Today's Message Index:
----------------------
1. 12:42 AM - Re: Fat Wire Terminals on Starter Contactor (Werner Schneider)
2. 04:50 AM - Re: Re: Something Completely Different (Chuck Jensen)
3. 05:20 AM - Re: Alternator Wiring Question (Eric M. Jones)
4. 05:56 AM - Re: 14/28v (Eric M. Jones)
5. 06:03 AM - Re: Re: Something Completely Different (William Bernard)
6. 07:13 AM - Re: AeroElectric-List Digest: toggle switch action? (Jan de Jong)
7. 09:42 AM - Re: Re: Something Completely Different (Leo Corbalis)
8. 10:45 AM - HSI Operations ()
9. 12:48 PM - Chroma LED Switches (Mark Sletten)
10. 01:08 PM - Re: HSI Operations (DonVS)
11. 06:48 PM - Re: Chroma LED Switches (Fiveonepw@aol.com)
12. 07:58 PM - Re: HF meters (Leo Corbalis)
13. 08:42 PM - Alternator Wiring Question (Re Do) (r falstad)
14. 08:44 PM - Fat Wire Terminals on Starter Contactor (r falstad)
Message 1
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| Subject: | Re: Fat Wire Terminals on Starter Contactor |
--> AeroElectric-List message posted by: "Werner Schneider" <glastar@gmx.net>
Hello Bob,
you're on the right way, I did exactly the same and did use two rubber boots
slightly modified, on my Star, so they cover all the exposed metal parts of
the stud and cables. Not pretty but functional.
Werner
----- Original Message -----
From: "r falstad" <bobair8@msn.com>
Subject: AeroElectric-List: Fat Wire Terminals on Starter Contactor
> --> AeroElectric-List message posted by: "r falstad" <bobair8@msn.com>
>
> I'm starting to wire my GlaStar. I plan on terminating the 2 AWG from the
battery + and the 6 AWG from the alternator + to the same post on the
starter contactor. I also need to terminate the wire from the power bus
somewhere and the closest place that will see the battery is the same post
on the starter contactor. Is this right? That will put three fairly large
terminals on one post. Don't you need a rubber terminal nipple to cover the
terminals and post so if anything gets loose in the engine compartment, you
don't run the risk of a direct short to ground? How do you insulate that
arrangement?
>
> Best regards,
>
> Bob
> ----- Original Message -----
> From: AeroElectric-List Digest
Server<mailto:aeroelectric-list-digest@matronics.com>
> To: AeroElectric-List Digest
List<mailto:aeroelectric-list-digest@matronics.com>
> Sent: Thursday, May 19, 2005 1:55 AM
> Subject: AeroElectric-List Digest: 20 Msgs - 05/18/05
>
>
> *
>
>
> Online Versions of Today's List Digest Archive
>
>
> Today's complete AeroElectric-List Digest can also be found in either of
the
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formatted
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editor
> such as Notepad or with a web browser.
>
> HTML Version:
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>
> Text Version:
>
>
http://www.matronics.com/digest/aeroelectric-list/Digest.AeroElectric-List.2005-05-18.txt<http://www.matronics.com/digest/aeroelectric-list/DigestAeroElectric-List.2005-05-18.txt>
>
>
> EMail Version of Today's List Digest Archive
>
>
> AeroElectric-List Digest Archive
> ---
> Total Messages Posted Wed 05/18/05: 20
>
>
> Today's Message Index:
> ----------------------
>
> 1. 02:36 AM - Trickle Chargers (Mike Lehman)
> 2. 04:38 AM - Re: Sudden Failure (William Bernard)
> 3. 05:57 AM - Re: Honeywell/Mircoswitch AMl34 (flmike)
> 4. 08:37 AM - Re: Re: Honeywell/Mircoswitch AMl34 (Ken Simmons)
> 5. 11:34 AM - Re: Trickle Chargers (Robert L. Nuckolls, III)
> 6. 11:56 AM - Re: Trickle Chargers (Hinde, Frank George
(Corvallis))
> 7. 01:07 PM - Re: GI-106A Back Course ()
> 8. 02:03 PM - Re: Re: GI-106A Back Course
(dsvs@comcast.net<mailto:dsvs@comcast.net>)
> 9. 02:05 PM - Re: Re: GI-106A Back Course (Stein Bruch)
> 10. 02:21 PM - Re: Re: GI-106A Back Course (Tim Dawson-Townsend)
> 11. 02:38 PM - Re: Re: GI-106A Back Course (Hinde, Frank George
(Corvallis))
> 12. 02:57 PM - Load Analysis
(Jim.Piavis@sybase.com<mailto:Jim.Piavis@sybase.com>)
> 13. 03:20 PM - Re: Load Analysis (Hinde, Frank George (Corvallis))
> 14. 03:51 PM - Re: Full Charge on Battery? ()
> 15. 07:12 PM - Re: Load Analysis (Robert L. Nuckolls, III)
> 16. 07:17 PM - Re: Load Analysis (rv-9a-online)
> 17. 07:45 PM - Re: Load Analysis (TKT wire) (Chris)
> 18. 09:26 PM - Starter Contactor Location on Long-EZ (Scott Winn)
> 19. 09:48 PM - Re: Re: Full Charge on Battery? (Robert L. Nuckolls,
III)
> 20. 09:52 PM - Re: Load Analysis (TKT wire) (Robert L. Nuckolls,
III)
>
>
> ________________________________ Message 1
_____________________________________
>
>
> Time: 02:36:08 AM PST US
> From: "Mike Lehman" <lehmans@sympatico.ca<mailto:lehmans@sympatico.ca>>
> Subject: AeroElectric-List: Trickle Chargers
>
> --> AeroElectric-List message posted by: "Mike Lehman"
<lehmans@sympatico.ca<mailto:lehmans@sympatico.ca>>
>
> Got any unused AC adapters around? I've found that 12 VDC units will
> typically trickle charge a wet cell at about 50 to 100 mA. If, after a
few
> days, you find the battery voltage rise becomes higher than you like, a
> timer can be used to cycle the adapter. Getting fancy, a higher voltage
> adapter can used with a LM317 regulator.
>
> Mike
>
> --> AeroElectric-List message posted by: "Hinde, Frank George
(Corvallis)"
> <frank.hinde@hp.com<mailto:frank.hinde@hp.com>>
>
> The $7.99 trickle chargers (voltage sensing) have worked great for me
> for the last five years.
>
> -----Original Message-----
>
> --> AeroElectric-List message posted by:
TSaccio@aol.com<mailto:TSaccio@aol.com>
>
> Sometime ago there was an article written on this site about low cost
> battery chargers from Harbor Freight. Does anyone have information as to
> the best one to buy? Tom Saccio
>
>
> ________________________________ Message 2
_____________________________________
>
>
> Time: 04:38:45 AM PST US
> From: "William Bernard"
<billbernard@worldnet.att.net<mailto:billbernard@worldnet.att.net>>
> Subject: Re: AeroElectric-List: Sudden Failure
>
> --> AeroElectric-List message posted by: "William Bernard"
<billbernard@worldnet.att.net<mailto:billbernard@worldnet.att.net>>
>
> Thanks, Bob and all. The new battery has noticably larger posts, but
they
> are still lead. The cables are #4 welding cable, but due to geometry
issues
> the one on the "+" post is pretty short where it goes through the side
of
> the battery box. The cables do lie pretty much parallel to the side of
the
> battery posts and within about 1/8" of them so the strain on the battery
> posts from the cables should be minimal.
>
> Thanks again for the help.
>
> Bill
> ----- Original Message -----
> From: "Robert L. Nuckolls, III"
<nuckollsr@cox.net<mailto:nuckollsr@cox.net>>
> Subject: Re: AeroElectric-List: Sudden Failure
>
>
> > --> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
> <nuckollsr@cox.net<mailto:nuckollsr@cox.net>>
> >
> > At 08:03 AM 5/17/2005 -0500, you wrote:
> >
> > >--> AeroElectric-List message posted by: "William Bernard"
> > ><billbernard@worldnet.att.net<mailto:billbernard@worldnet.att.net>>
> > >
> > >Bob, the electrical system did energize briefly for a few seconds,
until
> I
> > >pressed the starter button then everything was dead again. The switch
to
> > >activate the e-buss had no effect (the turn coordinator and the
engine
> > >instruments should have started, but they did not). The electronic
> ignition
> > >is wired to the battery buss and the power LED did not come on.
> > >
> > >I replaced the battery and everything worked normally. (I was able to
> borrow
> > >a battery and get the plane home.) There were aboslutely no other
> problems.
> > >The battery showed 12+ volts at the battery shop and given the minor
> tests
> > >the clerk did, appeared to be normal. I did try to charge it briefly.
> > >Typically, on a discharged battery, the meter on the charger will go
to
> > >about 6 amps and then drop back slowly. In this case, the meter went
to
> > >about 2 amps and was pretty steady. I suspect some sort of sudden
fault
> in
> > >the battery itself, but have no way to test it. I don't even have the
> > >battery any more.
> > >
> > >My main concern is to know if this is just a random failure, or if it
is
> > >something preventable.
> > >
> > >Bill
> >
> > It sounds very much like a mechanical failure . . . cracked
conductor
> > perhaps? Without a teardown inspection, we'll never know. We DO
know
> > that batteries are manufactured in the millions and that the vast
> majority
> > will perform as designed over the service life of the battery. We
> > also know that most of the VSLA products are being used in
stationary
> > and/or relatively benign portable applications. Our use of such
> products
> > in aircraft is undoubtedly pushing any battery's performance
envelope
> > with respect to both mechanical capabilities and chemical
activity.
> >
> > In another post, I've encouraged everyone to capture mystifying
> failures
> > and get them to me (or any other willing investigator) for failure
> > evaluation. Without such data, the vast majority of decisions made
> > on the evidence known are simple "whistles in the dark." Worse
yet,
> > such cases often tie brand names to failures that tend to unfairly
> > reduce perceived value of the brand.
> >
> > Bob . . .
> >
> >
> > --
> >
> >
>
>
> --
>
>
> ________________________________ Message 3
_____________________________________
>
>
> Time: 05:57:51 AM PST US
> From: flmike <flmike2001@yahoo.com<mailto:flmike2001@yahoo.com>>
> Subject: AeroElectric-List: Re: Honeywell/Mircoswitch AMl34
>
> --> AeroElectric-List message posted by: flmike
<flmike2001@yahoo.com<mailto:flmike2001@yahoo.com>>
>
> Allied shows stock.
>
>
http://www.alliedelec.com/cart/ProductDetail.asp?SKU642-0131&SEARCHaml34&ID&DESCAML34FBA4AC01<http://www.alliedelec.com/cart/ProductDetail.asp?SKU642-0131&SEARCHaml34&ID&DESCAML34FBA4AC01>
>
>
> __________________________________
>
>
> ________________________________ Message 4
_____________________________________
>
>
> Time: 08:37:32 AM PST US
> From: "Ken Simmons" <ken@truckstop.com<mailto:ken@truckstop.com>>
> Subject: Re: AeroElectric-List: Re: Honeywell/Mircoswitch AMl34
>
> --> AeroElectric-List message posted by: "Ken Simmons"
<ken@truckstop.com<mailto:ken@truckstop.com>>
>
> Thanks for the help. I finally found the same one at Newark. This one is
a double
> pole. That's why I couldn't find it before because I was looking for a
specific
> part number. Shouldn't make a difference in this application. I think
this
> is what NewGlasair calls their master switch. The one from Allied is
cheaper
> and the one from Newark is cheaper still.
>
> Thanks.
> Ken
>
>
> ---------- Original Message ----------------------------------
> From: flmike <flmike2001@yahoo.com<mailto:flmike2001@yahoo.com>>
>
> >--> AeroElectric-List message posted by: flmike
<flmike2001@yahoo.com<mailto:flmike2001@yahoo.com>>
> >
> >Allied shows stock.
> >
>
>http://www.alliedelec.com/cart/ProductDetail.asp?SKU642-0131&SEARCHaml34&ID
&DESCAML34FBA4AC01
> >
> >
> >
> >__________________________________
> >
> >
>
>
> ________________________________ Message 5
_____________________________________
>
>
> Time: 11:34:43 AM PST US
> From: "Robert L. Nuckolls, III"
<nuckollsr@cox.net<mailto:nuckollsr@cox.net>>
> Subject: Re: AeroElectric-List: Trickle Chargers
>
> --> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
<nuckollsr@cox.net<mailto:nuckollsr@cox.net>>
>
> At 05:36 AM 5/18/2005 -0400, you wrote:
>
> >--> AeroElectric-List message posted by: "Mike Lehman"
<lehmans@sympatico.ca<mailto:lehmans@sympatico.ca>>
> >
> >Got any unused AC adapters around? I've found that 12 VDC units will
> >typically trickle charge a wet cell at about 50 to 100 mA. If, after a
few
> >days, you find the battery voltage rise becomes higher than you like, a
> >timer can be used to cycle the adapter. Getting fancy, a higher
voltage
> >adapter can used with a LM317 regulator.
> >
> >Mike
>
> A few years ago, I published a compendium of circuits which
> suggested various power sources and techniques for long term
> storage and controlled charging of batteries. Several circuits
> touch on Mike's suggestion above.
>
> If you have the goodies laying around and really want to spend
> the time to assemble your own, by all means. It's an excellent
> learning experience. However, please consider commercial off-the-
> shelf (COTS) products that do a better job and often cost less than
> the bill of materials for a DIY project. I've added the Battery
Tender
> data to the back of the diagrams now available at:
>
>
http://www.aeroelectric.com/articles/Batteries/Charger_Maintainers.pdf<http://www.aeroelectric.com/articles/Batteries/Charger_Maintainers.pdf>
>
> I just received a couple of Battery Tender Jr.s in the mail which
> cost me right at $30 each.
>
> Bob . . .
>
>
> ________________________________ Message 6
_____________________________________
>
>
> Time: 11:56:04 AM PST US
> Subject: RE: AeroElectric-List: Trickle Chargers
> From: "Hinde, Frank George (Corvallis)"
<frank.hinde@hp.com<mailto:frank.hinde@hp.com>>
>
> --> AeroElectric-List message posted by: "Hinde, Frank George
(Corvallis)" <frank.hinde@hp.com<mailto:frank.hinde@hp.com>>
>
> Or $7.99 from Harbor Freight...:)
>
> www.harborfreight.com<http://www.harborfreight.com/>
>
> Frank
>
>
> I just received a couple of Battery Tender Jr.s in the mail which
> cost me right at $30 each.
>
> Bob . . .
>
>
> ________________________________ Message 7
_____________________________________
>
>
> Time: 01:07:26 PM PST US
> From: <bakerocb@cox.net<mailto:bakerocb@cox.net>>
> Subject: AeroElectric-List: Re: GI-106A Back Course
>
> --> AeroElectric-List message posted by:
<bakerocb@cox.net<mailto:bakerocb@cox.net>>
>
> ----- Original Message -----
> From: "John Schroeder"
<jschroeder@perigee.net<mailto:jschroeder@perigee.net>>
> Subject: Re: GI-106A Back Course
>
>
> > OC -
> >
> > My understanding is that the MD200 needle is directional on the back
> > course. ie. If the needle is off to the right, you turn right to
> > intercept. I do not know how the GI-106A needle works. My recollection
of
> > the CDI's of 40 years ago + or -, is that on the back course, one
turns
> > opposite to the needle to intercept. Of course, this is perhaps a moot
> > topic for discussion because of the apparent paucity of true back
course
> > ILS's. John
>
> 5/18/2005
>
> Hello John, While flying a localizer back course most pilots would find
it
> easier if their equipment had the capability to be put into a back
course
> mode because then the pilot would be turning towards the needle to get
back
> on the localizer center line just as they would do in a front course
> approach -- one less "different thing" to remember.
>
> Since the electronic emission pattern sent from the localizer antenna
> remains the same over time, regardless of where the aircraft is located
or
> the what the pilot's intentions are, the pilot must take some overt
physical
> action (move a switch) on his equipment (normally the localizer receiver
or
> the autopilot / flight director) in the cockpit in order to tell that
> equipment to:
>
> 1) Please move the needle such that I can fly towards it to get on the
> centerline because I am attempting an inbound flight in the back course
> region of the localizer -- or outbound in the front course region in
order
> to perform a procedure turn or get to a holding point.
>
> 2) Please turn on a light, or give me some other visual indication in
the
> cockpit, as a reminder that I have made a back course selection with my
> equipment.
>
> If the MD 200 has an indication on the face of the instrument, such as a
> light, that shows that the pilot has made a back course mode selection
one
> might consider the MD 200 to be a superior indicator to the GI-106A
which
> has no such back course indication capability. But as far as needle
> movement, both instruments would be dependent upon actuation of the back
> course mode by the pilot in the equipment feeding the instrument in
order to
> change the mode of needle movement.
>
> The MD 200 by itself can not determine the pilot's intentions or which
> localizer region that the aircraft is flying in.
>
> OC
>
> PS: In the HSI's that I've flown the back course mode selection was a
bit
> more subtle than moving a switch. Just by virture of setting up the
inbound
> course desired on the HSI while flying in the localizer back course
region
> the equipment was smart enough to figure out what the pilot wanted and
would
> produce normal fly-to-the-needle-to-get-to-the-center line indications
>
>
> ________________________________ Message 8
_____________________________________
>
>
> Time: 02:03:03 PM PST US
> From: dsvs@comcast.net<mailto:dsvs@comcast.net>
> Subject: Re: AeroElectric-List: Re: GI-106A Back Course
>
> --> AeroElectric-List message posted by:
dsvs@comcast.net<mailto:dsvs@comcast.net>
>
> OC,
> The HSI is no smarter, the needle is always pointed aat the transmitter.
When
> you are in the backcourse it points behind the ac nose and this corrects
for the
> "backwards" needle. Don
>
>
> > --> AeroElectric-List message posted by:
<bakerocb@cox.net<mailto:bakerocb@cox.net>>
> >
> > ----- Original Message -----
> > From: "John Schroeder"
<jschroeder@perigee.net<mailto:jschroeder@perigee.net>>
> > To: <bakerocb@cox.net<mailto:bakerocb@cox.net>>
> > Subject: Re: GI-106A Back Course
> >
> >
> > > OC -
> > >
> > > My understanding is that the MD200 needle is directional on the back
> > > course. ie. If the needle is off to the right, you turn right to
> > > intercept. I do not know how the GI-106A needle works. My
recollection of
> > > the CDI's of 40 years ago + or -, is that on the back course, one
turns
> > > opposite to the needle to intercept. Of course, this is perhaps a
moot
> > > topic for discussion because of the apparent paucity of true back
course
> > > ILS's. John
> >
> > 5/18/2005
> >
> > Hello John, While flying a localizer back course most pilots would
find it
> > easier if their equipment had the capability to be put into a back
course
> > mode because then the pilot would be turning towards the needle to get
back
> > on the localizer center line just as they would do in a front course
> > approach -- one less "different thing" to remember.
> >
> > Since the electronic emission pattern sent from the localizer antenna
> > remains the same over time, regardless of where the aircraft is
located or
> > the what the pilot's intentions are, the pilot must take some overt
physical
> > action (move a switch) on his equipment (normally the localizer
receiver or
> > the autopilot / flight director) in the cockpit in order to tell that
> > equipment to:
> >
> > 1) Please move the needle such that I can fly towards it to get on
the
> > centerline because I am attempting an inbound flight in the back
course
> > region of the localizer -- or outbound in the front course region in
order
> > to perform a procedure turn or get to a holding point.
> >
> > 2) Please turn on a light, or give me some other visual indication in
the
> > cockpit, as a reminder that I have made a back course selection with
my
> > equipment.
> >
> > If the MD 200 has an indication on the face of the instrument, such as
a
> > light, that shows that the pilot has made a back course mode selection
one
> > might consider the MD 200 to be a superior indicator to the GI-106A
which
> > has no such back course indication capability. But as far as needle
> > movement, both instruments would be dependent upon actuation of the
back
> > course mode by the pilot in the equipment feeding the instrument in
order to
> > change the mode of needle movement.
> >
> > The MD 200 by itself can not determine the pilot's intentions or which
> > localizer region that the aircraft is flying in.
> >
> > OC
> >
> > PS: In the HSI's that I've flown the back course mode selection was a
bit
> > more subtle than moving a switch. Just by virture of setting up the
inbound
> > course desired on the HSI while flying in the localizer back course
region
> > the equipment was smart enough to figure out what the pilot wanted and
would
> > produce normal fly-to-the-needle-to-get-to-the-center line indications
> >
> >
> >
> >
> >
> >
>
>
> ________________________________ Message 9
_____________________________________
>
>
> Time: 02:05:19 PM PST US
> From: "Stein Bruch" <stein@steinair.com<mailto:stein@steinair.com>>
> Subject: RE: AeroElectric-List: Re: GI-106A Back Course
>
> --> AeroElectric-List message posted by: "Stein Bruch"
<stein@steinair.com<mailto:stein@steinair.com>>
>
> The MD-200-306 operates as you require below. Their manual nearly
states
> verbatim for operation as you noted below. Also, that indicator has the
> "BC" annunciation on the face of it as wel.
>
> Just as an aside, you guys do realize the GI-102/106A and the MD-200
202/203
> & 206/207 are all the same instrument.
>
> Just my 2 cents as usual!
>
> Cheers,
> Stein.
>
>
> -----Original Message-----
> From:
owner-aeroelectric-list-server@matronics.com<mailto:owner-aeroelectric-list-
server@matronics.com>
> [mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of
> bakerocb@cox.net<mailto:bakerocb@cox.net>
> Subject: AeroElectric-List: Re: GI-106A Back Course
>
>
> --> AeroElectric-List message posted by:
<bakerocb@cox.net<mailto:bakerocb@cox.net>>
>
> ----- Original Message -----
> From: "John Schroeder"
<jschroeder@perigee.net<mailto:jschroeder@perigee.net>>
> Subject: Re: GI-106A Back Course
>
> 5/18/2005
>
>
> 1) Please move the needle such that I can fly towards it to get on the
> centerline because I am attempting an inbound flight in the back course
> region of the localizer -- or outbound in the front course region in
order
> to perform a procedure turn or get to a holding point.
>
> 2) Please turn on a light, or give me some other visual indication in
the
> cockpit, as a reminder that I have made a back course selection with my
> equipment.
>
> If the MD 200 has an indication on the face of the instrument, such as a
> light, that shows that the pilot has made a back course mode selection
one
> might consider the MD 200 to be a superior indicator to the GI-106A
which
> has no such back course indication capability. But as far as needle
> movement, both instruments would be dependent upon actuation of the back
> course mode by the pilot in the equipment feeding the instrument in
order to
> change the mode of needle movement.
>
> The MD 200 by itself can not determine the pilot's intentions or which
> localizer region that the aircraft is flying in.
>
> OC
>
> PS: In the HSI's that I've flown the back course mode selection was a
bit
> more subtle than moving a switch. Just by virture of setting up the
inbound
> course desired on the HSI while flying in the localizer back course
region
> the equipment was smart enough to figure out what the pilot wanted and
would
> produce normal fly-to-the-needle-to-get-to-the-center line indications
>
>
> ________________________________ Message 10
____________________________________
>
>
> Time: 02:21:18 PM PST US
> Subject: RE: AeroElectric-List: Re: GI-106A Back Course
> From: "Tim Dawson-Townsend"
<Tdawson@avidyne.com<mailto:Tdawson@avidyne.com>>
>
> --> AeroElectric-List message posted by: "Tim Dawson-Townsend"
<Tdawson@Avidyne.com<mailto:Tdawson@Avidyne.com>>
>
>
> The very nature of the geometry of an HSI sets you up well for
backcourse approaches
> if you follow the correct procedure.
>
> The real challenge is for those without an HSI, who must use a
conventional CDI
> . . .
>
> TDT
>
>
> -----Original Message-----
> From:
owner-aeroelectric-list-server@matronics.com<mailto:owner-aeroelectric-list-
server@matronics.com>
> [mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of Stein
> Bruch
> Subject: RE: AeroElectric-List: Re: GI-106A Back Course
>
>
> --> AeroElectric-List message posted by: "Stein Bruch"
<stein@steinair.com<mailto:stein@steinair.com>>
>
> The MD-200-306 operates as you require below. Their manual nearly
states
> verbatim for operation as you noted below. Also, that indicator has the
> "BC" annunciation on the face of it as wel.
>
> Just as an aside, you guys do realize the GI-102/106A and the MD-200
202/203
> & 206/207 are all the same instrument.
>
> Just my 2 cents as usual!
>
> Cheers,
> Stein.
>
>
> -----Original Message-----
> From:
owner-aeroelectric-list-server@matronics.com<mailto:owner-aeroelectric-list-
server@matronics.com>
> [mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of
> bakerocb@cox.net<mailto:bakerocb@cox.net>
> Subject: AeroElectric-List: Re: GI-106A Back Course
>
>
> --> AeroElectric-List message posted by:
<bakerocb@cox.net<mailto:bakerocb@cox.net>>
>
> ----- Original Message -----
> From: "John Schroeder"
<jschroeder@perigee.net<mailto:jschroeder@perigee.net>>
> Subject: Re: GI-106A Back Course
>
> 5/18/2005
>
>
> 1) Please move the needle such that I can fly towards it to get on the
> centerline because I am attempting an inbound flight in the back course
> region of the localizer -- or outbound in the front course region in
order
> to perform a procedure turn or get to a holding point.
>
> 2) Please turn on a light, or give me some other visual indication in
the
> cockpit, as a reminder that I have made a back course selection with my
> equipment.
>
> If the MD 200 has an indication on the face of the instrument, such as a
> light, that shows that the pilot has made a back course mode selection
one
> might consider the MD 200 to be a superior indicator to the GI-106A
which
> has no such back course indication capability. But as far as needle
> movement, both instruments would be dependent upon actuation of the back
> course mode by the pilot in the equipment feeding the instrument in
order to
> change the mode of needle movement.
>
> The MD 200 by itself can not determine the pilot's intentions or which
> localizer region that the aircraft is flying in.
>
> OC
>
> PS: In the HSI's that I've flown the back course mode selection was a
bit
> more subtle than moving a switch. Just by virture of setting up the
inbound
> course desired on the HSI while flying in the localizer back course
region
> the equipment was smart enough to figure out what the pilot wanted and
would
> produce normal fly-to-the-needle-to-get-to-the-center line indications
>
>
> ________________________________ Message 11
____________________________________
>
>
> Time: 02:38:03 PM PST US
> Subject: RE: AeroElectric-List: Re: GI-106A Back Course
> From: "Hinde, Frank George (Corvallis)"
<frank.hinde@hp.com<mailto:frank.hinde@hp.com>>
>
> --> AeroElectric-List message posted by: "Hinde, Frank George
(Corvallis)" <frank.hinde@hp.com<mailto:frank.hinde@hp.com>>
>
> While we're on the subject of CDI's.
>
> Does anyone have any experience of using the BMA glass screen CDI driven
> from the Nav radio in actual IFR conditions?
>
> Does it really work?
>
> Frank
> Trying to decide on instruments for an IFR RV7.
>
>
> -----Original Message-----
> From:
owner-aeroelectric-list-server@matronics.com<mailto:owner-aeroelectric-list-
server@matronics.com>
> [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Tim
> Dawson-Townsend
> Subject: RE: AeroElectric-List: Re: GI-106A Back Course
>
> --> AeroElectric-List message posted by: "Tim Dawson-Townsend"
> --> <Tdawson@Avidyne.com<mailto:Tdawson@Avidyne.com>>
>
>
> The very nature of the geometry of an HSI sets you up well for
> backcourse approaches if you follow the correct procedure.
>
> The real challenge is for those without an HSI, who must use a
> conventional CDI . . .
>
> TDT
>
>
> ________________________________ Message 12
____________________________________
>
>
> Time: 02:57:04 PM PST US
> Subject: AeroElectric-List: Load Analysis
> From: Jim.Piavis@sybase.com<mailto:Jim.Piavis@sybase.com>
> 05/18/2005 02:56:20 PM
>
> --> AeroElectric-List message posted by:
Jim.Piavis@sybase.com<mailto:Jim.Piavis@sybase.com>
>
> I'm in the process of working load analysis on my anticipated RV-7
> electrical system. From looking through the archives, I'm not quire sure
on
> the following:
>
> When running a load analysis for my electrical system, for each
equipment
> item, there's usually a steady state current and a max current. For the
> purpose of calculating the total loads, do I use the max or steady
state?
> Com/Navs are a good example, receive-only is fairly low, then jumps up
on
> transmit.
>
> Thanks,
>
> Jim
>
>
> ________________________________ Message 13
____________________________________
>
>
> Time: 03:20:51 PM PST US
> Subject: RE: AeroElectric-List: Load Analysis
> From: "Hinde, Frank George (Corvallis)"
<frank.hinde@hp.com<mailto:frank.hinde@hp.com>>
>
> --> AeroElectric-List message posted by: "Hinde, Frank George
(Corvallis)" <frank.hinde@hp.com<mailto:frank.hinde@hp.com>>
>
> Depends if you intend to transmit all the time I guess?...:)
>
> The steady state loads for sizing the alternator and wiring...Use the
> transient loads only if the load is sustained...say more than 10
> seconds?...That should give you a cut off.
>
> The little bit of extra the alt needs to give will be taken care by the
> fact you will oversize the alt by some margin...Say 5amps minimum.
>
> Frank
>
> -----Original Message-----
> From:
owner-aeroelectric-list-server@matronics.com<mailto:owner-aeroelectric-list-
server@matronics.com>
> [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
> Jim.Piavis@sybase.com<mailto:Jim.Piavis@sybase.com>
> Subject: AeroElectric-List: Load Analysis
>
> --> AeroElectric-List message posted by:
Jim.Piavis@sybase.com<mailto:Jim.Piavis@sybase.com>
>
> I'm in the process of working load analysis on my anticipated RV-7
> electrical system. From looking through the archives, I'm not quire sure
> on the following:
>
> When running a load analysis for my electrical system, for each
> equipment item, there's usually a steady state current and a max
> current. For the purpose of calculating the total loads, do I use the
> max or steady state?
> Com/Navs are a good example, receive-only is fairly low, then jumps up
> on transmit.
>
> Thanks,
>
> Jim
>
>
> ________________________________ Message 14
____________________________________
>
>
> Time: 03:51:33 PM PST US
> From: <davgray@sbcglobal.net<mailto:davgray@sbcglobal.net>>
> Subject: AeroElectric-List: Re: Full Charge on Battery?
>
> --> AeroElectric-List message posted by:
<davgray@sbcglobal.net<mailto:davgray@sbcglobal.net>>
>
> I chanced apon this site. The suggestion that an Odyssey Battery may
not be getting
> a full charge unless it receives a voltage of 14.7 volts is made. If
true,
> this could be a problem for electrically dependent engines.
>
>
http://batterytender.com/notice_odyssey.php?osCsid88978aa7c540510e2215932c22b512e5<http://batterytender.com/notice_odyssey.php?osCsid88978aa7c540510e2215932c22b512e5>
>
> Any clarification would be appreciated.
>
> Gary
>
>
> ________________________________ Message 15
____________________________________
>
>
> Time: 07:12:05 PM PST US
> From: "Robert L. Nuckolls, III"
<nuckollsr@cox.net<mailto:nuckollsr@cox.net>>
> Subject: Re: AeroElectric-List: Load Analysis
>
> --> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
<nuckollsr@cox.net<mailto:nuckollsr@cox.net>>
>
> At 02:56 PM 5/18/2005 -0700, you wrote:
>
> >--> AeroElectric-List message posted by:
Jim.Piavis@sybase.com<mailto:Jim.Piavis@sybase.com>
> >
> >I'm in the process of working load analysis on my anticipated RV-7
> >electrical system. From looking through the archives, I'm not quire
sure on
> >the following:
> >
> >When running a load analysis for my electrical system, for each
equipment
> >item, there's usually a steady state current and a max current. For the
> >purpose of calculating the total loads, do I use the max or steady
state?
> >Com/Navs are a good example, receive-only is fairly low, then jumps up
on
> >transmit.
>
> STEADY states for load analysis, MAX load for wire and fuse/CB
> sizing.
>
> On similar topic, I was doing a lunchtime learning session for
> some of my fellow RAC employees and the question was asked
> about how fragile is a wire? If you're set up to protect a
> 22AWG wire at 5A . . . what is the risk at say, 10A? or more?
> I've read conversation on this matter numerous times on the list,
> folks are belabored of the impression that wire will poof and
> smoke at just over the "rated" current.
>
> Just for grins, I went to the bench and rigged a segment
> of 22AWG Tefzel wire between two c-clamps, attached a
> thermocouple and biased the wire up in 5A steps to 20A.
> The picture at . . .
>
>
http://www.aeroelectric.com/Pictures/20A_22AWG.jpg<http://www.aeroelectric.com/Pictures/20A_22AWG.jpg>
>
> was taken after 10 minutes operation at 20A! The wire
> temperature was just over 100C. The wire was rated for
> 150C. I was going to increase the current until the
> wire smoked but when I tried to push 25A through it,
> the breaker on my bench supply feeder popped. I need
> to run a 220 line to the bench supply before I can
> finish the experiment. Suffice it to say that fears
> about burning wires when even severely overloaded
> with respect to breaker size and wire "rating" are
> not well founded. These wires are quite robust and
> in fact, we depend on those qualities for crafting
> VERY robust electrical systems.
>
> Bob . . .
>
>
> ________________________________ Message 16
____________________________________
>
>
> Time: 07:17:58 PM PST US
> From: rv-9a-online
<rv-9a-online@telus.net<mailto:rv-9a-online@telus.net>>
> Subject: Re: AeroElectric-List: Load Analysis
>
> --> AeroElectric-List message posted by: rv-9a-online
<rv-9a-online@telus.net<mailto:rv-9a-online@telus.net>>
>
> Jim, it's good to analyze both.
>
> The sum of steady state loads should be about 80% or less of your
> alternator rating, in 'normal' configuration (typical worst case flight
> such as night operations). Any excess capacity is good for charging
> your battery.
>
> Worst case transient loads, such as your comm in tx mode can be handled
> by the battery.
>
> If the worst case transient is less than your alternator rating, your
> battery will be somewhat less stressed.
>
> Vern Little
>
> Jim.Piavis@sybase.com<mailto:Jim.Piavis@sybase.com> wrote:
>
> >--> AeroElectric-List message posted by:
Jim.Piavis@sybase.com<mailto:Jim.Piavis@sybase.com>
> >
> >I'm in the process of working load analysis on my anticipated RV-7
> >electrical system. From looking through the archives, I'm not quire
sure on
> >the following:
> >
> >When running a load analysis for my electrical system, for each
equipment
> >item, there's usually a steady state current and a max current. For the
> >purpose of calculating the total loads, do I use the max or steady
state?
> >Com/Navs are a good example, receive-only is fairly low, then jumps up
on
> >transmit.
> >
> >Thanks,
> >
> >Jim
> >
> >
> >
> >
>
>
> ________________________________ Message 17
____________________________________
>
>
> Time: 07:45:29 PM PST US
> From: "Chris" <toaster73@earthlink.net<mailto:toaster73@earthlink.net>>
> Subject: Re: AeroElectric-List: Load Analysis (TKT wire)
>
> --> AeroElectric-List message posted by: "Chris"
<toaster73@earthlink.net<mailto:toaster73@earthlink.net>>
>
> Speaking of wire is TKT an available wire for home building or is it
> expensive and not worth it?
> Thanks
> Chris Lucas
> RV-10
> #40072
> wings
>
> ----- Original Message -----
> From: "Robert L. Nuckolls, III"
<nuckollsr@cox.net<mailto:nuckollsr@cox.net>>
> Subject: Re: AeroElectric-List: Load Analysis
>
>
> > --> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
> > <nuckollsr@cox.net<mailto:nuckollsr@cox.net>>
> >
> > At 02:56 PM 5/18/2005 -0700, you wrote:
> >
> >>--> AeroElectric-List message posted by:
Jim.Piavis@sybase.com<mailto:Jim.Piavis@sybase.com>
> >>
> >>I'm in the process of working load analysis on my anticipated RV-7
> >>electrical system. From looking through the archives, I'm not quire
sure
> >>on
> >>the following:
> >>
> >>When running a load analysis for my electrical system, for each
equipment
> >>item, there's usually a steady state current and a max current. For
the
> >>purpose of calculating the total loads, do I use the max or steady
state?
> >>Com/Navs are a good example, receive-only is fairly low, then jumps up
on
> >>transmit.
> >
> > STEADY states for load analysis, MAX load for wire and fuse/CB
> > sizing.
> >
> > On similar topic, I was doing a lunchtime learning session for
> > some of my fellow RAC employees and the question was asked
> > about how fragile is a wire? If you're set up to protect a
> > 22AWG wire at 5A . . . what is the risk at say, 10A? or more?
> > I've read conversation on this matter numerous times on the list,
> > folks are belabored of the impression that wire will poof and
> > smoke at just over the "rated" current.
> >
> > Just for grins, I went to the bench and rigged a segment
> > of 22AWG Tefzel wire between two c-clamps, attached a
> > thermocouple and biased the wire up in 5A steps to 20A.
> > The picture at . . .
> >
> >
http://www.aeroelectric.com/Pictures/20A_22AWG.jpg<http://www.aeroelectric.com/Pictures/20A_22AWG.jpg>
> >
> > was taken after 10 minutes operation at 20A! The wire
> > temperature was just over 100C. The wire was rated for
> > 150C. I was going to increase the current until the
> > wire smoked but when I tried to push 25A through it,
> > the breaker on my bench supply feeder popped. I need
> > to run a 220 line to the bench supply before I can
> > finish the experiment. Suffice it to say that fears
> > about burning wires when even severely overloaded
> > with respect to breaker size and wire "rating" are
> > not well founded. These wires are quite robust and
> > in fact, we depend on those qualities for crafting
> > VERY robust electrical systems.
> >
> > Bob . . .
> >
> >
> >
>
>
> ________________________________ Message 18
____________________________________
>
>
> Time: 09:26:20 PM PST US
> From: Scott Winn <sbwinn@gmail.com<mailto:sbwinn@gmail.com>>
> Subject: AeroElectric-List: Starter Contactor Location on Long-EZ
>
> --> AeroElectric-List message posted by: Scott Winn
<sbwinn@gmail.com<mailto:sbwinn@gmail.com>>
>
> Hi,
>
> I am utilizing a Z-13 diagram in my Long-EZ. I am trying to decide on
> the location of the starter contactor, if it should be on the firewall
> or in the nose with the batteries. Looking at the Z13 diagram there
> is nothing to indicate that the 4AWG wire going from the battery
> contactor to the starter contactor has to be especially short. This
> would indicate to me that the large wire can be run the length of the
> plane with the contactor on the firewall. I am actually planning to
> run 2AWG because of the extra length. This allows me to connect the
> alternator output to the starter contactor so I don't have to make two
> runs of large wire to hook up both the alternator and the starter. If
> the concactor was in the nose, I'd have to run a second large wire
> just for the alternator.
>
> My concern is that I don't see any protection for the 4AWG wire that
> runs between the starter contactor and battery contactor. Is it
> really OK to string an unprotected wire capable of delivering 100+
> amps all the way down the plane?
>
> Secondly, my engine has an automotive starter conversion on it. Is
> there any disadavantage to using the built in soleniod instead of an
> external contactor? The starter is off of a Toyota and the soleniods
> are quite reliable. Obviously if I need to put the contactor in the
> nose then I'll have to use an external one.
>
> Thanks for your thoughts!
>
>
> ________________________________ Message 19
____________________________________
>
>
> Time: 09:48:40 PM PST US
> From: "Robert L. Nuckolls, III"
<nuckollsr@cox.net<mailto:nuckollsr@cox.net>>
> Subject: Re: AeroElectric-List: Re: Full Charge on Battery?
>
> --> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
<nuckollsr@cox.net<mailto:nuckollsr@cox.net>>
>
> At 06:36 PM 5/18/2005 -0400, you wrote:
>
> >--> AeroElectric-List message posted by:
<davgray@sbcglobal.net<mailto:davgray@sbcglobal.net>>
> >
> >I chanced apon this site. The suggestion that an Odyssey Battery may
not
> >be getting a full charge unless it receives a voltage of 14.7 volts is
> >made. If true, this could be a problem for electrically dependent
engines.
> >
>
>http://batterytender.com/notice_odyssey.php?osCsid88978aa7c540510e2215932c2
2b512e5
> >
> >Any clarification would be appreciated.
>
> The 14.4 to 14.7 value is recommended for rapid recharge
> of the battery . . . and probably assumes that the battery
> was deeply discharged before the recharge cycle begins.
> The charging recommendations publication for Odyssey can
> be found at . . .
>
>
http://www.enersysreservepower.com/odycharg_a.asp<http://www.enersysreservepower.com/odycharg_a.asp>
>
> . . . where we read that the fast recharge voltage
> should not be sustained for more than 24 hours. They
> recommend reduction to a "standby" charge value of
> 13.6 to 13.8 volts. A value that is consistent with
> the rest of the lead-acid battery industry. One could
> use the numbers on this chart for ANY lead-acid technology
> except that I would say that you don't leave the fast-charge
> level on for more thank, say one tank of fuel duration
> or much less than 24 hours. Any battery in an airplane
> should be fully recharged in about one hour after
> starting the engine. This is the reason for the "75%
> rule" on alternator sizing in certified ships. If one
> has used a max of 45A on a 60A machine to run the
> airplane, you have 15A left over to quickly recharge
> a deeply discharged battery. Boosting the voltage
> to 14.7 increases the battery's willingness to accept
> energy . . . but this level should not be maintained
> indefinitely.
>
> Check out page 8 of . . .
>
>
http://www.enersysreservepower.com/documents/US_GPL_SG_001_0303.pdf<http://www.enersysreservepower.com/documents/US_GPL_SG_001_0303.pdf>
>
> and you see the same kinds of fast charge and float
> voltage ranges. Same goes for Panasonic where on
> page 3 of . . .
>
>
http://www.enersysreservepower.com/documents/US_GPL_SG_001_0303.pdf<http://www.enersysreservepower.com/documents/US_GPL_SG_001_0303.pdf>
>
> . . . we find 13.7 as a recommended float charge and 14.7
> as a recommended fast charge voltage at 25C.
>
> Bottom line is that ANY lead acid battery by ANY manufacturer
> will ultimately achieve 100% charge at 13.8V at 25C. It'a all
> a matter of how long you want to wait. If you're in a hurry,
> then jack the voltage up a tad for a SHORT period of time to
> speed up the recharge process. If your system is not endowed
> with a automatic recharge/float voltage controller . . . well
> shucks. Guess we'll have to compromise and set the critter up
> for 14.2 and quit worrying about it. That's the lead-acid
> set-point of choice for light aircraft since Duane Wallace
> bolted the first batteries into the C-140/C-170 products nearly
> 60 years ago.
>
> With respect to the writer's objections about "Pulse Current
> Amps" take a peek at . . .
>
>
http://www.enersysreservepower.com/ody_b.asp?routineody_dchrg&brandID5<http://www.enersysreservepower.com/ody_b.asp?routineody_dchrg&brandID5>
>
> The graphical data for battery performance under various loads
> is quite specific and yields factual engineering data. The
> fact that Odyssey quantifies their batteries in a different manner
> than some industry standards doesn't automatically mean that
> their product is inferior or that the company is trying to
> obscure any facts as to their product's performance.
>
> Take a peek at . . .
>
> http://www.batteryweb.com/faq.cfm<http://www.batteryweb.com/faq.cfm>
>
> . . . where we find the following definitions:
>
> Cold Cranking Amps (CCA): "Discharge load measured in amps that a
> fully charged battery at 0 F can deliver for 30 seconds
> while maintaining its voltage above 7.2V"
>
> Hmmm . . . Odyssey gives similar data but at 25C. Could it
> be that the majority of Odyssey's customers use their
> batteries as more mundane temperatures wherein the high
> discharge rate performance data is more useful when plotted
> at the higher temperatures? Don't know. But I doubt that
> Odyssey believes they are competing with Die Hards and
> boat batteries. And what's all this 7.2 volt stuff anyhow?
> B&C has quantified their batteries for a 15 second dump
> based on dragging the battery down to and holding it at
> 8.5 volts. This is easily accomplished with the tester that
> both B&C and the 'Connection use in their shops. See . . .
>
>
http://www.batteryweb.com/autometer-detail.cfm?ModelSB-5<http://www.batteryweb.com/autometer-detail.cfm?ModelSB-5>
>
> Does that mean that B&C's marketing numbers are
> bad or that they're trying to obscure any facts? No, I picked
> that value 15 years ago because I didn't know of any starters
> that would continue to crank an engine all the way down to
> 7.2 volts . . . And guess what? We DON'T do that test at
> 0C.
>
> Reserve Capacity (RC): "Number of minutes a fully charged battery
> at 80.F can be discharged at 25 amps until the voltage drops below
> 10.5 volts."
>
> Well fooey, my e-bus runs only 5 amps . . . should I be bent
> out of shape that Odyssey or any other manufacturer doesn't
> give me a 5A value instead of the 25A value? Only if I'm
> an ignorant consumer likely to make decisions based on a
> particular manufacturer's marketing hype. If I'm a designer
> who deals in engineering facts and data, then what ever data the
> manufacturer supplies is GOOD data as long as it's accurate.
>
> If I need ADDITIONAL data plotted in some other venue, then it's my
> responsibility go get that data myself or request it from
> the manufacturer. Most have much more data than they publish
> and will supply it as needed.
>
> Deltran's position on Odyssey products is not well researched.
> It does not mirror any considered understanding of lead-acid
> technology in general nor Odyssey's engineering and marketing
> philosophies in particular.
>
> The short answer is, "I'm not going to loose any sleep over it."
>
> Bob . . .
>
>
> ________________________________ Message 20
____________________________________
>
>
> Time: 09:52:30 PM PST US
> From: "Robert L. Nuckolls, III"
<nuckollsr@cox.net<mailto:nuckollsr@cox.net>>
> Subject: Re: AeroElectric-List: Load Analysis (TKT wire)
>
> --> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
<nuckollsr@cox.net<mailto:nuckollsr@cox.net>>
>
> At 10:44 PM 5/18/2005 -0400, you wrote:
>
> >--> AeroElectric-List message posted by: "Chris"
<toaster73@earthlink.net<mailto:toaster73@earthlink.net>>
> >
> >Speaking of wire is TKT an available wire for home building or is it
> >expensive and not worth it?
>
> What would be the advantage of using it for house wiring? You
> can purchase any kind of wire from anybody and use it any way
> you like with complete confidence as long as you observe the
> products limitations. But it might be an action akin to running
> 130 avgas in a mogas rated engine . . . expensive but doesn't
> get you any more snort . . .
>
> Bob . . .
>
>
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--> AeroElectric-List message posted by: "Chuck Jensen" <cjensen@dts9000.com>
Thanks--now I understand the gauge method. You mentioned that some of the bigger
guns are no longer used. Maybe you were referring to the 4 ga (Elephant gun--before
they found out that 3-4 clips from an AK-47 would do the same thing).
We used to pass shoot geese with a 31/2" 10 gauge. It packed a fearsome wallop
but it would reach way out there and touch 'em. The problem was, it was so darn
heavy that you couldn't stand to carry it out to the blind, so we drilled
a big hole in the stock, tied a rope through it and drug it behind us.
Chuck
Do Not Archive
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of Dan
Brown
Subject: Re: AeroElectric-List: Re: Something Completely Different
--> AeroElectric-List message posted by: Dan Brown <dan@familybrown.org>
-----BEGIN PGP SIGNED MESSAGE-----
Hash: SHA1
Chuck Jensen wrote:
| I didn't follow this at all. What barrel and what size lead spheres.
| It sound more like your measuring shot size than gun gauge.
It's as Walter said--the "guage" system is defined by the number of
lead balls of a certain diameter whose weight adds up to one pound.
Twelve balls of 0.729" diameter weigh a total of one pound, so a shotgun
with a bore of 0.729" is a 12 ga shotgun. This is why larger numbers
indicate smaller bore diameters. The largest that I'm aware of is 4 ga,
and the smallest is 28 ga. Do not archive this either, but it should
cover the explanation.
- --
Dan Brown, KE6MKS, dan@familybrown.org
"Since all the world is but a story, it were well for thee to buy the
more enduring story rather than the story that is less enduring."
~ -- The Judgment of St. Colum Cille
-----BEGIN PGP SIGNATURE-----
iD8DBQFCjUVPyQGUivXxtkERAtXlAKDtjAv2Ezcx//G43rVwACLEb9sNBACfUGd8
HlDFOqRU5R+Dlf+F/2g11Zo=bICK
-----END PGP SIGNATURE-----
Message 3
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| Subject: | Re: Alternator Wiring Question |
--> AeroElectric-List message posted by: "Eric M. Jones" <emjones@charter.net>
--> AeroElectric-List message posted by: "r falstad" <bobair8@msn.com>
>The confusing part is there are two #10x24 termination screws near the
Field post
>that are labeled "F1" and "F2". Do I just terminate my 20 AWG field wire
on
>the threaded post? What function, if any, do the two screws have?
Bob,
Here is a handy list of terminal marking descriptions. Mr. Reman's other
technical papers are to be recommended too.
http://www.mrreman.com/downloadsgateway/TECH/MRTSB-TECH-006.htm
Contact me off-list for various Glastar parts if you don't have them.
Regards,
Eric M. Jones
www.PerihelionDesign.com
113 Brentwood Drive
Southbridge MA 01550-2705
Phone (508) 764-2072
Email: emjones@charter.net
Message 4
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--> AeroElectric-List message posted by: "Eric M. Jones" <emjones@charter.net>
--> AeroElectric-List message posted by: chad-c_sip@stanfordalumni.org
>It occurs to me that we could run two separate DC-DC converters to step
down
>the 28v to 14v. Or we could simply run a couple of busses off the lower
>potential battery and get out 12v directly.
Welcome Chad,
You can certainly just tap off one battery for the 12V outlets as long as
the currents are not large. Maybe 12V from one battery and an inverter to
120VAC off the other to run that laptop computer.
For DC-DC converters I recommend : www.astrodyne.com great selection and
quality, very low price. Digikey etc is fine too.
But one suggestion---Don't use an instrument of a different voltage just
because you have it. (E.g. using a 28V radio in a 14V panel). The internet
make trading for the right thing a snap.
Regards,
Eric M. Jones
www.PerihelionDesign.com
113 Brentwood Drive
Southbridge MA 01550-2705
Phone (508) 764-2072
Email: emjones@charter.net
Message 5
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| Subject: | Re: Something Completely Different |
--> AeroElectric-List message posted by: "William Bernard" <billbernard@worldnet.att.net>
Thanks to all for the responses! The discussion was fascinating!
Bill
----- Original Message -----
From: "Chuck Jensen" <cjensen@dts9000.com>
Subject: RE: AeroElectric-List: Re: Something Completely Different
> --> AeroElectric-List message posted by: "Chuck Jensen"
<cjensen@dts9000.com>
>
> Thanks--now I understand the gauge method. You mentioned that some of the
bigger guns are no longer used. Maybe you were referring to the 4 ga
(Elephant gun--before they found out that 3-4 clips from an AK-47 would do
the same thing).
>
> We used to pass shoot geese with a 31/2" 10 gauge. It packed a fearsome
wallop but it would reach way out there and touch 'em. The problem was, it
was so darn heavy that you couldn't stand to carry it out to the blind, so
we drilled a big hole in the stock, tied a rope through it and drug it
behind us.
>
> Chuck
> Do Not Archive
>
> -----Original Message-----
> From: owner-aeroelectric-list-server@matronics.com
> [mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of Dan
> Brown
> To: aeroelectric-list@matronics.com
> Subject: Re: AeroElectric-List: Re: Something Completely Different
>
>
> --> AeroElectric-List message posted by: Dan Brown <dan@familybrown.org>
>
> -----BEGIN PGP SIGNED MESSAGE-----
> Hash: SHA1
>
> Chuck Jensen wrote:
>
>
> It's as Walter said--the "guage" system is defined by the number
of
> lead balls of a certain diameter whose weight adds up to one pound.
> Twelve balls of 0.729" diameter weigh a total of one pound, so a shotgun
> with a bore of 0.729" is a 12 ga shotgun. This is why larger numbers
> indicate smaller bore diameters. The largest that I'm aware of is 4 ga,
> and the smallest is 28 ga. Do not archive this either, but it should
> cover the explanation.
>
> - --
> Dan Brown, KE6MKS, dan@familybrown.org
> "Since all the world is but a story, it were well for thee to buy the
> more enduring story rather than the story that is less enduring."
> ~ -- The Judgment of St. Colum Cille
> -----BEGIN PGP SIGNATURE-----
>
> iD8DBQFCjUVPyQGUivXxtkERAtXlAKDtjAv2Ezcx//G43rVwACLEb9sNBACfUGd8
> HlDFOqRU5R+Dlf+F/2g11Zo=bICK
> -----END PGP SIGNATURE-----
>
>
> --
>
>
--
Message 6
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| Subject: | Re: AeroElectric-List Digest: toggle switch action? |
--> AeroElectric-List message posted by: Jan de Jong <jan.de.jong@xs4all.nl>
>
>
>>Small question:
>>Does a 3-position switch as the 2-10 in Z13 require 1 or 2 hand
>>movements to move it from end to end?
>
>
>
> Not real clear on question . . . the 2-5, 2-7, 2-10, 2-50
> and 2-70 switches are all three position meaning that you have
> three stable positions for the handle . . . one at each extreme
> and one in the center.
>
>
To clarify, I hope.
In Z13 there is a switch with positions off-battery-alternator. One
action should suffice - I think - to get it from "alternator" through
"battery" directly to "off" to achieve immediate battery isolation. I
seem to have known switches that require the opportunity to reset the
internal spring after each position change, but that may not be common.
Thank you,
Jan de Jong
Message 7
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| Subject: | Re: Something Completely Different |
--> AeroElectric-List message posted by: "Leo Corbalis" <leocorbalis@sbcglobal.net>
Consistency is the hobgoblin of small minds. Be a free spirit!!!
Leo Corbalis
----- Original Message -----
From: "Chuck Jensen" <cjensen@dts9000.com>
Subject: RE: AeroElectric-List: Re: Something Completely Different
> --> AeroElectric-List message posted by: "Chuck Jensen"
> <cjensen@dts9000.com>
>
> Walter wrote...
> The number of lead spheres, just fitting into the barrel, that would
> equal one pound. So if 12 perfectly fitting lead balls fit
> into the barrel and weigh 1 pound, then this is a 12ga shotgun.
>
> Except for shotguns with bores measuring less than 1/2".
> Then you use the bore measurment, ie. .410 shotguns.
>
> I didn't follow this at all. What barrel and what size lead spheres. It
> sound more like your measuring shot size than gun gauge. Completely off
> topic but fossilized minds want to know--at least this one.
>
> chuck
> DO NOT ARCHIVE
>
>
>
Message 8
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--> AeroElectric-List message posted by: <bakerocb@cox.net>
AeroElectric-List message previously posted by: dsvs@comcast.net
<<OC, The HSI is no smarter, the needle is always pointed aat the
transmitter. When you are in the backcourse it points behind the ac nose
and this corrects for the "backwards" needle. Don>>
5/20/2005
Hello Don, This subject probably falls below the level of "who cares", but
since we are trying to clarify things please let me add a bit of
clarification to your input above.
Rather than parse your input I'll just quote from the printed instruction
for the KI-525A HSI: "When tuned to a localizer frequency, the course select
pointer MUST be set to the inbound front course for BOTH the front and
back-course approaches to retain this pictorial presentation." (their
emphasis)
The pictorial presentation they are referring to is the one where the
airplane is flown towards the course deviation bar in order to get to the
localizer centerline.
OC
Message 9
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| Subject: | Chroma LED Switches |
--> AeroElectric-List message posted by: "Mark Sletten" <marknlisa@hometel.com>
Bob and/or other experts,
We'd like to use these switches in our panel to control various
accessories (land/taxi/nav/strobe lights, pumps, etc.). Assume a
standard 14V electrical system (Pri/backup alternators and a battery).
http://www.lumex.com/product.asp?id=1006229
If you click on one of the part numbers you'll get a PDF with all the
specs. Can anyone think of a reason (besides asthetics) not to use
these switches?
Thanks,
Mark & Lisa Sletten
Legacy FG N828LM
http://www.legacyfgbuilder.com
Message 10
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--> AeroElectric-List message posted by: "DonVS" <dsvs@comcast.net>
Not sure what your point is. We are sayiny evactly the same thing. Don
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of
bakerocb@cox.net
Subject: AeroElectric-List: HSI Operations
--> AeroElectric-List message posted by: <bakerocb@cox.net>
AeroElectric-List message previously posted by: dsvs@comcast.net
<<OC, The HSI is no smarter, the needle is always pointed aat the
transmitter. When you are in the backcourse it points behind the ac nose
and this corrects for the "backwards" needle. Don>>
5/20/2005
Hello Don, This subject probably falls below the level of "who cares", but
since we are trying to clarify things please let me add a bit of
clarification to your input above.
Rather than parse your input I'll just quote from the printed instruction
for the KI-525A HSI: "When tuned to a localizer frequency, the course select
pointer MUST be set to the inbound front course for BOTH the front and
back-course approaches to retain this pictorial presentation." (their
emphasis)
The pictorial presentation they are referring to is the one where the
airplane is flown towards the course deviation bar in order to get to the
localizer centerline.
OC
Message 11
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| Subject: | Re: Chroma LED Switches |
--> AeroElectric-List message posted by: Fiveonepw@aol.com
In a message dated 05/20/2005 1:49:14 PM Central Standard Time,
marknlisa@hometel.com writes:
Can anyone think of a reason (besides asthetics) not to use
these switches?
>>>
I used a couple like these for fuel pump and cabin fan- love 'em, especially
the LED, and they work just fine. On the down side, unless you like cutting
square holes or use a CNC machine to cut, installation could be pretty
time-consuming- I'd make sure the cutout is large enough to remove them without
destroying them- (lesson lernt!)
I found some at the local Autozone that are very similar and use a round
hole, same size as standard toggles with anti-rotate flats on two sides. I'll
send ya a pitcher off-list...
Mark Phillips
Message 12
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--> AeroElectric-List message posted by: "Leo Corbalis" <leocorbalis@sbcglobal.net>
The sun finally came out today. I rounded up 3 small HF digital meters and
my 2 other large meters. I hooked them all to a 9 volt battery. Set all to
20 volts. I put the 3 small ones in the sun for 5 minutes. then I switched
the board around putting the 2 big meters in the sun. I kept the battery in
the shade. All readings held steady and fully legible.
Leo Corbalis
Message 13
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| Subject: | Alternator Wiring Question (Re Do) |
Seal-Send-Time: Fri, 20 May 2005 22:40:45 -0500
--> AeroElectric-List message posted by: "r falstad" <bobair8@msn.com>
I plan on installing my alternator, then my prop on my GlaStar this weekend. I
have to have the wires on the back of the alternator before it goes in otherwise
I don't have enough access room.
My alternator is a Prestolite ALY-6421. I know, I know, the B&C alternators are
much better and lighter but this one came with the engine and is paid for.
The alternator has a 1/4"x28 stud for ALT +, a #10x32 stud for "AUX" (which I don't
plan to use and really don't know what it's for), and a #6x32 stud for the
Field.
The confusing part is there are two #10x24 termination screws near the Field post
that are labeled "F1" and "F2". Do I just terminate my 20 AWG field wire on
the threaded post? What function, if any, do the two screws have?
Thanks and best regards,
Bob
Message 14
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| Subject: | Fat Wire Terminals on Starter Contactor |
Seal-Send-Time: Fri, 20 May 2005 22:43:58 -0500
--> AeroElectric-List message posted by: "r falstad" <bobair8@msn.com>
I'm starting to wire my GlaStar. I plan on terminating the 2 AWG from the battery
+ and the 6 AWG from the alternator + to the same post on the starter contactor.
I also need to terminate the wire from the power bus somewhere and the
closest place that will see the battery is the same post on the starter contactor.
Is this right? That will put three fairly large terminals on one post.
Don't you need a rubber terminal nipple to cover the terminals and post so if
anything gets loose in the engine compartment, you don't run the risk of a direct
short to ground? How do you insulate that arrangement?
Best regards,
Bob
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