Today's Message Index:
----------------------
1. 06:56 AM - battery bus (Matt Jurotich)
2. 07:37 AM - Re: battery bus (Robert L. Nuckolls, III)
3. 10:49 AM - P-mags (Terry Watson)
4. 11:09 AM - Full Auto (Sam Marlow)
5. 11:34 AM - Re: Full Auto (BobsV35B@aol.com)
6. 11:54 AM - Re: P-mags (John W. Cox)
7. 12:04 PM - Re: P-mags (Harley)
8. 12:27 PM - Re: P-mags (Hinde, Frank George (Corvallis))
9. 12:52 PM - Re: Pulse width modulation on linear actuators (Bill and Marsha)
10. 12:55 PM - Re: Full Auto (Robert L. Nuckolls, III)
11. 05:44 PM - Re: P-mags (HCRV6@comcast.net)
12. 06:35 PM - Re: P-mags (John W. Cox)
13. 06:54 PM - Re: Trim Motor Rant (bob noffs)
14. 08:50 PM - Stripping Longer Piece of Shielded/Twisted Pair Wire (r falstad)
15. 11:06 PM - Re: Strobes (Speedy11@aol.com)
Message 1
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I have put a blade type fuse holder connected to the battery and 14
gauge wire from there to an always hot lighter socket and a short
wire from there to the endurance bus switch. Is there a slow blow 20
amp fuse for automotive blade type fuses or a circuit breaker that
would work. Is my endurance bus at significant risk and if so would
a fusible link be better? I figure e bus loads at about 5 amps.
Thanks in advance
Matthew M. Jurotich
e-mail mail to: <mjurotich@hst.nasa.gov>
phone : 301-286-5919
Message 2
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At 09:55 AM 2/20/2007 -0500, you wrote:
><mjurotich@hst.nasa.gov>
>
>I have put a blade type fuse holder connected to the battery and 14 gauge
>wire from there to an always hot lighter socket and a short wire from
>there to the endurance bus switch. Is there a slow blow 20 amp fuse for
>automotive blade type fuses or a circuit breaker that would work. Is my
>endurance bus at significant risk and if so would a fusible link be
>better? I figure e bus loads at about 5 amps.
I presume the fuse holder is right next to the battery contactor.
Suggest you use a separate fuse (5A) off the battery bus to drive the
"lighter socket". Use another fuse to supply always hot wire to
the alternate feed switch. 10A fuse is fine for a 5A bus.
Bob . . .
----------------------------------------
( IF one aspires to be "world class", )
( what ever you do must be exercised )
( EVERY day . . . )
( R. L. Nuckolls III )
----------------------------------------
Message 3
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This is an excerpt from a message to the Matronics Engines list this
morning, posted by Mike Larkin:
" As for the P-mag, I recovered an RV-7 from a highway two weekends ago
when Both P-mags failed. Guess what, the electrical system worked
perfectly......"
Since E-mags and P-mags have been a subject on this list, I thought I would
pass it on. Does anyone know the story?
Terry
Message 4
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I know I read it somewhere on the web, a fully auto Stby Alt system. All
you have to do is reduce loads until the light goes out, and continue
uninterrupted until your planned stop fuel stop. Anyone remember reading
something like that? I'm ready for that step in my RV10, and don't want
to continue with a overly complicated system. KISS is my aim!
Sam Marlow
Wiring RV10
Message 5
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Good Afternoon Sam,
That is the way the certified B&C Standby Alternator in My V35B Bonanza
works. I love it!
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Air Park LL22
Downers Grove, IL 60516
630 985-8503
In a message dated 2/20/2007 1:10:34 P.M. Central Standard Time,
sam@fr8dog.net writes:
I know I read it somewhere on the web, a fully auto Stby Alt system. All
you have to do is reduce loads until the light goes out, and continue
uninterrupted until your planned stop fuel stop. Anyone remember reading
something like that? I'm ready for that step in my RV10, and don't want
to continue with a overly complicated system. KISS is my aim!
Sam Marlow
Wiring RV10
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Message 6
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I was not aware the four cylinder P mag was yet available for Prime
Time. Could this have been dual E mags?
John Cox
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Terry
Watson
Sent: Tuesday, February 20, 2007 10:47 AM
Subject: AeroElectric-List: P-mags
<terry@tcwatson.com>
This is an excerpt from a message to the Matronics Engines list this
morning, posted by Mike Larkin:
" As for the P-mag, I recovered an RV-7 from a highway two weekends ago
when Both P-mags failed. Guess what, the electrical system worked
perfectly......"
Since E-mags and P-mags have been a subject on this list, I thought I
would
pass it on. Does anyone know the story?
Terry
Message 7
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John...
The four cylinder P-Mag has been available right from the start...I've
ordered one (now have two) in September of 2004.
The six cylinder version is still waiting release.
www.emagair.com/FAQ.htm
Harley Dixon
------------------------------------------------------------------------
John W. Cox wrote:
>
> I was not aware the four cylinder P mag was yet available for Prime
> Time. Could this have been dual E mags?
>
> John Cox
>
>
> -----Original Message-----
> From: owner-aeroelectric-list-server@matronics.com
> [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Terry
> Watson
> Sent: Tuesday, February 20, 2007 10:47 AM
> To: aeroelectric-list@matronics.com
> Subject: AeroElectric-List: P-mags
>
> <terry@tcwatson.com>
>
>
> This is an excerpt from a message to the Matronics Engines list this
> morning, posted by Mike Larkin:
>
> " As for the P-mag, I recovered an RV-7 from a highway two weekends ago
> when Both P-mags failed. Guess what, the electrical system worked
> perfectly......"
>
> Since E-mags and P-mags have been a subject on this list, I thought I
> would
> pass it on. Does anyone know the story?
>
> Terry
>
>
>
Message 8
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Nope Dual P mags. They did NOT fail. I believe ONE of them went to very
advanced timing. It has the effect of fouling up the timing completely
because once the charge has been lit the second spark doesn't do
anything.
There is a long discussion on the Vansairforce website about it.
Frank
RV-7a
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of John
W. Cox
Sent: Tuesday, February 20, 2007 11:54 AM
Subject: RE: AeroElectric-List: P-mags
--> <johnwcox@pacificnw.com>
I was not aware the four cylinder P mag was yet available for Prime
Time. Could this have been dual E mags?
John Cox
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Terry
Watson
Sent: Tuesday, February 20, 2007 10:47 AM
Subject: AeroElectric-List: P-mags
<terry@tcwatson.com>
This is an excerpt from a message to the Matronics Engines list this
morning, posted by Mike Larkin:
" As for the P-mag, I recovered an RV-7 from a highway two weekends ago
when Both P-mags failed. Guess what, the electrical system worked
perfectly......"
Since E-mags and P-mags have been a subject on this list, I thought I
would pass it on. Does anyone know the story?
Terry
Message 9
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| Subject: | Re: Pulse width modulation on linear actuators |
Bob I also am in need of a speed controller to slow down a linear
actuator that I intend to use for my manually in-flight adjustable prop. I
have a Werner Electric actuator rated at 1.3a no load and 5.9a full load
(75 lbs) Full load speed .6 in. sec. no-load speed. 1 in sec.I should need
only about 25 lbs force. My question is, If I use your Dimmer ckt, as shown
in the earlier attached PDF link, What are the component values that should
be used to build it. And can I expect app 1/3 force at 1/3 speed?
Bill
S.
----- Original Message -----
From: "Robert L. Nuckolls, III" <nuckollsr@cox.net>
Sent: Friday, February 16, 2007 1:38 AM
Subject: Re: AeroElectric-List: Pulse width modulation on linear actuators
> <nuckollsr@cox.net>
>
> At 09:55 PM 2/15/2007 -0800, you wrote:
>
>><tim2542@sbcglobal.net>
>>
>>Can any one tell if the duty cycle on a PWM will equate at least roughly
>>with motor speed? ie will a 20% duty cycle slow the motor down to
>>approximately %20 or does it not work that way? I have a linear actuator
>>for
>>pitch trim that that travels 2"/sec, I need about .5"/sec.
>
>
> Probably. PM motors have field fields which makes
> RPM proportional to applied voltage. The RMS (power)
> available from any source is also proportional
> to duty cycle for a non-continuous flow. In any
> case, I presume you're going to make the duty cycle
> adjustable so whether it takes 25% duty cycle
> or 27% duty cycle to achieve exactly the speed you
> want is irrelevant.
>
> You can also use linear techniques. An adjustable
> but regulated voltage source not unlike the dimmers
> described in . . .
>
> http://www.aeroelectric.com/articles//DimmerFabrication.pdf
>
> . . . may be considered also. How much current does
> your motor draw at full speed?
>
> Bob . . .
>
> ----------------------------------------
> ( IF one aspires to be "world class", )
> ( what ever you do must be exercised )
> ( EVERY day . . . )
> ( R. L. Nuckolls III )
> ----------------------------------------
>
>
>
Message 10
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At 02:07 PM 2/20/2007 -0500, you wrote:
>
>I know I read it somewhere on the web, a fully auto Stby Alt system. All
>you have to do is reduce loads until the light goes out, and continue
>uninterrupted until your planned stop fuel stop. Anyone remember reading
>something like that? I'm ready for that step in my RV10, and don't want to
>continue with a overly complicated system. KISS is my aim!
It's the B&C SD-20 with details at
http://bandc.biz
and you can check out Figure Z-12 at
http://aeroelectric.com/articles/Rev11/AppZ_R11J.pdf
for a suggested architecture to go with it.
Bob . . .
----------------------------------------
( IF one aspires to be "world class", )
( what ever you do must be exercised )
( EVERY day . . . )
( R. L. Nuckolls III )
----------------------------------------
Message 11
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Frank,
Help me out here, if that isn't a "failure", just what would you call it? In my
book, any mechanical screw up that causes an unplanned landing sure fits the
definition of a failure.
--
Harry Crosby
RV-6 N16CX, 312 hours
-------------- Original message ----------------------
From: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com>
> <frank.hinde@hp.com>
>
> Nope Dual P mags. They did NOT fail. I believe ONE of them went to very
> advanced timing. It has the effect of fouling up the timing completely
> because once the charge has been lit the second spark doesn't do
> anything.
>
> There is a long discussion on the Vansairforce website about it.
>
> Frank
> RV-7a
>
> -----Original Message-----
> From: owner-aeroelectric-list-server@matronics.com
> [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of John
> W. Cox
> Sent: Tuesday, February 20, 2007 11:54 AM
> To: aeroelectric-list@matronics.com
> Subject: RE: AeroElectric-List: P-mags
>
> --> <johnwcox@pacificnw.com>
>
> I was not aware the four cylinder P mag was yet available for Prime
> Time. Could this have been dual E mags?
>
> John Cox
>
>
>
> -----Original Message-----
> From: owner-aeroelectric-list-server@matronics.com
> [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Terry
> Watson
> Sent: Tuesday, February 20, 2007 10:47 AM
> To: aeroelectric-list@matronics.com
> Subject: AeroElectric-List: P-mags
>
> <terry@tcwatson.com>
>
>
> This is an excerpt from a message to the Matronics Engines list this
> morning, posted by Mike Larkin:
>
> " As for the P-mag, I recovered an RV-7 from a highway two weekends ago
> when Both P-mags failed. Guess what, the electrical system worked
> perfectly......"
>
> Since E-mags and P-mags have been a subject on this list, I thought I
> would pass it on. Does anyone know the story?
>
> Terry
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
Message 12
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I guess my attempt at tact by saying not yet available for Prime Time
was misleading. So... the P mag is ready for Prime Time and does out
perform an archaic magneto.
John Cox
#40600
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
HCRV6@comcast.net
Sent: Tuesday, February 20, 2007 5:43 PM
Subject: RE: AeroElectric-List: P-mags
Frank,
Help me out here, if that isn't a "failure", just what would you call
it? In my book, any mechanical screw up that causes an unplanned
landing sure fits the definition of a failure.
--
Harry Crosby
RV-6 N16CX, 312 hours
-------------- Original message ----------------------
From: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com>
(Corvallis)"
> <frank.hinde@hp.com>
>
> Nope Dual P mags. They did NOT fail. I believe ONE of them went to
very
> advanced timing. It has the effect of fouling up the timing completely
> because once the charge has been lit the second spark doesn't do
> anything.
>
> There is a long discussion on the Vansairforce website about it.
>
> Frank
> RV-7a
>
> -----Original Message-----
> From: owner-aeroelectric-list-server@matronics.com
> [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
John
> W. Cox
> Sent: Tuesday, February 20, 2007 11:54 AM
> To: aeroelectric-list@matronics.com
> Subject: RE: AeroElectric-List: P-mags
>
> --> <johnwcox@pacificnw.com>
>
> I was not aware the four cylinder P mag was yet available for Prime
> Time. Could this have been dual E mags?
>
> John Cox
>
>
>
> -----Original Message-----
> From: owner-aeroelectric-list-server@matronics.com
> [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
Terry
> Watson
> Sent: Tuesday, February 20, 2007 10:47 AM
> To: aeroelectric-list@matronics.com
> Subject: AeroElectric-List: P-mags
>
> <terry@tcwatson.com>
>
>
> This is an excerpt from a message to the Matronics Engines list this
> morning, posted by Mike Larkin:
>
> " As for the P-mag, I recovered an RV-7 from a highway two weekends
ago
> when Both P-mags failed. Guess what, the electrical system worked
> perfectly......"
>
> Since E-mags and P-mags have been a subject on this list, I thought I
> would pass it on. Does anyone know the story?
>
> Terry
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
Message 13
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| Subject: | Re: Trim Motor Rant |
paul, small world, i spent monday. i wired the led and the switch into 9
pin d sub connectors. now at least they can be removed from the panel
without cutting those teeny weeny wires!
bob noffs
----- Original Message -----
From: Valovich, Paul
To: aeroelectric-list@matronics.com
Sent: Monday, February 19, 2007 9:37 AM
Subject: AeroElectric-List: Trim Motor Rant
I spent Sunday wiring the Ray Allen elevator trim motor on my -8A.
Can anyone explain the logic of why this otherwise fine product has
micro wires hanging off it instead of AWG 22's?
What a PITA to work with.
Paul Valovich
Message 14
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| Subject: | Stripping Longer Piece of Shielded/Twisted Pair Wire |
I have a few electrical cables (e.g., from nav lights) to my panel that
are shielded/twisted pairs. One of the wires goes to the panel switch
and the other goes to the ground block on the firewall. Is there any
easy way to strip of 2' to 3' of the outer cable jacket so I can reach
both the switch and the ground block without splicing in a piece of wire
to run to the ground block?
Bob
Message 15
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Ferg,
Nicely said.
Stan Sutterfield
Do not archive
I read your latest paragraph regarding lighting and noted that's
it's all "I" and no "we". Manoeuvring around an airfield, particularly a
busy one, is very much a community thing, not a solitary event.
While you are not bothered by another's strobes on the tarmac, many
others are, me included.
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