Today's Message Index:
----------------------
1. 07:39 AM - Re: Sporty's, James, & Paintucation Videos for sale. (RV Builder (Michael Sausen))
2. 10:27 AM - Re: Alternator failure. Info provided (B&C value reliability) (Robert L. Nuckolls, III)
3. 11:24 AM - Re: Re: Alternator failure. Info provided (Robert L. Nuckolls, III)
4. 04:11 PM - Re: Re: Alternator failure. Info provided (B&C value reliability) (Brian Lloyd)
5. 10:09 PM - Grand Rapids Technology EIS Scaling Factor and Offset... (Greg Campbell)
6. 10:27 PM - Re: Grand Rapids Technology EIS Scaling Factor (Ron Shannon)
7. 11:01 PM - Re: Grand Rapids Technology EIS Scaling Factor and Offset... (Carl Morgan)
Message 1
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Subject: | RE: Sporty's, James, & Paintucation Videos for sale. |
Thanks to everyone that had interest in the videos. They are all gone
except:
- Sporty's Instrument Proficiency Check DVD for $20
For everyone that was interested in the Paintucation videos, I can tell
you if you were to by only one of them from the Paintucation website,
get the Xtreme Detailing video. It covers probably 75% of what is in
all the other videos, just in less detail. Then if you want more detail
in a specific area you can go back and order the more detailed video.
Thanks again!
Michael Sausen
do not archive
________________________________
Sent: Sunday, July 02, 2006 7:43 PM
aeroelectric-list@matronics.com
The James videos are gone as are the Sporty's Flight Review and the
Sporty's Airspace and Weather (thanks Dean and DJ). I decided to break
out the Paintucation videos so you can pick and choose. So here is what
I still have:
- Sporty's Instrument Proficiency Check DVD for $20
- Paintucation's Paint Your Own Car DVD for $25
- Paintucation's Color Sanding and Buffing DVD for $25
- Paintucation's Metal Prep & Rust Repair DVD for $25
- Paintucation's Body Shop Basics! DVD for $25
- Paintucation's Xtreme Detailing! DVD for $25
Thanks again. Not trying to SPAM the list, I really hope someone gets
as much use out of these as I did! I really liked the Paintucation
videos, very well done. I'll throw them on eBay after the holidays if I
don't get any other bites.
Michael Sausen
Do Not Archive
________________________________
Sent: Sunday, July 02, 2006 10:28 AM
'aeroelectric-list@matronics.com'
Guys & gals,
I'm going through my stuff as I get ready to move from TX to WI and
have some Sporty's, Sam James, and Paintucation DVD's I don't need.
They are:
- Instrument Proficiency Check DVD $20
http://www.sportys.com/acb/showdetl.cfm?&did=19&Product_ID=6680
<http://www.sportys.com/acb/showdetl.cfm?&did=19&Product_ID=6680>
- Flight Review DVD $30
http://www.sportys.com/acb/showdetl.cfm?&did=19&Product_ID=6487
<http://www.sportys.com/acb/showdetl.cfm?&did=19&Product_ID=6487>
- Airspace & Weather Format Review DVD $20
http://www.sportys.com/acb/showdetl.cfm?&did=19&Product_ID=6023
<http://www.sportys.com/acb/showdetl.cfm?&did=19&Product_ID=6023>
- Pantucation 5 DVD Set $140 http://www.paintucation.com/
<http://www.paintucation.com/>
- James Aircraft - Aircraft Painting 101 DVD $15
http://www.buildersbooks.com/Painting101.htm?36,57
<http://www.buildersbooks.com/Painting101.htm?36,57>
- James Aircraft - Fiberglass 101 DVD $15
http://www.buildersbooks.com/fiberglass_101.htm?29,49
<http://www.buildersbooks.com/fiberglass_101.htm?29,49>
Shipping's included via USPS. Contact me off list if anyone is
interested.
Michael Sausen
RV-10 #352 Working on Fuselage
Do Not Archive
Recent RV-10 Build Activity
<http://www.mykitlog.com/display_project.php?project_id=22>
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Subject: | Re: Alternator failure. Info provided (B&C value reliability) |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <nuckollsr@cox.net>
value reliability)
Sender: owner-aeroelectric-list-server@matronics.com
X-Antivirus: AVG for E-mail 7.1.394 [268.9.2/372]
You wrote:
There have been many many many B&C alternator and
voltage regulator failures. Don't take my word on it just
check these archives. It happens.
"many many" . . . I forget. Is that out of
the Furlong-Stone-Fortnight measurement system?
What kinds of failures? Did any result in
uncontrolled runaways that damaged other systems
in the aircraft?
I've shared my personal observations of B&C failure
rates and reasons in the past . . . but I've not had
any first-hand experience with B&C in several years.
Perhaps you have more recent observations to share?
Have B&C's fortunes taken a sudden dive into the
crapper?
I already wrote that there are failures in my post. In fact
one acquaintance got tired of the B&C voltage regulator that
burned out and replaced it with a $9.00 Ford VR.
"Got tired"???? Multiple failures? B&C was unwilling
to deduce root cause and fix them? Your assertions
paint an ominous picture of B&C quality and/or
business practices. Can you enlighten us further?
If you know of a B&C customer that doesn't think
they got their money's worth from B&C, please have
them get in touch with me. My long standing promise
to drive up to Newton and jump in the "middle of
Bill's lap" is still operating.
I can point to 1000's of other ND's sold by Van's aircraft
and Niagara that have gone and are still are going for over
a 1000 hours with out problems.
1000 trouble free installations of ANY other brand doesn't
make B&C's "bad" or the 1,000 others "good." The bottom line is
that the risks for (1) failure to perform task and (2) failure
that migrates to other systems are not zero irrespective of
what product(s) one chooses to install. "Goodness" is a
customer perception issue. Get me in touch with a B&C customer
who thinks he got B&C "badness" in either hardware or service.
Mike and his multi failures is a mystery and don't know
any details.
What alternator?
Where did he buy it?
How is it installed? Wiring? Belt?
Does he cycle the alternator on and off under load?
Does he have cooling air going to it?
Did he use the warning light
Is the battery in good condition?
This is not going to be productive. You are just two
people which is not a statistically meaningful sample,
BUT it is a data point and you and MIKE have two
differnt outcomes that we might make a conclusion.
However I bet there are several 1000 more stock ND's
flying than B&C's. Even if we hear from the Mike's less
than good results there are many more that have the
bragging rights you have. However for the $600-$700
you would expect it to be better by a factor of 3 or 4.
A WAG. The risks are still not zero . . . and perhaps
B&C IS better by a factor of 3 or 4. What measure tells
you they are NOT? May I humbly request CGS units of
measurement? Having dropped out of college I missed the
course on FSF units. Please forgive my ignorance.
I will concede that quality of some ND aftermarket and
rebuilt Alts is an issue. I do think the vendor Van had
used in the past was not the best. Well now they
changed their product. The #14684 is a new aftermarket
unit of a differnt (better?) brand. I think the quality
issue will get better. They also added the Plane
Power units as well.
To be fair to Van's a/c, builders do some not so smart
things with their alternator and incorrectly wire
them. The classic was the O/V module (crow bar)
and b-lead relay that people intentionally tripped
while the alternator was running. Many of the
Alts where fried. They are not designed to be
disconnected from the battery while running.
I've had customers tell me of Figure Z-24
installations have halted a runaway alternator
and protected the airplane. You're stirring two
separate issues into the same pot.
(1) Alternator system ability to do intended task
(service life/reliability) and . .
(2) Alternator system failure mode effects and
features that prevent a runaway alternator
from getting loose (dark-n-stormy night
lights up really bright . . . for awhile).
The same with cycling the ALT switch, which as you know I
have said many times is a bad idea. I guess you can say
your B&C is more tolerant of misuse?
How mis-use? Somewhere on the order of 300,000
light aircraft have been built with alternator or
generator control switches. None of those systems I've
been associated with had any prohibitions or
cautions about turning the alternator or generator
on or off at any time under any conditions including B&C
products. Perhaps your experience is different.
I object to a characterization of "misuse".
Being able to control any aircraft alternator or
generator on airplanes from 150's to Hawkers at
will under any conditions is a DESIGN GOAL that
has been achieved by all the folks I work with. That's
not "misuse" but meeting the specifications
for the design. Please expand your assertions that
the design goal was a "bad idea" with the supporting
simple-ideas.
I will agree that the automotive IR alternators as-
supplied are not plug-n-play into the aircraft
venue without addressing new system integration
problems . . . but to hat-dance around integration
issues by labeling root cause of a failure as
"misuse" and then asserting that any-time/any-conditions
control as a design goal is a "bad idea" is specious.
Nothing against B&C, except the price.
Again B&C is great but to claim near perfection
is just silly. I think B&C is being miss quoted.
Perhaps I missed it. What was the quotation?
And what have you observed that argues against any
B&C customer's perceptions of value?
I know if you ask pointed questions they will tell
you the reasons parts have come back in the past.
However if you had a product and reputation you
would protect that.
Are you suggesting that they're lying? What
conversations have you had with them that would
indicate this? Inquiring minds thirst for understanding.
----- from another post --------
I am sure B&C sells a nice product.
I think B&C might(?) achieve better reliability,
but........
There is NO DATA to back that up any claim
that B&C has superior reliability. I know B&C
and Bob N. have a strong opinions but no
real data.
I have more data than you sir. I spent a lot
of time in the employ of B&C in the early years
and worked their booth at OSH for 12 years running.
I am telling you of my first-hand knowledge that
FEW (meaning perhaps 1 return per month) alternators
would come back for any attention. All suffered
some form of user induced damage.
I never saw an alternator come back for failure or
wear-out. In years since, I'm aware of one alternator
that came back for overhaul when the engine was
being overhauled too. The brushes were worn beyond
serviceability. I think the alternator was still
working . . . but I'll check on that. The engine had
2000+ hours on it. We've had controllers get returned
too. Most needed owner induce damage repaired. Occasionally
we'd have one go inop for a solder joint but there's been
very few reasons to make changes in design since Voyager
flew the first LR-1's up and down the coast of California.
Return rates for any reason have been on the order of 1%
per year for the total fleet.
I'll see what the latest experience base is for alternator
returns. I've not updated in over a year. But do I understand
you correctly George? Are you asserting that whatever I share
with the group is to be mistrusted?
To say ZERO failures is disingenuous at best,
with all do respect to B&C, but when you sell
a product that cost 3 or 4 times as much I
guess you have to distinguish yourself.
However you have to be intellectually
honest and admit that things fail and there
is NO guarantee, regardless of the price
paid.
If the alternator cited came back working but
worn, then to the best of my first hand knowledge,
the failure rates for other than external damage
have thus far been zero. Nobody is guaranteeing
anything . . . but B&C's service history is a whole
lot better that the competition in place when their
products were introduced. That was 20 years ago.
Capabilities of the current contenders haven't had
enough time in the marketplace to claim anything in
comparison with B&C.
I know of several B&C products to fail both first hand and
second hand, just check the archives.
Give me dates. I've been on this List about as long
as anybody. I cannot recall any discussions
on un-resolved B&C hardware issues. You're claiming
posted incidents to substantiate your learned advice
just as I have for other cases in times past. You pasted
me with that "no data" mantra, how come it applies to
my arguments and not to yours? I'm not going to
spend time looking. You tell us where to find them.
There are many B&C failures that don't make news, web
fourms or even get reported to B&C.
There's that "many" again. If these terrible
experiences by B&C customers are un-reported
even to B&C, how is it that you know about them?
How and when did we arrive at a condition in OBAM
aviation that customers who pay good money for
expensive hardware are going to shrug off any
opportunity for getting their money back on
bad product? Until you produce names times and
places for B&C to investigate and rectify,
your assertion as to shortcomings of their products
and/or business practice is suspect.
They are experimental and these is no tracking
of reliability. I am sure B&C is aware of failures . . .
You're telling us that B&C has lied to me when
I've inquired about failures? Please cite your
supporting evidence.
and Bob N. has been somewhat forthright . . .
Just "somewhat"????? In what manner and at
what time did you find my explanations lacking?
Pleased be specific. I've been mistaken and
sincerely appreciated correction but I've NEVER
deliberately cut corners in my explanations about anything
to anybody. If you had my permission to insult me,
I could get really upset about your statement . . .
but nobody has that permission.
. . . with problems regarding the voltage regulator that
has lead to improvements. There are still issues.
Name them. . . . If you're aware of outstanding "issues"
then speak up. I know exactly what, when and why changes
were made in the LR-series devices. Let us compare notes.
Please state which of those changes casts doubt
on either the quality our products or integrity of
our companies.
You're either citing facts that can be substantiated
or your blowing blue smoke. Neither I, nor B&C nor
our potential customers need to take notice of your
counter-marketing rhetoric until we've have had an
opportunity to address specific grievances or shortcomings.
You have to include the alternator and regulator
as a whole system when comparing it to a ND unit
with integral Voltage regulator.
B&C alternators are made 98% from ND parts
or clone aftermarket ND parts. They DO anodize
and claim . . .
You doubt the claim?
. . . . to balance it within a hair on Nat's
bee-hind, but the benefit of this blue printing is a
raging debate to be had another time.
You'll get no "rage" from me and I doubt from B&C either.
It's not worth debating unless you have an explanation
supported by simple-ideas as to how it's a no-value-added
thing to do.
I can imagine there's a positive, but how much affect on reliability
I don't know.
Then of what value is it to express your doubts
for the claim? First you "blow the smoke" and then
say "I don't know". How are readers of this discussion
to make a considered judgment of your advice?
I can say if any alternator is bolted to a wild shaking
Lycoming, producing endless vibrations and 50 G
shaking at start and shut down like a wet dog, it's
going for a WILD RIDE anyway. It is like measuring
it with a microscope and cutting with an AX. Same
with balance, does it matter? May Be?
Stock alternators are NOT without some balance.
There are million and millions of ND alternators
(stock) running 24 hours, 7 days, year after year
WORLD wide in cars and industrial equip with
extreme reliability under demanding conditions.
Both my Acura's have ND alternators. One is at
130K with no issue and the other 185K, with a
combined +24 years of combined use.
But those are not Lycomings and your cars
don't cruise the alternators at over 10,000
rpm. You're comparing apples to plums and then
buying pears. You don't design, build, or
sell anything. You don't have a dependence on
the happy customer. You've cited no personal experience
with the company and products you're down-grading.
Your advice lacks substance.
Why debate it? Balancing is a feature of their product.
Can you can cite a B&C bearing failure attributable
to ANY decipherable root cause OTHER than balance?
If not, it's just as credible to assign bearing longevity
to bearing quality, care in assembly, balancing,
a sprinkling of pixie dust or any combination
of the above. Frankly, if their service history on LYCOMINGS
in OBAM aircraft continues at the present pace, I think
it matters not what manufacturing features are
cited in the marketing hype . . .
For a dozen years I worked in the booth at OSH and
when asked "Whats the warranty" I said, "No unhappy
customers." Bill was standing right beside be me when
I said it. I've had no reason presented to me by an
unhappy customer to prove Bill a fraud or me
as mis-informed. Can you enlighten us in this regard?
The issue with many ND alternators builders use is
the fact they came from a supplier selling less than
great aftermarket NON nippondenso units. As this
15-18 year old design gets older, you will only
find aftermarket alternators. The good news is
there are good aftermarket parts. The bad news is
there are BAD ones as well. Aftermarket ND parts
are make in Taiwan and China by 4 or more big
companies. Not all are of the same quality.
Not all aftermarket parts are the same. The same
applies to re-builds at the Auto Zone or Pep-Boys.
At least many offer a good warranty. The bad news
is that chain of auto parts store may not be in your
area when doing a cross country and it fails. If
you can't go to the same store, you can't take
advantage of the warranty replacement. I suspect
if Auto-Parts-R-Us gets wind its on a plane, they
may protest and deny your warranty claim anyway.
If a B&C regulator or alternator fails, it is a custom
alternator that only B&C can really work on. There
is something to be said with over the counter auto
parts.
But who NEEDS parts to work on a B&C alternator?
Who was told that B&C alternators only work with
B&C controllers? There are diagrams in the
'Connection that illustrate alternate controller
options designed to enhance the customer's
purchasing experience with the offerings of both
B&C and the 'Connection.
I am sure B&C is good, but not as great as their hype.
"Good" . . . "not as great" . . . please cite
in CGS units . . . But in spite of "good", are
we to understand that Bill lies and Bob is less
than completely forthcoming?
If you read B&C's web site it is full of hyperbole and
rhetoric. I read the B&C sales pitch and it is so
strongly worded, like a novel, One dark and stormy
night stories, they just turn me off. It plays on
emotion not facts. I got a cold sweat and thought I
was going to die of an electrical failure sitting in my
office in front to my PC. It's a great sales pitch but
it's overstated. The owner or B&C is a super nice
guy and think he believes in his product. This is
just my opinion about what I think of sale's pitches
that play on emotion not the product.
If one chooses to join a hype-slinging match between
B&C and Plane Power's sites, there's plenty of stretched
semantics to go around. See:
http://www.plane-power.com/Comparing_Amps.htm
This alternator output curve doesn't state pulley
sizes nor test conditions under which the two curves
are plotted. It implies that Prestolite is fraudulent
in their product labeling. But the two curves are
parallel to each other . . . do you suppose if one
adjusted the Prestolite pulley down in size that the
curves would lay on top of each other? If I were to
publish curves like this, any statement made concerning
the value of the data would be supported by a
test report.
Let us consider this paragraph from Plane Power's website:
-----------------------
The full line of Plane-Power alternators not only give you
unprecedented choice, but also provide a vastly improved product.
Years of research & development have gone into making Plane-Power
alternators:
* Generate substantially higher power at lower engine RPM,
* Generate significantly less heat while generating rated power,
* Generate rated power at typical aircraft cruise RPM
(believe it or not, your current alternator does not!)
* Generate more power at higher altitudes (all testing to 28,000'!)
* Weigh up to four pounds less , and
* Perform much more reliably than comparable OEM models
------------------------
Gee, lookit al those un-quantified adjectives! Oh, yeah,
those must be FSF units of measure. But who are they
comparing themselves to? Obviously not B&C alternators.
Here's an interesting bit: See:
http://www.plane-power.com/AL12_50C.htm
If I read the webpage correctly, this alternator is
CAPABLE of 70A of output but with the following
modifier:
----------------
*Aircraft electrical system will be limited by existing
wiring and output breaker not to exceed 50 amps. The
Plane-Power alternator can produce all 70 amps if
proper size wiring and circuit breaker is installed
and approved.
----------------
Hmmm . . . how does the downsizing of b-lead and
b-lead breaker de-rate the alternator? Sounds to me
like a set-up for nuisance tripping. If this is a 70A
machine, it needs wire and b-lead protection sized
for that capability IRRESPECTIVE of what the original
installation called for.
On a cost to benefit analysis I doubt you will see
a cost benefit from the B&C in your or anyone's
lifetime. My only gripe with B&C is the outrageous
price they charge. If you want an alternator kit
check out Plane Power.
Gripe all you want . . . and please, don't
buy a B&C or 'Connection product based on anything
Bill or I has to say about it. And don't buy it
if you've found one of our customers that has been
left with a hunk of junk because Bill or I has
told him to "lump it." If you DO buy our products,
know that we both strive to give fair value.
If you bring a product back for any reason, we
both expect to know the specifics of your problem
and we're both ready to make it right with you.
If the marketing techniques fraudulently
drove your choice to purchase the product and
you're dissatisfied with value-received, then
it's a simple matter to cite your experiences,
voice your displeasure and collect your refund.
I've had two or three folks write over the years to
say that the 'Connection was not what they expected
whereupon they got their money back . . . and were
told to keep the book. It just doesn't make sense
to be less accommodating with a customer. No news
travels faster than bad news and I strive to keep
bad news from happening. I'm sure you understand how
I might get my shorts bunched by fabricated bad news.
I'll suggest that any claims about me and the 'Connection
contrary to demonstrated policy are fabrications. I'll
stand corrected about Bill if I talk to the B&C customer
that got "shafted".
I think if you buy a good quality after-market stock
ND alternator and install and operate it properly,
you can achieve the same reliability as any DESIGNER
brand alternator. Proper operation is don't
cycle the ALT switch with the engine turning and
don't overload it.
Hmmm . . . last time I ran an alternator, it was
inherently current limited . . . if it's cooled
sufficiently to run at 100% of rated load, then you
can't "overload" it.
Proper installation is install the warning light
. . . I presume your talking about the warning
light common to internally regulated alternators.
Have you seen a schematic of how this light functions?
The schematic I've seen shows that this feature is
not worthy of name for aircraft use. But if you
have a schematic that shows something different,
we'd all be pleased and relived to know that someone
has done due-diligence in rectifying the deficiency.
. . . and provide heat shield and cooling air.
Both Plane Power and B&C offer value but I think of
the two, Plane Power has the value edge:
- High Altitude brushes
High altitude brushes in alternators is blue
smoke. Slip ring service at 3A is a whole different
animal than commutator service at 30 amps plus . . .
Further, there are no RV's I'm aware of that
cruise at 25,000 feet and up. See:
http://www.aeroelectric.com/articles/BrushesForAircraft.pdf
- Proper Fan cooling direction
B&C's go the wrong way?
- Additional O/V protection (elegant**)
(** additional OV is integrated not an ADD on B-lead relay)
Hmmm . . . I have postings you've made stating that
IR alternators didn't need ov protection. Now you say
the addition is "elegant".
Have you seen a schematic of this system? And what
does the b-lead contactor ov system have to do with B&C's
alternators and regulators? The B-lead disconnect
contactor was a system integration solution published
in the 'Connection for adding OV protection to an automotive
alternator without getting inside the alternator to
modify it. This has nothing to do with B&C's products.
Keep in mind too that the B&C alternator controller
has LV warning built . . . which reduces the
delta-dollars of Plane-Power over B&C by $60 or so.
If one chooses a 'Ford' regulator and external OV protection
with the B&C alternator, then it's less expensive than
Plane Power.
- High Quality installation hardware ($375)
B&C's installation hardware is not high quality? And this
costs extra? Gee, B&C's alternators come with the mounting
hardware. See:
http://bandc.biz/L60desc.html
Does this mean folks should steer clear of Plane Power?
Don't see why. Should folks steer clear of B&C because
of your un-substantiated assertions? Give us a list of
shafted customers who were lied to by Bill or misinformed/
lied to by me.
Bottom line: Does a product deliver what the customer wants
for his project and does he get honorable support from the
supplier when things are not going right? Tell us where B&C
(or the 'Connection) has fallen short of this time honored
free-enterprise recipe for success.
Bob . . .
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Subject: | Re: Alternator failure. Info provided |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <nuckollsr@cox.net>
At 06:45 AM 7/1/2006 -0500, you wrote:
>Well, I am ready to present a question that I have not seen presented and
>wonder just why the great minds of aero-elec have not asked it already.
>
>With all the concern about shutting down a runaway alternator and the fact
>that IR alts. cannot be controlled in that way, why couldn't we setup a
>switch (heavy duty one mind you) that we could throw in the event of the
>OV that would just ground the alt. output to the plane's frame or ground
>or have some tremendus load present like a hundred light bulbs that got
>switched on to absorb the over load of electrons. I suppose we could also
>consider a knife that could be moved out into the path of the alt. belt to
>cut it off to cause the alt. to quit spinning. Larry in Indiana
Don't worry about it. There's a system under development
that's easy to add on to any existing system that provides
the any-time/any-conditions absolute control over a
stock automotive alternator. The risks for not having it
right now are low. If you want OV protection now, you can
install the original Z-24 configuration knowing that the
ultimate solution will use the b-lead contactor and alternator
control switch. The straight transorb approach hypothesized
on the last figure of page 4 will not work. We've got
a plan-E . . . or is it "F" . . . anyhow, the solution
will not be difficult or expensive.
See:
http://www.aeroelectric.com/articles/Alternator_Failures.pdf
Bob . . .
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Subject: | Re: Alternator failure. Info provided (B&C value |
reliability)
--> AeroElectric-List message posted by: Brian Lloyd <brian-yak@lloyd.com>
On Jul 3, 2006, at 1:20 PM, Robert L. Nuckolls, III wrote:
> Bottom line: Does a product deliver what the customer wants
> for his project and does he get honorable support from the
> supplier when things are not going right? Tell us where B&C
> (or the 'Connection) has fallen short of this time honored
> free-enterprise recipe for success.
You know George, I have spent a fair bit of time talking with Bill in
person at OSH and on the phone. I have looked at his products and I
have been impressed with the quality. (I used to design and build
mission-critical computer networking devices and have a bit of a clue
on how to build and support high-quality products.) I also understand
quality support from competent people. B&C provides quality support
from competent people who truly understand their product.
As I said, I will be installing a B&C alternator in my CJ6A for two
reasons:
1. I don't think anyone makes a better product at any price;
2. it is a bolt-on solution for the M14P engine (which shakes a good
deal more than any Lycoming). I expect that the B&C alternator will
make it to TBO even under aerobatic conditions.
But it takes all kinds to make a horse race. I know which horse I
plan to put my money on. And I sure do get tired of hearing people
try to sell one product by running down its competitor. It is one
thing to show how your product is better but a different thing to use
FUD to try to scare people away from a competing product. I am sure
Plane-Power and ND can stand on their own merits without you trying
to run down B&C.
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-Exupry
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Subject: | Grand Rapids Technology EIS Scaling Factor and Offset... |
Does anybody have the *Grand Rapids Technology EIS* installation manual
handy?
There is a paragraph about setting up new sensors on Aux inputs.
I have a new 25 psi pressure sender that outputs 1-5vdc.
I'm trying to determine what Scaling Factor and Offset to use
so my EIS displays pressure in PSI to the tenths of a PSI.
Thanks!
Greg
*REFERENCES:*
DigiKey.com part number: MSP6025P4-1-ND
Measurement Specialties Inc: MSP-600-025-P-4-N-1 PN#: 2000872 SN#
G429063
http://dkc3.digikey.com/PDF/T062/1781.pdf
http://rocky.digikey.com/WebLib/Measurement%20Specialties%20Inc/Web%20Data/MSP-600%20Series.pdf
http://rocky.digikey.com/WebLib/Measurement%20Specialties%20Inc/Web%20Data/msp600_instructions.pdf
Message 6
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Subject: | Re: Grand Rapids Technology EIS Scaling Factor |
--> AeroElectric-List message posted by: Ron Shannon <rshannon@cruzcom.com>
http://tinyurl.com/l2zyv
Greg Campbell wrote:
> Does anybody have the *Grand Rapids Technology EIS* installation manual
> handy?
> There is a paragraph about setting up new sensors on Aux inputs.
>
> I have a new 25 psi pressure sender that outputs 1-5vdc.
> I'm trying to determine what Scaling Factor and Offset to use
> so my EIS displays pressure in PSI to the tenths of a PSI.
>
> Thanks!
> Greg
>
>
> *REFERENCES:*
> DigiKey.com part number: MSP6025P4-1-ND
> Measurement Specialties Inc: MSP-600-025-P-4-N-1 PN#: 2000872 SN#
> G429063
> http://dkc3.digikey.com/PDF/T062/1781.pdf
> http://rocky.digikey.com/WebLib/Measurement%20Specialties%20Inc/Web%20Data/MSP-600%20Series.pdf
> http://rocky.digikey.com/WebLib/Measurement%20Specialties%20Inc/Web%20Data/msp600_instructions.pdf
>
>
Message 7
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Subject: | Grand Rapids Technology EIS Scaling Factor and |
Offset...
Greg,
The maths is:
OutputValue = ( AuxInVoltage * AuxScaleFactor / 2.5 ) + AuxOffset
Where AuxInVoltage is 0-5V DC
The only specific details I have:
150 PSI sender
AuxSF 182, AuxOff 29
80 PSI sender
AuxSF 91, AuxOff 80
HTH
Carl
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of Greg
Campbell
Sent: Tuesday, 4 July 2006 5:00 p.m.
To: AeroElectric-List@matronics.com
Subject: AeroElectric-List: Grand Rapids Technology EIS Scaling Factor and
Offset...
Does anybody have the Grand Rapids Technology EIS installation manual
handy?
There is a paragraph about setting up new sensors on Aux inputs.
I have a new 25 psi pressure sender that outputs 1-5vdc.
I'm trying to determine what Scaling Factor and Offset to use
so my EIS displays pressure in PSI to the tenths of a PSI.
Thanks!
Greg
REFERENCES:
DigiKey.com part number: MSP6025P4-1-ND
Measurement Specialties Inc: MSP-600-025-P-4-N-1 PN#: 2000872 SN#
G429063
http://dkc3.digikey.com/PDF/T062/1781.pdf
http://rocky.digikey.com/WebLib/Measurement%20Specialties%20Inc/Web%20Data
/MSP-600%20Series.pdf
http://rocky.digikey.com/WebLib/Measurement%20Specialties%20Inc/Web%20Data
/msp600_instructions.pdf
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