Today's Message Index:
----------------------
1. 05:04 AM - Re: Z-12 and Z-13/20 features questions (Jeff Page)
2. 06:12 AM - Re: Homebuilt Regulations (Mike)
3. 06:42 AM - Re: Recommendation against buying B & C fuse holders (Robert L. Nuckolls, III)
4. 06:50 AM - Re: Re: Z-12 and Z-13/20 features questions (Robert L. Nuckolls, III)
5. 10:17 AM - Re: Off to Columbus (panhandler1956)
6. 03:05 PM - ANL 60 (Kevin Boddicker)
7. 09:56 PM - Re: ANL 60 (Robert L. Nuckolls, III)
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: | Re: Z-12 and Z-13/20 features questions |
> From: "Robert L. Nuckolls, III" <nuckolls.bob@cox.net>
> Subject: Re: AeroElectric-List: Re: Z-12 and Z-13/20 features questions
> The architecture is clumsy. It will "function as advertised"
> but it's not a design I'm proud of and it tends to encourage
> folks to "overkill" on their engine driven power sources
> at the expense of $time$ and weight.
Bob,
I believe these comments refer specifically to Z13/20, but not Z13/8 ?
Jeff Page
Dream Aircraft Tundra #10
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: | Homebuilt Regulations |
With respect to the certification of small general aviation aircraft:
The first thing you must take into account is the concept at work: The
government is looking to create an aircraft that can be safely flown by
someone who holds no other knowledge then basics to operate the product
period. Therefore any product that has ANY interpretive method of use
will not certify.
Mike
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
bakerocb@cox.net
Sent: Monday, December 03, 2007 6:10 AM
Subject: AeroElectric-List: Homebuilt Regulations
12/3/2007
Hello Fellow Listers, I thought that this letter on AVWEB may be of
interest.
'OC' Says: "The best investment we can make is the effort to gather and
understand knowledge."
------------------------------------------------------
Homebuilt Regulations
Your question this week about homebuilt regulations compels a more
detailed
response (QOTW, Nov. 29).
The regulation and certification of small aircraft in the U.S. is
seriously
flawed and in some ways actually reduces safety. Burt Rutan with
SpaceShipOne showed the direction we need to go. In Burt's case, an
incentive in the form of a prize was offered to trigger innovative minds
to
come up with new solutions. It has been true for years that many people
in
the homebuilt community are motivated to participate not because they
want
to build an airplane but because they are not able to acquire the
cutting-edge technology they want in an airplane elsewhere.
The high regulatory barriers to certification of aircraft and
aviation-related products produces new aircraft and products that cost
great
sums of money or the products are not available at all. Safety is
reduced
because new technology cannot be introduced promptly and at an
appropriate
cost. All the new certified diesel engines for aircraft are now produced
outside the U.S. If new regulation to expand the homebuilt options is
possible, it is a good place to start. But it is only a start.
I recently had overhauled two Slick mags for my Cessna 140. My kids are
getting their licenses in this aircraft. In one mag the coil went bad at
700
hours since new. To overhaul and replace both coils cost $1000. It will
last
another 700 hours! Because of regulation, no market forces exist forcing
the
manufacture to improve this product or permit competing products. New
technology has existed for 75 years and exists in the homebuilt area but
is
not permitted in my aircraft. Clearly the safety of my aircraft is
reduced
because of the limited reliability of the available products.
Any reduced regulation that permits new technology to be introduced
faster
and with more freedom in new and existing products is welcome and
needed.
The market will demand and produce innovation that increases safety and
performance far in excess of what regulation will produce.
In Rutan's case the prize was needed. Here the market forces exist; the
only
thing needed is for the regulators to get out of the way!
Joe Halsmer
10/2/2007 11:10 AM
10/2/2007 11:10 AM
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: Recommendation against buying B & C fuse holders |
At 09:02 AM 12/3/2007 -0500, you wrote:
>I normally try to avoid using inline fuse holders as bad memories come
>back to me from crawling under my 70's something car trying to patch one
>more stupid engineering trick.
>
>When I came across the IFH-2 on the B & C site for $3.00 I thought I'd
>give them another try. Well, they suck too. They are nothing more that two
>fast on connectors set in an injection mold. Not that this is bad in
>itself (they could have used a real buss base instead), but they aren't
>even set strait. Both of those I bought have base connectors which sit at
>least 20 off of center one way or the other.
>
>The reason I bought these was for testing not installation. So, after
>wrestling the first fuse into the socket, I then wanted to test using
>another fuse. While trying gently pulling out the first fuse to change it,
>the tab on my fuse broke and it was a b&(*( to pull it out.
>
>Bottom line - like a lot of this stuff, take a look down the street before
>jumping at the avionics wizards. Except for tefzel wire which they don't
>carry (they can probably order) I found a lot of this stuff at my local
>NAPA store. NAPA fuse holders, while slightly more $ are twice the quality
>and you don't need a lineman's pliers to get the broken fuse tabs out.
>
>NAPA also carries a premium line of fast on connectors which are well
>priced. Don't buy the cheapo blue/yellow jacket ones, but the red ones are
>very good. And they don't charge shipping.
>
>The other thing I am learning is that there is no rocket science involved
>here. Use the right wire, the right amperage and make pretty connections.
>Leave the fancy internals up to Garmin.
Thanks for the feedback here. I'm wondering where
they're getting their inline holders these days. I
think I was using Bussmann when that inventory was
shipped up to B&C some years ago but it's problematic
as to where they might come from today.
I'll do a little research and see if I can identify
another source with more consistent quality.
Bob . . .
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: Z-12 and Z-13/20 features questions |
At 07:58 AM 12/5/2007 -0500, you wrote:
>
>>From: "Robert L. Nuckolls, III" <nuckolls.bob@cox.net>
>>Subject: Re: AeroElectric-List: Re: Z-12 and Z-13/20 features questions
>> The architecture is clumsy. It will "function as advertised"
>> but it's not a design I'm proud of and it tends to encourage
>> folks to "overkill" on their engine driven power sources
>> at the expense of $time$ and weight.
>
>Bob,
>I believe these comments refer specifically to Z13/20, but not Z13/8 ?
>Jeff Page
>Dream Aircraft Tundra #10
Absolutely. If I were building an airplane today,
13/8 would be my architecture of choice. It's
my considered opinion that 13/8 offers the
simplest, lightest and lowest cost approach to
system reliability.
I think 13/20 germinated the morning after
the night before and too many beers . . .
or maybe it was those halbanero peppers . . .
Bob . . .
----------------------------------------)
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
----------------------------------------
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: Off to Columbus |
Cool - thanks Bob!
--------
Brent O.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=150604#150604
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 |
|
Bob,
I have burned two ANL 60 series limiters in six months. I have no
idea why.
The circumstances were the same both times though. I had just put my
engine back on the plane after some maintenance. After start up I
excite the field. This has been my method to check that the
alternator is working. Both times the LV light has remained on. With
no indication of charging. I thought my battery might have been low,
but putting on the charger this morning indicated not. Not a huge
deal, but at $20 a copy it is getting old.
Any suggestions?
Using a 55 amp DN IR alt. with crowbar OV.
Kevin Boddicker
Tri Q 200 N7868B 79.6 hours
Luana, IA.
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 |
|
At 05:05 PM 12/5/2007 -0600, you wrote:
>Bob,
>I have burned two ANL 60 series limiters in six months. I have no idea why.
>The circumstances were the same both times though. I had just put my
>engine back on the plane after some maintenance. After start up I excite
>the field. This has been my method to check that the alternator is
>working. Both times the LV light has remained on. With no indication of
>charging. I thought my battery might have been low, but putting on the
>charger this morning indicated not. Not a huge deal, but at $20 a copy it
>is getting old.
>Any suggestions?
>Using a 55 amp DN IR alt. with crowbar OV.
If you have 70+ hours on the airplane, do I presume
correctly that the system HAS functioned most of
the time without blowing the limiter?
Normally, there's but two things that will open
this limiter. (1) hard fault on the alternator
side of the limiter. I.e. shorted diodes in
alternator or shorted wiring between alternator
and b-lead terminal or (2) battery in backwards.
or external battery connected to system is
jumper cabled in backwards.
If you have an internally regulated alternator
do I also presume correctly that you're using
Z-24 with b-lead contactor as the ov disconnect
scheme?
Bob . . .
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! --
|