AeroElectric-Archive.digest.vol-mx
October 19, 2015 - December 08, 2015
Bob, et.al.,
One of my students bought an AA-1 Yankee which has an 'interesting' issue.
The ammeter needle bounces constantly - has done so since he bought it.
Yesterday when flying I noticed that the backlighting on the LCD radio disp
lay, and the instrument post lights flicker in time with the bouncing needl
e (had to look close to see the flicker in the post lights). No other symp
toms that I have noticed.
I figured it was a VR issue. He recently had a new VR installed, due to a
battery charging issue, and the bouncing is still there. The A&P did volta
ge testing (don't know exactly what) and reported everything works as expec
ted (except for the bouncing needle).
So my questions are:
What can cause that?
What can we look at for further diagnosis?
Thanks,
Dennis Glaeser
Nothing in this message is intended to constitute an electronic signature u
nless a specific statement to the contrary is included in this message.
Confidentiality Note: This message is intended only for the person or entit
y to which it is addressed. It may contain confidential and/or privileged m
aterial. Any review, transmission, dissemination or other use, or taking of
any action in reliance upon this message by persons or entities other than
the intended recipient is prohibited and may be unlawful. If you received
this message in error, please contact the sender and delete it from your co
mputer.
________________________________________________________________________________
From: | ARGOLDMAN(at)aol.com |
Subject: | Re: Bouncing ammeter question |
Just guessing, however
I seem to remember my Yankee years ago (AA-1 clipper) had an incandescen
t
pulsating beacon on the tip of the rudder. Could it be that this is
creating a pulsating drain which you are seeing as a periodic fluctuation
in bus
voltage? Electrically, the aircraft is quite basic. Originally it was
supplied with a Narco MK 12 with the tube/power supply unit located in,
if I
remember correctly, way aft in the tail cone. The clipper had a gyro inst
rument
panel. I actually got my instrument rating in it in 1969.
check the draw of the beacon.
Rich
In a message dated 10/19/2015 1:23:14 P.M. Central Daylight Time,
dennis.glaeser(at)gm.com writes:
Bob, et.al.,
One of my students bought an AA-1 Yankee which has an =98interestin
g=99
issue.
The ammeter needle bounces constantly =93 has done so since he boug
ht it.
Yesterday when flying I noticed that the backlighting on the LCD radio
display, and the instrument post lights flicker in time with the bouncing
needle (had to look close to see the flicker in the post lights). No oth
er
symptoms that I have noticed.
I figured it was a VR issue. He recently had a new VR installed, due to
a
battery charging issue, and the bouncing is still there. The A&P did
voltage testing (don=99t know exactly what) and reported everything
works as
expected (except for the bouncing needle).
So my questions are:
What can cause that?
What can we look at for further diagnosis?
Thanks,
Dennis Glaeser
Nothing in this message is intended to constitute an electronic signature
unless a specific statement to the contrary is included in this message.
Confidentiality Note: This message is intended only for the person or
entity to which it is addressed. It may contain confidential and/or privi
leged
material. Any review, transmission, dissemination or other use, or taking
of any action in reliance upon this message by persons or entities other
than the intended recipient is prohibited and may be unlawful. If you rec
eived
this message in error, please contact the sender and delete it from your
computer.
========================
============
========================
============
========================
============
========================
============
________________________________________________________________________________
Subject: | Re: Bouncing ammeter question |
From: | "user9253" <fransew(at)gmail.com> |
There could be an intermittent bad connection in the alternator field circuit.
The alternator field switch is a common problem as is the alternator connector.
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=448100#448100
________________________________________________________________________________
From: | Jim Baker <jimbaker(at)npacc.net> |
Subject: | Re: Bouncing ammeter question |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________________________________________________________________________________
From: | Ron Burnett <ronburnett(at)charter.net> |
Subject: | Re: Radio battery voltage? |
Thanks to all for explaining my battery challenge. I have followed the suggestion
of keeping the backup battery in the glove box.
Ron Burnett
Sent from my iPad
May you have the blessings of the Lord today.
> On Sep 14, 2015, at 9:05 PM, Charlie England wrote:
>
>
>> On 9/14/2015 7:53 PM, Ron Burnett wrote:
>>
>> I have a Luscombe and use an ICOM radio/VOR on a Quantum rechargeable battery.
On the radio I also use a 10 cell AA attached battery which measures 16 volts
with new cells in it.
>>
>> My question is does this high battery voltage "trump" my 12.6 rechargeable?
It seems to as my batteries keep needing to be replaced and I rarely need to
charge the rechargeable.
>>
>> Inquiring minds want to know.
>>
>> Thanks,
>>
>> Ron Burnett N1131B Luscombe 8A
>> N524RB RV-6A
>
> Are you saying that you're using an Icom portable, with a 10 cell internal battery
pack, and you're supplying 12V to the same portable through its external
power jack?
>
> If so, then 'it depends'. Some portables will charge the internal pack from the
external power jack; some won't. But 12V won't charge a 16V battery pack, in
any case. Some portables actually disconnect the internal battery pack when
powered off the external power jack.
>
> Why not simply remove the battery pack & run off the 12V battery. If you lose
the battery, reinstall the internal pack.
>
>
>
>
________________________________________________________________________________
From: | Deems Herring <dsleepy47(at)hotmail.com> |
Subject: | Bouncing ammeter question |
Is it a 1969 AA-1 Yankee or is it 1A=2C 1B or 1C? The wiring diagrams are s
lightly different depending on the year.Does the needle behavior change whe
n the beacon is turned on or off? The power supply is actually for a top an
d bottom beacon. It normally has a resistor on the unused side.
Deems Herring owner AA-1B N1491R
From: dennis.glaeser(at)gm.com
Subject: AeroElectric-List: Bouncing ammeter question
Date: Mon=2C 19 Oct 2015 18:20:27 +0000
=0A
=0A
=0A
=0A
=0A
=0A
=0A
=0A
Bob=2C et.al.=2C=0A
=0A
One of my students bought an AA-1 Yankee which has an =91interesting=92 iss
ue. =0A
=0A
The ammeter needle bounces constantly ' has done so since he bought it.
=0A
=0A
Yesterday when flying I noticed that the backlighting on the LCD radio disp
lay=2C and the instrument post lights flicker in time with the bouncing nee
dle (had to look close to see the flicker in the post lights). No other sy
mptoms that I=0A
have noticed. =0A
I figured it was a VR issue. He recently had a new VR installed=2C due to
a battery charging issue=2C and the bouncing is still there. The A&P did v
oltage testing (don=92t know exactly what) and reported everything works as
expected (except=0A
for the bouncing needle).=0A
So my questions are: =0A
What can cause that? =0A
What can we look at for further diagnosis?=0A
________________________________________________________________________________
From: | A R Goldman <argoldman(at)aol.com> |
Subject: | Re: Bouncing ammeter question |
69 should be the straight AA1. That was the year that I had also. Unless the
N number was changed you can tell the sequence in which it was made. They s
tarted with "56" and then the sequence number. Followed by a letter mine was
"L" and was the 48 th one made. They went to the "a etched designation with
a change in the wing to make it tamer. It was great just the way it was imn
sho
Rich
Sent from my iPhone
> On Oct 19, 2015, at 6:21 PM, Deems Herring wrote:
>
> Is it a 1969 AA-1 Yankee or is it 1A, 1B or 1C? The wiring diagrams are sl
ightly different depending on the year.
> Does the needle behavior change when the beacon is turned on or off? The p
ower supply is actually for a top and bottom beacon. It normally has a resis
tor on the unused side.
>
>
> Deems Herring owner AA-1B N1491R
>
> From: dennis.glaeser(at)gm.com
> To: AeroElectric-List(at)matronics.com
> Subject: AeroElectric-List: Bouncing ammeter question
> Date: Mon, 19 Oct 2015 18:20:27 +0000
>
> Bob, et.al.,
>
>
>
> One of my students bought an AA-1 Yankee which has an =98interesting
=99 issue.
>
> The ammeter needle bounces constantly =93 has done so since he bough
t it.
>
> Yesterday when flying I noticed that the backlighting on the LCD radio dis
play, and the instrument post lights flicker in time with the bouncing needl
e (had to look close to see the flicker in the post lights). No other sympt
oms that I have noticed.
>
> I figured it was a VR issue. He recently had a new VR installed, due to a
battery charging issue, and the bouncing is still there. The A&P did volta
ge testing (don=99t know exactly what) and reported everything works a
s expected (except for the bouncing needle).
>
> So my questions are:
>
> What can cause that?
>
> What can we look at for further diagnosis?
>
>
>
>
>
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3
D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D
>
________________________________________________________________________________
From: | Jim Baker <jimbaker(at)npacc.net> |
Subject: | Wig-wag alternator |
Go to the Zeftronics site ( alternator controller ). The problem is probably high
resistance in the field circuit. They have a whole article on the wig-wag issue.
Jim Baker
405 426 5377
________________________________________________________________________________
Subject: | Re: Bouncing ammeter question |
From: | rayj <raymondj(at)frontiernet.net> |
I don't recall the details, but there's something about old Cessnas and
bouncing meters that Bob has written about on this list. Something
about cumulative resistance from all the junctions in the circuits, if I
recall correctly. I'm sure Bob will comment soon.
Raymond Julian
Kettle River, MN
The things we admire in men, kindness and generosity, openness, honesty,
understanding and feeling are the concomitants of failure in our system.
And those traits we detest, sharpness, greed, acquisitiveness, meanness,
egotism and self-interest are the traits of success. And while men
admire the quality of the first they love the produce of the second.
-John Steinbeck, novelist, Nobel laureate (1902-1968)
On 10/19/2015 01:20 PM, Dennis A Glaeser wrote:
> Bob, et.al.,
>
> One of my students bought an AA-1 Yankee which has an interesting issue.
>
> The ammeter needle bounces constantly has done so since he bought it.
>
> Yesterday when flying I noticed that the backlighting on the LCD radio
> display, and the instrument post lights flicker in time with the
> bouncing needle (had to look close to see the flicker in the post
> lights). No other symptoms that I have noticed.
>
> I figured it was a VR issue. He recently had a new VR installed, due to
> a battery charging issue, and the bouncing is still there. The A&P did
> voltage testing (dont know exactly what) and reported everything works
> as expected (except for the bouncing needle).
>
> So my questions are:
>
> What can cause that?
>
> What can we look at for further diagnosis?
>
> Thanks,
>
> Dennis Glaeser
>
>
> Nothing in this message is intended to constitute an electronic
> signature unless a specific statement to the contrary is included in
> this message.
>
> Confidentiality Note: This message is intended only for the person or
> entity to which it is addressed. It may contain confidential and/or
> privileged material. Any review, transmission, dissemination or other
> use, or taking of any action in reliance upon this message by persons or
> entities other than the intended recipient is prohibited and may be
> unlawful. If you received this message in error, please contact the
> sender and delete it from your computer.
>
> http://www.matronics.com/contribution
>
________________________________________________________________________________
From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
Subject: | Re: Bouncing ammeter question |
At 04:13 AM 10/20/2015, you wrote:
>
>I don't recall the details, but there's something about old Cessnas
>and bouncing meters that Bob has written about on this
>list. Something about cumulative resistance from all the junctions
>in the circuits, if I recall correctly. I'm sure Bob will comment soon.
>
>Raymond Julian
>Kettle River, MN
Your system architecture and symptoms are typical of
literally millions of examples of similar problems
throughout the spectrum of vehicular DC power systems
of which airplanes are a small portion. A COMMON THREAD
that runs through these systems occurs when
the regulator voltage sense line shares
a path with alternator field current. This is
typical of ALL three-wire regulators of which the
'ford' legacy devices are but one example.
This condition is well known in architectures
of this type and is often called the 'galloping
ammeter'. In the older Cessnas, I recommend refurbishing
everything from the bus bar to the regulator which would
include breaker, alternator switch and wires.
Doing any ONE thing might 'cure' the problem but
it's the sum-total of environmentally driven resistance
creep that finally stacks up to cause the instability.
You may cure it with one replacement but only by
replacing ALL will you get back to as-new condition.
See
http://www.aeroelectric.com/articles/Alternators/Know_Your_Charging_System.pdf
Bob . . .
________________________________________________________________________________
Subject: | Re: Newbie with PM alternator feed question |
From: | "blues750" <den_beaulieu(at)yahoo.com> |
Bob,
Working on the details with ULPower (the engine manufacturer). Not so much a concern
for my endurance scenarios, but if I want to use everything I'm going to
have on the aircraft, (continuous loads), I am in excess of 30 amps. I have
my notes which I will edit a bit and post. I would very much like some outside
review of my "plans" to see if I am on the right track with things...just need
a few days to get back into my notes. Thanks for the interest and patience!
Dave
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=448171#448171
________________________________________________________________________________
From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
Subject: | Re: Newbie with PM alternator feed question |
At 09:14 PM 10/21/2015, you wrote:
>
>Bob,
>
>Working on the details with ULPower (the engine manufacturer). Not
>so much a concern for my endurance scenarios, but if I want to use
>everything I'm going to have on the aircraft, (continuous loads), I
>am in excess of 30 amps. I have my notes which I will edit a bit
>and post. I would very much like some outside review of my "plans"
>to see if I am on the right track with things...just need a few days
>to get back into my notes. Thanks for the interest and patience!
>
>Dave
Take a look at the documents on the website at:
http://tinyurl.com/9rt6ymn
You'll find the load-analsysi work product of
several List members in Excel spread sheets.
There is also a blank planning form that I use
as the FIRST step of planning a new electrical
system.
Fill out one page for each bus . . . battery,
main, e-bus, engine, etc. List the load and
it's demands under each of the flight conditions.
I've run load analysis studies on a lot of airplanes,
one that even included pitot heat STILL came to
less than 27A for a max continuous running load.
It's really easy to get bogged down in the notion
that an alternator be sized to run everything all
the time . . .
Bob . . .
________________________________________________________________________________
Subject: | FS: Alternator for C-172, C-182, C-210 |
From: | "Barry" <blmarzaa(at)gmail.com> |
Yellow tagged p/n DOFF10300J for C-172, C-182, C210 and others with 14V systems.
$390.00 which includes shipping in the ConUS, and PayPal fees.
Barry Marz
blmarzaa(at)gmail.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=448242#448242
________________________________________________________________________________
Subject: | Re: Newbie with PM alternator feed question |
From: | "blues750" <den_beaulieu(at)yahoo.com> |
[quote="nuckolls.bob(at)aeroelect"]At 09:14 PM 10/21/2015, you wrote:
>
> Bob,
>
> Working on the details with ULPower (the engine manufacturer). Not so much
a concern for my endurance scenarios, but if I want to use everything I'm going
to have on the aircraft, (continuous loads), I am in excess of 30 amps. I have
my notes which I will edit a bit and post. I would very much like some outside
review of my "plans" to see if I am on the right track with things...just
need a few days to get back into my notes. Thanks for the interest and patience!
>
> Dave
Take a look at the documents on the website at:
http://tinyurl.com/9rt6ymn (http://tinyurl.com/9rt6ymn)
You'll find the load-analsysi work product of
several List members in Excel spread sheets.
There is also a blank planning form that I use
as the FIRST step of planning a new electrical
system.
Fill out one page for each bus . . . battery,
main, e-bus, engine, etc. List the load and
it's demands under each of the flight conditions.
I've run load analysis studies on a lot of airplanes,
one that even included pitot heat STILL came to
less than 27A for a max continuous running load.
Thanks Bob...
> It's really easy to get bogged down in the notion
> that an alternator be sized to run everything all
> the time . . .
I have read that for planning purposes, one should reduce the alternator rating
by 20% - with that thought my 30A alternator would nominally be used as a 24A
power source for continuous duty. Yes/no?
...I will do more homework and hopefully present some better, more complete info.
Looking forward to feedback from you and the group!
Dave
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=448247#448247
________________________________________________________________________________
From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
Subject: | Re: Newbie with PM alternator feed question |
>
>
>I have read that for planning purposes, one should reduce the
>alternator rating by 20% - with that thought my 30A alternator would
>nominally be used as a 24A power source for continuous duty. Yes/no?
>
>
Sortof . . . There's a fundamental notion in
aircraft electrical system design that you
should have enough alternator capacity to
recharge a largely depleted battery in
60 minutes of flight. So if you've managed
to get an engine started after dragging the
battery down to 20% of capacity -AND- it's
a 17 a.h. battery, then there should be approx
9A of 'excess' alternator capacity available
to recharge a battery. If you've only got 30A
total, then your full up running load needs
to be 21A or less.
For decades, Cessna and contemporaries were
content to bolt the same 60A alternator to
all their single engine models . . . which
generally provided LOTS of excess snort.
Further, if the battery is maintained/managed
well -AND- you never launch into IFR -AND-
your engine always starts in a few blades
then the rule of thumb for 20% reserve becomes
somewhat useless.
THIS is why airplanes with smaller alternators
benefit from an accurate load analysis along
with some judiciously crafted standard operating
procedures. If you're going to launch IFR then
KNOWING that your battery capacity is sufficient
to your battery only endurance goals is pretty
important you your wife and kids.
>
>...I will do more homework and hopefully present some better, more
>complete info. Looking forward to feedback from you and the group!
If you don't have a copy of the 'Connection, you
can download a .pdf from the website . . . or
purchase a paper copy there too . . . but given
the limited capability of your alternator combined
with the electrically dependent engine, I recommend
you educate yourself in the finer details of
energy management for CONFIDANT/COMFORTABLE flight.
Then sift the pebbles and twigs out with folks here
on the List . . .
I looked at the engine website briefly but didn't
see any mention of a 50A option alternator. Can
you point me to the information you were offered?
Bob . . .
________________________________________________________________________________
From: | Jan de Jong <jan_de_jong(at)casema.nl> |
Subject: | Earthx LiFePO4 for aircraft |
Just in case I am not the only one to have missed this...
Earthx appears to have responded to complaints from aircraftbuilders:
http://earthxmotorsports.com/wp-content/uploads/2015/07/ETX_Manual_111017_K.pdf
see "Hundred Series" - the battery holds up when the alternator is shut off.
Jan de Jong
________________________________________________________________________________
Subject: | Re: Earthx LiFePO4 for aircraft |
From: | Charlie England <ceengland7(at)gmail.com> |
On 10/27/2015 10:02 AM, Jan de Jong wrote:
>
>
> Just in case I am not the only one to have missed this...
>
> Earthx appears to have responded to complaints from aircraftbuilders:
>
> http://earthxmotorsports.com/wp-content/uploads/2015/07/ETX_Manual_111017_K.pdf
>
> see "Hundred Series" - the battery holds up when the alternator is
> shut off.
>
> Jan de Jong
While it's likely a viable option for a/c use, their PR people and now,
their tech writers, really give me pause.
quote from your link:
In a lead-acid battery the cells are package in the same case with an
acid solution that supports the transfer of charge from higher voltage
cells to ones with a lower voltage.
unquote.
Say What?
I've never seen a lead acid battery that shared acid between cells.
I also think that they are highly deceptive in claiming that a 6 AH lead
acid battery is really only 2 AH. If it were, it would be rated at 2 AH.
That 30% number they keep citing is the discharge level for maximum life
of the battery; not how much energy can be extracted from it. In a
normal environment, the battery would never be discharged below ~90%,
and that would be due to a really extended engine start event. In a
straight discharge (dead alternator) situation, 6 AH is 6 AH, and 2 AH
is 2 AH.
Charlie
________________________________________________________________________________
From: | Jan de Jong <jan_de_jong(at)casema.nl> |
Subject: | Re: Earthx LiFePO4 for aircraft |
I believe it was Shorai who introduced the "PbEq" Ah rating and the
factor of 3.
So there is some defensive and also some wrong PR in the introductory
part of the text.
At least in their specifications they quote the actual Ah number in
addition to the "PbEq".
And they show discharge curves for currents and temperatures.
Now they also have, in principle, a correct aircraft battery.
I strongly suspect they have a very capable electronics engineer there.
But experience will tell.
Jan de Jong
On 10/27/2015 7:00 PM, Charlie England wrote:
>
>
> On 10/27/2015 10:02 AM, Jan de Jong wrote:
>>
>>
>> Just in case I am not the only one to have missed this...
>>
>> Earthx appears to have responded to complaints from aircraftbuilders:
>>
>> http://earthxmotorsports.com/wp-content/uploads/2015/07/ETX_Manual_111017_K.pdf
>>
>> see "Hundred Series" - the battery holds up when the alternator is
>> shut off.
>>
>> Jan de Jong
> While it's likely a viable option for a/c use, their PR people and
> now, their tech writers, really give me pause.
> quote from your link:
> In a lead-acid battery the cells are package in the same case with an
> acid solution that supports the transfer of charge from higher voltage
> cells to ones with a lower voltage.
> unquote.
>
> Say What?
>
> I've never seen a lead acid battery that shared acid between cells.
>
> I also think that they are highly deceptive in claiming that a 6 AH
> lead acid battery is really only 2 AH. If it were, it would be rated
> at 2 AH. That 30% number they keep citing is the discharge level for
> maximum life of the battery; not how much energy can be extracted from
> it. In a normal environment, the battery would never be discharged
> below ~90%, and that would be due to a really extended engine start
> event. In a straight discharge (dead alternator) situation, 6 AH is 6
> AH, and 2 AH is 2 AH.
>
> Charlie
>
>
________________________________________________________________________________
From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
Subject: | Re: Earthx LiFePO4 for aircraft |
>
>
>Say What?
>
>I've never seen a lead acid battery that shared acid between cells.
>
>I also think that they are highly deceptive in claiming that a 6 AH
>lead acid battery is really only 2 AH. If it were, it would be rated
>at 2 AH. That 30% number they keep citing is the discharge level for
>maximum life of the battery; not how much energy can be extracted
>from it. In a normal environment, the battery would never be
>discharged below ~90%, and that would be due to a really extended
>engine start event. In a straight discharge (dead alternator)
>situation, 6 AH is 6 AH, and 2 AH is 2 AH.
>
>Charlie
I've had a couple of 'semantics wrestling' matches
with EarthX. This whole 'lead-acid equivalency' thing
is smoke and mirrors . . . at least as far as
aircraft are concerned . . . where STARTING an engine
is NOT the defining factor for battery sizing.
They asked me to participate in the development of
an EarthX 'application' document wherein the company
would suggest one of their products as suited for
popular models of aircraft. I attempt to explain that
such a document was not only fraught with potential
for error, it opened them up for a lawsuit should some
hapless pilot run out of battery snort after having
replaced the stock SVLA battery based on EarthX lead-acid
equivalency claims.
I have an EarthX battery sample that I intend to test
on my minivan. But I need a data acquisition system
that Paul and I have under development. It will
gather fine resolution data for battery performance
for long periods of time. I'll get a month of data
on the as-installed, soggy battery. Then on the EarthX
battery, then on a new battery of the size recommended
for the car. I'll do cap-checks on all three test
articles as well.
But in any case, be aware of the need for knowing
USEABLE CAPACITY of any battery you install irrespective
of brand or chemistry. Understand further that many
of the folks out there hawking light weight super-batteries
to the OBAM aviation DO NOT appear to understand
the unique requirements for integrating a battery onto
an airplane.
Bob . . .
________________________________________________________________________________
From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
Subject: | Fire Sale = Phase V |
I have several hundred solder-sleeves with pigtails
for terminating shielded wires. Not sure what the part
number is but as you can see here, it shrinks down
well onto a 22AWG twisted trio.
Emacs!
Thought I'd give the List members first crack at them . . .
Bag of 20 pieces postage paid to US addresses is $10.
Email me directly please . . .
Bob . . .
________________________________________________________________________________
From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
Subject: | Fire Sale Phase V - SOLD OUT |
Thank you gentlemen . . . the recently uncovered
'stash' of solder sleeves is sold out.
Bob . . .
________________________________________________________________________________
From: | "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com> |
Subject: | Re: Fire Sale Phase V - SOLD OUT |
At 12:10 PM 10/29/2015, you wrote:
>
>There aren't any women on the list? :>)
None who ordered parts . . .
Bob . . .
________________________________________________________________________________
From: | "Rene" <rene(at)felker.com> |
Subject: | Fire Sale Phase V - SOLD OUT |
That is hard to tell sometimes.. J
Rene'
801-721-6080
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Robert L.
Nuckolls, III
Sent: Thursday, October 29, 2015 1:44 PM
Subject: Re: AeroElectric-List: Fire Sale Phase V - SOLD OUT
At 12:10 PM 10/29/2015, you wrote:
There aren't any women on the list? :>)
None who ordered parts . . .
Bob . . .
________________________________________________________________________________
From: | Sam Marlow <sam.marlow(at)roadrunner.com> |
Subject: | Re: Fire Sale Phase V - SOLD OUT |
Can someone help me identify what kind of connectors are used on this
switch? I want to use it on the flaps for an RV7A. Part # 13AT437-T2
7711 or M8805/26-010, not sure which one is the part number.
Thanks!
Sam Marlow
Robert L. Nuckolls, III wrote:
>
>
> Thank you gentlemen . . . the recently uncovered
> 'stash' of solder sleeves is sold out.
>
>
> Bob . . .
>
>
________________________________________________________________________________
From: | Sam Marlow <sam.marlow(at)roadrunner.com> |
Can someone help me identify what kind of connectors are used on this
switch? I want to use it on the flaps for an RV7A. Part # 13AT437-T2
7711 or M8805/26-010, not sure which one is the part number.
Thanks!
Sam Marlow
________________________________________________________________________________
From: | Eric Page <edpav8r(at)yahoo.com> |
Those are called solder turrets:
There is no mating connector. They're meant to have bare wires wrapped arou
nd them then soldered, like this:
I'll leave it to others here to discuss their suitability for use in aircraf
t.
Eric
> On Oct 29, 2015, at 3:32 PM, Sam Marlow wrote:
> Can someone help me identify what kind of connectors are used on this swit
ch? I want to use it on the flaps for an RV7A. Part # 13AT437-T2 7711 or M88
05/26-010, not sure which one is the part number.
> Thanks!
>
> Sam Marlow