Today's Message Index:
----------------------
1. 01:52 AM - Re: Solid State Relay Alert (D Wysong)
2. 06:28 AM - Electrically Driven Fuel Boos Pump ()
3. 07:11 AM - Re: Solid State Relay Alert (Eric M. Jones)
4. 07:26 AM - Re: Electrically Driven Fuel Boost Pump (BobsV35B@aol.com)
5. 08:26 AM - Re: Re: Solid State Relay Alert (Robert L. Nuckolls, III)
6. 08:29 AM - Re: Re: Solid State Relay Alert (Robert L. Nuckolls, III)
7. 08:30 AM - Re: Solid State Relay Alert (marcausman)
8. 10:03 AM - Antenna mounting (Jeff Page)
9. 10:16 AM - Re: Antenna mounting (Ralph E. Capen)
10. 12:44 PM - Firewall/bulkhead connectors (Doug Waddingham)
11. 01:05 PM - Re: Firewall/bulkhead connectors (Ralph E. Capen)
12. 03:12 PM - Question on Z16 in aeroelectric connection (Donald J Smith)
13. 04:29 PM - Re: Question on Z16 in aeroelectric connection (Matt Prather)
14. 08:05 PM - Book not shipped ? (Jeff Page)
15. 08:50 PM - Re: Book not shipped ? (Robert L. Nuckolls, III)
Message 1
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| Subject: | Re: Solid State Relay Alert |
> Point is that this particular product,
> no matter how attractively priced, is
> not ready for top billing in our airplanes.
> I think I gave under $10 for the one in
> the picture. I had hopes. We're getting
> close but not quite there yet.
>
> Bob . . .
The DC SSRs from Crydom (e.g. - D06D series) are the same
"brick" form-factor as the Chinese knock off you picked up
(and admittedly more expensive), but the spec voltage drop
on a D06D60 (60 ADC model) at rated load is 0.6 V vs 1.5 V.
Still 5% on a 12V system, but are we throwing the SSR baby
out with the Chinese bath water here?
Any idea how the heat dissipation requirements for these
critters compare with the tried/true S701-1 contactors
operating at the same load? I know the "can" contactors get
"warm", too, but I'm wondering if we can quantify "warm" in
order to to make an apples-to-apples comparison?
I'm also wondering how we would factor in the "wasted" power
on the S701-1 coil, additional durability of the SSR device,
etc., into our trade study.
Thanks as always for the insight and education, Bob.
D
Message 2
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| Subject: | Electrically Driven Fuel Boos Pump |
10/23/2007
Hello Fellow Listers, There was a recent thread on the list regarding
electrically driven fuel boost pumps and the fact that some aircraft and
engine configurations required that the electrically driven fuel boost pump
be OFF for takeoff and landing while the engine driven fuel pump is
operating normally.
I would appreciate it if someone familiar with the Beechcraft A36 airplane
would review the below accident initial report and let us know if the A36 is
one of those airplanes that is supposed to have the electrically driven fuel
boost pump OFF for takeoff and landing.
http://www.ntsb.gov/ntsb/brief.asp?ev_id 071022X01627&key=1
Thank you.
'OC' Says: "The best investment we can make is the effort to gather and
understand knowledge."
Message 3
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| Subject: | Re: Solid State Relay Alert |
Bob, et al,
For a couple years I have been selling the 35A "Powerlink Jr." Solid State Relay
on my website.
The device is based on an International Rectifier IRF2804 which has a maximum 10V
Rds(on) of 0.0023 Ohms.
The device has a hold-on current of 200 microamps, weighs 3.1 ounces, and has it's
own heat sink.
http://www.periheliondesign.com/powerlinkjr.htm
--------
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=141295#141295
Attachments:
http://forums.matronics.com//files/powerlink_jr_35a_155.jpg
Message 4
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| Subject: | Re: Electrically Driven Fuel Boost Pump |
Good Morning OC,
Normal procedure would have the auxiliary pump turned off for takeoff.
The fuel control system used on the stock A36 uses engine RPM as one of the
determinants of fuel flow. If the auxiliary pump is used, it sends out the
maximum amount of fuel possible regardless of the engine RPM. Consequently, if
the pump is used on the ground at low RPM, the engine will flood and may quit.
However, at very high power settings, the fuel flow may increase slightly
with the auxiliary pump turned on or it may not affect engine operations at
all.
Whether it does or not is dependent on just which engine is installed and
how strongly the auxiliary pump pumps.
Normal procedure is to have the pump off unless the fuel flow is low or
unsteady. If either of those events occur, the auxiliary pump should be turned
on. That could cause a rough running engine, but that rarely happens. Generally
speaking, if the engine pump is operating normally during full power
operation and the auxiliary pump is turned on there will be a small power loss
from
the overly rich mixture. The manual suggests that the engine be manually
leaned if that does happen.
If the throttle is retarded while the auxiliary pump and the engine pump are
both operative, a serious power loss could occur.
In any case, it is highly unlikely that the auxiliary fuel pump played any
part in this accident.
Stranger things have happened though!
Any help at all?
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 10/23/2007 8:30:18 A.M. Central Daylight Time,
bakerocb@cox.net writes:
I would appreciate it if someone familiar with the Beechcraft A36 airplane
would review the below accident initial report and let us know if the A36 is
one of those airplanes that is supposed to have the electrically driven fuel
boost pump OFF for takeoff and landing.
http://www.ntsb.gov/ntsb/brief.asp?ev_id 071022X01627&key=1
Thank you.
Message 5
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| Subject: | Re: Solid State Relay Alert |
At 03:55 AM 10/23/2007 -0500, you wrote:
>
> > Point is that this particular product,
> > no matter how attractively priced, is
> > not ready for top billing in our airplanes.
> > I think I gave under $10 for the one in
> > the picture. I had hopes. We're getting
> > close but not quite there yet.
> >
> > Bob . . .
>
>The DC SSRs from Crydom (e.g. - D06D series) are the same "brick"
>form-factor as the Chinese knock off you picked up (and admittedly more
>expensive), but the spec voltage drop on a D06D60 (60 ADC model) at rated
>load is 0.6 V vs 1.5 V. Still 5% on a 12V system, but are we throwing the
>SSR baby out with the Chinese bath water here?
Don't see how . . .
>Any idea how the heat dissipation requirements for these critters compare
>with the tried/true S701-1 contactors operating at the same load? I know
>the "can" contactors get "warm", too, but I'm wondering if we can quantify
>"warm" in order to to make an apples-to-apples comparison?
The S701 is suited for carrying 200+ amps for cracking . . . it's
also a bi-directional switch. You can both charge and discharge the
battery through its metallic contacts.
Coil power dissipated is on the order of 10W . . . but VOLTAGE
DROP across closed contacts is on the order of 100 mV.
>I'm also wondering how we would factor in the "wasted" power on the S701-1
>coil, additional durability of the SSR device, etc., into our trade study.
It isn't just a "wasted power" consideration; we also
have voltage drop across closed contacts. After sizing system
components in a pitot heater circuit to keep wiring and
control losses below 5%, the simple act of replacing
a pitot heat SWITCH with a SS relay suddenly boosts
voltage drops to over 10%.
In the case of the S701, there are no components internal
to the product that become at-risk due to temperature
rise. In a SS relay, you have a semiconductor device that
must be held below certain temperature levels (generally
150C) to avoid killing the device. This is where we become
concerned for efficient conduction of heat into surrounding
environs.
Not necessarily a terrible thing if that meets your
personal design goals . . . but it's not something
I would recommend. I've had a number of inquiries
from readers about the various new kids on the block
and the devices I evaluated were certainly priced right
but short of my design goals.
>Thanks as always for the insight and education, Bob.
My pleasure sir.
Bob . . .
----------------------------------------
( "Problems are the price of progress. )
( Don't bring me anything but trouble. )
( Good news weakens me." )
( -Charles F. Kettering- )
----------------------------------------
Message 6
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| Subject: | Re: Solid State Relay Alert |
At 07:10 AM 10/23/2007 -0700, you wrote:
>
>Bob, et al,
>
>For a couple years I have been selling the 35A "Powerlink Jr." Solid State
>Relay on my website.
>
>The device is based on an International Rectifier IRF2804 which has a
>maximum 10V Rds(on) of 0.0023 Ohms.
>
>The device has a hold-on current of 200 microamps, weighs 3.1 ounces, and
>has it's own heat sink.
Understand . . . and at the present time, you're
the only kid on the block who has addressed the
voltage drop design goals. But there's a dust
cloud rising over the hill and one or more of
those riders is carrying the next great thing
in solid state relays.
Bob . . .
Message 7
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| Subject: | Re: Solid State Relay Alert |
Or if you want to take a look at a whole SYSTEM that uses solid-state switching technology, look here: www.verticalpower.com
We do work with conventional contactors for the high current loads, though. When
very high-current solid-state relays become practical, I'm sure they will be
controllable in the same manner as the current contactors.
--------
Marc Ausman
http://www.verticalpower.com
RV-7 IO-390 Flying
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=141305#141305
Message 8
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| Subject: | Antenna mounting |
I am planning on mounting a NAV/COM antenna on each wing.
I expect I should put a doubler under the skin and I should drill
whatever holes are necessary prior to rivetting on the skins.
I know nothing about the mounting characteristics of these antennas :-(
Do they all need the same size hole ?
Or do I need to select an antenna now and tailor the installation for it ?
Recommendations for use with a Garmin SL30 ?
Thanks,
Jeff Page
Dream Aircraft Tundra #10
PS. Thanks for the Wire Masters recommendation. Deb Allen was very
helpful and prompt. They had everything I needed to wire my entire
plane at very attractive pricing.
Message 9
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| Subject: | Re: Antenna mounting |
My NAV antenna is on the top of my VS...COMMs are 1) under copilot 2) windshield
copper foil.
The Comm under the copilot has a doubler, the Nav on the VS has a hat section and
a doubler (to put it nicely under the fiberglass cap.
Ralph Capen RV6AQB (early tail) N822AR @ N06 finishing forever....
-----Original Message-----
>From: Jeff Page <jpx@qenesis.com>
>Sent: Oct 23, 2007 12:59 PM
>To: aeroelectric-list@matronics.com
>Subject: AeroElectric-List: Antenna mounting
>
>
>I am planning on mounting a NAV/COM antenna on each wing.
>I expect I should put a doubler under the skin and I should drill
>whatever holes are necessary prior to rivetting on the skins.
>
>I know nothing about the mounting characteristics of these antennas :-(
>Do they all need the same size hole ?
>Or do I need to select an antenna now and tailor the installation for it ?
>
>Recommendations for use with a Garmin SL30 ?
>
>Thanks,
>Jeff Page
>Dream Aircraft Tundra #10
>
>PS. Thanks for the Wire Masters recommendation. Deb Allen was very
>helpful and prompt. They had everything I needed to wire my entire
>plane at very attractive pricing.
>
>
Message 10
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| Subject: | Firewall/bulkhead connectors |
I am doing the firewall forward connections on my Lancair 360. I want
an easy "cannon plug" style firewall connector for all the wiring that
goes from the engine to the engine monitor (about 15 wires) and another
connector for anything and everything else that has to pass through the
firewall. Digikey has an amazing number of choices. If anyone has
already done this and has a part number of what you used for the
connector would you mind passing it along? I have spent hours looking
through the catalog and I'm still not sure what the best connector for
this application is.
Thanks
Doug
Doug Waddingham
Centennial, CO
Message 11
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| Subject: | Re: Firewall/bulkhead connectors |
I have three of these on my firewall.
One two-pin for a battery hawk.
The other two are larger and allow me to disconnect the engine from the firewall
with a single connector - the other of the two is for the manifold of sensors.
I did not put a firewall disconnect for my thermocouples.
I used quarter turn bayonet style - and have already reaped the benefits of my
decision.
I have the part numbers at the hangar - I'll try to dig up some pictures too.
Don't remember if I got them from Digi-key or Allied - but it doesn't matter...both
vendors carry the line.
Ralph Capen
-----Original Message-----
>From: Doug Waddingham <lancairav8r@gmail.com>
>Sent: Oct 23, 2007 3:42 PM
>To: aeroelectric-list@matronics.com
>Subject: AeroElectric-List: Firewall/bulkhead connectors
>
>
>I am doing the firewall forward connections on my Lancair 360. I want
>an easy "cannon plug" style firewall connector for all the wiring that
>goes from the engine to the engine monitor (about 15 wires) and another
>connector for anything and everything else that has to pass through the
>firewall. Digikey has an amazing number of choices. If anyone has
>already done this and has a part number of what you used for the
>connector would you mind passing it along? I have spent hours looking
>through the catalog and I'm still not sure what the best connector for
>this application is.
>
>Thanks
>
>Doug
>
>Doug Waddingham
>Centennial, CO
>
>
Message 12
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| Subject: | Question on Z16 in aeroelectric connection |
Can anyone explain how the alternator output is stopped or disconnected when
the Alternator OV Disconnect Relay breaks the Voltage Regulator Yel wire? I
do not undersatnd how this works when C B and R are still connected. An
explanation as to how this regulator works would be useful.
Regards
Donald J Smith
Message 13
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| Subject: | Re: Question on Z16 in aeroelectric connection |
Disconnecting the alternator doesn't stop it's output, sort of. The
primary goal of the relay is to keep a misbehaving alternator from
damaging other things that are connected to the system, like avionics, and
the battery.
Disconnecting the alternator from the bus will mostly drive its output
current to zero (and hence power/wattage), though the output voltage may
go up quite a bit - 80v (unregulated/failed regulator) - on a wound field
unit I think, or become quite unstable/noisy (who cares) - it's not
connected to anything.
Regards,
Matt-
> <donaldjsmith@ukonline.co.uk>
>
> Can anyone explain how the alternator output is stopped or disconnected
> when
> the Alternator OV Disconnect Relay breaks the Voltage Regulator Yel wire?
> I
> do not undersatnd how this works when C B and R are still connected. An
> explanation as to how this regulator works would be useful.
>
> Regards
>
> Donald J Smith
>
>
Message 14
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| Subject: | Book not shipped ? |
Bob,
I placed an order for the AeroElectric Connection on Oct 2nd and
received an e-mail acknowledgement.
However, no charge has gone through on my credit card as of Oct 23rd.
On Oct 18th I filled in the e-mail contact form requesting you follow
up on my order, but I have received no response. So I am resorting to
posting to this list. Please contact me at jpx@Qenesis.com
Thanks !
Jeff Page
Dream Aircraft Tundra #10
do not archive
Message 15
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| Subject: | Re: Book not shipped ? |
At 11:03 PM 10/23/2007 -0400, you wrote:
>
>Bob,
>
>I placed an order for the AeroElectric Connection on Oct 2nd and
>received an e-mail acknowledgement.
>However, no charge has gone through on my credit card as of Oct 23rd.
>On Oct 18th I filled in the e-mail contact form requesting you follow
>up on my order, but I have received no response. So I am resorting to
>posting to this list. Please contact me at jpx@Qenesis.com
>
>Thanks !
>
>Jeff Page
We've been trying to herd quite
a few cats and letting the orders stack
up to batches of 15 or 20 books before
we sit down to process them. Your order
was processed a few minutes ago and the
book will go into tomorrow's mail.
Bob . . .
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