Today's Message Index:
----------------------
1. 06:07 AM - Battery contactors and diodes . . . (Robert L. Nuckolls, III)
2. 08:18 AM - Re: FWF fire annunciator (was market research) (Dan Beadle)
3. 10:56 AM - Re: FWF fire annunciator (was market research) (Mark Doble)
4. 12:02 PM - OT Translation question (Gilles Thesee)
5. 12:51 PM - Re: OT Translation question (Matt Prather)
6. 12:52 PM - Re: OT Translation question (Kelly McMullen)
7. 01:08 PM - Re: OT Translation question (Brian Lloyd)
8. 02:36 PM - Re: OT Translation question (Gilles Thesee)
9. 07:43 PM - Batt Charger/voltmeter/ammeter/temp (Speedy11@aol.com)
10. 09:18 PM - 5V regulated supply (Tim Olson)
11. 09:52 PM - Wire Gauge? (Chris Byrne)
12. 11:02 PM - Re: 5V regulated supply (Brian Lloyd)
13. 11:23 PM - Re: Wire Gauge? (Mickey Coggins)
Message 1
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Subject: | Battery contactors and diodes . . . |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <nuckollsr@cox.net>
>
>Comments/Questions: Bob,
>I'm using the Z16. I have a White-Rodgers 70-111226 5 Coil 12vDC cont
>battery relay. Will this work? I guess the real question is, does the
>White-Rodgers relay have the spike supression diode that is shown in the
>schematic? Am I making sense?
Very few contactors come with the diode installed.
The S702-1 starter contactor from B&C is one example.
The S701 series (Stancor/White-Rogers) does not.
Photos on my website like:
http://www.aeroelectric.com/Pictures/Contactors/s701-2.jpg
and . . .
http://www.aeroelectric.com/Pictures/Contactors/s701-1.jpg
Illustrate how the diodes are installed externally for
various applications. Yes, the contactor you've cited
is suitable to the task of battery master relay in
Figure z-16
I will invite you to join us on the AeroElectric List
to continue this and similar discussions. It's useful to
share the information with as many folks as possible.
A further benefit can be realized with membership on
the list. There are lots of technically capable folks
on the list who can offer suggestions too. You can
join at . . .
http://www.matronics.com/subscribe/
Thanks!
Bob . . .
--------------------------------------------
( Knowing about a thing is different than )
( understanding it. One can know a lot )
( and still understand nothing. )
( C.F. Kettering )
--------------------------------------------
Bob . . .
< What is so wonderful about scientific truth...is that >
< the authority which determines whether there can be >
< debate or not does not reside in some fraternity of >
< scientists; nor is it divine. The authority rests >
< with experiment. >
< --Lawrence M. Krauss >
Message 2
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Subject: | FWF fire annunciator (was market research) |
--> AeroElectric-List message posted by: "Dan Beadle" <Dan.Beadle@hq.InclineSoftworks.com>
This is basically how fire bottle systems work. They have a fixed temp
switch placed in various areas of the engine compartment. Most trigger
around 430 degrees - well hotter than a hot cylinder. In my airplane
they are aft of the cylinder baffles.
Generally, monitoring ambient is a good way to detect fire.
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
Fiveonepw@aol.com
Sent: Thursday, March 09, 2006 10:45 AM
Subject: AeroElectric-List: FWF fire annunciator (was market research)
--> AeroElectric-List message posted by: Fiveonepw@aol.com
In a message dated 3/9/06 12:05:00 PM Central Standard Time,
sportav8r@aol.com writes:
> On a serious note, how about a FWF fire annunciator?
>
>>>>>
Has anyone considered or tried a thermocouple centered on the cowl
outlet to
monitor air temp? An AUX channel on EIS could monitor sensor with upper
limit
setting at some value above normal ops to possibly serve this purpose...
Mark do not archive
Message 3
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Subject: | FWF fire annunciator (was market research) |
--> AeroElectric-List message posted by: "Mark Doble" <mark@stratologic.net>
My engine monitor uses dallas one wire temperature sensors on a bus that you
can scatter around the plane... i keep one in the engine compartment with an
alert set at the max temp the sensor supports....125C or 257F. I usually
see temps (just behind my plenum about 6" and in free air) at about
125-140F....
nice thing is that you can plug and play the sensors since they are
recognized at engine monitor startup.
i dont know if i would make this an automatic system....but would hook up
the extinguisher to a switch that can be turned on once the alert from the
sensor is triggered and you get a voice annunciation in the headset....so
there is a human in the loop...and no unwanted halon discharge.
you can see some details at www.stratologic.net.
cheers,
Mark.
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Dan
Beadle
Sent: Thursday, March 16, 2006 11:11 AM
Subject: RE: AeroElectric-List: FWF fire annunciator (was market research)
--> AeroElectric-List message posted by: "Dan Beadle"
--> <Dan.Beadle@hq.InclineSoftworks.com>
This is basically how fire bottle systems work. They have a fixed temp
switch placed in various areas of the engine compartment. Most trigger
around 430 degrees - well hotter than a hot cylinder. In my airplane they
are aft of the cylinder baffles.
Generally, monitoring ambient is a good way to detect fire.
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
Fiveonepw@aol.com
Sent: Thursday, March 09, 2006 10:45 AM
Subject: AeroElectric-List: FWF fire annunciator (was market research)
--> AeroElectric-List message posted by: Fiveonepw@aol.com
In a message dated 3/9/06 12:05:00 PM Central Standard Time,
sportav8r@aol.com writes:
> On a serious note, how about a FWF fire annunciator?
>
>>>>>
Has anyone considered or tried a thermocouple centered on the cowl outlet to
monitor air temp? An AUX channel on EIS could monitor sensor with upper
limit setting at some value above normal ops to possibly serve this
purpose...
Mark do not archive
Message 4
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Subject: | OT Translation question |
--> AeroElectric-List message posted by: Gilles Thesee <Gilles.Thesee@ac-grenoble.fr>
Hi Bob and all,
A fellow builders in my area is having problems translating the
expression "runner-log-branch", in the following paragraph from G.Braly
on TC engine mixture problems.
>
> > <<This pattern is almost universal among big bore TCM engines with
> > the runner log-branch induction systems. The pattern is consistently
> > observed because it is a result of the inherent design of the runner
> > log-branch induction system. >>
>
I know what induction runners are, but I'm at loss accurately rendering
the expression.
Anyone care to put this into clearer words for us non naturally English
speakers ?
The following may be similar to the text my buddy is translating :
http://www.nar-associates.com/technical-flying/Vibration/Vibnet.pdf
Any input appreciated,
Thanks in advance
Regards,
Gilles Thesee
Grenoble, France
http://contrails.free.fr
Message 5
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Subject: | Re: OT Translation question |
--> AeroElectric-List message posted by: "Matt Prather" <mprather@spro.net>
Gilles,
Most (all?) of the big bore Continentals (TCM) have the induction system
split into two halves - one for each side of the engine. Each half
essentially consists of a single large aluminum tube oriented to run near
the intake port on each cylinder. This is the 'log.' There's an opening
in the 'log' immediately under the each cylinder's port. Individual tubes
connect from each cylinder port to its respective opening on the 'log'.
These are the 'branches'. In reality, the 'runner-log-branch' is formed
in segments from aluminum T's. The center of each T connects to the
cylinder port. The sides of each T connects to the adjacent cylinder on
each side (or to a tube that goes to the carburetor or the crossover).
A picture is worth 1k words:
http://a1aero.com/files/DSCN0662.JPG
The 'log' is connected together by the orange hoses in the picture.
Matt-
> --> AeroElectric-List message posted by: Gilles Thesee
> <Gilles.Thesee@ac-grenoble.fr>
>
> Hi Bob and all,
>
> A fellow builders in my area is having problems translating the
> expression "runner-log-branch", in the following paragraph from G.Braly
> on TC engine mixture problems.
>
> >
> > > <<This pattern is almost universal among big bore TCM engines with
> the runner log-branch induction systems. The pattern is
> consistently observed because it is a result of the inherent design
> of the runner log-branch induction system. >>
> >
>
>
> I know what induction runners are, but I'm at loss accurately rendering
> the expression.
> Anyone care to put this into clearer words for us non naturally English
> speakers ?
>
> The following may be similar to the text my buddy is translating :
>
> http://www.nar-associates.com/technical-flying/Vibration/Vibnet.pdf
>
> Any input appreciated,
> Thanks in advance
>
> Regards,
> Gilles Thesee
> Grenoble, France
> http://contrails.free.fr
>
>
Message 6
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Subject: | Re: OT Translation question |
--> AeroElectric-List message posted by: Kelly McMullen <kellym@aviating.com>
The engines referred to have a cylindrical tube that runs parallel to
the crankshaft on the outside, below the cylinder heads,(on both sides
of the engine) that is the induction manifold. There is an individual
runner from that tube to each cylinder, and a runner at the front of
the engine connecting the two tubes. It sort of loosely looks like a
wooden log, with branches or runners coming from it.
That is what makes it different from the Lycoming type intakes where
you have a single plenum, usually as part of the oil sump, with
individual manifold tubes to each cylinder.
Do Not Archive
Quoting Gilles Thesee <Gilles.Thesee@ac-grenoble.fr>:
> --> AeroElectric-List message posted by: Gilles Thesee
> <Gilles.Thesee@ac-grenoble.fr>
>
> Hi Bob and all,
>
> A fellow builders in my area is having problems translating the
> expression "runner-log-branch", in the following paragraph from G.Braly
> on TC engine mixture problems.
>
> >
> > > <<This pattern is almost universal among big bore TCM engines with
> > > the runner log-branch induction systems. The pattern is consistently
> > > observed because it is a result of the inherent design of the runner
> > > log-branch induction system. >>
> >
>
>
> I know what induction runners are, but I'm at loss accurately rendering
> the expression.
> Anyone care to put this into clearer words for us non naturally English
> speakers ?
>
> The following may be similar to the text my buddy is translating :
>
> http://www.nar-associates.com/technical-flying/Vibration/Vibnet.pdf
>
> Any input appreciated,
> Thanks in advance
>
> Regards,
> Gilles Thesee
> Grenoble, France
> http://contrails.free.fr
>
>
Message 7
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Subject: | Re: OT Translation question |
--> AeroElectric-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
Gilles Thesee wrote:
> --> AeroElectric-List message posted by: Gilles Thesee <Gilles.Thesee@ac-grenoble.fr>
>
> Hi Bob and all,
>
> A fellow builders in my area is having problems translating the
> expression "runner-log-branch", in the following paragraph from G.Braly
> on TC engine mixture problems.
>
> >
> > > <<This pattern is almost universal among big bore TCM engines with
> > > the runner log-branch induction systems. The pattern is consistently
> > > observed because it is a result of the inherent design of the runner
> > > log-branch induction system. >>
> >
>
>
> I know what induction runners are, but I'm at loss accurately rendering
> the expression.
> Anyone care to put this into clearer words for us non naturally English
> speakers ?
The "runner log" is somewhat like the trunk of a tree. It is larger in
diameter and straight. The actual induction tubes that go to each
cylinder "branch" off the "log" just like the branches of a tree. The
name is intended to convey a picture of a wood log with branches coming
off of it.
This is used to describe the older, non-tuned induction system used on
TCM engines. The problem is that not every cylinder receives the same
amount of air and fuel which results in differences in power output and
mixture at each cylinder.
Newer engines have a tuned induction system that does a better job of
getting air to each cylinder. Each cylinder receives (almost) the same
amount of air and the injection system ensures that each cylinder
receives the same amount of fuel. The whole idea behind GAMI's custom
injection nozzles is to match the fuel flow to the airflow at each
cylinder, thus ensuring that each cylinder receives *exactly* the same
fuel-air mixture. This then makes lean-of-peak operation possible.
Brian Lloyd
brian-yak@lloyd.com
Message 8
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Subject: | Re: OT Translation question |
--> AeroElectric-List message posted by: Gilles Thesee <Gilles.Thesee@ac-grenoble.fr>
Matt, Kelly, Brian,
Thanks a lot for your explanations and picture.
Things are much clearer now. So it really was a wooden log...I was not
so far, after all ;-)
Thanks again,
Regards,
Gilles Thesee
Grenoble, France
http://contrails.free.fr
Message 9
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Subject: | Batt Charger/voltmeter/ammeter/temp |
--> AeroElectric-List message posted by: Speedy11@aol.com
Listers,
Anyone have experience with this product?
http://www.customdynamics.com/kisan-battery-charger.htm
Is it any good?
Stan Sutterfield
Message 10
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Subject: | 5V regulated supply |
--> AeroElectric-List message posted by: Tim Olson <Tim@MyRV10.com>
I'm looking to build/buy a simple regulated supply for my normally
AC powered Audio/Video players for in the airplane. I could use
an inverter, and then their AC supplies, but what I'd prefer
to do is just take the 12V in, and get 5V out. I just tried using
the 7805 3-pin T0-220 regulator from Radio Shack (was unable to use
a heatsink in the test), and one of them wouldn't push enough
current to drive one of my 2 devices. 2 of them in parallel would
drive it, but it wouldn't play through a movie.
Is there some heavier duty package that has worked well for people
in the past? I'd like to make it portable, so I can take it in
the car.
In the end, I'll have 1 lighter plug, driving 2 LCD headrest
monitors, 1 video splitter, and 2 MP3/Video players.
One of the players had an AC supply that says 5V@1A, and the
other says 5V@2A, so I would have thought the 7805 had a
fighting chance, but I guess that's with a heatsink or something.
Tim
--
Tim Olson - RV-10 N104CD - Flying
do not archive
Message 11
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--> AeroElectric-List message posted by: "Chris Byrne" <jack.byrne@bigpond.com>
Can someone help me with determining the gauge of some cable I have please.
#1. 1666 / .12mm I assume this means 1666 strands of .12mm each. (the wire
bundle is 1/4 inch in DIA)
#2. 630 / .12mm. I assume this means 630 strands of .12mm each. (wire bundle
is 3/16 in DIA)
It is very flexible and easy to work with.
It was bought from a auto electrician a couple of years ago.
I am hoping the larger one is 2 or 4 gauge.
If this stuff is not big enough and I have to go to the welding supply place
for my cable how do I determine the gauge of their cable, I don't think it
is marked in gauges.
Thanks.
Chris Byrne
Sydney
Message 12
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Subject: | Re: 5V regulated supply |
--> AeroElectric-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
Tim Olson wrote:
> One of the players had an AC supply that says 5V@1A, and the
> other says 5V@2A, so I would have thought the 7805 had a
> fighting chance, but I guess that's with a heatsink or something.
Yes. If you look around you can find 12V-in-5V-out switching supplies.
That is what you really want.
--
Brian Lloyd 361 Catterline Way
brian-yak at lloyd dot com Folsom, CA 95630
+1.916.367.2131 (voice) +1.270.912.0788 (fax)
I fly because it releases my mind from the tyranny of petty things . . .
- Antoine de Saint-Exupery
Message 13
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--> AeroElectric-List message posted by: Mickey Coggins <mick-matronics@rv8.ch>
> --> AeroElectric-List message posted by: "Chris Byrne"
>
> Can someone help me with determining the gauge of some cable I have please.
> ...
Hi Chris,
Perhaps this link will help.
http://en.wikipedia.org/wiki/American_wire_gauge
Make sure you put a flame to some of the wire to make
sure it does not have any nasty characteristics.
--
Mickey Coggins
http://www.rv8.ch/
#82007 finishing
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