AeroElectric-Archive.digest.vol-pw
December 24, 2020 - Present
>>> Lots of products out there but not difficult to build
>>>
>>> The 'transfer' device is simply a two-pole, double-throw
>>> contactor that connects loads to EITHER ac mains OR
>>> inverter.
>>>
>>> You'll need a control system with some simple logic.
>>>
>>> (1) Transfer to INVERTER is asserted when (a)
>>> battery voltage is higher than some minimum
>>> -AND- (b) when AC mains power is not present.
>>>
>>> (2) Inverter system is in a 'relaxed maintenance'
>>> mode any time AC mains power is present.
>>>
>>> (3) you might need a timer with xx milliseconds
>>> delay from time AC mains fails until transfer
>>> is asserted. Needed only if inverter doesn't gracefully
>>> grunt a load during startup. Not likely but
>>> should be confirmed.
>>>
>>> There are dozens of off-the-shelf product that
>>> would accomplish this task. Check out websites
>>> that target off-grid, homepower systems.
>>>
>>>
>>>
>>> Bob . . .
>>>
>>> Un impeachable logic: George Carlin asked, "If black boxes
>>> survive crashes, why don't they make the whole airplane
>>> out of that stuff?"
>>>
>>
>>
>>
>> Virus-free.
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>>
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>>
>
________________________________________________________________________________
| From: | GLEN MATEJCEK <fly4grins(at)gmail.com> |
| Subject: | automatic switch |
>That's fine, but if it's 'automatic', that implies that it can switch over
>and begin consuming power off the backup(s) whether you're there to 'load
>shed' or not. Just something to think about.
I have been contemplating some of these issues off and on for a while. One
option would be to put all essential loads on one phase of the main panel.
Have adequate wiring to a heavy duty 120v receptacle on a dedicated breaker
on that phase. When the power fails, trip the main breaker and plug a
portable generator into the dedicated receptacle. No load shedding
required, just about as simple as can be, and probably not more than $20 in
parts.
FWIW-
________________________________________________________________________________
| Subject: | Re: automatic switch |
| From: | C&K <yellowduckduo(at)gmail.com> |
While these manual schemes work well somebody should mention that they
are illegal almost everywhere due to the risk of back feeding power to
the utility and electrocuting a lineman by mis handling the main
breaker. It happens which is why a double throw main breaker
arrangement is mandated.
Ken
On 24/12/2020 7:01 AM, GLEN MATEJCEK wrote:
> >That's fine, but if it's 'automatic', that implies that it can switch
> over
> >and begin consuming power off the backup(s) whether you're there to 'load
> >shed' or not. Just something to think about.
>
> I have been contemplating some of these issues off and on for a
> while. One option would be to put all essential loads on one phase of
> the main panel. Have adequate wiring to a heavy duty 120v receptacle
> on a dedicated breaker on that phase. When the power fails, trip the
> main breaker and plug a portable generator into the dedicated
> receptacle. No load shedding required, just about as simple as can
> be, and probably not more than $20 in parts.
> FWIW-
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: automatic switch |
At 06:27 AM 12/24/2020, you wrote:
>
>While these manual schemes work well somebody
>should mention that they are illegal almost
>everywhere due to the risk of back feeding power
>to the utility and electrocuting a lineman by
>mis handling the main breaker.=C2 It happens
>which is why a double throw main breaker arrangement is mandated.
Yup, that's why there is a check-list for
transitions between mains and generator . . .
but failure to disconnect ac mains would
result in immediate operation of the generator's
breakers.
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
________________________________________________________________________________
| From: | Ken Ryan <keninalaska(at)gmail.com> |
| Subject: | Re: automatic switch |
The essential loads that I need to run are boiler, unit heater, well pump
and refrigerator/freezer and hangar door. Given that this is at least 90%
of the total amperage and a good percentage of the circuits, I believe
powering the whole building is what makes sense. And I definitely agree
that the system must not allow for feedback to the grid through operator
error.
Ken
On Thu, Dec 24, 2020 at 4:41 AM Robert L. Nuckolls, III <
nuckolls.bob(at)aeroelectric.com> wrote:
> At 06:27 AM 12/24/2020, you wrote:
>
>
> While these manual schemes work well somebody should mention that they ar
e
> illegal almost everywhere due to the risk of back feeding power to the
> utility and electrocuting a lineman by mis handling the main breaker.=C3
=82 It
> happens which is why a double throw main breaker arrangement is mandated.
>
>
> Yup, that's why there is a check-list for
> transitions between mains and generator . . .
> but failure to disconnect ac mains would
> result in immediate operation of the generator's
> breakers.
>
>
> Bob . . .
>
> Un impeachable logic: George Carlin asked, "If black boxes
> survive crashes, why don't they make the whole airplane
> out of that stuff?"
>
________________________________________________________________________________
| Subject: | Re: automatic switch |
| From: | Finn Lassen <finn.usa(at)gmail.com> |
Once I made a relatively low cost manual transfer switch using a 100 amp
panel.
In the two top places I mounted two 2-pole 100A breakers side by side
with a small alum bar and two screws connecting the two breaker handles.
One of the holes on the alum bar was actually slotted so you could turn
off both breakers if wanted. But the bar made it impossible to turn on
both breakers at the same time. One of the breakers was connected to the
12 KWh generator, the other to a breaker (strictly speaking not needed
if lugs available after main breaker) in the main panel. That 100 amp
panel became the sub panel for essential stuff: lights, one A/C and
computers.
Sure was a lot cheaper than the $500 to $1,000 manual transfer switches
available at the time. I think the cost of the two 100A breakers and
panel was less than $100.
Finn
On 12/24/2020 9:01 AM, Ken Ryan wrote:
> The essential loads that I need to run are boiler, unit heater, well
> pump and refrigerator/freezer and hangar door. Given that this is at
> least 90% of the total amperage and a good percentage of the circuits,
> I believe powering the whole building is what makes sense. And I
> definitely agree that the system must not allow for feedback to the
> grid through operator error.
>
> Ken
>
> On Thu, Dec 24, 2020 at 4:41 AM Robert L. Nuckolls, III
> >
> wrote:
>
> At 06:27 AM 12/24/2020, you wrote:
>> >
>>
>> While these manual schemes work well somebody should mention that
>> they are illegal almost everywhere due to the risk of back
>> feeding power to the utility and electrocuting a lineman by mis
>> handling the main breaker. It happens which is why a double
>> throw main breaker arrangement is mandated.
>
> Yup, that's why there is a check-list for
> transitions between mains and generator . . .
> but failure to disconnect ac mains would
> result in immediate operation of the generator's
> breakers.
>
>
> Bob . . .
>
> Un impeachable logic: George Carlin asked, "If black boxes
> survive crashes, why don't they make the whole airplane
> out of that stuff?"
>
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________________________________________________________________________________
| Subject: | Re: automatic switch |
| From: | Charlie England <ceengland7(at)gmail.com> |
Yep; some breaker panel mfgrs make optional slides to do exactly that.
In our area, about 10 miles out of the biggest town in the state, we
tend to lose power if it rains anywhere in the county. I went 'full
auto' because the spousal unit wasn't going to learn how to the
multi-step switching required to keep our air conditioner functional on
the generator; also wanted the switch to happen if we were out of town
for a few days. Didn't want to lose freezer/fridge stuff.
I also spent a long time waiting for craigslist deals on the generator &
automatic transfer switch/subpanel (as mentioned, I'm way too cheap to
buy new).
Charlie
On 12/25/2020 10:58 AM, Finn Lassen wrote:
> Once I made a relatively low cost manual transfer switch using a 100
> amp panel.
> In the two top places I mounted two 2-pole 100A breakers side by side
> with a small alum bar and two screws connecting the two breaker handles.
> One of the holes on the alum bar was actually slotted so you could
> turn off both breakers if wanted. But the bar made it impossible to
> turn on both breakers at the same time. One of the breakers was
> connected to the 12 KWh generator, the other to a breaker (strictly
> speaking not needed if lugs available after main breaker) in the main
> panel. That 100 amp panel became the sub panel for essential stuff:
> lights, one A/C and computers.
>
> Sure was a lot cheaper than the $500 to $1,000 manual transfer
> switches available at the time. I think the cost of the two 100A
> breakers and panel was less than $100.
>
> Finn
>
> On 12/24/2020 9:01 AM, Ken Ryan wrote:
>> The essential loads that I need to run are boiler, unit heater, well
>> pump and refrigerator/freezer and hangar door. Given that this is at
>> least 90% of the total amperage and a good percentage of the
>> circuits, I believe powering the whole building is what makes sense.
>> And I definitely agree that the system must not allow for feedback to
>> the grid through operator error.
>>
>> Ken
>>
>> On Thu, Dec 24, 2020 at 4:41 AM Robert L. Nuckolls, III
>> > > wrote:
>>
>> At 06:27 AM 12/24/2020, you wrote:
>>> >
>>>
>>> While these manual schemes work well somebody should mention
>>> that they are illegal almost everywhere due to the risk of back
>>> feeding power to the utility and electrocuting a lineman by mis
>>> handling the main breaker. It happens which is why a double
>>> throw main breaker arrangement is mandated.
>>
>> Yup, that's why there is a check-list for
>> transitions between mains and generator . . .
>> but failure to disconnect ac mains would
>> result in immediate operation of the generator's
>> breakers.
>>
>>
>>
>> Bob . . .
>>
>> Un impeachable logic: George Carlin asked, "If black boxes
>> survive crashes, why don't they make the whole airplane
>> out of that stuff?"
>>
>
>
>
> Virus-free. www.avast.com
>
>
>
> <#DAB4FAD8-2DD7-40BB-A1B8-4E2AA1F9FDF2>
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________________________________________________________________________________
| From: | Paul Millner <millner(at)me.com> |
| Subject: | Manual utility/generator switch |
I bought the ReliAnce panel, 200/100 (or smaller at your choice) with interl
ock. About $300. It=99s a repurposed Siemens panel, UL and all.
________________________________________________________________________________
| From: | Earl Schroeder <n233ee(at)gmail.com> |
| Subject: | Re: automatic switch |
Our utility in S Indiana =98grounds=99 all wiring before any wor
k is done. Although our solar system has the required disconnects etc they r
eally are not needed. It does increase the down time since all the grounds n
eed to be removed before applying power, it will save lives. This method pr
obably is growing and will be used everywhere soon. [I am a retired electri
cian]
> On Dec 25, 2020, at 2:13 PM, Charlie England wrote:
>
> =EF=BB
> Yep; some breaker panel mfgrs make optional slides to do exactly that. In o
ur area, about 10 miles out of the biggest town in the state, we tend to lo
se power if it rains anywhere in the county. I went 'full auto' because the s
pousal unit wasn't going to learn how to the multi-step switching required t
o keep our air conditioner functional on the generator; also wanted the swit
ch to happen if we were out of town for a few days. Didn't want to lose free
zer/fridge stuff.
>
> I also spent a long time waiting for craigslist deals on the generator & a
utomatic transfer switch/subpanel (as mentioned, I'm way too cheap to buy ne
w).
>
> Charlie
>
>> On 12/25/2020 10:58 AM, Finn Lassen wrote:
>> Once I made a relatively low cost manual transfer switch using a 100 amp p
anel.
>> In the two top places I mounted two 2-pole 100A breakers side by side wit
h a small alum bar and two screws connecting the two breaker handles.
>> One of the holes on the alum bar was actually slotted so you could turn o
ff both breakers if wanted. But the bar made it impossible to turn on both b
reakers at the same time. One of the breakers was connected to the 12 KWh ge
nerator, the other to a breaker (strictly speaking not needed if lugs availa
ble after main breaker) in the main panel. That 100 amp panel became the sub
panel for essential stuff: lights, one A/C and computers.
>>
>> Sure was a lot cheaper than the $500 to $1,000 manual transfer switches a
vailable at the time. I think the cost of the two 100A breakers and panel wa
s less than $100.
>>
>> Finn
>>
>> On 12/24/2020 9:01 AM, Ken Ryan wrote:
>>> The essential loads that I need to run are boiler, unit heater, well pum
p and refrigerator/freezer and hangar door. Given that this is at least 90% o
f the total amperage and a good percentage of the circuits, I believe poweri
ng the whole building is what makes sense. And I definitely agree that the s
ystem must not allow for feedback to the grid through operator error.
>>>
>>> Ken
>>>
>>> On Thu, Dec 24, 2020 at 4:41 AM Robert L. Nuckolls, III <nuckolls.bob@ae
roelectric.com> wrote:
>>>> At 06:27 AM 12/24/2020, you wrote:
>>>>>
>>>>> While these manual schemes work well somebody should mention that they
are illegal almost everywhere due to the risk of back feeding power to the u
tility and electrocuting a lineman by mis handling the main breaker.=C3=82 I
t happens which is why a double throw main breaker arrangement is mandated.
>>>>
>>>> Yup, that's why there is a check-list for
>>>> transitions between mains and generator . . .
>>>> but failure to disconnect ac mains would
>>>> result in immediate operation of the generator's
>>>> breakers.
>>>>
>>>>
>>>>
>>>> Bob . . .
>>>>
>>>> Un impeachable logic: George Carlin asked, "If black boxes
>>>> survive crashes, why don't they make the whole airplane
>>>> out of that stuff?"
>>>>
>>
>>
>> Virus-free. www.avast.com
>
________________________________________________________________________________
| From: | Ken Ryan <keninalaska(at)gmail.com> |
| Subject: | Re: automatic switch |
Thanks Stu. I've been studying these switches. One thing I have not been
able to discover is how much current an automatic utility disconnect
transfer switch uses. I would like to know the answer to that question both
for the grid connection and for the "generator" connection. I have found
some spec sheets, but none of them have this information. I have learned
that my application is probably what is referred to as utility-utility
(rather than utility-generator) Another question I have not been able to
answer is whether an automatic switch that is designed for a generator
(which includes provisions for starting and stopping a generator) can be
used in a utility-utility application, without a lot of hassle.
On Sat, Dec 26, 2020 at 1:12 AM wrote:
> Hi Ken;
> They're available and called (appropriately) "automatic transfer switch."
> They're generally used to transfer from utility current to emergency
> generator current, but will work equally well in your application. There
> are also "manual transfer switches," if you want to save some money.
> Cheers! Stu.
>
> ------------------------------
> *From: *"Ken Ryan" <keninalaska(at)gmail.com>
> *To: *aeroelectric-list(at)matronics.com
> *Sent: *Wednesday, December 23, 2020 6:11:44 AM
> *Subject: *AeroElectric-List: automatic switch
>
> This is for a hangar home that is under construction, so it is relevant :)
>
> I am planning a small solar/generator powered emergency electrical system.
> Three solar panels, a 4800 watt-hour lithium battery, charge controller and
> an inverter/charger.
>
> It's function will be to run necessary equipment (boiler, unit heater,
> well pump, refrigerator/freezer) in the event of a power outage.
>
> I have experience with systems like this from having built three campers.
> But this is different in that I would like to have a switch that
> automatically detects when the power goes off, and switches things over to
> the alternate system.
>
> I know such switches exist, but I know nothing about them -- how they
> operate, how to choose one, how to wire one into the system, etc. I would
> appreciate any info people might have.
>
> Ken Ryan
>
>
________________________________________________________________________________
| From: | "EfraimOtero" <efraim.otero(at)gmail.com> |
Its me again! I got my earthX battery and it really cranks! I also bought and installed
new REM 40 spark plugs but again, no engine start! I will try the test
suggested by Charlie England and see nor that goes!removing spark plugs and
cranking with them toiuching the engine. I suspect the wire harness because I
do hear the sharp clacking sound...
Well see...
--------
EfraimOtero
Fisher Celebrity EX N500BC
O200 COntinental
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=499825#499825
________________________________________________________________________________
| From: | "racerjerry" <gnking2(at)verizon.net> |
Efraim, I hear your frustration.
Once upon a time, when an elusive ignition problem was plaguing me, I got pissed
and made a spark test fixture out of a section of aluminum angle material with
(6) 18mm tapped holes to which (4) old spare spark plugs were installed.
Magneto leads were temporarily removed from upper spark plugs and installed on
the test fixture spark plugs.
The aluminum angle & plugs were grounded to the engine and situated where I could
easily observe sparks with the business end of the plugs pointing directly
at me. Remember that you are only going to see a spark if it comes from a magneto
that has an impulse coupling.
As was said, you only need three things for combustion: FUEL / COMPRESSION / IGNITION.
On old cars, it was easy to check for as fuel problem with a squirt
of starting ether down the carb. I don't recommend that unless extreme frustration
sets in. Just prime the heck out of the carburetor and if you can smell
fuel, you can assume fuel supply is good.
ALSO, since this is an experimental airplane, you may be using a non-standard ignition
switch(s). "ON" in a normal switch usually means continuity across the
switch, which would ground out the magnetos, disabling them. I suggest, for
test purposes, temporarily remove the magneto grounding leads. BE CAREFUL -
ASSUME THE ENGINE WILL FIRE UP AT FULL POWER. Make sure the tail is SECURELY
tied down and that you can easily shut down the engine by turning off fuel supply.
CHOCKS are USELESS here.
Hope this helps.
Jerry King
--------
Jerry King
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=499829#499829
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
At 10:32 PM 12/26/2020, you wrote:
>"EfraimOtero"
>
>It=99s me again! I got my earthX battery and it
>really cranks! I also bought and installed new
>REM 40 spark plugs but again, no engine start! I
>will try the test suggested by Charlie England
>and see nor that goes!removing spark plugs and
>cranking with them toiuching the engine. I
>suspect the wire harness because I do hear the sharp clacking sound...
>We=99ll see...
It's unlikely that a whole harness bad . . . and
one or two bad wires would still give you some
activity on the remaining cylinders.
There are other maladies that can befall a magento
rendering it completely silent: There are points
that require proper continuity and gap. There
is a coil. There is a capacitor.
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
________________________________________________________________________________
| From: | Jeff Luckey <jluckey(at)pacbell.net> |
| Subject: | Firewall Penetration Redux |
BobN,
A couple of weeks ago you posted a picture of a Bonanza's firewall under co
nstruction.=C2- It shows a firewall pass-thru fitting with a 90 deg bend
and some sort of flange attached to firewall.=C2- What is that fitting ma
de of?
-Jeff
________________________________________________________________________________
| Subject: | Re: Firewall Penetration Redux |
| From: | Charlie England <ceengland7(at)gmail.com> |
On 12/29/2020 2:03 PM, Jeff Luckey wrote:
> BobN,
>
> A couple of weeks ago you posted a picture of a Bonanza's firewall
> under construction. It shows a firewall pass-thru fitting with a 90
> deg bend and some sort of flange attached to firewall. What is that
> fitting made of?
>
>
> -Jeff
I'm not Bob, but stainless grab bars work well. Just find versions that
have the flange welded onto the bend. I needed a straight shot off the
firewall for mine, so I cut it short enough that I just had a short stub
left for clamping the fire sleeve. Ebay has had smaller (~1") stainless
flanged stubs in the past, but I can't find the link now.
Charlie
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________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Firewall Penetration Redux |
At 02:03 PM 12/29/2020, you wrote:
>BobN,
>
>A couple of weeks ago you posted a picture of a Bonanza's firewall
>under construction. It shows a firewall pass-thru fitting with a 90
>deg bend and some sort of flange attached to firewall. What is that
>fitting made of?
Beech fabricated their fittings from stainless
steel.
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
________________________________________________________________________________
| Subject: | Clearance Delivery Diode Leakage |
| From: | "MFleming" <sagriver(at)icloud.com> |
The wiring has begun for my RV-7. I've decided to use fuse blocks for circuit protection.
The architecture will utilize a clearance delivery (CD) buss. The CD buss has a
diode installed per Z101B. When applying DC voltage to the CD bus and measuring
the voltage at the main buss, there is a 350 to 390 mv reading.
Is that enough to worry about or do I have a bad diode? This is the B&C Essential
Bus Diode w/ 8 watt heatsink PN-221-200.
Heres a photo of the fuse blocks while being tested for leakage. You may be able
to make out the 351.8 mv leakage.
http://myplace.frontier.com/~tokosha/avionics/test_diode.jpg
--------
Michael Fleming
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=499896#499896
________________________________________________________________________________
| From: | "racerjerry" <gnking2(at)verizon.net> |
Efraim,
In order to simplify things, lets try to isolate the magnetos to see if they are
EVER actually producing a spark. First, pull all the top spark plugs to insure
there is NO COMPRESSION and no possibility of injury with the engine suddenly
coming to life. With all spark plugs removed, reconnect all ignition leads
and lay the plugs on top of each cylinder and insure that each plug is electrically
grounded to the engine. Try to aim the sparking end of the plugs outward
and to each side, so that a relatively weak spark can be easily observed.
View one side or one bank of cylinders at a time. That way you don't have to completely
remove and reroute the magneto ignition leads for the test.
At this point, since there is no compression in any cylinder, you can easily and
with complete safety turn the propeller by hand OR by the starter if you wish.
If you rotate the propeller TWO turns in the normal direction of rotation, a spark
should be observed at each sparkplug sometime during the two-turn rotation
at the instant you hear the loud click of the impulse coupling snapping free.
In other words, a spark should occur once every other propeller rotation at
the click.
Jerry King
--------
Jerry King
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=499903#499903
________________________________________________________________________________
| Subject: | Re: Clearance Delivery Diode Leakage |
| From: | "user9253" <fransew(at)gmail.com> |
A voltage drop across a diode is normal. A drop of o.4 volts is low. It will
be
2 or even 3 times that much under heavy load. Power (heat) equals volts
times current. Suppose that the load is 10 amps. 10 amps times 1 volt equal
10 watts. That is a lot of heat and the reason for the heat sink. If you want
to minimize the amount of power lost, a Schottky diode will waste about half
as much as a regular diode.
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=499904#499904
________________________________________________________________________________
| Subject: | Re: Clearance Delivery Diode Leakage |
| From: | "user9253" <fransew(at)gmail.com> |
Use heat conductive paste between the diode and the heat sink.
Otherwise the diode could overheat and fail.
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=499905#499905
________________________________________________________________________________
| Subject: | Re: Clearance Delivery Diode Leakage |
| From: | Dick Tasker <dick(at)thetaskerfamily.com> |
As far as I can see on your picture, you have no loads anywhere and have the positive
supply lead only connected to the CD bus. Under those conditions any voltages
you can measure are pretty much
meaningless. A good DVM has a very high input impedance so puts no load on whatever
it is measuring.
On the other hand, if there is any load on the main bus then you may have a defective
diode. To check, just put some sort of load on the main bus (resistor,
light bulb, relay coil, etc.). With a
load there I doubt you will see anything (unless the diode bridge is actually bad
- pretty unlikely).
Dick Tasker
MFleming wrote:
>
> The wiring has begun for my RV-7. I've decided to use fuse blocks for circuit
protection.
>
> The architecture will utilize a clearance delivery (CD) buss. The CD buss has
a diode installed per Z101B. When applying DC voltage to the CD bus and measuring
the voltage at the main buss, there is a 350 to 390 mv reading.
>
> Is that enough to worry about or do I have a bad diode? This is the B&C Essential
Bus Diode w/ 8 watt heatsink PN-221-200.
>
> Heres a photo of the fuse blocks while being tested for leakage. You may be able
to make out the 351.8 mv leakage.
>
> http://myplace.frontier.com/~tokosha/avionics/test_diode.jpg
>
> --------
> Michael Fleming
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=499896#499896
>
>
________________________________________________________________________________
| Subject: | Re: Clearance Delivery Diode Leakage |
| From: | "MFleming" <sagriver(at)icloud.com> |
user9253 wrote:
> A voltage drop across a diode is normal. A drop of o.4 volts is low. It will
be
> 2 or even 3 times that much under heavy load. Power (heat) equals volts
> times current. Suppose that the load is 10 amps. 10 amps times 1 volt equal
> 10 watts. That is a lot of heat and the reason for the heat sink. If you want
> to minimize the amount of power lost, a Schottky diode will waste about half
> as much as a regular diode.
So the voltage feedback, leakage is the issue.
The voltage drop when the diode is supplying current to the CD buss from the main
buss is expected.
When the CD buss is being fed from the battery and the diode is supposed to prevent
the main buss from seeing current is when I'm seeing the 350+ millivolts.
I'm not sure if the feedback through the diode to the main buss is considered OK
or not.
user9253 wrote:
> Use heat conductive paste between the diode and the heat sink.
> Otherwise the diode could overheat and fail.
> Assuming that the heat sink will be mounted to an aluminum surface, also
> use heat conductive paste between the heat sink and mounting surface.
B&C provided the diode and heat sink as a unit so I'm hopping they assembled it
with the proper paste. Would dielectric grease be suitable as a heat sink paste?
--------
Michael Fleming
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=499916#499916
________________________________________________________________________________
| From: | mike Pienaar <mikepienaar09(at)gmail.com> |
| Subject: | Re: Firewall Penetration Redux |
When I installed mine I put the pipe end of the fitting inside the cockpit
This is purely cosmetic, the firesleeve and sealer clamp are then out of sig
ht
=46rom the engine side you only see the wires bundle going into the fitting
Mike
Sent from my iPhone
> On Dec 29, 2020, at 2:28 PM, Robert L. Nuckolls, III <nuckolls.bob@aeroele
ctric.com> wrote:
>
> =EF=BB At 02:03 PM 12/29/2020, you wrote:
>> BobN,
>>
>> A couple of weeks ago you posted a picture of a Bonanza's firewall under c
onstruction. It shows a firewall pass-thru fitting with a 90 deg bend and s
ome sort of flange attached to firewall. What is that fitting made of?
>
> Beech fabricated their fittings from stainless
> steel.
>
>
> Bob . . .
>
> Un impeachable logic: George Carlin asked, "If black boxes
> survive crashes, why don't they make the whole airplane
> out of that stuff?"
________________________________________________________________________________
| Subject: | Re: Clearance Delivery Diode Leakage |
| From: | "user9253" <fransew(at)gmail.com> |
It is normal to see voltage like you are with no load. Put a load on the main
bus and that voltage will disappear. A 12 volt test light will make a good load.
Use a test light that does not have an internal battery. The test light should
operate off from the aircraft battery. Grease might melt. Home Depot and
Amazon sells part number 98003/202932736
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=499917#499917
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Clearance Delivery Diode Leakage |
At 09:48 AM 12/30/2020, you wrote:
>Tasker
>
>As far as I can see on your picture, you have no
>loads anywhere and have the positive supply lead
>only connected to the CD bus.=C2 =C2 Under those
>conditions any voltages you can measure are
>pretty much meaningless.=C2 A good DVM has a very
>high input impedance so puts no load on whatever it is measuring.
>
>On the other hand, if there is any load on the
>main bus then you may have a defective
>diode.=C2 To check, just put some sort of load on
>the main bus (resistor, light bulb, relay coil,
>etc.).=C2 With a load there I doubt you will see
>anything (unless the diode bridge is actually bad - pretty unlikely).
Right on! I set up an experiment on
the bench with an exemplar bridge
rectifier. A multimeter set to read
leakage CURRENT indicated less than
0.1 microamps. Changing the meter to
read VOLTS gave an indication on the
order of 400mV.
What you're seeing is normal and expected.
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Clearance Delivery Diode Leakage |
At 01:57 PM 12/30/2020, you wrote:
>
>
>user9253 wrote:
> > A voltage drop across a diode is normal. A drop of o.4 volts is
> low. It will be
> > 2 or even 3 times that much under heavy load. Power (heat) equals volts
> > times current. Suppose that the load is 10 amps. 10 amps times
> 1 volt equal
> > 10 watts. That is a lot of heat and the reason for the heat
> sink. If you want
> > to minimize the amount of power lost, a Schottky diode will waste
> about half
> > as much as a regular diode.
>
>
>So the voltage feedback, leakage is the issue.
>
>The voltage drop when the diode is supplying current to the CD buss
>from the main buss is expected.
>
>When the CD buss is being fed from the battery and the diode is
>supposed to prevent the main buss from seeing current is when I'm
>seeing the 350+ millivolts.
>
>I'm not sure if the feedback through the diode to the main buss is
>considered OK or not.
Doing the math on your observations:
Assuming a nominal 10,000,000 ohm input impedance
of your multimeter in the voltage mode . . .
E 0.400
I = --- = --------- = 4 NANOAMPS!
R 10,000,000
Some multimeters have as much as 20M Ohms input
impedance which would give you 2 NANOAMPS . . .
quite normal and insignificant.
If you put your multimeter into the current
measuring mode, the impressed current would
be too small to wiggle the display on the
most sensitive scale.
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
________________________________________________________________________________
| Subject: | Re: Clearance Delivery Diode Leakage |
| From: | "MFleming" <sagriver(at)icloud.com> |
[quote="nuckolls.bob(at)aeroelect"]At 09:48 AM 12/30/2020, you wrote:
>
> As far as I can see on your picture, you have no loads anywhere and have the
positive supply lead only connected to the CD bus. Under those conditions any
voltages you can measure are pretty much meaningless. A good DVM has a very
high input impedance so puts no load on whatever it is measuring.
>
> On the other hand, if there is any load on the main bus then you may have a
defective diode. To check, just put some sort of load on the main bus (resistor,
light bulb, relay coil, etc.). With a load there I doubt you will see anything
(unless the diode bridge is actually bad - pretty unlikely).
So this is correct, there are no loads during this test. BUT there is not supposed
to be a load or current on the main buss in this photo during the test.
The test was supposed to verify that the diode is doing its job of preventing flow
from the CD bus back to the main buss when the CD buss is energized and the
main buss is deenergized. The test simulate the CD buss being energized while
the master contactor is open, ergo - main bus should show no voltage.
Now if your saying I need a load on the CD buss during this test great...but a
load or any current on the main buss would negate the test as far as I can see.
On the other hand it sounds like Bob is saying what I'm seeing is normal...so I
think I'll move on to more wiring.
--------
Michael Fleming
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=499930#499930
________________________________________________________________________________
| Subject: | Re: Clearance Delivery Diode Leakage |
| From: | Dick Tasker <dick(at)thetaskerfamily.com> |
In an attempt to clarify: In the situation where the master contactor is off there
will be no active avionics on the master buss because there will be no power
to the buss. However, all the avionics
that reside on the master buss will still be connected and will thereby provide
a load on the buss.
In that situation, the diode will be doing what it is supposed to be doing and
if you measure the voltage on the master buss you will see nothing.
A diode is not a "perfect" one-way valve. Darn close, but it you have no load except
the 10 Megohm impedance of the DVM you will still measure something as you
discovered and as Bob described. This
is due to the reverse leakage of the diode - a very small number but not zero.
MFleming wrote:
>
> [quote="nuckolls.bob(at)aeroelect"]At 09:48 AM 12/30/2020, you wrote:
>
>>
>> As far as I can see on your picture, you have no loads anywhere and have the
positive supply lead only connected to the CD bus. Under those conditions
any voltages you can measure are pretty much meaningless. A good DVM has a very
high input impedance so puts no load on whatever it is measuring.
>>
>> On the other hand, if there is any load on the main bus then you may have
a defective diode. To check, just put some sort of load on the main bus (resistor,
light bulb, relay coil, etc.). With a load there I doubt you will see anything
(unless the diode bridge is actually bad - pretty unlikely).
>
> So this is correct, there are no loads during this test. BUT there is not supposed
to be a load or current on the main buss in this photo during the test.
>
> The test was supposed to verify that the diode is doing its job of preventing
flow from the CD bus back to the main buss when the CD buss is energized and
the main buss is deenergized. The test simulate the CD buss being energized while
the master contactor is open, ergo - main bus should show no voltage.
>
> Now if your saying I need a load on the CD buss during this test great...but
a load or any current on the main buss would negate the test as far as I can see.
>
> On the other hand it sounds like Bob is saying what I'm seeing is normal...so
I think I'll move on to more wiring.
>
> --------
> Michael Fleming
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=499930#499930
>
>
________________________________________________________________________________
| Subject: | Re: Clearance Delivery Diode Leakage |
| From: | "user9253" <fransew(at)gmail.com> |
Check for electricity on the main bus using a test light.
The light will not illuminate. That means there is no voltage on the main bus.
Leave the test light connected to the main bus, then measure the voltage with
the digital meter again. The main bus will have zero volts. The diode is OK.
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=499932#499932
________________________________________________________________________________
| Subject: | Re: Clearance Delivery Diode Leakage |
| From: | "MFleming" <sagriver(at)icloud.com> |
user9253 wrote:
> Check for electricity on the main bus using a test light.
> The light will not illuminate. That means there is no voltage on the main bus.
> Leave the test light connected to the main bus, then measure the voltage with
> the digital meter again. The main bus will now have zero volts. The diode is
OK.
I see....The test light (load) on the main buss drains the residual voltage and
kinda make the diode seal better like a check valve with differential pressure
would.
--------
Michael Fleming
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=499933#499933
________________________________________________________________________________
| From: | Patrick Brannan <psbrannan(at)pm.me> |
| Subject: | Power-Sonic LiFePO4 (Hypersport) |
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________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Clearance Delivery Diode Leakage |
At 07:10 PM 12/31/2020, you wrote:
>
>
>user9253 wrote:
> > Check for electricity on the main bus using a test light.
> > The light will not illuminate. That means there is no voltage on
> the main bus.
> > Leave the test light connected to the main bus, then measure the
> voltage with
> > the digital meter again. The main bus will now have zero
> volts. The diode is OK.
>
>
>I see....The test light (load) on the main buss drains the residual
>voltage and kinda make the diode seal better like a check valve
>with differential pressure would.
No, leakage through the reverse biased diode is
relatively constant irrespective of the load. Consider
the attached drawing. The red boxes represent your
ship's battery and the diode under study. I've
depicted a reverse leakage resistor RL2 around the
diode.
To read 0.4v across a 10M resistor in series (your
voltmeter) describes a ratio:
RL2 + 10M 10M
---------- = ----------
12V 0.4V
Solving for RL2
RL2 + 10M = (10M x 12V)/0.4V
RL2 = [(10M x 12V)/0.4V] - 10M
RL2 = 290,000,000 ohms which
represents a parasitic (leakage)
load on the battery of
12/290M ~ 41 NANOAmps
For this leakage to take say, an 18AH battery
down to 1/2 capacity would require . . .
9,000,000,000 nAHr/41nA = 220 Million hours
or roughly 25,000 years.
The value for leakage current is generally
always cited on data sheets for diodes but it's
so tiny that only in very specialized, small
signal applications is it significant to the
design. We CAN measure it, as you have done,
but in the airframe, its more of a curiosity
than a concern.
Also, reverse leakage varies widely with temperature,
applied voltage and batch-to-batch variations.
Going back to the drawing I show another 'leakage'
resistor (RL1) that is internal to the battery.
All batteries have one of these and depending
on chemistry and temperature, it too will discharge
the battery. Most secondary SLVA and Lithium products are
good on the shelf for 1-2 years.
I suggest that leakage inside the battery is
of far greater concern than diode leakage(s)
outside the battery.
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
________________________________________________________________________________
| Subject: | Any ideas where to get electric motor brushes? |
| From: | "rparigoris" <rparigor(at)hotmail.com> |
Hi Group
I need some brushes for the exciter on my Monarch EE lathe. Was making some aeroplane
parts and it quit.
Sizes needed:
3/8" x 3/8" and worn out length is 1.060", it has a shunt and terminal (need 4,
will buy 8)
1/2" x 1/4" and worn out length is .495", it has a shunt and terminal (need 2,
will buy 4)
Any ideas where I can purchase from?
Thanks
Ron P.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=499971#499971
________________________________________________________________________________
| Subject: | How electricity works |
| From: | "l.p(at)talk21.com" <l.p(at)talk21.com> |
Dear Bob et al.
I have a question on how electricity works in relation to components in
our obam aircraft and hope you can help my understanding.
I have a unit that has a power requirement of 15 amps.
It is my intention to control this unit utilising a relay.
I wish to control the relay with a micro-switch.
I'll at first wire up the relay as per Z diagrams where the main power
supply wire to the relay, and thence unit, is also the power for the
relay operating coil.
Starting with the micro-switch contacts open and no current flowing, on
closing the micro-switch contacts and power flows through the coil I'd
imagine the relay's coil needs and only "takes" little amperage.
At this point the relay's contacts close and the same power supply wire
now feeds through to the unit at the amperage it needs.
My question is; will the micro-switch and its small gauge wires also
"see" the 15 amps that the unit will take?
I could wire up the micro-switch and relay coil separate to the power to
the unit, but I'm generally wondering how components "choose" their
amount of current and if I can use one less wire here safely?
Hoping you can help increase my knowledge, thanks.
Patrick Elliott
________________________________________________________________________________
| Subject: | Re: How electricity works |
| From: | "user9253" <fransew(at)gmail.com> |
No, the micro switch will not "see" 15 amps. The switch will only conduct relay
coil current.
Current through the switch is limited by the resistance of the relay coil.
A diode should be installed across the relay coil to prevent arcing and
sparking across the switch contacts, thus prolonging the life of the switch.
The banded end of the diode must be connected to the positive side of the coil.
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=499980#499980
________________________________________________________________________________
| Subject: | Re: Power-Sonic LiFePO4 (Hypersport) |
| From: | Charlie England <ceengland7(at)gmail.com> |
On 1/1/2021 9:53 AM, Patrick Brannan wrote:
>
> Hi,
>
> TLDR; The PAL50N18L LiFePO4 (Hypersport) is rated at 128 W/Hr. I
> tested at currents between 12.5 and 20 amps and found the capacity was
> at least 260 W/Hr. At well under $200 is this a fantastic bargain in
> batteries, or have I missed something?
>
> Im building a Marquart Charger with an electrically dependent engine
> using SDS EFII. I settled on a single alternator / 2 battery system. I
> forget Bobs schematic # but its one of them. My objective is to have
> a comfortable amount of flying time in the event of an alternator
> failure. To compensate for a failure of one battery or the other, each
> of the batteries needs to be able to run the engine for a reasonable
> amount of time. I believe that with a single boost pump operating I
> will have a current consumption of a little under 10 amps. The
> Marquart Charge is an open cockpit biplane.
>
> Anyway, I took a plunge and bought a Power-Sonic PAL50N18L LiFePO4.
> Yesterday I started testing it, and I want to share the results for 2
> reasons. 1) Help out somebody looking for a battery like this. 2)
> Double check my experimental results to make sure they are correct.
>
> For my test I bought a cheap battery monitor from Amazon and used a
> Lectron 10A hobby charger. The battery monitor uses a 75mv - 100A
> shunt. The battery monitors current readings were verified by the
> voltage drop across the shunt, my multimeter hooked up in series at
> less than 10A, and also the Lectron chargers AH numbers. If the
> battery monitor says that you took out 20.3 Ah the Lectron will put
> very close to 20.3 Ah back in. So even though Im using cheap stuff, I
> think its fairly accurate.
>
> I loaded the battery with a 400W inverter running a work light and a
> box fan. Pictures are attached.
>
> Does this all make sense? I think a LiFePO4 that pushes twice the
> rated Ah is unusual. I will say that Power-Sonic says the battery
> weights 4 lbs. It really weighs 6. The folks at PLPBattery were great.
> When I told them the battery was overweight they weight every other
> Power-Sonic battery. According to them, this is the only model that is
> overweight.
>
> Pat
>
Double the rated total energy sounds like a mislabeled battery. ;-)
Supporting that would be the 50% greater weight than spec. The PS
datasheet for that model says that the 'cutoff' point should be 12.8V,
and their discharge graph shows a 7.5A load discharging to ~12.8V at
around 50 minutes. That '128WH' number means that even though the model
number makes you 'feel' like it's an 18 AH battery (using typical SLA
nomenclature), it's really a 10AH battery. If I were electrically
dependent, I'd treat that number as the absolute best case, and de-rate
by close to 50% to account for variations in quality, load, aging
factors, etc.
EFI, including the fuel pump, *might* consume as low as 10 amps, but I'd
want to verify that in actual operation; not by 'faith'. The fuel pump
alone will consume somewhere between 4.5 & 8 amps, depending on model.
To the engine electrical consumption, you need to add whatever
additional loads needed in the plane.
FWIW,
Charlie
--
This email has been checked for viruses by Avast antivirus software.
https://www.avast.com/antivirus
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Any ideas where to get electric motor brushes? |
At 10:43 PM 1/3/2021, you wrote:
>
>Hi Group
>I need some brushes for the exciter on my Monarch EE lathe. Was
>making some aeroplane parts and it quit.
>Sizes needed:
>3/8" x 3/8" and worn out length is 1.060", it has a shunt and
>terminal (need 4, will buy 8)
>1/2" x 1/4" and worn out length is .495", it has a shunt and
>terminal (need 2, will buy 4)
>Any ideas where I can purchase from?
About 40 years ago I had ready access to
a stockroom of brushes that would probably
have yielded something that would cut-down
to suitable profiles. Alas, no more.
There are listings on eBay (40,000+) that
might produce useful candidates but most
come out of China . . . so it depends on your
urgency.
I've cut down many a brush on a mill. In
your case, avoid brushes destined for use
in h9gh current, intermittent motors like
starter and winch motors.
There are hundreds of 'recipes' for brush
make-up . . . unless you order spares from
the original manufacturer of you motor,
finding an exact replacement for size and
content is problematic.
However, for anything less then high duty
cycle applications, optimization of recipe
will have little significance on service
life of your substitution.
You might research DC motor overhaul
services on the 'net. They may have
spares suitable for modification if not
okay as-is. Keep your old springs if they're
not obviously compromised.
1" is pretty long for a worn brush . . . 1/2"
values are quite common. Is that in a 4-pole
motor? What are the nameplate sizes for these
motors?
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
________________________________________________________________________________
| From: | John B <jbsoar(at)gmail.com> |
| Subject: | Re: Any ideas where to get electric motor brushes? |
McMaster-Carr has a nice selection of brushes available.
On Mon, Jan 4, 2021 at 11:29 AM Robert L. Nuckolls, III <
nuckolls.bob(at)aeroelectric.com> wrote:
> At 10:43 PM 1/3/2021, you wrote:
>
> rparigor(at)hotmail.com>
>
> Hi Group
> I need some brushes for the exciter on my Monarch EE lathe. Was making
> some aeroplane parts and it quit.
> Sizes needed:
> 3/8" x 3/8" and worn out length is 1.060", it has a shunt and terminal
> (need 4, will buy 8)
> 1/2" x 1/4" and worn out length is .495", it has a shunt and terminal
> (need 2, will buy 4)
> Any ideas where I can purchase from?
>
>
> About 40 years ago I had ready access to
> a stockroom of brushes that would probably
> have yielded something that would cut-down
> to suitable profiles. Alas, no more.
>
> There are listings on eBay (40,000+) that
> might produce useful candidates but most
> come out of China . . . so it depends on your
> urgency.
>
> I've cut down many a brush on a mill. In
> your case, avoid brushes destined for use
> in h9gh current, intermittent motors like
> starter and winch motors.
>
> There are hundreds of 'recipes' for brush
> make-up . . . unless you order spares from
> the original manufacturer of you motor,
> finding an exact replacement for size and
> content is problematic.
>
> However, for anything less then high duty
> cycle applications, optimization of recipe
> will have little significance on service
> life of your substitution.
>
> You might research DC motor overhaul
> services on the 'net. They may have
> spares suitable for modification if not
> okay as-is. Keep your old springs if they're
> not obviously compromised.
>
> 1" is pretty long for a worn brush . . . 1/2"
> values are quite common. Is that in a 4-pole
> motor? What are the nameplate sizes for these
> motors?
>
>
> Bob . . .
>
> Un impeachable logic: George Carlin asked, "If black boxes
> survive crashes, why don't they make the whole airplane
> out of that stuff?"
>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Any ideas where to get electric motor brushes? |
At 10:43 PM 1/3/2021, you wrote:
>
>Hi Group
>I need some brushes for the exciter on my Monarch EE lathe. Was
>making some aeroplane parts and it quit.
>Sizes needed:
>3/8" x 3/8" and worn out length is 1.060", it has a shunt and
>terminal (need 4, will buy 8)
>1/2" x 1/4" and worn out length is .495", it has a shunt and
>terminal (need 2, will buy 4)
>Any ideas where I can purchase from?
check out these guys https://tinyurl.com/yczw98h4 and no doubt
there are others.
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
________________________________________________________________________________
| From: | Charlie England <ceengland7(at)gmail.com> |
| Subject: | Re: How electricity works |
*Dear Bob et al.I have a question on how electricity works in relation to
components in our obam aircraft and hope you can help my understanding.I
have a unit that has a power requirement of 15 amps.It is my intention to
control this unit utilising a relay.I wish to control the relay with a
micro-switch.I'll at first wire up the relay as per Z diagrams where the
main power supply wire to the relay, and thence unit, is also the power for
the relay operating coil.Starting with the micro-switch contacts open and
no current flowing, on closing the micro-switch contacts and power flows
through the coil I'd imagine the relay's coil needs and only "takes" little
amperage.At this point the relay's contacts close and the same power supply
wire now feeds through to the unit at the amperage it needs.My question is;
will the micro-switch and its small gauge wires also "see" the 15 amps that
the unit will take?I could wire up the micro-switch and relay coil separate
to the power to the unit, but I'm generally wondering how components
"choose" their amount of current and if I can use one less wire here
safely?Hoping you can help increase my knowledge, thanks.Patrick Elliott*
On Mon, Jan 4, 2021 at 8:44 AM user9253 wrote:
>
> No, the micro switch will not "see" 15 amps. The switch will only conduct
> relay coil current.
> Current through the switch is limited by the resistance of the relay coil.
> A diode should be installed across the relay coil to prevent arcing and
> sparking across the switch contacts, thus prolonging the life of the
> switch.
> The banded end of the diode must be connected to the positive side of the
> coil.
>
> --------
> Joe Gores
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=499980#499980
The 'one wire' question is electrically ok, but might not make logistical
sense, unless the high current load is very close to the microswitch
control point. If that's your situation, then it's no big deal to jump from
the high current supply terminal of the relay to the supply side of the
microswitch, then from the load side of the microswitch to the supply side
of the relay coil. (Pay attention to the length and damage-risk of the run
from relay 'hot' to microswitch; that will be 'unprotected' due to the high
current fusing for your primary load.)
Charlie
________________________________________________________________________________
| From: | Charlie England <ceengland7(at)gmail.com> |
| Subject: | Re: Any ideas where to get electric motor brushes? |
Have you tried Monarch
?
On Mon, Jan 4, 2021 at 11:43 AM John B wrote:
> McMaster-Carr has a nice selection of brushes available.
>
> On Mon, Jan 4, 2021 at 11:29 AM Robert L. Nuckolls, III <
> nuckolls.bob(at)aeroelectric.com> wrote:
>
>> At 10:43 PM 1/3/2021, you wrote:
>>
>> rparigor(at)hotmail.com>
>>
>> Hi Group
>> I need some brushes for the exciter on my Monarch EE lathe. Was making
>> some aeroplane parts and it quit.
>> Sizes needed:
>> 3/8" x 3/8" and worn out length is 1.060", it has a shunt and terminal
>> (need 4, will buy 8)
>> 1/2" x 1/4" and worn out length is .495", it has a shunt and terminal
>> (need 2, will buy 4)
>> Any ideas where I can purchase from?
>>
>>
>> About 40 years ago I had ready access to
>> a stockroom of brushes that would probably
>> have yielded something that would cut-down
>> to suitable profiles. Alas, no more.
>>
>> There are listings on eBay (40,000+) that
>> might produce useful candidates but most
>> come out of China . . . so it depends on your
>> urgency.
>>
>> I've cut down many a brush on a mill. In
>> your case, avoid brushes destined for use
>> in h9gh current, intermittent motors like
>> starter and winch motors.
>>
>> There are hundreds of 'recipes' for brush
>> make-up . . . unless you order spares from
>> the original manufacturer of you motor,
>> finding an exact replacement for size and
>> content is problematic.
>>
>> However, for anything less then high duty
>> cycle applications, optimization of recipe
>> will have little significance on service
>> life of your substitution.
>>
>> You might research DC motor overhaul
>> services on the 'net. They may have
>> spares suitable for modification if not
>> okay as-is. Keep your old springs if they're
>> not obviously compromised.
>>
>> 1" is pretty long for a worn brush . . . 1/2"
>> values are quite common. Is that in a 4-pole
>> motor? What are the nameplate sizes for these
>> motors?
>>
>>
>>
>>
>> Bob . . .
>>
>> Un impeachable logic: George Carlin asked, "If black boxes
>> survive crashes, why don't they make the whole airplane
>> out of that stuff?"
>>
>
________________________________________________________________________________
| From: | Joel Ventura <ventura(at)brandeis.edu> |
| Subject: | Re: Any ideas where to get electric motor brushes? |
There is a small one man shop near work who's main business for the last 35
years has been repairing and rebuilding electric motors, generators, and
alternators. Whenever I need brushes, I go to him. If it is automotive,
he looks it up and sells me what I need. If it is not automotive, I bring
him the brushes, and/or the device and he has always been able to come up
with a replacement from his stocks. He told me that brushes come in
different hardnesses. Hard brushes will last a long time, but wear the
slip ring or commutator faster, so you may be in for a ring turning or
replacement eventually. Softer brushes don't last as long, and need
replacement more often, but you will get more ring life out of your device
with them. I usually go softer, since it is much easier to replace several
sets of brushes than dismantle a motor and turn or replace the commutator
once.
My local Home depot also carries a selection of brushes, but you may have
to surreptitiously scratch them to get an idea of their hardness. The
salesmen have no idea. Some large hardware stores also carry a selection
of brushes. If they don't have exactly what you need, they can be filed or
milled to fit.
--Joel
On Sun, Jan 3, 2021 at 11:52 PM rparigoris wrote:
> rparigor(at)hotmail.com>
>
> Hi Group
> I need some brushes for the exciter on my Monarch EE lathe. Was making
> some aeroplane parts and it quit.
> Sizes needed:
> 3/8" x 3/8" and worn out length is 1.060", it has a shunt and terminal
> (need 4, will buy 8)
> 1/2" x 1/4" and worn out length is .495", it has a shunt and terminal
> (need 2, will buy 4)
> Any ideas where I can purchase from?
> Thanks
> Ron P.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=499971#499971
>
>
________________________________________________________________________________
| From: | rd2 <rd2(at)dejazzd.com> |
| Subject: | D-Sub High Density 78 female - solfder or crimp contacts |
Hi Group.
What type contacts would you recommend for a 78 female connector - solder or crimp,
and why?It seems that solder type are easier to find and less expensive.
The connector will be used for a relays box to select VHF nav signals to an HSI.Rumen....
________________________________________________________________________________
| Subject: | Re: Any ideas where to get electric motor brushes? |
| From: | "rparigoris" <rparigor(at)hotmail.com> |
Hi Bob It's for a 1941 Monarch EE. It has a 5HP 3 phase AC motor that spins a 4
pole DC generator, the generator is connected to a 2 pole exciter and the DC
motor is 4 pole. In 1941 they didn't know how to speed control an AC motor so
they did so with a DC motor. I forget exactly the hocus pocus they are doing,
it doesn't have a huge tube, but slow speed torque is quite impressive. I need
exciter and generator brushes and will probably change the motor brushes as well.
All 3 devices have shunt wires. How do I determine what hardness I might
want? The exciter brush has 600 on it. The generator brush has 063A on it. I have
a call into Monarch, but my generator and exciter may not be stock. Thx. Ron
P.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=499998#499998
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Any ideas where to get electric motor brushes? |
At 04:11 PM 1/4/2021, you wrote:
>
>Hi Bob It's for a 1941 Monarch EE. It has a 5HP 3 phase AC motor
>that spins a 4 pole DC generator, the generator is connected to a 2
>pole exciter and the DC motor is 4 pole. In 1941 they didn't know
>how to speed control an AC motor so they did so with a DC motor. I
>forget exactly the hocus pocus they are doing, it doesn't have a
>huge tube, but slow speed torque is quite impressive. I need exciter
>and generator brushes and will probably change the motor brushes as
>well. All 3 devices have shunt wires. How do I determine what
>hardness I might want? The exciter brush has 600 on it. The
>generator brush has 063A on it. I have a call into Monarch, but my
>generator and exciter may not be stock. Thx. Ron P.
Hmmm . . . used to teach those systems at Great
Lakes . . . wish I had the books!
Those number may well be brush grades . . . I've
never worked on motors directly but the gurus were
in the next cubicles . . . and I did a lot of test
instrumentation. So my useful info is limited.
If Monarch can't help, a call to one of the brush specialty
houses may yield some up-to-date expertise. Also,
check around for users/parts manuals. I'm seeing
a lot of offers for used/reproduction on Monarch
manuals.
Do look over the McMaster Carr offerings. Also,
this supplier seems likely to have specialty
expertise.
https://www.graphitestore.com/Carbon-Brushes/Brushes
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
________________________________________________________________________________
| Subject: | Re: Any ideas where to get electric motor brushes? |
| From: | Charlie England <ceengland7(at)gmail.com> |
On 1/4/2021 4:11 PM, rparigoris wrote:
>
> Hi Bob It's for a 1941 Monarch EE. It has a 5HP 3 phase AC motor that spins a
4 pole DC generator, the generator is connected to a 2 pole exciter and the DC
motor is 4 pole. In 1941 they didn't know how to speed control an AC motor so
they did so with a DC motor. I forget exactly the hocus pocus they are doing,
it doesn't have a huge tube, but slow speed torque is quite impressive. I need
exciter and generator brushes and will probably change the motor brushes as
well. All 3 devices have shunt wires. How do I determine what hardness I might
want? The exciter brush has 600 on it. The generator brush has 063A on it. I
have a call into Monarch, but my generator and exciter may not be stock. Thx.
Ron P.
>
I'm not Bob, but that sounds like a basic rotary phase converter; still
available to get 3 phase power from 'single phase' service. Might be
branded/made by Monarch, or sourced from a vendor that makes motors &
phase converters. Is the rotary converter built into the lathe, or a
separate component? The ones I've seen are typically separate from the
tool, and often are used to power more than one 3phase tool in the shop
(sometimes one-at-a-time, depending on converter capacity). If it's a
separate component, it should have a dataplate on it somewhere.
FWIW, solid state converters are relatively cheap these days; ex:
https://www.amazon.com/Digital-Phase-Converter-5HP-Range/dp/B07F243HLG/ref=psdc_10967761_t1_B00FF1S5IS
And if you shop around a bit, you can find a 'variable frequency drive'
that will not only give you 3 phase, but the ability to vary the rpm of
the lathe using the converter. Like this:
https://www.amazon.com/Single-Phase-Variable-Frequency-Inverter-Controller/dp/B07L8XZFYG
And no more brush worries (at least in the converter).
Charlie
--
This email has been checked for viruses by Avast antivirus software.
https://www.avast.com/antivirus
________________________________________________________________________________
| From: | SteinB <stein(at)steinair.com> |
| Subject: | D-Sub High Density 78 female - solfder or crimp |
contacts
We generally try to avoid solder cup connectors on aircraft because
typically the average builder doesn=99t have a good high temp yet sma
ll iron
able to successfully use the solder cups (wires often end up cold soldered
and fall off in with future vibration), or they end up wicking tons of
solder up into the wire that inevitably leads to wire breakage.
On top of that, in a 78 pin arrangement the solder cups would be incredibly
densely packed, and it=99s likely the end result would not be pretty.
It also
takes longer than simply crimping on a pin and inserting it into a
connector. Also, if you need to =9Cmove=9D a wire in the middle
of that large
78 pin connector, it=99s pretty easy to do with crimp pins, not so mu
ch with
solder cups.
Lastly, the 78 pin crimp connectors aren=99t that terribly expensive
(we
stock and sell them for about $17 each), standard crimp tooling works well.
Just my 2 cents as usual!
Cheers,
Stein
*From:* owner-aeroelectric-list-server(at)matronics.com <
owner-aeroelectric-list-server(at)matronics.com> *On Behalf Of *rd2
*Sent:* Monday, January 4, 2021 3:38 PM
*To:* aeroelectric-list(at)matronics.com
*Subject:* AeroElectric-List: D-Sub High Density 78 female - solfder or
crimp contacts
Hi Group.
What type contacts would you recommend for a 78 female connector - solder
or crimp, and why?
It seems that solder type are easier to find and less expensive.
The connector will be used for a relays box to select VHF nav signals to an
HSI.
Rumen....
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: D-Sub High Density 78 female - solfder or crimp |
contacts
At 03:37 PM 1/4/2021, you wrote:
>Hi Group.
>What type contacts would you recommend for a 78 female connector -
>solder or crimp, and why?
>It seems that solder type are easier to find and less expensive.
>The connector will be used for a relays box to select VHF nav
>signals to an HSI.
>Rumen....
Do you already have the connector to which you want
add wires? How many wires total in your task?
If you're considering a solder style, have you
compared your solder skills and tools with the
sizing of those pins and space between them?
I'm pretty sure that the $savings$ would have
a poor return on investment for the increase in
$time$ and $risk$ unless you're REALLY good
at working with those tiny spaces.
I personally wouldn't take on a soldering task for more
than a handful of wires.
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | D-Sub High Density 78 female - solfder or crimp |
contacts
At 04:45 PM 1/4/2021, you wrote:
We generally try to avoid solder cup connectors on aircraft because
typically the average builder doesn't have a good high temp yet small
iron able to successfully use the solder cups (wires often end up
cold soldered and fall off in with future vibration), or they end up
wicking tons of solder up into the wire that inevitably leads to wire breakage.
Lastly, the 78 pin crimp connectors aren't that terribly expensive
(we stock and sell them for about $17 each), standard crimp tooling works well.
Just my 2 cents as usual!
More like $20 worth . . . thank you.
Hope you're well and optimistic for
the future my friend. Long time no
talk!
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
________________________________________________________________________________
| Subject: | Re: Any ideas where to get electric motor brushes? |
| From: | "rparigoris" <rparigor(at)hotmail.com> |
Hi Charlie
My Monarch EE helped to win WW2. It was owned by the Singer Corporation until the
1970s. Back in the day, 3 phase AC motors couldn't be speed controlled. Thus
Monarch has an integral 3 phase AC motor with DC Generator. At the tip of the
spinning mass is an Exicter. Some Monarch also used a Magnetron tube. The idea
was you could have a variable speed on the fly with good low speed torque.
If you just cut voltage on a DC motor you can speed control it but low speed torque
suffers. Monarch does some hocus pocus that increases torque at lower speeds
compared to just cutting voltage. DC motor has 4 brushes. Today you have
PWM speed controls for DC motors which can do the same thing, but back then this
was a terrific desirable feature. There are many Monarchs that modify the unit
by removing all this stuff and associated relays and controls and replace
it with a brushless 3 phase AC motor with a speed controller. Not a trivial modification.
I power my stuff with a 7.5hp rotophase running on 220v single phase including
the Monarch.
The main DC motor was rebuilt early on but the Exciter and AC/DC Generator is what
was with machine when purchased from Singer.
I actually have 2 rotophase converters. One 3hp and one 7.5hp. Since the late 1970s
all that I did with the Rotophase converters is put in a tiny amount of grease
and replaced relays and capacitors perhaps once each.
I remember replacing all the brushes in the 1980s when I was using the machine
alot. I goth them from the motor rebuilder. Brushes have lasted till now. Ron
P.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=500005#500005
________________________________________________________________________________
| Subject: | Re: Any ideas where to get electric motor brushes? |
| From: | "rparigoris" <rparigor(at)hotmail.com> |
Hi Bob Thx. for info. I actually have an inquiry for quote from McMaster. I printed
brush info from graphitestore over the weekend. Minimum of 12 brushes each
buy, would require talking to them about hardness and size of pig tail. One
size only has a spring over pig tail, but could solder on a terminal. I spoke
to a buddy who works for the railroad in the motor rebuilding shop. I'm going
to give him a set of old brushes and he will match em up. He said he's pretty
good determining the hardness of brushes using his precision calibrated "EyeChrometer".
Thx. Ron
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=500006#500006
________________________________________________________________________________
| From: | Daryl Thompson <flyer532(at)gmail.com> |
| Subject: | Connector advice |
Hey group,
I'm replacing the legacy engine and fuel gauges in my 1978 Cherokee Six
with Mitchell products cluster gauges. The original gauges were fed from a
20AWG wire from a 5A breaker to one of the original gauges and then wired
in series with a jumper wire from gauge to gauge. I need to connect the
original power wire to the power wires of 7 new gauges.I would like a
connector instead of soldering due to the specific requirements I have. Any
recommendations? Cannon plug, molex, dsub? I could go to a bus bar and feed
from there but room is pretty tight under the dash.
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Power-Sonic LiFePO4 (Hypersport) |
>Double the rated total energy sounds like a mislabeled battery.
In my experience, PowerSonic has been
pretty solid in specifying their products.
I would expect some variation of delivered
energy over a spectrum of test loads, but
not by much. LiFePO4 discharge plots are
exceedingly 'flat' with respect to load.
Watt-Hours is a measurement of energy delivered
at the test-value load. This is difficult to measure
without some pretty light footed data recording
techniques. The WestMountain Radio CBA series
battery analyzers are a fine example of low cost,
battery ENERGY measurement tools.
The technique calls for MEASURING load current to
some degree of accuracy (unless you're using a
precision, bench test load) along with battery
voltage.
You measure each value at say, 1 second intervals,
the multiply volts x amps = watts. You now have
a measured packet of energy delivered for a 1-second
interval of time. You SUM that increment to previous
measurements already in storage.
When the test termination voltage is achieved (typically
11.0 volts) then stop the test, add up all the watt-seconds
in storage then divide by 3600 to get watt-hours AT THAT
PARTICULAR TEST CONDITION.
Note that the PC680 is spec'd to deliver 132 WH
for 30 minutes under a 23A load. LiFePO4 with
similar capacity will be in that ballpark.
Note too that as the test current goes DOWN,
the delivered energy goes UP. This is because
less energy is lost to the battery's INTERNAL
RESISTANCE at lighter loads.
A similar thing happens with LiFePO4 but
with less spread across the spectrum of test
loads. This is due to the much lower internal
resistance of the LiFePO4 chemistry. LiFePO4
family of discharge curves are almost coincident.
Your test results suggest a review of test
methodology and instrument capability. I suggest
that the PowerSonic spec sheet is pretty much
gospel. Your bench tests should produce results
pretty close to specs.
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Any ideas where to get electric motor brushes? |
At 07:18 PM 1/4/2021, you wrote:
>
>Hi Charlie
>My Monarch EE helped to win WW2. It was owned by the Singer
>Corporation until the 1970s. Back in the day, 3 phase AC motors
>couldn't be speed controlled. Thus Monarch has an integral 3 phase
>AC motor with DC Generator. At the tip of the spinning mass is an
>Exicter. Some Monarch also used a Magnetron tube. The idea was you
>could have a variable speed on the fly with good low speed torque.
>If you just cut voltage on a DC motor you can speed control it but
>low speed torque suffers. Monarch does some hocus pocus that
>increases torque at lower speeds compared to just cutting voltage.
Actually, not all that mysterious. Railroad locomotives
use a similar technology. Generate power with lots of
volts and current that is hooked to the traction motors
full time. Now, just like the regulator in your car
adjusts power output by modulating FIELD current, the
throttle of a locomotive adjusts field current of a small
exciter which in turn drives the field of the traction
generators which in turn powers the traction motors.
The current being handled by the engineer's throttle
is quite small compared to thousands of amps available
to produce motive power.
In the case of locomotives, they're interested in
traction force which is proportional to motor
current. The electronic controls that watch traction
current to achieve conformity with engineer's throttle
commands operate at relatively low power.
In the lathe case, the goal is to achieve constant
speed as opposed to constant torque. Shuffle the
components in the feedback loop a bit and the
'throttle' now produces a command that the electronics
interprets as a 'speed' requirement as opposed to
'torque'.
The electronics work just like the cruise control
on your car. I.e. adjust manifold pressure (motor
current) as required to achieve constant MPH
(spindle RPM). What ever current it takes to do that
is limited only by capabilities of the power
supply WATTS (gas pedal flat on the floor).
The motor controller in the lathe is oblivious
to present voltage/current as long as physical
limits are not exceeded. BTW, if anyone has a
treadmill, the controller for tread speed is
a direct descendant of the system in the Monarch
lathe except that AC/DC conversion is done with
a rectifier instead of a 3-phase motor generator
set.
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Any ideas where to get electric motor brushes? |
>I power my stuff with a 7.5hp rotophase running on 220v single phase
>including the Monarch.
Okay, if I interpret your words correctly you
use a single-phase to 3-phase external converter
to power the 3-phase to DC motor-generator in
the lathe which includes a low power exciter (generator)
to manage energy delivered to a work-motor that
powers the head-stock?
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
________________________________________________________________________________
| Subject: | Re: Any ideas where to get electric motor brushes? |
| From: | "rparigoris" <rparigor(at)hotmail.com> |
Hi Bob
Exactly correct. The work motor is a 4 brush DC motor, probably ~5hp. I had an
event about 5 years ago, the timing screws loosened up and the thing slid to full
retarded and ripped out a wire. Good thing the wire ripped as running a motor
retarded will trash the armature. I timed motor so it was pretty close to
neutral, perhaps I gave it 1 degree advanced in forward. Has been running great.
To find neutral timing on a motor, you run it forward and reverse and mark
where the current draw is identical. I used about 500 rpm. If running forward
and reverse neutral is best. For best efficiency if only running forward ~ 5 degrees
advanced. Depending on motor, how much heat it can tolerate and how long
you plan to run it hard best power is 7.5 to 15 degrees advanced. Many electric
motors are 5 degrees advanced, don't run them in reverse unless you neutral
time. Ron
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=500011#500011
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Any ideas where to get electric motor brushes? |
At 08:53 PM 1/4/2021, you wrote:
>
>Hi Bob
>Exactly correct. The work motor is a 4 brush DC motor, probably
>~5hp. I had an event about 5 years ago, the timing screws loosened
>up and the thing slid to full retarded and ripped out a wire. Good
>thing the wire ripped as running a motor retarded will trash the
>armature. I timed motor so it was pretty close to neutral, perhaps I
>gave it 1 degree advanced in forward. Has been running great. To
>find neutral timing on a motor, you run it forward and reverse and
>mark where the current draw is identical. I used about 500 rpm. If
>running forward and reverse neutral is best. For best efficiency if
>only running forward ~ 5 degrees advanced. Depending on motor, how
>much heat it can tolerate and how long you plan to run it hard best
>power is 7.5 to 15 degrees advanced. Many electric motors are 5
>degrees advanced, don't run them in reverse unless you neutral time. Ron
Yep, that brings back memories. I taught several sections
in ETC School at Great Lakes Naval Training Base for about
6 months . . . loved the job but had to give it up
and come back to Wichita where wages were more commensurate
with cost of living!
Energy conversion in rotating machines was two sections
I taught to Navy recruits. One of my favorite topics
was a thing called the Amplidyne. An electro-mechanical
amplifier widely used on shipboard radar antenna
sweep servos.
https://tinyurl.com/y5ex9ek6
A very interesting critter that took awhile
to wrap your head around!
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
________________________________________________________________________________
| From: | rd2 <rd2(at)dejazzd.com> |
| Subject: | D-Sub High Density 78 female - solfder or crimp |
contacts
Excellent advice, as usual, thanks Stein. Crimped it'll be.
The problem was my soldering skills are much better than my crimping skills
(almost none).
Thanks for bringing up the questions, Bob:
--snip--
Do you already have the connector to which you want
add wires? How many wires total in your task?
---snip---
I already have the female connector - it is populated from another applicat
ion. I assume that I can reuse it - just need to remove the populated conta
ct sockets, crimp the new ones and repopulate.
I don't now the exact number of wires yet, I expect most (or more than 1/2)
of the positions to be used.
I will visit Stein's web site to order sockets and tools, but first I need
to find some mp4 on youtube that will guide me through the process instead
of asking questions.
Thanks again.
Rumen
----- Original Message -----
From: SteinB <stein(at)steinair.com>
Subject: RE: AeroElectric-List: D-Sub High Density 78 female - solfder or c
rimp contacts
We generally try to avoid solder cup connectors on aircraft because typi
cally the average builder doesn=99t have a good high temp yet small i
ron able to successfully use the solder cups (wires often end up cold solde
red and fall off in with future vibration), or they end up wicking tons of
solder up into the wire that inevitably leads to wire breakage. On top of t
hat, in a 78 pin arrangement the solder cups would be incredibly densely pa
cked, and it=99s likely the end result would not be pretty. It also t
akes longer than simply crimping on a pin and inserting it into a connector
. Also, if you need to =9Cmove=9D a wire in the middle of that
large 78 pin connector, it=99s pretty easy to do with crimp pins, not
so much with solder cups. Lastly, the 78 pin crimp connectors aren
=99t that terribly expensive (we stock and sell them for about $17 each), s
tandard crimp tooling works well. Just my 2 cents as usual! Cheers,Stein F
rom:owner-aeroelectric-list-server(at)matronics.com On Behalf Of rd2
Sent: Monday, January 4, 2021 3:38 PM
To:aeroelectric-list(at)matronics.com
Subject: AeroElectric-List: D-Sub High Density 78 female - solfder or crimp
contacts Hi Group.What type contacts would you recommend for a 78 female c
onnector - solder or crimp, and why?It seems that solder type are easier to
find and less expensive. The connector will be used for a relays box to se
lect VHF nav signals to an HSI.Rumen....
________________________________________________________________________________
| From: | "Matthew S. Whiting" <m.whiting(at)frontier.com> |
| Subject: | Re: D-Sub High Density 78 female - solfder or crimp |
contacts
Soldering is a perfectly fine approach IF your soldering skills are good. A
s a retired EE, my soldering skills are not as good as those of many of the t
echnicians who used to work for me, but they aren=99t bad. I would ha
ve no hesitation soldering d-sub connectors although my issue is becoming mo
re of an eyesight issue than a soldering skills issue. I would need to buy a
lighted magnifier to solder high density parts now as the naked eye is no l
onger adequate.
And, as Stein mentioned, being able to remove and relocate crimped pins is a
huge advantage when doing low-volume custom work.
Matt
Sent from my iPad
> On Jan 5, 2021, at 8:28 AM, rd2 wrote:
>
> =EF=BB
> Excellent advice, as usual, thanks Stein. Crimped it'll be.
> The problem was my soldering skills are much better than my crimping skill
s (almost none).
> Thanks for bringing up the questions, Bob:
>
> --snip--
> Do you already have the connector to which you want
> add wires? How many wires total in your task?
> ---snip---
>
> I already have the female connector - it is populated from another applica
tion. I assume that I can reuse it - just need to remove the populated conta
ct sockets, crimp the new ones and repopulate.
> I don't now the exact number of wires yet, I expect most (or more than 1/2
) of the positions to be used.
> I will visit Stein's web site to order sockets and tools, but first I need
to find some mp4 on youtube that will guide me through the process instead o
f asking questions.
>
> Thanks again.
> Rumen
>
> ----- Original Message -----
> From: SteinB <stein(at)steinair.com>
> To: aeroelectric-list(at)matronics.com
> Subject: RE: AeroElectric-List: D-Sub High Density 78 female - solfder or c
rimp contacts
>
> We generally try to avoid solder cup connectors on aircraft because typica
lly the average builder doesn=99t have a good high temp yet small iron
able to successfully use the solder cups (wires often end up cold soldered a
nd fall off in with future vibration), or they end up wicking tons of solder
up into the wire that inevitably leads to wire breakage.
>
>
>
> On top of that, in a 78 pin arrangement the solder cups would be incredibl
y densely packed, and it=99s likely the end result would not be pretty
. It also takes longer than simply crimping on a pin and inserting it into a
connector. Also, if you need to =9Cmove=9D a wire in the middle
of that large 78 pin connector, it=99s pretty easy to do with crimp p
ins, not so much with solder cups.
>
>
>
> Lastly, the 78 pin crimp connectors aren=99t that terribly expensive
(we stock and sell them for about $17 each), standard crimp tooling works w
ell.
>
>
>
> Just my 2 cents as usual!
>
>
>
> Cheers,
>
> Stein
>
>
>
>
>
> From:owner-aeroelectric-list-server(at)matronics.com On Behalf Of rd2
> Sent: Monday, January 4, 2021 3:38 PM
> To:aeroelectric-list(at)matronics.com
> Subject: AeroElectric-List: D-Sub High Density 78 female - solfder or crim
p contacts
>
>
>
> Hi Group.
>
> What type contacts would you recommend for a 78 female connector - solder o
r crimp, and why?
>
> It seems that solder type are easier to find and less expensive.
>
> The connector will be used for a relays box to select VHF nav signals to a
n HSI.
>
> Rumen....
>
>
>
>
>
________________________________________________________________________________
| From: | Charlie England <ceengland7(at)gmail.com> |
| Subject: | Re: D-Sub High Density 78 female - solfder or crimp |
contacts
If you're having trouble crimping subD pins, you likely have the wrong
tools for the task. I've been soldering for over 50 years (a lot of them
professionally), and crimping is still easier/faster (though more
expensive) than soldering for me. Harder for me is accurately stripping the
wire to prep for the crimp. A decent quality stripping tool with dies sized
for each gauge wire (I like this style
)
seems essential, and a good eye for strip length helps (to ensure full
depth of bare wire into the terminal, without leaving excess bare wire
exposed). I've never had good luck with the 'automatic' strippers, but I've
never invested in a new, really high quality version. The crimp itself is
'automatic'; as long as the terminal is the proper depth into the crimper,
the tool forces you to make a full crimp before releasing. BTW, you really
don't need to spend $hundreds on a production crimper for one project.
Stein and others sell this tool
which many of us
have used to wire entire a/c. Since you're using HD pins, you might want
the optional HD positioner
,
though I've had good success manually positioning the pin when I've only
needed to do a couple at a time.
I'll bet you will have much more trouble depinning the old shell (you need
this
tool
)
than crimping the new pins.
Charlie
On Tue, Jan 5, 2021 at 7:28 AM rd2 wrote:
> Excellent advice, as usual, thanks Stein. Crimped it'll be.
> The problem was my soldering skills are much better than my crimping
> skills (almost none).
> Thanks for bringing up the questions, Bob:
>
> --snip--
> Do you already have the connector to which you want
> add wires? How many wires total in your task?
> ---snip---
>
> I already have the female connector - it is populated from another
> application. I assume that I can reuse it - just need to remove the
> populated contact sockets, crimp the new ones and repopulate.
> I don't now the exact number of wires yet, I expect most (or more than
> 1/2) of the positions to be used.
> I will visit Stein's web site to order sockets and tools, but first I nee
d
> to find some mp4 on youtube that will guide me through the process instea
d
> of asking questions.
>
> Thanks again.
> Rumen
>
> ----- Original Message -----
> From: SteinB <stein(at)steinair.com>
> To: aeroelectric-list(at)matronics.com
> Subject: RE: AeroElectric-List: D-Sub High Density 78 female - solfder or
> crimp contacts
>
> We generally try to avoid solder cup connectors on aircraft because
> typically the average builder doesn=99t have a good high temp yet s
mall iron
> able to successfully use the solder cups (wires often end up cold soldere
d
> and fall off in with future vibration), or they end up wicking tons of
> solder up into the wire that inevitably leads to wire breakage.
>
>
> On top of that, in a 78 pin arrangement the solder cups would be
> incredibly densely packed, and it=99s likely the end result would n
ot be
> pretty. It also takes longer than simply crimping on a pin and inserting
it
> into a connector. Also, if you need to =9Cmove=9D a wire in t
he middle of that
> large 78 pin connector, it=99s pretty easy to do with crimp pins, n
ot so much
> with solder cups.
>
>
> Lastly, the 78 pin crimp connectors aren=99t that terribly expensiv
e (we
> stock and sell them for about $17 each), standard crimp tooling works wel
l.
>
>
> Just my 2 cents as usual!
>
>
> Cheers,
>
> Stein
>
>
> *From:*owner-aeroelectric-list-server(at)matronics.com <
> owner-aeroelectric-list-server(at)matronics.com> *On Behalf Of *rd2
> *Sent:* Monday, January 4, 2021 3:38 PM
> *To:*aeroelectric-list(at)matronics.com
> *Subject:* AeroElectric-List: D-Sub High Density 78 female - solfder or
> crimp contacts
>
>
> Hi Group.
>
> What type contacts would you recommend for a 78 female connector - solder
> or crimp, and why?
>
> It seems that solder type are easier to find and less expensive.
>
> The connector will be used for a relays box to select VHF nav signals to
> an HSI.
>
> Rumen....
>
>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Connector advice |
At 07:41 PM 1/4/2021, you wrote:
>Hey group,
>
>I'm replacing the legacy engine and fuel gauges
>in my 1978 Cherokee Six with Mitchell products
>cluster gauges. The original gauges were fed
>from a 20AWG wire from a 5A breaker to one of
>the original=C2 gauges and then wired in series
>with a jumper wire from gauge to gauge. I need
>to connect=C2 the original power=C2 wire to the
>power wires of 7 new gauges.I would like a
>connector instead of soldering due to the
>specific requirements I have. Any
>recommendations? Cannon plug, molex, dsub? I
>could go to a bus bar and feed from there but
>room is pretty tight under the dash.
For this and similar situations, I start with
the question: "Why wouldn't a d-sub work here?"
Admittedly, I'm flush with dsub tooling and
inventory. A condition deliberately crafted
based on the versatility off these connectors.
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Power distribution parts |
I have a lot of 5 fuse blocks and 3 ground
busses that are surplus to my needs. Want
to turn them back to 'the wild' where
there's a better chance of being used.
I'd like to get $20 for the lot which
includes priority mail to any US
address.
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
________________________________________________________________________________
| Subject: | Re: Power distribution parts |
| From: | Charlie England <ceengland7(at)gmail.com> |
On 1/5/2021 12:42 PM, Robert L. Nuckolls, III wrote:
> I have a lot of 5 fuse blocks and 3 ground
> busses that are surplus to my needs. Want
> to turn them back to 'the wild' where
> there's a better chance of being used.
>
> I'd like to get $20 for the lot which
> includes priority mail to any US
> address.
>
> Bob . . .
>
> Un impeachable logic: George Carlin asked, "If black boxes
> survive crashes, why don't they make the whole airplane
> out of that stuff?"
>
Hi Bob,
I'll certainly take the lot. But happy to stand aside if someone else
has an immediate need for it.
How would you prefer payment?
Thanks,
Charlie
--
This email has been checked for viruses by Avast antivirus software.
https://www.avast.com/antivirus
________________________________________________________________________________
| From: | John Bright <john_s_bright(at)yahoo.com> |
| Subject: | Re: Power distribution parts |
Hi Bob,
I can take those... thanks.
John Bright107 King Forest LaneNewport News, VA=C2- 23608c: 757-812-1909
nuckolls.bob(at)aeroelectric.com> wrote:
I have a lot of 5 fuse blocks and 3 ground
busses that are surplus to my needs. Want
to turn them back to 'the wild' where
there's a better chance of being used.
I'd like to get $20 for the lot which
includes priority mail to any US
address.
=C2- Bob . . .
=C2- Un impeachable logic: George Carlin asked, "If blackboxes
=C2- survive crashes, why don't they make the whole airplane
=C2- out of that stuff?"
________________________________________________________________________________
| Subject: | Re: Power distribution parts |
| From: | "johnbright" <john_s_bright(at)yahoo.com> |
I yield to Charlie.
--------
John Bright, RV-6A, at FWF, O-360
Z-101 single batt dual alt SDS EM-5-F.
john_s_bright(at)yahoo.com, Newport News, Va
https://drive.google.com/drive/folders/1u6GeZo6pmBWsKykLNVQMvu4o1VEVyP4K
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=500031#500031
________________________________________________________________________________
| From: | Paul Eckenroth <N509RV(at)eckenroth.com> |
| Subject: | Re: Power distribution parts |
Bob and Charlie
That's a lot of fuse blocks. I am in need of a 10 fuse block. Do you want
to split the sale.
Thanks
Paul
On Tue, Jan 5, 2021 at 2:15 PM Charlie England wrote:
> On 1/5/2021 12:42 PM, Robert L. Nuckolls, III wrote:
>
> I have a lot of 5 fuse blocks and 3 ground
> busses that are surplus to my needs. Want
> to turn them back to 'the wild' where
> there's a better chance of being used.
>
> I'd like to get $20 for the lot which
> includes priority mail to any US
> address.
>
> Bob . . .
>
> Un impeachable logic: George Carlin asked, "If black boxes
> survive crashes, why don't they make the whole airplane
> out of that stuff?"
>
> Hi Bob,
> I'll certainly take the lot. But happy to stand aside if someone else has
> an immediate need for it.
>
> How would you prefer payment?
>
> Thanks,
>
> Charlie
>
>
> Virus-free.
> www.avast.com
>
> <#m_6240126768322279902_DAB4FAD8-2DD7-40BB-A1B8-4E2AA1F9FDF2>
>
________________________________________________________________________________
| From: | Jared Yates <email(at)jaredyates.com> |
| Subject: | Junk parts, free for science |
I have a small box full of unairworthy odds and ends. Does anyone want them
for taking apart or other education before I put them in the trash? There
is a contactor, overvoltage relay, voltage regulator, switches and breakers.
________________________________________________________________________________
| Subject: | Re: Power distribution parts |
| From: | Charlie England <ceengland7(at)gmail.com> |
If no one else speaks up, I'll be glad to pay Bob, and forward a 10-slot
one to you so he doesn't have to prep two shipments.
Charlie
On 1/5/2021 3:36 PM, Paul Eckenroth wrote:
> Bob and Charlie
>
> That's a lot of fuse blocks. I am in need of a 10 fuse block. Do you
> want to split the sale.
>
> Thanks
> Paul
>
> On Tue, Jan 5, 2021 at 2:15 PM Charlie England > wrote:
>
> On 1/5/2021 12:42 PM, Robert L. Nuckolls, III wrote:
>> I have a lot of 5 fuse blocks and 3 ground
>> busses that are surplus to my needs. Want
>> to turn them back to 'the wild' where
>> there's a better chance of being used.
>>
>> I'd like to get $20 for the lot which
>> includes priority mail to any US
>> address.
>>
>> Bob . . .
>>
>> Un impeachable logic: George Carlin asked, "If black boxes
>> survive crashes, why don't they make the whole airplane
>> out of that stuff?"
>>
> Hi Bob,
> I'll certainly take the lot. But happy to stand aside if someone
> else has an immediate need for it.
>
> How would you prefer payment?
>
> Thanks,
>
> Charlie
>
>
> Virus-free. www.avast.com
>
>
>
> <#m_6240126768322279902_DAB4FAD8-2DD7-40BB-A1B8-4E2AA1F9FDF2>
>
--
This email has been checked for viruses by Avast antivirus software.
https://www.avast.com/antivirus
________________________________________________________________________________
| From: | Sebastien <cluros(at)gmail.com> |
| Subject: | Re: Power distribution parts |
I'd love to take the lot but currently I'm only in need of a 2 ground
blocks and 32 fuses worth of blocks. I'd pay the $20 just for that. Any way
we can make this work out?
On Tue, Jan 5, 2021 at 1:49 PM Paul Eckenroth wrote:
> Bob and Charlie
>
> That's a lot of fuse blocks. I am in need of a 10 fuse block. Do you
> want to split the sale.
>
> Thanks
> Paul
>
> On Tue, Jan 5, 2021 at 2:15 PM Charlie England
> wrote:
>
>> On 1/5/2021 12:42 PM, Robert L. Nuckolls, III wrote:
>>
>> I have a lot of 5 fuse blocks and 3 ground
>> busses that are surplus to my needs. Want
>> to turn them back to 'the wild' where
>> there's a better chance of being used.
>>
>> I'd like to get $20 for the lot which
>> includes priority mail to any US
>> address.
>>
>> Bob . . .
>>
>> Un impeachable logic: George Carlin asked, "If black boxes
>> survive crashes, why don't they make the whole airplane
>> out of that stuff?"
>>
>> Hi Bob,
>> I'll certainly take the lot. But happy to stand aside if someone else has
>> an immediate need for it.
>>
>> How would you prefer payment?
>>
>> Thanks,
>>
>> Charlie
>>
>>
>> Virus-free.
>> www.avast.com
>>
>> <#m_-4915725974748346567_m_4119643337842739199_m_1162196725734180277_m_6240126768322279902_DAB4FAD8-2DD7-40BB-A1B8-4E2AA1F9FDF2>
>>
>
________________________________________________________________________________
| From: | Sebastien <cluros(at)gmail.com> |
| Subject: | Re: Power distribution parts |
*2 ground blocks, not a 2 ground blocks
On Tue, Jan 5, 2021 at 2:01 PM Sebastien wrote:
> I'd love to take the lot but currently I'm only in need of a 2 ground
> blocks and 32 fuses worth of blocks. I'd pay the $20 just for that. Any way
> we can make this work out?
>
> On Tue, Jan 5, 2021 at 1:49 PM Paul Eckenroth
> wrote:
>
>> Bob and Charlie
>>
>> That's a lot of fuse blocks. I am in need of a 10 fuse block. Do you
>> want to split the sale.
>>
>> Thanks
>> Paul
>>
>> On Tue, Jan 5, 2021 at 2:15 PM Charlie England
>> wrote:
>>
>>> On 1/5/2021 12:42 PM, Robert L. Nuckolls, III wrote:
>>>
>>> I have a lot of 5 fuse blocks and 3 ground
>>> busses that are surplus to my needs. Want
>>> to turn them back to 'the wild' where
>>> there's a better chance of being used.
>>>
>>> I'd like to get $20 for the lot which
>>> includes priority mail to any US
>>> address.
>>>
>>> Bob . . .
>>>
>>> Un impeachable logic: George Carlin asked, "If black boxes
>>> survive crashes, why don't they make the whole airplane
>>> out of that stuff?"
>>>
>>> Hi Bob,
>>> I'll certainly take the lot. But happy to stand aside if someone else
>>> has an immediate need for it.
>>>
>>> How would you prefer payment?
>>>
>>> Thanks,
>>>
>>> Charlie
>>>
>>>
>>> Virus-free.
>>> www.avast.com
>>>
>>> <#m_-5365706941029605914_m_-4915725974748346567_m_4119643337842739199_m_1162196725734180277_m_6240126768322279902_DAB4FAD8-2DD7-40BB-A1B8-4E2AA1F9FDF2>
>>>
>>
________________________________________________________________________________
| Subject: | Re: Power distribution parts |
| From: | Charlie England <ceengland7(at)gmail.com> |
My primary interest was in a ground block or two; the rest would just go
into my 'stash'. If you & Paul can work it out & make it easy on Bob,
I'll step aside. Y'all need to know that it's a smokin' good deal; just
the large fuse block is worth more than Bob's asking for the whole batch
with free shipping.
Charlie
On 1/5/2021 4:01 PM, Sebastien wrote:
> I'd love to take the lot but currently I'm only in need of a 2 ground
> blocks and 32 fuses worth of blocks. I'd pay the $20 just for that.
> Any way we can make this work out?
>
> On Tue, Jan 5, 2021 at 1:49 PM Paul Eckenroth > wrote:
>
> Bob and Charlie
>
> That's a lot of fuse blocks. I am in need of a 10 fuse block. Do
> you want to split the sale.
>
> Thanks
> Paul
>
> On Tue, Jan 5, 2021 at 2:15 PM Charlie England
> > wrote:
>
> On 1/5/2021 12:42 PM, Robert L. Nuckolls, III wrote:
>> I have a lot of 5 fuse blocks and 3 ground
>> busses that are surplus to my needs. Want
>> to turn them back to 'the wild' where
>> there's a better chance of being used.
>>
>> I'd like to get $20 for the lot which
>> includes priority mail to any US
>> address.
>>
>> Bob . . .
>>
>> Un impeachable logic: George Carlin asked, "If black boxes
>> survive crashes, why don't they make the whole airplane
>> out of that stuff?"
>>
> Hi Bob,
> I'll certainly take the lot. But happy to stand aside if
> someone else has an immediate need for it.
>
> How would you prefer payment?
>
> Thanks,
>
> Charlie
>
>
> Virus-free. www.avast.com
>
>
>
> <#m_-4915725974748346567_m_4119643337842739199_m_1162196725734180277_m_6240126768322279902_DAB4FAD8-2DD7-40BB-A1B8-4E2AA1F9FDF2>
>
--
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________________________________________________________________________________
| From: | Sebastien <cluros(at)gmail.com> |
| Subject: | Re: Power distribution parts |
How about this. I'll pay the $20 + shipping to Bob and he ships the whole
thing to Charlie. Paul pays Charlie for shipping and Charlie ships him the
power block he needs. Charlie takes what he wants and ships the rest to me
in Canada at his expense.
Does that work?
On Tue, Jan 5, 2021 at 3:19 PM Charlie England wrote:
> My primary interest was in a ground block or two; the rest would just go
> into my 'stash'. If you & Paul can work it out & make it easy on Bob, I'll
> step aside. Y'all need to know that it's a smokin' good deal; just the
> large fuse block is worth more than Bob's asking for the whole batch with
> free shipping.
>
> Charlie
>
> On 1/5/2021 4:01 PM, Sebastien wrote:
>
> I'd love to take the lot but currently I'm only in need of a 2 ground
> blocks and 32 fuses worth of blocks. I'd pay the $20 just for that. Any way
> we can make this work out?
>
> On Tue, Jan 5, 2021 at 1:49 PM Paul Eckenroth
> wrote:
>
>> Bob and Charlie
>>
>> That's a lot of fuse blocks. I am in need of a 10 fuse block. Do you
>> want to split the sale.
>>
>> Thanks
>> Paul
>>
>> On Tue, Jan 5, 2021 at 2:15 PM Charlie England
>> wrote:
>>
>>> On 1/5/2021 12:42 PM, Robert L. Nuckolls, III wrote:
>>>
>>> I have a lot of 5 fuse blocks and 3 ground
>>> busses that are surplus to my needs. Want
>>> to turn them back to 'the wild' where
>>> there's a better chance of being used.
>>>
>>> I'd like to get $20 for the lot which
>>> includes priority mail to any US
>>> address.
>>>
>>> Bob . . .
>>>
>>> Un impeachable logic: George Carlin asked, "If black boxes
>>> survive crashes, why don't they make the whole airplane
>>> out of that stuff?"
>>>
>>> Hi Bob,
>>> I'll certainly take the lot. But happy to stand aside if someone else
>>> has an immediate need for it.
>>>
>>> How would you prefer payment?
>>>
>>> Thanks,
>>>
>>> Charlie
>>>
>>>
>>> Virus-free.
>>> www.avast.com
>>>
>>> <#m_4003248747224172824_m_-4915725974748346567_m_4119643337842739199_m_1162196725734180277_m_6240126768322279902_DAB4FAD8-2DD7-40BB-A1B8-4E2AA1F9FDF2>
>>>
>>
>
________________________________________________________________________________
| Subject: | Monarch EE Anti-Plugging Field Accelerating? |
| From: | "rparigoris" <rparigor(at)hotmail.com> |
Hi Bob Perhaps you can enlighten me a little more how Monarch controls speed on
my EE with their hocus pocus. Here's a link to the only schematic I have:
https://1drv.ms/b/s!Ah1S270Nwg9V4St1iHBVNSihPNyL?e=Y3H4UJ
The huge Ohmite-A-1925 Rheostat (size of a volley ball) controls the field for
the motor and generator at the same time. Why not just control the generator field?
At the top of the schematic there is Field Accelerating using a CXG 2105-B and
Anti-Plugging using a SD4-2-S-14. What is Field Accelerating? What is Anti-Plugging?
Amplidyne is very interesting! Thank you for sharing.
Ron P.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=500053#500053
Attachments:
http://forums.matronics.com//files/monarch_ee_schematic_491.pdf
________________________________________________________________________________
| From: | Charlie England <ceengland7(at)gmail.com> |
| Subject: | Re: Power distribution parts |
Since the two of you have immediate needs, I'd suggest you work it out
between you, and one of you do the purchase from Bob. If you both back out
Bob can contact me directly for payment/shipping info exchange.
Charlie
On Tue, Jan 5, 2021 at 5:40 PM Sebastien wrote:
> How about this. I'll pay the $20 + shipping to Bob and he ships the whole
> thing to Charlie. Paul pays Charlie for shipping and Charlie ships him the
> power block he needs. Charlie takes what he wants and ships the rest to me
> in Canada at his expense.
>
> Does that work?
>
> On Tue, Jan 5, 2021 at 3:19 PM Charlie England
> wrote:
>
>> My primary interest was in a ground block or two; the rest would just go
>> into my 'stash'. If you & Paul can work it out & make it easy on Bob, I'll
>> step aside. Y'all need to know that it's a smokin' good deal; just the
>> large fuse block is worth more than Bob's asking for the whole batch with
>> free shipping.
>>
>> Charlie
>>
>> On 1/5/2021 4:01 PM, Sebastien wrote:
>>
>> I'd love to take the lot but currently I'm only in need of a 2 ground
>> blocks and 32 fuses worth of blocks. I'd pay the $20 just for that. Any way
>> we can make this work out?
>>
>> On Tue, Jan 5, 2021 at 1:49 PM Paul Eckenroth
>> wrote:
>>
>>> Bob and Charlie
>>>
>>> That's a lot of fuse blocks. I am in need of a 10 fuse block. Do you
>>> want to split the sale.
>>>
>>> Thanks
>>> Paul
>>>
>>> On Tue, Jan 5, 2021 at 2:15 PM Charlie England
>>> wrote:
>>>
>>>> On 1/5/2021 12:42 PM, Robert L. Nuckolls, III wrote:
>>>>
>>>> I have a lot of 5 fuse blocks and 3 ground
>>>> busses that are surplus to my needs. Want
>>>> to turn them back to 'the wild' where
>>>> there's a better chance of being used.
>>>>
>>>> I'd like to get $20 for the lot which
>>>> includes priority mail to any US
>>>> address.
>>>>
>>>> Bob . . .
>>>>
>>>> Un impeachable logic: George Carlin asked, "If black boxes
>>>> survive crashes, why don't they make the whole airplane
>>>> out of that stuff?"
>>>>
>>>> Hi Bob,
>>>> I'll certainly take the lot. But happy to stand aside if someone else
>>>> has an immediate need for it.
>>>>
>>>> How would you prefer payment?
>>>>
>>>> Thanks,
>>>>
>>>> Charlie
>>>>
>>>>
>>>> Virus-free.
>>>> www.avast.com
>>>>
>>>> <#m_7168316372381935183_m_4003248747224172824_m_-4915725974748346567_m_4119643337842739199_m_1162196725734180277_m_6240126768322279902_DAB4FAD8-2DD7-40BB-A1B8-4E2AA1F9FDF2>
>>>>
>>>
>>
________________________________________________________________________________
| From: | Sebastien <cluros(at)gmail.com> |
| Subject: | Re: Power distribution parts |
Ok. Bob could you please charge me $20 + shipping to Canada and send me
whatever is leftover after Paul takes what he needs.
On Wed, Jan 6, 2021 at 9:07 AM Charlie England wrote:
> Since the two of you have immediate needs, I'd suggest you work it out
> between you, and one of you do the purchase from Bob. If you both back out
> Bob can contact me directly for payment/shipping info exchange.
>
> Charlie
>
> On Tue, Jan 5, 2021 at 5:40 PM Sebastien wrote:
>
>> How about this. I'll pay the $20 + shipping to Bob and he ships the whole
>> thing to Charlie. Paul pays Charlie for shipping and Charlie ships him the
>> power block he needs. Charlie takes what he wants and ships the rest to me
>> in Canada at his expense.
>>
>> Does that work?
>>
>> On Tue, Jan 5, 2021 at 3:19 PM Charlie England
>> wrote:
>>
>>> My primary interest was in a ground block or two; the rest would just go
>>> into my 'stash'. If you & Paul can work it out & make it easy on Bob, I'll
>>> step aside. Y'all need to know that it's a smokin' good deal; just the
>>> large fuse block is worth more than Bob's asking for the whole batch with
>>> free shipping.
>>>
>>> Charlie
>>>
>>> On 1/5/2021 4:01 PM, Sebastien wrote:
>>>
>>> I'd love to take the lot but currently I'm only in need of a 2 ground
>>> blocks and 32 fuses worth of blocks. I'd pay the $20 just for that. Any way
>>> we can make this work out?
>>>
>>> On Tue, Jan 5, 2021 at 1:49 PM Paul Eckenroth
>>> wrote:
>>>
>>>> Bob and Charlie
>>>>
>>>> That's a lot of fuse blocks. I am in need of a 10 fuse block. Do you
>>>> want to split the sale.
>>>>
>>>> Thanks
>>>> Paul
>>>>
>>>> On Tue, Jan 5, 2021 at 2:15 PM Charlie England
>>>> wrote:
>>>>
>>>>> On 1/5/2021 12:42 PM, Robert L. Nuckolls, III wrote:
>>>>>
>>>>> I have a lot of 5 fuse blocks and 3 ground
>>>>> busses that are surplus to my needs. Want
>>>>> to turn them back to 'the wild' where
>>>>> there's a better chance of being used.
>>>>>
>>>>> I'd like to get $20 for the lot which
>>>>> includes priority mail to any US
>>>>> address.
>>>>>
>>>>> Bob . . .
>>>>>
>>>>> Un impeachable logic: George Carlin asked, "If black boxes
>>>>> survive crashes, why don't they make the whole airplane
>>>>> out of that stuff?"
>>>>>
>>>>> Hi Bob,
>>>>> I'll certainly take the lot. But happy to stand aside if someone else
>>>>> has an immediate need for it.
>>>>>
>>>>> How would you prefer payment?
>>>>>
>>>>> Thanks,
>>>>>
>>>>> Charlie
>>>>>
>>>>>
>>>>> Virus-free.
>>>>> www.avast.com
>>>>>
>>>>> <#m_2552288989016189718_m_7168316372381935183_m_4003248747224172824_m_-4915725974748346567_m_4119643337842739199_m_1162196725734180277_m_6240126768322279902_DAB4FAD8-2DD7-40BB-A1B8-4E2AA1F9FDF2>
>>>>>
>>>>
>>>
________________________________________________________________________________
| From: | Paul Eckenroth <N509RV(at)eckenroth.com> |
| Subject: | Re: Power distribution parts |
Bob
If you want to handle splitting the shipment, I'll take one of the 10 fuse
blocks. Please advise what cost you desire. You can send the information
privately to Paul(at)eckenroth.com. If it is all too much hassle for you ,
that's no problem. I'm good either way. Thanks
Paul
On Wed, Jan 6, 2021 at 12:29 PM Sebastien wrote:
> Ok. Bob could you please charge me $20 + shipping to Canada and send me
> whatever is leftover after Paul takes what he needs.
>
> On Wed, Jan 6, 2021 at 9:07 AM Charlie England
> wrote:
>
>> Since the two of you have immediate needs, I'd suggest you work it out
>> between you, and one of you do the purchase from Bob. If you both back out
>> Bob can contact me directly for payment/shipping info exchange.
>>
>> Charlie
>>
>> On Tue, Jan 5, 2021 at 5:40 PM Sebastien wrote:
>>
>>> How about this. I'll pay the $20 + shipping to Bob and he ships the
>>> whole thing to Charlie. Paul pays Charlie for shipping and Charlie ships
>>> him the power block he needs. Charlie takes what he wants and ships the
>>> rest to me in Canada at his expense.
>>>
>>> Does that work?
>>>
>>> On Tue, Jan 5, 2021 at 3:19 PM Charlie England
>>> wrote:
>>>
>>>> My primary interest was in a ground block or two; the rest would just
>>>> go into my 'stash'. If you & Paul can work it out & make it easy on Bob,
>>>> I'll step aside. Y'all need to know that it's a smokin' good deal; just the
>>>> large fuse block is worth more than Bob's asking for the whole batch with
>>>> free shipping.
>>>>
>>>> Charlie
>>>>
>>>> On 1/5/2021 4:01 PM, Sebastien wrote:
>>>>
>>>> I'd love to take the lot but currently I'm only in need of a 2 ground
>>>> blocks and 32 fuses worth of blocks. I'd pay the $20 just for that. Any way
>>>> we can make this work out?
>>>>
>>>> On Tue, Jan 5, 2021 at 1:49 PM Paul Eckenroth
>>>> wrote:
>>>>
>>>>> Bob and Charlie
>>>>>
>>>>> That's a lot of fuse blocks. I am in need of a 10 fuse block. Do you
>>>>> want to split the sale.
>>>>>
>>>>> Thanks
>>>>> Paul
>>>>>
>>>>> On Tue, Jan 5, 2021 at 2:15 PM Charlie England
>>>>> wrote:
>>>>>
>>>>>> On 1/5/2021 12:42 PM, Robert L. Nuckolls, III wrote:
>>>>>>
>>>>>> I have a lot of 5 fuse blocks and 3 ground
>>>>>> busses that are surplus to my needs. Want
>>>>>> to turn them back to 'the wild' where
>>>>>> there's a better chance of being used.
>>>>>>
>>>>>> I'd like to get $20 for the lot which
>>>>>> includes priority mail to any US
>>>>>> address.
>>>>>>
>>>>>> Bob . . .
>>>>>>
>>>>>> Un impeachable logic: George Carlin asked, "If black boxes
>>>>>> survive crashes, why don't they make the whole airplane
>>>>>> out of that stuff?"
>>>>>>
>>>>>> Hi Bob,
>>>>>> I'll certainly take the lot. But happy to stand aside if someone else
>>>>>> has an immediate need for it.
>>>>>>
>>>>>> How would you prefer payment?
>>>>>>
>>>>>> Thanks,
>>>>>>
>>>>>> Charlie
>>>>>>
>>>>>>
>>>>>> Virus-free.
>>>>>> www.avast.com
>>>>>>
>>>>>> <#m_-4044729938871906126_m_2552288989016189718_m_7168316372381935183_m_4003248747224172824_m_-4915725974748346567_m_4119643337842739199_m_1162196725734180277_m_6240126768322279902_DAB4FAD8-2DD7-40BB-A1B8-4E2AA1F9FDF2>
>>>>>>
>>>>>
>>>>
________________________________________________________________________________
| From: | rd2 <rd2(at)dejazzd.com> |
| Subject: | Re: D-Sub High Density 78 female - solfder or crimp |
contacts
Thanks to all who responded, advice from this list is invaluable.
Even if soldering skills are good, crimping seems the better choice in the
case of high density, especially for the inner rows and aging eyes R
----- Original Message -----
From: Charlie England <ceengland7(at)gmail.com>
Subject: Re: AeroElectric-List: D-Sub High Density 78 female - solfder or c
rimp contacts
If you're having trouble crimping subD pins, you likely have the wrong tool
s for the task. I've been soldering for over 50 years (a lot of them profes
sionally), and crimping is still easier/faster (though more expensive) than
soldering for me. Harder for me is accurately stripping the wire to prep f
or the crimp. A decent quality stripping tool with dies sized for each gaug
e wire (I like this style) seems essential, and a good eye for strip length
helps (to ensure full depth of bare wire into the terminal, without leavin
g excess bare wire exposed). I've never had good luck with the 'automatic'
strippers, but I've never invested in a new, really high quality version. T
he crimp itself is 'automatic'; as long as the terminal is the proper depth
into the crimper, the tool forces you to make a full crimp before releasin
g. BTW, you really don't need to spend $hundreds on a production crimper fo
r one project. Stein and others sell this tool which many of us have used t
o wire entire a/c. Since you're using HD pins, you might want the optional
HD positioner, though I've had good success manually positioning the pin wh
en I've only needed to do a couple at a time.
I'll bet you will have much more trouble depinning the old shell (you need
this tool) than crimping the new pins.
Charlie
On Tue, Jan 5, 2021 at 7:28 AM rd2 wrote:
Excellent advice, as usual, thanks Stein. Crimped it'll be.
The problem was my soldering skills are much better than my crimping skills
(almost none).
Thanks for bringing up the questions, Bob:
--snip--
Do you already have the connector to which you want
add wires? How many wires total in your task?
---snip---
I already have the female connector - it is populated from another applicat
ion. I assume that I can reuse it - just need to remove the populated conta
ct sockets, crimp the new ones and repopulate.
I don't now the exact number of wires yet, I expect most (or more than 1/2)
of the positions to be used.
I will visit Stein's web site to order sockets and tools, but first I need
to find some mp4 on youtube that will guide me through the process instead
of asking questions.
Thanks again.
Rumen
----- Original Message -----
From: SteinB <stein(at)steinair.com>
Subject: RE: AeroElectric-List: D-Sub High Density 78 female - solfder or c
rimp contacts
We generally try to avoid solder cup connectors on aircraft because typical
ly the average builder doesn=99t have a good high temp yet small iron
able to successfully use the solder cups (wires often end up cold soldered
and fall off in with future vibration), or they end up wicking tons of sol
der up into the wire that inevitably leads to wire breakage. On top of that
, in a 78 pin arrangement the solder cups would be incredibly densely packe
d, and it=99s likely the end result would not be pretty. It also take
s longer than simply crimping on a pin and inserting it into a connector. A
lso, if you need to =9Cmove=9D a wire in the middle of that lar
ge 78 pin connector, it=99s pretty easy to do with crimp pins, not so
much with solder cups. Lastly, the 78 pin crimp connectors aren=99t
that terribly expensive (we stock and sell them for about $17 each), standa
rd crimp tooling works well. Just my 2 cents as usual! Cheers,Stein From:o
wner-aeroelectric-list-server(at)matronics.com @matronics.com> On Behalf Of rd2
Sent: Monday, January 4, 2021 3:38 PM
To:aeroelectric-list(at)matronics.com
Subject: AeroElectric-List: D-Sub High Density 78 female - solfder or crimp
contacts Hi Group.What type contacts would you recommend for a 78 female c
onnector - solder or crimp, and why?It seems that solder type are easier to
find and less expensive. The connector will be used for a relays box to se
lect VHF nav signals to an HSI.Rumen....
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Power distribution parts |
At 03:04 PM 1/6/2021, you wrote:
>Bob
>
>If you want to handle splitting the shipment,
>I'll take one of the 10 fuse blocks.=C2 Please
>advise what cost you desire.=C2 You can send the
>information privately=C2 to
>Paul(at)eckenroth.com.=C2
>If it is all too much hassle=C2 for you , that's
>no problem.=C2 I'm good either way.=C2 Thanks
I'm sorta in a housecleaning mode and had a choice
to pitch 'em or get them into hands that have
more time and will to distribute. John is the
da man!
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Monarch EE Anti-Plugging Field Accelerating? |
At 09:00 PM 1/5/2021, you wrote:
>
>Hi Bob Perhaps you can enlighten me a little more how Monarch
>controls speed on my EE with their hocus pocus. Here's a link to the
>only schematic I have:
>https://1drv.ms/b/s!Ah1S270Nwg9V4St1iHBVNSihPNyL?e=Y3H4UJ
>The huge Ohmite-A-1925 Rheostat (size of a volley ball) controls the
>field for the motor and generator at the same time. Why not just
>control the generator field?
>At the top of the schematic there is Field Accelerating using a CXG
>2105-B and Anti-Plugging using a SD4-2-S-14. What is Field
>Accelerating? What is Anti-Plugging?
I'm taking a guess based on what I know about
motor characteristics. Motor speeds in this machine
are adjusted based on field excitation of the parallel
wound motors. The stronger the field, the slower the
motor. This is kinda cool because the field excitation
control has no effect on armature supply current/volage,
hence a minimal effect on available torque at the
selected speed.
"Plugging" is a motor stopping technique that calls
for reversing power to the armature for milliseconds
after initiating the stop command. It's easy to see
that the initial current flow is quite high . . .
higher than inrush. Further, timing is very important.
If the 'plugging' interval is too long, the motor comes
to a stop before REVERSING until the plugging configuration
is discontinued. I suspect that in this case, anti-plugging
\ features are added so that should the lathe operator
quickly switch from FWD to REV rotation (a clasic
plugging situation), the opposite polarity of motor
drive current is delayed until after normal dynamic
breaking has completed.
This is just a guess. Wiring diagrams for this machine
are not exactly lucid illustrations of functionality.
While no doubt accurate, they are not exactly great
teaching tools! This is a common condition across
a spectrum of suppliers of electrically driven systems
from lawn mowers to . . . well . . . really nice
old lathes!
Are the speed control rheostats on a common shaft?
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
________________________________________________________________________________
| From: | Dan <limadelta(at)gmail.com> |
| Subject: | Where to put the Cross-Feed Contactor? |
I have A-14 with rear batteries. Finishing the wiring right now. My
thought was that the cross-feed contactor would go on the inside of the
firewall so that only one fat wire has to go through (I have the brass
ground block that bolts through the firewall, and of course, there are a
bunch of smaller wires that go through, probes and such and wires from the
alternator controllers, which are on the engine side). The person helping
me thinks it would be better to locate the cross feed contactor on the
engine side because maintenance is easier. But if it is on the engine
side, more fat wires go through the firewall.
Does anyone have an opinion on this? I understand it is a pain to crawl
under the panel and get at the firewall. On the other hand, it seems to me
there is a benefit to minimizing the number of fat wires through the
firewall.
________________________________________________________________________________
| Subject: | Re: Where to put the Cross-Feed Contactor? |
| From: | C&K <yellowduckduo(at)gmail.com> |
Mine sits beside the batteries and batteryr contactor. Maintenance is
largely a non issue. It is in a relatively benign area. It conducts
significant current during cranking but doesn't actually switch high
current like a starter contactor.
Ken
On 07/01/2021 3:39 PM, Dan wrote:
> I have A-14 with rear batteries. Finishing the wiring right now. My
> thought was that the cross-feed contactor would go on the inside of
> the firewall so that only one fat wire has to go through (I have the
> brass ground block that bolts through the firewall, and of course,
> there are a bunch of smaller wires that go through, probes and such
> and wires from the alternator controllers, which are on the engine
> side). The person helping me thinks it would be better to locate the
> cross feed contactor on the engine side because maintenance is
> easier. But if it is on the engine side, more fat wires go through
> the firewall.
>
> Does anyone have an opinion on this? I understand it is a pain to
> crawl under the panel and get at the firewall. On the other hand, it
> seems to me there is a benefit to minimizing the number of fat wires
> through the firewall.
________________________________________________________________________________
| Subject: | Re: Monarch EE Anti-Plugging Field Accelerating? |
| From: | "rparigoris" <rparigor(at)hotmail.com> |
Hi Bob
Yes the speed control rheostats are on a common shaft.
I found this link:
https://www.practicalmachinist.com/vb/monarch-lathes/field-acceleration-relay-226109/
I believe it's Field Accelerating that is the hocus pocus I never fully understood
too much that I believe helps increase torque?
I read the post in practical machinist several times, still don't fully understanding
it.
If the chat and Motor-Generator and Control System Design Schematic help you understand
what's going on, an interpretation would be appreciated.
What is Base Speed?
Thx. Ron P.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=500076#500076
________________________________________________________________________________
| Subject: | Revmaster R2300 PMA |
| From: | "dj_theis" <djtheis58(at)gmail.com> |
Hello all,
This is a revisiting of the dual integrated PMA that Revmaster (VW derivative)
implements on their latest engine design.
There's a lot here so my apologies in advance.
Attached is a scematic of how I've implemented control using a variation of the
Z drawings. I've included the current front page with shows the full control
scheme with the alternator and a second drawing that I simply redrew to show
only the charging circuit. I've done enough checking to convince myself that
the regulator / rectifier (R/R) is depicted in a way that at least "losely" shows
it's function. Specifically, it is a half wave rectifier with a control circuit
controlling an SCR. This SCR opens the path to ground for the alternator
to limit charging. The circuit is actually pretty sophisticated in that it
will not "turn on" the SCR unless it first senses a battery is present in the
circuit. US patent 4,220,909 describes in more detail the safe guards of the
circuit that go beyond insuring a battery connection.
My goal with this post is to solicit comments on a failure mode that a few of these
engines have had, particularly over the last few years. One strong suggestion
the engine supplier has made is to avoid running both stators at the same
time AND avoid using the AGM style batteries. My initiial goal was to find
evidence (for or against) use of the AGM (Odessey PC680).
The third drawing is the setup I assembled to test the rectifying circuit, independent
of the Revmaster alternator. This uses a small 3 phase motor I had along
with a 120, single phase input, 3 phase output VFD to drive the motor - coupled
to a John Deere, 20 amp 6 pole alternator (very close in performance and
characteristics to 1/2 the Revmaster). I plan on expanding testing to verify
open circuit and short circuit performance of the full Remaster alternator and
RR (in my engine) once I am comfortable withk the design and have enough data
to support the use (or not) of an AGM battery.
Sorry for this being so long, almost done setting up the question...
The next two plots are of a couple of the many scope traces I have of the alternator
/RR test assembly. The slow speed run up at 30 hz / 875 rpm shows the RR
not "turning on" and basically an open circuit voltage measurement of the low
rpm alternator with a well charged battery. The 42 hz (1200 rpm) shows the
charging circuit just beginning to inject current to the battery at a voltage
of 13.52 volts (not this is on the negative trace of the sine wave due to my scope
orientation in the charging circuit but it was a positive voltage to the
battery.
A few notes. The trace is using a 10x probe. The blue trace is the current measured
across the 100 mv @ 30 amp shunt. The values on the horizontal lines on
the scope trace are on the bottom right of the printout.
The John Deere alternator runups were done using a large, wet, lead acid battery
(donated by my '64 Pontiac that's resting for the winter). The regulator will
not activate without a working battery attached. More on that if anyone is
interested.
Finally, the last photo is of one of the stators on the Revmaster engine AFTER
it failed. I'm told by the pilot (Glen Bradley) that his two stator failures
occurred in flight under higher rpms and after the battery (the Odessey AGM) was
worked over during a hard start.
HERE IS MY Thesis: I suspect that the stators are experiencing "turn to turn short
circuits." This fault mode was suggested to me by another engineer where
I work (experienced in these failures) and in his words, "a short between two
adjacent wires in the stator is common and one of the most rapid ways a stator
will self destruct." (as opposed to a phase to ground fault on a stator)
After a bit of reading I've come up with what I think are justifying equations
that would predict the result of shorting a single loop of the stator wire. A
single loop of wire on a permanent magnet alternator experiences a circulating
current that is at least an order of magentude greater than the complete coil.
This rotating conductor (attached to the upstream and down stream stator wiring
at a single point) quickly overheats and initiates a cascading failure of
adjacent insulation.
If you look at the photo of the burned stator, the 12 O'clock and 6 )'clock coils
are stand a lone stators for the redundent CDI ignition. The right five from
1 O'clock to 5 O'clock make up the right stator for the PMA. The left five
from 7 to 11 O'clock are the other PMA stator, making up the dual alternator.
I find it more than interesting that only one of the coils making up the left stator
is burned while the other 4 appear perfect. Also, the CDI ignition coil
failed as well and of course, it is in no way connected to the AGM battery.
I'll stop there and wait for comment
--------
Scratch building Sonex #1362
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=500077#500077
Attachments:
http://forums.matronics.com//files/cx5_r2300_stator_failure_211.jpg
http://forums.matronics.com//files/42_hz_1200_rpm_113.pdf
http://forums.matronics.com//files/30_hz_875_rpm_no_charging_394.pdf
http://forums.matronics.com//files/revmaster_r2300_electrical_test_163.pdf
http://forums.matronics.com//files/revmaster_2300_alternator_ckt_214.pdf
http://forums.matronics.com//files/z16m_revmaster_2300_r13_pg1_183.pdf
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Where to put the Cross-Feed Contactor? |
>The person helping me thinks it would be better to locate the cross
>feed contactor on the engine side because maintenance is easier.
The cross-feed contactor becomes the forward power
distribution point for energy from the two systems.
Having it on the cabin side probably simplifies
wiring to the busses and reduces volume of wire
through the firewall.
This contactor has a VERY low operating stress profile.
Maintenance should be the lowest of all the contactors.
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
________________________________________________________________________________
| Subject: | Re: Revmaster R2300 PMA |
| From: | "dj_theis" <djtheis58(at)gmail.com> |
As I re-read my post from last night I realized it was too long and missing some
key information. Not to mention a few errors in the text.
There are two issues here. My intent to show the difference in performance of
a wet lead acid battery charge vs an AGM. The second is to try and expose the
failure mode of the Revmaster alternator.
First, some clarity. The scope trace was my first step to compare a lead acid
battery to an AGM. I'll repeat the scope trace and post this weekend the "loaded"
lead acid battery charge curve with a loaded AGM charge curve, using the
JD alternator and RR previously shown. Attached is the summary of the Kv curve
and charging with the (pretty much) fully charged wet cell battery. Note tha
the currents are "Peak" and not RMS. the half wave rectified amperage curve
peak values are dramatically larger than the RMS values. I will include RMS
calculations (that my scope can do) with the loaded charge system curves I'll
publish this weekend.
A few errors and ommissions I need to correct.
Only the red scope trace from my previous post (channel B) was a 10x probe.
With regard to the image of the burned stator:
> I find it more than interesting that only one of the coils making up the left
stator is burned while the other 4 appear perfect.
This should have read "right stator" not left.
Hope this helps a bit.
Dan Theis
--------
Scratch building Sonex #1362
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=500080#500080
Attachments:
http://forums.matronics.com//files/jd_am877577_peak_charge_amps_with_unloaded_wet_cell_542.pdf
http://forums.matronics.com//files/jd_am877577_ocv_664.pdf
________________________________________________________________________________
| Subject: | Re: Revmaster R2300 PMA |
| From: | Charlie England <ceengland7(at)gmail.com> |
On 1/8/2021 9:35 AM, dj_theis wrote:
>
> As I re-read my post from last night I realized it was too long and missing some
key information. Not to mention a few errors in the text.
>
> There are two issues here. My intent to show the difference in performance of
a wet lead acid battery charge vs an AGM. The second is to try and expose the
failure mode of the Revmaster alternator.
>
> First, some clarity. The scope trace was my first step to compare a lead acid
battery to an AGM. I'll repeat the scope trace and post this weekend the "loaded"
lead acid battery charge curve with a loaded AGM charge curve, using the
JD alternator and RR previously shown. Attached is the summary of the Kv curve
and charging with the (pretty much) fully charged wet cell battery. Note
tha the currents are "Peak" and not RMS. the half wave rectified amperage curve
peak values are dramatically larger than the RMS values. I will include RMS
calculations (that my scope can do) with the loaded charge system curves I'll
publish this weekend.
>
> A few errors and ommissions I need to correct.
>
> Only the red scope trace from my previous post (channel B) was a 10x probe.
>
>
> With regard to the image of the burned stator:
>
>
>> I find it more than interesting that only one of the coils making up the left
stator is burned while the other 4 appear perfect.
>
> This should have read "right stator" not left.
>
> Hope this helps a bit.
>
> Dan Theis
Hi Dan,
I read through the earlier post & looked at the images, though I didn't
download the pdf files. I'm certainly no expert, but my thought is that
what your friend said about internal shorting of the coil would be the
most likely failure mode. Heat within a coil would eventually cause
insulation to fail, and once an internal short occurs, there'd be an
avalanche of heat due to the lowered resistance in the shorter path
through the coil.
It seems to me that all the analysis in the world won't help solve the
problem if you can't do anything about the stator itself. Has anyone
done data logging on one of the failed stators prior to, and during, a
real-world in-use failure? Was it asked to deliver more current than the
rated current? Did the associated rectifier/regulator fail at the same
time, or did it survive, and continue to work correctly?
If the rectifier/regulators aren't failing, then you're left with either
an overload (this is what the mfgr is hinting at with the SLA
prohibition), or a rating number that isn't realistic for the stator's
environment (bolted directly to a hot engine block with near-zero airflow).
The brute force cure for stator survival would be to limit output
current with a *current* regulator, set to limit current below the
stator's *real world* capabilities, in its real world environment. The
prohibition on SLA batteries won't solve anything, in and of itself,
because a larger 'wet cell' battery (to achieve the same CCA) could
easily have the same internal resistance as the previous SLA. All
they're really saying is to limit the load current, but they're
apparently unwilling or unable to give a real world number on the
alternator's current capability, in its environment.
FWIW,
Charlie
--
This email has been checked for viruses by Avast antivirus software.
https://www.avast.com/antivirus
________________________________________________________________________________
| Subject: | Re: Monarch EE Anti-Plugging Field Accelerating? |
| From: | "MMiller" <mmill(at)optonline.net> |
That Field Acceleration relay is interesting. Based on its name I assume the relay
picks during acceleration. Its contact shunts the motor field resistance,
increasing motor torque. The coil has two windings, with the shunt winding across
the fixed exciter voltage and the series winding in the loop circuit. Looking
at the diagram the windings appear to be connected differentially so the higher
starting current picks the relay, once the motor is up to speed the loop
current falls and the differentially connected shunt coil neutralizes the series
coil, dropping the relay.
The speed regulation here is not magic. In a DC shunt motor;
armature voltage is proportional to speed.
armature current is proportional to load.
as you weaken the motor field, armature current will rise and RPM will increase.
In a ward Leonard system the motor and generator armatures are in a loop, the generator
will output voltage to the motor. The generator voltage is proportional
to the generator field current. The field current has two components the shunt
field and the series field. The shunt field is set by the operator with the
rheostat. The series field has the current of the motor load. As the motor load
increases loop current rises, generator field strength increases and the generator
output voltage will rise.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=500082#500082
________________________________________________________________________________
| Subject: | Re: Revmaster R2300 PMA |
| From: | "dj_theis" <djtheis58(at)gmail.com> |
Thanks Charlie,
> It seems to me that all the analysis in the world won't help solve the
> problem if you can't do anything about the stator itself. Has anyone
> done data logging on one of the failed stators prior to, and during, a
> real-world in-use failure? Was it asked to deliver more current than the
> rated current? Did the associated rectifier/regulator fail at the same
> time, or did it survive, and continue to work correctly?
Fully agree. I am working on investigating alternatives (if the failure is primarily
due to insufficient vacuum impregnation of the coils). I will be continuing
to collect data on my engine before I run it and plan on continued data
collection during operation, should if fail.
I do not believe the associated RR failed during the event that led to the burned
coil. Also, I don't believe the 30 amp fuses failed either. This is one of
the reasons I was looking (and found) the explanation for the inter coil short
phenomenon.
In all failures, heat will contribute to the problem and I think there is a sever
lack of cooling of the stator. Something else I want to instrument and test
with my engine.
Dan Theis
--------
Scratch building Sonex #1362
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=500083#500083
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Monarch EE Anti-Plugging Field Accelerating? |
At 08:22 PM 1/7/2021, you wrote:
>
>Hi Bob
>Yes the speed control rheostats are on a common shaft.
>I found this link:
>https://www.practicalmachinist.com/vb/monarch-lathes/field-acceleration-relay-226109/
>
>I believe it's Field Accelerating that is the hocus pocus I never
>fully understood too much that I believe helps increase torque?
"acceleration" implies that this is a dynamic thing
in effect only during changes of velocity . . . either
increasing or decreasing. In this case, it's probably
only a feature of start-up acceleration is proportional
to rotational mass * torque.
Torque: T = k*Ia*Bf
proportional to armature current * field
flux.
Torque is proportional to field flux x armature
current . . . period. From published schematics,
we see no provisions for controlling armature
excitation . . . all speed control magic happens
with field excitation.
So to speed up the acceleration of this machine's
rotating mass, I'm suspecting that there's s
system in place to apply full field current during
the first tens of milliseconds after turn-on.
Take a peek at the attached exemplar DC
motor curve. Note that for a FIXED applied armature
voltage, motor performance is plotted by a straight
line running from max rpm at zero load to max torque
at zero rpm. This load line has SLOPE that is
defined by LOOP RESISTANCE. Add up all the resistance
for power supply source impedance, wires, brushes and
armature to get total loop resistance.
Divide that value into source voltage and you
get a value of absolute maximum current which
occurs at zero rpm (stall current) which is also
your start-up, inrush current.
Note that at zero rpm, max torque and stall the
available voltage is not changed. There is a FAMILY
of lines, parallel to the blue line that represent
a range of applied voltage. The slope is constant
as long as loop resistance is constant. Note the
yellow plot showing an increase in max rpm at zero
load; drop in torque (and stall current) at zero
rpm. This illustrates a 'hot' motor condition due
to increased resistance of the armature windings
due to temperature.
Let's consider another characteristic:
k
RPM ~ ------------
Bf
Speed is roughly inversely proportional to field flux.
So, if you want to get things moving right smartly,
you apply both full field and uncontrolled full
armature current. This will get you a speedy spin-up
to MINIMUM speed but at maximum torque.
You can then reduce field flux to bring the motor
up to operating speed at reduced torque.
This second characteristic offered a clever
means for controlling the speed of some pretty
beefy motors by fiddling with the relatively
minor field current(s).
>What is Base Speed?
That's a local vernacular probably unique
to the industry. We do know that at MAX
available voltage you get minimum operating
speed at maximum available torque . . . that
might well be the 'base speed'.
I have a lot of respect for the folks who designed
these machines. With no assist from electronics or
software, they squeezed an amazing amount of
functionality with 1930's technology. Examples
of similar intellectual agility include these
DC generator regulators
http://aeroelectric.com/Pictures/Regulators/Carbon_Pile_1a.jpg
http://aeroelectric.com/Pictures/Regulators/12VN7E_Delco-Remy_3.jpg
Then there's the second picture attached . . .
this piece of equipment is the size of a big
loaf of bread. It contains no electronics. Just
copper, Bakelite and steel. It contains 1 bit
comparators, analog-digital converters, etc. etc.
It's one of several controllers used to manage
a 1930's steam driven megawatt power plant.
The thought processes and talents that brought
your lathe into a practical reality are in the
same class.
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Revmaster R2300 PMA |
>
>The brute force cure for stator survival would be to limit output
>current with a *current* regulator, set to limit current below the
>stator's *real world* capabilities, in its real world environment.
>The prohibition on SLA batteries won't solve anything, in and of
>itself, because a larger 'wet cell' battery (to achieve the same
>CCA) could easily have the same internal resistance as the previous
>SLA. All they're really saying is to limit the load current, but
>they're apparently unwilling or unable to give a real world number
>on the alternator's current capability, in its environment.
Agreed. I've been pondering this thread periodically
for months. A possible contributor to 'single coil'
failures is the rather large positive temperature
coefficient of copper resistance.
Some months back we discussed the propensity for
a free-air span of copper wire to always burn
in two at or near center of the span . . . and
considered the effects of tempco on the physics
of the melt.
Once a single coil temperature rises above that
of its brothers, electrical energy dissipation within
that coil will climb above the rest with
a positive feedback.
It would be REALLY interesting/useful to mock up this
stator/rotor assembly on a vari-drive to get some
data. I'm not at all comfortable with the notion of
running ONE HALF of a system with demonstrated vulnerabilities
while keeping an equally inadequate half in reserve.
I'm thinking elegant solution might be to run BOTH
coils in a full-wave center tapped supply configuration
to a switchmode power supply fitted with accurate/stable
voltage regulation and calibrated current limiting.
Instead of walking a tight-rope of high probability
failure modes, designing a system that strives for
predictable stress limiting seems more in order.
Generators did it, alternators do it, why not a
PM alternator?
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
________________________________________________________________________________
| From: | WILLIAM BOOTH <rbs80(at)aol.com> |
| Subject: | RV10 Electrical System Safety |
=EF=BBHey guys I am way in over my head on this forum but a nice man from
BandC suggested I try. Attached is the electrical diagram of my recently p
urchased RV10. It was completed in 2009 and the avionics was switched to a G
armin 900x a year later. My issue is it safe and operationally sound. It is
an =9C###=9DX=9D design; if that is familiar.
Apparently the builder added a =9Cbus tie=9D in order to bypass a
diode (bridge rectifier type) because the draw to recharge the =9CAux
Battery=9D (2 wheel chair batteries 7Ah 12v wired in series) reduced t
he essential bus voltage to 12.6v. This =9Cbus tie=9D when on bo
osts both busses back to 13.6v. Is this how it was meant to be run?
Additionally with both alternators on, the displayed =9Calternator amp
erage=9D seems to be all over the scale; sometimes 45-50 amps when the
airplane has most accessories off. Feeding both alternators into a single
=9Cbus bar=9D seems to cause issues and is that safe?
Therefore it=99s been recommended that I swap out the Stby Alt for a 6
0A PP alternator and just use it as the primary power source. My preference
would be going to a =9CxxxZ=9D plan where each alternator power
s its own bus but I=99ve been advised against that. (The good news is m
y A&P figured out the shunt had not been changed per Garmin install instruct
ional, a 100A 50 milivolts currently on order.)
Sorry for the length of this. William Booth
________________________________________________________________________________
| From: | WILLIAM BOOTH <rbs80(at)aol.com> |
| Subject: | RV10 Electrical System Safety & Operational Issues |
=EF=BB
=EF=BB Hey guys I am way in over my head on this forum but a nice man fro
m BandC suggested I try. Attached is the electrical diagram of my recently p
urchased RV10. It was completed in 2009 and the avionics was switched to a G
armin 900x a year later. My issue is it safe and operationally sound. It is
an =9C###=9DX=9D design, if that is familiar.
Apparently the builder added a =9Cbus tie=9D in order to bypass a
diode (bridge rectifier type) because the draw to recharge the =9CAux
Battery=9D (2 wheel chair batteries 7Ah 12v wired in series) reduced t
he essential bus voltage to 12.6v. This =9Cbus tie=9D when on,bo
osts both busses back to 13.6v. Is this how it was meant to be run?
Additionally with both alternators on, the displayed =9Calternator amp
erage=9D seems to be all over the scale; sometimes 45-50 amps when the
airplane has most accessories off. Feeding both alternators into a single
=9Cbus bar=9D seems to cause issues and is that safe?
Therefore it=99s been recommended that I swap out the Stby Alt for a 6
0A PP alternator and just use it as the primary power source. My preference
would be going to a =9CxxxZ=9D plan where each alternator power
s its own bus but I=99ve been advised against that. (The good news is m
y A&P figured out the shunt had not been changed per Garmin install instruct
ional, a 100A 50 milivolts currently on order.)
Sorry for the length of this. William Booth
Sent from my iPad
________________________________________________________________________________
| From: | WILLIAM BOOTH <rbs80(at)aol.com> |
| Subject: | RV10 Electrical Issues |
Hey guys I am way in over my head on this forum but a nice man from BandC su
ggested I try. Attached is the electrical diagram of my recently purchased R
V10. It was completed in 2009 and the avionics was switched to a Garmin 900x
a year later. My issue is it safe and operationally sound. It is an
=9C###=9DX=9D design, if that is familiar.
Apparently the builder added a =9Cbus tie=9D in order to bypass a
diode (bridge rectifier type) because the draw to recharge the =9CAux
Battery=9D (2 wheel chair batteries 7Ah 12v wired in series) reduced t
he essential bus voltage to 12.6v. This =9Cbus tie=9D when on,bo
osts both busses back to 13.6v. Is this how it was meant to be run?
Additionally with both alternators on, the displayed =9Calternator amp
erage=9D seems to be all over the scale; sometimes 45-50 amps when the
airplane has most accessories off. Feeding both alternators into a single
=9Cbus bar=9D seems to cause issues and is that safe?
Therefore it=99s been recommended that I swap out the Stby Alt for a 6
0A PP alternator and just use it as the primary power source. My preference
would be going to a =9CxxxZ=9D plan where each alternator power
s its own bus but I=99ve been advised against that. (The good news is m
y A&P figured out the shunt had not been changed per Garmin install instruct
ional, a 100A 50 milivolts currently on order.)
Sorry for the length of this. I=99ve sent other versions of this tryin
g to get the photo the right size. William Booth
Sent from my iPad
________________________________________________________________________________
| From: | WILLIAM BOOTH <rbs80(at)aol.com> |
| Subject: | RV10 Electrical Issue (w/ Format Clean Up) |
Hey guys I am way in over my head on this forum but a nice man from BandC su
ggested I try. Attached is the electrical diagram of my recently purchased R
V10. It was completed in 2009 and the avionics was switched to a Garmin 900x
a year later. My issue is it safe and operationally sound. It is an X desi
gn, if that is familiar.
Apparently the builder added a bus tie in order to bypass a diode bridge rec
tifier type because the draw to recharge the Aux Battery, 2 wheel chair batt
eries 7Ah 12v wired in series reduced the essential bus voltage to 12.6v. Th
is bus tie when on,boosts both busses back to 13.6v. Is this how it was mean
t to be run?
Additionally with both alternators on, the displayed alternator amperage see
ms to be all over the scale; sometimes 45-50 amps when the airplane has most
accessories off. Feeding both alternators into a single =9Cbus bar
=9D seems to cause issues and is that safe?
Therefore it=99s been recommended that I swap out the Stby Alt for a 6
0A PP alternator and just use it as the primary power source. My preference
would be going to a Z plan where each alternator powers its own bus but I
=99ve been advised against that. The good news is my A&P figured out the s
hunt had not been changed per Garmin install instructions, a 100A 50 milivol
ts currently on order.
Sorry for the length of this & the formatting issues.
________________________________________________________________________________
| From: | <recapen(at)earthlink.net> |
Looking to buy leftover RP3 indicators.
The new RP4 has a different installation method that I'm not ready for yet
as I have a bunch of them in use.
If you have any in your leftover bins - let me know what you want for them
________________________________________________________________________________
| Subject: | Re: RP3 Indicator |
| From: | Charlie England <ceengland7(at)gmail.com> |
On 1/9/2021 8:46 AM, recapen(at)earthlink.net wrote:
>
> Looking to buy leftover RP3 indicators.
>
> The new RP4 has a different installation method that Im not ready for
> yet as I have a bunch of them in use.
>
> If you have any in your leftover bins let me know what you want for them
>
'Center of the Universe Principle'??
--
This email has been checked for viruses by Avast antivirus software.
https://www.avast.com/antivirus
________________________________________________________________________________
| From: | <phudes(at)ix.netcom.com> |
Old battery charger stopped working. What is the current recommendation for a charger
and battery minder?
Pete Hudes
________________________________________________________________________________
| Subject: | Re: Battery Charger |
| From: | "dj_theis" <djtheis58(at)gmail.com> |
Ive had good luck with Schumacher . A little more expensive than what can be bought
at HF but Ive had good performance for planes boats and autos.
https://www.amazon.com/Battery-Chargers-Schumacher/s?keywords=Battery+Chargers&rh=n%3A15707061%2Cp_89%3ASchumacher&c=ts&ts_id=15707061
The brand, battery tender comes to mind and I might actually have a small one of
those around that seems to behave well. I look for a switch on the charger
to allow for selection-between AGM and wet lead acid.
I think Bob ran some tests on lessor brands with good results And he has a great
explanation in his book on chargers that hes expanded on in this forum, if you
do a search.
Dan Theis.
--------
Scratch building Sonex #1362
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=500104#500104
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Battery Charger |
At 01:37 AM 1/10/2021, you wrote:
>
>Old battery charger stopped working. What is the current
>recommendation for a charger and battery minder?
How big a charger? My local Walmart stocks a range
of Schumacher chargers as well as the now legendary
Battery Tender Jr.
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: RV10 Electrical Issue (w/ Format Clean Up) |
At 06:54 AM 1/9/2021, you wrote:
>Hey guys I am way in over my head on this forum
>but a nice man from BandC suggested I
>try. Attached is the electrical diagram of my
>recently purchased RV10. It was completed in
>2009 and the avionics was switched to a Garmin
>900x a year later. My issue is it safe and
>operationally sound. It is an X design, if that is familiar.
That's a REALLY busy electrical system . . .
>Apparently the builder added a bus tie in order
>to bypass a diode bridge rectifier type because
>the draw to recharge the Aux Battery, 2 wheel
>chair batteries 7Ah 12v wired in series reduced
>the essential bus voltage to 12.6v. This bus tie
>when on,boosts both busses back to 13.6v. Is this how it was meant to be
run?
The thought processes behind this architecture cannot
be know to us unless it's documented somewhere. The
system depicted has features that are
>Additionally with both alternators on, the
>displayed alternator amperage seems to be all
>over the scale; sometimes 45-50 amps when the
>airplane has most accessories off. Feeding both
>alternators into a single =9Cbus bar=9D seems to cause issues
and is that safe?
Why run both at the same time?
>Therefore it's been recommended that I swap out
>the Stby Alt for a 60A PP alternator and just
>use it as the primary power source. My
>preference would be going to a Z plan where each
>alternator powers its own bus but I've been
>advised against that. The good news is my A&P
>figured out the shunt had not been changed per
>Garmin install instructions, a
>100A 50 milivolts currently on order.
Aside from the things you've described here has
this system been flying 'successfully' since 2009?
Unless the seller offered the equivalent of a pilots
operating handbook for the system, you're kinda
stuck with second guessing the builder's original
design goals.
The builder spent a lot of time providing a good
drawing of the wiring which is good. But the arrangement
makes it difficult to sort out exactly how this
system is supposed to function. Wiring for
bridge rectifier is curious . . . it shows all
four terminals tied together which negates its
function as a diode array.
Changing this system to conform to a Z-figure
would be a BIG task. What are your plans/expectations
for getting the airplane flyable?
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
________________________________________________________________________________
| From: | Charlie England <ceengland7(at)gmail.com> |
| Subject: | Re: RV10 Electrical Issue (w/ Format Clean Up) |
On Sun, Jan 10, 2021 at 8:14 AM Robert L. Nuckolls, III <
nuckolls.bob(at)aeroelectric.com> wrote:
> At 06:54 AM 1/9/2021, you wrote:
>
> Hey guys I am way in over my head on this forum but a nice man from BandC
> suggested I try. Attached is the electrical diagram of my recently
> purchased RV10. It was completed in 2009 and the avionics was switched to
a
> Garmin 900x a year later. My issue is it safe and operationally sound. I
t
> is an X design, if that is familiar.
>
> snipped
>
> Additionally with both alternators on, the displayed alternator amperage
> seems to be all over the scale; sometimes 45-50 amps when the airplane ha
s
> most accessories off. Feeding both alternators into a single =C3=A2=82
=AC=C5=93bus bar=C3=A2=82=AC
> seems to cause issues and is that safe?
>
>
> snipped
>
>
> Bob . . .
>
> I couldn't see the diagram, but the 'all over the place' alternator
amperage suggests issues with the shunt's wiring. My (purchased) RV6 had
inline fuse holders for glass fuses to 'protect' the sense lines (protect
in quotes because the fuses were somewhere near the middle of the wire
runs). The flaky contact between the cheezy fuse holders and the fuses
caused amperage readings to be... 'all over the place'. Just one place to
look, to isolate your random current readings.
Charlie
________________________________________________________________________________
| From: | Jeff Luckey <jluckey(at)pacbell.net> |
| Subject: | Re: RV10 Electrical Issue (w/ Format Clean Up) |
In the email I received there was no drawing attached.=C2- Could someone
re-post the drawing file?=C2- Or send it to me directly.
In fact, I only see Bob's & Charlie's replies, not the original post.=C2-
That seems weird....
-Jeff
d7(at)gmail.com> wrote:
On Sun, Jan 10, 2021 at 8:14 AM Robert L. Nuckolls, III <nuckolls.bob@aeroe
lectric.com> wrote:
At 06:54 AM 1/9/2021, you wrote:
Hey guys I am way in over myhead on this forum but a nice man from BandC su
ggested I try.=C2-Attached is the electrical diagram of my recently purch
ased RV10. It wascompleted in 2009 and the avionics was switched to a Garmi
n 900x a yearlater.=C2- My issue is it safe and operationally sound. It i
s an Xdesign, if that is familiar.
snipped
Additionally withboth alternators on, the displayed alternator amperage see
ms to be allover the scale; sometimes 45-50 amps when the airplane has most
accessories off. Feeding both alternators into a single =C3=A2=82=AC=C5
=93bus bar=C3=A2=82=AC seems to cause issues and is that safe?
=C2- =C2-snipped
=C2- Bob . . .
I couldn't see the diagram, but the 'all over the place' alternator amperag
e suggests issues with the shunt's wiring. My (purchased) RV6=C2-had inli
ne fuse holders for glass fuses to 'protect' the sense lines (protect in qu
otes because the fuses were somewhere near the middle of the wire runs). Th
e flaky contact between the cheezy fuse holders and the fuses caused ampera
ge readings to be... 'all over the place'. Just one place to look, to isola
te your random current readings.
Charlie
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: RV10 Electrical Issue (w/ Format Clean Up) |
At 12:27 PM 1/10/2021, you wrote:
>In the email I received there was no drawing attached. Could
>someone re-post the drawing file? Or send it to me directly.
>
>In fact, I only see Bob's & Charlie's replies, not the original
>post. That seems weird....
The drawing has been contrast adjusted and
posted at http://www.aeroelectric.com/Pictures/Misc/Booth_RV10_Wiring.jpg
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
________________________________________________________________________________
| Subject: | Re: RV10 Electrical Issue (w/ Format Clean Up) |
| From: | Charlie England <ceengland7(at)gmail.com> |
Hi Jeff,
I never saw the original, either. Since it doesn't show up in the forum
format either, I wonder if it went direct to Bob.
However.... I get the list via individual emails, and I *frequently* see
replies to posts for which I never got the original. Occasionally, I'll
find the original in my gmail spam/junk folders, but often the only way
I see them is to look at the forum version. I've assumed that the cause
is glitches in the multi-format distribution methods required, but I've
never pushed the question to Matt (list owner).
Charlie
On 1/10/2021 12:27 PM, Jeff Luckey wrote:
> In the email I received there was no drawing attached. Could someone
> re-post the drawing file? Or send it to me directly.
>
> In fact, I only see Bob's & Charlie's replies, not the original post.
> That seems weird....
>
>
> -Jeff
>
> wrote:
>
>
> On Sun, Jan 10, 2021 at 8:14 AM Robert L. Nuckolls, III
> >
> wrote:
>
> At 06:54 AM 1/9/2021, you wrote:
>> Hey guys I am way in over my head on this forum but a nice man
>> from BandC suggested I try. Attached is the electrical diagram of
>> my recently purchased RV10. It was completed in 2009 and the
>> avionics was switched to a Garmin 900x a year later. My issue is
>> it safe and operationally sound. It is an X design, if that is
>> familiar.
> snipped
>> Additionally with both alternators on, the displayed alternator
>> amperage seems to be all over the scale; sometimes 45-50 amps
>> when the airplane has most accessories off. Feeding both
>> alternators into a single bus bar seems to cause issues and
>> is that safe?
>
> snipped
>
>
> Bob . . .
>
> I couldn't see the diagram, but the 'all over the place' alternator
> amperage suggests issues with the shunt's wiring. My (purchased) RV6
> had inline fuse holders for glass fuses to 'protect' the sense lines
> (protect in quotes because the fuses were somewhere near the middle of
> the wire runs). The flaky contact between the cheezy fuse holders and
> the fuses caused amperage readings to be... 'all over the place'. Just
> one place to look, to isolate your random current readings.
>
> Charlie
--
This email has been checked for viruses by Avast antivirus software.
https://www.avast.com/antivirus
________________________________________________________________________________
| From: | Pete <phudes(at)ix.netcom.com> |
| Subject: | Re: Battery Charger |
-----Original Message-----
From: "Robert L. Nuckolls, III"
Sent: Jan 10, 2021 5:38 AM
Subject: Re: AeroElectric-List: Battery Charger
Battery is a PC 680 in a RV9A.
Pete
At 01:37 AM 1/10/2021, you wrote:
--> AeroElectric-List message
posted by:
Old battery charger stopped working. What is the current recommendation
for a charger and battery minder?
How big a charger? My local Walmart stocks a range
of Schumacher chargers as well as the now legendary
Battery Tender Jr.
Bob . . .
Un impeachable logic: George Carlin asked, "If black
boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
________________________________________________________________________________
| From: | Jeff Luckey <jluckey(at)pacbell.net> |
| Subject: | Re: RV10 Electrical Issue (w/ Format Clean Up) |
BobN - Thanks for the drawing.
Charlie - I interact with the List in exactly the same way & have the same
experiences you detailed.=C2- Good to know it's not just me.
Does anyone know in what part of the country the original poster is located
?
-Jeff
d7(at)gmail.com> wrote:
Hi Jeff,
I never saw the original, either. Since it doesn't show up in the forum fo
rmat either, I wonder if it went direct to Bob.
However.... I get the list via individual emails, and I *frequently* see r
eplies to posts for which I never got the original. Occasionally, I'll find
the original in my gmail spam/junk folders, but often the only way I see t
hem is to look at the forum version. I've assumed that the cause is glitche
s in the multi-format distribution methods required, but I've never pushed
the question to Matt (list owner).
Charlie
On 1/10/2021 12:27 PM, Jeff Luckey wrote:
In the email I received there was no drawing attached.=C2- Could someone
re-post the drawing file?=C2- Or send it to me directly.
In fact, I only see Bob's & Charlie's replies, not the original post.=C2
- That seems weird....
-Jeff
and7(at)gmail.com> wrote:
On Sun, Jan 10, 2021 at 8:14 AM Robert L. Nuckolls, III <nuckolls.bob@aer
oelectric.com> wrote:
At 06:54 AM 1/9/2021, you wrote:
Hey guys I am way in over my head on this forum but a nice man from BandC s
uggested I try.=C2- Attached is the electrical diagram of my recently pur
chased RV10. It was completed in 2009 and the avionics was switched to a Ga
rmin 900x a year later.=C2- My issue is it safe and operationally sound.
It is an X design, if that is familiar.
snipped
Additionally with both alternators on, the displayed alternator amperage se
ems to be all over the scale; sometimes 45-50 amps when the airplane has mo
st accessories off. Feeding both alternators into a single =C3=A2=82=AC
=C5=93bus bar=C3=A2=82=AC seems to cause issues and is that safe?
=C2- =C2-snipped
=C2- Bob . . .
I couldn't see the diagram, but the 'all over the place' alternator ampera
ge suggests issues with the shunt's wiring. My (purchased) RV6=C2-had inl
ine fuse holders for glass fuses to 'protect' the sense lines (protect in q
uotes because the fuses were somewhere near the middle of the wire runs). T
he flaky contact between the cheezy fuse holders and the fuses caused amper
age readings to be... 'all over the place'. Just one place to look, to isol
ate your random current readings.
Charlie
| | Virus-free. www.avast.com |
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: RV10 Electrical Issue (w/ Format Clean Up) |
Had a little more time to review your drawing.
>My issue is it safe and operationally sound. It
>is an X design, if that is familiar.
Not familiar with that designatoin.
>Apparently the builder added a bus tie in order to bypass a diode bridge
>rectifier type because the draw to recharge the Aux Battery, 2 wheel chair
>batteries 7Ah 12v wired in series . . . .
In series? Parallel maybe?
>reduced the essential bus voltage to 12.6v. This bus tie when on,boosts
>both busses back to 13.6v. Is this how it was meant to be run?
The diode WILL drop the voltage by about 0.7 volts
which is insignificant when only e-bus accessories
are being powered. You don't want to charge a battery
through this pathway.
>Additionally with both alternators on, the displayed alternator
>amperage seems to be all over the scale; sometimes 45-50 amps when
>the airplane has most accessories off. Feeding both alternators
>into a single =9Cbus bar=9D seems to cause issues and is that
safe?
TWO alternators don't play well running
in tandem unless their regulators are
specifically chosen for parallel operation.
If you want to run two batteries, then consider
rerouting some wiring to achieve Z14 configuration.
Replace the diode bridge (which is not wired
correctly in the drawing) with a cross-feed
contactor.
Normal Z14 ops call for both alternators
to run all the time independently of each
other on separate systems but with an
ability to share energy between systems
should one alternator fail
>Therefore it=99s been recommended that I swap
>out the Stby Alt for a 60A PP alternator and
>just use it as the primary power source.
Don't think that's necessary . . .
>My preference would be going to a Z plan where each alternator powers its
>own bus but I=99ve been advised against that.
Can't imagine why . . . Z14 was published about 20 years
ago an is flying on a lot of OBAM aircraft. If you
want to keep two batteries, Z-14 is the way to go.
Conversely, you could take some weight out of the
airplane by dropping to one battery and picking
the relevant features of Z101 which is the
decades younger, recommended replacement for Z14
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Battery Charger |
>
>Battery is a PC 680 in a RV9A.
Sounds like all your needing is a Battery Tender
for battery maintenance. It will recharge your
PC680, albeit slowly. But how often do you need
to recharge badly depleted battery?
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
________________________________________________________________________________
| Subject: | Two charging devices running in parallel? |
| From: | "rparigoris" <rparigor(at)hotmail.com> |
Hi Bob You wrote in a post for RV10: "TWO alternators don't play well running
in tandem unless their regulators are specifically chosen for parallel operation."
My specific question is about my Rotax 914. I will be using a single Earth-X 680C
LiFe battery. It has an internal generator and I am using a B&C AVC1 regulator
with set-point at 14.5 volts. In addition on the vacuum pad I have a B&C LR3D
with set-point at 14.6 volts. The vacuum pad doesn't spin very fast and at
lower RPMs the alternator doesn't put out as much as the internal generator.
That said the internal generator best be kept to 12 amps or less continuous amp
draw to achieve long life from it. Idea is let the alternator put out it's best
and do as much work as it can as it can do so without worry of over taxing
it. Then if set-point of 14.6 volts can't be maintained the generator will take
over and supplement. I have a shunt to read amp output on both chargers.
Would my plan satisfy "regulators specifically chosen for parallel operation."
Thx. Ron P.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=500124#500124
________________________________________________________________________________
| Subject: | Re: Monarch EE Anti-Plugging Field Accelerating? |
| From: | "rparigoris" <rparigor(at)hotmail.com> |
Hi Group Thanks to those who replied about brushes and enlightenment how a 1941
Monarch EE works. I certainly have a much better grasp on how it works.
Anyway today I finished up replacing it's 10 brushes and tending to anything that
needed to be done. It's working perfectly!
Have owned it since mid 1970s.
Here's a pic. from 2013 when it was in need of a good going over:
https://1drv.ms/u/s!Ah1S270Nwg9VtFmAe2PksSsa9K14
In 2017 gave it the tending to it needed. Took several months. Here's a pic. from
today:
https://1drv.ms/u/s!Ah1S270Nwg9V4VH1Kt1w_kil96gs
Managed to fill it with chips today and retrieve resultant aeroplane parts.
Ron P.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=500125#500125
________________________________________________________________________________
| From: | WILLIAM BOOTH <rbs80(at)aol.com> |
| Subject: | Re: RV10 Electrical Issue (w/ Format Clean Up) |
=EF=BBThanks for your time, interest and help. My formatting is from an i
Pad so....
I am located in Fredericksburg VA.
The builder is getting up there in age and it was built 12 years ago but he t
old me he chose this design so if there was an alternator failure it would t
ransfer automatically. He added that he always thought he should remove the
one way diode. The diode diagram is attached. I did remove the diode by di
sconnecting it but the Stby Alternator regulator and fuse blew.
I can add after 6 months of frustration I have learned a lot about my electr
ical system. The shunt off of the alternators is incorrect and will be repl
aced this week. The battery shunt appears to be off by a factor of 2.5. The
Garmin draw with only the battery on and both PFD=99s tested at 7amps
draw while the Garmin displayed 17 amps draw. This implies to me that it n
eeds a 250a and 50mV shunt. I plan on contacting Garmin this week to determ
ine their requirements.
Regarding the two batteries; number 1 is an Odyssey 925 and number two are t
he wheel chair batteries wired maybe in parallel; picture included. I am no
t sure these qualify for an alternator all their own? I=99m not sure w
hich way to turn.
With regards to the Z101 option or the Z14 for that matter I am for what eve
r works best for my current situation. I need to be able to communicate it t
o my A and P.
William Booth
> On Jan 10, 2021, at 4:26 PM, Robert L. Nuckolls, III <nuckolls.bob@aeroele
ctric.com> wrote:
> =EF=BB Had a little more time to review your drawing.
>
>> My issue is it safe and operationally sound. It is an X design, if that i
s familiar.
>
> Not familiar with that designatoin.
>
>> Apparently the builder added a bus tie in order to bypass a diode bridge
>> rectifier type because the draw to recharge the Aux Battery, 2 wheel chai
r
>> batteries 7Ah 12v wired in series . . . .
>
> In series? Parallel maybe?
>
>> reduced the essential bus voltage to 12.6v. This bus tie when on,boosts
>> both busses back to 13.6v. Is this how it was meant to be run?
>
> The diode WILL drop the voltage by about 0.7 volts
> which is insignificant when only e-bus accessories
> are being powered. You don't want to charge a battery
> through this pathway.
>
>> Additionally with both alternators on, the displayed alternator
>> amperage seems to be all over the scale; sometimes 45-50 amps when
>> the airplane has most accessories off. Feeding both alternators
>> into a single =9Cbus bar=9D seems to cause issues and is that
safe?
>
> TWO alternators don't play well running
> in tandem unless their regulators are
> specifically chosen for parallel operation.
>
> If you want to run two batteries, then consider
> rerouting some wiring to achieve Z14 configuration.
> Replace the diode bridge (which is not wired
> correctly in the drawing) with a cross-feed
> contactor.
>
> Normal Z14 ops call for both alternators
> to run all the time independently of each
> other on separate systems but with an
> ability to share energy between systems
> should one alternator fail
>
>
>
>> Therefore it=99s been recommended that I swap out the Stby Alt for a
60A PP alternator and just use it as the primary power source.
>
> Don't think that's necessary . . .
>
>> My preference would be going to a Z plan where each alternator powers its
>> own bus but I=99ve been advised against that.
>
> Can't imagine why . . . Z14 was published about 20 years
> ago an is flying on a lot of OBAM aircraft. If you
> want to keep two batteries, Z-14 is the way to go.
> Conversely, you could take some weight out of the
> airplane by dropping to one battery and picking
> the relevant features of Z101 which is the
> decades younger, recommended replacement for Z14
>
> Bob . . .
>
> Un impeachable logic: George Carlin asked, "If black boxes
> survive crashes, why don't they make the whole airplane
> out of that stuff?"
________________________________________________________________________________
| Subject: | Re: RV10 Electrical Issue (w/ Format Clean Up) |
| From: | Dick Tasker <dick(at)thetaskerfamily.com> |
For what it's worth, I have the individual emails sent to my computer email and
I definitely received all four copies of the email with the attached schematic.
Obviously something is different between our computers but I have no idea what
it might be.
I also have a weird issue with emails. Whenever I send an email like this one,
the matronics server sends me a bounceback saying I cannot post because I am not
a member (which is wrong as I am a
member) but the email gets posted anyway. I tried contacting Matt to get it fixed
to no avail, but since the email does go through I just ignore it.\ now.
Jeff Luckey wrote:
> BobN - Thanks for the drawing.
>
> Charlie - I interact with the List in exactly the same way & have the same experiences
you detailed. Good to know it's not just me.
>
> Does anyone know in what part of the country the original poster is located?
>
>
> -Jeff
>
>
wrote:
>
>
> Hi Jeff,
>
> I never saw the original, either. Since it doesn't show up in the forum format
either, I wonder if it went direct to Bob.
>
> However.... I get the list via individual emails, and I *frequently* see replies
to posts for which I never got the original. Occasionally, I'll find the original
in my gmail spam/junk folders, but
> often the only way I see them is to look at the forum version. I've assumed that
the cause is glitches in the multi-format distribution methods required, but
I've never pushed the question to Matt
> (list owner).
>
> Charlie
>
> On 1/10/2021 12:27 PM, Jeff Luckey wrote:
> In the email I received there was no drawing attached. Could someone re-post
the drawing file? Or send it to me directly.
>
> In fact, I only see Bob's & Charlie's replies, not the original post. That seems
weird....
>
>
> -Jeff
>
>
>
> On Sun, Jan 10, 2021 at 8:14 AM Robert L. Nuckolls, III > wrote:
>
> At 06:54 AM 1/9/2021, you wrote:
>> Hey guys I am way in over my head on this forum but a nice man from BandC
suggested I try. Attached is the electrical diagram of my recently purchased
RV10. It was completed in 2009 and the
>> avionics was switched to a Garmin 900x a year later. My issue is it safe
and operationally sound. It is an X design, if that is familiar.
> snipped
>> Additionally with both alternators on, the displayed alternator amperage
seems to be all over the scale; sometimes 45-50 amps when the airplane has most
accessories off. Feeding both
>> alternators into a single bus bar seems to cause issues and is that safe?
>
> snipped
>
>
> Bob . . .
>
> I couldn't see the diagram, but the 'all over the place' alternator amperage
suggests issues with the shunt's wiring. My (purchased) RV6 had inline fuse holders
for glass fuses to 'protect' the
> sense lines (protect in quotes because the fuses were somewhere near the middle
of the wire runs). The flaky contact between the cheezy fuse holders and the
fuses caused amperage readings to be...
> 'all over the place'. Just one place to look, to isolate your random current
readings.
>
> Charlie
>
>
> Virus-free. www.avast.com
>
>
> <#DAB4FAD8-2DD7-40BB-A1B8-4E2AA1F9FDF2>
________________________________________________________________________________
| Subject: | Re: RV10 Electrical Issue (w/ Format Clean Up) |
| From: | "user9253" <fransew(at)gmail.com> |
The email problems can be avoided by reading posts here:
http://forums.matronics.com/viewforum.php?f=3
The OP is from Virginia.
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=500128#500128
________________________________________________________________________________
| Subject: | Re: RV10 Electrical Issue (w/ Format Clean Up) |
| From: | Charlie England <ceengland7(at)gmail.com> |
We're aware, but some of us just prefer email delivery=2E
=81=A3Sent fr
om BlueMail =8B
On Jan 10, 2021, 9:31 PM, at 9:31 PM, user9253 wrote:
"
>
>The email problems can be avoided by reading pos
ts here:
>http://forums=2Ematronics=2Ecom/viewforum=2Ephp?f=3
>The OP is
from Virginia=2E
>
>--------
>Joe Gores
>
>
>Read this topic online her
e:
>
>http://forums=2Ematronics=2Ecom/viewtopic=2Ephp?p=500128#500128
>
>
>
>
=============
ic-List Email Forum -
rowse
rchive Search & Download, 7-Day Browse, Chat, FAQ,
uch much more:
eroElectric-List
==================
- MATRONICS WEB FORUMS -
he Web Forums!
>
WIKI -
http://wiki=2Ematronics=2Ecom
====================
- List Contribution Web Site -
support!
>_
-= --> http://www=2Ematronics=2Ecom/contribution
===
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Two charging devices running in parallel? |
Hi Bob You wrote in a post for RV10: "TWO alternators don't play well running
in tandem unless their regulators are specifically chosen for
parallel operation."
Okay, the legacy definition of 'paralleled alternators/generators'
says the two machines are regulated for the same set-point and
ideally, they SHARE the system loads between them.
Many GA twins were fitted with paralleling systems on their
generators. The Beech 18 had some carbon pile regulators . . .
the Cessna 310/320 had some electro-mechanical devices; both
had paralleling coils on their voltage sense magnetics.
To date, I'm aware of NO dual alternator systems in an OBAM
aircraft wherein the two alternators are expected to simultaneously
deliver energy into a system. The B&C standby systems
are fitted with lowered set-point regulators so that they
'auto-switch' when the bus voltage falls below the setpoint
due to main alternator failure.
Tandem operation was never anticipated. Yeah, they were sorta
connected up all the time but they were designed to operate
independently of each other.
My specific question is about my Rotax 914. I will be using a single
Earth-X 680C
LiFe battery. It has an internal generator and I am using a B&C AVC1 regulator
with set-point at 14.5 volts. In addition on the vacuum pad I have a B&C LR3D
with set-point at 14.6 volts. The vacuum pad doesn't spin very fast and at
lower RPMs the alternator doesn't put out as much as the internal generator.
Have you discussed this will B&C? I wonder if they have
any customers with field experience on this configuration.
Let's noodle thru this:
The LiFePO4 delivers energy at 13.0 and below. So after
start up the regulators on both alternators will sense
'voltage low' and command their respective machines
to pick up the bus. If rpm is high enough the PM
alternator will pick up system loads at 14.5 . . .
at higher rpm the pad driven alternator will pick
up loads at 14.6 whereupon the PM alternator
will 'relax' until such time as system loads exceed
output of the pad-driven alternator.
The pad driven alternator becomes 'unregulated'
and limited in output only by rpm. Voltage sags
until the PM alternator picks up what's left
over.
Whether or not this is a stable condition
is subject to tests. In this case the alternators
are not sharing system loads. The pad-driven
device is running full-field and the PM alternator
becomes 'system master' and ostensibly will hold
the bus at 14.5.
Looks pretty good on paper . . . do you know
any one who is flying this?
That said the internal generator best be kept to 12 amps or less continuous
amp draw to achieve long life from it. Idea is let the alternator put out
it's best and do as much work as it can as it can do so without worry of over
taxing it. Then if set-point of 14.6 volts can't be maintained the generator
will take over and supplement. I have a shunt to read amp output on
both chargers.
Would my plan satisfy "regulators specifically chosen for parallel operation."
Dunno . . . the condition Mr. Booth was citing
is classic behavior for a pair of machines
expected to operate REGULATED and regulator
dynamics causes them to wrestle with each other.
The result is often manifested in wildly
fluctuating field voltages and outputs.
In your case, you never have both alternators
fighting for regulation dominance. One of the
regulators is always hard-over wherein regulation
dynamics are not a factor. Whether or
not the regulators are sufficiently stable to
setpoints that close together remains to be
seen . . . and the spread can always be opened
up a bit.
An interesting experiment!
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
________________________________________________________________________________
| Subject: | Re: RV10 Electrical Issue (w/ Format Clean Up) |
| From: | Rick Beebe <rick(at)beebe.org> |
On 1/10/2021 7:06 PM, WILLIAM BOOTH wrote:
> I can add after 6 months of frustration I have learned a lot about my
> electrical system. The shunt off of the alternators is incorrect and
> will be replaced this week. The battery shunt appears to be off by a
> factor of 2.5. The Garmin draw with only the battery on and both PFDs
> tested at 7amps draw while the Garmin displayed 17 amps draw. This
> implies to me that it needs a 250a and 50mV shunt. I plan on
> contacting Garmin this week to determine their requirements.
Garmin specs a 100amp 50mV shunt. Certainly if the shunt and efis
settings don't match you'll get inaccurate readings. 7 amps sounds about
right to me. Also, I saw the previous comment about fuses in the middle
of the sense lines. Excess resistance there will also affect the
readings. Fuses are a good idea but they should be right at the shunt. I
used pico fuses to avoid issues with a fuse holder.
--Rick
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: RV10 Electrical Issue (w/ Format Clean Up) |
>Garmin specs a 100amp 50mV shunt. Certainly if the shunt and efis
>settings don't match you'll get inaccurate readings. 7 amps sounds
>about right to me. Also, I saw the previous comment about fuses in
>the middle of the sense lines. Excess resistance there will also
>affect the readings. Fuses are a good idea but they should be right
>at the shunt. I used pico fuses to avoid issues with a fuse holder.
>\
There is virtually zero current flowing in the sense
leads off a shunt to the display. Fuses and connectors
in these leads do not adversely affect calibration.
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
________________________________________________________________________________
| Subject: | Re: RV10 Electrical Issue (w/ Format Clean Up) |
| From: | Charlie England <ceengland7(at)gmail.com> |
On 1/11/2021 7:15 AM, Robert L. Nuckolls, III wrote:
>> Garmin specs a 100amp 50mV shunt. Certainly if the shunt and efis
>> settings don't match you'll get inaccurate readings. 7 amps sounds
>> about right to me. Also, I saw the previous comment about fuses in
>> the middle of the sense lines. Excess resistance there will also
>> affect the readings. Fuses are a good idea but they should be right
>> at the shunt. I used pico fuses to avoid issues with a fuse holder.
>> \
>
> There is virtually zero current flowing in the sense
> leads off a shunt to the display. Fuses and connectors
> in these leads do not adversely affect calibration.
>
>
> Bob . . .
>
But varying resistance does; at least with a Dynon EMS D-10. My plane
has really cheesy inline fuse holders for the little glass instrument
fuses. I was seeing large but inconsistent discharge indications. When I
reached under the panel and pulled on the inline fuse holders, current
readings would return to normal. After a few days or weeks, random high
current readings would show up again, and the cure would be the same.
I didn't attempt to 'instrument' the sense leads to prove the diagnosis,
but as you know, this troubleshooting technique has been pretty
effective since we started thumping vacuum tubes.
Charlie
--
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________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Monarch EE Anti-Plugging Field Accelerating? |
>Here's a pic. from 2013 when it was in need of a good going over:
>https://1drv.ms/u/s!Ah1S270Nwg9VtFmAe2PksSsa9K14
Rode hard and put away wet . . .
Got a soft spot in my heart for nice, old and still
functional tools.
One of my prized possessions is a Craftsman table
saw of 1950 vintage. Belonged to my wife's
grandfather. When we did their estate sale
about 20 years ago, nobody would offer what
we thought the saw was worth. My father-
in-law 'willed' it to me.
I put it on a new base with casters. Upgraded
the motor. Added extensions to the table top. Next
enhancement is to facilitate long rips with
rollers added to the down-stream edge of the
extensions.
There's something really satisfying to exploit
the utility of a tool that's nearly as old as
I am!
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: RV10 Electrical Issue (w/ Format Clean Up) |
>With regards to the Z101 option or the Z14 for that matter I am for
>what ever works best for my current situation. I need to be able to
>communicate it to my A and P.
Okay. It sounds like you're amenable to considering an 'upgrade'
Z101 is a project we started here on the List last year. It's a
kind of "legos" approach to configuring a light aircraft electrical
system. As published, it includes everything-AND-the-kitchen-sink.
To utilize this drawing, you delete un-needed features.
Give me a few days. I'll take the base drawing and 'trim' it
to what most closely incorporates what's in your airplane
now . . . Let's see if we can gather up some loose ends in the
current configuration while minimizing the $time$ and $effort$
to incorporate the changes.
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
________________________________________________________________________________
| From: | Dan <limadelta(at)gmail.com> |
| Subject: | Ground LC3C controllers |
The wiring diagram indicates ground the #7 pin from the alternator
controllers to the engine block. The firewall side 24 tab ground block is
close by. Is there a reason the controller ground should go to the engine
block rather than the 24 tab ground? Does it matter? (It's all tied
together in my composite.)
Thanks,
Dan
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Ground LC3C controllers |
At 03:47 PM 1/11/2021, you wrote:
>The wiring=C2 diagram indicates ground the #7 pin
>from the alternator controllers to the engine
>block.=C2 The firewall side 24 tab ground block
>is close by.=C2 Is there a reason the controller
>ground should go to the engine block rather than
>the 24 tab ground?=C2 Does it matter?=C2 (It's all
>tied together in my composite.)
>
>Thanks,
>Dan
To the FIREWALL GROUND BLOCK . . . NOT ENGINE
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
________________________________________________________________________________
| From: | Dan <limadelta(at)gmail.com> |
| Subject: | Shielding for strobes |
A tech that wired my strobes (a composite) used three regular shielded
wires rather than the gray wheelen strobe wire that has a shield around all
three wires. Is there a problem with that?
________________________________________________________________________________
| From: | Gary Wold <pilotgary99(at)gmail.com> |
| Subject: | Re: RV10 Electrical Issue (w/ Format Clean Up) |
Was written...
Hey guys I am way in over my head on this forum but a nice man from BandC
suggested I try. Attached is the electrical diagram of my recently
purchased RV10. It was completed in 2009 and the avionics was switched to a
Garmin 900x a year later. My issue is it safe and operationally sound. It
is an X design, if that is fa
I missed your original post, but I feel the same way about being a newbie.
Cannot understand why aircraft electronics are hard for me. I can wire
125v circuits with my eyes closed. Apprehensive about wiring my EAB
aircraft.
On Sun, Jan 10, 2021 at 8:15 AM Robert L. Nuckolls, III <
nuckolls.bob(at)aeroelectric.com> wrote:
> At 06:54 AM 1/9/2021, you wrote:
>
> Hey guys I am way in over my head on this forum but a nice man from BandC
> suggested I try. Attached is the electrical diagram of my recently
> purchased RV10. It was completed in 2009 and the avionics was switched to
a
> Garmin 900x a year later. My issue is it safe and operationally sound. I
t
> is an X design, if that is familiar.
>
>
> That's a REALLY busy electrical system . . .
>
>
> Apparently the builder added a bus tie in order to bypass a diode bridge
> rectifier type because the draw to recharge the Aux Battery, 2 wheel chai
r
> batteries 7Ah 12v wired in series reduced the essential bus voltage to
> 12.6v. This bus tie when on,boosts both busses back to 13.6v. Is this how
> it was meant to be run?
>
>
> The thought processes behind this architecture cannot
> be know to us unless it's documented somewhere. The
> system depicted has features that are
>
>
> Additionally with both alternators on, the displayed alternator amperage
> seems to be all over the scale; sometimes 45-50 amps when the airplane ha
s
> most accessories off. Feeding both alternators into a single =C3=A2=82
=AC=C5=93bus bar=C3=A2=82=AC
> seems to cause issues and is that safe?
>
>
> Why run both at the same time?
>
>
> Therefore it's been recommended that I swap out the Stby Alt for a 60A PP
> alternator and just use it as the primary power source. My preference
> would be going to a Z plan where each alternator powers its own bus but
> I've been advised against that. The good news is my A&P figured out the
> shunt had not been changed per Garmin install instructions, a 100A 50
> milivolts currently on order.
>
>
> Aside from the things you've described here has
> this system been flying 'successfully' since 2009?
> Unless the seller offered the equivalent of a pilots
> operating handbook for the system, you're kinda
> stuck with second guessing the builder's original
> design goals.
>
> The builder spent a lot of time providing a good
> drawing of the wiring which is good. But the arrangement
> makes it difficult to sort out exactly how this
> system is supposed to function. Wiring for
> bridge rectifier is curious . . . it shows all
> four terminals tied together which negates its
> function as a diode array.
>
> Changing this system to conform to a Z-figure
> would be a BIG task. What are your plans/expectations
> for getting the airplane flyable?
>
>
> Bob . . .
>
> Un impeachable logic: George Carlin asked, "If black boxes
> survive crashes, why don't they make the whole airplane
> out of that stuff?"
>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
| Subject: | Re: Shielding for strobes |
At 04:43 PM 1/11/2021, you wrote:
>A tech that wired my strobes (a composite) used three regular
>shielded wires rather than the gray wheelen strobe wire thathas a
>shield around all three wires.=C2 Is there a problem with that?
Don't believe so . . .
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
________________________________________________________________________________
| Subject: | Re: Two charging devices running in parallel? |
| From: | "rparigoris" <rparigor(at)hotmail.com> |
Hi Bob I spoke with TJ today, he doesn't know of anyone that has done what I propose
thus far. After he did a bit of noodling, he thought it will probably work
OK. His suggestion was to start with a .2volt spread and could open to .3 or
.4 if needed.
I don't know of anyone who is using a LR3D (or C) and a AVC1 at the same time like
I propose. AVC1 has not been around too long.
I will add this to the list of Interesting Experiments!
Appreciate your opinion as always. Ron P.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=500144#500144
________________________________________________________________________________
| Subject: | Re: Monarch EE Anti-Plugging Field Accelerating? |
| From: | "rparigoris" <rparigor(at)hotmail.com> |
Hi Bob Slick saw! Ron P.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=500146#500146
________________________________________________________________________________
| Subject: | Tibet and Nepal Travels |
| From: | "ZoeCC" <cv.jam.zhxf17875(at)gmail.com> |
Lhasa, the capital and political, economic, and cultural center of the Tibet Autonomous
Region. It is located in the middle of the Qinghai-Tibet Plateau and
southeast of the Tibet Autonomous Region. With an altitude of 3650 meters above
sea level, Lhasa is one of the highest cities in the world and also known as
the "Sunlight City". Lhasa is the first impression of a Tibet tour for most travelers.
Tibet Lhasa Map (https://www.greattibettour.com/lhasa-travel-tips/map.html)
Lhasa stands on the north bank of the Lhasa River which is a tributary of the Yarlung
Zangbo River. The city spans 277 kilometers from east to west and 202 kilometers
from north to south, with a total area of 29,518 square kilometers.
Tibet is composed of one city and six prefectures. Lhasa is encompassed by Nagqu
in the north, Lhoka in the south, Shigatse in the west, and Nyingchi in the
east. Beyond that, there are Ngari and Chamdo which are not connected to Lhasa.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=500147#500147
________________________________________________________________________________
| Subject: | Re: RV10 Electrical Issue (w/ Format Clean Up) |
| From: | Bill Watson <Mauledriver(at)nc.rr.com> |
On 1/11/2021 8:26 PM, Gary Wold wrote:
> Was written...
>
>> Hey guys I am way in over my head on this forum but a nice man from
>> BandC suggested I try. Attached is the electrical diagram of my
>> recently purchased RV10. It was completed in 2009 and the avionics
>> was switched to a Garmin 900x a year later. My issue is it safe and
>> operationally sound. It is an X design, if that is fa
> I missed your original post, but I feel the same way about being a
> newbie. Cannot understand why aircraft electronics are hard for me.
> I can wire 125v circuits with my eyes closed. Apprehensive
> aboutwiring my EAB aircraft.
I'm not a complete newbie but an amateur that has installed a Z-14 in an
RV10 and flown it for 10+ years and 1,000+ hours.
Untangling someone else's pride and joy versus working on your own
electrical system from the ground up appears to be 2 different tasks.
In this case the system is well documented but the design intent is
unknown. That's half good but challenging.
If you are DIYing your electrical system one of the best things you can
do is read up the stuff presented here and decide to implement one of
the 'Z' designs documented here. Then implement it without modifying it
here and there to achieve some capability you think you need. Why not?
Because that capability has most likely been considered, hashed out,
possibly tested, and then either implemented in the appropriate Z design
or discarded as not needed or wrong headed. If you select the right Z
figure and stick with it, you'll do well. Some very good heads have
spent a lot of time and effort honing these designs down into very
serviceable solutions - all under the guidance and leadership of Mr
Nuckulls.
Doing a Z design 'as-is' will simplify things greatly. Me, I think I'm
going to write up a 1 pager on my design intent and how it should be
operated. Right now that just in my head.
Have Fun!
--
This email has been checked for viruses by Avast antivirus software.
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________________________________________________________________________________
| Subject: | Re: RV10 Electrical Issue (w/ Format Clean Up) |
| From: | "user9253" <fransew(at)gmail.com> |
What appear to be relays in the lower right corner are actually illuminated switches.
I do not see any over voltage protection.
While cranking the engine, if the bus tie switch is closed and if bus B switch
is closed,
then the aux battery will help crank the engine. Are the wires big enough to
handle the current? The solution is to eliminate the bus tie switch. So what
if bus B is one volt less than Bus A? A Schottky diode will not drop as much
voltage and will not get as hot.
Alternators A and B have their labels reversed.
The strobe circuit needs to be protected by a fuse.
Connecting both alternators to one current shunt is not necessarily unsafe unless
the shunt fails.
Consider using individual hall effect current sensors.
If the alternators do not play well with each other, the simple solution is to
only have one on at a time.
If the original builder practiced good workmanship, I would not rewire the airplane.
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=500156#500156
________________________________________________________________________________
| From: | "EfraimOtero" <efraim.otero(at)gmail.com> |
Bob, Jerry, Firstly may you have a happy and safe new year!
many thanks for your input! I will try Jerry's suggestion to test for sparks. I
have to say I am not quite electrically savvy. I changed the spark plugs to brand
new REM 40E and I will try the spark test.
I have also been looking for the proper P/N to replace the harness if necessary.
Anyone know what this would be?
Again, thanks!
Ef
--------
EfraimOtero
Fisher Celebrity EX N500BC
O200 COntinental
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=500160#500160
________________________________________________________________________________
| From: | WILLIAM BOOTH <rbs80(at)aol.com> |
| Subject: | Re: RV10 Electrical Issue (w/ Format Clean Up) |
I would like to avoid rewiring if possible.
- Over voltage protection I can resolve with a PP alternator (and change it o
ver to the primary?).
- The batteries to help crank not only are not big enough , but the wires ar
e not big enough. (Picture included.)
- A Schottky diode is a great solution but wiring it like my current one wo
uld be incorrect as =9CI=9D understand it. (Picture included.)
- Great catch on the mislabeled alternators; I saw that too.
- The Hall effect current sensor; is that a directional flow item, like a d
iode?
- Yes on the one at a time and only keep the other one for STANDBY use.
William Booth
Sent from my iPad
> On Jan 12, 2021, at 11:42 AM, user9253 wrote:
>
l.com>
>
> What appear to be relays in the lower right corner are actually illuminate
d switches.
>
> I do not see any over voltage protection.
>
> While cranking the engine, if the bus tie switch is closed and if bus B sw
itch is closed,
> then the aux battery will help crank the engine. Are the wires big enough
to
> handle the current? The solution is to eliminate the bus tie switch. So w
hat
> if bus B is one volt less than Bus A? A Schottky diode will not drop as m
uch
> voltage and will not get as hot.
>
> Alternators A and B have their labels reversed.
>
> The strobe circuit needs to be protected by a fuse.
>
> Connecting both alternators to one current shunt is not necessarily unsafe
unless the shunt fails.
> Consider using individual hall effect current sensors.
> If the alternators do not play well with each other, the simple solution i
s to only have one on at a time.
>
> If the original builder practiced good workmanship, I would not rewire the
airplane.
>
> --------
> Joe Gores
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=500156#500156
>
>
>
>
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
>
>
________________________________________________________________________________
| From: | Neal George <neal.george(at)gmail.com> |
Ef -
Assuming your O-200 is fitted with Continental mags, the harness is P/N:
10-821471-17 <http://ipc.cmg.aero/IPC/PartsOfaSection#/>.
Neal
================
On Jan 12, 2021, at 1:34 PM, EfraimOtero wrote:
Bob, Jerry, Firstly may you have a happy and safe new year!
many thanks for your input! I will try Jerry's suggestion to test for
sparks. I have to say I am not quite electrically savvy. I changed the
spark plugs to brand new REM 40E and I will try the spark test.
I have also been looking for the proper P/N to replace the harness if
necessary. Anyone know what this would be?
Again, thanks!
Ef
--------
EfraimOtero
Fisher Celebrity EX N500BC
O200 COntinental
________________________________________________________________________________
| From: | Sebastien <cluros(at)gmail.com> |
| Subject: | Sealed Connectors |
Is there a weather sealed PIDG blade crimp connector? I seem to remember
something with heat shrink and glue. They looked like this but with a heat
shrink end for the wire.
[image: OIP.jpg]
________________________________________________________________________________
| Subject: | Re: RV10 Electrical Issue (w/ Format Clean Up) |
| From: | Tim Olson <Tim(at)MyRV10.com> |
I would suggest that the battery arrangement in the picture shouldn't
have ever
been part of the cranking circuit. I say this because it looks like
that was
a copy of my aux battery config, of which I was the first RV-10 to put them
in that location. It looks like the liked my location, liked some of the
configuration, but then if they tried in any way to use it for engine
cranking,
they took a hard turn and went down a different path than those batteries
would have ever been planned to be used for.
My primary battery is an Odyssey PC925, located in the tail, and it has no
problem cranking the engine all by itself.
People who use PC680's often install 2, in the same rear location, and
tie them
together for cranking. You should probably have someone look over
that portion of your electrical system in particular, and just plan to
remove
these by the flap torque tube completely from any engine cranking operation.
Tim
On 1/12/2021 3:07 PM, WILLIAM BOOTH wrote:
> I would like to avoid rewiring if possible.
>
> - Over voltage protection I can resolve with a PP alternator (and change it over
to the primary?).
> - The batteries to help crank not only are not big enough , but the wires are
not big enough. (Picture included.)
> - A Schottky diode is a great solution but wiring it like my current one would
be incorrect as I understand it. (Picture included.)
> - Great catch on the mislabeled alternators; I saw that too.
> - The Hall effect current sensor; is that a directional flow item, like a diode?
> - Yes on the one at a time and only keep the other one for STANDBY use.
>
> William Booth
>
>
> Sent from my iPad
>
>> On Jan 12, 2021, at 11:42 AM, user9253 wrote:
>>
>>
>> What appear to be relays in the lower right corner are actually illuminated
switches.
>>
>> I do not see any over voltage protection.
>>
>> While cranking the engine, if the bus tie switch is closed and if bus B switch
is closed,
>> then the aux battery will help crank the engine. Are the wires big enough to
>> handle the current? The solution is to eliminate the bus tie switch. So what
>> if bus B is one volt less than Bus A? A Schottky diode will not drop as much
>> voltage and will not get as hot.
>>
>> Alternators A and B have their labels reversed.
>>
>> The strobe circuit needs to be protected by a fuse.
>>
>> Connecting both alternators to one current shunt is not necessarily unsafe unless
the shunt fails.
>> Consider using individual hall effect current sensors.
>> If the alternators do not play well with each other, the simple solution is
to only have one on at a time.
>>
>> If the original builder practiced good workmanship, I would not rewire the airplane.
>>
>> --------
>> Joe Gores
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=500156#500156
>>
>>
>>
>>
>>
>>
> ===================================
> ===================================
> ===================================
> ===================================
> ===================================
>>
>>
________________________________________________________________________________
| From: | WILLIAM BOOTH <rbs80(at)aol.com> |
| Subject: | Re: RV10 Electrical Issue (w/ Format Clean Up) |
BTW what is the purpose of the diode, how is it used and how does the electricity
flow thru it?
William Booth
> On Jan 12, 2021, at 11:42 AM, user9253 wrote:
>
>
> What appear to be relays in the lower right corner are actually illuminated switches.
>
> I do not see any over voltage protection.
>
> While cranking the engine, if the bus tie switch is closed and if bus B switch
is closed,
> then the aux battery will help crank the engine. Are the wires big enough to
> handle the current? The solution is to eliminate the bus tie switch. So what
> if bus B is one volt less than Bus A? A Schottky diode will not drop as much
> voltage and will not get as hot.
>
> Alternators A and B have their labels reversed.
>
> The strobe circuit needs to be protected by a fuse.
>
> Connecting both alternators to one current shunt is not necessarily unsafe unless
the shunt fails.
> Consider using individual hall effect current sensors.
> If the alternators do not play well with each other, the simple solution is to
only have one on at a time.
>
> If the original builder practiced good workmanship, I would not rewire the airplane.
>
> --------
> Joe Gores
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=500156#500156
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Stuart Hutchison <stuart(at)stuarthutchison.com.au> |
| Subject: | Re: Sealed Connectors |
I just put dual-wall (glue-lined) heatshrink over the crimped connector its then
sealed and provides great strain relief all in one.
V/r, Stuart
> On 13 Jan 2021, at 8:56 am, Sebastien wrote:
>
> Is there a weather sealed PIDG blade crimp connector? I seem to remember something
with heat shrink and glue. They looked like this but with a heat shrink
end for the wire.
>
>
________________________________________________________________________________
| From: | "EfraimOtero" <efraim.otero(at)gmail.com> |
Neal, thanks for the prompt response.
Mine are Bendix S4 LN -21 mags, P/N 10-51360-30. Are these the same as Continental?
Gues not...? [Shocked] [Embarassed]
--------
EfraimOtero
Fisher Celebrity EX N500BC
O200 COntinental
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=500167#500167
Attachments:
http://forums.matronics.com//files/img_1555_146.jpg
________________________________________________________________________________
| Subject: | Re: RV10 Electrical Issue (w/ Format Clean Up) |
| From: | "user9253" <fransew(at)gmail.com> |
Think of the diode as a one way check valve. It allows current to
flow from bus A to bus B, but not in the opposite direction.
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=500172#500172
________________________________________________________________________________
| From: | Alec Myers <alec(at)alecmyers.com> |
| Subject: | Re: Sealed Connectors |
This stuff is *awesome* for sealing connectors, splices etc, and its not badly
priced. Comes in 4 diameters, with a great shrink ratio.
IF you cant find the connector you want you can use a section of this on the stem:
https://www.mouser.ca/datasheet/2/418/5/NG_DS_ES1000_404-735359.pdf
On Jan 12, 2021, at 4:56 PM, Sebastien wrote:
Is there a weather sealed PIDG blade crimp connector? I seem to remember something
with heat shrink and glue. They looked like this but with a heat shrink end
for the wire.
________________________________________________________________________________
| From: | Neal George <neal.george(at)gmail.com> |
Yes, they are the same. Continental bought the Bendix ignition line about 35 years
ago
Neal
=================
On Jan 12, 2021, at 4:25 PM, EfraimOtero wrote:
Neal, thanks for the prompt response.
Mine are Bendix S4 LN -21 mags, P/N 10-51360-30. Are these the same as Continental?
Gues not...? [Shocked] [Embarassed]
--------
EfraimOtero
Fisher Celebrity EX N500BC
O200 COntinental
________________________________________________________________________________
| Subject: | Re: Sealed Connectors |
| From: | Kelly McMullen <kellym(at)aviating.com> |
If the connection is where you are worried about weather connection, and
the wire is #18 or smaller, suggest you dump the blade connectors and
get Electronics International OLC-1 or better OLC-2 connectors. They
create a weather tight seal using Allen screws in a connective sleeve.
Intended for EGT, CHT and fuel sending units in engine compartment. They
cost $1 each in multiples of 5 from the company direct, free shipping
and free Allen wrench. Blade connectors on EGT and CHT weather and get
highly variable resistance, causing unpredictable swings in readings.
The OLC connectors give rock solid readings and are reusable, unlike
crimp connectors.
On 1/12/2021 5:07 PM, Alec Myers wrote:
>
> This stuff is *awesome* for sealing connectors, splices etc, and its not badly
priced. Comes in 4 diameters, with a great shrink ratio.
> IF you cant find the connector you want you can use a section of this on the
stem:
> https://www.mouser.ca/datasheet/2/418/5/NG_DS_ES1000_404-735359.pdf
>
>
>
> On Jan 12, 2021, at 4:56 PM, Sebastien wrote:
>
> Is there a weather sealed PIDG blade crimp connector? I seem to remember something
with heat shrink and glue. They looked like this but with a heat shrink
end for the wire.
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | WILLIAM BOOTH <rbs80(at)aol.com> |
| Subject: | Re: RV10 Electrical Issue (w/ Format Clean Up) |
RE the diode: Specifically why is it needed on this design; how else could the
power flow?
Re: Tims comment on the Aux Batteries; too small and the wires too small too....
I agree it has puzzled me when I first saw it but if buse B is turned on for start
I should be ok? That being said how else should it be done? Again safe and
sound is the goal.
William Booth
> On Jan 12, 2021, at 7:05 PM, user9253 wrote:
>
>
> Think of the diode as a one way check valve. It allows current to
> flow from bus A to bus B, but not in the opposite direction.
>
> --------
> Joe Gores
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=500172#500172
>
>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: RV10 Electrical Issue (w/ Format Clean Up) |
| From: | "user9253" <fransew(at)gmail.com> |
Follow the wires from the aux battery, through the bus B relay, to
Bus B, through the bus tie switch, to bus A, to the big dot (junction)
below bus A, to the starter relay, to the starter.
Lots of current will flow through that path. Prevent it by removing the bus tie
switch.
And remove that jumper from the bottom of the diodes (labeled 2)
because it also will conduct starter current.
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=500182#500182
________________________________________________________________________________
| From: | Rowland Carson <rowlandcarson(at)gmail.com> |
| Subject: | test messae from gmail to rc dot org dot uk |
| Rowland Carson ... that's Rowland with a 'w' ...
| http://www.rowlandcarson.org.uk
| Skype, Twitter: rowland_carson Facebook: Rowland Carson
________________________________________________________________________________
| Subject: | low voltage warning |
| From: | "bobnoffs" <icubob(at)gmail.com> |
a few months i posted about a low voltage warning that would trip at 13.4 volts
especially for earthx batteries. i set up a circuit board for a low voltage trip
and another voltage regulator board to supply a constant 12 volts to the low
voltage board. a lot of wires [reg. voltage, sense voltage, power to led warn
light, ground]. i did get it all working as it was supposed to. 10 square inches
of circuit board.
i went back to the perihelion web site and they supply them now for $50. i called
the owner and he said he could build them set to any alarm voltage and would
i like steady or flashing light? how could i resist?
the store bought device trips at the same voltage every time, no 'stuttering'
of the light. when it goes on it's on. raising the voltage .5 volts will shut
it off.
i see a very popular vender sells a like item for $185.
this whole thing slips thru the hole in the panel for the led and is about 2'
deep. you connect a pos. and a neg.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=500190#500190
________________________________________________________________________________
| From: | David and Elaine Lamphere <dalamphere(at)comcast.net> |
| Subject: | Alternator bench test |
Twice I have sent a PlanePower (internal volt regulator) back to
Hartzell as it is not charging.
Both times they have told me it checks out OK on the bench.
I have checked wiring 3 times without finding a culprit. The last thing
I did before sending it to them was set it up on the bench. It did not
work (would not charge). Let me describe what I set up - perhaps I am
missing something. I tried to make the setup as simple as possible.
________________________________________________________________________________
| Subject: | Re: low voltage warning |
| From: | Charlie England <ceengland7(at)gmail.com> |
On 1/13/2021 9:09 AM, bobnoffs wrote:
>
> a few months i posted about a low voltage warning that would trip at 13.4 volts
especially for earthx batteries. i set up a circuit board for a low voltage
trip and another voltage regulator board to supply a constant 12 volts to the
low voltage board. a lot of wires [reg. voltage, sense voltage, power to led
warn light, ground]. i did get it all working as it was supposed to. 10 square
inches of circuit board.
> i went back to the perihelion web site and they supply them now for $50. i
called the owner and he said he could build them set to any alarm voltage and
would i like steady or flashing light? how could i resist?
> the store bought device trips at the same voltage every time, no 'stuttering'
of the light. when it goes on it's on. raising the voltage .5 volts will shut
it off.
> i see a very popular vender sells a like item for $185.
> this whole thing slips thru the hole in the panel for the led and is about
2' deep. you connect a pos. and a neg.
Hi Bob,
Here you go:
https://www.tomtop.com/p-e1021.html
Charlie
--
This email has been checked for viruses by Avast antivirus software.
https://www.avast.com/antivirus
________________________________________________________________________________
| Subject: | Re: Sealed Connectors |
| From: | "dj_theis" <djtheis58(at)gmail.com> |
thanks Kelly,
> Blade connectors on EGT and CHT weather and get
> highly variable resistance, causing unpredictable swings in readings.
So, you are suggesting that the PIDG connectors have been an issue for you in the
past, with TC wiring.
I just yesterday recieved a large order from an avionics vendor (obviously, not
EI) that included both EGT and CHT TC wiring, with one end pre-terminated using
PIDG connectors and the mating PIDG included.
I guess this suggests I should swap these out to avoid an issue. Do you think
that corrosion is the mail culprit and that properly sealing the PIDG connectors
would address this?
Dan Theis
--------
Scratch building Sonex #1362
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=500194#500194
________________________________________________________________________________
| From: | edward Clegg <edwclg(at)gmail.com> |
| Subject: | Re: Alternator bench test |
I recently had a problem and replaced the internal VR and in doing so
did not tighten the B lead to alt enough.
No Charge. Tightened and now works perfectly. May have been the
original problem as field cb never tripped.
Ed
On Wed, Jan 13, 2021 at 11:20 AM David and Elaine Lamphere
wrote:
>
> Twice I have sent a PlanePower (internal volt regulator) back to Hartzell as
it is not charging.
> Both times they have told me it checks out OK on the bench.
>
> I have checked wiring 3 times without finding a culprit. The last thing I did
before sending it to them was set it up on the bench. It did not work (would
not charge). Let me describe what I set up - perhaps I am missing something. I
tried to make the setup as simple as possible.
>
>
________________________________________________________________________________
| From: | Sebastien <cluros(at)gmail.com> |
| Subject: | Re: Sealed Connectors |
The OLC connectors are much better than the blade connectors at reducing
erroneous EGT and CHT readings. They are rather fiddly to work with and are
not weather sealed. Our engine puts out a great deal of heat, vibration,
and movement and after many problems with the PIDG connectors supplied by
Dynon we were going to replace them with OLC connectors but decided to try
a cheaper solution first: Dsub pins covered with shrink wrap. So far very
pleased with the result. Easy to install, good quality signal and no
failures.
Thank you for the suggestion Kelly but these connectors are going to be
installed in a set of floats so the OLCs would quickly fail due to
corrosion. I'm actually pushing the owners to go to Deutsch connectors but
don't think they'll like the cost.
On Wed, Jan 13, 2021 at 8:45 AM dj_theis wrote:
>
> thanks Kelly,
>
>
> > Blade connectors on EGT and CHT weather and get
> > highly variable resistance, causing unpredictable swings in readings.
>
>
> So, you are suggesting that the PIDG connectors have been an issue for you
> in the past, with TC wiring.
>
> I just yesterday recieved a large order from an avionics vendor
> (obviously, not EI) that included both EGT and CHT TC wiring, with one end
> pre-terminated using PIDG connectors and the mating PIDG included.
>
> I guess this suggests I should swap these out to avoid an issue. Do you
> think that corrosion is the mail culprit and that properly sealing the PIDG
> connectors would address this?
>
> Dan Theis
>
> --------
> Scratch building Sonex #1362
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=500194#500194
>
>
________________________________________________________________________________
| Subject: | Re: Alternator bench test |
| From: | David and Elaine Lamphere <dalamphere(at)comcast.net> |
Thats interesting - what would be your opinion of my cruse bench setup?
Would it work?
On Jan 13, 2021, at 12:03 PM, edward Clegg wrote:
I recently had a problem and replaced the internal VR and in doing so
did not tighten the B lead to alt enough.
No Charge. Tightened and now works perfectly. May have been the
original problem as field cb never tripped.
Ed
On Wed, Jan 13, 2021 at 11:20 AM David and Elaine Lamphere
wrote:
>
> Twice I have sent a PlanePower (internal volt regulator) back to Hartzell as
it is not charging.
> Both times they have told me it checks out OK on the bench.
>
> I have checked wiring 3 times without finding a culprit. The last thing I did
before sending it to them was set it up on the bench. It did not work (would
not charge). Let me describe what I set up - perhaps I am missing something. I
tried to make the setup as simple as possible.
>
>
>
________________________________________________________________________________
| Subject: | Re: Alternator bench test |
| From: | "user9253" <fransew(at)gmail.com> |
Have you measured the field current? If so, what is it?
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=500199#500199
________________________________________________________________________________
| Subject: | Re: low voltage warning |
| From: | "bobnoffs" <icubob(at)gmail.com> |
hey charlie,
that is the board i started with. when you get it it doesn't match the picture.
has 4 buttons, not 3 for starters. when i asked for some kind of instructions
for the board i got they ended up sending a refund.i did get the board figured
out.
then someone posted their board, similar to the one you posted, was erratic if
the board was powered by more than 13 volts. so i added a voltage reg. board.
it was all interesting and i don't regret any of it but i ended up with 10 sq
inches of circuit board. layered in plexi. it is an inch thick. i had confidence
in it but it just couldn't compete spacewise.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=500200#500200
________________________________________________________________________________
| From: | Jeff Luckey <jluckey(at)pacbell.net> |
| Subject: | Re: Alternator bench test |
David,
During Covid hibernation I had some time to bench-test a couple of alternat
ors and I found that some were sensitive to low RPM.=C2- In other words,
some alternators need to spin pretty fast to work properly.
I used a test fixture (picture attached) and used a 3/4 horsepower motor fr
om my shop sander to drive it.=C2- That motor spins at 3450 RPM and I had
a pulley configuration of about 1.2:1.=C2- So I'm guestimating that the
alternator was turning somewhere around 2800 RPM.
Some alternator/regulator combinations that I tested would not self-start a
t that low RPM.=C2- If I momentarily jumped the field, it would generate
electricity and regulate normally.=C2- When I changed the pulley arrangem
ent to get higher alternator RPM, it would self-start.
Some regulators have a self-starting feature where they won't turn-on until
they reach some minimum RPM.=C2- It is designed to keep power off the fi
eld when the engine is not turning.=C2- I have no idea about how the Plan
e Power devices are supposed to work.=C2- (I was testing automotive alter
nators & regulators)
What I learned:
1. Some alternator/regulator combinations won't work properly until they hi
t some minimum RPM2. Manually jumping the field to get it started can be va
luable 'cuz it showed the regulator could regulate (was not DOA)
However, Jumping the field may be more challenging on an internal regulator
unit???
My test fixture is UGLY. But it worked well and was fast & cheap to build.
=C2- The 3/4 HP motor mounts to the right on the 2 studs that are stickin
g up.=C2- I would have preferred to use a more powerful motor, at least 1
HP, but none was available, so I went with what I had.=C2- The motor wou
ld bog-down with about 25 Amps of load on the alternator.
Lamphere wrote:
here(at)comcast.net>
That=99s interesting - what would be your opinion of my cruse bench s
etup?
Would it work?
On Jan 13, 2021, at 12:03 PM, edward Clegg wrote:
I recently had a problem and replaced the internal VR and in doing so
did not tighten the B lead to alt enough.
No Charge. Tightened and now works perfectly. May have been the
original problem as field cb never tripped.
Ed
On Wed, Jan 13, 2021 at 11:20 AM David and Elaine Lamphere
wrote:
>
> Twice I have sent a PlanePower (internal volt regulator) back to Hartzell
as it is not charging.
> Both times they have told me it checks out OK on the bench.
>
> I have checked wiring 3 times without finding a culprit. The last thing I
did before sending it to them was set it up on the bench. It did not work
(would not charge). Let me describe what I set up - perhaps I am missing so
mething. I tried to make the setup as simple as possible.
>
>
>
-
S -
WIKI -
-
=C2- =C2- =C2- =C2- =C2- -Matt Dralle, List Admin.
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December 24, 2020 - Present
AeroElectric-Archive.digest.vol-pw