Today's Message Index:
----------------------
1. 06:33 AM - Firewall penetration (Fergus Kyle)
2. 06:41 AM - Fw: SS Grab bar find (Fergus Kyle)
3. 07:03 AM - Looking for an EGT selector switch (Sam Hoskins)
4. 07:12 AM - Re: Looking for an EGT selector switch (BobsV35B@aol.com)
5. 07:16 AM - Re: Looking for an EGT selector switch (Matt Prather)
6. 07:57 AM - three terminal contactor (Robert L. Nuckolls, III)
7. 07:57 AM - Re: Resetting C/Bs (Paul Messinger)
8. 08:08 AM - Re: 10443 Runyan (Robert L. Nuckolls, III)
9. 08:14 AM - Re: Looking for an EGT selector switch (Robert L. Nuckolls, III)
10. 08:19 AM - Re: Looking for an EGT selector switch (Sam Hoskins)
11. 10:17 AM - Re: Looking for an EGT selector switch (Jim Jewell)
12. 12:26 PM - Re: question on alternators/controllers (Robert L. Nuckolls, III)
13. 12:28 PM - Filter inductor question (Gilles.Thesee)
14. 12:31 PM - Re: Radio Noise (Robert L. Nuckolls, III)
15. 06:57 PM - Re: Filter inductor question (Robert L. Nuckolls, III)
16. 07:00 PM - Re: Brass hardware (Robert L. Nuckolls, III)
17. 07:00 PM - Re: Alternator Systems (Robert L. Nuckolls, III)
18. 07:51 PM - Re: Resetting C/Bs (Robert L. Nuckolls, III)
19. 07:51 PM - Re: Looking for an EGT selector switch (Julia)
20. 08:05 PM - Electrical System Gremlin (Tom & Cathy Ervin)
21. 08:10 PM - Re: Alternator Systems (Matt Prather)
22. 08:19 PM - Re: Resetting C/Bs (richard@riley.net)
23. 09:15 PM - Weekend seminars (Terry Watson)
Message 1
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Firewall penetration |
--> AeroElectric-List message posted by: "Fergus Kyle" <VE3LVO@rac.ca>
Cheers,
I was not successful with Franklin Brass 6424, but suggest US$24
item. It's Franklin Brass Search for item #SF6318. There are 4 lengths, but
suppose the shortest suffices..............
Ferg
Message 2
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Fw: SS Grab bar find |
--> AeroElectric-List message posted by: "Fergus Kyle" <VE3LVO@rac.ca>
----- Original Message -----
From: "Fergus Kyle" <VE3LVO@rac.ca>
Subject: SS Grab bar find
> Cheers,
> I followed the trail on Masco without luck, but Franklin>
Brass came up with the following item . Note: the URL is quite long and must
be all in one line to> acquire. OR just search FB for item #SF6318.
>
http://media.doitbest.com/products/438833.gifhttp://media.doitbest.com/produ
cts/438833.gif
>
> Heavy-Duty Grab Bar Franklin Brass
> Safety-first, stainless steel 1-1/2" diameter welded bars. Tested to
> withstand 1000 lb. pull when securely installed. Easy-to-install,
> instructions and screws included
> No. SF6318: 1-1/2" x 18" long US$24
> That might work --
> Ferg
>
Message 3
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Looking for an EGT selector switch |
--> AeroElectric-List message posted by: "Sam Hoskins" <shoskins@globaleyes.net>
I'm looking for a source for a rotary EGT/CHT selector switch.
Any suggestions?
Sam Hoskins
Quickie Q-200
Message 4
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Looking for an EGT selector switch |
--> AeroElectric-List message posted by: BobsV35B@aol.com
In a message dated 3/30/03 9:03:53 AM Central Standard Time,
shoskins@Globaleyes.net writes:
> I'm looking for a source for a rotary EGT/CHT selector switch.
>
> Any suggestions?
>
> Sam Hoskins
> Quickie Q-200
>
Good Morning Sam,
I am reasonably confident that Alcor can still supply such a switch. I
wonder, though, why you would want one?
Units which contain the capability of allowing a pilot to monitor all data at
the same time are readily available from JPI, Electronics International,
Insight and many others.
I had the Alcor switch and single gauge arrangement some years ago. It was
replaced by a single instrument which provides more capability and takes less
panel space. On top of that, it weighs less!
Why don't you check the availability of new product? You might find that you
don't want that switch at all.
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Message 5
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Looking for an EGT selector switch |
--> AeroElectric-List message posted by: Matt Prather <mprather@spro.net>
Sam Hoskins wrote:
>--> AeroElectric-List message posted by: "Sam Hoskins" <shoskins@globaleyes.net>
>
>I'm looking for a source for a rotary EGT/CHT selector switch.
>
>Any suggestions?
>
>Sam Hoskins
>Quickie Q-200
>
>
I recently bought one of the Westach switches available from 'Spruce. It
seems to be working well for me.
Matt-
N34RD
Message 6
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | three terminal contactor |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
>Bob
>
>I wonder if you can help. I recently purchased a jabiru 2200 engine which
>came with a few electrical items. I think one is a battery contactor but
>I'm not sure. It looks like your 12V, Continuous Duty, 4-Terminal
>Contactors but instead of 4 terminals it has 3 (2 large terminals one
>marked BAT, and the 3rd is a smaller terminal). Tne unit is marked W-R/RBM
>71-109225 - 2 coil 6VDC INT.
I am mystified by the "2 coil, 6vdc int" marking.
The device is made by White-Rogers division of
Stancor. You can see similar devices at
http://www.stancor.com/pdfs/pg87_90.pdf
The part number suggests this is a special device
made to specifications different from their
catalog items. Cessna used to purchase similarly
customized items from the same company years ago
wherein part numbers stamped on the product
shell were not to be found in the catalog in
spite of identical appearance to other products.
Since this was supplied with your engine, I suspect
it is intended to be used as a STARTER contactor.
This may explain the "int" portion of the marking.
It also may be a 6V rated device and intended by
Jabiru to be used in starter service and deliberately
over driven to achieve more positive closure of
the contacts.
Use your ohmmeter to measure resistance of the
coil and find out where other end is connected.
I suspect you'll find that continuity exists
between small terminal and the contactor's metal
case. If it's a 6v unit, the coil resistance is
probably 1 ohm or less. Make this measurement
and get back to me.
If you don't find continuity between small terminal
and case, then look for continuity between small
terminal and BAT terminal.
I will invite you to join us on the AeroElectric List
to continue this and similar discussions. It's useful to
share the information with as many folks as possible.
You can join at . . .
http://www.matronics.com/subscribe/
Thanks!
Bob . . .
|---------------------------------------------------|
| A lie can travel half way around the world while |
| the truth is till putting on its shoes . . . |
| -Mark Twain- |
|---------------------------------------------------|
Message 7
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Resetting C/Bs |
--> AeroElectric-List message posted by: "Paul Messinger" <paulm@tenforward.com>
Comments in context.
> >I have had smoke in the cockpit in certificated acft a couple of times. A
> >master breaker saved my butt once as it was in IFR.
>
> what's a "master breaker"?
In this case it was the master power switch which opened the battery
contactor. Perhaps not precise words but the point was everything off in one
stroke :-)
>
> > Turned out to be COM #2.
> >breaker never opened as short was current limited and had burned internal
> >to radio. The other case was the same but could have continued with
master
> >off if needed.
>
>
> >Had I not has a manually openable CB I am not sure how things would have
> >turned out. So its not just a CB but if you have one be sure you can pull
it
> >open.
>
> I'm surprised that the on/off switch for a radio didn't offer
> a disconnect for everything powered within the radio.
No way to know for sure what or where the electrical smoke was comming from.
It smelled like electrical and powering off everything stopped it. Not all
electrical equipment is controlled by a switch (at least in that acft)
As for using the individual on off switches did not cover enerything as the
intercom had none as well as some other instruments and there was no way to
know where the problem was. But the use of the pull to open CB was better in
my mind as it included intercom and also the wiring to the radios etc.
My approach was fewer steps to find the problem while flying the aircraft.
That approach would not have been an option in many acft as the use of the
lower cost CB with no pull open feature (have a flush button). Fuses would
have been worse and what would you do if they were not crew accessable????
I was over the mountains and planned destination and alternates were near
minimums. This was years ago and no such thing as GPS. Thus an alternate
like compass heading etc would work well.
>
> >What I did was to pull the master and then each individual CB. reset
master
> >and close others one at a time until source of smoke was found. No
radio/nav
> >was not really an option in IFR.
> >
> >However all the cases of crashes etc from having resetable CB is from the
> >pilots or crews lack of the first rule of flight. FLY THE AIRPLANE FIRST
AND
> >ALWAYS.
> >
> >Many pilots allow a problem to distract them and the result is usually
very
> >bad. A simple problem crashed the acft because of pilot distraction.
> >
> >Thus I feel in most cases Bob is right. Design your acft so you can keep
> >going with no inflight trouble shooting needed.
>
> I think Dave's issue was whether or not to offer breakers
> that can be re-closed . . . for example, most production SE Cessnas
> have push-only breakers. If one can justify putting those breakers
> out of reach -or- replacing with no-flight-fiddling fuses, are
> risks to the outcome of flight increased? I would suggest
> that risks are decreased due to reduced pilot distraction as
> long as one has a plan-B alternative for the most necessary
> equipment items.
While I agree that pilot distractions in MOST cases are best not allowed its
not always the best case.
I do not see any alternative to trouble shooting with an electrical fire
somewhere in the cockpit where some electrical components are needed for
safe flight. Thus the use of Push-only CB is not something I would ever use.
Letting it burn and hoping it will burn out sure is not one I like.
Flying full IFR with no way to communicate and no way to descend safely into
IFR even at your destination is also not one I like.
My point is one solution does not fit all acft/pilot situations.
If the fire/short etc does not open the CB or fuse one needs some
alternative to letting it burn.
In any event we can have more alternative plan "B"'s today and with
experimental acft and actually impliment them.
My expriences were with certificated acft where you take what they provide.
If the decision is to have CB then I would never have the only push closed
type. This is a different issue than "to have "or "not to have" CB or fuses
and "inflight or not inflight accessable".
I do agree that most cases having something to fiddle with in flight is
likely to be worse than having nothing to fiddle with so pilot distractions
are minimized. Depends on pilot training and discipline.
Paul
Former USAF trained pilot.
Message 8
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: 10443 Runyan |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
>
>Comments/Questions: Bob- I am installing a dimmer that I bought from B&C.
>The serial number is
>RU6NAYSD252A. May I assume that this is Revision A that is referenced in
>the instructions? As you know, I need to know which revision it is so that
>I can install the pins properly.
>Thanks,
>David Runyan
The number you quoted is the part number for the
potentiometer that controls dimmer electronics. The
dimmer assembly should have a number on it like
DIM15-14A. The "A" indicates the later version.
Further, the etched circuit board for the dimmer
has a number on it. 9013-300-1 or 9013-304-1.
The -304 part is the later version.
I will invite you to join us on the AeroElectric List
to continue this and similar discussions. It's useful to
share the information with as many folks as possible.
You can join at . . .
http://www.matronics.com/subscribe/
Thanks!
Bob . . .
|---------------------------------------------------|
| A lie can travel half way around the world while |
| the truth is till putting on its shoes . . . |
| -Mark Twain- |
|---------------------------------------------------|
Message 9
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Looking for an EGT selector switch |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 09:03 AM 3/30/2003 -0600, you wrote:
>--> AeroElectric-List message posted by: "Sam Hoskins"
><shoskins@globaleyes.net>
>
>I'm looking for a source for a rotary EGT/CHT selector switch.
>
>Any suggestions?
If you don't find an attractive off-the-shelf version,
you can build it using a two-pole rotary switch and
d-sub connectors and a small project box. You need to
observe the rules for wiring thermocouples as outlined
in Figure 14-7 of
http://www.aeroelectric.com/articles/excerpt.pdf
(note error in cross-over connections of wires to
the switch positions - but this figure illustrates
the required technique.)
You can wire your switch box totally from copper
wire inside . . . This DOES generate all kinds of
new, strange and potentially deleterious thermocouples
but they occur in pairs and cancel each other out.
Bob . . .
Message 10
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Looking for an EGT selector switch |
--> AeroElectric-List message posted by: "Sam Hoskins" <shoskins@globaleyes.net>
O'l Bob
I am retrofitting my Q-200 but do not want to fabricate a new instrument
panel. Last year at OSH I looked around and all the new hi-tech goodies
would force a major (reads: new) reconfiguration of the panel.
I am willing to compromise for a cheap, down and dirty retrofit. The only
box I might consider would have to fit in the standard 3 1/2" hole and show
EGT/CHT/Oil press and oil temp (and cost less than $500). These duties are
presently handled by my old Westach Quad gauge.
Sam Hoskins
Quickie Q-200
1,350 hours and across the USA in one day.
Good Morning Sam,
I am reasonably confident that Alcor can still supply such a switch. I
wonder, though, why you would want one?
Units which contain the capability of allowing a pilot to monitor all data
at
the same time are readily available from JPI, Electronics International,
Insight and many others.
I had the Alcor switch and single gauge arrangement some years ago. It was
replaced by a single instrument which provides more capability and takes
less
panel space. On top of that, it weighs less!
Why don't you check the availability of new product? You might find that
you
don't want that switch at all.
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Message 11
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Looking for an EGT selector switch |
--> AeroElectric-List message posted by: "Jim Jewell" <jjewell@telus.net>
Contact Rocky Mountain Instruments http://www.rkymtn.com/
Jim
----- Original Message -----
From: "Sam Hoskins" <shoskins@Globaleyes.net>
Subject: AeroElectric-List: Looking for an EGT selector switch
> --> AeroElectric-List message posted by: "Sam Hoskins"
<shoskins@globaleyes.net>
>
> I'm looking for a source for a rotary EGT/CHT selector switch.
>
> Any suggestions?
>
> Sam Hoskins
> Quickie Q-200
>
>
Message 12
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: question on alternators/controllers |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 01:53 AM 3/30/2003 -0500, you wrote:
>--> AeroElectric-List message posted by: Aucountry@aol.com
>
>I Just finished the installation of an overhauled alternator (Aeroelectrics)
>and new Zeftronics alternaor controller in a Piper PA-24-250
>Comanche.=A0 =20I
>replaced all of the the wires firewall forward.=A0 New ground wires.=A0
>Dedicated ground wire from the alternator to the alternator controller.=A0
>=20 On
>engine start, the ammeter goes up like expected then decreases as
>expected.=A0
> The voltage readout on a digital ammeter/voltmeter on the avionics side of
>the bus bar shows 12.6 volts at idle and 13.0 volts at 1500 RPM.=A0 The
>voltage readout on the JPI 700 at the same time is 13.0 volts at idle and
>13.4 volts at 1500 RPM.=A0 At 1500 RPM with ALL of the switches turned
>on=20is
>12.1 volts on the avionics side and 12.4 on the JPI 700.=A0 The ammeter
>under
>a full load shows about 0.0 amps plus or MINUS 0.2 amps.
>
> Now, had this been the first time this has happened I'd say more trouble
>shooting is called for.=A0 However.=A0 I installed an overhauled (from
>AVIALL) alternator and Zeftronics controller on a Tiger about a year ago and
>his JPI 700 showed a consistant 12.6 to 13.2 volts under most conditions.=A0
>I did the usual and cleaned the grounds, replaced the Master Switch, and
>cleaned all connections.=A0 Still no change.=A0 The owner decided to
>take the
>plane and if there were any problems with the battery not staying charged
>he'd get back to me.=A0 So far, the battery has stayed charged.=A0
>
>Can the voltage be set on the alternator controllers?=A0 Is there something
>else I should be looking at or for?
Your battery may be cranking the engine but I'd guess that it's
not getting fully charged. There are two voltage readings that
you need to get. First is right across the battery terminals
while the alternator is running, engine 1500 or more and all
electrical stuff turned off. Also, voltage right at the
bus supply input to the regulator.
A more appropriate voltage level for your panel instrument
readings is 14.0 to 14.5 volts with everything running.
See if your regulator has a screwdriver adjustment . . . it
may be hidden under a plug button or some kind of seal over
a hole. A phone call to the manufacturer of your regulator
should let you find out if the model you have is adjustable.
You might ask them what the factory set-point is for their
regulators. It should be on the order of 14.2 volts.
Bob . . .
>Gary
>
>
Bob . . .
|-------------------------------------------------------|
| The man who does not read good books has no advantage |
| over the man who cannot read them. |
| - Mark Twain |
|-------------------------------------------------------|
Message 13
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Filter inductor question |
--> AeroElectric-List message posted by: "Gilles.Thesee" <Gilles.Thesee@ac-grenoble.fr>
Hi Bob,
In your book, chapter 16 you propose a filter circuit for hand-held
accessories.
I'm trying to replicate a single channel version.
The inductor designation mentions only the Radio Shack p/n 270-030.
Could you translate that into inductor caracteristics to allow me to
purchase an equivalent from a 'Non-Shack' supplier ?
Thanks in advance.
By the way, which bus would you suggest to feed this beast from ? Our
circuit is single alternator, dual battery with e-bus and two battery
busses.
Thanks,
Gilles
Message 14
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 03:20 PM 3/29/2003 -0800, you wrote:
>--> AeroElectric-List message posted by: cecilth@juno.com
>
> I have shop radio noise.
>AM Radio
>I ran shielded cable to a roof antenna thats isolated from all metal.
>Roof side grounded to ground pipe.
>Radio side grounded to radio.
>Have lots of ballasts in ceiling lights.
>Can't seem to get rid of the noise while I work on my RV6A.
>Do not archive.
>Cecil needs help.
What kind of AM radio do you have with an external antenna
connector? Is this a car radio?
If it's a plug-in-the-wall radio, noise from the lights
may be getting into the radio via the power cord. Need to
know a bit more about the hardware you're using.
A builder at one of my seminars couldn't use an AM radio
inside his shop either due to lighting noise. He bought
a cheapie 2.5 GHz cordless phone and adapted it to
transmit clean audio from a radio in his car outside the
shop to a cordless phone fitted with an amplifier/speaker
inside the shop. Quite a bit of fuss but effective.
Similar solutions can sometimes be crafted using wireless
microphone technologies.
Bob . . .
Message 15
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Filter inductor question |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 10:15 PM 3/30/2003 +0200, you wrote:
>--> AeroElectric-List message posted by: "Gilles.Thesee"
><Gilles.Thesee@ac-grenoble.fr>
>
>Hi Bob,
>
>In your book, chapter 16 you propose a filter circuit for hand-held
>accessories.
>I'm trying to replicate a single channel version.
>The inductor designation mentions only the Radio Shack p/n 270-030.
>Could you translate that into inductor caracteristics to allow me to
>purchase an equivalent from a 'Non-Shack' supplier ?
>Thanks in advance.
I measured one on the bench and it comes out to about 1 Millihenry
and is wound with 22AWG wire which gives it a current rating on the
order of 2A or so.
>By the way, which bus would you suggest to feed this beast from ? Our
>circuit is single alternator, dual battery with e-bus and two battery
>busses.
Why not a 2A fuse on the battery bus? Makes the hand held
operable with everything else off for whatever reason.
Of course, you don't want to walk away leaving the hand
held turned on.
Bob . . .
Message 16
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Brass hardware |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 02:32 PM 3/28/2003 -0600, you wrote:
>--> AeroElectric-List message posted by: Mark Phillips <ripsteel@edge.net>
>
> >
> > What is your experience with using brass studs for conducting electrical
> > current? My question is about potential corrosion problems. Does the
> > stud need to be plated or is unplated acceptable?
>
>Would not some battery terminal grease minimize this problem? I used some
>red-colored "battery
>terminal" spray (don't recall specific product) several years ago on lawn
>mower, tractor & car and
>it seems to be holding up very well.
gukems and goos are okay for the individual user
who wants to add some extra protection
for what's perceived to be marginal corrosion
resistance . . . Dave is looking at a manufacturing
environment for conformed products that go into
certified aircraft. We get into enough trouble
trying to keep a good grip on goos that HAVE to
go into a product like greases, oils and
sealants. It's generally considered good design
to avoid process sensitive additives with control
of materials and finishes as much as possible.
Bob . . .
Message 17
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternator Systems |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
>
> I find no compelling reason to discourage anyone
> from taking advantage of modern, internally
> regulated alternators when fitted with a means
> for containing an overvoltage event. These
> alternators are demonstrably better products
> than those flying most certified ships today.
> Many OBAM aircraft owners have elected to run
> one-wire alternators without ov protection.
> The odds of a trouble free operation over the
> lifetime of the airplane are very much in their
> favor.
>
> Bob . . .
>
Once again I want to thank you for all your time you spend explaining the
finer details of the electrical systems. Not only are you VERY sharp in the
field you are willing to take time to help us all out in understanding the
workings of our charging systems. I hope we meet one day at a fly in because
you are getting a nice dinner paid for by me. Thanks again. Ben Haas. N801BH.
Jackson Hole WY.
. . . don't go to many fly-ins but Dee and I would sure like
to do a weekend seminar in your neck of the woods. Can
we perhaps get 15-20 folks together for a weekend of
airplane-speak?
Bob . . .
Message 18
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Resetting C/Bs |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
>
>
>Perhaps the nuisance tripping situations I'm thinking of shouldn't really be
>called nuisance tripping. Some of the failure modes I'm thinking of are
>flap systems that get out of rig and allow the motor to drive to a hard
>mechanical stop and pop the breaker. Reversing the direction and resetting
>the breaker gets you back into business where a fuse wouldn't. I was told
>by a pilot in on the discussion that he is flying a Cheyenne with the same
>sort of problem with a deicing flap of some sort. The group I'm part of
>would like to tell the world of certified airframers that we are the answer
>to their electrical needs. From power generation, to complete distribution.
>Some customers may not give us much freedom in redesigning the individual
>systems, so we have to accomodate the quirks of the existing pieces of the
>system as best we can. One of those quirks may be a failure mode where the
>system could be recovered if the circuit protection device could be reset.
Hmmmm . . . when you're obligated to accommodate the
airframe's idiosyncratic tendencies, you're sorta stuck.
When you're also obligated to accommodate traditional
dogma in systems design and crew training, the rut gets
deeper.
>The response I got to that argument when I made it was that even if we are
>only able to recover the system 1% of the times we reset the breaker, we
>need to do it for the 1% of times because the assumption is that there is no
>downside to the ability of being able to reset. This was with the premise
>that cost and panel space were not a problem. If there was an additional
>argument, such as safety, that could be made against resetting, it would go
>a long way. The other part of the equation is that from a business
>perspective, it may be easier to win over more potential customers if we
>offered resettable circuit protection than if we have to go through this
>same argument and convincing process with each customer.
When you buy an Eclipse, there are no breakers in the
cockpit. They use RCCB's out the wazoo all controlled by
the systems management computer. I am skeptical of the
value received after you consider the costs of the latest
and greatest components driven from touch-screen commanded
computers all wrapped up in DO-178 albatrosses . . .
Sometimes the best way to drive a nail is with a hammer.
>It's very appealing to some to be able to offer a big "WOW" factor with
>systems involving data busses that control and monitor everything, flat
>screen control and warning panels that can display information in many
>colors and allow you to control anything at the touch of a button. How can
>a fuse and switch be "state of the art"?
>
>The Cheyenne pilot I mentioned earlier said that you won't be able to get
>pilots to give up the ability to do troubleshooting. That's why they go to
>flight safety training and all that.
They're certainly welcome to finish out their careers
with the cockpits they're comfortable with. Since they
have very little input to the design effort and understand
it even less, there will undoubtedly always be a market
for airplanes with the LearJet/KingAir look when it comes
to systems management.
Eclipse is going the right direction by taking lots of
gizmos out of the cockpit but I think they're killing ants
with a howitzer that shoots very expensive ammo (costs
a lot to build, buy and maintain). All they REALLY
needed to do was turn a few things on and off.
Given that no-breaker-trip failures outnumber breaker-
trip failures by as much as 100:1, I think they've traded
basic reliability and low cost of ownership for a lot
of gee-whiz.
What you're facing as a supplier is the same thing I'm
seeing from inside the house . . . the cost of truly
updating an existing airplane is out of the question
and even new designs are heavily influenced by the
equivalence of political correctness. After all, our
pilots spent weeks and $thousands$ for those schools,
it's nearly impossible to convince them that one really
CAN build failure tolerant systems that don't need -
and should not be fiddled with in flight.
Bottom line is we gotta to keep the folks who write
checks for our airplanes happy . . . they don't
need to be knowledgeable, just happy. If you're
trying to sell new ideas onto existing machines,
you pretty much have take them as they sit, warts
and all.
Bob . . .
Message 19
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Looking for an EGT selector switch |
--> AeroElectric-List message posted by: Julia <wings97302@yahoo.com>
I got the one vans sells and it's great - i thought it was pricey but then realized
it came with the probes as well -and extensions also (I think the extensions
were in there as well).
Matt Prather <mprather@spro.net> wrote:--> AeroElectric-List message posted by:
Matt Prather
Sam Hoskins wrote:
>--> AeroElectric-List message posted by: "Sam Hoskins"
>
>I'm looking for a source for a rotary EGT/CHT selector switch.
>
>Any suggestions?
>
>Sam Hoskins
>Quickie Q-200
>
>
I recently bought one of the Westach switches available from 'Spruce. It
seems to be working well for me.
Matt-
N34RD
---------------------------------
Message 20
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Electrical System Gremlin |
--> AeroElectric-List message posted by: "Tom & Cathy Ervin" <tcervin@valkyrie.net>
Just finished up all the Electrics on my RV6-A in the Hanger (garage) out back
and have a small Gremlin. Everything works including transmit and receiving on
both Comm's.
Symptoms are as follows after turning on the Master:
1) About a 15 Amp. discharge shown on the Amp. Gauge with
only the Oil Pressure Light and BC Regulator Charge light activated?
2) Everything works with no more discharge shown no matter
how many things are brought online?
3) Now it gets interesting........If I transmit on either
radio the following occurs:
a) CHT & EXT Gauges dance like crazy!
b) Amp Gauge goes Nuts!
c) Flap & Trim Indicators leds dance!
d) Fuel gauges advance very slightly even though the
wings and thus indicators are not hooked up?
The airport which is 3 miles away says I am transmitting crystal
clear even from inside my garage with a belly antenna?!?
Any suggestions of where to start looking would be appreciated as I don't
want to put the forward skin down till I get this fixed.
Tom in Ohio
Message 21
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Alternator Systems |
--> AeroElectric-List message posted by: Matt Prather <mprather@spro.net>
I'll go.
Matt-
N34RD
Robert L. Nuckolls, III wrote:
>--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
>
> >
> > I find no compelling reason to discourage anyone
> > from taking advantage of modern, internally
> > regulated alternators when fitted with a means
> > for containing an overvoltage event. These
> > alternators are demonstrably better products
> > than those flying most certified ships today.
> > Many OBAM aircraft owners have elected to run
> > one-wire alternators without ov protection.
> > The odds of a trouble free operation over the
> > lifetime of the airplane are very much in their
> > favor.
> >
> > Bob . . .
> >
>
>Once again I want to thank you for all your time you spend explaining the
>finer details of the electrical systems. Not only are you VERY sharp in the
>field you are willing to take time to help us all out in understanding the
>workings of our charging systems. I hope we meet one day at a fly in because
>you are getting a nice dinner paid for by me. Thanks again. Ben Haas. N801BH.
>Jackson Hole WY.
>
> . . . don't go to many fly-ins but Dee and I would sure like
> to do a weekend seminar in your neck of the woods. Can
> we perhaps get 15-20 folks together for a weekend of
> airplane-speak?
>
> Bob . . .
>
>
Message 22
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Re: Resetting C/Bs |
--> AeroElectric-List message posted by: richard@riley.net
At 06:45 PM 3/30/03 -0600, you wrote:
>--
> When you buy an Eclipse, there are no breakers in the
> cockpit. They use RCCB's out the wazoo all controlled by
> the systems management computer. I am skeptical of the
> value received after you consider the costs of the latest
> and greatest components driven from touch-screen commanded
> computers all wrapped up in DO-178 albatrosses . . .
>
> Sometimes the best way to drive a nail is with a hammer.
My old roomate was working on the prototype C-130-J. They had touch screen
virtual breakers for everything in the airplane.
Including the touch screen.
(step one: remove the master hard drive for the system...)
Message 23
| INDEX | Back to Main INDEX |
| PREVIOUS | Skip to PREVIOUS Message |
| NEXT | Skip to NEXT Message |
| LIST | Reply to LIST Regarding this Message |
| SENDER | Reply to SENDER Regarding this Message |
|
| Subject: | Weekend seminars |
--> AeroElectric-List message posted by: "Terry Watson" <terry@tcwatson.com>
. . . don't go to many fly-ins but Dee and I would sure like
to do a weekend seminar in your neck of the woods. Can
we perhaps get 15-20 folks together for a weekend of
airplane-speak?
Bob . . .
I found it very worthwhile and enjoyable to travel from Seattle to Ft. Worth
last weekend to attend Bob's seminar. Of course in Jackson Hole you won't
be able to have the seminar in George & Becki Orndorf's hanger with eight
RV's under construction, from just started to just flown for the first time.
The donuts might not be as good as from that little donut shop in Justin,
but you could probably bring a cowboy hat home. Does anyone know how to put
noise canceling headphones on a cowboy hat?
Terry
RV-8A Seattle. Ready to start wiring.
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|