Headset Noise

Jonathan Goodish wrote:
In article .com,
"nrp" wrote:


I'm not convinced that it's a ground loop because the intercom system

has a single-point ground. I have the system grounded where at least
SOME other avionics are grounded, but not sure that all avionics are
grounded at that point

Lift that single ground ground and verify with a continuity test that
with power off, the intercom system is now floating. Make sure there
there isn't some other sneak path to ground that you don't know about.


I am quite confident that there is no sneak path to ground from the
intercom system, because I had everything disconnected when I rewired
(including the wiring harness). All jacks are isolated with fiber
shoulder washers. If there is a sneak path, I'm not sure where it would
be unless the SPA-400 is grounding through the mounting screws or on/off
switch barrel, but in that case I would expect the whine to be
system-wide.




Another ground loop vs B+ capacitive coupling check - does the whine
become worse as the alternator load is increased, say by turning on
pitot heat and the landing lights? If so, it is more likely a ground
problem.


Well, the whine goes away completely when the alternator side of the
master switch is turned off. I would say that it gets slightly worse as
more load is placed on the bus (landing light and pitot heat, for
example.) It is virtually non-existent in the pilot side, and is very
noticeable on the copilot side.

Before I dug into the intercom wiring last year, I did clean up the
ground at the battery box and strobe power supply (strobe noise problem
mostly cured with new power supply.) However, I haven't cleaned
airframe to engine ground or any grounds under the panel (other than
intercom system.)

It still has the smell of a ground loop if the intercom
power supply filtering is OK.

Maybe a ground loop between the intercom and the radios
(audio panel)?

--

Tauno Voipio
tauno voipio (at) iki fi

Tauno Voipio wrote:
: It still has the smell of a ground loop if the intercom
: power supply filtering is OK.

: Maybe a ground loop between the intercom and the radios
: (audio panel)?

Now you're talking. Like I said, I don't know the particulars on the SPA-400,
but many intercom models are simple single-ended... a ground is a ground is a ground.
The intercom *does* connect to the audio panel, which connects to the nav, com, dme,
adf, radio, anklebone, etc, etc.

I suspect if you *truly* were to disconnect absolutely everything that could
re-ground the intercom (and thus render most of the avionics stack useless), float the
case and all jacks, you won't hear any whine.

As far as the pilot/copilot side being worse, remember that only the bus
(+14V) goes to the battery on a dedicated line (I don't recall what plane you're
talking about... if it's composite, I'm wrong). The alternator current meanders
through the aircraft structure somehow and eventually makes it to the battery. The
structure could very well favor more of this current on the copilots side and generate
a few more mV of alternator-induced IR drop there.... or rather where "there" is the
distance between where the intercom and some other avionics is grounded.

-Cory


--

************************************************** ***********************
* Cory Papenfuss *
* Electrical Engineering candidate Ph.D. graduate student *
* Virginia Polytechnic Institute and State University *
************************************************** ***********************

Maybe I missed it earlier in the thread. But, why have you all ruled out the
possibility of a problem with the alternator?

Of course, there is always some ripple on the DC voltage and a grounding
problem will allow it to be more noticeable. But, it could be that the
grounding is just fine and the ripple got worse. Either a blown diode or a
bad phase.

Changes frequency with RPM? Alternator not regulator. Gets louder with load?
Alternator phase not diode.

I had a whine show up recently. It's was only bothersome with ANR headsets.
If you concentrated, you could also hear it with regular headsets. I checked
grounds and switches. Nothing made the least bit of difference.

Finally, used an oscilloscope to look at the alternator output. Nice
consistent ripple. No spikes. But, it was minimally .5 volt p-p growing to
1.5v p-p with load. Typical alternator output ripple should be more like
20mv to 50mv p-p.

They're rebuilding my alternator now. I'll let you know what happens in a
couple of days.

-------------------------------
Travis
N3094P
Lake Amphib
PWK

wrote in message
...
Tauno Voipio wrote:
: It still has the smell of a ground loop if the intercom
: power supply filtering is OK.

: Maybe a ground loop between the intercom and the radios
: (audio panel)?

Now you're talking. Like I said, I don't know the particulars on the
SPA-400,
but many intercom models are simple single-ended... a ground is a ground
is a ground.
The intercom *does* connect to the audio panel, which connects to the nav,
com, dme,
adf, radio, anklebone, etc, etc.

I suspect if you *truly* were to disconnect absolutely everything that
could
re-ground the intercom (and thus render most of the avionics stack
useless), float the
case and all jacks, you won't hear any whine.

As far as the pilot/copilot side being worse, remember that only the bus
(+14V) goes to the battery on a dedicated line (I don't recall what plane
you're
talking about... if it's composite, I'm wrong). The alternator current
meanders
through the aircraft structure somehow and eventually makes it to the
battery. The
structure could very well favor more of this current on the copilots side
and generate
a few more mV of alternator-induced IR drop there.... or rather where
"there" is the
distance between where the intercom and some other avionics is grounded.

-Cory


--

************************************************** ***********************
* Cory Papenfuss *
* Electrical Engineering candidate Ph.D. graduate student *
* Virginia Polytechnic Institute and State University *
************************************************** ***********************

Travis Marlatte wrote:
. . .

I had a whine show up recently. It's was only bothersome with ANR headsets.
If you concentrated, you could also hear it with regular headsets. I checked
grounds and switches. Nothing made the least bit of difference.

Finally, used an oscilloscope to look at the alternator output. Nice
consistent ripple. No spikes. But, it was minimally .5 volt p-p growing to
1.5v p-p with load. Typical alternator output ripple should be more like
20mv to 50mv p-p.

Travis, if you connected the alternator Field directly to a 2 to 5V DC
supply, connected a heavy load (like a couple of landing lights across
the alternator output), then you spun the alternator in a drill press
or lathe, while viewing the voltage across the load with a scope, you
would see about 4V p-p of ripple. Is that a reason to re-build the
alternator?

No!! It is actually the aircraft battery which "filters" the output of
the alternator, and removes the ripple. If you see ripple, it is
because there is some resistance in the path between the alternator
output and the battery posts, or a bum battery. It could be either in
the positive path or in the ground return. I predict that you will
still have your ripple when you get your freshly o/h alternator back...

Several hundred mV of ripple measured at the B terminal of an
alternator is perfectly normal...

MikeM

Brought my plane home last night after having the alternator rebuilt.

As you can read in my earlier post below, I scoped out the voltage and
concluded that the alternator had blown a phase. If a diode had gone, I
expected to see ripple with injected spikes that the blown diode would have
rectified but didn't. Since I saw a steady ripple with no spike and at a
higher peak to peak level than I expected, I concluded that all the diodes
were rectifying the same and that the excess A/C component was because a
phase of the alternator had gone. This was my conclusion sitting the plane
with a scope and reinforced later by some web site that talks about trouble
shooting alternator waveform outputs.

Prior to having that alternator rebuilt, I had a whine that increased in
frequency with RPM and got louder with load. If I shut the battery off, the
noise was intolerable. Clearly, the alternator was creating an A/C component
that the battery could just not dampen.

Below, mikem suggests that the problem was more likely the battery or
connections. I believe that the battery does absorb some ripple but it
doesn't make sense to me that the alternator output would be so noisy that
you couldn't operate the plane with just alternator power.

By the way, before this, I had no idea that you could shut the battery off
and leave the alternator on. In 10 years of flying airplanes with split
master switches, I have never, ever, not once had the alternator on without
the battery. Trouble shooting scenarios always assume that if there is a
problem, it will be with the alternator and discuss either shutting the
alternator off or both. Some people start their plane with the alternator
off to reduce starting load and startup power spikes. I actually thought
that the switches were mechanically coupled so that it was either both or
just the battery. The first time I did shut the alternator off, my first
thought, "That's curious, I wonder if my switch is broken!"

Anyway, I picked up my plane last night. Started it without the alternator.
Cautiously turned the alternator on. No whine. Added load. No whine. Reved
it up a bit. No whine. Shut the battery off. No Whine.

The ticket says - "Rebuilt and tested." My mechanic says that they found a
bad diode. I don't really know if that was THE problem or just part of the
problem. Bottom line, removing and reinstalling a rebuilt alternator solved
my whine.

I continue to believe that the alternator should be creating a steady
voltage that should be usable without the dampening effects of the battery.
I understand that bad grounding connections, in particular, could impede a
radios ability to shed the A/C component but it should only have to shed
something like 50mv of ripple - not the .5 to 1.5v that I was seeing.

The bill was for 2.5 hours of labor and $273 for the rebuild. $450 total.
This was at Kenosha, WI.

mikem, are we really talking about the same kind of alternator? Are these
alternators typically 3-phase? With 3-phases and the typical diode pack, why
would you see 4v p-p? That seems excessive to me.

-------------------------------
Travis
Lake N3094P
PWK


"mikem" wrote in message
oups.com...

Travis Marlatte wrote:
. . .

I had a whine show up recently. It's was only bothersome with ANR
headsets.
If you concentrated, you could also hear it with regular headsets. I
checked
grounds and switches. Nothing made the least bit of difference.

Finally, used an oscilloscope to look at the alternator output. Nice
consistent ripple. No spikes. But, it was minimally .5 volt p-p growing
to
1.5v p-p with load. Typical alternator output ripple should be more like
20mv to 50mv p-p.

Travis, if you connected the alternator Field directly to a 2 to 5V DC
supply, connected a heavy load (like a couple of landing lights across
the alternator output), then you spun the alternator in a drill press
or lathe, while viewing the voltage across the load with a scope, you
would see about 4V p-p of ripple. Is that a reason to re-build the
alternator?

No!! It is actually the aircraft battery which "filters" the output of
the alternator, and removes the ripple. If you see ripple, it is
because there is some resistance in the path between the alternator
output and the battery posts, or a bum battery. It could be either in
the positive path or in the ground return. I predict that you will
still have your ripple when you get your freshly o/h alternator back...

Several hundred mV of ripple measured at the B terminal of an
alternator is perfectly normal...

MikeM

Hi Travis,

First, Glad that you seem to have fixed your problem. Your alternator
must have had a bum diode, and my prediction was wrong.

Second, I want to point something out to you. Disconnecting the battery
while the alternator is spun-up (and maintaining field exitation) is
EXTREMELY DANGEROUS. Doing this could cause the bus voltage to spike
beyond 100+V, and destroy every piece of avionics in your panel. Rather
than trying to explain why here, do a Goggle search on the phrase
"ALTERNATOR LOAD DUMP".

Every aircraft I have seen is wired such that turning off the battery
master simultaneously breaks the path to the alternator field, thereby
shutting down the alternator. Some aircraft accomplish this with a
mechanical interlock on the switch (Cessna split master/ALT switch), or
by the way the ALT switch is wired. The fact that your Lake is NOT
wired this way seems to be a major screw up.

Disconnecting the battery in order to diagnose an alternator is NOT an
accepted diagnostic tool.

Third, to show the expected bus voltage under different conditions, I
did four different Spice simulations and put the results he
http://tinyurl.com/lkzt4

Normal.jpg = 14V with Battery, loaded to 25A, showing typical
resistances. (50mv of ripple)

NoBattery.jpg = Same as above, but with no battery to act as a filter.
(2V of ripple)

BadDiode.jpg = same as Normal, except one diode is open. (400mv of
ripple)

BadDiodeNoBattery.jpg = same as above, but no battery to act as a
filter. (15V! of ripple)

Look at all four, and you can see the difference in the waveshape and
amount of ripple.

I also posted four more files based on the four simulations above,
which show the Spectra (FFT) of each case. Note that when a diode is
missing, the fundamental frequency is related to the rate of rotation,
while with six intact diodes, the fundamental frequency of the ripple
is six times the rotation rate.

MikeM

"mikem" writes:


First, Glad that you seem to have fixed your problem. Your alternator
must have had a bum diode, and my prediction was wrong.

Second, I want to point something out to you. Disconnecting the battery
while the alternator is spun-up (and maintaining field exitation) is
EXTREMELY DANGEROUS. Doing this could cause the bus voltage to spike
beyond 100+V, and destroy every piece of avionics in your panel. Rather
than trying to explain why here, do a Goggle search on the phrase
"ALTERNATOR LOAD DUMP".

What he said (WHS). Although the figure I recall wasa mere 65 volts;
that from a discussion of such in a GE-MOV applications book many
years ago. Further, the resulting spikes is not just big (V) but
fat (long persistence) and thus high total energy.


Every aircraft I have seen is wired such that turning off the battery
master simultaneously breaks the path to the alternator field, thereby
shutting down the alternator. Some aircraft accomplish this with a
mechanical interlock on the switch (Cessna split master/ALT switch), or
by the way the ALT switch is wired. The fact that your Lake is NOT
wired this way seems to be a major screw up.

WHS!!!!

Disconnecting the battery in order to diagnose an alternator is NOT an
accepted diagnostic tool.

The ONLY good news is you'll blow up only the avionics; the magnetos
will not care and even an electric fuel pump may likely survive.

Do that stunt on modern car and you shall regret it...


Third, to show the expected bus voltage under different conditions, I
did four different Spice simulations and put the results he
http://tinyurl.com/lkzt4

Hmm, zip seen here, alas....
Is it working?


--
A host is a host from coast to
& no one will talk to a host that's close........[v].(301) 56-LINUX
Unless the host (that isn't close).........................pob 1433
is busy, hung or dead....................................20915-1433

Try this:
http://home.utah.edu/~mgm17160/Alternator/

Mike,

Thanks for publishing the alternator simulations. I found them very
interesting.

You said, "... with six intact diodes, the fundamental frequency of the
ripple is six times the rotation rate."

I read the fundamental ripple frequency as 3 kHz. If that's six times the
rotation rate, then the rotation rate must be 500 Hz. That's 30,000 rpm.
That doesn't seem reasonable. What am I missing?

Regards,

Jon

I can't get at the link but your textual description fits what I was seeing
and hearing. I'm a believer! I'm a believer! I will never shut the battery
off again!!

At the next annual, I will have my mechanic replace the master as well.

Without seeing the waveforms, it sounds like it would be very hard to
differentiate a bad connection from a bad diode problem. I apparently lucked
out in my ill-informed diagnosis.

Thanks for all you input.

--
-------------------------------
Travis
Lake N3094P
PWK


"mikem" wrote in message
ups.com...
Hi Travis,

First, Glad that you seem to have fixed your problem. Your alternator
must have had a bum diode, and my prediction was wrong.

Second, I want to point something out to you. Disconnecting the battery
while the alternator is spun-up (and maintaining field exitation) is
EXTREMELY DANGEROUS. Doing this could cause the bus voltage to spike
beyond 100+V, and destroy every piece of avionics in your panel. Rather
than trying to explain why here, do a Goggle search on the phrase
"ALTERNATOR LOAD DUMP".

Every aircraft I have seen is wired such that turning off the battery
master simultaneously breaks the path to the alternator field, thereby
shutting down the alternator. Some aircraft accomplish this with a
mechanical interlock on the switch (Cessna split master/ALT switch), or
by the way the ALT switch is wired. The fact that your Lake is NOT
wired this way seems to be a major screw up.

Disconnecting the battery in order to diagnose an alternator is NOT an
accepted diagnostic tool.

Third, to show the expected bus voltage under different conditions, I
did four different Spice simulations and put the results he
http://tinyurl.com/lkzt4

Normal.jpg = 14V with Battery, loaded to 25A, showing typical
resistances. (50mv of ripple)

NoBattery.jpg = Same as above, but with no battery to act as a filter.
(2V of ripple)

BadDiode.jpg = same as Normal, except one diode is open. (400mv of
ripple)

BadDiodeNoBattery.jpg = same as above, but no battery to act as a
filter. (15V! of ripple)

Look at all four, and you can see the difference in the waveshape and
amount of ripple.

I also posted four more files based on the four simulations above,
which show the Spectra (FFT) of each case. Note that when a diode is
missing, the fundamental frequency is related to the rate of rotation,
while with six intact diodes, the fundamental frequency of the ripple
is six times the rotation rate.

MikeM