Today's Message Index:
----------------------
1. 05:09 AM - status indicators and failure modes (Brian Lloyd)
2. 05:42 AM - Re: status indicators and failure modes (Neil Clayton)
3. 06:48 AM - Re: circuit breaker buss (--he means bus) bar (Eric M. Jones)
4. 07:07 AM - Re: status indicators and failure modes (Robert L. Nuckolls, III)
5. 07:10 AM - Re: Avionics Master Switch (Robert L. Nuckolls, III)
6. 07:12 AM - Roll your own crowbar OV module (Ralph Ketter)
7. 07:14 AM - Re: Rotax alternator configuration (Robert L. Nuckolls, III)
8. 07:15 AM - Re: status indicators and failure modes (Brian Lloyd)
9. 08:14 AM - Trim, flap Relay (Jim Stone)
10. 08:53 AM - Tachometer Sensor Info Request (Tom Nalevanko)
11. 10:37 AM - radio ariel placement (Steve Sampson)
12. 01:45 PM - Wire labels (Neil Clayton)
13. 01:51 PM - Wire crimp crushing (Neil Clayton)
14. 01:59 PM - Re: Wire labels (John Slade)
15. 02:53 PM - Re: Re: Rotax alternator configuration (GT)
16. 02:54 PM - Re: Wire labels (Kenneth Melvin)
17. 04:21 PM - Rotax alternator configuration (hausding, sid)
18. 05:16 PM - Cold Cathode Fluorescent Lights (John Schroeder)
19. 06:46 PM - Re: Cold Cathode Fluorescent Lights (Tom Brusehaver)
20. 07:45 PM - Re: Rotax alternator configuration (Robert L. Nuckolls, III)
21. 07:53 PM - Re: Wire crimp crushing (Robert L. Nuckolls, III)
22. 08:00 PM - Re: Wire labels (Robert L. Nuckolls, III)
23. 08:10 PM - Out of town quite a bit for next 10 days. (Robert L. Nuckolls, III)
24. 08:13 PM - Re: Out of town quite a bit for next 10 days. (Cory Emberson)
Message 1
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| Subject: | status indicators and failure modes |
--> AeroElectric-List message posted by: Brian Lloyd <brianl@lloyd.com>
Robert Nuckolls makes a good point about status indicators and being sure you know
what they indicate and how they fail. An indicator light placed at the output
of the power switch for the fuel boost pump verifies only the switch, breaker,
and indicator itself. Adding a current-sensing relay additionally verifies
that the electrical circuit is complete and that current is flowing through
the pump. But it does not verify pump operation. Only a pressure sensor at
the output of the pump will verify actual pump operation. And that only tells
you that the pump is providing pressure, not that fuel is flowing into the engine.
Regardless, a pressure switch at the input to the carburetor or fuel injection
servo to operate a low-pressure indicator or perhaps provide input to the master
caution light verifies the operation of both mechanical and/or electric fuel
pump. This seems to me to make a lot more sense. To my way of thinking, the
interest is in the continued operation of the engine which requires proper fuel
pressure and flow. Sensing pressure at the input to the fuel metering system
verifies proper operation of both fuel pumps. Should the mechanical pump
fail one will get a warning light. Turning on the boost pump accompanied by the
fuel pressure warning light going off is positive indication of the proper
operation of the electric fuel pump.
An additional comment about relative reliability; I trust a switch to be more reliable
than a light bulb. The position of the fuel pump switch is, to me, a
more positive indication of whether the fuel pump is turned on than any indicator
light connected ahead of the pump. (This may not be true for LED indicators.)
Only actually sensing fuel pressure provides more information of use to
me in-flight.
And if the light comes on while the engine continues to run one can safely assume
that there is a problem with the low-fuel-pressure indicator system.
--
Brian Lloyd 6501 Red Hook Plaza
brianl@lloyd.com Suite 201
http://www.lloyd.com St. Thomas, VI 00802
+1.340.998.9447 (voice) +1.360.838.9669 (fax)
There is a time to laud one's country and a time to protest.
A good citizen is prepared to do either as the need arises.
Message 2
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| Subject: | Re: status indicators and failure modes |
--> AeroElectric-List message posted by: Neil Clayton <harvey4@earthlink.net>
Can't you just SEE the pressure delta on the fuel pressure gauge when the
electric pump is operating?
Neil
Message 3
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| Subject: | Re: circuit breaker buss (--he means bus) bar |
--> AeroElectric-List message posted by: "Eric M. Jones" <emjones@charter.net>
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
<bob.nuckolls@cox.net>
>>PB circuit breakers are labeled LINE and LOAD. Which side of the breaker
>>is the buss bar to be attached, and will the breaker trip should an
>>overload occur if the buss bar and wires are reversed?
>I'll have to ask my cb guru at Eaton about this. I believe the
>housings are marked so that special breakers with trip annunciators
>or external trip inputs get wired properly. ...Bob . . .
Bob et al:
[CSA Standard C22.2 No. 5-02, Molded Case Circuit Breakers, Molded Case
Switches and Circuit Breaker Enclosures: "Circuit breakers shall be marked
"line" and "load" unless the construction and the test results are
acceptable with the line and load connections reversed." In addition, clause
7.1.1.17 states that "... if a circuit breaker is not marked "line" and
"load", one sample of each set tested, or one additional sample, shall be
connected with the line and load connections reversed during the overload,
endurance and interrupting tests."]
So indeed, the plain vanilla variety may be reversible but it takes more CSA
testing to find out. Since the engineers are practical people, and the
manufacturing guys want the greatest commonality of parts. Why not simply
mark everything line and load?
Another issue as Bob notes, is the add-ons like indicators, output signals,
remote trips, etc. These almost always demand line-load polarity.
From a design approach almost every electro-mechanical device has some
preferred electrical direction. A circuit breaker is more complicated than a
fuse and when it catastrophically fails--the designer would like the hot
stuff to maintain the greatest distance from the cold stuff. "Close counts
in horse-shoes and high voltage."
From a physics point of view interrupting arcs demands knowing where the
line and load is (unless everything is perfectly symmetrical).
So there you have it. I don't know either.
Electrical puzzle of the day: A spiral two-wire cable (Hot, Neutral) accepts
a power plug on either end. A spiral three-wire cable (Hot, Neutral, and
Ground) accepts a power plug only on one end. Why?
Regards,
Eric M. Jones
www.PerihelionDesign.com
113 Brentwood Drive
Southbridge MA 01550-2705
Phone (508) 764-2072
Email: emjones@charter.net
"Nothing is too wonderful to be true."
- James Clerk Maxwell, discoverer of electromagnetism
"Too much of a good thing can be wonderful."
- Mae West, discoverer of personal magnetism
Message 4
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| Subject: | Re: status indicators and failure modes |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 08:41 AM 4/25/2004 -0400, you wrote:
>--> AeroElectric-List message posted by: Neil Clayton <harvey4@earthlink.net>
>
>Can't you just SEE the pressure delta on the fuel pressure gauge when the
>electric pump is operating?
Many of airplanes I fly will show an increase of present fuel
pressure when the aux pump is turned on. Gages make poor warning
devices. If one likes to spend more time looking outside the
windows than inside, ACTIVE notification of failures is a
good thing to pursue for truly critical items.
Bob . . .
Message 5
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| Subject: | Re: Avionics Master Switch |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 09:08 PM 1/3/2004 -0500, you wrote:
>--> AeroElectric-List message posted by: Dfsund@aol.com
>
>Bob,
>
>I've been wiring my RV-7 per Z-11 and for convenience would like to add an
>Avionics Master Switch. I've read your article reguarding their necessity (or
>lack thereof) which included a schematic showing the switch wired between the
>Main Power Bus and the E-Buss (after the diode). I also read on page 11-3
>of the
>Connection, "The avionics master switch controls e-bus connection to main
>bus, selects an emergency mode e-bus feed directly from battery and also
>disables
>the starter circuits if the switch is not positioned to shut off the
>avionics". This sounds like you're combining the functions of the
>avionics master,
>e-bus alternate feed and bat/alt master switch into one switch. Is this
>correct? Could you direct me to a schematic showing this switch set up or
>explain it
>with switch type, etc. so an electrically challenged person (like me) can
>understand? Thanks for the help...............
This has been proposed many times. I prefer to keep the two power
paths to the e-bus as isolated and independent of each other as
practical. The single switch technique you propose makes for a
single point of failure for e-bus power.
Bob . . .
Message 6
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| Subject: | Roll your own crowbar OV module |
--> AeroElectric-List message posted by: Ralph Ketter <arizonahikers@juno.com>
>>
>>I build my own OV crowbar module and it functions correctly except that
>>it operated in the 10-11 volt range. I triple checked the components
and
>>wiring. I tested the 1N4742A diode and it regulates at 12V. I changed
>>the 1.62K ohm resistor specified for a 14 volt system to 6.04K and the
>>circuit operates in the correct voltage range of 15.5-17 volts. Has
>>anyone else found this?
>
> With the 1.62K resistor in place, adjust the potentiometer to
> approximately mid range. Adjust the power supply to a point just
> below the trip point and then measure voltage at (1) + end of
> capacitor and (2) junction of zener diode and the 392 ohm
> resistor and tell us what you get.
>
> Bob . . .
>
> -----------------------------------------
> ( Experience and common sense cannot be )
> ( replaced with policy and procedures. )
> ( R. L. Nuckolls III )
> -----------------------------------------
Thanks for the reply Bob,
Sorry I took so long with a response to your suggestion.
I did as you suggested. The pot is set to mid range. The resistor on
plus side of pot is 1.62K. The trip point is 10.4 volts.
Reading from capacitor (+ end) to the zener diode and 392 ohm resistor
junction measures +.436 volts.
Reading from ground to the same junction reads 7.6 volts across the
zener.
With the 1.62K resistor replaced with a 6.04K and the pot in the same
midrange position the trip point is 16.22 volts
Reading from capacitor (+ end) to the zener diode and 392 ohm resistor
junction measures +.538 volts.
Reading from ground to the same junction reads 7.36 volts across the
zener.
Ralph
***************************
Message 7
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| Subject: | Re: Rotax alternator configuration |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 04:05 PM 1/6/2004 +0000, you wrote:
>Below is the result of your inquiry. It was submitted by
>Manuel Bonniot (mbonniot@hotmail.com) on Tuesday, January 6, 2004 at 08:05:32
>
>Tuesday, January 6, 2004
>
>Manuel Bonniot
>
>,
>Email: mbonniot@hotmail.com
>Comments/Questions: Hello Bob,
>
>I am building a MCR 4S with a Rotax 912S, equipped for night flying.
>I will certainly use the scheme Z-13, that I find very attractive.
>But I need the SD8 to be permanently activated, to supply enough
>power in case I use of all the electrical equipments. Does it make
>a problem ?
>My other question is about the Ducati regulator : is it good to keep
>it (at least with wiring according to Z-16), or had I better throw
>it and use something else ?
I'm told that the SD-8 will not deliver rated current at the
vacuum pump speeds on the Rotax engines. There's nothing wrong
with running two alternators to meet normal running loads. Twin
engine aircraft do it all the time. I'm not aware of any popular
replacements for the Ducati regulator supplied with Rotax engines.
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.
A further benefit can be realized with membership on
the list. There are lots of technically capable folks
on the list who can offer suggestions too. You can
join at . . .
http://www.matronics.com/subscribe/
Thanks!
Bob . . .
--------------------------------------------
( Knowing about a thing is different than )
( understanding it. One can know a lot )
( and still understand nothing. )
( C.F. Kettering )
--------------------------------------------
Message 8
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| Subject: | Re: status indicators and failure modes |
--> AeroElectric-List message posted by: Brian Lloyd <brianl@lloyd.com>
Neil Clayton wrote:
> --> AeroElectric-List message posted by: Neil Clayton <harvey4@earthlink.net>
>
> Can't you just SEE the pressure delta on the fuel pressure gauge when the
> electric pump is operating?
Not necessarily. Some (most?) fuel pumps have a bypass valve that opens between
output and input to maintain a fixed fuel pressure at the output of the pump.
Carburetors have a minimum and maximum operating pressure and are pretty forgiving.
Pressure carburetors and the Bendix RSA fuel servo compensate for fuel
inlet pressure changes which allows you to use unregulated fuel pumps. The
fuel metering servo used with Continental engines is very sensitive to fuel pressure
changes and therefore the fuel pumps for Continental engines must maintain
a fixed pressure. You should never see a fuel pressure change at the input
to the fuel metering system on a Continental engine.
BTW, this is why you can kill a Continental fuel-injected engine at low power settings
by turning the boost pump to the high position. The extra fuel pressure
causes the mixture to go way rich to the point where the engine quits running.
And then there is the other issue of noticing a low or high fuel pressure indication.
Sometimes you are just looking outside and don't see the problem. I really
like audio alerting for critical engine parameters. Even a Sonalert(tm)
connected to the master caution light is a win.
--
Brian Lloyd 6501 Red Hook Plaza
brianl@lloyd.com Suite 201
http://www.lloyd.com St. Thomas, VI 00802
+1.340.998.9447 (voice) +1.360.838.9669 (fax)
There is a time to laud one's country and a time to protest.
A good citizen is prepared to do either as the need arises.
Message 9
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| Subject: | Trim, flap Relay |
--> AeroElectric-List message posted by: "Jim Stone" <jrstone@insightbb.com>
I'm in search for the perfect combination dual axis trim and flap relay for my
Infinity stick grips in I will be operating pitch and roll trim, and electric
flaps from the small stick grip switches. Infinity sells both individual relays
and a combo unit that will do just what I am needing, but for 107 dollars.
I will also be adding the MAC speed controllers to control the MAC speed for trimming
both axis.
Has anyone tried the Infinity combo relay unit, or, know of a better unit.
Thanks,
Jim
Harmon Rocket II
Message 10
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| Subject: | Tachometer Sensor Info Request |
--> AeroElectric-List message posted by: Tom Nalevanko <tom@mstay.com>
I would appreciate any info that anyone can provide on the following.
Here is the story. I recently purchased a Teledyne Continental IO-550N
aircraft engine and installed at the bottom of its Right magneto is a
tach sensor. The 3 wire leads from the sensor (blue, black, red) that
terminate in a Molex type connector have a tag with the following info:
Spirent Systems Wichita Inc.
8710 E 32nd St. N
Wichita, KS 67226
P/N 0406-005
FSCM 59551
CUST P/N 655862 REV N/C
Date 4/21/03
S/N 120866
----------------------
The Teledyne Continental installation manual only notes "Electrical
Tachometer Standard Signal".
I would like info on this device to see if I can use it with my ACS2002
Engine Monitor; the alternative is to remove it and replace it with the
ACS sensor. But, due to laziness (magneto would have to be removed and
part of upper induction system), I would rather not do this.
I would think that this is a standard Hall sensor and if 5 volts is
applied, a positive square wave is generated at the frequency of the
engine RPMs.
Would appreciate any info and I am also pursuing other avenues of info
and will post results here. Other builders, for example on the Lancair
list, seem to have this same question and answering it once and for all
would be beneficial to a lot of people.
Thanks,
Tom
Message 11
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| Subject: | radio ariel placement |
--> AeroElectric-List message posted by: "Steve Sampson" <SSampson.SLN21@london.edu>
I would like to put my 45 bent RAMI radio antenna on the belley about its
own length from one of the gear legs which is oriented in approvimately the
same plane. (Its an RV9a.) Is this likely to present serious radio problems?
Thanks, Steve.
PS The transponder will be a similar distance from the other gear leg
pointing vertically down.
---
Message 12
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--> AeroElectric-List message posted by: Neil Clayton <harvey4@earthlink.net>
As I start to install my electrical system, I want to label wires at each end.
What is a good labelling system?
Thanks
Neil
Message 13
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| Subject: | Wire crimp crushing |
--> AeroElectric-List message posted by: Neil Clayton <harvey4@earthlink.net>
What's the accepted method to crush a crimp relative to the axial joint?
Thanks
Neil
Message 14
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--> AeroElectric-List message posted by: "John Slade" <sladerj@bellsouth.net>
> As I start to install my electrical system, I want to label wires
> at each end.
> What is a good labelling system?
Neil,
I printed sheets of wire lables in 6 point font, cut them up as needed, then
tucked the labels under clear shrink wrap. It's a bit messy, but it works.
John
Message 15
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| Subject: | Re: Rotax alternator configuration |
--> AeroElectric-List message posted by: "GT" <Gilles.Thesee@ac-grenoble.fr>
I'm not aware of any popular
> replacements for the Ducati regulator supplied with Rotax engines.
>
>
Hi Bob, Manuel and all
Some months ago we started a survey of the Ducati regulator supplied by
Rotax. Jerome's students are presently completing a thermal study. Their
report is not yet definitive but it appears the Ducati rectifier/regulator
reaches unacceptable temperatures when used for any length of time at
anything above 50-60 % rated power.
On the other hand, after getting good feed back from the Schike GR 4
regulator, we have the feeling it could be a usable replacement. The
advertised continuous rated current is 16 amps, confirmed by our measures,
and without excessive heating. I'm intending to install a Schicke in our
project.
http://www.schicke-electronic.de/dframe.htm
Only in German. For reasons unknown to me, the GR 4 doesn't appear on their
website but Herr Schicke readily sent the specs.
I hope I'll be able to make a short translation of the complete report
within the next few weeks.
FWIW
Regards,
Gilles Thesee
Grenoble, France
Message 16
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--> AeroElectric-List message posted by: Kenneth Melvin <melvinke@direcway.com>
The Kroy 3000 printer and wire label printing system is excellent.
Prints directly from computer to shrink-tubing or wrap.
Kenneth Melvin
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of John
Slade
Subject: RE: AeroElectric-List: Wire labels
--> AeroElectric-List message posted by: "John Slade"
<sladerj@bellsouth.net>
> As I start to install my electrical system, I want to label wires
> at each end.
> What is a good labelling system?
Neil,
I printed sheets of wire lables in 6 point font, cut them up as needed,
then
tucked the labels under clear shrink wrap. It's a bit messy, but it
works.
John
==
==
==
==
Message 17
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| Subject: | Rotax alternator configuration |
--> AeroElectric-List message posted by: "hausding, sid" <sidh@charter.net>
Look for the "Key West" regulator carried by Aircraft Spruce, Leading Edge
and most Rotax parts distrubutors..........better than the Ducati.
Sid
---------------------
I'm not aware of any popular replacements for the Ducati regulator supplied with
Rotax engines.
Message 18
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| Subject: | Cold Cathode Fluorescent Lights |
--> AeroElectric-List message posted by: John Schroeder <jschroeder@perigee.net>
Has anyone used these in an airplane? I've not actually seen one, but they
are supposed to be able to put out a fair amount of light for not much in
the way of cost in amps. There is also a cousin to these and to EL strip
lighting. It is EL wire. There are lots of apps for it if you like to
attract attention in your car!
We are looking for a good source of inexpensive EL strips to use for under
the glare shield for panel flood lighting.
Any info would be appreciated on either product. Also a good source for EL
strips.
Many thanks,
John
Message 19
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| Subject: | Re: Cold Cathode Fluorescent Lights |
--> AeroElectric-List message posted by: Tom Brusehaver <cozytom@mn.rr.com>
I put 4 of them in my plane, and they are pretty neat. They
put out quite a bit of light at night, and hardly nothing
in the daylight.
If you mouse over the picture of the passenger interior,
the picture will change to the night time version.
http://home.mn.rr.com/brusehaver/cozy_page.html
I mounted them under the longerons.
On Sun, 25 Apr 2004 20:16:21 -0400, John Schroeder
<jschroeder@perigee.net> wrote:
> --> AeroElectric-List message posted by: John Schroeder
> <jschroeder@perigee.net>
>
> Has anyone used these in an airplane? I've not actually seen one, but
> they
> are supposed to be able to put out a fair amount of light for not much in
> the way of cost in amps. There is also a cousin to these and to EL strip
> lighting. It is EL wire. There are lots of apps for it if you like to
> attract attention in your car!
>
> We are looking for a good source of inexpensive EL strips to use for
> under
> the glare shield for panel flood lighting.
>
> Any info would be appreciated on either product. Also a good source for
> EL
> strips.
>
> Many thanks,
>
> John
>
>
Message 20
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| Subject: | Re: Rotax alternator configuration |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 07:21 PM 4/25/2004 -0400, you wrote:
>--> AeroElectric-List message posted by: "hausding, sid" <sidh@charter.net>
>
>Look for the "Key West" regulator carried by Aircraft Spruce, Leading Edge
>and most Rotax parts distrubutors..........better than the Ducati.
>Sid
Are those folks still around? I'd been told by someone that they were
out of business. Great data-point. Thanks!
Bob . . .
Message 21
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| Subject: | Re: Wire crimp crushing |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 04:51 PM 4/25/2004 -0400, you wrote:
>--> AeroElectric-List message posted by: Neil Clayton <harvey4@earthlink.net>
>
>What's the accepted method to crush a crimp relative to the axial joint?
>
>Thanks
>Neil
I'm mystified . . . If you're talking about crimp tools for
terminals on the ends of wires, see:
http://www.aeroelectric.com/articles/CrimpTools/crimptools.html
http://www.aeroelectric.com/articles/bnccrimp.pdf
http://www.aeroelectric.com/articles/terminal.pdf
http://www.aeroelectric.com/articles/multiplewires/multiplewires.html
Bob . . .
-----------------------------------------
( Experience and common sense cannot be )
( replaced with policy and procedures. )
( R. L. Nuckolls III )
-----------------------------------------
Message 22
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--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 04:44 PM 4/25/2004 -0400, you wrote:
>--> AeroElectric-List message posted by: Neil Clayton <harvey4@earthlink.net>
>
>As I start to install my electrical system, I want to label wires at each end.
>What is a good labelling system?
>
>Thanks
>Neil
B&C offers a kit or individual pieces of clear heatshrink
that can be used as shown in this picture:
http://www.aeroelectric.com/Pictures/s817c.jpg
Print your wire labels onto AVERY label material
(full sheets from office supply).
Bob . . .
Message 23
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| Subject: | Out of town quite a bit for next 10 days. |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
I'm out of here 6:30A tomorrow for California. I'll be
visiting Concord to get material on a battery failures
study I'm doing at RAC . . . also looking for some personal
education on the inner workings of RG batteries.
Will be home one day and then off again for the Nashville
seminar next Sat, Sunday. We get back to Wichita Sunday
evening and I'm out again Monday morning for a consulting
task in Idaho with one of my local clients. Won't be back
in my office until a week from Wednesday.
I'll have the laptop with me and if any of our hotels
offer high speed Internet connections, I'll try to check
in. Otherwise, please know that I'm not being snooty . . .
just hard to find for a bit.
Bob . . .
-----------------------------------------
( Experience and common sense cannot be )
( replaced with policy and procedures. )
( R. L. Nuckolls III )
-----------------------------------------
Message 24
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| Subject: | Re: Out of town quite a bit for next 10 days. |
--> AeroElectric-List message posted by: "Cory Emberson" <bootless@earthlink.net>
Thanks, Bob, and welcome to my neck of the woods. If you need some
restaurant suggestions, just let me know off-line so as to keep the threads
more or less on-topic. :-0
best, Cory
----- Original Message -----
From: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
Subject: AeroElectric-List: Out of town quite a bit for next 10 days.
> --> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
<bob.nuckolls@cox.net>
>
> I'm out of here 6:30A tomorrow for California. I'll be
> visiting Concord to get material on a battery failures
> study I'm doing at RAC . . . also looking for some personal
> education on the inner workings of RG batteries.
>
> Will be home one day and then off again for the Nashville
> seminar next Sat, Sunday. We get back to Wichita Sunday
> evening and I'm out again Monday morning for a consulting
> task in Idaho with one of my local clients. Won't be back
> in my office until a week from Wednesday.
>
> I'll have the laptop with me and if any of our hotels
> offer high speed Internet connections, I'll try to check
> in. Otherwise, please know that I'm not being snooty . . .
> just hard to find for a bit.
>
>
> Bob . . .
>
> -----------------------------------------
> ( Experience and common sense cannot be )
> ( replaced with policy and procedures. )
> ( R. L. Nuckolls III )
> -----------------------------------------
>
>
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