Today's Message Index:
----------------------
1. 12:14 AM - Re: Starting Problem (Robert L. Nuckolls, III)
2. 12:14 AM - Re: SD8 alternator output (Robert L. Nuckolls, III)
3. 04:54 AM - Re: SD8 alternator output (Kevin Horton)
4. 06:18 AM - Choosing a switch and learn how to wire it (Carlos Trigo)
5. 06:54 AM - Re: SD8 alternator output (sportav8r@aol.com)
6. 07:06 AM - Re: Choosing a switch and learn how to wire it (Larry Mac Donald)
7. 07:26 AM - Re: Choosing a switch and learn how to wire it (Larry Mac Donald)
8. 08:14 AM - Battery maintainer (Bob & Toodie Marshall)
9. 09:19 AM - Re: SD8 alternator output (Robert L. Nuckolls, III)
10. 09:53 AM - switching off an IR alternator (Joelrhaynes@aol.com)
11. 01:20 PM - Re: Choosing a switch and learn how to wire it (BobsV35B@aol.com)
12. 01:44 PM - Re: switching off an IR alternator (Ken)
13. 05:37 PM - Re: Choosing a switch and learn how to wire it (Larry Mac Donald)
14. 06:15 PM - Re: Choosing a switch and learn how to wire it (BobsV35B@aol.com)
15. 09:47 PM - Re: switching off an IR alternator (Robert L. Nuckolls, III)
16. 09:51 PM - Re: Terminals for M22520/5-100 die (Robert L. Nuckolls, III)
17. 10:40 PM - More SD8 Installation Questions (DonVS)
Message 1
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Subject: | Re: Starting Problem |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <nuckollsr@cox.net>
At 03:02 PM 12/23/2005 -0700, you wrote:
>--> AeroElectric-List message posted by: "Jim Thorne" <rv7a@cox.net>
>
>Bob, Thanks for the help. We found one of the "pads" inside the starter had
>come loose. A new bolt torqued down and now it cranks like new.
Great! thanks for the follow-up.
Bob . . .
>do not archive
>
>Jim Thorne
>----- Original Message -----
>From: "Robert L. Nuckolls, III" <nuckollsr@cox.net>
>To: <aeroelectric-list@matronics.com>
>Subject: Re: AeroElectric-List: Starting Problem
>
>
> > --> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
> > <nuckollsr@cox.net>
> >
> > At 08:38 AM 12/23/2005 -0700, you wrote:
> >
> >>--> AeroElectric-List message posted by: "Jim Thorne" <rv7a@cox.net>
> >>
> >>We have a Bellanca 14-19 with similar starting problems described by
> >>another 14-19 owner a couple of weeks ago. Unfortunately I never saw a
> >>good solution to his problems.
> >>
> >>Here are our symptoms. You have to "bump" the starter to get the engine
> >>to turn. After doing this several times both battery terminals are too hot
> >>to touch. My past automotive experience says this is usually a contact
> >>problem at the terminals but they are clean and tight. The local
> >>"experts" think the next effort is to check the solenoid and starter. It
> >>is my belief that if the starter is engaging the solenoid is OK. I
> >>suspect that we may have a bad armature on the starter but I don't
> >>understand the hot battery terminals.
> >>
> >>Any ideas from this august group?
> >
> > I think I recall asking the original poster to get some voltage
> > measurements so that we might more accurately deduce where his
> > losses were coming from. In your case, there's a demonstrated
> > loading condition. A snap-on starter current meter (Figure 7-8
> > in the 'Connection) available from automotive parts suppliers
> > would let you see what current the starter is drawing.
> >
> > The degraded performance combined with hot terminals is
> > a very strong support of your hypothesis. The starter's
> > armature windings or commutator are compromised. Get
> > a real measurement of starter current first. If this
> > looks normal (under 200A) then get volage measurements
> > while cranking:
> >
> > (1) battery terminals (+) to (-)
> > (2) +side drops from battery (+) to starter (+)
> > (3) -side drops from battery (-) to starter case
> > (4) starter supply from starter(+) to starter case.
> >
> > Bob . . .
> >
> >
> >>Merry Christmas
> >>
> >>Jim Thorne
> >>CHD AZ
> >>
> >>
> >>--
> >>
> >>
> >>-- incoming mail is certified Virus Free.
> >
> >
> > 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
> >
> >
> >
>
>
>--
>
>
>-- incoming mail is certified Virus Free.
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
Message 2
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Subject: | Re: SD8 alternator output |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <nuckollsr@cox.net>
At 05:11 PM 12/23/2005 -0500, you wrote:
>--> AeroElectric-List message posted by: sportav8r@aol.com
>
>Yup. At 2400 rpm cruise, it's more like an "SD-6" than an "SD-8" perhaps
>with more amps available at sagging voltages. Something to keep in mind
>when planning the ol' endurance bus amps budget.
>
>That said, I'm about ready to order mine, and very glad they're available.
>
>-Stormy
>
>-----Original Message-----
>From: Bryan Hooks <bryanhooks@comcast.net>
>To: aeroelectric-list@matronics.com
>Subject: RE: AeroElectric-List: SD8 alternator output
>
>
>--> AeroElectric-List message posted by: "Bryan Hooks"
><bryanhooks@comcast.net>
>
>Oops - my apologies - I gave you bad information. From the B&C website,
>here are the gearing ratios for engine pad rpm / engine rpm.
>
>Lyc / vaccum pad / 1.3
>Lyc / hydraulic pad / 1.3
>Cont O200 / vaccum pad / 1.5
>
>http://www.bandcspecialty.com/QuickFacts_SD8.pdf
>
>-bryan
Bryan,
Your post reminded me of an update figure I'd been working
on for the SD-8 some years ago I think. I've finished it
and posted it in the more logical folder on my website. I combined
some data we'd gathered for current levels loading the SD-8
to both 13.8 and 12.5 volts. I also plotted the engine
rpm ordinates assuming 1:1.3 for Lycoming pads and 1:1.5
for Continental pads. The new drawing is a fair representation
of all the data needed for integrating the SD-8 into a
system. See:
http://www.aeroelectric.com/Reference_Docs/Alternator_Data/SD8-Performance.pdf
Thanks for the cage-rattle.
Bob . . .
Message 3
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Subject: | Re: SD8 alternator output |
--> AeroElectric-List message posted by: Kevin Horton <khorton01@rogers.com>
On 24 Dec 2005, at 03:09, Robert L. Nuckolls, III wrote:
> --> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
> <nuckollsr@cox.net>
>
> Your post reminded me of an update figure I'd been working
> on for the SD-8 some years ago I think. I've finished it
> and posted it in the more logical folder on my website. I combined
> some data we'd gathered for current levels loading the SD-8
> to both 13.8 and 12.5 volts. I also plotted the engine
> rpm ordinates assuming 1:1.3 for Lycoming pads and 1:1.5
> for Continental pads. The new drawing is a fair representation
> of all the data needed for integrating the SD-8 into a
> system. See:
>
> http://www.aeroelectric.com/Reference_Docs/Alternator_Data/SD8-
> Performance.pdf
>
Something looks screwy in the upper axis showing Lycoming and
Contentinal rpm. The relationship between the engine rpm on the
upper axes and the alternator rpm on the lower axis does not follow
the 1:1.3 and 1:1.5 relationship you described. E.g:
2K Lycoming is at 2600 SD-8, a ratio of 1.3
2700 Lycoming is at 3300 SD-8, a ratio of 1.22
2K Continental is at 3K SD-8, a ratio of 1.5
2700 Continental is at 3700 SD-8, a ratio of 1.37
The upper axes need to be stretched. Or, have three plots, one for
output vs SD-8 rpm, plus specific plots for Lycoming and Continental
engines. Someone designing a new installation needs to know the
output vs SD-8 rpm. But the average user only needs to know the
output vs engine rpm for his installation.
Thanks for making this data available.
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://www.kilohotel.com/rv8
Message 4
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|
Subject: | Choosing a switch and learn how to wire it |
--> AeroElectric-List message posted by: "Carlos Trigo" <trigo@mail.telepac.pt>
First of all I must say I'm not an EE and as you're going to confirm, I'm
far away from being a DC expert. The only good thing I'm near is that I'm
humble enough to admit my ignorance and I like to learn ..:-).
Well, for the experts, my problem certainly is a simple task.
I am wiring my EFIS and need to figure out a switch to control power to both
devices, the Display Unit and the AHRS. Both have D-Sub connectors that
allow 3 alternative power sources, from wich I intend to use 2.
So, I want to connect power from 2 diferent buses to the 2 separate units,
and do it through a 3 positon switch (On-Off-On).
For better understanding of my "problem", what I want is a switch that has 1
OFF position (no power for both EFIS units), 1 ON position (power from one
source bus is feeding both units) and other ON position (power from 2nd
source bus is feeding both units).
Which kind of switch do I need, and how is wiring done?
Thanks in advance
Carlos
Message 5
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Subject: | Re: SD8 alternator output |
--> AeroElectric-List message posted by: sportav8r@aol.com
Now, THAT'S some helpful data. Thanks, Bob, for researching and making that available.
I was missing that piece as I tried to plan things out. Appreciate
it much-ly!
-Stormy
-----Original Message-----
From: Robert L. Nuckolls, III <nuckollsr@cox.net>
Subject: Re: AeroElectric-List: SD8 alternator output
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
<nuckollsr@cox.net>
At 05:11 PM 12/23/2005 -0500, you wrote:
>--> AeroElectric-List message posted by: sportav8r@aol.com
>
>Yup. At 2400 rpm cruise, it's more like an "SD-6" than an "SD-8" perhaps
>with more amps available at sagging voltages. Something to keep in mind
>when planning the ol' endurance bus amps budget.
>
>That said, I'm about ready to order mine, and very glad they're available.
>
>-Stormy
>
>-----Original Message-----
>From: Bryan Hooks <bryanhooks@comcast.net>
>To: aeroelectric-list@matronics.com
>Subject: RE: AeroElectric-List: SD8 alternator output
>
>
>--> AeroElectric-List message posted by: "Bryan Hooks"
><bryanhooks@comcast.net>
>
>Oops - my apologies - I gave you bad information. From the B&C website,
>here are the gearing ratios for engine pad rpm / engine rpm.
>
>Lyc / vaccum pad / 1.3
>Lyc / hydraulic pad / 1.3
>Cont O200 / vaccum pad / 1.5
>
>http://www.bandcspecialty.com/QuickFacts_SD8.pdf
>
>-bryan
Bryan,
Your post reminded me of an update figure I'd been working
on for the SD-8 some years ago I think. I've finished it
and posted it in the more logical folder on my website. I combined
some data we'd gathered for current levels loading the SD-8
to both 13.8 and 12.5 volts. I also plotted the engine
rpm ordinates assuming 1:1.3 for Lycoming pads and 1:1.5
for Continental pads. The new drawing is a fair representation
of all the data needed for integrating the SD-8 into a
system. See:
http://www.aeroelectric.com/Reference_Docs/Alternator_Data/SD8-Performance.pdf
Thanks for the cage-rattle.
Bob . . .
Message 6
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Subject: | Re: Choosing a switch and learn how to wire it |
--> AeroElectric-List message posted by: Larry Mac Donald <lm4@juno.com>
Carlos,
I might be able to help if you can produce a mental picture.
Ready ? Go: In the upper left of the picture put unit #1.
In the upper right of the picture put unit #2.
In the lower left of the picture put buss wire
On Sat, 24 Dec 2005 14:17:05 -0000 "Carlos Trigo" <trigo@mail.telepac.pt>
writes:
> --> AeroElectric-List message posted by: "Carlos Trigo"
> <trigo@mail.telepac.pt>
>
> First of all I must say I'm not an EE and as you're going to
> confirm, I'm
> far away from being a DC expert. The only good thing I'm near is
> that I'm
> humble enough to admit my ignorance and I like to learn ..:-).
> Well, for the experts, my problem certainly is a simple task.
>
> I am wiring my EFIS and need to figure out a switch to control power
> to both
> devices, the Display Unit and the AHRS. Both have D-Sub connectors
> that
> allow 3 alternative power sources, from wich I intend to use 2.
> So, I want to connect power from 2 diferent buses to the 2 separate
> units,
> and do it through a 3 positon switch (On-Off-On).
> For better understanding of my "problem", what I want is a switch
> that has 1
> OFF position (no power for both EFIS units), 1 ON position (power
> from one
> source bus is feeding both units) and other ON position (power from
> 2nd
> source bus is feeding both units).
>
> Which kind of switch do I need, and how is wiring done?
>
> Thanks in advance
> Carlos
>
>
>
>
>
>
>
Message 7
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Subject: | Re: Choosing a switch and learn how to wire it |
--> AeroElectric-List message posted by: Larry Mac Donald <lm4@juno.com>
Carlos.
I might be able to help if you can conjure up a mental picture.
Try this:
Put unit #1 in the upper left of the picture.
Put unit #2 in the upper right of the picture.
Put buss wire #1 in the lower left of the picture.
Put buss wire #2 inthe lower right of the picture.
Now put a double pole double throw center off switch
in the center of the picture.
Put it in the picture with the bat handle down and away from you.
You will now see six terminals. lets number them.
Upper left (1) upper right (2) center left (3) center right (4)
lower left (5) lower right (6).
And here we go.
Put buss wire #1 onto terminal #3.
Put buss wire #2 onto terminal #4.
Put the unit #1 feed wire onto terminal #1.
Then put a jumper wire from terminal #1 to terminal #6.
Put the unit #2 feedwire onto terminal #6 also.
That's it. done. HTH
Larry Mac Donald
lm4@juno.com
Rochester N.Y.
Do not achcive
> --> AeroElectric-List message posted by: "Carlos Trigo"
> First of all I must say I'm not an EE and as you're going to
> confirm, I'm
> I am wiring my EFIS and need to figure out a switch to control power
> to both
> devices, the Display Unit and the AHRS. Both have D-Sub connectors
> that
> allow 3 alternative power sources, from wich I intend to use 2.
> So, I want to connect power from 2 diferent buses to the 2 separate
> units,
> and do it through a 3 positon switch (On-Off-On).
Message 8
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Subject: | Battery maintainer |
--> AeroElectric-List message posted by: "Bob & Toodie Marshall" <rtmarshall@osb.net>
Hi Bob and aeroelectric people, a question! What was the final opinion of
the group on which battery maintainer seem to work the best on the lead
sponge batteries. thanks much and BTW Merry Xmas to all, Bob Do Not Archive
Message 9
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Subject: | Re: SD8 alternator output |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <nuckollsr@cox.net>
>
>
>Something looks screwy in the upper axis showing Lycoming and
>Contentinal rpm. The relationship between the engine rpm on the
>upper axes and the alternator rpm on the lower axis does not follow
>the 1:1.3 and 1:1.5 relationship you described. E.g:
>
>2K Lycoming is at 2600 SD-8, a ratio of 1.3
>2700 Lycoming is at 3300 SD-8, a ratio of 1.22
>
>2K Continental is at 3K SD-8, a ratio of 1.5
>2700 Continental is at 3700 SD-8, a ratio of 1.37
>
>The upper axes need to be stretched. Or, have three plots, one for
>output vs SD-8 rpm, plus specific plots for Lycoming and Continental
>engines. Someone designing a new installation needs to know the
>output vs SD-8 rpm. But the average user only needs to know the
>output vs engine rpm for his installation.
>
>Thanks for making this data available.
Good catch! I blocked the tick marks on the lower
edge of the graph so that they could be scaled at
paste-time . . . then didn't exercise the option.
The drawing has been updated at . . .
http://www.aeroelectric.com/Reference_Docs/Alternator_Data/SD8-Performance.pdf
to fix the problem you cited along with a few other
details.
Bob . . .
Message 10
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|
Subject: | switching off an IR alternator |
--> AeroElectric-List message posted by: Joelrhaynes@aol.com
Folks,
I've been reading with interest all of the bandwidth on IR alternators and
the topics of OV protection and switching off an IR alternator under load.
The list consensus seems to be that switching off an IR alternator while under
load is a bad thing. Thus, I was surprised when I read the documentation
that came with my new CAM 040AD IR alternator that came attached to my new Aero
Sport Power 0-360. This is a non-certified alternator package designed for
experimental aircraft produced by Canadian Aero Manufacturing of Orilla,
Ontario. The alternator is no doubt of Japanese origin since the output graph
that came with the documentation is in Japanese. Note the following quote from
the product documentation.
"Conditions in which a very high draw is being made of the alternator at low
RPM will cause extra strain on the alternator and drive belt. Consider
reducing the total load in these situations, or switching the alternator off and
drawing from the battery only, if the high load will be brief."
Thus, I gather that not all IR alternators are created equal and that
switching off this alternator is considered a normal activity.
Joel Haynes
RV-7A (hanging the engine)
Bozeman, MT
Message 11
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Subject: | Re: Choosing a switch and learn how to wire it |
--> AeroElectric-List message posted by: BobsV35B@aol.com
In a message dated 12/24/2005 9:28:07 A.M. Central Standard Time,
lm4@juno.com writes:
Carlos.
I might be able to help if you can conjure up a mental picture.
Try this:
Put unit #1 in the upper left of the picture.
Put unit #2 in the upper right of the picture.
Put buss wire #1 in the lower left of the picture.
Put buss wire #2 inthe lower right of the picture.
Now put a double pole double throw center off switch
in the center of the picture.
Put it in the picture with the bat handle down and away from you.
You will now see six terminals. lets number them.
Upper left (1) upper right (2) center left (3) center right (4)
lower left (5) lower right (6).
And here we go.
Put buss wire #1 onto terminal #3.
Put buss wire #2 onto terminal #4.
Put the unit #1 feed wire onto terminal #1.
Then put a jumper wire from terminal #1 to terminal #6.
Put the unit #2 feedwire onto terminal #6 also.
That's it. done. HTH
Larry Mac Donald
Good Morning Larry,
Why would that setup be any better than just using a single pole, double
throw, center off, switch with both units connected to the common center contact
and each power source connected to one of the switched contacts?
As I see your solution, it connects both units together at all times and
allows either power source to supply both units or be switched to off. Wouldn't
the spdt ctr off switch do just as well?
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Air Park LL22
Downers Grove, IL 60516
630 985-8503
Message 12
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Subject: | Re: switching off an IR alternator |
--> AeroElectric-List message posted by: Ken <klehman@albedo.net>
Hi Joel
This has been discussed recently.
FWIW some of us don't really believe the following makes much sense
>Conditions in which a very high draw is being made of the alternator at low
>RPM will cause extra strain on the alternator and drive belt.
>
And therefore suspect that the folowing makes even less sense.
> Consider
>reducing the total load in these situations, or switching the alternator off and
>drawing from the battery only, if the high load will be brief."
>
While this is probably true
>Thus, I gather that not all IR alternators are created equal
>
I still don't believe the following is a good idea
> and that
>switching off this alternator is considered a normal activity.
>
>
Ken
Message 13
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Subject: | Re: Choosing a switch and learn how to wire it |
--> AeroElectric-List message posted by: Larry Mac Donald <lm4@juno.com>
Bob,
Nice to hear from you. You can put a buss wire on the center pole of the
on-off-on switch and that will run either unit. But it was my
understanding that Carlos wanted to run one unit off one buss and both
units off the other buss. Maybe I got that screwed up !
Larry Mac Donald
lm4@juno.com
Rochester N.Y.
Do not achcive
> In a message dated 12/24/2005 9:28:07 A.M. Central Standard Time,
> lm4@juno.com writes:
>
> Carlos.
> I might be able to help if you can conjure up a mental picture.
> Try this:
> Put unit #1 in the upper left of the picture.
> Put unit #2 in the upper right of the picture.
> Put buss wire #1 in the lower left of the picture.
> Put buss wire #2 inthe lower right of the picture.
> Now put a double pole double throw center off switch
> in the center of the picture.
> Put it in the picture with the bat handle down and away from you.
> You will now see six terminals. lets number them.
> Upper left (1) upper right (2) center left (3) center right (4)
> lower left (5) lower right (6).
> And here we go.
> Put buss wire #1 onto terminal #3.
> Put buss wire #2 onto terminal #4.
> Put the unit #1 feed wire onto terminal #1.
> Then put a jumper wire from terminal #1 to terminal #6.
> Put the unit #2 feedwire onto terminal #6 also.
> That's it. done. HTH
> Larry Mac Donald
> Good Morning Larry,
> Why would that setup be any better than just using a single pole,
> double
> throw, center off, switch with both units connected to the common
> center contact
> and each power source connected to one of the switched contacts?
> As I see your solution, it connects both units together at all times
> and
> allows either power source to supply both units or be switched to
> off. Wouldn't
> the spdt ctr off switch do just as well?
> Happy Skies,
> Old Bob
> AKA
> Bob Siegfried
> Ancient Aviator
> Stearman N3977A
> Brookeridge Air Park LL22
> Downers Grove, IL 60516
> 630 985-8503
Message 14
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Subject: | Re: Choosing a switch and learn how to wire it |
--> AeroElectric-List message posted by: BobsV35B@aol.com
In a message dated 12/24/2005 7:38:55 P.M. Central Standard Time,
lm4@juno.com writes:
Bob,
Nice to hear from you. You can put a buss wire on the center pole of the
on-off-on switch and that will run either unit. But it was my
understanding that Carlos wanted to run one unit off one buss and both
units off the other buss. Maybe I got that screwed up !
Larry Mac Donald
lm4@juno.com
Rochester N.Y.
You are probably correct, I didn't read the original question.
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Air Park LL22
Downers Grove, IL 60516
630 985-8503
Message 15
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Subject: | Re: switching off an IR alternator |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <nuckollsr@cox.net>
At 12:52 PM 12/24/2005 -0500, you wrote:
>--> AeroElectric-List message posted by: Joelrhaynes@aol.com
>
>Folks,
>I've been reading with interest all of the bandwidth on IR alternators and
>the topics of OV protection and switching off an IR alternator under load.
>The list consensus seems to be that switching off an IR alternator while
>under
>load is a bad thing.
If there is "consensus" it is without data and to date, no
repeatable experiments have been performed to either support
or deny the premise . . .
> Thus, I was surprised when I read the documentation
>that came with my new CAM 040AD IR alternator that came attached to my
>new Aero
>Sport Power 0-360. This is a non-certified alternator package designed for
>experimental aircraft produced by Canadian Aero Manufacturing of Orilla,
>Ontario. The alternator is no doubt of Japanese origin since the output
>graph
>that came with the documentation is in Japanese. Note the following
>quote from
>the product documentation.
>
>"Conditions in which a very high draw is being made of the alternator at low
>RPM will cause extra strain on the alternator and drive belt.
This paragraph has been seen in the wild under various colors . . .
The torque that an alternator reacts to the source of rotating
energy driving it is absolutely limited by the magnetics
that tie rotating armature and motionless stator windings. This
coupling is incapable of being excited in any way that produces
more than 20% of "extra strain" on the drive system. The
extra tension in a belt due to alternator loads on a 60A machine
is something on the order of 7-10 pounds (real numbers coming
shortly). Compare this with static tension in a belt on the order
of 50 pounds. So, total operating belt loads modulated by
alternator output is on the order of 50-60 pounds on the tension
side. During an OV event on with a cold alternator, that load might
go up to 62 pounds. I'm mystified as to why writers of the cautionary
paragraph are calling this event "extra strain" worthy of operator
caution.
> Consider
>reducing the total load in these situations, or switching the alternator
>off and
>drawing from the battery only, if the high load will be brief."
Could you give me the names, addresses, phone numbers, etc that might
appear on the document you're citing? I'd be pleased if the
worriers could articulate their concerns with real numbers and
the simple-ideas in physics that support them.
>Thus, I gather that not all IR alternators are created equal . . .
Not all ER alternators are created equal. Every product
out there has some features that make it stand out from
other similar products.
>. . . and that
>switching off this alternator is considered a normal activity.
Depends on your design goals. If you'd like to have your alternator
be as controllable as generators and alternators on ALL certified
aircraft since day-one, then being able to turn the alternator ON
an OFF at will without regard to current conditions is the goal.
We've been able to do this on hundreds of thousands of airplanes
over a very long time.
If you're willing to forego that feature . . . it's entirely
up to you. There are schools of thought that suggest this
feature is outmoded and can be dispensed with. We got some
more work done on the drive stand that will enable us to
do the work necessary to expand on the work in progress at
http://www.aeroelectric.com/articles/alternators/UA/Alternators_1.html
I've got the next four pages about done . . . might be able to
post them over the holiday shutdown. One of the pages speaks
directly to the issue of "extra strain" on belts which goes
directly to "extra strain" on alternators as well. Its my
assertion that the caution you've cited has no foundation
in physics but I'd be delighted to have a capable teacher
show me the error.
Bob . . .
Message 16
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Subject: | Re: Terminals for M22520/5-100 die |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <nuckollsr@cox.net>
At 01:54 PM 12/19/2005 -0500, you wrote:
>--> AeroElectric-List message posted by: Jon Goguen <jon.goguen@umassmed.edu>
>
>I recently bought a Daniels HX-4 crimping tool with an M22520/5-100
>(Daniels Y501) die for pre-insulated terminals in AWG 10-26 range.
>Anyone know which brands of terminals work well with this die?
Found the die listed on p.31 of
http://www.astrotool.com/pdf/Astro.pdf
but nothing in this document that explains
Die set used with 620175 crimp tool frame to crimp size 22 thru 10
insulated terminals and splices conforming to MS17143, MS25036, MIL-T-7928,
MS25274, and
MS27429. The 630045 die set is an improved version (not mil-spec) which
provides a tighter crimp on smaller wires.
Sorry to take so long on this. Had to go look some things
up. The AMP PIDG terminals are in the MS25036 family
of military qualified devices. Therefore, the tool
you're asking about should do nicely with these highly
recommended terminals (along with other equivalent brands
like Molex "Avicrimp")
Bob . . .
Message 17
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Subject: | More SD8 Installation Questions |
--> AeroElectric-List message posted by: "DonVS" <dsvs@comcast.net>
Bob,
First, Merry Christmas
I am using Z13-8 and have a few questions. B&C says put the regulator and
Capacitor on the cold side of the firewall. To keep high current wires out
of the cab I would like to mount the regulator, capacitor, S703-1 relay, and
OVM-14 on the hot side of the firewall. Are these items robust (heat and
vibration wise) to live a long life on the hot side? If not can any of these
that make sense be put on the hot side? Thanks for your advise. Don VS
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