Today's Message Index:
----------------------
1. 05:05 AM - Re: Controlling IR ND Alternators (Ken)
2. 05:48 AM - Re: Controlling IR ND Alternators (BobsV35B@aol.com)
3. 03:44 PM - Re: Alternator recall (Charlie Kuss)
4. 05:15 PM - Re: Icom A200 issues (Rodney Dunham)
5. 06:58 PM - First Operational GQM Target Flight ()
6. 07:29 PM - Re: Re: Icom A200 issues (Jim Baker)
Message 1
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| Subject: | Re: Controlling IR ND Alternators |
--> AeroElectric-List message posted by: Ken <klehman@albedo.net>
Hi Bob
Once again this darn computer didn't type what I meant ;)
I was not suggesting speeding up the alternator but rather the opposite.
I was thinking that if there was a problem with belt slippage etc, that
I might try a larger pulley on the alternator to slow it down. That
would normally reduce belt load and slippage. Also reduced alternator
output might be preferable to no output or having to turn off the
alternator for high loads such as that quote implied.
Ken
BobsV35B@aol.com wrote:
>--> AeroElectric-List message posted by: BobsV35B@aol.com
>
>
>In a message dated 10/14/2005 5:21:35 P.M. Central Standard Time,
>klehman@albedo.net writes:
>
>Hi Bob
>That is certainly a plausible explanation but I don't understand why one
>would tolerate such a situation. If that is really the issue I'd want to
>upgrade the belt or mount, fit a larger pulley, or whatever it took to
>eliminate the concern...
>Ken
>
>
>Good Evening Ken,
>
>No argument here, but I could perceive a situation where the airplane is
>taxiing or otherwise in a situation where a higher power is not reasonable.
At
>that time, it may be reasonable to avoid trying to carry a high amperage
>load. It could be that if the alternator was geared so as to be at a high enough
>speed to put out the maximum power when at idle it would be spinning way too
> fast at cruise. Most airplanes that I flew fifty years ago had electrical
>systems where we had to use electrical power judiciously during almost all
>ground operations.
>
>Happy Skies,
>
>Old Bob
>AKA
>Bob Siegfried
>Ancient Aviator
>Stearman N3977A
>Brookeridge Air Park LL22
>Downers Grove, IL 60516
>630 985-8503
>
>
>
Message 2
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| Subject: | Re: Controlling IR ND Alternators |
--> AeroElectric-List message posted by: BobsV35B@aol.com
In a message dated 10/15/2005 7:06:27 A.M. Central Standard Time,
klehman@albedo.net writes:
Hi Bob
Once again this darn computer didn't type what I meant ;)
I was not suggesting speeding up the alternator but rather the opposite.
I was thinking that if there was a problem with belt slippage etc, that
I might try a larger pulley on the alternator to slow it down. That
would normally reduce belt load and slippage. Also reduced alternator
output might be preferable to no output or having to turn off the
alternator for high loads such as that quote implied.
Ken
These computers are pesky devils at that!
Do Not Archive
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Air Park LL22
Downers Grove, IL 60516
630 985-8503
Message 3
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| Subject: | Re: Alternator recall |
--> AeroElectric-List message posted by: Charlie Kuss <chaztuna@adelphia.net>
>snipped
>If you are talking about Nissan I think 99% of their alternators are
>Hitachi or brands other than ND.
>
>
>If you are referring to the Nissan Murano recall, I can't tell you what
>model alternator it is, likely a 110amp Hitachi. Regardless the recall is
>benign, a wire comes off and the battery stops being charged according to
>the info I quickly looked up. The symptom besides the battery gets no
>charge is the ALT idiot light illuminates.
>
>
>As far as fire anyone with a computer can look this stuff up with a little
>effort. The web site is NSTSA, or just google combos of words like:
>alternator, recall, fires, electrical, Nissan, nippondenso, hitachi,
>mitsubishi, delco, prestolite, motorolla. You will not find any fire
>produced by a denso alternator. Many fires are from external wiring near
>the alternator or from other components on the engine near the wiring.
>Lesson is keep your alternator and wiring shielded and protected very well.
snipped
George,
I just got around to reading all the posts which have piled up from the
AeroElectric List. I noted your comment above. Since I have AllData and
Mitchell On Demand (automotive tech info software) on my computers, I
looked it up. You are correct. The Murano uses a Hitachi model LR1110-723
110 amp alternator on the 2003 model year products. Interestingly, the 2004
models use a Hitachi model LR1110-723B unit. I will second George's opinion
to avoid Hitachi alternators. This is based on my professional experience
with these units.
Charlie Kuss
Message 4
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| Subject: | Re: Icom A200 issues |
--> AeroElectric-List message posted by: "Rodney Dunham" <rdunhamtn@hotmail.com>
Charlie,
Well, you probably wouldn't have succumbed to the "gotchas" like I did. I'm
new at this. But here are my "tips".
1) Be sure to install the tray such that the PC board and coax can seat
completely when the radio is inserted and tightened up.
2) Be sure to install the little clip on the back of the tray that holds the
coax about 2 to 3 inches from the connector so it is stabilized. Mine broke
here and caused problems.
3) Be sure to construct good "subpanels" so you can take the whole thing
over to the bench to work on it.
4) While on the bench with intercom and radio positioned for maximum
exposure, make wiring harnesses with multi-wire shielded cables and Molex
(or similar) connectors for easy in and out.
5) Crimp and solder! Those intercom wires are small. I crimped the
insulation in both grips on the barrel connectors then soldered the stripped
wire inside the barrel. It's quite easy now that I have the hang of it.
Maybe Bob can teach me how to make a comic book :o)
6) Speaking of comic books,
www.aeroelectric.com/articles/matenlok/matenlok.html is a must read for the
beginner.
That's this beginners 2 cents worth.
Rodney in Tennessee
PS A good education is no excuse for bad manners.
Message 5
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| Subject: | First Operational GQM Target Flight |
--> AeroElectric-List message posted by: <bakerocb@cox.net>
AeroElectric-List message previously posted by: "Robert L. Nuckolls, III"
<nuckollsr@cox.net>
<<...skip.....The first non-experimental GQM-163 target was
launched recently.....skip......Here's a picture of the launch.
http://www.aeroelectric.com/Pictures/Misc/1st_Operational_GQM.jpg
........skip......Bob . . .>>
10/15/2005
Hello Bob Nuckolls, Any idea where that launch took place? From the nearby
plant life (called "ice plant") and the ocean it looks very much like a
beach launch from NAS Point Mugu / Pacific Missile Range.
Many years ago I had occasion to chase launches from those beach sites while
flying tactical jets. I must admit that the objects that I was chasing were
a bit slower than a GQM, but it was still pretty sporting to be in position
(both spatially and velocity wise) to join up on a vertically launched
itty-bitty cruise missile before it disappeared out of sight and then fly
formation on it a few feet off the surface.
Next step up in difficulty was to join up and track a cruise missile being
launched from a submerged submarine. The lack of reference land marks out in
the ocean made prelaunch positioning for chase and join up a real challenge.
We also chased the cruise missiles over US continental land as they
navigated a route using an onboard terrain comparison database -- this was
pre GPS days. The recovery of a crashed cruise missile was always a very
quick and quiet affair.
OC
Message 6
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| Subject: | Re: Icom A200 issues |
--> AeroElectric-List message posted by: "Jim Baker" <jlbaker@telepath.com>
Speaking of
> comic books,
www.aeroelectric.com/articles/matenlok/matenlok.html is a
> must read for the beginner.
Once you've looked that over, take a look at a DB-9/15/25/etc
connector, pin and socket crimp style (type used in serial
connectors). Had a recent project that involved a broken Centronics
24 position male connector for the back of a Century III autopilot
console. The harness to the console was already very short so had
to make up a pigtail of a DB-25 female to Centronics 24 male, with a
DB-25 male on the very short harness up under the panel (Bellanca
Viking). Five of the wires were 20awg and so broke out to seperate 6
position Molex. No other way to do this without wholesale wiring
carnage. Those 19 itty-bitty Centronics pins were each hand crimped
to 24awg wire with nothing more than a set of electronics dykes and
a pair of small, angled needle nose. Quick wick of solder, too. I envy
anyone who has the luxury of .092 pins for the whole project.....
Jim Baker
580.788.2779
'71 SV, 492TC
Elmore City, OK
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