Today's Message Index:
----------------------
0. 12:40 AM - Who is "Matt Dralle" & What Are "The Lists"? [Please Read] (Matt Dralle)
1. 05:12 AM - Continental IO-240: Alternator quit working ()
2. 05:18 AM - 28v diesel engine (Robert L. Nuckolls, III)
3. 05:48 AM - Re: Continental IO-240: Alternator quit working (FlyboyTR)
4. 06:27 AM - Re: 28v diesel engine (OldBob Siegfried)
5. 06:47 AM - Re: Continental IO-240: Alternator quit working (OldBob Siegfried)
6. 08:45 AM - Pitot heater performance (John Tvedte)
7. 09:57 AM - Re: Pitot heater performance (Richard Tasker)
8. 10:59 AM - Re: Battery Sizing (marc)
9. 11:27 AM - Competely Off topic, but Nifty (Bill Dube)
10. 11:30 AM - Re: Pitot heater performance (Robert L. Nuckolls, III)
11. 12:37 PM - Re: Homebrew AHRS? (Mike@Crossbow)
12. 07:13 PM - Re: Re: Homebrew AHRS? (Malcolm Thomson)
13. 10:20 PM - basic Ford alternator wiring questions (CardinalNSB@aol.com)
Message 0
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Who is "Matt Dralle" & What Are "The Lists"? [Please |
Read]
Dear Listers,
Who is Matt Dralle and what exactly are these Lists? Well, I've been working in
the information technology industry for over 20 years primarily in computer
networking design and implementation. I have also done extensive work in web
development and CGI design during this period.
I started the Matronics Email Lists back in 1990 with about 30 fellow RV builders
from around the world. Since that time, I have added 63 other kinds of aircraft
related Lists to the line up and numerous other List related services such
as the Forums, Wiki, Archives and Search Engine just to name a few.
For flexibility and reliability, I have chosen to run all of my own servers here
locally. Other List-related systems include a 1 Gigabit, fully switched network
infrastructure, a commercial-grade Netscreen firewall, a Barracuda spam filter,
a local T1 Internet router, and a commercial-grade business T1 Internet
connection with full static addressing.
The computer servers found here include a brand new, quad-processor Xeon Linux
server for List web services, a dual-processor Xeon Linux system dedicated to
the email processing List functions, and another P4 Linux system serving as a
remote storage disk farm for the archives, databases, and for an on-line hard
drive-based backup system with 3.2 Terra Bytes of storage, soon to be upgraded
to over 6 Terra Bytes! This entire system is protected by three large, commercial-grade
uninterrupted power supply (UPS) systems that assure the Lists are
available even during a local power outage! Speaking of power, imagine how much
electricity it takes to run all of these systems. One month this Summer,
I had a staggering $1368 bill for electricity alone!
I recently upgraded all of the computer racking infrastructure including new power
feeds and dedicated air conditioning for the room that serves as the Computer
Center for the Matronics Email Lists. This year I added another rack to house
the new MONSTER quad-processor web system that didn't quite fit into the
first rack! Here's a composite photo of the List Computer Center before the addition
of the second rack:
http://www.matronics.com/MattDralle-ListComputerCenter.jpg
As you can see, I take running these Lists very seriously and I am dedicated to
providing an always-on, 24x7x365 experience for each and every Lister.
But building and running this system isn't cheap. As I've stated before, I don't
support any of these systems with commercial advertising on the Lists. It
is supported 100% through List member Contributions! That means you... and you...
and YOU!
To that end, I hold a List Fund Raiser each November and ask that members make
a small Contribution to support the continued operation and upgrade of this ever-expanding
system. Its solely YOUR Contributions that keeps it running!
Please make a Contribution today to support these Lists!
http://www.matronics.com/contribution
Or, by dropping a personal check in the mail to:
Matronics / Matt Dralle
PO Box 347
Livermore CA 94551-0347
USA
(Please include your email address on the check!)
Thank you!
Matt Dralle
Matronics Email List Administrator
Message 1
INDEX | Back to Main INDEX |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Continental IO-240: Alternator quit working |
11/28/2006
Hello Travis, You most probably have a failure of the elastomeric coupling
drive of the alternator.
TCM Service Bulletin SB95-3B describes this coupling in detail and I have
attached a copy of that SB to this email. If you can not see it please let
me know and we'll work on another way to get it to you.
Buying a replacement coupling from TCM is very expensive. There is an outfit
in Texas that rebuilds them and will sell you one for a cheaper price. Try
Drake Air Inc at 800-542-6899. They may also know it as ATA Number DAP-1016.
http://www.drakeair.com/details.asp?id=635796
According to the IO-240 part manual the IO-240 uses the one piece P/N 635796
one piece coupling. I don't see that coupling as being available from
Aircraft Spruce, but you could check with them.
Please let me know if I can be of further help.
OC -- The best investment we will ever make is in gathering knowledge.
Time: 03:40:14 PM PST US
Subject: AeroElectric-List: Continental IO-240: Alternator quit working
From: "FlyboyTR" <flyboytr@bellsouth.net>
Hello,
Yesterday during flight my alternator quit charging. It is a Ford design
with
a Continental part # 633661 and using a Zeftronics R15VOL regulator (which
is
showing a green light on it's self diagnostic system). It is a direct drive
on
the rear of the engine. I am currently checking voltage/ohms, etc.
I noticed today that the alternator cooling fan does not turn when the
crankshaft
is rotated by hand or when the engine is running. Does this mean something
mechanical has broken and my failure to charge is actually caused by the
alternator
not turning? I have read about a gear coupling on some larger enginesbut
cant find any info regarding the alternator set up on the IO-240. Any info
regarding my failed system would be greatly appreciated! Thanks in
advance!
Travis :)
--------
Travis Rayner
Mobile, AL
Skystar Vixen
N-789DF
Message 2
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | 28v diesel engine |
>Comments/Questions: Bob,
>
>I am installing a DeltaHawk diesel engine in my homebuilt and they have
>decided to go with a 28 VDC starter and alternator. I have already
>purchased most of my avionics in 14 VDC. I can buy a step-down
>transformer from Aircraft Spruce, but is there a good way to run parallel
>14 V batteries for power and still use the 28 V alternator for
>charging? Seems like I'm between a rock and a hard place.
Yup, your sure are! There's no graceful way to
do this. The best solution is to use 2 batteries
in series for cranking, change to parallel for
operating and running a 14v alternator.
bob . . .
Message 3
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: Continental IO-240: Alternator quit working |
Thanks for the information! I have sent Drake Air an email regarding the drive
coupling. In order to remove the alternator I have to pull the engine! ...nothing
is ever easy! Again, thanks to all for the input and support!
Travis :)
--------
Travis Rayner
Mobile, AL
Skystar Vixen
N-789DF
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=77593#77593
Message 4
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: 28v diesel engine |
Good Morning 'Lectric Bob and Mr. Delta Hawk User,
Just as a 'For What It Is Worth', such an arrangement
has been used in at least one certificated aircraft.
La Belle Caravelle used a relatively high DC voltage
to crank the Rolls Royce turbine engines with which it
was equipped.
There was a lever just to the left of the pilot seat
which changed a bank of NiCads from twenty-eight volt
parallel operation to something like one hundred and
fifty volts DC in a series arrangement.
I have forgotten the precise voltage used, (It has
been almost thirty years since I last flew a
Caravelle) but the arrangement worked as long as the
NiCads didn't blow up!
Since almost all mechanical systems on the Caravelle
were identical to the DeHaviland Comet, I would not be
at all surprised to find that the same setup was used
for it.
Worked great.
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
--- "Robert L. Nuckolls, III" <nuckollsr@cox.net>
wrote:
> Nuckolls, III" <nuckollsr@cox.net>
>
>
> >Comments/Questions: Bob,
> >
> >I am installing a DeltaHawk diesel engine in my
> homebuilt and they have
> >decided to go with a 28 VDC starter and alternator.
> I have already
> >purchased most of my avionics in 14 VDC. I can buy
> a step-down
> >transformer from Aircraft Spruce, but is there a
> good way to run parallel
> >14 V batteries for power and still use the 28 V
> alternator for
> >charging? Seems like I'm between a rock and a hard
> place.
>
> Yup, your sure are! There's no graceful way to
> do this. The best solution is to use 2 batteries
> in series for cranking, change to parallel for
> operating and running a 14v alternator.
>
> bob . . .
>
>
>
> Click on
> about
> provided
> www.buildersbooks.com
> Admin.
>
> browse
> Subscriptions page,
> FAQ,
> http://www.matronics.com/Navigator?AeroElectric-List
>
>
>
>
>
Message 5
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: Continental IO-240: Alternator quit working |
Good Morning OC,
May I add a comment?
If someone does have a slipping Elastomeric coupling,
don't let it be discarded.
They can be refurbished for about one third the cost
of a new coupling.
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Air Park LL22
Downers Grove, IL 60516
630 985-8503
--- bakerocb@cox.net wrote:
> 11/28/2006
>
> Hello Travis, You most probably have a failure of
> the elastomeric coupling
> drive of the alternator.
>
> TCM Service Bulletin SB95-3B describes this coupling
> in detail and I have
> attached a copy of that SB to this email. If you can
> not see it please let
> me know and we'll work on another way to get it to
> you.
>
> Buying a replacement coupling from TCM is very
> expensive. There is an outfit
> in Texas that rebuilds them and will sell you one
> for a cheaper price. Try
> Drake Air Inc at 800-542-6899. They may also know it
> as ATA Number DAP-1016.
> http://www.drakeair.com/details.asp?id=635796
>
> According to the IO-240 part manual the IO-240 uses
> the one piece P/N 635796
> one piece coupling. I don't see that coupling as
> being available from
> Aircraft Spruce, but you could check with them.
>
> Please let me know if I can be of further help.
>
> OC -- The best investment we will ever make is in
> gathering knowledge.
>
> Time: 03:40:14 PM PST US
> Subject: AeroElectric-List: Continental IO-240:
> Alternator quit working
> From: "FlyboyTR" <flyboytr@bellsouth.net>
>
> Hello,
> Yesterday during flight my alternator quit charging.
> It is a Ford design
> with
> a Continental part # 633661 and using a Zeftronics
> R15VOL regulator (which
> is
> showing a green light on it's self diagnostic
> system). It is a direct drive
> on
> the rear of the engine. I am currently checking
> voltage/ohms, etc.
>
> I noticed today that the alternator cooling fan does
> not turn when the
> crankshaft
> is rotated by hand or when the engine is running.
> Does this mean something
> mechanical has broken and my failure to charge is
> actually caused by the
> alternator
> not turning? I have read about a gear coupling on
> some larger enginesbut
> cant find any info regarding the alternator set up
> on the IO-240. Any info
> regarding my failed system would be greatly
> appreciated! Thanks in
> advance!
>
> Travis :)
>
> --------
> Travis Rayner
> Mobile, AL
> Skystar Vixen
> N-789DF
>
Message 6
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Pitot heater performance |
Anyone,
I'm not underdstanding a point in the
http://www.aeroelectric.com/articles/Pitot_Heater/Gauging_Pitot_Heater_Pe
rformance.pdf on Bob's website...namely that "If you are considering an
AN5814 heated pitot tube installtion, the data gathered suggests that
the tube be wired with 14AWG in a metal airplane and perhaps 12AWG in a
plastic airplane."
SO - why perhaps 12AWG in a plastic airplane....?
John
Message 7
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: Pitot heater performance |
Just speculation on my part, but I would bet that the metal airplane
would be using the airframe as a ground return (local to the heater)
which would be very low resistance and mean that there is effectively a
one way path for the electrons (through the 14 gauge wire to the heater
to ground). In the plastic airplane, the path would be round trip
(through the 12 gauge wire to the heater and back through the 12 ga wire
to the common ground).
So the total path length would be twice as much in the plastic airplane,
hence the larger gauge recommended.
YMMV, my $0.02... Do not archive
Dick Tasker
John Tvedte wrote:
>Anyone,
>
>I'm not underdstanding a point in the http://www.aeroelectric.com/articles/Pitot_Heater/Gauging_Pitot_Heater_Performance.pdf on Bob's website...namely that "If you are considering an AN5814 heated pitot tube installtion, the data gathered suggests that the tube be wired with 14AWG in a metal airplane and perhaps 12AWG in a plastic airplane."
>
>SO - why perhaps 12AWG in a plastic airplane....?
>
>John
>
>
Message 8
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: Battery Sizing |
Hi Ralph,
Spelling issues aside, I'm curious why you're putting a Z-14 in a Rocket? Will
you be flying lots of IFR, or is there another reason?
Thanks,
Marc
--------
Marc
RV-7, flying
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=77642#77642
Message 9
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Competely Off topic, but Nifty |
I've been busy working on my electric drag bike lately, instead of my
rotary RV-7. That is why I have been silent on the list lately.
This has absolutely nothing to do with rotary aircraft, but I figured
since it is fun for me, it would be enjoyable for other
high-performance/electronics nuts as well.
A group of us laptop-toting, pocket protector nerds managed to impress
the ultimate "tough room" of beer swigging tattooed bikers at the All
Harley Drag Racing Association season finale at Las Vegas Drag Strip. We
are the only Non-Harley to run at the Las Vegas event, ever in history.
We set a record while we were at it.
Video on YouTube (Watch us plasma a motor on the finish line):
http://www.youtube.com/watch?v=RpAZci9m0
Fact Sheet
http://www.killacycle.com/KillaCycleFactSheet.pdf
A few pictures:
http://www.killacycle.com/BurnOut.JPG
http://www.killacycle.com/Speed.JPG
http://www.killacycle.com/Launch.JPG
Time Slips
http://www.killacycle.com/TopTimeSlips.JPG
Let me know if you need more info.
Now you understand why you haven't heard from me lately. :-)
Bill Dube'
bike@killacycle.com
Message 10
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: Pitot heater performance |
At 12:55 PM 11/28/2006 -0500, you wrote:
>John Tvedte wrote:
>
>>Anyone,
>>
>>I'm not underdstanding a point in the
>>http://www.aeroelectric.com/articles/Pitot_Heater/Gauging_Pitot_Heater_Performance.pdf
>>on Bob's website...namely that "If you are considering an AN5814 heated
>>pitot tube installtion, the data gathered suggests that the tube be wired
>>with 14AWG in a metal airplane and perhaps 12AWG in a plastic airplane."
>>
>>SO - why perhaps 12AWG in a plastic airplane....?
>>
>>John
<retasker@optonline.net>
Just speculation on my part, but I would bet that the metal airplane would
be using the airframe as a ground return (local to the heater) which would
be very low resistance and mean that there is effectively a one way path
for the electrons (through the 14 gauge wire to the heater to ground). In
the plastic airplane, the path would be round trip (through the 12 gauge
wire to the heater and back through the 12 ga wire to the common ground).
So the total path length would be twice as much in the plastic airplane,
hence the larger gauge recommended.
YMMV, my $0.02... Do not archive
Dick Tasker
That's worth at least two-bits Richard. You're
right on.
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 11
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: Homebrew AHRS? |
From: | "Mike@Crossbow" <msmith@xbow.com> |
Malcolm,
If you are having trouble with your Crossbow NAV425EX, please contact us directly.
Crossbow is committed to our customers and we will do everything in our power
to ensure that you are receiving proper operation from your AHRS. Since
we started the upgrade program, we have had dozens of these units completed and
have not had any further problems with the NAV425.
--------
Michael Smith
Application Engineer Inertial Systems
Crossbow Technology
msmith@xbow.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=77656#77656
Message 12
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | Re: Homebrew AHRS? |
Will you confirm that your test sites are now trouble free? I would really
like to get these units working properly.
Malcolm.
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
Mike@Crossbow
Sent: Tuesday, November 28, 2006 1:36 PM
Subject: AeroElectric-List: Re: Homebrew AHRS?
--> <msmith@xbow.com>
Malcolm,
If you are having trouble with your Crossbow NAV425EX, please contact us
directly. Crossbow is committed to our customers and we will do everything
in our power to ensure that you are receiving proper operation from your
AHRS. Since we started the upgrade program, we have had dozens of these
units completed and have not had any further problems with the NAV425.
--------
Michael Smith
Application Engineer Inertial Systems
Crossbow Technology
msmith@xbow.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=77656#77656
--
4:00 AM
--
4:00 AM
Message 13
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
Subject: | basic Ford alternator wiring questions |
I'm finally free to experiment with my new "Coyote" project with a Lyc. 320.
I will be using the regular "Cessna" alternator/VR at least to begin with
(day vfr with electric starter/minimal avionics), basically a copy of my
Cardinal to start. My confusion starts when I examine the Cessna alternator
wiring:
My certified Cardinal has the same style alternator, wired as follows (all
wires are shielded):
#8 from alt. A+ lug to Alt breaker, shield grounded to alt. case only
#8 from alt ground lug to firewall bolt, shield at each end tied to end
terminal
#18 from alt Field lug to VR F lug, shield grounded to alt case and
firewall bolt
#18 from alt A+ lug to VR A+ lug, shield grounded to alt case and firewall
bolt
#18 from VR S lug to square metal filter lug to power buss, shield grounded
to firewall bolt and again next to filter, shield end at power buss floats
The above is per the factory manual, except for the shielded #8 ground wire,
the Cessna manual shows an unshielded #18.
I assume the factory used shielded wire for abrasion protection and/or noise
protection, and that the #8 shielded ground wire was an undocumented later
field change?
Questions:
1. I understand the Connection to say that shielding alternator/VR wiring
is not necessary for noise protection, did I miss something?
2. Does a shielded ground wire create any noise problem potential? If the
engine ground straps are in good shape, is there any reason for the #8 ground
from alternator to firewall? Or for any separate ground wire from the
alternator, inasumch as the alternator is bolted to the engine with all metal
bolts (no insulated washers)?
3. Is there any reason to run the A+ wire from the alternator to the VR A+,
I would prefer to run a shorter wire from the VR A+ to the alternator side
of the A+ alternator fuse on the firewall (1 foot of wire on the firewall
instead of 4 feet of wire running beside the hot engine)?
4. Is there a need for wire protection, by shielding or otherwise, since it
runs next to the hot engine from the alternator?
5. Skycrafters sells a high temp "Varglass" sleeving advertised as being
rated to 200 degrees C. Is this an appropriate protection for the wires? I
can't find any information on the internet.
6. What temp rating should I use for the wires running next to the engine?
7. Simply, is the following good practice for a Ford style alt/vr: all
unshielded:
#8 "A+" (alt to big fuse); #18 "F" (alt to VR); #18 VR "S" (VR to power
buss); #18 VR "A+" (VR to alt side of big fuse)?
This seems less complicated than my Cardinal. Thank you. Skip Simpson
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|