Today's Message Index:
----------------------
1. 06:57 AM - Re: ICOM A-22 (DAVID REEL)
2. 10:55 AM - Re: Essential bus alternate feed from two (Robert L. Nuckolls, III)
3. 11:01 AM - SD-8 Overheat Prevention (Ross Mickey)
4. 11:12 AM - Microair products (KahnSG@aol.com)
5. 11:22 AM - Re: Essential bus alternate feed from two (Robert L. Nuckolls, III)
6. 11:27 AM - Re: VLM-14 Field Volts Hookup (Robert L. Nuckolls, III)
7. 11:29 AM - Re: Transponder arial location (Robert L. Nuckolls, III)
8. 11:31 AM - Re: Battery Vs bench power supply (Robert L. Nuckolls, III)
9. 11:34 AM - Re: Ground Com Switch (Robert L. Nuckolls, III)
10. 11:44 AM - Re: SD-8 Overheat Prevention (Kevin Horton)
11. 11:48 AM - Re: fuse accessability (Robert L. Nuckolls, III)
12. 12:24 PM - Re: Essential bus alternate feed from two batteries (Jim Stone)
13. 12:51 PM - Re: Turn Coordinator wiring info. (WHigg1170@aol.com)
14. 01:24 PM - Flap motor overload? (Fiveonepw@aol.com)
15. 01:27 PM - Dual fuel pumps (Fiveonepw@aol.com)
16. 02:09 PM - Re: Dual fuel pumps (Fiveonepw@aol.com)
17. 03:40 PM - LSE electronic ignition installation (Sam Hoskins)
18. 05:17 PM - Re: Dual fuel pumps (Ernest Kells)
19. 05:55 PM - Re: LSE electronic ignition installation (David Chalmers)
20. 06:05 PM - Re: SD-8 Overheat Prevention (Benford2@aol.com)
21. 06:21 PM - Re: LSE electronic ignition installation (Hi There)
22. 07:27 PM - Re: Keeping flash tubes nice (Robert L. Nuckolls, III)
23. 07:33 PM - Spirellcell Technology (Speedy11@aol.com)
24. 07:41 PM - Re: Z12 e-bus questions (Robert L. Nuckolls, III)
25. 08:53 PM - Re: Spirellcell Technology (Robert L. Nuckolls, III)
Message 1
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--> AeroElectric-List message posted by: "DAVID REEL" <dreel@cox.net>
"Would anybody have a schematic for anICOM A-22 portable, that could answer a question.
thanks
I'd buy stock in a company that could make a schematic that understands english.
:)
Dave Reel - RV8A
Message 2
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| Subject: | Essential bus alternate feed from two |
batteries
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
batteries
At 10:22 AM 2/21/2004 -0500, you wrote:
>--> AeroElectric-List message posted by: "Jim Stone" <jrstone@insightbb.com>
>
>Done that, don't see it. Can you be a bit more specific? Bob's 17-6
>drawing does not allow for both batteries to power the essential bus
>(during alt out ops and both battery contactors open). Perhaps a 2-10
>switch would do nicely here (off-on-both).
You need two batteries only where there are separate tasks
for each to perform during alternator out operations. Usually,
the second battery supports and electrically dependent engine
while the first supports panel mounted stuff. If you don't
have an electrically dependent engine, then just put in one,
fatter battery.
Bob . . .
Message 3
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| Subject: | SD-8 Overheat Prevention |
--> AeroElectric-List message posted by: "Ross Mickey" <rmickey@ix.netcom.com>
I spoke with Tim at B&C for a good period on Friday discussing the potential
of the SD-8 regulator overheating when in continuous use over 3 amps. I
must say, after being on the RV-List for 9 years and following Bob's "All
Electric on a Budget" when building my RV-6A, I was disheartened during the
conversation. He said that he was unaware that Bob was recommending this
alternator be used as a backup with essential buss loads of 8 amps until
fairly recently. After going through all the stages of grieving, I asked
what the fix was. Since the PM, SD-8 regulator needs to shed the excess
loads via heat, the only fix is to cool it. I went to the local custom
computer place and bought a heat sink and cooling fan made by Intel to cool
CPU's. I attached this to the top of the regulator via a aluminum strap and
JB Weld. It is switched to come on when I turn on the SD-8. I have no way
of telling if it going to be a fix or just prolong the fatal event. My hope
is that I will only need it for 30 min or so while I get down after a main
alternator failure.
Ross Mickey
N9PT
Message 4
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| Subject: | Microair products |
--> AeroElectric-List message posted by: KahnSG@aol.com
Bob:
What is the status of the Microair products?
Are the comm and the transponder going to be available through you?
Steve
Message 5
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| Subject: | Re: Essential bus alternate feed from two |
batteries
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
batteries
At 08:21 AM 2/21/2004 -0800, you wrote:
>--> AeroElectric-List message posted by: "Ken Anderson" <ken@peggyking.com>
>
>
>I am considering using the Aero'lectric aux bat system for my RV-9A, and am
>also interested in how others have done this. I am also interested in where
>the aux bat was located. My main thought is to have a "stand-by" bat to
>replace the internal bat in the Dynon EFIS.
If your EFIS will run from the endurance-bus, I'm not sure
as to the value of adding an aux battery to your system just
to support the EFIS system. It may be that you just need to
size the main battery such that you have sufficient capacity
to support the e-bus for all loads needed to extend your
alternator-out endurance sufficiently to allow use of
fuel aboard.
Bob . . .
Message 6
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| Subject: | Re: VLM-14 Field Volts Hookup |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 04:23 PM 2/18/2004 -0700, you wrote:
>--> AeroElectric-List message posted by: Denis Walsh <denis.walsh@comcast.net>
>
>On my Denso, the ig is the one. The L is the warning light. This is all
>covered in the data sheet enclosed, which is mainly in Japanese.
>
> > From: LJoh896239@aol.com
> > Reply-To: aeroelectric-list@matronics.com
> > Date: Wed, 18 Feb 2004 12:24:37 EST
> > To: aeroelectric-list@matronics.com
> > Subject: AeroElectric-List: VLM-14 Field Volts Hookup
> >
> > --> AeroElectric-List message posted by: LJoh896239@aol.com
> >
> > I have Bob's VLM-!4 and am hooking up the field volts wire to the Denso
> > internally regulated alternator, which has two connections labeled IG
> and L.
> > Does
> > it go to one of these or someplace else? Thanks for any input.
> >
> > Lance Johnson
> > RV-8A
> > Salt Lake City
Field voltage measurement feature in the VLM-14
can only be used with externally regulated alternators.
Bob . . .
Message 7
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| Subject: | Re: Transponder arial location |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 09:59 PM 2/17/2004 -0700, you wrote:
>--> AeroElectric-List message posted by: "Rick Fogerson" <rickf@cableone.net>
>
>Hi Bob,
>I've got a xpdr arial question for you. I have installed that little 3
>inch long arial with a ball (B&C) belly just aft of the firewall between
>the exhaust pipes. The arial would be shielded some in the forward
>direction by the portion of the lower cowl where cooling air exits and the
>exhaust pipes emerge from the engine compartment. That wasn't a problem
>when I was going to install the standard frp cowl but now I thinking of
>trying to build an aluminum cowl. How much of a problem do you think this
>would be?
>Thanks,
>Rick Fogerson
>RV3
>Boise, ID
It will be fine where you've installed it.
Bob . . .
Message 8
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| Subject: | Re: Battery Vs bench power supply |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 09:45 PM 2/17/2004 -0700, you wrote:
>--> AeroElectric-List message posted by: "Rick Fogerson" <rickf@cableone.net>
>
>Hi Bob and listers,
>I'm ready to smoke test the wiring and was planning on buying a power
>supply but I hate to spend $80 for something I'm going to use once. I
>have a fairly simple day vfr panel with dual batterys that I plan to just
>replace one per year so I've always got a fresh battery plus one that is
>only 1 to 2 years old.
>
>So I'm thinking of just buying a new battery now and using it to check out
>the system. A year or so when I'm ready to fly I'll buy another new one
>and I'll begin my planned rotation of batterys. Is there any reason that
>this won't be as effective a way to smoke test the system as with a power
>supply?
That works too. I've often suggested that folks run their
airplanes from a car or marine battery and battery charger
while under construction and don't put the real ship's battery
in until first-flight so it's new and fresh.
Bob . . .
Message 9
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| Subject: | Re: Ground Com Switch |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
Why not install an e-bus and put the com radio on it? You
can bring the e-bus up before the main bus to get your
pre-flight communications covered . . . this needs to be
done anyhow so that the e-bus alternate feed path is tested
during preflight.
Bob . . .
At 08:30 AM 2/17/2004 -0800, you wrote:
>--> AeroElectric-List message posted by: jamesbaldwin@attglobal.net
>
>My experience with a ground com switch was in a turbine aircraft where
>it was used to power the number 1 com radio. It was used to obtain the
>ATIS, get clearances, monitor the company freq, etc. You didn't have
>to turn the master on so it was a simple single throw switch wired to
>the hot battery bus.
>
>Art/Sue Bertolina wrote:
>
> >--> AeroElectric-List message posted by: "Art/Sue Bertolina"
> <artbertolina@earthlink.net>
> >
> >can anyone explain a ground com switch, how it is used
> >and the type of switch to purchase and a wiring diagram
> >Thanks
> >Art Bertolina
> >
> >
> >
> >
>
>
Bob . . .
-----------------------------------------
( Experience and common sense cannot be )
( replaced with policy and procedures. )
( R. L. Nuckolls III )
-----------------------------------------
Message 10
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| Subject: | Re: SD-8 Overheat Prevention |
--> AeroElectric-List message posted by: Kevin Horton <khorton01@rogers.com>
>--> AeroElectric-List message posted by: "Ross Mickey" <rmickey@ix.netcom.com>
>
>I spoke with Tim at B&C for a good period on Friday discussing the potential
>of the SD-8 regulator overheating when in continuous use over 3 amps. I
>must say, after being on the RV-List for 9 years and following Bob's "All
>Electric on a Budget" when building my RV-6A, I was disheartened during the
>conversation. He said that he was unaware that Bob was recommending this
>alternator be used as a backup with essential buss loads of 8 amps until
>fairly recently. After going through all the stages of grieving, I asked
>what the fix was. Since the PM, SD-8 regulator needs to shed the excess
>loads via heat, the only fix is to cool it. I went to the local custom
>computer place and bought a heat sink and cooling fan made by Intel to cool
>CPU's. I attached this to the top of the regulator via a aluminum strap and
>JB Weld. It is switched to come on when I turn on the SD-8. I have no way
>of telling if it going to be a fix or just prolong the fatal event. My hope
>is that I will only need it for 30 min or so while I get down after a main
>alternator failure.
>
>Ross Mickey
>N9PT
Something really doesn't add up here. B&C markets this alternator
and regulator combination as being rated at 8 amps. They don't say
that there is any time limit for the 8 amp output, nor do they
specify a lower continuous rating. If this thing is only good for 3
amps continuous, why are they marketing it as an 8 amp device?
I'm really looking forward to the results of Bob's testing. My
regulator is bolted to an aluminum airframe, and I'm really hoping
that will provide enough of a heat sink. I'm going to get some
little stick-on temperature witness thingies and do a long duration,
fully loaded test of my SD-8 before I decide I can count on it for my
IFR backup electrical power.
Message 11
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| Subject: | Re: fuse accessability |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
>Comments/Questions: Bob:
>What is your understanding of the FAA regs re location of fuses and
>circuit breakers? All I find in Part 91 is a statement pertaining to SPARE
>fuses (which must be accessible to the pilot). At least one RV I know of
>that received an Airworthiness certificate recently has all its fuses
>located in a compartment between instrument panel and engine (completely
>inaccessible to pilot in flight.
>We have a new Amateur-built Designated Inspector who may be quite tough on
>details, so I want to be prepared.
There are no requirements that apply to your airplane in this
regard and few that apply to certified ships. Fuse access speaks
to articles "critical" to safe flight. Given that there are
many ways that any piece of equipment can fail and NOT blow
a fuse, it seems logical that any piece of equipment truly
REALLY critical to safe flight should have a back-up system
making the fuse accessibility issue moot. Whether or not a
bureaucrat will understand this is always a risk.
Bob . . .
-----------------------------------------
( Experience and common sense cannot be )
( replaced with policy and procedures. )
( R. L. Nuckolls III )
-----------------------------------------
Message 12
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| Subject: | Essential bus alternate feed from two batteries |
--> AeroElectric-List message posted by: "Jim Stone" <jrstone@insightbb.com>
The reason I went with two batteries is two fold. First, I have one mag
and one electronic ignition (not a electrically dependant engine).
During start I thought I would use the main battery for cranking engine,
the aux battery for powering the electronic ignition (to avoid any
possibility of kick back in the event main battery voltage drops below
min required for electronic ignition). The second reason is your
recommended battery replacement plan of once a year, I will always have
one new battery and one no more than two years old. So with that said,
don't you agree that having the ability to use both batteries to power
the essential bus to is a good idea? If so, is the solution a 2-10
switch?
Thanks,
Jim
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
Robert L. Nuckolls, III batteries
Subject: RE: AeroElectric-List: Essential bus alternate feed from two
batteries
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
<bob.nuckolls@cox.net> batteries
At 10:22 AM 2/21/2004 -0500, you wrote:
>--> AeroElectric-List message posted by: "Jim Stone"
<jrstone@insightbb.com>
>
>Done that, don't see it. Can you be a bit more specific? Bob's 17-6
>drawing does not allow for both batteries to power the essential bus
>(during alt out ops and both battery contactors open). Perhaps a 2-10
>switch would do nicely here (off-on-both).
You need two batteries only where there are separate tasks
for each to perform during alternator out operations. Usually,
the second battery supports and electrically dependent engine
while the first supports panel mounted stuff. If you don't
have an electrically dependent engine, then just put in one,
fatter battery.
Bob . . .
==
==
==
==
Message 13
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| Subject: | Re: Turn Coordinator wiring info. |
--> AeroElectric-List message posted by: WHigg1170@aol.com
Thanks for the info I just wired up the T/C and powered it up, works good!
PIN A - POS
PIN B - ACGT GND
PIN C - NOT USED
Bill Higgins
Pembroke Ma
Message 14
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| Subject: | Flap motor overload? |
--> AeroElectric-List message posted by: Fiveonepw@aol.com
Howdy list!
I've blown the fuse on my flaps when they reach the full up position (Van's
unit in my -6A) twice now in 2 days (5 amp first, tried 7.5 & still blew- yes
wire is fat enough!) and I can't find anything wrong, linkage binding, wires
worn etc. Only thing that is unusual is that the motor seems to be trying
somewhat harder at the fully extended position (flaps up) than it does fully
retracted where it seems to freewheel more easily. Should it be freewheeling easily
at both ends, and shouldn't 5 amps be plenty of fuse for this? I don't
recall where I got the load value, but it's wired with 18ga.
Thanks!
Mark Phillips -6A N51PW - 37.4 hours in 3 weeks! What an awesome machine!
8-)
Message 15
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--> AeroElectric-List message posted by: Fiveonepw@aol.com
Howdy agin'!
Hypothetical question for y'all:
Many planes are flying with dual electronic ignitions wired from the batt.
bus- Anyone see anything wrong with 2 electric pumps, properly plumbed & valved
to allow an engine originally in a high wing (no engine-driven pump) to be
used in a low wing?
Or is anyone already doing this?
Thanks & do not archive
Mark
Message 16
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| Subject: | Re: Dual fuel pumps |
--> AeroElectric-List message posted by: Fiveonepw@aol.com
In a message dated 2/22/04 3:32:18 PM Central Standard Time,
Fiveonepw@aol.com writes:
> Anyone see anything wrong with 2 electric pumps, properly plumbed & valved
>
And I'll add probably just plumbed in series for simplicity, perhaps just a
couple of Facets connected together...
Mark - do not archive this one neither
Message 17
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| Subject: | LSE electronic ignition installation |
--> AeroElectric-List message posted by: "Sam Hoskins" <shoskins@mchsi.com>
Greetings Bob and all, I have been off this list for several months. I
wanted to stop back to ask a question, and glean other's experience with
installing the LSE ignition.
Klaus says to pull the 14v power supply directly from the battery, run it
through a pullable 5 amp breaker, maybe through a switch, then to the
control box. Likewise, he says to run the ground directly to the battery.
My preference would be to connect the 14v line to my endurance bus,
protected by a 5a fuse. I have a 16 awg fusible link between the battery
and the endurance bus, as well as the essential bus switch.
Likewise, I would like to connect the ground to my firewall bus.
Do any of you have experience with installing the LSE ignition onto the
endurance and ground buses? What was the result?
Thanks!
Sam Hoskins
Q-200 with ~1,350 hrs.
Message 18
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| Subject: | Re: Dual fuel pumps |
--> AeroElectric-List message posted by: "Ernest Kells" <ernest.kells@sympatico.ca>
Mark: Assuming that you will be flying a low-wing (i.e.: NOT gravity-fed
fuel) I personally would not fly with you in a plane like that. You would
obviously have these two Facet pumps on completely different electrical
systems - but you may end up having your face stuck in the cockpit looking
for switches while your plane staggers to hold itself above stall on a short
field take-off. Sounds like a statistic. You can make it work - but not
simply. Simplicity is the ultimate sophistication. If you have the option
of using an engine-driven fuel pump (e.g.: Lyc. or Continental) I would use
it - backed up by a Facet electrical pump for take-off and landings. I can
also provide back-up with my solenoid Primer for manually supplying three
cylinders, in an emergency.
----- Original Message -----
> > Anyone see anything wrong with 2 electric pumps, properly plumbed &
valved
> >
> And I'll add probably just plumbed in series for simplicity, perhaps just
a
> couple of Facets connected together...
>
> Mark - do not archive this one neither
Message 19
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| Subject: | LSE electronic ignition installation |
--> AeroElectric-List message posted by: "David Chalmers" <David@ChalmersFamily.com>
Sam, when I first installed my LSE ignition I wired it to the regular ground and
power bus. I have long #4 cables to the battery and the engine would crank but
wouldn't fire until the start switch was released - it wasn't getting enough
volts. I wired the LSE ground and power directly to the battery via a fuse and
have had no more problems.
Dave Chalmers
Redmond, WA
-----Original Message-----
From: Sam Hoskins [mailto:shoskins@mchsi.com]
Subject: AeroElectric-List: LSE electronic ignition installation
--> AeroElectric-List message posted by: "Sam Hoskins" <shoskins@mchsi.com>
Greetings Bob and all, I have been off this list for several months. I
wanted to stop back to ask a question, and glean other's experience with
installing the LSE ignition.
Klaus says to pull the 14v power supply directly from the battery, run it
through a pullable 5 amp breaker, maybe through a switch, then to the
control box. Likewise, he says to run the ground directly to the battery.
My preference would be to connect the 14v line to my endurance bus,
protected by a 5a fuse. I have a 16 awg fusible link between the battery
and the endurance bus, as well as the essential bus switch.
Likewise, I would like to connect the ground to my firewall bus.
Do any of you have experience with installing the LSE ignition onto the
endurance and ground buses? What was the result?
Thanks!
Sam Hoskins
Q-200 with ~1,350 hrs.
Message 20
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| Subject: | Re: SD-8 Overheat Prevention |
--> AeroElectric-List message posted by: Benford2@aol.com
In a message dated 2/22/2004 12:02:34 PM Mountain Standard Time,
rmickey@ix.netcom.com writes:
> My hope
> is that I will only need it for 30 min or so while I get down after a main
> alternator failure.
>
If your battery doesn't last 30 minures to get ya down then you picked the
WRONG battery...
do not archive..
Message 21
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| Subject: | LSE electronic ignition installation |
--> AeroElectric-List message posted by: Hi There <rv90619@yahoo.com>
I was thinking of wiring my LSE the same way Sam was going to. I'm surprised that
the voltage from the buss is less than the battery. Why is this? I went
throught the voltage loss calcs and don't see where the volts are going. It seems
that running the power off of the battery buss and running a seperate wire
is basically the same thing. My battery is very close to the battery bus,
I have an RV, so the wires are very short. What am I missing???
Cam
David Chalmers <David@ChalmersFamily.com> wrote:
--> AeroElectric-List message posted by: "David Chalmers"
Sam, when I first installed my LSE ignition I wired it to the regular ground and
power bus. I have long #4 cables to the battery and the engine would crank but
wouldn't fire until the start switch was released - it wasn't getting enough
volts. I wired the LSE ground and power directly to the battery via a fuse and
have had no more problems.
Dave Chalmers
Redmond, WA
-----Original Message-----
From: Sam Hoskins [mailto:shoskins@mchsi.com]
Subject: AeroElectric-List: LSE electronic ignition installation
--> AeroElectric-List message posted by: "Sam Hoskins"
Greetings Bob and all, I have been off this list for several months. I
wanted to stop back to ask a question, and glean other's experience with
installing the LSE ignition.
Klaus says to pull the 14v power supply directly from the battery, run it
through a pullable 5 amp breaker, maybe through a switch, then to the
control box. Likewise, he says to run the ground directly to the battery.
My preference would be to connect the 14v line to my endurance bus,
protected by a 5a fuse. I have a 16 awg fusible link between the battery
and the endurance bus, as well as the essential bus switch.
Likewise, I would like to connect the ground to my firewall bus.
Do any of you have experience with installing the LSE ignition onto the
endurance and ground buses? What was the result?
Thanks!
Sam Hoskins
Q-200 with ~1,350 hrs.
---------------------------------
Message 22
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| Subject: | Re: Keeping flash tubes nice |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 12:52 PM 2/19/2004 -0600, you wrote:
>--> AeroElectric-List message posted by: "Ralph E. Capen"
><recapen@earthlink.net>
>
>I'm interested in this too...though I think it's really the gozillion
>joules of energy that we're sending through 'em.....
>
>-----Original Message-----
>From: "Lawson, Michael" <mikel@SSD.FSI.com>
>To: aeroelectric-list@matronics.com
>Subject: AeroElectric-List: Keeping flash tubes nice
>
>--> AeroElectric-List message posted by: "Lawson, Michael" <mikel@SSD.FSI.com>
>
>
>I am in the process of wiring my (Whelen) strobes up, and I noticed how nice
>and clear they look when new. Last time I walked around Oshkosh, I noticed
>that many flash tubes on experimentals seem to have a darkened, brownish
>look, almost like they've been overheated.
>
>Is this indeed caused by overheating, by having the tube enclosed behind a
>plexi lens and not exposed to the air stream for cooling, or is it just a
>natural degradation of the flash tube over time?
They do darken the inside surface of the glass over
time. A flash tube's life is rated in numbers of flashes
before it's light output drops to some pre-selected level,
usually 1/2 of original light output.
The harder the tube is "pushed" (joules per flash) the faster
the darkening and the shorter the service life.
Bob . . .
Message 23
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| Subject: | Spirellcell Technology |
--> AeroElectric-List message posted by: Speedy11@aol.com
Bob,
I saw a Sears ad today that advertised a new battery technology, Spirellcell
Technology. It says - tightly compressed spiral wound cells with absorbed
glass-mat separators hold electrolyte like a sponge to eliminate acid spilling.
Have you heard of this? Is it something of value to OBAMs?
Stan Sutterfield
RV-8A
Tampa
Message 24
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| Subject: | Z12 e-bus questions |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 11:23 AM 2/14/2004 +0000, you wrote:
>--> AeroElectric-List message posted by: "Steve Sampson"
><SSampson.SLN21@london.edu>
>
>The thing that I never understand about this sort of analysis is why is it
>assumed that the transmit switch will not be activated in this example. I
>dont know the NAV/COM unit in the example below, but surely it will
>significantly increase the demand on the ebus and blow any associated
>fuse/breaker?
The LOAD analysis is an ENERGY study first . . . do you have enough
battery/alternator capacity to produce the desired endurance . . .
and a PROTECTION study second to decide fuse/breaker and wire
sizes. As you have noted, the transmitter side of a transceiver
takes some higher, momentary current flows that set fuse and wire
size but is generally ignored for endurance since the transmit
duty cycle is very low. Both conditions have to be accommodated
in the final configuration.
Bob . . .
Message 25
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| Subject: | Re: Spirellcell Technology |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 10:33 PM 2/22/2004 -0500, you wrote:
>--> AeroElectric-List message posted by: Speedy11@aol.com
>
>Bob,
>I saw a Sears ad today that advertised a new battery technology, Spirellcell
>Technology. It says - tightly compressed spiral wound cells with absorbed
>glass-mat separators hold electrolyte like a sponge to eliminate acid
>spilling.
>
>Have you heard of this? Is it something of value to OBAMs?
Don't think so. The jelly-roll cell is the first of the
RG batteries patented by Gates about 25 years ago. Optima
bought the tooling from Gates when it decided to get out
of the battery business.
See http://www.optimabatteries.com/index.asp
where you'll see "Spiralcell" used to describe Optima's
product. Hawker bought the Gates prismatic (rectangular cells) line
which became the Genesis series Hawkers and others . . .
It's a good battery but nothing new.
Bob . . .
-----------------------------------------
( Experience and common sense cannot be )
( replaced with policy and procedures. )
( R. L. Nuckolls III )
-----------------------------------------
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