Today's Message Index:
----------------------
1. 04:25 AM - Re: Re: vacuum instrument supply (Jim Sower)
2. 06:04 AM - Re: Re: vacuum instrument supply (John Slade)
3. 06:06 AM - BNC crimp connectors (Wayne Sweet)
4. 07:08 AM - Magneto Timing (mprather@spro.net)
5. 07:32 AM - Re: BNC crimp connectors (Robert L. Nuckolls, III)
6. 07:37 AM - LVWarn/ABMM instructions uploaded (Robert L. Nuckolls, III)
7. 10:41 AM - Re: Re: vacuum instrument supply (Charlie and Tupper England)
8. 11:28 AM - System Planning (Mark Phillips)
9. 11:47 AM - Re: System Planning (Sam Buchanan)
10. 12:06 PM - Re: System Planning (Ross Mickey)
11. 12:26 PM - Re: System Planning (BobsV35B@aol.com)
12. 12:53 PM - Re: BNC crimp connectors (Richard Dudley)
13. 03:13 PM - Re: BNC crimp connectors (Wayne Sweet)
14. 07:40 PM - Re: firewall pass through (kc)
15. 07:50 PM - Re: firewall pass through ()
16. 07:55 PM - Re: firewall pass through (Robert Dickson)
17. 07:58 PM - Re: firewall pass through (Paul McAllister)
Message 1
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| Subject: | Re: vacuum instrument supply |
--> AeroElectric-List message posted by: Jim Sower <canarder@starband.net>
<... when the engine quits in the clouds ...>
I would hazard a guess that almost any battery would keep your instruments alive
until you're on the ground. Ten or fifteen minutes would do it. :o)
George Braly wrote:
> --> AeroElectric-List message posted by: George Braly <gwbraly@gami.com>
>
> What happens when the engine quits in the clouds? Or an induction coupling
> comes undone while IFR?
>
> -----Original Message-----
> From: Robert L. Nuckolls, III [mailto:bob.nuckolls@cox.net]
> To: aeroelectric-list@matronics.com
> Subject: AeroElectric-List: Re: vacuum instrument supply
>
> --> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
> <bob.nuckolls@cox.net>
>
> At 06:27 AM 12/18/2002 -0800, you wrote:
> >--> AeroElectric-List message posted by: "Gary Casey"
> <glcasey@adelphia.net>
> >
> > > > What is the failure rate of the electric motor versus
> > > >the suction pump?
> > >
> > > I don't have hard numbers from any formal studies. Further,
> > > there is more to consider than pump of failures.
> >
> >This may not be the forum, but somebody started it by mentioning "vacuum,"
> >so...
> >I designed a (patented) pressure regulator that will provide a continuous
> >power source for vacuum instruments from a turbocharged engine regardless
> of
> >engine operating condition. It eliminates the need for a mechanical vacuum
> >pump and should last forever as there are no wearing parts. I'm looking
> for
> >someone to test the first unit as my turbocharged ES is quite a ways from
> >being completed. Anyone interested?
>
> Gary,
>
> Can you send me literature on the product?
>
> Bob . . .
>
Message 2
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| Subject: | Re: vacuum instrument supply |
--> AeroElectric-List message posted by: "John Slade" <sladerj@bellsouth.net>
> <... when the engine quits in the clouds ...>
> I would hazard a guess that almost any battery would keep your
> instruments alive until you're on the ground.
> Ten or fifteen minutes would do it. :o)
True, provided that you have electric instruments, or an electric vacuum
backup. This gizmo is proposed as a main vacuum source.
John Slade
Message 3
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| Subject: | BNC crimp connectors |
--> AeroElectric-List message posted by: "Wayne Sweet" <wsweet@attbi.com>
I have used only the solder type BNC connectors, because for aircraft, stranded
center conductor coaxial cable must be used. All the crimp-type BNC connectors
that I have been able to find have a smaller diameter hole for center conductor.
Anyone know of the part number/manufacturer of the crimp-type that will work???
Wayne
Message 4
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--> AeroElectric-List message posted by: mprather@spro.net
Gary,
Thanks for getting back to me.
I hadn't thought about the ground path through the primary winding. The
buzz boxes must have a circuit that detects the inductance associated
with running an AC current through that winding.
I might try your 2nd suggestion. Fortunately, in a Varieze, you can stand
in the rear cockpit with the engine running and have a perfect view of the
timing marks and the case split.
Matt Prather
N34RD
Message 5
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| Subject: | Re: BNC crimp connectors |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 06:06 AM 12/19/2002 -0800, you wrote:
>--> AeroElectric-List message posted by: "Wayne Sweet" <wsweet@attbi.com>
>
>I have used only the solder type BNC connectors, because for aircraft,
>stranded center conductor coaxial cable must be used. All the crimp-type
>BNC connectors that I have been able to find have a smaller diameter hole
>for center conductor. Anyone know of the part number/manufacturer of the
>crimp-type that will work???
>Wayne
http://www.aeroelectric.com/Catalog/antenna/antenna.html#s605cm
Bob . . .
Message 6
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| Subject: | LVWarn/ABMM instructions uploaded |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
I've got a draft copy of the installation instructions
uploaded for review by anyone with an interest in this
product. The hardware has been done for awhile but
I didn't want to post kit offerings until all the paperwork
was done.
You can see the instructions at:
http://216.55.140.222/Catalog/inst/9005-701A.pdf
I'll be combing the glitches out of it for a day or so
. . . any questions or critical review suggestions are
welcome.
Will post the kit offerings this weekend.
Bob . . .
|-------------------------------------------------------|
| The man who does not read good books has no advantage |
| over the man who cannot read them. |
| - Mark Twain |
|-------------------------------------------------------|
Message 7
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| Subject: | Re: vacuum instrument supply |
--> AeroElectric-List message posted by: Charlie and Tupper England <cengland@netdoor.com>
Probably the same thing that happens when the engine quits while using a
standard vacuum pump. Or when a hose comes off a standard vacuum pump.
:-)
George Braly wrote:
> --> AeroElectric-List message posted by: George Braly <gwbraly@gami.com>
>
>
> What happens when the engine quits in the clouds? Or an induction coupling
> comes undone while IFR?
>
> -----Original Message-----
> From: Robert L. Nuckolls, III [mailto:bob.nuckolls@cox.net]
> To: aeroelectric-list@matronics.com
> Subject: AeroElectric-List: Re: vacuum instrument supply
>
>
> --> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
> <bob.nuckolls@cox.net>
>
> At 06:27 AM 12/18/2002 -0800, you wrote:
>
>>--> AeroElectric-List message posted by: "Gary Casey"
>
> <glcasey@adelphia.net>
>
>>>> What is the failure rate of the electric motor versus
>>>>the suction pump?
>>>
>>> I don't have hard numbers from any formal studies. Further,
>>> there is more to consider than pump of failures.
>>
>>This may not be the forum, but somebody started it by mentioning "vacuum,"
>>so...
>>I designed a (patented) pressure regulator that will provide a continuous
>>power source for vacuum instruments from a turbocharged engine regardless
>
> of
>
>>engine operating condition. It eliminates the need for a mechanical vacuum
>>pump and should last forever as there are no wearing parts. I'm looking
>
> for
>
>>someone to test the first unit as my turbocharged ES is quite a ways from
>>being completed. Anyone interested?
>
>
> Gary,
>
> Can you send me literature on the product?
>
> Bob . . .
>
>
>
>
>
>
>
Message 8
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--> AeroElectric-List message posted by: Mark Phillips <ripsteel@edge.net>
Dear Bob,
If I have a mind left, please consider this inquiry:
After following the Aeroelectric list since its inception, and even
after my second reading of -The Book-, I am obviously missing something
fundamental; please set me straight. In following your philosophy in
all preliminary planning, I have faithfully designed for the Main and
Essential/Endurance bus architecture. Now that my system drawing
(basically Z-11) is staring back at me from the screen, I am trying to
understand what the fundamental purpose is for this arrangement. I have
looked for specific references that speak to this, even in your articles
on the web, and have failed to locate them. (link me up, Scotty!) I
understand shedding non-essential loads upon alternator failure, and
isolation of ailing systems (I think!), but after distributing goodies
to the busses, every single circuit attached to the Main bus is
independently protected and switchable. (exceptions to "switchable":
EIS engine monitor- but I'm thinking this belongs on the E-bus, please
advise-, and your -201 low volts monitor) It appears that if things get
dicey while airborne, one would kill the Master, switch all the stuff
off, resume Master, then add only "essential" components for each phase
of flight pending safe arrival.
My ship is a day/nite VFR RV, carb & dual mags, with 17ah batt,
contactors and all fat wires FWF.
Not questioning the validity of the E-bus architecture, I just prefer to
understand the whats & whys of all this stuff before I commit (all stuff
but them little black boxes, that is- them's still FM to me!)
Signed,
Not Grokking in TN
do not archive
Message 9
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| Subject: | Re: System Planning |
--> AeroElectric-List message posted by: Sam Buchanan <sbuc@hiwaay.net>
Ok, Grok, I'm not Bob but try this on for size..... :-)
If you don't use the E-bus system, how are you going to restore power to
the essentials on a a conventional system if the main contactor is
toast??
Me thinks the purpose of the E-bus is to provide power even if
EVERYTHING from the main contactor (including the contactor) forward is
gone.
Sam Buchanan (RV-6 with essential bus, still learning)
======================
Mark Phillips wrote:
>
> --> AeroElectric-List message posted by: Mark Phillips <ripsteel@edge.net>
>
> Dear Bob,
>
> If I have a mind left, please consider this inquiry:
>
> After following the Aeroelectric list since its inception, and even
> after my second reading of -The Book-, I am obviously missing something
> fundamental; please set me straight. In following your philosophy in
> all preliminary planning, I have faithfully designed for the Main and
> Essential/Endurance bus architecture. Now that my system drawing
> (basically Z-11) is staring back at me from the screen, I am trying to
> understand what the fundamental purpose is for this arrangement. I have
> looked for specific references that speak to this, even in your articles
> on the web, and have failed to locate them. (link me up, Scotty!) I
> understand shedding non-essential loads upon alternator failure, and
> isolation of ailing systems (I think!), but after distributing goodies
> to the busses, every single circuit attached to the Main bus is
> independently protected and switchable. (exceptions to "switchable":
> EIS engine monitor- but I'm thinking this belongs on the E-bus, please
> advise-, and your -201 low volts monitor) It appears that if things get
> dicey while airborne, one would kill the Master, switch all the stuff
> off, resume Master, then add only "essential" components for each phase
> of flight pending safe arrival.
>
> My ship is a day/nite VFR RV, carb & dual mags, with 17ah batt,
> contactors and all fat wires FWF.
>
> Not questioning the validity of the E-bus architecture, I just prefer to
> understand the whats & whys of all this stuff before I commit (all stuff
> but them little black boxes, that is- them's still FM to me!)
>
> Signed,
> Not Grokking in TN
Message 10
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| Subject: | Re: System Planning |
--> AeroElectric-List message posted by: "Ross Mickey" <rmickey@ix.netcom.com>
> It appears that if things get
> dicey while airborne, one would kill the Master, switch all the stuff
> off, resume Master, then add only "essential" components for each phase
> of flight pending safe arrival.
This is one of the points of the E buss arch. When things get "dicey", you
want to concentrate on flying, not turning off and on switches. This
simplifies the process. 1) alternator blows 2) turn off main 3) turn on E
Buss 4) fly to appropriate landing site.
Some of us have added options such as a crossfeed from the E bus to the main
fuse block. IF you are in control of the situation after #1-4 above, then
switch all non-E bus appliances off, turn on the crossfeed switch and then
turn on the non- E buss appliance you want to power.
Ross
Message 11
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| Subject: | Re: System Planning |
--> AeroElectric-List message posted by: BobsV35B@aol.com
In a message dated 12/19/02 1:28:47 PM Central Standard Time,
ripsteel@edge.net writes:
> It appears that if things get
> dicey while airborne, one would kill the Master, switch all the stuff
> off, resume Master, then add only "essential" components for each phase
> of flight pending safe arrival.
>
Good Afternoon Rip,
This may not be at all applicable to your situation, but it does relate to
just how much can be expected of a pilot when stuff hits the fan.
When The Convair 340 was first put on the line, the electrical fire procedure
said to kill the master. After that, one was to pull all of the circuit
breakers. That was followed by restoring electrical power by switching the
master back on.
We were then told to reactive required circuits by closing the applicable
circuit breaker. If the smoke returned, we were to leave that circuit
breaker pulled, restore the rest and continue the flight in an appropriate
manner.
That worked just fine as long as all we did was talk about it. When the
first cockpit simulators came along, we tried to follow that procedure.
It didn't work at all. We found that it took almost a half hour to just go
through the steps listed.
Obviously, new, more workable procedures were developed!
I only mention this to point out that what sometimes seem like a rational,
workable, solution doesn't work in the real world.
In this case, the use of a rudimentary flight simulator made that obvious.
On occasion, even procedures that have worked well in a simulator have been
found to fail in the heat of an actual emergency.
Design and think through everything to your hearts content, but retain a
familiar back up to keep you going if things don't work out the way you think
they will.
Happy Skies,
Old Bob
Message 12
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| Subject: | Re: BNC crimp connectors |
--> AeroElectric-List message posted by: Richard Dudley <rhdudley@att.net>
Wayne,
I have used crimped BNC connectors from Aeroelectric and Digi-Key with
RG-400 that has stranded center connector. The Digi-Key part number is
All64-ND and the Aeroelectric part is the only one they list. They both
use a crimp tool that is sold by Aeroelectric.
Regards,
Richard Dudley
-6A FWF
Wayne Sweet wrote:
>
> --> AeroElectric-List message posted by: "Wayne Sweet" <wsweet@attbi.com>
>
> I have used only the solder type BNC connectors, because for aircraft, stranded
center conductor coaxial cable must be used. All the crimp-type BNC connectors
that I have been able to find have a smaller diameter hole for center conductor.
Anyone know of the part number/manufacturer of the crimp-type that will
work???
> Wayne
>
Message 13
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| Subject: | Re: BNC crimp connectors |
--> AeroElectric-List message posted by: "Wayne Sweet" <wsweet@attbi.com>
Richard,
Thanks for the info. Just placed my order.
Wayne
----- Original Message -----
From: "Richard Dudley" <rhdudley@att.net>
Subject: Re: AeroElectric-List: BNC crimp connectors
> --> AeroElectric-List message posted by: Richard Dudley <rhdudley@att.net>
>
> Wayne,
>
> I have used crimped BNC connectors from Aeroelectric and Digi-Key with
> RG-400 that has stranded center connector. The Digi-Key part number is
> All64-ND and the Aeroelectric part is the only one they list. They both
> use a crimp tool that is sold by Aeroelectric.
>
> Regards,
>
> Richard Dudley
> -6A FWF
>
> Wayne Sweet wrote:
> >
> > --> AeroElectric-List message posted by: "Wayne Sweet"
<wsweet@attbi.com>
> >
> > I have used only the solder type BNC connectors, because for aircraft,
stranded center conductor coaxial cable must be used. All the crimp-type BNC
connectors that I have been able to find have a smaller diameter hole for
center conductor. Anyone know of the part number/manufacturer of the
crimp-type that will work???
> > Wayne
> >
>
>
Message 14
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| Subject: | Re: firewall pass through |
--> AeroElectric-List message posted by: "kc" <samdacat@elp.rr.com>
??Where can I get information on the Grand Rapids EIS??
----- Original Message -----
From: "Robert Dickson" <robert@thenews-journal.com>
Subject: AeroElectric-List: firewall pass through
> --> AeroElectric-List message posted by: "Robert Dickson"
<robert@thenews-journal.com>
>
> I'm installing a Grand Rapids EIS that will take the place of all the
> "normal" guages. This instrument has two bundles of wires that go firewall
> forward. Is there any problem with stuffing these bundles through only two
> holes in the firewall? They'll be pretty thick, but I've got grommets that
> will hold them.
> All the egt/cht wires will go through one hole and all the other sensor
> wires plus p leads plus electric primer lead will go through the other.
> It looks like I can route all these wires to the top center of the engine
> mount, then aft through the firewall and direct to the EIS.
>
> Thanks in advance for your thoughts.
>
> Robert Dickson
> RV-6A electrical
>
>
Message 15
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| Subject: | Re: firewall pass through |
--> AeroElectric-List message posted by: <315@cox.net>
http://hometown.aol.com/enginfosys
----- Original Message -----
From: "kc" <samdacat@elp.rr.com>
Subject: Re: AeroElectric-List: firewall pass through
> --> AeroElectric-List message posted by: "kc" <samdacat@elp.rr.com>
>
> ??Where can I get information on the Grand Rapids EIS??
>
>
> ----- Original Message -----
> From: "Robert Dickson" <robert@thenews-journal.com>
> To: "Aeroelectric List" <aeroelectric-list@matronics.com>
> Subject: AeroElectric-List: firewall pass through
>
>
> > --> AeroElectric-List message posted by: "Robert Dickson"
> <robert@thenews-journal.com>
> >
> > I'm installing a Grand Rapids EIS that will take the place of all the
> > "normal" guages. This instrument has two bundles of wires that go
firewall
> > forward. Is there any problem with stuffing these bundles through only
two
> > holes in the firewall? They'll be pretty thick, but I've got grommets
that
> > will hold them.
> > All the egt/cht wires will go through one hole and all the other sensor
> > wires plus p leads plus electric primer lead will go through the other.
> > It looks like I can route all these wires to the top center of the
engine
> > mount, then aft through the firewall and direct to the EIS.
> >
> > Thanks in advance for your thoughts.
> >
> > Robert Dickson
> > RV-6A electrical
> >
> >
>
>
Message 16
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| Subject: | Re: firewall pass through |
--> AeroElectric-List message posted by: "Robert Dickson" <robert@thenews-journal.com>
try http://hometown.aol.com/enginfosys/index.htm
Greg is very user friendly.
Robert Dickson
RV-6A electrical
----------
>From: "kc" <samdacat@elp.rr.com>
>To: <aeroelectric-list@matronics.com>
>Subject: Re: AeroElectric-List: firewall pass through
>Date: Thu, Dec 19, 2002, 10:36 PM
>
> --> AeroElectric-List message posted by: "kc" <samdacat@elp.rr.com>
>
> ??Where can I get information on the Grand Rapids EIS??
>
>
> ----- Original Message -----
> From: "Robert Dickson" <robert@thenews-journal.com>
> To: "Aeroelectric List" <aeroelectric-list@matronics.com>
> Subject: AeroElectric-List: firewall pass through
>
>
>> --> AeroElectric-List message posted by: "Robert Dickson"
> <robert@thenews-journal.com>
>>
>> I'm installing a Grand Rapids EIS that will take the place of all the
>> "normal" guages. This instrument has two bundles of wires that go firewall
>> forward. Is there any problem with stuffing these bundles through only two
>> holes in the firewall? They'll be pretty thick, but I've got grommets that
>> will hold them.
>> All the egt/cht wires will go through one hole and all the other sensor
>> wires plus p leads plus electric primer lead will go through the other.
>> It looks like I can route all these wires to the top center of the engine
>> mount, then aft through the firewall and direct to the EIS.
>>
>> Thanks in advance for your thoughts.
>>
>> Robert Dickson
>> RV-6A electrical
>>
>>
>
>
>
Message 17
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| Subject: | Re: firewall pass through |
--> AeroElectric-List message posted by: "Paul McAllister" <paul.mcallister@qia.net>
See http://hometown.aol.com/enginfosys/ , great product I have one. - Paul
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