronics.com/FAQs/AeroElectric-List.FAQ.html > > Thank you, > > Matt Dralle > Matronics Email List Administrator > > > > [ Note: This FAQ was designed to be displayed with a fixed width font such as > Courier. Proportional fonts will cause display formatting errors. ] > > > > > This FAQ can also be viewed in HTML online at the following address: > > http://www.matronics.com/FAQ/AeroElectric-List.htm > > > > ************************************************************ > ******* LIST POLICIES AND FREQUENTLY ASKED QUESTIONS ******* > ************************************************************ > > > > PLEASE READ. This document contains AeroElectric-List policies and information > for new and old subscribers. Understanding the AeroElectric-List policies will > minimize problems for the Administrator, and will help keep the AeroElectric-List > running smoothly for all of us. > > > ****************************************** > *** Quick Start Guide to List Features *** > ****************************************** > > There are many features available on the Matronics Email Lists and each > one is described in detailed below. However, using the List Navigator > you can quickly access the complete set of features available for this > List. 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The gifts are usually donated > by companies that are themselves List members. > > Your Contributions go directly to supporting the operation of the Lists > including the high-speed, business-class Internet connection, server > system hardware and software upgrades, and to partially offset the many > many hours I spend running, maintaining, upgrading, and developing the > variety of services found here. > > Generally Contributions range from $20 to $100 and are completely voluntary > and non-compulsory. I ask only that if person enjoys the Lists and obtains > value from them, that they make a Contribution of equal magnitude. > > Contributions are accepted throughout the year, and if you've just > subscribed, feel free to make a Contribution when you've settled in. > > The website for making SSL Secure Contributions is listed below. 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The List's goals > are to serve as an information resource to its members; to deliver > high-quality content; to provide moral support; to foster camaraderie > among its members; and to support safe operation. Reaching these goals > requires the participation and cooperation of each and every member of > the List. To this end, the following guidelines have been established: > > > - Please keep all posts related to the List at some level. Do not submit > posts concerning computer viruses, urban legends, random humor, long > lost buddies' phone numbers, etc. etc. > > - THINK carefully before you write. Ask yourself if your post will be > relevant to everyone. If you have to wonder about that, DON'T send it. > > - Remember that your post will be included for posterity in an archive > that is growing in size at an extraordinary rate. Try to be concise and > terse in your posts. Avoid overly wordy and lengthy posts and > responses. > > - Keep your signature brief. Please include your name, email address, > aircraft type/tail number, and geographic location. A short line > about where you are in the building process is also nice. Avoid > bulky signatures with character graphics; they consume unnecessary > space in the archive. > > - DON'T post requests to the List for information when that info is > easily obtainable from other widely available sources. Consult the > web page or FAQ first. > > - If you want to respond to a post, DO keep the "Subject:" line of > your response the same as that of the original post. This makes it > easy to find threads in the archive. > > - When responding, NEVER quote the *entire* original post in your > response. DO use lines from the original post to help "tune in" the > reader to the topic at hand, but be selective. The impact that > quoting the entire original post has on the size of the archive > can not be overstated! > > - When the poster asks you to respond to him/her personally, DO NOT > then go ahead and reply to the List. Be aware that clicking the > "reply" button on your mail package does not necessarily send your > response to the original poster. You might have to actively address > your response with the original poster's email address. > > - DO NOT use the List to respond to a post unless you have something > to add that is relevant and has a broad appeal. "Way to go!", "I > agree", and "Congratulations" are all responses that are better sent > to the original poster directly, rather than to the List at large. > > - When responding to others' posts, avoid the feeling that you need to > comment on every last point in their posts, unless you can truly > contribute something valuable. > > - Feel free to disagree with other viewpoints, BUT keep your tone > polite and respectful. Don't make snide comments, personally attack > other listers, or take the moral high ground on an obviously > controversial issue. This will only cause a pointless debate that > will hurt feelings, waste bandwidth and resolve nothing. > > - Occasional posts by vendors or individuals who are regularly > subscribed to a given List are considered acceptable. Posts by > List members promoting their respective products or items for sale > should be of a friendly, informal nature, and should not resemble > a typical SPAM message. The List isn't about commercialism, but > is about sharing information and knowledge. This applies to > everyone, including those who provide products to the entire > community. Informal presentation and moderation should be the > operatives with respect to advertising on the Lists. > > ------- > > > [This is an automated posting.] > > do not archive > > > > >


    Message 24


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    Time: 07:09:14 PM PST US
    Subject: Re: Funny photo
    From: Charlie England <ceengland7@gmail.com>
    On 1/5/2019 6:21 PM, Art Zemon wrote: > > > -- Art Z. > > Sent from my phone. Please excuse brevity and bizarre typos. Now, explain it to my wife. ;-) --- This email has been checked for viruses by Avast antivirus software. https://www.avast.com/antivirus


    Message 25


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    Time: 07:54:03 PM PST US
    Subject: Re: Solder sleeve review...
    From: "user9253" <fransew@gmail.com>
    One way to measure the resistance in a circuit is to connect a heavy load and measure the voltage drop. An automotive headlight makes a good load. The voltage drop depends on the wire diameter and length, but should be less than 1/2 volt. The theoretical voltage drop can be calculated using ohms law. Measure the current and look up the wire resistance in a table. -------- Joe Gores Read this topic online here: http://forums.matronics.com/viewtopic.php?p=486760#486760


    Message 26


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    Time: 08:04:56 PM PST US
    Subject: Re: Funny photo
    From: "user9253" <fransew@gmail.com>
    Is that supposed to be earth ground in the bag? -------- Joe Gores Read this topic online here: http://forums.matronics.com/viewtopic.php?p=486761#486761


    Message 27


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    Time: 09:27:28 PM PST US
    Subject: Re: Stratux alternative ADS-B antennas?
    From: Rick Beebe <rick@beebe.org>
    Yes, there are two different receivers in there, each with its own antenna. You could use a tee to tie one antenna to both receivers I guess. Personally I like that each receiver gets an antenna optimized for its particular frequency. You can certainly remote mount the two antennas. Open Flight Solutions sells a plastic holder with a suction cup to hold them in a rear window, for instance. I've also seen some 3D printed versions on, probably, thingiverse. The Stratux is built on a Raspberry Pi single board computer and a couple software defined radios. I'm pretty sure every other ADS-B receiver has custom receiver and decoder circuitry inside it. --Rick On 1/5/2019 6:34 PM, farmrjohn wrote: > > I have received the components and assembled the Stratux. Is the reason it uses two separate antennas for the two ADS-B frequencies because the computer board takes two USB receivers, one for each frequency. Some other integrated ADS-B in receivers can utilize a single antenna which can be remote. Would that be due to different circuitry inside the unit? It would be nice to get rid of the rabbit ear antennas I the cockpit. Any help/comments appreciated. John > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=486750#486750 > >


    Message 28


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    Time: 09:38:07 PM PST US
    From: Michael Burbidge <mburbidg@gmail.com>
    Subject: Delta Pop Transponder Antenna and Garmin GDL 82
    Does anyone know if these two play well together? Michael




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