Today's Message Index:
----------------------
1. 04:35 AM - SllckStart Troubleshooting ()
2. 07:26 AM - Re: Bridge Diodes use (Eric M. Jones)
3. 07:30 AM - Pseudo-science run amok . . . (Robert L. Nuckolls, III)
4. 09:01 AM - Re: Pseudo-science run amok . . . (RV Builder (Michael Sausen))
5. 11:14 AM - Re: Pseudo-science run amok . . . (Eric M. Jones)
6. 11:15 AM - Re: Re: Bridge Diodes use (Robert L. Nuckolls, III)
7. 11:51 AM - Re: Re: Pseudo-science run amok . . . (Robert L. Nuckolls, III)
8. 12:06 PM - Re: Re: Pseudo-science run amok . . . (RV Builder (Michael Sausen))
9. 12:07 PM - Re: Re: Pseudo-science run amok . . . (Hinde, Frank George (Corvallis))
10. 12:47 PM - Re: Re: Pseudo-science run amok . . . (Ernest Christley)
11. 01:03 PM - Re: Re: Pseudo-science run amok . . . (Chuck Jensen)
12. 01:36 PM - Re: Re: Pseudo-science run amok . . . (Bill Boyd)
13. 02:24 PM - Re: Pseudo-science run amok . . . (Eric M. Jones)
14. 04:08 PM - Wire Labeling Question (Dave VanLanen)
15. 04:23 PM - Re: Wire Labeling Question (Don Vs)
16. 06:56 PM - CD ROM Question (Dave VanLanen)
Message 1
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Subject: | SllckStart Troubleshooting |
6/5/2008
Hello Dave, Thanks for your very interesting input. I operate a SlickStart
unit on a TCM IO-240 B9B engine and am very interested in anything related
to the system.
A semantic quibble. You wrote: "That does make sense, because one of the
first things I did was to check the mag timing, and I found it had advanced
about 10 degrees, to about 15 BTC on the main points and about 10 past TC on
the retard points."
Don't your numbers mean that the timing had retarded (further) to those
figures rather than advanced?
In the normal condition for a running engine the spark happens some 20 plus
degrees before piston top dead center so any spark happening later in time
than normal is considered retarded.
'OC' Says: "The best investment we can make is the effort to gather and
understand knowledge."
-------------------------------------------------
Time: 09:56:13 PM PST US
From: "Dave Saylor" <Dave@AirCraftersLLC.com>
Subject: AeroElectric-List: SlilckStart Troubleshooting
If your SlickStart doesn't seem to be starting so slick, read on.
Our RV-10 developed a starting problem in that in suddenly becare VERY
difficult to start. For 130 hours it had been starting quite nicely, but
the last time I tired, I just had to give up.
N921AC has two slick mags, one with retard points on the left, and a
SlickStart solid state starting module, essentially a newer version of the
Shower of Sparks system.
I went through all the normal troubleshooting and figured the problem must
be the SlickStart module. I wasn't getting any spark at the plug with the
SlickStart powered up and the retard points in firing position. I called
Unison just to make sure I was checking the right things, and they confirmed
it had to be the SlickStart. So I changed it.
No help. I checked as many things as I could think of: timing, p-leads,
harness, fuse, grounds.. I knew the points were opening because my timing
box was indicating OK. I knew the mag was basically sound because when we
had managed to get it started (I won't go into how...), it ran fine with a
normal mag drop.
I finally gave up and sent the mag and both SlickStarts (old one and new
one) to LyCon, where I got my engine. They put it on their magneto bench,
and came up with the following explanation. This is somewhat untested, but
it makes sense and all the evidence >>points<< to it. Sorry, I couldn't
resist.
Ken at LyCon explained to me that the capacitor had failed, and in so doing
had caused the frame of the points (both sets, I guess), to get warm enough
to accelerate the wear of the cam follower. So, both points were
technically opening, but just barely enough to trip the timing light. Maybe
.001 or .002 inches instead of .012 or more. That does make sense, because
one of the first things I did was to check the mag timing, and I found it
had advanced about 10 degrees, to about 15 BTC on the main points and about
10 past TC on the retard points. I just reset the timing and went on
troubleshooting. As the cam follower wears, it retards the spark.
Part of the SlickStart troubleshooting says to look for ~300 volts from the
output. If the points were barely opening, I think that 300 volts would be
able to jump the gap and essentially ground through the retard points
instead of exciting the primary coil.
I installed my old mag after LyCon replaced boths sets of points and the
capacitor, and it worked fine.
So the upshot is, if the SlickStart troubleshooting points to a bad module,
it's probably worth physically checking the point gap with a feeler gauge,
instead of just with the timing box before you replace the module.
In retrospect I wish Unison would have suggested that.
Dave Saylor
AirCrafters LLC
140 Aviation Way
Watsonville, CA
831-722-9141
831-750-0284 CL
www.AirCraftersLLC.com
135 hours
Message 2
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Subject: | Re: Bridge Diodes use |
> Note 24. When you have critical loads that you would like
> to accommodate with dual power sources, the 4-diode
> bridge rectifier offers an easy to acquire, easy to mount,
> easy to wire solution. The figure for this note illustrates
> which terminals are used. Figure Z-19 shows one example
> of how the device is used.
> If your critical system draws more than 4 but less than 8
> amps, the diode bridge should be mounted on a metallic
> surface for heat sinking. If the loads are heavier, say 8 amps
> up to the 25 or 30 amp rating of the device, perhaps a finned
> heat sink is called for. Consult the membership of the
> AeroElectric List for guidance in these special cases.
But let's be careful out there. Remember that a 25A Full Wave Bride is made up
of four 12.5 Amp diodes. One must never make the mistake of thinking you can use
it for 25A currents in a power-source-selecting circuit like Z-19. Bigger diodes
are required.
"In times of rapid change, experience could be your worst enemy."
---Jean Paul Getty
--------
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=186362#186362
Message 3
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Subject: | Pseudo-science run amok . . . |
A friend of mine turned me on to what must be a relatively
new phenomenon running through the ranks of the poorly
educated, easily scammed members of society.
Do a Google search on "HHO Gas" and/or "Browns Gas" and
watch what pops up. Do the same search on Ebay and see
how many different products are being offered (and
unfortunately . . . purchased) to individuals believing
that this simple 7th grade science experiment offers
relief from high gas prices.
There's an important law of thermodynamics (2nd I think)
that states that energy is never created, only transformed.
Further, any transformation is never 100% efficient.
So the process of breaking water into it's constituent
gaseous components takes more energy to accomplish than
the energy you will get back by burning those gasses later
(in your car or elsewhere).
Unfortunately for victims of poor schooling (or
inattention in good schools), a great deal of money will
change hands to the benefit of those who sell "hope".
Show this to your families and especially any kids you
know. This has to be a prime example of dishonorable
behaviors that prey on the ignorant in a world-wide
scale! Honorable skepticism is the citizen's most
effective defense from hucksters and cheats.
Bob . . .
----------------------------------------)
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
----------------------------------------
Message 4
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Subject: | Pseudo-science run amok . . . |
Two things about this, don't confuse the scams with an HHO torch which is a real
thing and has nothing to do with increasing mileage or free fuel. Second
you can absolutely get more energy out of water than you put into it. Doesn't
anyone recall the Mr Fusion on the DeLorean time machine? HA!
Do not archive this garbage that has nothing to do with the group subject matter
and anyone in their right mind should know better of.
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Robert L. Nuckolls, III
Sent: Thursday, June 05, 2008 9:26 AM
Subject: AeroElectric-List: Pseudo-science run amok . . .
A friend of mine turned me on to what must be a relatively
new phenomenon running through the ranks of the poorly
educated, easily scammed members of society.
Do a Google search on "HHO Gas" and/or "Browns Gas" and
watch what pops up. Do the same search on Ebay and see
how many different products are being offered (and
unfortunately . . . purchased) to individuals believing
that this simple 7th grade science experiment offers
relief from high gas prices.
There's an important law of thermodynamics (2nd I think)
that states that energy is never created, only transformed.
Further, any transformation is never 100% efficient.
So the process of breaking water into it's constituent
gaseous components takes more energy to accomplish than
the energy you will get back by burning those gasses later
(in your car or elsewhere).
Unfortunately for victims of poor schooling (or
inattention in good schools), a great deal of money will
change hands to the benefit of those who sell "hope".
Show this to your families and especially any kids you
know. This has to be a prime example of dishonorable
behaviors that prey on the ignorant in a world-wide
scale! Honorable skepticism is the citizen's most
effective defense from hucksters and cheats.
Bob . . .
----------------------------------------)
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
----------------------------------------
Message 5
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Subject: | Re: Pseudo-science run amok . . . |
A number of people have asked me about this hydrogen-from-water thing ("hydro-gen"
means "makes water", by the way). I explain to them that water is the burnt
ashes of chemical processes and is at the lowest possible chemical energy stable
state. Just because a fire and its ashes are related doesn't mean the ashes
have any chemical energy left in them. Only by adding lots of energy to the
water can you get anything useful back out. Nothing is going to change this--the
vast oceans stand as mute witness to this fact.
Coincidentally, yesterday a friend of mine told me that diesel truckers used water
injection AND acetylene. The problem with all these ideas is that engines
using various fuel saving, power boosting schemes have far shorter lifetimes.
This doesn't matter to the military but would matter to the public.
(Do Not Archive)
--------
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=186386#186386
Message 6
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Subject: | Re: Bridge Diodes use |
At 07:21 AM 6/5/2008 -0700, you wrote:
>
>
> > Note 24. When you have critical loads that you would like
> > to accommodate with dual power sources, the 4-diode
> > bridge rectifier offers an easy to acquire, easy to mount,
> > easy to wire solution. The figure for this note illustrates
> > which terminals are used. Figure Z-19 shows one example
> > of how the device is used.
> > If your critical system draws more than 4 but less than 8
> > amps, the diode bridge should be mounted on a metallic
> > surface for heat sinking. If the loads are heavier, say 8 amps
> > up to the 25 or 30 amp rating of the device, perhaps a finned
> > heat sink is called for. Consult the membership of the
> > AeroElectric List for guidance in these special cases.
>
>
>But let's be careful out there. Remember that a 25A Full Wave Bride is
>made up of four 12.5 Amp diodes. One must never make the mistake of
>thinking you can use it for 25A currents in a power-source-selecting
>circuit like Z-19. Bigger diodes are required.
True! When I picked the bridge rectifier assembly for
it's mechanical considerations (easy mounting, fast-on
tab connections) the smallest device that came in that
package was a 25A rated, full wave rectifier. 35A
devices also come in that package. See:
http://aeroelectric.com/Pictures/Misc/s401-25.jpg
It didn't occur to me then that a builder would find
a practical application that would 'overload' the device
electrically. As you've accurately pointed out, there
are applications other than e-bus normal feed-path
circuits that could begin to load one of these critters
to it's rated limits. Referring to an exemplar
data sheet . . .
http://aeroelectric.com/Mfgr_Data/Semiconductors/gbpc12.pdf
. . . it's not clear but should be understood by
the astute reader that only 1/2 of the components of
a bridge rectifier are 'working' at any given time
on alternate half-cycles of the incoming AC
waveform. The data sheets don't offer a continuous
duty rating for single devices. In practice, I suspect
the individual devices can be used at more than 1/2
the ratings for the total package. It's a matter of
getting the heat out.
From the neophyte builder's perspective, limiting
continuous current on a single device to 1/2 the
rated current for the whole device is a no-brainer
conservative approach that will not disappoint.
But keep in mind that ANY semi-conductor loaded
to it's maximum continuous ratings dissipates
heat . . . energy that must be removed through
the mounting surfaces for the device. Further,
no matter how large the ratings for any
device - if the installation does not also take
care of the heat generated. 10A of current flowing
in a 100A rate part can smoke the device!
There's nothing electrically 'magic' about the
diode bridge rectifier illustrated above. It was
originally suggested for its convenience of
installation into systems that originally placed
very low demands on its electrical abilities . . .
no large concerns for rejecting heat. However,
as one considers pushing the practical limits
for this or any other device, close attention
to ratings, limits and installation is called
for.
Thanks for bringing this up Eric.
Bob . . .
Message 7
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Subject: | Re: Pseudo-science run amok . . . |
At 11:10 AM 6/5/2008 -0700, you wrote:
>
>A number of people have asked me about this hydrogen-from-water thing
>("hydro-gen" means "makes water", by the way). I explain to them that
>water is the burnt ashes of chemical processes and is at the lowest
>possible chemical energy stable state. Just because a fire and its ashes
>are related doesn't mean the ashes have any chemical energy left in them.
>Only by adding lots of energy to the water can you get anything useful
>back out. Nothing is going to change this--the vast oceans stand as mute
>witness to this fact.
>
>Coincidentally, yesterday a friend of mine told me that diesel truckers
>used water injection AND acetylene. The problem with all these ideas is
>that engines using various fuel saving, power boosting schemes have far
>shorter lifetimes. This doesn't matter to the military but would matter to
>the public.
Good point. Another oft ignored feature of "alternative"
technologies is big-picture economics. Some colleagues
of mine at Lear did a study on water-alcohol injection for
carbureted engines with the idea of being able to run
mo-gas in 100 octane engines by using injection at low-
altitude full throttle conditions and limiting
manifold pressures for remainder of flight (most of
which is at altitude). The idea being that a 100
octane engine running full throttle at altitude can't
really use all that the fuel has to offer.
After running all the numbers on the full envelope
of flight scenarios (including extended forced operations
at low altitude) it was determined that the amount
of mixture to be carried combined with weight and
volume of installed hardware painted an un-attractive
big-picture image.
This study didn't even touch on the effects of
large differences in lead between 100LL and
mo-gas.
It's easy to get sucked into the vortex of excitement
that surrounds some ideas. I'll suggest that 90+
percent of ideas enshrined in the patent office have
no useful place in an attractive big-picture. Only
after the idea finds useful application in a repeated
recipe for success is it time to reach for the credit
card.
Bob . . .
Message 8
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Subject: | Re: Pseudo-science run amok . . . |
Haven't heard of the acetylene injection before but propane injection in diesels
is common and the equivalent of NOS in gas engines. Water injection is for
the same reasons as aircraft engines, anti-knock and cooling with a side effect
of reducing NOX emissions which is the big problem with diesels.
Do not archive
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Eric M. Jones
Sent: Thursday, June 05, 2008 1:11 PM
Subject: AeroElectric-List: Re: Pseudo-science run amok . . .
A number of people have asked me about this hydrogen-from-water thing ("hydro-gen"
means "makes water", by the way). I explain to them that water is the burnt
ashes of chemical processes and is at the lowest possible chemical energy stable
state. Just because a fire and its ashes are related doesn't mean the ashes
have any chemical energy left in them. Only by adding lots of energy to the
water can you get anything useful back out. Nothing is going to change this--the
vast oceans stand as mute witness to this fact.
Coincidentally, yesterday a friend of mine told me that diesel truckers used water
injection AND acetylene. The problem with all these ideas is that engines
using various fuel saving, power boosting schemes have far shorter lifetimes.
This doesn't matter to the military but would matter to the public.
(Do Not Archive)
--------
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=186386#186386
Message 9
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Subject: | Re: Pseudo-science run amok . . . |
Well funny that 'cus a friend of a friend..has another friend who swears that by
using battery current make hydrogen from a water sample and then sucking the
resulant gas into the carb intake he's like getting 60mpg from his Subaru station
wagon..he was waxing enthusiastically about this and of course now everyone
at our table wanted to try this out.
When I suggested that "it just doesn't add up"...using the exact argument below
I was of course told I was just a party pooper and it MUST work right?
Hmm...but the numbers don't add up..If they did, then why not remove the gasoline
altogether and run the entire engine on water and just use the "spare" little
bit of current it would take to turn water into wine...I mean into hydrogen.
I told them I was highly scptical..:)
Frank
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Eric M. Jones
Sent: Thursday, June 05, 2008 11:11 AM
Subject: AeroElectric-List: Re: Pseudo-science run amok . . .
--> <emjones@charter.net>
A number of people have asked me about this hydrogen-from-water thing ("hydro-gen"
means "makes water", by the way). I explain to them that water is the burnt
ashes of chemical processes and is at the lowest possible chemical energy stable
state. Just because a fire and its ashes are related doesn't mean the ashes
have any chemical energy left in them. Only by adding lots of energy to the
water can you get anything useful back out. Nothing is going to change this--the
vast oceans stand as mute witness to this fact.
Coincidentally, yesterday a friend of mine told me that diesel truckers used water
injection AND acetylene. The problem with all these ideas is that engines
using various fuel saving, power boosting schemes have far shorter lifetimes.
This doesn't matter to the military but would matter to the public.
(Do Not Archive)
--------
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=186386#186386
Message 10
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Subject: | Re: Pseudo-science run amok . . . |
Hinde, Frank George (Corvallis) wrote:
>
> Well funny that 'cus a friend of a friend..has another friend who swears that
by using battery current make hydrogen from a water sample and then sucking the
resulant gas into the carb intake he's like getting 60mpg from his Subaru station
wagon..he was waxing enthusiastically about this and of course now everyone
at our table wanted to try this out.
>
> When I suggested that "it just doesn't add up"...using the exact argument below
I was of course told I was just a party pooper and it MUST work right?
>
> Hmm...but the numbers don't add up..If they did, then why not remove the gasoline
altogether and run the entire engine on water and just use the "spare" little
bit of current it would take to turn water into wine...I mean into hydrogen.
>
> I told them I was highly scptical..:)
>
> Frank
>
>
>
The last time fuel prices were bumping their way up, there were two big
rages. On was to put a magnet on the fuel line just before the
carbeurator (supposed to align the molecules and make them burn
straight). Some schools systems bought into the idea around here.
Never heard much more about it.
The other was a plug of platinum in the fuel line. Tiny amounts of
platinum cause the fuel to burn closer to completion was the claim.
Heh, platinum is used in the catalytic converter, why not just move that
into the combustion chamber. That idea quietly fell by the wayside also.
Adding hydrogen or propane actually does have some merit in some older
installations, but not for any of the magical handwaving reasons usually
given. The fact is that these compounds ignite easily, and for years
the typical car was so poorly tuned that ANYTHING would improve the
combustion process. Trying to tell the people that a $100 tune-up would
do more good is just a waste of breath. Highly compromised intake
systems would also cause mixture problems. The advent of computer
controls, fuel injection, and ignition systems that are self adjusting
has obliterated the usefulness of such measures.
I point this out, because most airplane engines don't take advantage of
modern technology to improve the combustion process. Consider the trick
of slight closing the throttle, so that the plate will increase
turbulence and improve the mixture distribution on some Lycomings. A
propane injection system could <possibly/probably/maybe not> be a
solution that would equalize the combustion events across pistons, while
still providing full power, or allow the engine to run leaner.
Message 11
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Subject: | Re: Pseudo-science run amok . . . |
Heck, I've got so many of those energy saving and creating devices on my plane
that I have to stop every 300 miles or so and drain the excess fuel from my tanks.
Chuck Jensen
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of Hinde,
Frank George (Corvallis)
Sent: Thursday, June 05, 2008 3:03 PM
Subject: RE: AeroElectric-List: Re: Pseudo-science run amok . . .
Well funny that 'cus a friend of a friend..has another friend who swears that by
using battery current make hydrogen from a water sample and then sucking the
resulant gas into the carb intake he's like getting 60mpg from his Subaru station
wagon..he was waxing enthusiastically about this and of course now everyone
at our table wanted to try this out.
When I suggested that "it just doesn't add up"...using the exact argument below
I was of course told I was just a party pooper and it MUST work right?
Hmm...but the numbers don't add up..If they did, then why not remove the gasoline
altogether and run the entire engine on water and just use the "spare" little
bit of current it would take to turn water into wine...I mean into hydrogen.
I told them I was highly scptical..:)
Frank
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Eric M. Jones
Sent: Thursday, June 05, 2008 11:11 AM
Subject: AeroElectric-List: Re: Pseudo-science run amok . . .
--> <emjones@charter.net>
A number of people have asked me about this hydrogen-from-water thing ("hydro-gen"
means "makes water", by the way). I explain to them that water is the burnt
ashes of chemical processes and is at the lowest possible chemical energy stable
state. Just because a fire and its ashes are related doesn't mean the ashes
have any chemical energy left in them. Only by adding lots of energy to the
water can you get anything useful back out. Nothing is going to change this--the
vast oceans stand as mute witness to this fact.
Coincidentally, yesterday a friend of mine told me that diesel truckers used water
injection AND acetylene. The problem with all these ideas is that engines
using various fuel saving, power boosting schemes have far shorter lifetimes.
This doesn't matter to the military but would matter to the public.
(Do Not Archive)
--------
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=186386#186386
Message 12
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Subject: | Re: Pseudo-science run amok . . . |
Chuck, you need to have your spark plug electrodes ground to a "custom
airfoil shape." Then you'll become a true petroleum exporter ;-)
Bill B
On Thu, Jun 5, 2008 at 3:58 PM, Chuck Jensen <cjensen@dts9000.com> wrote:
> cjensen@dts9000.com>
>
> Heck, I've got so many of those energy saving and creating devices on my
> plane that I have to stop every 300 miles or so and drain the excess fuel
> from my tanks.
>
> Chuck Jensen
>
>
Message 13
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Subject: | Re: Pseudo-science run amok . . . |
My Infiniti J30t had so little CO in the exhaust that you couldn't commit suicide
with it.
Recently, after a lot of Internet study, I changed my 2004 Jeep Grand Cherokee
paper air filter to a K&N high-flow metal air filter. As reported on the Internet,
and SO FAR from my own brief experience, it seems to get 10% better (displayed)
mileage. But it's still early in the averaging to be certain. I think an
alternate-air door would do good things for most vehicles and would cost almost
nothing.
There are computer chips that actually do deliver better mileage. They are about
$450, so payback can take a while.
I do need to add an anti-squirrel screen. The filter air-box is filling with acorns
again. My old Jeep nearly blew its engine because of acorns jammed in the
throttle plate and intake valves.
[Do Not Archive]
--------
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=186414#186414
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Subject: | Wire Labeling Question |
I am trying to set up a simple labeling scheme for my wiring, as suggested
in the AeroElectric manual,. I will have a basic day VFR airplane, so there
is no need for me to make it complex.
What do you do for labeling when you have individual wires spliced to wires
that run in a pre-sheathed bundle? For example, I am using a RAC servo for
my elevator trim. It has 5 individual wires coming out of the servo, which
are then connected to wires internal to a sheathed bundle provided by the
factory, which routes forward to the cabin. The ends of the wires in the
bundle are not accessible for labeling because, after applying heat shrink
to each wire connection, a "blanket" heat shrink sheath was applied over all
connections.
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Subject: | Wire Labeling Question |
Wire Labeling QuestionAll of these wires are color dodes. you do not need
to lable them, just enter the color code in your "wirebook". I choose to
use #22 tefzel instead of the bundle that RAC supplies. I was therefore
able to lable everything. Either way will work just fine. Don
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of Dave
VanLanen
Sent: Thursday, June 05, 2008 4:04 PM
To: aeroelectric-list@matronics.com
Subject: AeroElectric-List: Wire Labeling Question
I am trying to set up a simple labeling scheme for my wiring, as suggested
in the AeroElectric manual,. I will have a basic day VFR airplane, so there
is no need for me to make it complex.
What do you do for labeling when you have individual wires spliced to
wires that run in a pre-sheathed bundle? For example, I am using a RAC
servo for my elevator trim. It has 5 individual wires coming out of the
servo, which are then connected to wires internal to a sheathed bundle
provided by the factory, which routes forward to the cabin. The ends of the
wires in the bundle are not accessible for labeling because, after applying
heat shrink to each wire connection, a "blanket" heat shrink sheath was
applied over all connections.
Message 16
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I downloaded the CD ROM from the AeroElectric website, but I am unable to
open the various drawings. I was told that the CD ROM should also contain
.PDF copies of the drawings, but I cannot find them. Am I missing
something? Does the purchased version contain more than the downloadable
version? I am trying to find examples of wirebooks and wire labeling
examples.
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