Today's Message Index:
----------------------
1. 05:16 AM - Re: Bob's Dimmner and Electroluminescent strips (N941WR)
2. 11:03 AM - Re: MOV's (Eric M. Jones)
3. 01:15 PM - DPS FUELWATCH Instrument (Dave Saylor)
4. 07:37 PM - RPM drop Problem (dennisvh)
5. 08:19 PM - Re: RPM drop Problem (Kelly McMullen)
6. 08:23 PM - Re: RPM drop Problem (John D.Heath)
7. 08:31 PM - Re: RPM drop Problem (Richard Girard)
8. 09:40 PM - Pullable 80A Circuit Breaker (Speedy11@aol.com)
9. 10:25 PM - Super flag (John F. Herminghaus)
Message 1
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| Subject: | Re: Bob's Dimmner and Electroluminescent strips |
--> AeroElectric-List message posted by: "N941WR" <one4fun@mindspring.com>
Ken,
Thanks for the help. I hope to power it up for the first time today and see how
it looks.
If the strip is blinding I'll put a resistor in line with it.
Bill
--------
Bill
RV-9 (Working on the finishing kit)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=56038#56038
Message 2
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--> AeroElectric-List message posted by: "Eric M. Jones" <emjones@charter.net>
Coil Suppression:
MOVs are considered to be better than diodes, although they have higher impedance.
But MOVs typically have a limited lifetime.
Diodes are not the best method today. Not even the second-, third-, or fourth-
best method. But in the 1960's they were the way to go.
Mechanical relays and contactors depend upon magnetism generated by an electric
current running through a wire coil. When the current stops, the magnetic field
collapses. But the relay does not know the difference between a wire coil moving
in a magnetic field (as in a generator) or a magnetic field moving in a
wire coil (as in a collapsing magnetic field). Thus a large voltage1000V to 1500V
typicallyis induced in the coil. This current goes the same direction the
original current didso it slows the contact openingallowing arcing, chatter, bouncing,
contact welding and even re-closure! Perihelion Design sells 18V 600W
Bi-Directional Zener Transient Voltage Suppressors (for 14.5V systems) that provide
the most modern Third Millennium technical solution to relay coil suppression.
We sell these as a set of twelve with the typical hardware needed to retrofit
a small airplane.
Every manufacturer of bi-directional Zener transient voltage suppressors seems
to have a trademarked name for these: Transils, Surmetics, Transorbs, TranZorbs,
TransGuards, Mosorbs; the list is endless. We call them SnapJacks.
They also are offered in a range of voltages, packages, and wattages. Perihelion
Design offers the 18 Volt 600 Watt axial lead version of these guys, commonly
known to close friends as P6KE18CA, and includes some of the connectors and
shrink tubing you may need to install them.
Basic Plan: SnapJacks are used to replace coil suppression diodes wherever they
are now installed. For coils, contactors and relays that are internally equipped
with a suppression diode, the best solution may be to buy the equivalent non-diode
part. If possible, install the SnapJacks with the shortest leads possible
consistent with strain relief and mechanical mounting of the part.
SnapJacks have NO POLARITY, regardless of any marking on the parts. Although the
600 W parts will work fine with the biggest relay, contactor, or motor that
your aircraft could lift, you may wish to parallel two SnapJacks on the big loads
for redundancy. In some cases diodes associated with contactors are there
for switching logic purposes, not suppression. These should be left alone.
ref: http://relays.tycoelectronics.com/kilovac/appnotes/transients.asp
See: http://www.periheliondesign.com/suppressors/SnapJack.pdf
--------
Eric M. Jones
www.PerihelionDesign.com
113 Brentwood Drive
Southbridge, MA 01550
(508) 764-2072
emjones@charter.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=56118#56118
Message 3
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| Subject: | DPS FUELWATCH Instrument |
--> AeroElectric-List message posted by: "Dave Saylor" <Dave@aircraftersllc.com>
Listers,
Does anyone have a fuel monitor called a "DPS FUELWATCH"? It fits a 2 1/4"
hole and has a DB9 connector on the back. I've never seen one before.
We are repairing a plane damaged by fire that uses an instrument like this,
and I need to know how to rewire it and what type of transducer it uses.
Anybody have any information?
Many thanks,
Dave Saylor
AirCrafters LLC
140 Aviation Way
Watsonville, CA
831-722-9141
www.AirCraftersLLC.com
Message 4
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| Subject: | RPM drop Problem |
--> AeroElectric-List message posted by: "dennisvh" <dennisvh@adelphia.net>
I have a 1946 Ercoupe with a 85 HP (started out as a 75HP) Continental engine with
a 200 RPM drop on the right mag at run-up. Mechanics have 100% eliminated
as the problem both mags, all plugs, P-leads, and switch system. Also, the engine
ran perfectly for the last 25 hours after a new wiring harness was installed.
The harness was checked out and all wires were fine. We do not know what
to check next. I would appreciate any advice anyone can give us. Thanks.
Dennis Hatfield [Question]
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=56221#56221
Message 5
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| Subject: | Re: RPM drop Problem |
--> AeroElectric-List message posted by: Kelly McMullen <kellym@aviating.com>
Well, you don't mention the timing being checked.
dennisvh wrote:
> --> AeroElectric-List message posted by: "dennisvh" <dennisvh@adelphia.net>
>
> I have a 1946 Ercoupe with a 85 HP (started out as a 75HP) Continental engine
with a 200 RPM drop on the right mag at run-up. Mechanics have 100% eliminated
as the problem both mags, all plugs, P-leads, and switch system. Also, the
engine ran perfectly for the last 25 hours after a new wiring harness was installed.
The harness was checked out and all wires were fine. We do not know
what to check next. I would appreciate any advice anyone can give us. Thanks.
Dennis Hatfield [Question]
>
Message 6
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| Subject: | Re: RPM drop Problem |
--> AeroElectric-List message posted by: "John D.Heath" <altoq@cebridge.net>
Dennis,
The only thing left is timing. If the Mags have not been moved, the timing
might be off because the impulse coupling does not return to the stop or
because the point gaps are wrong. Point gaps change because of metal
transfer at the contacts indicating a condenser problem or the fiber block
that follows the point cam is worn away by a rusty cam.
Good Luck
John D.
DO NOT ARCHIVE
We do not know what to check next. I would appreciate any advice anyone
can give us.
Thanks.
Dennis Hatfield
Message 7
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| Subject: | Re: RPM drop Problem |
You say that mechanics have 100% eliminated. What did they do to eliminate
those items? It'll save a lot of guessing games if you tell us that.
On 8/21/06, Kelly McMullen <kellym@aviating.com> wrote:
>
> --> AeroElectric-List message posted by: Kelly McMullen <
> kellym@aviating.com>
>
> Well, you don't mention the timing being checked.
>
> dennisvh wrote:
> > --> AeroElectric-List message posted by: "dennisvh" <
> dennisvh@adelphia.net>
> >
> > I have a 1946 Ercoupe with a 85 HP (started out as a 75HP) Continental
> engine with a 200 RPM drop on the right mag at run-up. Mechanics have 100%
> eliminated as the problem both mags, all plugs, P-leads, and switch
> system. Also, the engine ran perfectly for the last 25 hours after a new
> wiring harness was installed. The harness was checked out and all wires
> were fine. We do not know what to check next. I would appreciate any
> advice anyone can give us. Thanks. Dennis Hatfield [Question]
> >
>
>
--
Rick Girard
"Ya'll drop on in"
takes on a whole new meaning
when you live at the airport.
Message 8
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| Subject: | Pullable 80A Circuit Breaker |
Does anybody know a source for a pullable 80A CB to use for the alternator?
I've checked several sources and have found 80A CBs that cannot be pulled -
they can only be reset, but none that are pullable.
I bought one at Sun n Fun only to discover later that it is 28v.
Stan Sutterfield
Message 9
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--> AeroElectric-List message posted by: "John F. Herminghaus" <catignano@tele2.it>
What is a super flag? Is there any source where it is described in detail?
John Herminghaus
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