Today's Message Index:
----------------------
1. 06:55 AM - magnetometers (Bobby Paulk)
2. 08:03 AM - Re: Piper Arrow Pitot Mast (Pat Little)
3. 09:12 AM - Super Battery-Tender followup (Robert L. Nuckolls, III)
4. 06:23 PM - Re: Z-12 questions (prestonkavanagh)
5. 06:49 PM - Re: Re: Z-12 question (Robert L. Nuckolls, III)
6. 06:57 PM - Re: Re: Z-12 question (Alec Myers)
Message 1
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This is a story you won't find anywhere else. While building a fast build kit I
had my galvanized rudder cables laying on a table. Someone ( not me ) moved them
onto a DC welding machine that was used several times in the next day or two.
I had mounted my magnetometer way back in the tail ( right between the rudder cables
) to get it away from all the electronics and antennas. When checking out
the remote compass outside without anything on I moved the rudder pedals and
got 200 to 300 degrees deflection. No amount of degausing would get a usable
compass. I moved it up and behind the baggage compartment and it became the most
accurate compass I have flown behind.
Another note FYI: A wet compass is influenced if it is too near a non electric
tachometer. Works fine with engine off but changes a few degrees with RPM when
the engine is running due to the magnetic clutch in the tach.
Message 2
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| Subject: | Re: Piper Arrow Pitot Mast |
Thanks, Ron. I like the idea of an ice detector!
On Tue, Apr 2, 2019 at 8:48 AM R Adams <rnadms@gmail.com> wrote:
> Hey Pat
>
> I used to fly one of these on a Seneca
>
> Every time I got into ice it froze over and I lost the airspeed indicator
> (which made it quite handy as an ice detector)
>
> Was told it was a design flaw... it didn=99t have enough capacity t
o heat
> the mass of the probe sufficiently
>
> All the best!
>
> Ron
>
>
Message 3
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| Subject: | Super Battery-Tender followup |
The device I purchased a few weeks back
has been 'tending' a 7a.h. battery that
was degraded to about 9v open circuit
and zero capacity. After one week, the
battery's voltage has not climbed by
any significant amount nor has a load
test shown any improvement in energy
delivery. Further, the battery is
noticeably warmer than room temp.
I'm thinking that this product isn't
going to resurrect batteries from the dead.
I need a test subject that
was replaced due to depressed
capacity . . . say 60-80% of new. If
anyone has a possible candidate on
hand, I'd be pleased to have it for
continued experimentation. Would pay
shipping.
No other batteries I have on hand
present such an opportunity. I might
go dig around in the battery bone
yards of local shops.
Bob . . .
Message 4
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| Subject: | Re: Z-12 questions |
I'll echo Rick on that one... I'm also planning for a 4-cylinder dual ECU system
using SDS components. It would be great to get best thinking.
It's clear Bob wants to build us up to think about and know our aircraft, rather
than applying a cookbook approach. And I've got a fair amount of load analysis
to do before I start ordering parts and running wires. But I hope we see
an updated Z-12 before too much longer.
Also, I was at SnF yesterday and today. B&C has a great little booth, with a hard
copy catalog, components on the tables, and a smart person willing to talk
about problems and solutions.
My thanks to all for the comments posted above.
--------
PBK3
PA-12, BD-4, RV6a, gliders
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=488499#488499
Message 5
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| Subject: | Re: re: Z-12 question |
At 10:55 AM 10/15/2018, you wrote:
>Electrical fire requiring the master switch be selected off?
>
>I also met a C182 that had apparently had a sudden and complete
>electrical failure at night but don't know the details. It's
>possible it was the typical "not noticing the alternator has failed
>until the battery is discharged" but I think all 182s have a warning
>light for this. Hard to miss at night and would not be sudden.
That's the problem with dark-n-stormy-night
stories. We almost NEVER get to interview
the pilot, the mechanic who serviced the
airplane later, or even the model year of
the airplane.
Until single engine Cessnas starting
getting B&C standby alternators and/or
glass cockpits, I don't think there was
any active notification of low bus voltage.
Just a battery ammeter.
Could be wrong, I've been disconnected
from details of those aircraft for about
40 years . . . BUT . . . I do have access
to a library of service data that would
tell us much about how the airplane
left the factory.
But based on history, I'll suggest that
one or more data points figured into
the story:
*The owner/pilot didn't have a clue
as to how long things were supposed
to run . . . battery only.
*The battery was not periodically
cap-checked to verify battery-only
endurance goals.
*the airplane had no active notification
of low voltage.
*the ship's most useful electro-whizzies
for alternator-out flight were not driven
from an source easily isolated from
devices of lesser importance.
*I'll bet the pilot didn't have hand-
held com/nav equipment in the flight bag.
Have you read a narrative of the pilot's
experience with this event?
Bob . . .
Message 6
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| Subject: | Re: re: Z-12 question |
Older single engine Cessnas - 182s included - have an OV voltage trip warning light,
but it doesnt indicate an under-voltage. Its easy to miss, for instance,
a snapped alternator drive belt.
On Apr 3, 2019, at 9:48 PM, Robert L. Nuckolls, III <nuckolls.bob@aeroelectric.com>
wrote:
At 10:55 AM 10/15/2018, you wrote:
> Electrical fire requiring the master switch be selected off?
>
> I also met a C182 that had apparently had a sudden and complete electrical failure
at night but don't know the details. It's possible it was the typical "not
noticing the alternator has failed until the battery is discharged" but I think
all 182s have a warning light for this. Hard to miss at night and would not
be sudden.
That's the problem with dark-n-stormy-night
stories. We almost NEVER get to interview
the pilot, the mechanic who serviced the
airplane later, or even the model year of
the airplane.
Until single engine Cessnas starting
getting B&C standby alternators and/or
glass cockpits, I don't think there was
any active notification of low bus voltage.
Just a battery ammeter.
Could be wrong, I've been disconnected
from details of those aircraft for about
40 years . . . BUT . . . I do have access
to a library of service data that would
tell us much about how the airplane
left the factory.
But based on history, I'll suggest that
one or more data points figured into
the story:
*The owner/pilot didn't have a clue
as to how long things were supposed
to run . . . battery only.
*The battery was not periodically
cap-checked to verify battery-only
endurance goals.
*the airplane had no active notification
of low voltage.
*the ship's most useful electro-whizzies
for alternator-out flight were not driven
from an source easily isolated from
devices of lesser importance.
*I'll bet the pilot didn't have hand-
held com/nav equipment in the flight bag.
Have you read a narrative of the pilot's
experience with this event?
Bob . . .
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