Today's Message Index:
----------------------
1. 06:45 AM - Re: How to read the CJ Ammeter? (Brian Lloyd)
2. 06:50 AM - Re: Volt/Amp Meter (Brian Lloyd)
3. 07:35 AM - Re: How to read the CJ Ammeter? (Jim Shanks)
4. 08:14 AM - Re: How to read the CJ Ammeter? (Brian Lloyd)
5. 10:20 AM - ammmeter (jay reiter)
Message 1
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| Subject: | Re: How to read the CJ Ammeter? |
--> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
Jim Shanks wrote:
> --> Yak-List message posted by: "Jim Shanks" <shankeroid@attbi.com>
>
> Alright, I'm confused. Got the standard Chinese ammeter/voltmeter on our CJ.
> Normally, in most western airplanes, a negative amp reading (less than zero,
> meaning a discharge) is read to the "left" of zero. The "white arc" on our
> ammeter is in the range of 2 to 0 (to the left side of zero.) Is this indeed
> the "positive" range indicating a positive charge and the real negative amp
> range is to the "right" of zero (0 to 6)?
Yes, you have that right. Battery charge is with the pointer to the left of
zero. The reason for that is that it is very diffcult to get the battery to
take more than 20 amps during charge but if the generator fails it was very easy
to pull 40 or 50 amps out of the battery with all that old vacuum tube ("valve"
to those of you who actually speak English) equipment ("kit" to those of you who
actually speak English).
You will notice that the gauge is labled Ax10 indicating that the numbers should
be multiplied by 10 to get the actual reading. Therefore 2 to the left of zero
is actually 20A of charge. 3 to the right of zero would be 30A of battery
discharge.
This is normally covered during the cockpit familiarization portion of
transition training to the aircraft. If your instructor didn't cover it perhaps
he/she was not as familiar with the aircraft as possible. There are a number of
good instructors and pilots around who I am sure would be happy to go over
aircraft systems with you. It is even easier if you go to Red Star or Oshkosh
where there will be lots of people of whom you can ask questions.
> For what-its-worth, the "Generator Low Output" light is always on, regardless
> of power setting, but batteries don't appear to be going dead over time.
Verify this by pressing the button on the Amp/Volt meter. This will put the
meter into the volts mode. At 1500 RPM or more you should see about 27.5V. If
the light is still on then the light electronics need servicing. They are
separate from the rest of the voltage regulator so there is no effect on the
normal operation of the generator.
> Can't find this anywhere in the manuals and only reference to "check
> volts/amps" in checklists.
It isn't documented in the list but if you look at the limitations document in
the useful documents section of the CJ6 web site (http://www.cj6.org) it is listed.
--
Brian Lloyd 6501 Red Hook Plaza, Suite 201
brian@lloyd.com St. Thomas, VI 00802
+1.340.998.9447 - voice +1.360.838.9669 - fax
Message 2
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| Subject: | Re: Volt/Amp Meter |
--> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
Frank Stelwagon wrote:
> The Chinese volt amp meter reads amps backwards. Current draw (discharge) is
> to the right and charge is to the left of zero. Its real easy to change.
> The two leads from the shunt in the power distribution box come out through
> one of the connectors. The connector is easy to disamble and the two pins
> and wires positions in the connector are swapped.
Just remember that it is now less useful since its range is limited to 20A where
you might need more and it will be nonstandard, confusing you should you get
into another CJ6A and confusing any pilot who gets in yours.
> The ampmeter reading will then be conventional and the voltmeter will not be
> affected. I do not have the connector/pin numbers here at home but they are
> on the schematic.
>
> Incidently if you are looking for readable shcematics Doug Sapp has the only
> readable ones I have ever seen.
There are good schematics on-line on the CJ6 web site (http://www.cj6.org).
Look in:
useful documents > Translated Chinese Maintenance Documents > electric system
schematics
--
Brian Lloyd 6501 Red Hook Plaza, Suite 201
brian@lloyd.com St. Thomas, VI 00802
+1.340.998.9447 - voice +1.360.838.9669 - fax
Message 3
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| Subject: | Re: How to read the CJ Ammeter? |
--> Yak-List message posted by: "Jim Shanks" <shankeroid@attbi.com>
Thanks for the help, Brian. THe light must need servicing, cause we're
getting the full voltage when checked.
And, yes, I do need a "thorough" airplane fam. I wish someone gave a
formal systems overview for the CJ like they have for the Yak-52......hint,
hint.........
Jim Shanks
shankeroid@attbi.com
----- Original Message -----
From: "Brian Lloyd" <brian@lloyd.com>
Subject: Re: Yak-List: How to read the CJ Ammeter?
> --> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
>
> Jim Shanks wrote:
> > --> Yak-List message posted by: "Jim Shanks" <shankeroid@attbi.com>
> >
> > Alright, I'm confused. Got the standard Chinese ammeter/voltmeter on
our CJ.
> > Normally, in most western airplanes, a negative amp reading (less than
zero,
> > meaning a discharge) is read to the "left" of zero. The "white arc" on
our
> > ammeter is in the range of 2 to 0 (to the left side of zero.) Is this
indeed
> > the "positive" range indicating a positive charge and the real negative
amp
> > range is to the "right" of zero (0 to 6)?
>
> Yes, you have that right. Battery charge is with the pointer to the left
of
> zero. The reason for that is that it is very diffcult to get the battery
to
> take more than 20 amps during charge but if the generator fails it was
very easy
> to pull 40 or 50 amps out of the battery with all that old vacuum tube
("valve"
> to those of you who actually speak English) equipment ("kit" to those of
you who
> actually speak English).
>
> You will notice that the gauge is labled Ax10 indicating that the numbers
should
> be multiplied by 10 to get the actual reading. Therefore 2 to the left of
zero
> is actually 20A of charge. 3 to the right of zero would be 30A of battery
> discharge.
>
> This is normally covered during the cockpit familiarization portion of
> transition training to the aircraft. If your instructor didn't cover it
perhaps
> he/she was not as familiar with the aircraft as possible. There are a
number of
> good instructors and pilots around who I am sure would be happy to go over
> aircraft systems with you. It is even easier if you go to Red Star or
Oshkosh
> where there will be lots of people of whom you can ask questions.
>
> > For what-its-worth, the "Generator Low Output" light is always on,
regardless
> > of power setting, but batteries don't appear to be going dead over time.
>
> Verify this by pressing the button on the Amp/Volt meter. This will put
the
> meter into the volts mode. At 1500 RPM or more you should see about
27.5V. If
> the light is still on then the light electronics need servicing. They are
> separate from the rest of the voltage regulator so there is no effect on
the
> normal operation of the generator.
>
> > Can't find this anywhere in the manuals and only reference to "check
> > volts/amps" in checklists.
>
> It isn't documented in the list but if you look at the limitations
document in
> the useful documents section of the CJ6 web site (http://www.cj6.org) it
is listed.
>
> --
>
> Brian Lloyd 6501 Red Hook Plaza, Suite 201
> brian@lloyd.com St. Thomas, VI 00802
> +1.340.998.9447 - voice +1.360.838.9669 - fax
>
>
Message 4
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| Subject: | Re: How to read the CJ Ammeter? |
--> Yak-List message posted by: Brian Lloyd <brian@lloyd.com>
Jim Shanks wrote:
> --> Yak-List message posted by: "Jim Shanks" <shankeroid@attbi.com>
>
> Thanks for the help, Brian. THe light must need servicing, cause we're
> getting the full voltage when checked.
> And, yes, I do need a "thorough" airplane fam. I wish someone gave a
> formal systems overview for the CJ like they have for the Yak-52......hint,
> hint.........
I do it as part of transition training in the aircraft. My "ground school"
consisting of a chalk-talk with the docs, the most thorough walk-around
"preflight" you will ever get (everything gets unbolted and opened up), and a
cockpit familiarization, typically takes 5-6 hours to complete. This we do
before we ever start the engine. When my students leave they are probably going
to be the first-line of information for their mechanics so I want them to really
know the aircraft's systems. It also helps them with troubleshooting problems
in-flight.
If you want to fly your airplane down to the Virgin Islands, I will be happy to
run a course on aircraft systems for you and anyone else who wants to come. The
course will also be accompanied by discussions of flying technique followed by
appropriate selection of rum drinks for post-flying discussions, using a SCUBA
tank for recharging the pneumatic system after which the tank is used for SCUBA
diving, and a discussion of NACA airfoils as applied to sail design, the latter
of which has nothing whatsoever to do with flying the CJ6A. See if you get THAT
in your transition training up there. ;-)
All kidding aside, I would be happy to set up and run a CJ6A clinic down here if
anyone wanted to attend.
--
Brian Lloyd 6501 Red Hook Plaza, Suite 201
brian@lloyd.com St. Thomas, VI 00802
+1.340.998.9447 - voice +1.360.838.9669 - fax
Message 5
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--> Yak-List message posted by: "jay reiter" <jmreiter@adelphia.net>
The ammeter is not wrong the normal mode of monitoring is looking at the battery
load. The secondary mode is the charge L1011 had the same philosophy.
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