Today's Message Index:
----------------------
1. 03:48 AM - Re: SD-8 and No Battery (Bob Barrow)
2. 05:53 AM - Small pidg terminals (Ken Simmons)
3. 06:27 AM - Re: Small pidg terminals (Robert L. Nuckolls, III)
4. 07:18 AM - Starter contactor? (Tim Dawson-Townsend)
5. 07:25 AM - Re: SD-8 and No Battery (Robert L. Nuckolls, III)
6. 08:36 AM - Re: SD-8 and No Battery (Robert L. Nuckolls, III)
7. 08:37 AM - Re: SD-8 and No Battery (Robert L. Nuckolls, III)
8. 08:41 AM - Re: Figure Z-20 Small Jabiru System (Robert L. Nuckolls, III)
9. 08:57 AM - Regulator connections (Sally and George)
10. 10:03 AM - Re: SD-8 and No Battery (Richard Riley)
11. 06:48 PM - Re: SD-8 and No Battery (Robert L. Nuckolls, III)
12. 07:02 PM - Re: Small pidg terminals (N1deltawhiskey@aol.com)
13. 08:18 PM - Some news on the CBA-II battery tester. (Robert L. Nuckolls, III)
Message 1
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| Subject: | Re: SD-8 and No Battery |
--> AeroElectric-List message posted by: "Bob Barrow" <bobbarrow10@hotmail.com>
Yes the SD-8 is a Permanent Magnet alternator. However the regulator is
"downstream" of the bridge rectifier in the regulator box. The regulator
circuitry turns on the gates of the bridge rectifier to get energy from the
alternator for the bus. If there is no "battery" attached to the output
first, then the regulator is unable to fire the gates. Once the rectifier is
running, the regulator will get its energy from the bridge output. But if a
momentary load added to the system pulls the bus below a value that allows
the regulator to function.....then the gates will not fire and the output
will collapse. As long as you have only one battery there seems to be a
potential for total power loss.
Now the question should be asked. Why is the PMag from emagair any
different. Will it run permanently in total isolation from the battery and
the rest of the electrical system. And if it can operate as a truly self
contained auxiliary power source .....why cannot the SD-8 be designed to
perform similarly.
>From: "Robert L. Nuckolls, III" <b.nuckolls@cox.net>
>Reply-To: aeroelectric-list@matronics.com
>To: aeroelectric-list@matronics.com
>Subject: Re: AeroElectric-List: SD-8 and No Battery
>Date: Sun, 01 May 2005 12:06:27 -0500
>
>--> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
><b.nuckolls@cox.net>
>
>At 09:36 AM 5/1/2005 -0700, you wrote:
>
> >--> AeroElectric-List message posted by: Richard Riley
><Richard@Riley.net>
> >
> >At 12:33 AM 5/1/05, Bob Barrow wrote:
> > >--> AeroElectric-List message posted by: "Bob Barrow"
> > ><bobbarrow10@hotmail.com>
> > >
> > >The SD-8 will not boot unless power is available to it.
> >
> >Why not? Isn't it a permanent magnet dynamo?
>
> It's the way the regulator is designed. Your question
> is well grounded . . . if AC power is available any time
> the alternator is turning, why should it take external
> bias to wake up the regulator?
>
> Good thing to hit up B&C about. I wouldn't design the
> regulator that way . . . and perhaps the supplier of
> their present regulator would be amenable to adding
> the hand full of components necessary to make the
> system come up by itself.
>
> Bob . . .
>
>
REALESTATE: biggest buy/rent/share listings
http://ninemsn.realestate.com.au
Message 2
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| Subject: | Small pidg terminals |
--> AeroElectric-List message posted by: "Ken Simmons" <ken@truckstop.com>
I'm working on upgrading and intercom and a couple of instruments. The avionics
were set up to use a terminal strip and the old intercom harness had some small
PIDG terminals specified for 26-22 AWG, yellow color. I've found a source for
these terminals, but was wondering about a crimper. The "good and cheap" crimpers
all seem to have the three red,blue,yellow postions, but nothing for the
small yellow terminals.
Am I stuck buying one of the expensive crimpers? Should I just go ahead and use
the red 22-18 AWG terminals? The wire is 22 AWG.
Thanks.
Ken
DO NOT ARCHIVE
Message 3
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| Subject: | Re: Small pidg terminals |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <b.nuckolls@cox.net>
At 06:48 AM 5/2/2005 -0600, you wrote:
>--> AeroElectric-List message posted by: "Ken Simmons" <ken@truckstop.com>
>
>I'm working on upgrading and intercom and a couple of instruments. The
>avionics were set up to use a terminal strip and the old intercom harness
>had some small PIDG terminals specified for 26-22 AWG, yellow color. I've
>found a source for these terminals, but was wondering about a crimper. The
>"good and cheap" crimpers all seem to have the three red,blue,yellow
>postions, but nothing for the small yellow terminals.
>
>Am I stuck buying one of the expensive crimpers? Should I just go ahead
>and use the red 22-18 AWG terminals? The wire is 22 AWG.
The red terminals are slightly larger at the wire barrel but
if they fit into your available space, they'll be fine too.
Bob . . .
Message 4
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| Subject: | Starter contactor? |
--> AeroElectric-List message posted by: "Tim Dawson-Townsend" <Tdawson@Avidyne.com>
Bob:
I sent this to through your website, but thought I should post it here.
We're building an RV-10 and generally following your Z-14 diagram. The
idea I had I wanted to run by you was to wire the starter contactor directly
to the battery, instead of through the battery contactor.
Advantages:
1)less connections for loss between batt and starter;
2) battery contactor can
be smaller since it doesn't have to handle starting loads.
Disadvantages:
no way to turn off a stuck starter contactor.
I've got a real nice starter contactor, so maybe that helps against that concern.
We have a 24 volt system in the plane and good contactors have been hard to
track down. What do you think?
Thanks, Tim D-T
P.S. Our battery is in the back of the plane . . .
**********************************
Tim Dawson-Townsend
Systems Engineer
Avidyne Corporation
781-402-7418
tim@avidyne.com
**********************************
Message 5
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| Subject: | Re: SD-8 and No Battery |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <b.nuckolls@cox.net>
At 10:29 PM 5/1/2005 -0700, you wrote:
>--> AeroElectric-List message posted by: Richard Riley <Richard@Riley.net>
>
>At 10:06 AM 5/1/05, Robert L. Nuckolls, III wrote:
> > Good thing to hit up B&C about. I wouldn't design the
> > regulator that way . . . and perhaps the supplier of
> > their present regulator would be amenable to adding
> > the hand full of components necessary to make the
> > system come up by itself.
>
>Damn. I'd settled on an SD8 as a backup. I wanted to be able to run on
>any one of the three electrical sources, now suddenly I'm back down to 2.
How so? Most main alternators need a battery to come on line
too . . . There seems to be an increasing number of machines
that will come up self excited but they're rare and probably
not DESIGNED for that characteristic.
Example: I was tasked with designing a regulator for Bonanzas
way back when. The spec from Beech required that I be able
to take advantage of the alternator's self-excitation
capabilities. Okay, went out to Beech and borrowed an alternator.
On the drive stand, the residual output from the b-lead with
the field disconnected was about 1.5 volts. Hmmmm, not enough
to get the regulator electronics to come alive . . . we were
working in a 28v system. I had to redesign the regulator
so that it would offer a bit of leakage through the powered-
down device.
Sure enough, the smallest amount of feedback from b-lead to
field would cause the system to wake up and run regulated.
Now, having accomplished the assigned task, I did NOT go
investigate the alternator's performance with respect to
bus voltage quality sans battery.
In later years . . . many later years, I heard of a fuss
about a batch of alternators that were rejected because
they would not self-excite. This caused a great thrashing
through the specs, purchase contracts, acceptance test
procedures, etc. The supplier was called on the carpet
and was feeling really beat up . . . "Look, there's
no requirement for this alternator to self excite."
Sho'nuf. Nobody could point to any controlling document
and cite a requirement for self-excitation. The vast
majority of alternators would do it . . . so many in
fact that Beech ASSUMED that it was a designed in feature
and decided to capitalize on it.
But when some process change or stack up of production
variables generated a batch of alternators that would
not self-excite, folks started shoveling garbage into
the fans. In fact, the supplier had never intended
that the alternator perform in this manner and Beech
simply assumed that the characteristic was designed in.
I've often wondered how much it would affect the
normal operation of an alternator to simply add
a little rare-earth magnet pellet to the field
assembly to cause some tiny but fixed amount of
field flux to always exist. We know that there are
alternator field assemblies with sufficient magnetic
retention to bring themselves on line but I wonder
if this is a controlled, design-in feature or
a happy fallout of production variables.
So, given the current state of the art, you're
system has always depended on battery for 100%
assurance of start up. There have been words
written on the List alluding to battery failures
due to open cells. I have spoken with the
manufacturer about this phenomenon and he tells
me that nobody ever contacted him about this
problem nor were any batteries returned for
failure analysis. They have seen some single
cell failures but all were reported in large biz-jet
size batteries. All had been subject to poor
operating or maintenance practices.
It's kinda like all those builders who were
unhappy about the performance of the crowbar
ov modules who never called the manufacturer, never
asked for assistance in fixing problems, never
asked for their money back, and are not coming
out of hiding even when I've offered to return their
money no matter what.
The well maintained RG battery is about as reliable
a power source as you can get. Figure Z-13 bypasses
the battery contactor (a highly stressed part with
system wiring subject to damage and failure) so while
we can sit around and wring our hands about the
possibilities, the PROBABILITY of these things
happening in hazardous combinations is extremely
low.
Does anyone really expect a battery that cranked an
engine less than three hours ago is suddenly going to
decide to chuck a cell? Even if it does become unhooked,
you probably won't know it unless you perceive some
increase in noises . . . but again, the #1 rule is
don't troubleshoot in flight. If things are working
but noisier, leave the switches alone until you're
on the ground, passengers unloaded and THEN get out
the toolbox.
If you have a battery disconnect, everything will
probably continue to run until you DO something to
tip the system over the edge.
If you have an RG battery and modern, externally
regulated alternator with active notification of
low voltage and ov protection, you already have
system reliability a factor of 10x or better than
the stuff flying around in most spam cans. If you're
willing to rent a spam can, pile the kids and
dog into it for a trip, then I'll suggest that
all the concerns recently raised about POSSIBLE
failures are only emotionally expensive and are
not helping you add value to your airplane.
Keep this in mind too: YOUR AIRPLANE IS NOT
CARVED IN STONE. Unlike the utopian idea that
100.0% conformity makes for safer airplanes,
we all know that incorporation of new ideas
that reduce cost, improve performance and
reduce parts count are the things that really
contribute to safety. You're system is failure
tolerant such that new ideas can be comfortably
incorporated without spending $time$ to qualify
and certify the changes.
Decisions you make today about what goes into your
airplane can be changed tomorrow when it proves useful
to do so. If it were my airplane, Figure Z-13/8 with
a pair of p-mags is my own utopian idea of system
performance and reliability . . . TODAY. Can't tell
you about tomorrow. But for today, I know that what's
available stands very tall against the majority of
what's flying and it can only get better.
Let not your heart be troubled my friend. Concentrate
on getting your 40 hours flown off . . . if only with
the bare vfr/day spam can systems installed. There are some
nifty things coming over the hill but don't wait on them.
Get the FAA out of your hair and THEN concentrate on the
incremental improvements that will stake out your place in the
constellations of OBAM aircraft stardom.
Bob . . .
Message 6
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| Subject: | Re: SD-8 and No Battery |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <b.nuckolls@cox.net>
At 08:47 PM 5/2/2005 +1000, you wrote:
>--> AeroElectric-List message posted by: "Bob Barrow"
><bobbarrow10@hotmail.com>
>
>Yes the SD-8 is a Permanent Magnet alternator. However the regulator is
>"downstream" of the bridge rectifier in the regulator box. The regulator
>circuitry turns on the gates of the bridge rectifier to get energy from the
>alternator for the bus. If there is no "battery" attached to the output
>first, then the regulator is unable to fire the gates. Once the rectifier is
>running, the regulator will get its energy from the bridge output. But if a
>momentary load added to the system pulls the bus below a value that allows
>the regulator to function.....then the gates will not fire and the output
>will collapse. As long as you have only one battery there seems to be a
>potential for total power loss.
Correct . . . but it will run fine no battery if there's sufficient
filter capacitor installed and the battery fails spontaneously . . .
just an hour or so after it successfully started an engine. Rather
than focusing on what the SD-8 will or will not do without a battery,
would it be better to resolve likelihood of battery failure under the
circumstances in which it is used?
>Now the question should be asked. Why is the PMag from emagair any
>different. Will it run permanently in total isolation from the battery and
>the rest of the electrical system. And if it can operate as a truly self
>contained auxiliary power source .....why cannot the SD-8 be designed to
>perform similarly.
It can.
Bob . . .
Message 7
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| Subject: | Re: SD-8 and No Battery |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <b.nuckolls@cox.net>
At 09:23 PM 5/1/2005 -0400, you wrote:
>--> AeroElectric-List message posted by: James H Nelson <rv9jim@juno.com>
>
>Hi Bob,
> I would like the "8" to be available when my alternator goes
>south either by electrons going astray or throwing a drive belt. This
>SD-8 unit would be the best back up for simplicity and dependability. I
>am planing for two "P" mags and the SD-8 as my back up. Its enough to
>run my EFIS and com. The battery won't die this way so every thing else
>will be available upon landing by getting their energy from the fully
>charged battery.
I can deduce no errors of logic in your design goals and
assertions.
Bob . . .
Message 8
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| Subject: | Re: Figure Z-20 Small Jabiru System |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <b.nuckolls@cox.net>
At 09:20 PM 5/1/2005 -0400, you wrote:
>--> AeroElectric-List message posted by: "Dick Fisher" <sonex76@velocity.net>
>
>Hi Bob,
>
>On the Z-20 drawing you show a "starter contactor". Is this a continuous
>duty solenoid
> or intermittent duty?
starter contactors are all intermittent duty devices.
> I had already mounted both devices on my firewall before I had
>received your drawing and also included the 5A circuit breaker in my panel.
>How do I go about wiring the continuous duty solenoid to the
>2-10 switch and fuse panel ?
Wire it like Z-16
Bob . . .
Message 9
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| Subject: | Regulator connections |
--> AeroElectric-List message posted by: "Sally and George" <aeronut58@hotmail.com>
I have an alternator, voltage regulator and overvoltage relay from a Beech
19. The VR and OV relay are Lamar products.
The voltage regulator has three leads: a red, a yellow, and a black. The
black lead is connected to a black lead on the overvoltage relay, which has
three other leads coming out: a read, a green and a white.
Does anyone out there know how those leads should be connected?
George Kilishek
Message 10
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| Subject: | Re: SD-8 and No Battery |
--> AeroElectric-List message posted by: Richard Riley <Richard@Riley.net>
At 07:25 AM 5/2/05, Robert L. Nuckolls, III wrote:
> So, given the current state of the art, you're
> system has always depended on battery for 100%
> assurance of start up...... The well maintained RG battery is
> about as reliable a power source as you can get. Figure Z-13 bypasses
> the battery contactor (a highly stressed part with
> system wiring subject to damage and failure) so while
> we can sit around and wring our hands about the
> possibilities, the PROBABILITY of these things
> happening in hazardous combinations is extremely
> low.
My irrational prejudice is that, from time to time and with little
provocation, batteries explode.
My family business is a self service car wash. For the last 35 years, a
couple of times a year, someone will wash their car, go to start it, and
the battery blows up. Usually it's just a chunk of the top blowing off,
once it was the bottom - which resulted in the battery launching itself at
high speed into the hood, leaving a 4" bulge.
It once happened to me, with a 69 Firebird convertible, in about 1988. No
great damage, but a loud bang followed by dripping acid.
I know that, as you say, it NEVER happens. But I've seen it and
experienced it. So I assume (there's that word again) that it will happen
again, to me, at the worst possible moment.
So I've been planning for an all electric airplane - including electronic
ignitions - that could re-boot in case the battery explodes in IFR
conditions. I have a vented kevlar battery box for a 25 AH sealed lead
acid battery, SD-8 and L60 alternators, LR3 regulator. I have a backup
lithium primary cell just for one electronic ignition, it should give me
3-5 hours of ignition time if everything else is off line.
I figured if the battery exploded and went to dead short, I could take it
off line, bring up the SD-8, and use that to excite the LR60. The gyros
have their own short term backup batteries. I'm aiming not only to
mitigate risk, but to allow a graceful recovery.
That the SD-8 cannot self excite is a disappointment, almost from an
aesthetic point of view. Certainly, given the number of small backup
batteries I already have, I can go to a 2 battery 2 alternator layout, or
use the lithium ignition backup to excite the SD-8. I always though the
reason you use permanent magnets in an alternator is that it IS self
exciting that way. When a piece of equipment has an inherent functionality
designed out of it, I'm offended as a consumer. It's like having to buy
the crippled electronic widget because the full function one is scheduled
for the next release, in 18 months, but it's available in Japan for half
the price today.
I want the people that I buy from to do the very best job they can,
especially since my life, and maybe my children's, are on the
line. Working to make their products LESS capable is just distasteful.
Message 11
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| Subject: | Re: SD-8 and No Battery |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <b.nuckolls@cox.net>
>My irrational prejudice is that, from time to time and with little
>provocation, batteries explode.
It takes a LOT of provocation . . .
>My family business is a self service car wash. For the last 35 years, a
>couple of times a year, someone will wash their car, go to start it, and
>the battery blows up. Usually it's just a chunk of the top blowing off,
>once it was the bottom - which resulted in the battery launching itself at
>high speed into the hood, leaving a 4" bulge.
>
>It once happened to me, with a 69 Firebird convertible, in about 1988. No
>great damage, but a loud bang followed by dripping acid.
>
>I know that, as you say, it NEVER happens. But I've seen it and
>experienced it. So I assume (there's that word again) that it will happen
>again, to me, at the worst possible moment.
It has happened . . . many times with flooded batteries that
gas a lot and have a lot of volume above the fluid level combined
with some failure within the battery's crossover connectors
to ignite the gasses.
It's even happened in an RG battery in a bizjet . . . but it
took a specific series of events to pull it off. First, the
battery was accidently subjected to a heavy discharge . . . sufficient
to partially melt the crossovers between cells. The battery was
improperly re-charged and stuck back into the airplane. When
an engine start was attempted, an already damaged crossover
opened and ignited gasses in the headspace. Noisy. Blew the
top off the battery. Started a BIG investigation into root cause
and much threats of lawsuit. Bottom line was that the lid
blew off and no damage was done to the airplane. The battery
was replaced on warranty in spite of the fact that the customer
did it to himself.
Crossovers were redesigned to withstand continuous dead short
of a new battery so that only the battery gets hot, out-gasses
and poofs the overpressure vents. This test has been repeated
many times at the Naval Battery Research Laboratories at
Crane, Indiana. Many RG batteries have been studied, beat up,
bashed, baked, kicked and electrically abused in every way
they could devise . . . the critters hang together well.
Has Crane tested the Panasonic LC1218? Don't know.
>So I've been planning for an all electric airplane - including electronic
>ignitions - that could re-boot in case the battery explodes in IFR
>conditions. I have a vented kevlar battery box for a 25 AH sealed lead
>acid battery, SD-8 and L60 alternators, LR3 regulator. I have a backup
>lithium primary cell just for one electronic ignition, it should give me
>3-5 hours of ignition time if everything else is off line.
>
>I figured if the battery exploded and went to dead short, I could take it
>off line, bring up the SD-8, and use that to excite the LR60. The gyros
>have their own short term backup batteries. I'm aiming not only to
>mitigate risk, but to allow a graceful recovery.
Gee . . . your worry bucket is really full. But keep in mind
that every catastrophic event is a stack-up of precursors.
Unless you plan to abuse your battery in the proper combination
of actions to set up the event . . . only then will you conduct
your own test as to how well their cross-overs hang together . . .
and this isn't going to happen in flight.
Oh yeah, don't put your battery in a battery box. A Glasair
suffered an event about 15 years ago where the alternator went
into OV, no OV protection was present, battery out-gassed,
pilot went to the in-flight, troubleshooting mode and started
flipping switches. Battery contactor INSIDE the battery box set
of the gasses and blew up the battery box . . . not the battery.
Again, a long list of precursors . . . but let your battery sit out in
the breeze.
>That the SD-8 cannot self excite is a disappointment, almost from an
>aesthetic point of view. Certainly, given the number of small backup
>batteries I already have, I can go to a 2 battery 2 alternator layout, or
>use the lithium ignition backup to excite the SD-8. I always though the
>reason you use permanent magnets in an alternator is that it IS self
>exciting that way. When a piece of equipment has an inherent functionality
>designed out of it, I'm offended as a consumer.
It wasn't DESIGNED out . . . the SD-8 regulator is a purchased
part that met the design goals of the time and many hundreds
are flying. To my knowledge, nobody has sent any back because
they thought they were being offered anything different than
what they purchased.
>It's like having to buy
>the crippled electronic widget because the full function one is scheduled
>for the next release, in 18 months, but it's available in Japan for half
>the price today.
You're alluding to facts not in evidence and assuming
that B&C made some considered and intentional effort
to short-change anyone. The limitations on the SD-8 have
been discussed here on the list many times but this is
the first time I recall anyone finding that the product
didn't meet a prime requirement.
>I want the people that I buy from to do the very best job they can,
>especially since my life, and maybe my children's, are on the
>line.
Unless the market makes their wishes known, the supplier
is flying blind. Most folks worry-buckets do not include
catastrophic loss of a well maintained, un-abused RG
battery. It's good that you're now aware of the limitations.
Perhaps you can identify a regulator to go with the SD-8 that
is not so limited. They're pretty generic devices. A PM alternator
the fits the vacuum pump pad is the hard part.
> Working to make their products LESS capable is just distasteful.
Who is WORKING to make their products less capable? Capability
is a function of design goals that are a compromise between
over-design and offering a product that the marketplace
will find attractive enough to support. It's always a gamble.
Had we designed the LR series regulators in three parts and
offered each part for $75 would we have sold more total product?
Who knows? The LR series regulators are what they are. If
you don't find them attractive, you're free and expected
to find products that you like. Same for the SD-8 and its
regulator of limited capability.
You're encouraged to seek whatever configuration gives you
comfort. But please don't bash B&C or anyone else for not
meeting requirements you've never asked them to meet
and then infer that they made considered decision to short-
change you or anyone else.
Bob . . .
Message 12
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| Subject: | Re: Small pidg terminals |
--> AeroElectric-List message posted by: N1deltawhiskey@aol.com
If I interpret Ken's question correctly, he has some terminals with a smaller
barrel than the usual red sleeved terminals for 20-24 wire. I have some of
these as well (1/8" wide I believe for use on microswitches) and the issue I
found was that the red position on the B&C crimper would not clamp sufficiently
to prevent the #22 wire from being pulled out under load. I had to apply an
additional tighter crimp with pliars that would close more tightly to get a
connection that I could not pull apart.
Regards, Doug Windhorn
In a message dated 02-May-05 6:28:34 Pacific Standard Time,
b.nuckolls@cox.net writes:
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
<b.nuckolls@cox.net>
At 06:48 AM 5/2/2005 -0600, you wrote:
>--> AeroElectric-List message posted by: "Ken Simmons" <ken@truckstop.com>
>
>I'm working on upgrading and intercom and a couple of instruments. The
>avionics were set up to use a terminal strip and the old intercom harness
>had some small PIDG terminals specified for 26-22 AWG, yellow color. I've
>found a source for these terminals, but was wondering about a crimper. The
>"good and cheap" crimpers all seem to have the three red,blue,yellow
>postions, but nothing for the small yellow terminals.
>
>Am I stuck buying one of the expensive crimpers? Should I just go ahead
>and use the red 22-18 AWG terminals? The wire is 22 AWG.
The red terminals are slightly larger at the wire barrel but
if they fit into your available space, they'll be fine too.
Bob . . .
Message 13
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| Subject: | Some news on the CBA-II battery tester. |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <b.nuckolls@cox.net>
I've been exercising the CBA-II pretty much 24/7 since
the smoked one got replaced. I bought some el-cheeso, house
brand alkaline cells a couple of days ago on sale for .25
per cell. I ran a couple through the CBA-II and followed up
with a new "Bunny Battery" . . . the results of these three
tests are shown at:
http://www.aeroelectric.com/Pictures/El-Cheeso_Battery_Test.jpg
I've noted what I think is a "bug" in the software that randomly
drops a single reading (See red and green traces that go to zero
in the middle of the test?). Haven't observed this on anything except
alkaline cell testing. Anyhow, it seems my $10 worth of el-cheeso
batteries were a good buy . . . the "bunny" couldn't outrun them.
Bob . . .
--------------------------------------------------------
< Throughout history, poverty is the normal condition >
< of man. Advances which permit this norm to be >
< exceeded -- here and there, now and then -- are the >
< work of an extremely small minority, frequently >
< despised, often condemned, and almost always opposed >
< by all right-thinking people. Whenever this tiny >
< minority is kept from creating, or (as sometimes >
< happens) is driven out of a society, the people >
< then slip back into abject poverty. >
< >
< This is known as "bad luck". >
< -Lazarus Long- >
<------------------------------------------------------>
http://www.aeroelectric.com
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