Today's Message Index:
----------------------
1. 05:18 AM - Re: microair wiring question (RVEIGHTA@aol.com)
2. 05:34 AM - Re: cooling fans, ONE DOLLAR (Robert L. Nuckolls, III)
3. 06:18 AM - Re: Pitot Tube Wire (Robert L. Nuckolls, III)
4. 06:20 AM - Re: Pitot Tube Wire (Robert L. Nuckolls, III)
5. 06:25 AM - Re: Myths and urban ledgends about motors (KITFOXZ@aol.com)
6. 06:32 AM - Re: OV Protection Module (Rhett Westerman)
7. 10:10 AM - Re: Myths and urban ledgends about motors (Eric M. Jones)
8. 10:16 AM - Re: OV Protection Module (Rhett Westerman)
9. 11:02 AM - Re: microair wiring question (Robert L. Nuckolls, III)
10. 11:47 AM - My Favorite: Myths and urban ledgends about motors (Scott Bilinski)
11. 12:16 PM - Re: My Favorite: Myths and urban ledgends about motors (Richard Dudley)
12. 01:10 PM - Re: My Favorite: Myths and urban ledgends about motors (Rob Housman)
13. 01:34 PM - Re: My Favorite: Myths and urban ledgends (Scott Bilinski)
14. 04:25 PM - Re: My Favorite: Myths and urban ledgends about motors (Dan Branstrom)
15. 06:34 PM - Re: fuses (Robert L. Nuckolls, III)
Message 1
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| Subject: | Re: microair wiring question |
--> AeroElectric-List message posted by: RVEIGHTA@aol.com
Bob, I printed out the Installation Manual you referenced in your email to me
and it's exactly like the diagram you show in your shop notes on how to wire
mic jacks. Now I'm wondering where I got the diagram entitled "Microair MA 760
Transceiver Wiring Diagram" - It doesn't have an aeroelectric reference. I
must have accessed it from the Microair website.
Sorry to bother you, I'll proceed using your instructions.
Walt Shipley
Message 2
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| Subject: | Re: cooling fans, ONE DOLLAR |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 10:36 AM 12/6/2003 -0800, you wrote:
>--> AeroElectric-List message posted by: "Dan Checkoway" <dan@rvproject.com>
>
>There's been some talk about cooling fans, and people have mentioned 8-12
>bucks (I think). No need to spend that much:
>
>$1 each: http://store.yahoo.com/nexfan03/evcafan80bl.html
>
>Or, for quieter, ball bearing, $4.99 each:
>http://store.yahoo.com/directron/uc001btc.html
>http://store.yahoo.com/directron/80l1a.html
Air movers for avionics need characteristics
conducive to moving air against quite a bit
of back pressure. The relatively small diameter
hoses are probably too much for a computer cooling
fan that almost never has to move air though
tiny spaces.
Most of the avionics cooling fans I've seen
used centrifugal blowers or vane axial blowers.
If I were going to hammer something together
for avionics cooling, I'd start with a product
like
http://www.mpja.com/productview.asp?product=14495+FN
This critter draws 2A and is rated at 60 cfm
(at no pressure). You could build a plenum onto
its output snoot for attaching cooling hoses.
Bob . . .
Message 3
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| Subject: | Re: Pitot Tube Wire |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 12:45 PM 12/7/2003 -0500, you wrote:
>--> AeroElectric-List message posted by: "Brett Ferrell"
><bferrell@123mail.net>
>
>Sorry, been staring at wiring diagrams too long. It's an AN5812, you can
>such a pitot at AS&S:
>http://www.aircraftspruce.com/catalog/inpages/heatedptubes.php, though I got
>my from Velocity directly.
>
>I have the 22759/16 type wire, but when I checked the /1 it, in fact, very
>different wire. Is it generally believed to be acceptable to make this
>substitution?
/1 wire is teflon rated at 200C. /16 is tefzel rated at 150
C. If your pitot tube REALLY needs higher temperatur rated
wire, then you'll need higher melting point solder to install
the pins too.
Try plain vanilla electronic solder and /16 wire. That's
what we use on all the airplanes at RAC for pitot tube
wiring.
Bob . . .
Message 4
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| Subject: | Re: Pitot Tube Wire |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 06:58 PM 12/6/2003 -0500, you wrote:
>--> AeroElectric-List message posted by: "Brett Ferrell"
><bferrell@123mail.net>
>
>Bob/folks,
>
>My heated pitot (AN315-1 from AeroInstruments) calls for MIL spec 22759/1
>wire to hook it up with. Where can I get a good source for a short length
>of this specialty wire? Also, it claims to only draw 6.4-8 amps, so 18GA
>would be sufficient correct? I expected to need bigger wire. Thanks.
On wire size. The inrush current to pitot tubes is pretty
long compared to other components. I'd wire it with 14AWG
and fuse it at 15A. If during your fly-off, a series of
20 or so start from cold pitot heat cycles doesn't nuisance
trip the fuse, 15 is fine. If necessary, go up to 20A but
leave the 14AWG wire in place.
Bob . . .
Message 5
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| Subject: | Re: Myths and urban ledgends about motors |
--> AeroElectric-List message posted by: KITFOXZ@aol.com
In a message dated 12/6/2003 3:43:58 PM Eastern Standard Time,
bob.nuckolls@cox.net writes:
Lets separate apples and oranges here. There's no direct relationship
between operation/performance of AC squirrel-cage motors and brush
type dc motors. They're totally different technologies bounded by
different limits....
Yes, Bob, Let's separate apples and oranges here. I mentioned AC motors to
Jim only to expose one myth, urban legend (or maybe it's an old wife's tale),
--the concern for overheating a permanent magnet DC motor by reducing supplied
voltage. Some types of AC motors can be seriously damaged by under voltage
operation. Jim's need is only to slow his pitch trim motor down a bit --
Something he could easily do with a simple series resistor. He will have to
experiment to see if his motor can handle the needed power requirements at reduced
voltage.
John
Message 6
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| Subject: | OV Protection Module |
--> AeroElectric-List message posted by: "Rhett Westerman" <Rhettwesterman@cox.net>
Bob,
Yes, I sent my old one to you and you sent me a newer version. And no, I
have a fuse instead of a circuit breaker.
The same equipment was on that I have on every flight. Nothing different
other then it was colder then normal.
And yes, I am open for some experimentation...
best,
Rhett
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of Robert
L. Nuckolls, III
Subject: Re: AeroElectric-List: OV Protection Module
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
<bob.nuckolls@cox.net>
At 03:36 PM 12/7/2003 -0600, you wrote:
>--> AeroElectric-List message posted by: "Rhett Westerman"
><Rhettwesterman@cox.net>
>
>Bob,
>
> I have a Glastar and use your OV Module. The plane has been flying since
98
>and has approx 800 hours on it. Last year the OV Module went out and it
>appears to have gone out again. About 150 hours on the new one you sent me.
>
> It keeps tripping and blowing the fuse. This occurred three times today.
I
>have the Vision system which allows me to see the high and low voltages for
>the flight. Each time the high voltage was 14.2 volts. I am unsure of the
>sampling rate of the vision, but if there are voltage spikes they are
faster
>then the vision can catch and it had three tries.
>
> From what I have seen, this seems very unusual......any ideas....or am I
>just getting bad modules?
Refresh my memory. When it "went out" the first time, did you send it
to me for modification or did I send you a new one. When you say "fuse"
do you mean circuit breaker? The Vision Micro will not "see" the kind
of transient usually common to nuisance tipping an crowbar ov module.
If the first one was "bad" and sent back to me for mod, I would have
brought it up to date with current production. What equipment was
ON while the OV module was tripping? Was this configuration much
different than previous flight activity? Would you be willing to try
an experiment to see if we can isolate any potential antagonist
systems?
Bob . . .
Message 7
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| Subject: | Re: Myths and urban ledgends about motors |
--> AeroElectric-List message posted by: "Eric M. Jones" <emjones@charter.net>
Years ago, a friend of mine wanted me to have a look at an invention in his
dentist's (!) basement.
He had an AC motor hooked up to meters and you could calculated the watts
(VA). Attached to it was a DC generator and a load with a bunch of meters
and you could calculate the power developed (VA).
Amazing! Perpetual motion and free energy at last! The power out was
significantly more than the power in (said my friend). This is actually a
pretty common scam long ago but in this case the dentist really thought he
was going to change the world with his invention. No more spit cups.
No, I won't 'splain it here, because we only care about REAL macho Direct
Current. And I begged off seeing the thing. That AC stuff is for wimps. Just
don't take any wooden nickels.
Regards,
Eric M. Jones
www.PerihelionDesign.com
113 Brentwood Drive
Southbridge MA 01550-2705
Phone (508) 764-2072
Email: emjones@charter.net
Message 8
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| Subject: | OV Protection Module |
--> AeroElectric-List message posted by: "Rhett Westerman" <Rhettwesterman@cox.net>
Bob,
As I would like to get back in the air quickly, what are the chances of
destructive high voltage spikes that would be existing if they are too small
to be caught by the Vision sampling?
I am thinking about without the OV Module until this gets resolved.
best,
Rhett
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of Robert
L. Nuckolls, III
Subject: Re: AeroElectric-List: OV Protection Module
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
<bob.nuckolls@cox.net>
At 03:36 PM 12/7/2003 -0600, you wrote:
>--> AeroElectric-List message posted by: "Rhett Westerman"
><Rhettwesterman@cox.net>
>
>Bob,
>
> I have a Glastar and use your OV Module. The plane has been flying since
98
>and has approx 800 hours on it. Last year the OV Module went out and it
>appears to have gone out again. About 150 hours on the new one you sent me.
>
> It keeps tripping and blowing the fuse. This occurred three times today.
I
>have the Vision system which allows me to see the high and low voltages for
>the flight. Each time the high voltage was 14.2 volts. I am unsure of the
>sampling rate of the vision, but if there are voltage spikes they are
faster
>then the vision can catch and it had three tries.
>
> From what I have seen, this seems very unusual......any ideas....or am I
>just getting bad modules?
Refresh my memory. When it "went out" the first time, did you send it
to me for modification or did I send you a new one. When you say "fuse"
do you mean circuit breaker? The Vision Micro will not "see" the kind
of transient usually common to nuisance tipping an crowbar ov module.
If the first one was "bad" and sent back to me for mod, I would have
brought it up to date with current production. What equipment was
ON while the OV module was tripping? Was this configuration much
different than previous flight activity? Would you be willing to try
an experiment to see if we can isolate any potential antagonist
systems?
Bob . . .
Message 9
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| Subject: | Re: microair wiring question |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 08:18 AM 12/8/2003 -0500, you wrote:
>--> AeroElectric-List message posted by: RVEIGHTA@aol.com
>
>Bob, I printed out the Installation Manual you referenced in your email to me
>and it's exactly like the diagram you show in your shop notes on how to wire
>mic jacks. Now I'm wondering where I got the diagram entitled "Microair MA
>760
>Transceiver Wiring Diagram" - It doesn't have an aeroelectric reference. I
>must have accessed it from the Microair website.
>
>Sorry to bother you, I'll proceed using your instructions.
Could be . . .and what it shows may indeed function. I'll suggest
that what I've illustrated has accounted for all noise mitigation
measures known to date.
Bob . . .
Message 10
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| Subject: | My Favorite: Myths and urban ledgends about motors |
--> AeroElectric-List message posted by: Scott Bilinski <bilinski@kyocera-wireless.com>
You have overlooked a very major point. Everyone
>except you is using the air drill not only because
>they are light and small and last forever and if oiled
>appropriately ( 2 or three drops every building
>session) don't spit any oil and are fairly quite if
>you are using a quality drill with a good silencer,
>but because of airworthiness concerns. It is on page
>one of the construction manual in bold type, Do not
>use electric hand tools on this aircraft, structural
>damage will be the result of doing so! Induction
>motors immerse the highly conductive aluminum
>components in a very damaging electromagnetic
>inductive field surrounding the motor. This
>electromagnetic field alters the microstructure of the
>structural grade aluminum and predisposes the flight
>critical components to fatigue failures. This is a
>very proven and thoroughly documented cause of
>structural failures in early all-metal aircraft.
>
>Please, please do not make this mistake as there will
>surely be grave consequences for you and your
>passengers and horrific insurance problems for the
>rest of us. If you do decide to use electric hand
>tools I would recommend fully disclosing this to your
>insurance company prior to beginning construction of
>the horizontal stabilizer. Failure to do so could
>result in denial of an otherwise justified claim.
>
>On a side note, If it is a 7A you are building please
>be forewarned that the induced form drag from the nose
>wheel creates forward pitching tendency that can only
>be overcome by additional elevator deflection thereby
>setting up an oscillation that can quickly get out of
>control and further compound the fatigue problems
>initiated with the electric drill motor.
Message 11
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| Subject: | Re: My Favorite: Myths and urban ledgends about motors |
--> AeroElectric-List message posted by: Richard Dudley <rhdudley@att.net>
Scott,
You must be careful when you say something with such conviction that
someone might believe you. AND you did not say Do Not Archive.
Regards,
Richard Dudley
Scott Bilinski wrote:
>
> --> AeroElectric-List message posted by: Scott Bilinski <bilinski@kyocera-wireless.com>
>
> You have overlooked a very major point. Everyone
> >except you is using the air drill not only because
> >they are light and small and last forever and if oiled
> >appropriately ( 2 or three drops every building
> >session) don't spit any oil and are fairly quite if
> >you are using a quality drill with a good silencer,
> >but because of airworthiness concerns. It is on page
> >one of the construction manual in bold type, Do not
> >use electric hand tools on this aircraft, structural
> >damage will be the result of doing so! Induction
> >motors immerse the highly conductive aluminum
> >components in a very damaging electromagnetic
> >inductive field surrounding the motor. This
> >electromagnetic field alters the microstructure of the
> >structural grade aluminum and predisposes the flight
> >critical components to fatigue failures. This is a
> >very proven and thoroughly documented cause of
> >structural failures in early all-metal aircraft.
> >
> >Please, please do not make this mistake as there will
> >surely be grave consequences for you and your
> >passengers and horrific insurance problems for the
> >rest of us. If you do decide to use electric hand
> >tools I would recommend fully disclosing this to your
> >insurance company prior to beginning construction of
> >the horizontal stabilizer. Failure to do so could
> >result in denial of an otherwise justified claim.
> >
> >On a side note, If it is a 7A you are building please
> >be forewarned that the induced form drag from the nose
> >wheel creates forward pitching tendency that can only
> >be overcome by additional elevator deflection thereby
> >setting up an oscillation that can quickly get out of
> >control and further compound the fatigue problems
> >initiated with the electric drill motor.
>
Message 12
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| Subject: | My Favorite: Myths and urban ledgends about motors |
--> AeroElectric-List message posted by: "Rob Housman" <RobH@hyperion-ef.com>
One can only hope that no one will believe this nonsense.
DO NOT ARCHIVE
Best regards,
Rob Housman
Europa XS Tri-Gear A070
Airframe complete
Irvine, CA
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of Richard
Dudley
Subject: Re: AeroElectric-List: My Favorite: Myths and urban ledgends about
motors
--> AeroElectric-List message posted by: Richard Dudley <rhdudley@att.net>
Scott,
You must be careful when you say something with such conviction that
someone might believe you. AND you did not say Do Not Archive.
Regards,
Richard Dudley
Scott Bilinski wrote:
>
> --> AeroElectric-List message posted by: Scott Bilinski
<bilinski@kyocera-wireless.com>
>
> You have overlooked a very major point. Everyone
> >except you is using the air drill not only because
> >they are light and small and last forever and if oiled
> >appropriately ( 2 or three drops every building
> >session) don't spit any oil and are fairly quite if
> >you are using a quality drill with a good silencer,
> >but because of airworthiness concerns. It is on page
> >one of the construction manual in bold type, Do not
> >use electric hand tools on this aircraft, structural
> >damage will be the result of doing so! Induction
> >motors immerse the highly conductive aluminum
> >components in a very damaging electromagnetic
> >inductive field surrounding the motor. This
> >electromagnetic field alters the microstructure of the
> >structural grade aluminum and predisposes the flight
> >critical components to fatigue failures. This is a
> >very proven and thoroughly documented cause of
> >structural failures in early all-metal aircraft.
> >
> >Please, please do not make this mistake as there will
> >surely be grave consequences for you and your
> >passengers and horrific insurance problems for the
> >rest of us. If you do decide to use electric hand
> >tools I would recommend fully disclosing this to your
> >insurance company prior to beginning construction of
> >the horizontal stabilizer. Failure to do so could
> >result in denial of an otherwise justified claim.
> >
> >On a side note, If it is a 7A you are building please
> >be forewarned that the induced form drag from the nose
> >wheel creates forward pitching tendency that can only
> >be overcome by additional elevator deflection thereby
> >setting up an oscillation that can quickly get out of
> >control and further compound the fatigue problems
> >initiated with the electric drill motor.
>
Message 13
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| Subject: | Re: My Favorite: Myths and urban ledgends |
about motors
--> AeroElectric-List message posted by: Scott Bilinski <bilinski@kyocera-wireless.com>
about motors
Oh yea, Do Not Archive. Guess its too late. That was something that was
posted to a local E-mail list and I thought was very funny. I keep it
around for entertainment purposes. I really need to use the Do Not Archive
more often.
At 03:06 PM 12/8/03 -0500, you wrote:
>--> AeroElectric-List message posted by: Richard Dudley <rhdudley@att.net>
>
>Scott,
>
>You must be careful when you say something with such conviction that
>someone might believe you. AND you did not say Do Not Archive.
>
>Regards,
>
>Richard Dudley
>
>Scott Bilinski wrote:
>>
>> --> AeroElectric-List message posted by: Scott Bilinski
><bilinski@kyocera-wireless.com>
>>
>> You have overlooked a very major point. Everyone
>> >except you is using the air drill not only because
>> >they are light and small and last forever and if oiled
>> >appropriately ( 2 or three drops every building
>> >session) don't spit any oil and are fairly quite if
>> >you are using a quality drill with a good silencer,
>> >but because of airworthiness concerns. It is on page
>> >one of the construction manual in bold type, Do not
>> >use electric hand tools on this aircraft, structural
>> >damage will be the result of doing so! Induction
>> >motors immerse the highly conductive aluminum
>> >components in a very damaging electromagnetic
>> >inductive field surrounding the motor. This
>> >electromagnetic field alters the microstructure of the
>> >structural grade aluminum and predisposes the flight
>> >critical components to fatigue failures. This is a
>> >very proven and thoroughly documented cause of
>> >structural failures in early all-metal aircraft.
>> >
>> >Please, please do not make this mistake as there will
>> >surely be grave consequences for you and your
>> >passengers and horrific insurance problems for the
>> >rest of us. If you do decide to use electric hand
>> >tools I would recommend fully disclosing this to your
>> >insurance company prior to beginning construction of
>> >the horizontal stabilizer. Failure to do so could
>> >result in denial of an otherwise justified claim.
>> >
>> >On a side note, If it is a 7A you are building please
>> >be forewarned that the induced form drag from the nose
>> >wheel creates forward pitching tendency that can only
>> >be overcome by additional elevator deflection thereby
>> >setting up an oscillation that can quickly get out of
>> >control and further compound the fatigue problems
>> >initiated with the electric drill motor.
>>
>
>
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
Message 14
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| Subject: | Re: My Favorite: Myths and urban ledgends about motors |
--> AeroElectric-List message posted by: "Dan Branstrom" <danbranstrom@verizon.net>
Thank goodness the rest of you pitched in. I read the posting, and my
reaction was WHAAAAAT???
It really had me going. I'd never heard anything like that before, and I
was wondering if it was tied in with cold fusion.
Dan Branstrom
----- Original Message -----
From: "Scott Bilinski about motors" <bilinski@kyocera-wireless.com>
Subject: Re: AeroElectric-List: My Favorite: Myths and urban ledgends about
motors
> --> AeroElectric-List message posted by: Scott Bilinski
<bilinski@kyocera-wireless.com> about motors
>
> Oh yea, Do Not Archive. Guess its too late. That was something that was
> posted to a local E-mail list and I thought was very funny. I keep it
> around for entertainment purposes. I really need to use the Do Not Archive
> more often.
>
> At 03:06 PM 12/8/03 -0500, you wrote:
> >--> AeroElectric-List message posted by: Richard Dudley
<rhdudley@att.net>
> >
> >Scott,
> >
> >You must be careful when you say something with such conviction that
> >someone might believe you. AND you did not say Do Not Archive.
> >
> >Regards,
> >
> >Richard Dudley
> >
> >Scott Bilinski wrote:
> >>
> >> --> AeroElectric-List message posted by: Scott Bilinski
> ><bilinski@kyocera-wireless.com>
> >>
> >> You have overlooked a very major point. Everyone
> >> >except you is using the air drill not only because
> >> >they are light and small and last forever and if oiled
> >> >appropriately ( 2 or three drops every building
> >> >session) don't spit any oil and are fairly quite if
> >> >you are using a quality drill with a good silencer,
> >> >but because of airworthiness concerns. It is on page
> >> >one of the construction manual in bold type, Do not
> >> >use electric hand tools on this aircraft, structural
> >> >damage will be the result of doing so! Induction
> >> >motors immerse the highly conductive aluminum
> >> >components in a very damaging electromagnetic
> >> >inductive field surrounding the motor. This
> >> >electromagnetic field alters the microstructure of the
> >> >structural grade aluminum and predisposes the flight
> >> >critical components to fatigue failures. This is a
> >> >very proven and thoroughly documented cause of
> >> >structural failures in early all-metal aircraft.
> >> >
> >> >Please, please do not make this mistake as there will
> >> >surely be grave consequences for you and your
> >> >passengers and horrific insurance problems for the
> >> >rest of us. If you do decide to use electric hand
> >> >tools I would recommend fully disclosing this to your
> >> >insurance company prior to beginning construction of
> >> >the horizontal stabilizer. Failure to do so could
> >> >result in denial of an otherwise justified claim.
> >> >
> >> >On a side note, If it is a 7A you are building please
> >> >be forewarned that the induced form drag from the nose
> >> >wheel creates forward pitching tendency that can only
> >> >be overcome by additional elevator deflection thereby
> >> >setting up an oscillation that can quickly get out of
> >> >control and further compound the fatigue problems
> >> >initiated with the electric drill motor.
> >>
> >
> >
>
>
> Scott Bilinski
> Eng dept 305
> Phone (858) 657-2536
> Pager (858) 502-5190
>
>
Message 15
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--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 01:22 AM 12/9/2003 +0000, you wrote:
>Bob
>
>thanks for your email address. I subscribed to the Matronics RV list when
>I started building but got swamped with messages that were not pertinent
>here in the UK. I hope you don't mind me sending this direct to you.
>
>I'm building a Vans RV6A and have a zero timed Lyc IO-320 that came with
>electronic ignition in place of the right mag, and a B+C 8amp standby
>generator.
>
>I have your excellent publication, the Connection, understand most of it,
>and will use your "all electric on a budget" scheme. However, perhaps you
>can help me with a couple of questions.
>
>When I eventually come to start the engine I shall have the electronic
>ignition on (page Z-5) but should I also have the impulse mag on?
Wouldn't hurt anything and it might help . . .
>I will be using fuses wherever possible. The crowbar over voltage modules
>(separate for the SD-8, built in the LR-3 regulator) need breakers of some
>sort. In some places you use a fuse, in others a cb. On page 10-4 you
>install the alt field breaker next to the DC P M switch on the panel, but
>on page Z-7 you recommend not putting the breaker (or fuse) on the panel
>but as close as possible to the starter contactor. The wiring diagram
>shows the breaker between the main bus bar and the DC P M switch, nowhere
>near the starter contactor, physically or electrically. The question is,
>can I use fuses for the alt field breakers, and where should I put them?
The only BREAKER you need is in the alternator FIELD lead to accommodate
the crowbar ov protection module. The alternator B-LEAD breaker common
to contemporary light aircraft is the one we replace with a fuse
on the firewall. This is indeed mounted next to the starter contactor.
These are two separate circuits.
>I have a Hawker battery on the front of the firewall as per RV7. Can the
>regulator go next to it or would it be better to put it behind the
>firewall (cooler) and use a temperature sensor?
Mount regulator for most convenient access. You don't
need the temperature sensor.
>I hope to phone you soon to order the LR-3 regulator and other parts.
I don't have the parts business any more. Links to those
parts take you to http://www.bandc.biz where you'll
find B&C Specialty Products. Their phone number is
316.283.8000 or fax 316.283.7400
Bob . . .
--------------------------------------------
( A beginning of the end is marked by )
( replacement of experience and common )
( sense with policy and procedures. )
( R. L. Nuckolls III )
--------------------------------------------
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