REFLECTOR: Over Charging Help !!
Scott Derrick
scott at tnstaafl.net
Sat Apr 15 09:38:13 CDT 2006
13.4 is a bit low and will allow sulfation to occur if your not flying a
lot. 13.8 is acceptable for an automotive type battery..
Scott
jmbmitch33 wrote:
> Thanks Sid....I found out it was the new alternater that was just
> installed. I returned it and got another one.....and...WHAL-LA!!!!
> now its the perfect volts.....13.4 to 13.8
>
> Mitch
>
> ----- Original Message -----
> *From:* Sid Knox <mailto:sbjknox at earthlink.net>
> *To:* Velocity Aircraft Owners and Builders list
> <mailto:reflector at tvbf.org>
> *Sent:* Thursday, April 13, 2006 11:13 PM
> *Subject:* Re: REFLECTOR: Over Charging Help !!
>
> Mitch, my suggestion is to first check the voltage (engine running of
> course) with a digital voltmeter. I would make the measurement at
> (or as
> close as practical) to the battery.
>
> Sid
> Oklahoma
>
> ----- Original Message -----
> From: <jmbmitch33 at comcast.net <mailto:jmbmitch33 at comcast.net>>
> To: "Velocity Aircraft Owners and Builders list"
> <reflector at tvbf.org <mailto:reflector at tvbf.org>>
> Sent: Thursday, April 13, 2006 3:54 PM
> Subject: REFLECTOR: Over Charging Help !!
>
>
> > Just had to replace my alternater and upon doing so, I noticed
> on my
> > EDM700 that the new one was putting out more voltage than the
> old one. It
> > was flashing due to volts reading in the upper 16's and low
> 17's. Test
> > flew for a while and noticed it did'nt drop any..... I think I
> might have
> > to exchange it for a different one. I believe its
> overcharging....can
> > anyone share their vast knowledge on regulating voltage?
> > Thanks
> >
> > Mitch (Rome, Ga)
> >
> > -------------- Original message --------------
> > From: "Ron Brown" <romott at adelphia.net <mailto:romott at adelphia.net>>
> >
> >> I don't have a picture - not much to see actually. Just a small
> 1/16"
> >> hole
> >> located midway of the door opening, just below the duct for the
> oil
> >> lines,
> >> wiring, etc. (I really should put one of those decals around it
> marking
> >> the
> >> spot.)
> >>
> >> I did use the factory imbedded 3/8" tubing, just in the new
> location.
> >> Mine
> >> is on the copilot side. I thought about doing two and teeing,
> but decided
> >> to just do the one. I do have a valve inside the plane that I
> can open in
> >> case of icing, mud daubers, etc.
> >>
> >> Works good!
> >>
> >> ----- Original Message -----
> >> From: "Andrew Ellzey"
> >> To: "Velocity Aircraft Owners and Builders list"
> >> Sent: Wednesday, April 12, 2006 9:02 PM
> >> Subject: Re: REFLECTOR: Static Port
> >>
> >>
> >> > Ron,
> >> >
> >> > Can you post a picture of this new location? Did you follow the
> >> > manual's
> >> > instructions to imbed the 3/8 aluminum tubing at this new
> location, or
> >> > did
> >> > you do something different?
> >> >
> >> > Has anyone tried installing two static ports one on each side
> of the
> >> > aircraft, and T-ing the two together. Most aircraft have a
> static port
> >> > on
> >> > both sides of the aircraft to compensate for any slipping of the
> >> > aircraft,
> >> > either from a cross wind or just because most aircraft don't
> fly true
> >> > without a little rudder trim.
> >> >
> >> > Andy Ellzey
> >> >
> >> >
> >> > ----- Original Message -----
> >> > From: "Ron Brown"
> >> > To: "Velocity Aircraft Owners and Builders list"
> >> > Cc: "Glenn Babcock"
> >> > Sent: Wednesday, April 12, 2006 6:07 PM
> >> > Subject: Re: REFLECTOR: Static Port
> >> >
> >> >
> >> >> For those of you who are still building and haven't
> installed your
> >> >> static
> >> >> port, I have an alternate location that seems to work great.
> >> >>
> >> >> I can't recall who did this originally (Perhaps Malcolm
> Collier) but
> >> >> someone suggested that under the door, just below the duct
> was an
> >> >> excellent location that works without having to do anything
> other than
> >> >> drill the small 1/16" hole. I did this as did Glenn Babcock.
> Both of
> >> >> our static ports work very well. I have done the high speed
> passes
> >> >> down
> >> >> the runway (I like 50 feet which is tree height around here). My
> >> >> altimeter is right on at 165 kts. No dams, no trip strips
> and no
> >> >> raised
> >> >> port - just a little hole.
> >> >>
> >> >> Ronnie
> >> >>
> >> >> ----- Original Message -----
> >> >> From: "Scott Derrick"
> >> >> To: "Velocity Aircraft Owners and Builders list"
> >> >> Sent: Wednesday, April 12, 2006 12:10 PM
> >> >> Subject: Calibrating Static Port was: Re: REFLECTOR: Cirrus v.
> >> >> Velocity
> >> >>
> >> >>
> >> >>>I agree with Scott B. on the necessity of calibrating the
> static port.
> >> >>>
> >> >>> I bought my V and the static port was way off. My altitude
> was 400 ft
> >> >>> off at cruise! I don't know how far off my indicated
> airspeed was but
> >> >>> it
> >> >>> must have been bad.
> >> >>>
> >> >>> The method described below to calibrate is fairly accurate
> and can be
> >> >>> fun also. Our static ports have a small plate or fence
> mounted for or
> >> >>> aft of the port, to calibrate you will need to change the
> thickness
> >> >>> and
> >> >>> or the orientation. Flying this is easier and more safely
> done with a
> >> >>> co-pilot.
> >> >>>
> >> >>> You will be doing some low level flying so either you need
> to be
> >> >>> comfortable with this or have somebody else you trust that is
> >> >>> comfortable with low level flying. Do this at an airport
> that the
> >> >>> tower
> >> >>> will let you do this or an uncontrolled airport that is not
> to busy.
> >> >>> Explain the procedure to the co-pilot so he or she
> understands the
> >> >>> procedure and objective.
> >> >>>
> >> >>> 1.) set the field elevation in your altimeter when parked
> near the
> >> >>> runway threshold. The readings you are interested in are
> relative so
> >> >>> the absolute reading is not important. Do not use the announced
> >> >>> altimeter setting is it does not agree with the your field
> elevation.
> >> >>>
> >> >>> 2.) You will need to fly as close to 20 ft AGL as you can.
> or some
> >> >>> other elevation that can be verified by your co-pilot. I
> use 20 feet
> >> >>> because the large hanger at my field is 20 ft high. It may
> help to
> >> >>> have somebody on the ground verify your height if your
> unsure when in
> >> >>> flight. The closer to the ground the easier it is the
> estimate. 100
> >> >>> ft
> >> >>> is very tough unless you have a radar altimeter. Your GPS
> altitude
> >> >>> unless you have WAAS is unreliable for this.
> >> >>>
> >> >>> 3.) Make a low pass at the prearranged altitude at 90
> knots. A trick
> >> >>> to
> >> >>> make this a bit safer is to dial in some up trim so it
> takes a couple
> >> >>> pounds of down pressure on the stick to maintain level
> flight. This
> >> >>> way
> >> >>> if you get distracted you will tend to climb away from
> terra firma.
> >> >>> note the altitude and speed.
> >> >>> 4.) Make a low pass at cruise speed, same altitude. This
> will usually
> >> >>> be much appreciated by all at the airport with many
> requests to do
> >> >>> another. Note the altitude and speed.
> >> >>>
> >> >>> 5.) Land and compare indicated altitude with real altitude.
> When I
> >> >>> did
> >> >>> this on my plane I was indicating 400 ft AGL when actually
> 20 ft AGl.
> >> >>>
> >> >>> The plate or fence now will usually need to be adjusted. If
> its aft
> >> >>> of
> >> >>> the hole, a thinner(as in height) will reduce the pressure
> and raise
> >> >>> your indicated altitude, thicker will increase the pressure
> and lower
> >> >>> the indicated altitude. If the fence is ahead of the hole
> the change
> >> >>> in
> >> >>> thickness is reversed.
> >> >>>
> >> >>> Make a WAG as to the change needed and fly again. you may
> need to
> >> >>> adjust to some value between what is indicated during slow
> flight and
> >> >>> cruise. Keep track of the change made so any further
> adjustments will
> >> >>> divide and conquer the needed adjustment. Do this until your
> >> >>> satisfied.
> >> >>>
> >> >>> Once your altimeter is reading correctly out airspeed
> should also be
> >> >>> relatively closer, unless your pitot is installed in a very
> bad spot.
> >> >>>
> >> >>> Fly Safe.
> >> >>>
> >> >>> Scott
> >> >>>
> >> >>>
> >> >>> Scott Baker wrote:
> >> >>>> I have noticed that many Velocity aircraft vary in their
> indicated
> >> >>>> air
> >> >>>> speed
> >> >>>> due to either an un-calibrated air speed indicator and the
> position
> >> >>>> of
> >> >>>> the
> >> >>>> static port. Calibrating the air speed indicator at the local
> >> >>>> avionics
> >> >>>> shop
> >> >>>> is a good thing to do - but that still leaves the
> possibility of air
> >> >>>> speed
> >> >>>> errors caused by the static port. I trust the Cirrus air
> speed
> >> >>>> because
> >> >>>> of
> >> >>>> its being certified. It's great to get a fast moving certified
> >> >>>> aircraft to
> >> >>>> do some side-by-side flights with the Velocity, just to
> make sure
> >> >>>> both
> >> >>>> air
> >> >>>> speed "meters" are indicating the same during formation
> flight.
> >> >>>> 200 knots indicated in the Denver area is outstanding. The
> true air
> >> >>>> speed
> >> >>>> must be "right on up there". I have flown the company
> demonstrator
> >> >>>> (310hp)
> >> >>>> at Front Range and at Colorado Springs - giving demo rides
> with
> >> >>>> 4-people on
> >> >>>> board and about 40-gallons of fuel - and the aircraft
> performed
> >> >>>> quite
> >> >>>> well.
> >> >>>> I've talked to several Cirrus 22 owners who have taken a
> demo ride
> >> >>>> in
> >> >>>> the XL
> >> >>>> with the Continental IO-550. All of them seemed impressed
> - and most
> >> >>>> admitted the Velocity had a small but noticable performance
> >> >>>> advantage.
> >> >>>> Most
> >> >>>> were looking for a way to reduce the cost of aircraft
> ownership.
> >> >>>> Several of
> >> >>>> the Cirrus owners were upset with the cost of aircraft
> insurance.
> >> >>>> Sunny Eymann recently sold his Velocity XL in favor of a
> Cirrus 22
> >> >>>> because
> >> >>>> he liked the feel of the Cirrus in a cross-wind landing -
> something
> >> >>>> that is
> >> >>>> an everyday event in Key West. Still, he likes the
> Velocity - he
> >> >>>> just
> >> >>>> felt
> >> >>>> the Cirrus was the right aircraft for him.
> >> >>>> Random thoughts.
> >> >>>> Scott B.
> >> >>>>
> >> >>>>
> >> >>>> ----- Original Message -----
> >> >>>> From: "Tom Martino"
> >> >>>> To: "Velocity Aircraft Owners and Builders list"
> >> >>>> Sent: Monday, April 10, 2006 10:51 AM
> >> >>>> Subject: RE: REFLECTOR: Take Off Performance
> >> >>>>
> >> >>>>
> >> >>>> 1600 Pounds. Actually a little less now that I am removing
> the back
> >> >>>> seats. If I push it I can darn near indicate 200 knots ...
> but
> >> >>>> normal
> >> >>>> cruise would be less.
> >> >>>>
> >> >>>> -----Original Message-----
> >> >>>> From: reflector-bounces at tvbf.org
> <mailto:reflector-bounces at tvbf.org>
> [mailto:reflector-bounces at tvbf.org
> <mailto:reflector-bounces at tvbf.org>]
> >> >>>> On
> >> >>>> Behalf Of Al Gietzen
> >> >>>> Sent: Monday, April 10, 2006 8:23 AM
> >> >>>> To: 'Velocity Aircraft Owners and Builders list'
> >> >>>> Subject: RE: REFLECTOR: Take Off Performance
> >> >>>>
> >> >>>> Tom;
> >> >>>>
> >> >>>> I'm curious what the empty weight is on your Velocity.
> >> >>>>
> >> >>>> Thanks,
> >> >>>>
> >> >>>> Al
> >> >>>>
> >> >>>> _______________________________________________
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> >> >>>> _______________________________________________
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> >> >>>>
> >> >>>>
> >> >>>>
> >> >>>>
> >> >>>
> >> >>> --
> >> >>>
> >> >>> -
> >> >>> The true barriers of our liberty in this country are our state
> >> >>> governments...
> >> >>>
> >> >>> Thomas Jefferson
> >> >>> _______________________________________________
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> >> >>>
> >> >>
> >> >> _______________________________________________
> >> >> To change your email address, visit
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> >> >>
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> >> >
> >> > _______________________________________________
> >> > To change your email address, visit
> >> > http://www.tvbf.org/mailman/listinfo/reflector
> >> >
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> >>
> >> _______________________________________________
> >> To change your email address, visit
> >> http://www.tvbf.org/mailman/listinfo/reflector
> >>
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>
>
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>
>
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--
-
I would rather be exposed to the inconveniences attending too much liberty than to those attending too small a degree of it.
Thomas Jefferson to Archibald Stuart, 1791. ME 8:276
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