Today's Message Index:
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1. 05:07 AM - dielectric grease (bob noffs)
2. 06:29 AM - Re: A Tale of Two Batteries (Robert L. Nuckolls, III)
3. 06:38 AM - Re: dielectric grease (Robert L. Nuckolls, III)
4. 07:32 AM - Re: Re: Toggle Switches with Fast-On Tabs (Robert L. Nuckolls, III)
5. 09:03 AM - Dynon EMS D-10 and P-Mags (Jim Corner)
6. 05:07 PM - (Steve McCartney)
7. 11:29 PM - Re: (Robert L. Nuckolls, III)
Message 1
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Subject: | dielectric grease |
bob,
do you recommend using dielectric grease on any connections? where the
copper terminates on steel? i thought i had been told to use it between
an alum and copper joint.
bob noffs
Message 2
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Subject: | Re: A Tale of Two Batteries |
At 03:27 PM 9/26/2008 -0700, you wrote:
>
>Howdy,
>
>I recently bought the West Mountain Radio CBA and did some tests on some
>old batteries. Here's what I found:
<snip>
>Hope I didn't bore Y'all too much,
>
>Ed Holyoke
Ed, thank you for sharing this with us. And
congratulations on your decision to expand your
toolbox for understanding.
I've listened to and read a lot of conversation
about battery condition and performance where the
participants formulated hypotheses based on conjecture
. . . and then acted on those hypotheses (or advised
others to act on those hypotheses) in what was
mostly a waste of $time$.
Your willingness to replace conjecture with data and
understanding will serve you well . . . your
encouragement of others to do likewise will serve
them well.
As a side note, there are tests conducted on deliberately
abused batteries to demonstrate an ability to recover from
that abuse. I don't recall the specifics but they involved
taking a battery down to 0 capacity for a long period of
time and then cycling it through a series of charge and
discharge protocols while measuring the useful capacity
of the battery during each discharge. All of Concorde's
products are qualified to these requirements as are
Hawker's aircraft products.
I've seen quantities of $high$ batteries sitting in Concorde's
warranty return pile where the techs reported successful
recovery of a substantial number of the returns. Some had
be discharged and out of service for months. I don't
recall the figures but somewhere around 1/3 were
recoverable to 80% or better capacity.
This data suggests that many batteries are returned
for warranty not because they are defective. They
came back because the user (or his mechanic) didn't understand
how ingredients that go into the recipe for success
in aircraft power generation and storage systems
worked together.
Batteries are secretive buggers. There are no dials,
no diagnostic ports, and a host of vulnerabilities
to optimized performance. Without tools of investigation
and maintenance, the user is playing the odds that
don't get any better by being ignorant.
As you've discovered, it takes $time$ and $investment$
to achieve your level of understanding. Most airplane
owners are not compelled to make such expenditures. That's
why I've often recommend that folks buy the least
expensive battery and replace it every year. This
protocol may well provide a superior system reliability
with a minimum cost of ownership.
It's that CBA a slick tool? By the way, you can use
it also as a data acquisition system. If you'd like to
measure and plot a voltage over a long period of time,
set it up to "test" a battery with 0.01A of discharge
rate. If this level of load is so small that it doesn't
adversely affect your system under investigation, then
the software will dutifully march off and gather the
data for you and put it out in nice plots. I own
two of those critters.
Bob . . .
Message 3
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Subject: | Re: dielectric grease |
At 07:05 AM 9/27/2008 -0500, you wrote:
>bob,
> do you recommend using dielectric grease on any connections? where the
> copper terminates on steel? i thought i had been told to use it between
> an alum and copper joint.
> bob
> noffs
Generally we don't put copper and steel right together.
Terminals are plated with tin to provide a material in
the "sandwich" that goes toward minimizing the effects
of electrolytic corrosion.
Keep in mind that this corrosion needs oxygen and moisture
to move forward. Getting the joint gas-tight goes a long
way toward holding corrosion at bay. However, this does not
preclude prophylactic measures like silicone grease on
the before-mating parts, or encapsulation by painting on
some manner of sealant on the finished joint.
I can tell you that paints, gunks and goos are very process
sensitive on the production line and we work really hard
to avoid using them. If you've got the right materials
coming together under the right forces in the first place,
the "extra protection" is not needed.
Now, when you're wiring up a boat or other machine exposed
to a humid, salt-air environment, you can't do too
much to forestall future maintenance. But outside this
environmental extreme, there's probably not much value
to be realized with added grease in the joints. I've never
seen it done on a production airplane.
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: | Re: Toggle Switches with Fast-On Tabs |
At 06:27 PM 9/25/2008 -0500, you wrote:
><willslau@comcast.net>
>
>Hi Bob,
>Can you furnish a list of the Microswitch part numbers to correlate to the
>various switch configurations as shown in Fig 11-14, particularly the
>progressive transfer switches? I have some of the Carlings on hand, but am
>considering switching to the more robust product line before installing
>anything. Thanks.
>
>William Slaughter
>RV-8
There's a Microswitch catalog for the TL series devices on
my server at:
http://aeroelectric.com/Mfgr_Data/Switches/Microswitch_TL-Series.pdf
There is a correlation between the dash-numbers I adopted
(and B&C retained) for identifying switch functionality.
An S700-1-3 is a Micoroswitch 1TL1-3
An S700-2-10 is a Microswitch 2TL1-10
etc.
Bob . . .
Message 5
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Subject: | Dynon EMS D-10 and P-Mags |
I have the above combination on my 0-235 Lycoming powered Kitfox and
all D-10 functions work great except the tachometer function fails
above 1500 RPM. I have been following up with both Dynon and E-MAG
ignitions, but I have yet to solve the problem. Has anyone had any
experience with this combination that can shed some light on my problem?
I have the latest firmware from E-Mag on their series 114 ignitions,
Jim
Message 6
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I'm not finding much info about the use of unshielded twisted pair
wiring. When should this technique be used, and when is it unnecessary?
-----------
Steve McC
rv3.flyr@yahoo.com
805.479.2260
Message 7
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At 05:05 PM 9/27/2008 -0700, you wrote:
>I'm not finding much info about the use of unshielded twisted pair
>wiring. When should this technique be used, and when is it unnecessary?
Only when it is called out on the installation
drawings for some piece of equipment. We
NEVER twist a combination of wires in a production
airplane to meet a design goal. When the circuit
being wired is deemed a potential antagonist or victim
then the installation instructions will speak to
a recommended use of shielded wire.
The short answer is that it is rarely necessary.
Bob . . .
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