Today's Message Index:
----------------------
1. 05:24 AM - Squidging (Fergus Kyle)
2. 08:47 AM - Re: Plasma Ignition availability (Robert L. Nuckolls, III)
3. 09:22 AM - Re: B&C LR3 voltage regulator (Robert L. Nuckolls, III)
4. 09:49 AM - Re: 24v battery interconnect (Bruce Gray)
5. 10:25 AM - Re: 24v battery interconnect (Bill Zangger)
6. 11:05 AM - Retail source for KILOVAC CAP200 low holdin battery contactor (Paul McAllister)
7. 11:57 AM - (david caswell)
8. 12:29 PM - Re: Retail source for KILOVAC CAP200 low (Wallace Enga)
9. 01:04 PM - Re: (Gaylen Lerohl)
10. 02:28 PM - Re: 24v battery interconnect (Robert L. Nuckolls, III)
11. 04:35 PM - Re: daisy chaining power leads (Robert L. Nuckolls, III)
12. 04:51 PM - Lighting strike (Paul McAllister)
13. 05:31 PM - Re: Engine gauge wiring (N1deltawhiskey@aol.com)
14. 05:46 PM - Re: Lighting strike (Ron Koyich)
15. 07:12 PM - Re: Lighting strike (Dan Checkoway)
16. 07:28 PM - Re: Lighting strike (David Carter)
17. 07:44 PM - latching relay (Paul)
18. 08:23 PM - Re: latching relay (B Tomm)
19. 08:50 PM - Wire Stripper (Steve Collins)
20. 08:55 PM - Re: Lighting strike (George Braly)
21. 09:08 PM - Re: latching relay (Richard E. Tasker)
Message 1
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--> AeroElectric-List message posted by: "Fergus Kyle" <VE3LVO@rac.ca>
Cheers,
In view of the challenges to Europa's future wellbeing, I feel the
terrible urge to give.
The title refers to that regretable need to fill the 'voids' (an
unnecessary term) in a band of adhesive having irregular contact. Having
just accomplished this feat - not without its own challenges - I have
gleaned a summary for those wary few who may benefit from another's
misfortune.
Successful squidging comes from creating the correct consistency of
adhesive such that, too thin it runs elsewhere (usually on new shirt) or
spurts sideways onto a treasured curio or too thick, won't penetrate to the
necessary depths to fulfill the need. Thus only personal experience can
produce the known thickness of mix (q.v: thixatropic).
However when it comes to tools, it's another thing. After an army of
investigators have completed their reports I can safely recommend articles
of the vital sort.
Anything 1/16inch or over in ID will be found at either the local
medical arts surgery store for a syringeof 60cc(ml) capacity with a
'catheter tip' for less than $3 NA. These usually have a tip about 1/4inch
OD and 1/16 ID which can be whittled down on opposing sides to from a wedge
where penetration of 1/16 or more is needed.
Another device highly recommended is a 'metal teat cannula' (don't
ask) which normally presents itself at the nearby farm implement stores. Its
quality seems to lean toward being able to attach any moderate size of
tubing tip to achieve the depths required.
I covered over a quartet of dictionaries/thesauri to discover what a
'dongle' is, but offer the follwoing for those who must invent such things -
Kormdiddle, feltpugue, dolpit and pherb.
Ever onward,
Ferg
A064
Message 2
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| Subject: | Re: Plasma Ignition availability |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <rnuckolls@aeroelectric.com>
At 10:29 PM 8/3/2004 -0700, you wrote:
>--> AeroElectric-List message posted by: Rick Girard <fly.ez@verizon.net>
>
>Hi all,
>
>I have a Plasma Ignition System available for sale. The unit has 10
>hours Total Time. System includes coils, harness, plugs, plug adapters,
>and hall effect module. Please call 425 531 2651 for further details.
>
>Reason for sale: I am currently undertaking a weight reduction effort on
>my new (and heavy) IO-360 powered Long EZ. The aircraft was set up for
>an America to Australia Pacific crossing and had a second alternator and
>second battery as backup for dual electronic ignition. I have decided to
>remove the weight and add a magneto..
Why does a dual alternator system need dual batteries . . . and why
would a dual alternator system heavier?
Starting with a modern, belt driven alternator you have demonstrated
reliability on the order of 3 to 10x better than certified junk for the
main alternator. Adding a second engine driven power source in the form
of an SD-8 replaces more pounds of vacuum system than the weight of
the alternator installation and puts a huge multiplier on the probability
of having engine driven power for duration of flight. If you have two
engine driven power sources, you don't need a high capacity battery.
Consider a 12.5 lb, 12 a.h. cranker from Concord or others. For an
over-the-pond
crossing, I'd think you'd WANT the fuel savings offered by electronic
ignition even if you back it up with a magneto for the second ignition.
I'm completely mystified as to how the optimum system configuration
for this mission is 'heavier' than the single alt, dual mag, vacuum
system installation.
Bob . . .
---
Message 3
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| Subject: | Re: B&C LR3 voltage regulator |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <rnuckolls@aeroelectric.com>
At 09:12 AM 8/3/2004 -0500, you wrote:
>--> AeroElectric-List message posted by: "Gerry Clabots" <gclabots@execpc.com>
>
>I am wiring my LR3 voltage regulator and would like to know the
>disadvantage of jumpering 3 to 6 instead of fusing 3 seperately?
>I am starting to run short of fuse positions and if there is no big
>disadvantage i would Jumper 3 to 6.
>Gerry
Please wire per the instructions. The separate power leads provide
isolation between field supply current and regulator sense connections.
Proper, stable operation of the LR-3 depends on installation as
shown.
Bob . . .
---
Message 4
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| Subject: | 24v battery interconnect |
--> AeroElectric-List message posted by: "Bruce Gray" <Bruce@glasair.org>
Hi Bob,
Thanks again for your little talk at our builders banquette at OSH. I
have a question I neglected to ask. I plan on using two 12v RG batteries
in my 24v system. I'd like to mount them on the engine side of the
firewall. In order to do that they must be mounted on separate sides due
to space concerns. The question is, what's the maximum distance I can
have between the 2 interconnected batteries?
Bruce
www.glasair.org
Message 5
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| Subject: | 24v battery interconnect |
--> AeroElectric-List message posted by: "Bill Zangger" <zangger@cox.net>
Remove me from your list IMMEDIATELY!!!!!!!!!!!
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of Bruce
Gray
Subject: RE: AeroElectric-List: 24v battery interconnect
--> AeroElectric-List message posted by: "Bruce Gray" <Bruce@glasair.org>
Hi Bob,
Thanks again for your little talk at our builders banquette at OSH. I
have a question I neglected to ask. I plan on using two 12v RG batteries
in my 24v system. I'd like to mount them on the engine side of the
firewall. In order to do that they must be mounted on separate sides due
to space concerns. The question is, what's the maximum distance I can
have between the 2 interconnected batteries?
Bruce
www.glasair.org
Message 6
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| Subject: | Retail source for KILOVAC CAP200 low holdin battery |
contactor
--> AeroElectric-List message posted by: "Paul McAllister" <paul.mcallister@qia.net>
Hi all,
I installed one of these in my Europa and I can't remember where I purchased it
from. Its made by Tyco. I'd appreciate it if anyone can tell me the retail source
for them.
Paul
Message 7
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--> AeroElectric-List message posted by: david caswell <davidbcaswell@yahoo.com>
I'm in process of wiring panel and am trying to find out the preferred method of
wiring the engine instruments hot (I) side. Do you just wire them in series,
or do you run all of the leads to a " block" somewhere that is energized from
a faston terminal ("engine instruments") on the fused e-buss? I'm running all
of the grounds to the firewall grounding block. Is there a non grounded "block"
that would be appropriate for this use? Any input would be appreciated.
Thank you,
David
Message 8
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| Subject: | Re: Retail source for KILOVAC CAP200 low |
holdin battery contactor
--> AeroElectric-List message posted by: Wallace Enga <wenga@svtv.com> holdin battery
contactor
Hi Paul
http://www.onlinecomponents.com/default.htm
Search for : Kilovac EV200 AAANA
Shows 347 Quantity On Hand
Wally
At 01:04 PM 8/4/04 -0500, you wrote:
>--> AeroElectric-List message posted by: "Paul McAllister"
><paul.mcallister@qia.net>
>
>Hi all,
>
>I installed one of these in my Europa and I can't remember where I
>purchased it from. Its made by Tyco. I'd appreciate it if anyone can tell
>me the retail source for them.
>
>Paul
>
Message 9
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--> AeroElectric-List message posted by: "Gaylen Lerohl" <lerohl@rea-alp.com>
David:
Check the wiring instructions for your gauges and senders. They may have
some guidance for you. If not, my choice is to power the buss from the
battery contactor, then run +12v in series to each of the instruments.
Saves lots of wire. I don't think there is any need for a dedicated
"block". If you want to run a separate wire to each instrument you could
use a terminal strip. http://www.terminaltown.com/Pages/Page99.html IMHO
though, it is just added expense and complexity.
The current draw is low, on my RV 8 the engine instruments and fuel gauges
draw less than one amp so you can use a small wire.
Regards,
Gaylen
Terminaltown
----- Original Message -----
From: "david caswell" <davidbcaswell@yahoo.com>
> --> AeroElectric-List message posted by: david caswell
<davidbcaswell@yahoo.com>
>
> I'm in process of wiring panel and am trying to find out the preferred
method of wiring the engine instruments hot (I) side. Do you just wire them
in series, or do you run all of the leads to a " block" somewhere that is
energized from a faston terminal ("engine instruments") on the fused e-buss?
I'm running all of the grounds to the firewall grounding block. Is there a
non grounded "block" that would be appropriate for this use? Any input would
be appreciated.
>
> Thank you,
>
> David
>
>
Message 10
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| Subject: | 24v battery interconnect |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
>
>Hi Bob,
>
>Thanks again for your little talk at our builders banquette at OSH. I
>have a question I neglected to ask. I plan on using two 12v RG batteries
>in my 24v system. I'd like to mount them on the engine side of the
>firewall. In order to do that they must be mounted on separate sides due
>to space concerns. The question is, what's the maximum distance I can
>have between the 2 interconnected batteries?
No practical limit on this. Obviously, there's a "unprotected" fat wire
that runs between the batteries . . . but it's out in the open on a
flat surface and easily inspected for signs of compromise.
Bob . . .
Message 11
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| Subject: | Re: daisy chaining power leads |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 11:56 AM 8/4/2004 -0700, you wrote:
>--> AeroElectric-List message posted by: david caswell
><davidbcaswell@yahoo.com>
>
>I'm in process of wiring panel and am trying to find out the preferred
>method of wiring the engine instruments hot (I) side. Do you just wire
>them in series, or do you run all of the leads to a " block" somewhere
>that is energized from a faston terminal ("engine instruments") on the
>fused e-buss? I'm running all of the grounds to the firewall grounding
>block. Is there a non grounded "block" that would be appropriate for this
>use? Any input would be appreciated.
I presume you're talking about power (+14V) leads. The easiest and
one very acceptable way is to "daisy chain" the leads together with
butt splices. I presume we're talking about 4-6 instruments. Two
blue butt splices would bring that many 22AWG wires together into
a single feeder from the fuse block.
It's also quite acceptable to simply solder wires together
and cover with heatshrink. There are plenty of $high$ products
for wire splicing that depend on the soldered joint for mechanical
and electrical integrity with heat-shrunk insulation. See:
http://dkc3.digikey.com/PDF/T042/1105.pdf
and
http://raychem.com/US/datasheets/REVISED32004/Sec_8/8-006_8-011_SolderSleeve.pdf
Obviously, one can simply twist, solder and heatshrink
cover a splice to obtain equivalent integrity. It's
more a matter of your personal sense of craftsmanship.
I work toward minimal parts count and compact results that
tie nicely into a wire bundle.
Bob . . .
-----------------------------------------
( Experience and common sense cannot be )
( replaced with policy and procedures. )
( R. L. Nuckolls III )
-----------------------------------------
Message 12
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--> AeroElectric-List message posted by: "Paul McAllister" <paul.mcallister@qia.net>
HI all,
At the prompting of Eric Jones I thought I would share my experience yesterday
of a lighting strike. I published a similar note on the Europa forum. For those
unfamiliar it is composite construction.
I departed yesterday from KUES up to Canada. About 90 minutes into the trip I
took a lightning hit. The weather was forecasted VFR clear, however about 70
minutes into the trip I began to suspect all was "not as advertised". I noticed
a cloud about 15 miles of my port side this looked ominous so I diverted away
from it. I was about to call flight service when suddenly I saw a bright flash
on the tip off my starboard wing. The starboard side was clear blue sky
and the port side was at least 10~15 miles from any clouds. No obvious CB's were
visible, however at 9000' it can be difficult to tell.
The main contactor dropped off line so things went pretty quite until I kicked
in the "E Buss" circuit. (Thanks Bob!!)
Damage is as follows:
- The paint is blistered on the starboard wing tip and the port side is only blackened.
- The wing tip lights (Eric's design) are destroyed with some of the screws melted.
- My Narco 122 VOR/LOC/GS is destroyed
- Wing leveler is destroyed
- Electronic fuel gauge. This is a microprocessor based device.
- Main battery contactor (Kilovac EV200 AAANA) , which has an electronic power
conservation circuit.
- Manifold pressure sensing input to the EIS engine monitor.
The Apollo GX 60 GPS/NAV/Com and transponder survived along with the EIS and electronic
propeller controller. Internal inspection of the wing tips revealed no
sign of burning and nothing was evident when I removed the instrument panel,
or rear bulk heads. There appears to be no structural damage to the aircraft
or welding of the control elements. It appeared that the lighting entered the
starboard wing tip, traveled along the common ground between the LED wing tip
lights and exited the port wing tip.
Lessons learned. Well its hard to say. I called for a standard briefing 90 minutes
before take off and was told "clear VFR, a nice afternoon to go flying".
I called Flight Service an hour after the event and they told me that the convective
activity that subsequently moved through was completely unexpected.
I normally always file IFR, I think if I had done so this time I might have been
warned. I also think that I should have acted sooner on my hunch, a call 10
minutes sooner might have saved me a whole bunch of grief. Given that the conduction
path was via the wing tip light ground I would probably increase the
wire size to 14 gauge and do something similar for the conductive path down the
back of the aircraft. Bottom line, stay a long, long way black looking clouds,
20 miles isn't enough in a tempting target like a composite aircraft.
Paul
Message 13
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| Subject: | Re: Engine gauge wiring |
--> AeroElectric-List message posted by: N1deltawhiskey@aol.com
In a message dated 8/4/2004 11:57:42 AM Pacific Daylight Time,
davidbcaswell@yahoo.com writes:
> <davidbcaswell@yahoo.com>
>
> I'm in process of wiring panel and am trying to find out the preferred
> method of wiring the engine instruments hot (I) side. Do you just wire them
> in series, or do you run all of the leads to a " block" somewhere that is
> energized from a faston terminal ("engine instruments") on the fused
e-buss?
> I'm running all of the grounds to the firewall grounding block. Is there a
> non grounded "block" that would be appropriate for this use? Any input
would
> be appreciated.
David,
I fabricated a "hot block" using a partial strip of the faston tabs
(available on request from B&C) that they use to fabricate the ground blocks.
I use a
piece of 1/4" plastic as an insulator. Pop riveted the tabs to the block via
a recessed hole made using a piloted bit. Then riveted the plastic block to
the a panel standoff. I have four, one each for gauge power + and --, and
gauge lighting + and --. A single 16 ga. wire for each -- block carries power
back to the main ground block and same for carrying + power from the fuse/switch.
FWIW,
Doug Windhorn
Message 14
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--> AeroElectric-List message posted by: "Ron Koyich" <Ron@Koyich.com>
Interesting event, Paul - thanks for posting!
Doesn't sound like you had a spherics device on-board (other than the LED
wiring <g>). Wondering what a Storm Scope or Strike Finder would have
shown before the event.
Ron
Message 15
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| Subject: | Re: Lighting strike |
--> AeroElectric-List message posted by: "Dan Checkoway" <dan@rvproject.com>
Glad to hear you're safe and sound!
I've always tried to adhere to the rule of thumb of -- never fly closer than
50 miles to any CB cloud.
Hopefully over time, real-time weather imagery will continue to get more and
more affordable to us lowly cheapskate homebuilders.
do not archive
)_( Dan
RV-7 N714D
http://www.rvproject.com
----- Original Message -----
From: "Paul McAllister" <paul.mcallister@qia.net>
Subject: AeroElectric-List: Lighting strike
> --> AeroElectric-List message posted by: "Paul McAllister"
<paul.mcallister@qia.net>
>
> HI all,
>
> At the prompting of Eric Jones I thought I would share my experience
yesterday of a lighting strike. I published a similar note on the Europa
forum. For those unfamiliar it is composite construction.
>
> I departed yesterday from KUES up to Canada. About 90 minutes into the
trip I took a lightning hit. The weather was forecasted VFR clear, however
about 70 minutes into the trip I began to suspect all was "not as
advertised". I noticed a cloud about 15 miles of my port side this looked
ominous so I diverted away from it. I was about to call flight service when
suddenly I saw a bright flash on the tip off my starboard wing. The
starboard side was clear blue sky and the port side was at least 10~15 miles
from any clouds. No obvious CB's were visible, however at 9000' it can be
difficult to tell.
>
> The main contactor dropped off line so things went pretty quite until I
kicked in the "E Buss" circuit. (Thanks Bob!!)
>
> Damage is as follows:
>
> - The paint is blistered on the starboard wing tip and the port side is
only blackened.
> - The wing tip lights (Eric's design) are destroyed with some of the
screws melted.
> - My Narco 122 VOR/LOC/GS is destroyed
> - Wing leveler is destroyed
> - Electronic fuel gauge. This is a microprocessor based device.
> - Main battery contactor (Kilovac EV200 AAANA) , which has an electronic
power conservation circuit.
> - Manifold pressure sensing input to the EIS engine monitor.
>
>
> The Apollo GX 60 GPS/NAV/Com and transponder survived along with the EIS
and electronic propeller controller. Internal inspection of the wing tips
revealed no sign of burning and nothing was evident when I removed the
instrument panel, or rear bulk heads. There appears to be no structural
damage to the aircraft or welding of the control elements. It appeared that
the lighting entered the starboard wing tip, traveled along the common
ground between the LED wing tip lights and exited the port wing tip.
>
> Lessons learned. Well its hard to say. I called for a standard briefing
90 minutes before take off and was told "clear VFR, a nice afternoon to go
flying". I called Flight Service an hour after the event and they told me
that the convective activity that subsequently moved through was completely
unexpected. I normally always file IFR, I think if I had done so this time
I might have been warned. I also think that I should have acted sooner on
my hunch, a call 10 minutes sooner might have saved me a whole bunch of
grief. Given that the conduction path was via the wing tip light ground I
would probably increase the wire size to 14 gauge and do something similar
for the conductive path down the back of the aircraft. Bottom line, stay a
long, long way black looking clouds, 20 miles isn't enough in a tempting
target like a composite aircraft.
>
> Paul
>
>
Message 16
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| Subject: | Re: Lighting strike |
--> AeroElectric-List message posted by: "David Carter" <dcarter@datarecall.net>
A B-52 crew faced a court martial in SAC for taking hail damage from a
thunderstorm - they were in the clear about 20 miles away. The facts of the
case supported that they had acted prudently and had conscienciously stayed
a prudent distance away from the CB - they beat the rap.
- Them buggers reach WAY OUT to getcha.
David Carter
----- Original Message -----
From: "Paul McAllister" <paul.mcallister@qia.net>
Subject: AeroElectric-List: Lighting strike
> --> AeroElectric-List message posted by: "Paul McAllister"
<paul.mcallister@qia.net>
>
> HI all,
>
> At the prompting of Eric Jones I thought I would share my experience
yesterday of a lighting strike. I published a similar note on the Europa
forum. For those unfamiliar it is composite construction.
>
> I departed yesterday from KUES up to Canada. About 90 minutes into the
trip I took a lightning hit. The weather was forecasted VFR clear, however
about 70 minutes into the trip I began to suspect all was "not as
advertised". I noticed a cloud about 15 miles of my port side this looked
ominous so I diverted away from it. I was about to call flight service when
suddenly I saw a bright flash on the tip off my starboard wing. The
starboard side was clear blue sky and the port side was at least 10~15 miles
from any clouds. No obvious CB's were visible, however at 9000' it can be
difficult to tell.
>
> The main contactor dropped off line so things went pretty quite until I
kicked in the "E Buss" circuit. (Thanks Bob!!)
>
> Damage is as follows:
>
> - The paint is blistered on the starboard wing tip and the port side is
only blackened.
> - The wing tip lights (Eric's design) are destroyed with some of the
screws melted.
> - My Narco 122 VOR/LOC/GS is destroyed
> - Wing leveler is destroyed
> - Electronic fuel gauge. This is a microprocessor based device.
> - Main battery contactor (Kilovac EV200 AAANA) , which has an electronic
power conservation circuit.
> - Manifold pressure sensing input to the EIS engine monitor.
>
>
> The Apollo GX 60 GPS/NAV/Com and transponder survived along with the EIS
and electronic propeller controller. Internal inspection of the wing tips
revealed no sign of burning and nothing was evident when I removed the
instrument panel, or rear bulk heads. There appears to be no structural
damage to the aircraft or welding of the control elements. It appeared that
the lighting entered the starboard wing tip, traveled along the common
ground between the LED wing tip lights and exited the port wing tip.
>
> Lessons learned. Well its hard to say. I called for a standard briefing
90 minutes before take off and was told "clear VFR, a nice afternoon to go
flying". I called Flight Service an hour after the event and they told me
that the convective activity that subsequently moved through was completely
unexpected. I normally always file IFR, I think if I had done so this time
I might have been warned. I also think that I should have acted sooner on
my hunch, a call 10 minutes sooner might have saved me a whole bunch of
grief. Given that the conduction path was via the wing tip light ground I
would probably increase the wire size to 14 gauge and do something similar
for the conductive path down the back of the aircraft. Bottom line, stay a
long, long way black looking clouds, 20 miles isn't enough in a tempting
target like a composite aircraft.
>
> Paul
>
>
Message 17
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--> AeroElectric-List message posted by: Paul <pwilson@climber.org>
I need to locate a latching relay. Low current, couple of amps. Operated at 9
to 15 volts DC, hopefully with faston terminals.
I dont know where to look. Furthermore I do not know how these thing work. I do
know that I dont want it to draw any power when it is latched in either of the
two positions.
Please get me up to speed on these things, like how they work and where to buy
one.
Thank, Paul
Message 18
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--> AeroElectric-List message posted by: B Tomm <fvalarm@rapidnet.net>
You may find what your looking for here
http://www.altronix.com/p_html/6062.html
Bevan
RV7A fuse
-----Original Message-----
From: Paul [SMTP:pwilson@climber.org]
Subject: AeroElectric-List: latching relay
--> AeroElectric-List message posted by: Paul <pwilson@climber.org>
I need to locate a latching relay. Low current, couple of amps. Operated
at 9 to 15 volts DC, hopefully with faston terminals.
I dont know where to look. Furthermore I do not know how these thing work.
I do know that I dont want it to draw any power when it is latched in
either of the two positions.
Please get me up to speed on these things, like how they work and where to
buy one.
Thank, Paul
Message 19
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--> AeroElectric-List message posted by: "Steve Collins" <steveco@houston.rr.com>
I need to get a wire stripper. Anyone found one that works well with Tefzel
wire (I understand a lot of common strippers don't work well on it, but I
don't have personal experience)? With all the wiring I'll eventually be
doing, I don't mind paying a little extra for a good tool.
-Steve Collins
-RV-7A, wings
Message 20
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--> AeroElectric-List message posted by: "George Braly" <gwbraly@gami.com>
50 mile rule.
That would rule out afternoon VFR flight anyplace in Oklahoma on about 50% of the
spring and summer days.
Regards, George
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Dan Checkoway
Subject: Re: AeroElectric-List: Lighting strike
--> AeroElectric-List message posted by: "Dan Checkoway" <dan@rvproject.com>
Glad to hear you're safe and sound!
I've always tried to adhere to the rule of thumb of -- never fly closer than
50 miles to any CB cloud.
Hopefully over time, real-time weather imagery will continue to get more and
more affordable to us lowly cheapskate homebuilders.
do not archive
)_( Dan
RV-7 N714D
http://www.rvproject.com
----- Original Message -----
From: "Paul McAllister" <paul.mcallister@qia.net>
Subject: AeroElectric-List: Lighting strike
> --> AeroElectric-List message posted by: "Paul McAllister"
<paul.mcallister@qia.net>
>
> HI all,
>
> At the prompting of Eric Jones I thought I would share my experience
yesterday of a lighting strike. I published a similar note on the Europa
forum. For those unfamiliar it is composite construction.
>
> I departed yesterday from KUES up to Canada. About 90 minutes into the
trip I took a lightning hit. The weather was forecasted VFR clear, however
about 70 minutes into the trip I began to suspect all was "not as
advertised". I noticed a cloud about 15 miles of my port side this looked
ominous so I diverted away from it. I was about to call flight service when
suddenly I saw a bright flash on the tip off my starboard wing. The
starboard side was clear blue sky and the port side was at least 10~15 miles
from any clouds. No obvious CB's were visible, however at 9000' it can be
difficult to tell.
>
> The main contactor dropped off line so things went pretty quite until I
kicked in the "E Buss" circuit. (Thanks Bob!!)
>
> Damage is as follows:
>
> - The paint is blistered on the starboard wing tip and the port side is
only blackened.
> - The wing tip lights (Eric's design) are destroyed with some of the
screws melted.
> - My Narco 122 VOR/LOC/GS is destroyed
> - Wing leveler is destroyed
> - Electronic fuel gauge. This is a microprocessor based device.
> - Main battery contactor (Kilovac EV200 AAANA) , which has an electronic
power conservation circuit.
> - Manifold pressure sensing input to the EIS engine monitor.
>
>
> The Apollo GX 60 GPS/NAV/Com and transponder survived along with the EIS
and electronic propeller controller. Internal inspection of the wing tips
revealed no sign of burning and nothing was evident when I removed the
instrument panel, or rear bulk heads. There appears to be no structural
damage to the aircraft or welding of the control elements. It appeared that
the lighting entered the starboard wing tip, traveled along the common
ground between the LED wing tip lights and exited the port wing tip.
>
> Lessons learned. Well its hard to say. I called for a standard briefing
90 minutes before take off and was told "clear VFR, a nice afternoon to go
flying". I called Flight Service an hour after the event and they told me
that the convective activity that subsequently moved through was completely
unexpected. I normally always file IFR, I think if I had done so this time
I might have been warned. I also think that I should have acted sooner on
my hunch, a call 10 minutes sooner might have saved me a whole bunch of
grief. Given that the conduction path was via the wing tip light ground I
would probably increase the wire size to 14 gauge and do something similar
for the conductive path down the back of the aircraft. Bottom line, stay a
long, long way black looking clouds, 20 miles isn't enough in a tempting
target like a composite aircraft.
>
> Paul
>
>
---
---
Message 21
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| Subject: | Re: latching relay |
--> AeroElectric-List message posted by: "Richard E. Tasker" <retasker@optonline.net>
This is not a latching relay. It is a standard relay that can be
electrically latched.
I assume that what is wanted is a relay that is stable in either
position and uses energy only to change the output state.
Mouser has them:
http://www.mouser.com/index.cfm?handler=data.getPcodes&pcode=Magnecraft+Latching+Relays&pcodenumber=52807
Or just go to www.mouser.com and search for "Magnecraft Latching
Relays" if the URL gets mangled.
These are true latching relays and require no power to stay in either
state. The relay itself is a plug-in type, but you can get a socket
with quick connect tabs.
To operate the relay, you will have to have a switch like those that
operate trim tab or flap motors - i.e. a three position reversing
switch (on-off-on). One polarity to turn it on, the reverse to turn it off.
Dick Tasker
B Tomm wrote:
>--> AeroElectric-List message posted by: B Tomm <fvalarm@rapidnet.net>
>
>You may find what your looking for here
>
>http://www.altronix.com/p_html/6062.html
>
>Bevan
>RV7A fuse
>
>-----Original Message-----
>From: Paul [SMTP:pwilson@climber.org]
>Sent: Wednesday, August 04, 2004 7:53 PM
>To: aeroelectric-list@matronics.com
>Subject: AeroElectric-List: latching relay
>
>--> AeroElectric-List message posted by: Paul <pwilson@climber.org>
>
> I need to locate a latching relay. Low current, couple of amps. Operated
>at 9 to 15 volts DC, hopefully with faston terminals.
>
> I dont know where to look. Furthermore I do not know how these thing work.
>I do know that I dont want it to draw any power when it is latched in
>either of the two positions.
>
> Please get me up to speed on these things, like how they work and where to
>buy one.
>
>Thank, Paul
>
>
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