Today's Message Index:
----------------------
1. 06:05 AM - Aileron trim cable routing (GT)
2. 06:19 AM - Re: MOV? (Robert L. Nuckolls, III)
3. 06:50 AM - DC-4 (Denis Walsh)
4. 07:45 AM - Re: Aileron trim cable routing (BobsV35B@aol.com)
5. 08:12 PM - Re: AeroElectric-List Digest: 13 Msgs - 04/16/04 (czechsix@juno.com)
6. 08:41 PM - Horse Power? (Malcolm Thomson)
Message 1
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| Subject: | Aileron trim cable routing |
--> AeroElectric-List message posted by: "GT" <Gilles.Thesee@ac-grenoble.fr>
Hi Bob and all,
Our project incorporates a small aileron mounted RAC Trim servo. My problem
is, how do I best connect this trim through the aileron leading edge to the
adjacent fixed portion of the wing ? The goal is to minimize wire flexing in
spite of the aileron movements ? I have the feeling I should provide some
ample wire loop to insure very light local flexing, but how could I achieve
that ? Space between the aileron and the wing is rather restricted.
Thanks for any opinion,
Regards,
Gilles Thesee
Grenoble, France
Message 2
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--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 04:16 PM 4/16/2004 -0400, you wrote:
>--> AeroElectric-List message posted by: John Schroeder
><jschroeder@perigee.net>
>
>Hi Malcolm -
>
>Greg mentioned at Sun N Fun that you are starting to wire your airplane.
>We are almost there and have used the L IV wirebook as a starter. As you
>may recall, we are using Bob's Z14 system (dual alternators and dual
>batteries). I added a ground power module to that and a couple of other
>small changes.
>
>I asked Bob some time ago about the MOV's and he said that they are no
>longer used in any of his recommended systems. Diodes are used now. You
>can download most of the system diagrams from his website.
MOV's were attractive to me when I began writing the book
15 years ago. They were bi-directional devices meaning that
you couldn't hook one up backwards. But they were also difficult
to find in very low voltage ratings and didn't do as good a
job as the diode which is available virtually everywhere.
The only caveat is that you gotta pay attention to the banded
end and hook them up right. See later versions of those
wiring diagrams in Appendix Z of the current publication
which you can download at
http://www.aeroelectric.com/articles/Rev10/z10.pdf
if you don't have the book.
Bob . . .
Message 3
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--> AeroElectric-List message posted by: Denis Walsh <denis.walsh@comcast.net>
Bob, I feel you have given this OBAM-friendly product short shrift.
Strange to say (but true) DC-4 is specified for use as a gasket
dresser when changing your champion oil filter on the Lycoming ! It
will insure the filter will come off easily at change time. Don't be
too generous with it as I am told the silicon will distort your oil
sample spectographic analysis.
So go ahead and buy a big tube of that marvelous stuff. I use it for
the spark plug wires which go into holes and need moisture protection
too. One other use is the #@**# nose tire on the RV 'A' models. These
chin sein tires get bonded to the wheel and won't come off, so I put
some DC-4 on the rims during assembly. I am afraid to put it on the
mains. It would be my luck to hit the brakes real hard one day and
have the tires spin around, and pinch off the tube filler neck,
rendering me in the weeds.
It is also great for persuading rubber or silicone things to go
together.
I am sure others can come up with lots of uses where a heat resistant
lubricant/moisture barrier is needed which does not harm rubber or
conduct electricity.
Denis
On Apr 17, 2004, at 8:25 PM, Robert L. Nuckolls, III wrote:
>
>
> It occurs to me that you may be asking about the
> silcone greases popular for waterproofing. Dow Corning
> DC-4 has been around for 40+ years. When I was in
> the 2-way radio business, we would fill the interface
> of coax connectors on a tower with DC-4 before
> assembly. It would keep the moisture out of the
> connector. Did a net-search on the stuff and found
> several instances where DC-4 was recommended for
> moisture proofing connectors or aiding in their
> assembly. Here's a few . . .
>
> http://www.ramaircraft.com/Catalog/SB&AD/ramsl200001.htm
> http://www.lambda-emi.com/product_html/500aresource.htm
> http://skymate.hosting4less.com/downloadables/
> SkyMate%20100%20Owners%20Guide-VMS.pdf
> http://www.amphenolrf.com/products/AssemblyInstructions/hn.pdf
> http://www.dielectric.com/broadcast/instruction_booklets/IB162-A.pdf
>
> I guess I'm not a really big user of DC-4. I think
> the tube I have was purchased when I was in the radio
> business . . . about 1963. Itty-bitty amounts go a
> very long way. My 3 oz tube is still about half full.
>
> Bob . . .
>
>
> _-
> =======================================================================
> _-
> =======================================================================
> _-
> =======================================================================
> _-
> =======================================================================
> >
>
>
Message 4
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| Subject: | Re: Aileron trim cable routing |
--> AeroElectric-List message posted by: BobsV35B@aol.com
In a message dated 4/18/04 8:06:10 AM Central Daylight Time,
Gilles.Thesee@ac-grenoble.fr writes:
I have the feeling I should provide some
ample wire loop to insure very light local flexing, but how could I achieve
that ?
Good Morning Gilles,
Is there room to run the wire parallel to the hinge line for a little way?
I have used that method to give a wire adequate flexibility when a
loop would not be practical. The length of wire can even be lightly
supported along it's length if that need be. All you have to do is run
it through a support that does not bind it down solidly. As long as
the wire is free to twist, all of the motion will be absorbed by the
torsion of the wire instead of as a bending moment. A six inch length
of number twenty or twenty two can stand a lot of twisting without
any damage at all. The longer, the better.
Works for me!
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Airpark LL22
Downers Grove, IL 60516
630 985-8502
Message 5
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| Subject: | Re: AeroElectric-List Digest: 13 Msgs - 04/16/04 |
--> AeroElectric-List message posted by: czechsix@juno.com
Dale, a few more comments below:
> From: "Dale Martin" <niceez@cableone.net>
> Subject: Re: AeroElectric-List: A panel full of displays . . .
>
> --> AeroElectric-List message posted by: "Dale Martin"
> <niceez@cableone.net>
>
> For the record - the single battery, single alternator, single E.I.
> system with all electric is not a gamble. On that sad day when the
> alternator freaks out I have the battery and one ignition that's "keeps
on
> going," so I still make it to a facility for a repair.
Agree 100% for VFR flying. Original question that started all this was
for IFR in electrically dependent airplane with one battery though. For
VFR flying and single E.I., electrical system is really optional
anyway...
>In case of a battery
> failure same scenario but the alternator supplies power and I make it
to tera
> firma in great shape.
The "battery failure" I was talking about was one which would take the
whole electrical system down....otherwise, you'd be unlikely to have or
notice any other type of failure of the battery in flight....you would
notice it when you try to start the airplane for the next flight, unless
there's a failure mode I'm forgetting?
>BTW, two E.I.'s is not the most economic or lightest
> and it darn sure is not the best performance.
How do you support this claim? The dual Lightspeed Plasma II system
price is comparable to two mags, and is lighter than those two mags
(especially with the crank-triggered flywheel timing pickups). If the
ignition system alone requires dual alternators and dual batteries, the
overall weight and expense would be greater for the E.I. route, but for
most of us the new electric panels are also justifying the electrical
system redundancy so this upper isn't attributed only to the E.I.'s in a
comparison with mags.
As far as performance, I have not personally done mags vs. E.I. testing,
but if two E.I.'s are "darn sure not the best performance" then the E.I.
manufacturer's are lying to us, because they claim the E.I. performance
to be better. Granted, the first E.I. gives you the majority of the
improvements (90% +), but the second adds a measurable amount according
to Klaus Savier and affirmed by Bart Lalonde who's tested them on the
dyno. FWIW, my reason for going dual E.I. was primarily just
standardization of the ignition system....I got tired of messing with
mags when I was turning wrenches and will welcome the lower maintenance
and better reliability of the E.I. system. The slight weight savings and
performance improvement of the second E.I. is an added bonus. No more
$$$ aviation spark plugs for me....
> In the case of a total electrical system failure the mag is still
> keeping the airplane moving to an airport and we are fine. After 17
years
> of flying this IFR capable "air-chine" and the last nine years with one
E.I. I
> really don't get the fear.
If you're IFR, and you have total electrical system failure, the engine
keeps running but what about your panel? I'm not saying adding an aux
battery and/or alternator is the only option....for example, you could
get the Dynon with the internal battery and have a handheld GPS with
batteries, and that would get you down in IFR even if you had total
electrical system failure.
> If your talking hard IFR and pretty sure your not, the systems I see
> in many of these new airplanes is a waste.
>
> This is the opinion of many of "People who are flying experimentals"
> and not building. Bob has designed some pretty great systems and
taking
> advantage of his skillful designs would make anyone very safe. The big
> difference in my focus and Bob K's is that he wants to make the
intended
> destination. Myself I want to just back on the ground and not need to
change my
> drawers ;-))
Agreed....my aux battery will be 3 ah capacity and cost about $10-15. In
the unlikely event that the main electrical system fails completely, I
will have about an hour of ignition operation to get on the ground. I
don't see the need to add a ton more capacity and carry the extra
weight/expense required to ensure my aux battery will outlast my fuel,
since this is a backup for an unlikely scenario and I'll live with some
inconvenience if I ever find myself in these circumstances...
--Mark Navratil
Cedar Rapids, Iowa
RV-8A N2D firewall forward stuff....
> Dale Martin
> Lewiston, ID
> LEZ-235
>
>
> ----- Original Message -----
> From: <czechsix@juno.com>
> Subject: Re: AeroElectric-List: A panel full of displays . . .
>
>
> > --> AeroElectric-List message posted by: czechsix@juno.com
> >
> >
> > Hi Dale,
> >
> > To answer your question, very few of us have had battery failure.
> It's
> pretty rare, and many people may be comfortable with a single
> battery in an
> all-electric airplane (i.e. dual elec. ignition and IFR panel with
> no
> vacuum). Personally, I'm NOT comfortable with having all that at
> stake in a
> single battery. There have been a few battery failures reported
> here on
> this List over the past few years I've followed it, and several
> people I've
> talked to have had it happen in cars. I'm talking catastrauphic
> failure,
> where the lead or post breaks off, or something happens to the
> battery
> itself rendering the whole electrical system dead. I know, I
> know...they
> were probably poorly designed installations and/or poorly
> maintained, and if
> you have a well-designed installation without stressing the battery
> leads/terminals, with an RG battery rotated out every other year,
> the odds
> of failure are probably reduced to very slim. But in my case I
> decided to
> go with a small aux battery to k
> > eep my second ignition alive in the ulikely event that it's
> needed. Each
> person can decide for their airplane and mission what they're
> comfortable
> with.
> >
> > --Mark Navratil
> > Cedar Rapids, Iowa
> > RV-8A N2D finishing...
> >
> > From: "Dale Martin" <niceez@cableone.net>
> > Subject: Re: AeroElectric-List: A panel full of displays . . .
> >
> > --> AeroElectric-List message posted by: "Dale Martin"
> <niceez@cableone.net>
> >
> > With all due respect...... how many of us have a had a battery
> failure?
> I
> > cannot believe that some of you intend medium to hard IFR with
> some of our
> > homebuilts. First consider empennage, wing and prop anti icing
> equipment
> > first.... Then I'll believe you need all the rest of the
> equipment.
> >
> > One battery will due if it is the proper quality.....
> >
> > Just my opinion,
> >
> > Dale Martin
> > Lewiston, ID
> > LEZ-235
Message 6
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--> AeroElectric-List message posted by: "Malcolm Thomson" <mdthomson@attglobal.net>
Does anyone know the formula to calculate the %HP?
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