AeroElectric-List Digest Archive

Sat 09/27/08


Total Messages Posted: 7



Today's Message Index:
----------------------
 
     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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    Time: 05:07:26 AM PST US
    From: "bob noffs" <icubob@newnorth.net>
    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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    Time: 06:29:38 AM PST US
    From: "Robert L. Nuckolls, III" <nuckolls.bob@cox.net>
    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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    Time: 06:38:58 AM PST US
    From: "Robert L. Nuckolls, III" <nuckolls.bob@cox.net>
    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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    Time: 07:32:50 AM PST US
    From: "Robert L. Nuckolls, III" <nuckolls.bob@cox.net>
    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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    Time: 09:03:35 AM PST US
    From: Jim Corner <jcorner@shaw.ca>
    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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    Time: 05:07:04 PM PST US
    From: "Steve McCartney" <rv3.flyr@yahoo.com>
    Subject:
    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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    Time: 11:29:32 PM PST US
    From: "Robert L. Nuckolls, III" <nuckolls.bob@cox.net>
    Subject: Re:
    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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