Today's Message Index:
----------------------
1. 01:08 AM - cessna strobe (rd2@evenlink.com)
2. 02:48 AM - [PLEASE READ] - Why Do I Have A Fund Raiser Each Year? (Matt Dralle)
3. 04:26 AM - Re: ELT Control Access - OT (LarryRobertHelming)
4. 05:33 AM - Battery isolation (Jan de Jong)
5. 02:25 PM - Re: Battery ground? (Mickey Coggins)
6. 03:54 PM - Re: Motorcycle generators (Trampas)
7. 04:46 PM - Current sensor location (Bobby Hester)
8. 07:26 PM - Re: DC motor braking diagram (Robert McCallum)
9. 11:01 PM - Re: Battery ground? (Robert L. Nuckolls, III)
10. 11:04 PM - Re: Battery isolation (Robert L. Nuckolls, III)
11. 11:05 PM - Re: Current sensor location (Robert L. Nuckolls, III)
Message 1
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--> AeroElectric-List message posted by: rd2@evenlink.com
Hi all,
I was wondering if if a Cessna strobe power supply (PS) is
serviceable/repairable.
First the bulb burned out, then after replacing it apparently the PS went
bad (it lit up only 2-3 times).
The PS comes from a C-172, part # C622008-0102 (24 V) and was made by
Aeroflash.
Without having opened it I suspect the capacitor, but who knows.
Any hints? Where could I get the schematics for the power supply?
On a nonrelated thought: can anyone point me to a souce for (possibly
inexpensive used) headrests for cessna seats, something I could reupholster
inhouse?
Rumen
Message 2
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| Subject: | [PLEASE READ] - Why Do I Have A Fund Raiser Each Year? |
--> AeroElectric-List message posted by: Matt Dralle <dralle@matronics.com>
Dear Listers,
I was thinking that perhaps I should explain why I have a Fund Raiser and
also take the opportunity to express why I think the List Services here
provide a far better experience than the commercial equivalents.
I use the List Fund Raiser each year to offset the costs involved with
running a high performance email list site such as this one. With the
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Matt Dralle
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Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle@matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
do not archive
Message 3
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| Subject: | Re: ELT Control Access - OT |
--> AeroElectric-List message posted by: "LarryRobertHelming" <lhelming@sigecom.net>
----- Original Message -----
From: "Mickey Coggins" <mick-matronics@rv8.ch>
Subject: Re: AeroElectric-List: ELT Control Access - OT
> --> AeroElectric-List message posted by: Mickey Coggins
<mick-matronics@rv8.ch>
>
>
> >Philosophically I am irritated that the US Government uses our tax
dollars to publish a Federal Aviation Regulation that we are to abide by,
uses the TSO system to put teeth into that Regulation, and then says "By the
way, if you really want to know how and why to comply with this Regulation
then you must go to an independent private organization, the RTCA, and pay
them money to get that information."
>
> I totally agree. I think when people talk about privatizing
> certain government functions they don't want a private company
> handed a sweetheart deal so that they can become a monopoly.
> If it can be done by the private sector, with real competition,
> then great. Otherwise, we have to find another solution.
>
>
> --
> Mickey Coggins
> http://www.rv8.ch/
> #82007 QB Wings/Fuselage
((((((((((Besides talking about it, consider writing your legislators if
this is that big a problem for you and do something about changing how it
works. Then again maybe we should, in order to get things done in our
life's time, just go along with what everyone says we need to do and do
it. ))))))) do not archive
>
Message 4
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| Subject: | Battery isolation |
--> AeroElectric-List message posted by: Jan de Jong <jan.de.jong@xs4all.nl>
To achieve true battery isolation (no battery bus) one needs an
always-on switch or contactor. It draws no current either in the on or
off state. It is opened in an emergency only. Something like:
bistable contactor: http://www.schaltbau-gmbh.com/pdf/B_162e.pdf
emergency switch: http://www.schaltbau-gmbh.com/pdf/B_125e.pdf
It would be nice if someone came across inexpensive retail availability
of such.
Jan de Jong
Message 5
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| Subject: | Re: Battery ground? |
--> AeroElectric-List message posted by: Mickey Coggins <mick-matronics@rv8.ch>
Hi,
About the #4 battery jumpers...I bought some from B&C, and
I have a question about the terminal size. I wrote a little
article with pictures
http://www.rv8.ch/article.php?story=20041117232306465
but the questions are simple: Why is the OD of the 5/16ths inch
ring terminal smaller than the OD of the 1/4 inch ring terminal?
Will this cause any "performance" problems?
Thanks,
Mickey
> I'd like to see you make new jumpers from #4AWG welding cable and while
> you're at it, make the battery(-) cable long enough to reach the
> firewall ground stud.
--
Mickey Coggins
http://www.rv8.ch/
#82007 QB Wings/Fuselage
Message 6
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| Subject: | Motorcycle generators |
--> AeroElectric-List message posted by: "Trampas" <tstern@nc.rr.com>
Well if your engine has spare horsepower to use to heat the regulator, go
right ahead...
Regards,
Trampas
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Ernest
Christley
Subject: Re: AeroElectric-List: Motorcycle generators
--> AeroElectric-List message posted by: Ernest Christley
<echristley@nc.rr.com>
Trampas wrote:
> --> AeroElectric-List message posted by: "Trampas" <tstern@nc.rr.com>
>
> All PM generators are about the same, most regulators are shunt regulators
> like you described.
>
> The problem with PM generators is that they do not output enough voltage
to
> charge battery till RPMs are relatively high.
>
> Regards,
> Trampas
>
A problem in a car, but you don't tend to idle much in an airplane 8*)
Where I'm thinking of sticking it on my rotary engine, it will spin at
around 5800 RPM in cruise flight. I will probably have two large
batteries in the tail for ballast depending on how light I can keep the
the nose. Running off the battery for an hour of taxiing probably won't
matter.
But that's all beside the point really. Several people are using the PM
generators as backup devices. My question is really, doesn't it make
more sense to use them as primary devices. An alternator stops pushing
on electrons when it's not necessary. Generators go right on shoving,
and drops the extra energy by stressing the shunt regulator. My
reasoning is that it would make more sense to take advantage of that
work the generator is doing, and only bring the alternator online when
necessary.
--
http://www.ernest.isa-geek.org/
"This is by far the hardest lesson about freedom. It goes against
instinct, and morality, to just sit back and watch people make
mistakes. We want to help them, which means control them and their
decisions, but in doing so we actually hurt them (and ourselves)."
Message 7
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| Subject: | Current sensor location |
--> AeroElectric-List message posted by: Bobby Hester <bhester@hopkinsville.net>
I have the Van's internally regulated alternater and I have installed
the OV contactor and the 80amp current limiter. I have a current sensor
for my ACS 2002 engine monitor that needs to have a wire from the
alternator go thru it. Were would be the best place to do this.
1. On the wire from the alternator to the OV contactor.
2. On the wire from the OV contactor to the 80amp current limiter.
3. It does not matter either one will be fine.
One more thing can the alternator be hooked up to either side of the OV
contactor?
--
Surfing the Web from Hopkinsville, KY
Visit my web site at: http://www.geocities.com/hester-hoptown/RVSite/
RV7A Slowbuild wings-QB Fuse :-)
Message 8
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| Subject: | Re: DC motor braking diagram |
--> AeroElectric-List message posted by: Robert McCallum <robert.mccallum2@sympatico.ca>
Bob;
Not meaning to be critical, but in the schematics at this link, it would
appear that the flap limit switches are wired incorrectly in flaps.pdf,
flaps_4.pdf, and flaps_5.pdf. In the drawing flaps_1.pdf they appear to
be correct and the remaining two schematics show no limits switches and
seem correct. Am I misinterpreting something or are these drawings in
error?? I believe that in all the drawings with limits they should be
wired as shown in flaps_1.pdf. Is this correct?? Thank you
Bob McC
Robert L. Nuckolls, III wrote:
> See http://www.aeroelectric.com/PPS/Flight/Flaps
> There are several variations on a theme posted there.
>
> Bob . . .
>
>
Message 9
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| Subject: | Re: Battery ground? |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <b.nuckolls@cox.net>
At 11:24 PM 11/17/2004 +0100, you wrote:
>--> AeroElectric-List message posted by: Mickey Coggins
><mick-matronics@rv8.ch>
>
>Hi,
>
>About the #4 battery jumpers...I bought some from B&C, and
>I have a question about the terminal size. I wrote a little
>article with pictures
>
> http://www.rv8.ch/article.php?story=20041117232306465
>
>but the questions are simple: Why is the OD of the 5/16ths inch
>ring terminal smaller than the OD of the 1/4 inch ring terminal?
>Will this cause any "performance" problems?
No, they'll be fine . . . but I'm mystified as to why
they're doing this. When I was building them, all the terminals
had plenty of "meat" around the holes.
Bob . . .
Message 10
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| Subject: | Re: Battery isolation |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <b.nuckolls@cox.net>
At 02:35 PM 11/17/2004 +0100, you wrote:
>--> AeroElectric-List message posted by: Jan de Jong <jan.de.jong@xs4all.nl>
>
>To achieve true battery isolation (no battery bus) one needs an
>always-on switch or contactor. It draws no current either in the on or
>off state.
I'm not understanding what you're referring to with the
term "true battery isolation".
> It is opened in an emergency only. Something like:
>bistable contactor: http://www.schaltbau-gmbh.com/pdf/B_162e.pdf
>emergency switch: http://www.schaltbau-gmbh.com/pdf/B_125e.pdf
>It would be nice if someone came across inexpensive retail availability
>of such.
It's true that there are some contactors with very low
energy requirements . . . but they generally have less than
attractive pricing . . . and none are totally immune from
failures that prevent them from operating. I don't see
how style of contactor drives architecture decisions as
to whether the system will benefit from having a battery
bus.
Bob . . .
Message 11
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| Subject: | Re: Current sensor location |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <b.nuckolls@cox.net>
At 06:46 PM 11/17/2004 -0600, you wrote:
>--> AeroElectric-List message posted by: Bobby Hester
><bhester@hopkinsville.net>
>
>I have the Van's internally regulated alternater and I have installed
>the OV contactor and the 80amp current limiter. I have a current sensor
>for my ACS 2002 engine monitor that needs to have a wire from the
>alternator go thru it. Were would be the best place to do this.
>
>1. On the wire from the alternator to the OV contactor.
>
>2. On the wire from the OV contactor to the 80amp current limiter.
>
>3. It does not matter either one will be fine.
anyplace along the b=lead route will be fine
>One more thing can the alternator be hooked up to either side of the OV
>contactor?
>
yes
Bob . . .
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