Today's Message Index:
----------------------
1. 06:35 AM - To Z12 or not to Z12, that is the question. (Robert L. Nuckolls, III)
2. 07:47 AM - Hall Effect Sensor Installation (TJPackard)
3. 08:01 AM - Radio Problem (Walt Shipley)
4. 08:16 AM - Re: Hall Effect Sensor Installation (Robert L. Nuckolls, III)
5. 08:54 AM - Re: Hall Effect Sensor Installation ()
6. 09:39 AM - Re: Dual ignition power sourcing (Robert L. Nuckolls, III)
7. 10:01 AM - Re: Hall Effect Sensor Installation (Ken)
8. 12:14 PM - Re: Hall Effect Sensor Installation (Robert L. Nuckolls, III)
9. 01:21 PM - Nav Lights? Was: Filtered Buck-Puck LED Drivers (Ralph Finch)
10. 01:43 PM - Re: Re: Master Switch (Henry Trzeciakowski)
11. 01:55 PM - Re: Re: Master Switch (Charlie England)
12. 02:07 PM - Re: Re: Master Switch (jaybannist@cs.com)
13. 02:24 PM - Re: Re: Master Switch (Carlos Trigo)
14. 02:35 PM - Re: Re: Master Switch (jaybannist@cs.com)
15. 02:56 PM - Re: Hall Effect Sensor Installation (currydon@bellsouth.net)
16. 03:02 PM - Re: Re: Master Switch (Carlos Trigo)
17. 04:35 PM - Re: Hall Effect Sensor Installation (David M)
18. 06:44 PM - Hall Effect Sensor (David M)
19. 10:18 PM - Re: Hall Effect Sensor (David M)
Message 1
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Subject: | To Z12 or not to Z12, that is the question. |
>Comments/Questions: Bob a couple of years ago I emailed you
>requesting information on the Z-14 for my RV-7. Your response was
>that it may be "overkill" for my airplane. The airplane has a 60
>amp main, belt driven alternator and a 20 amp standby alternator,
>both from B & C. It has one battery. It'll have back-up batteries
>for the EFIS, GPS and a TruTrak ADI. Now I'm trying to decide
>between Z-12 and Z-13/20. As I understand your wiring diagrams,
>Z-12 basically runs off the main alternator, with the standby ready
>in case voltage from the main drops below a certain level and then
>it (the standby) takes over. Whereas Z-13/20 utilizes the standby
>to power an endurance bus, which in turns runs a series of backup
>instruments and needed lights, flaps, etc. Am I correct?
No. ENDURANCE speaks to minimizing loads on a limited
power resource (battery and perhaps battery + 8A
alternator) for the purpose of having an electrical
endurance that is equal to or greater than flight
endurance as established by remaining fuel.
This means the E-bus is configured first with
those items most useful for HOURS of flight while
the airport of intended destination gets closer.
It's NOT an emergency bus . . . it's the bus that
keeps a maintenance item (crapped alternator) from
becoming an emergency. It has a secondary role of
keeping a contactor failure from becoming an
emergency also by offering dual power paths
to e-bus powered equipment.
Z-13/20 was a bad dream. I'm sorry I published
it. It was removed from the website and will be
removed from subsequent print documents. My
recommendation is that you go with Z-12 as
published. With this abundance of secondary
engine-driven power, you don't need much of
a plan-B . . .just start turning things off
until the SD-20 "overload" light goes out.
If you can't make it home on 20A of snort,
you've got too much stuff in your airplane.
The system you describe has back-ups to back-ups
to the extent that it makes a rational failure
mode effects analysis problematic . . . not
necessarily a bad thing . . . just something
of an exercise in feather-chasing. Don't put
flaps on the e-bus. Review the archives for
e-bus discussions. The real value of the e-bus
speaks to battery-only endurance . . . an
instance that is exceedingly unlikely in your
airplane.
Bob . . .
----------------------------------------)
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
----------------------------------------
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Subject: | Hall Effect Sensor Installation |
GRT's EIS has a Hall Effect sensor that can be used to sense battery current or
Alternator output. Which is the preferred installation,and what are the pros/cons
of either one.
TJ
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=219596#219596
Message 3
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Bob, I have an Apollo SL-30 NavCom in my Rv-8 which has a rather unique
(to me, anyway) problem. On the ground, even with the engine running at
high RPM, the radio works flawlessly. In the air it's a different story
- as soon as I take off, a loud background noise begins which makes
receiving transmissions nearly impossible. Usually, sometime during the
flight, this noise goes away and the reception is crystal clear.
I have a belly mounted Comant bent whip antenna. Coax connections are
tight. Any ideas of what the problem might be?
Thanks, Walt Shipley
Message 4
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Subject: | Re: Hall Effect Sensor Installation |
At 09:45 AM 12/16/2008, you wrote:
>
>GRT's EIS has a Hall Effect sensor that can be used to sense battery
>current or Alternator output. Which is the preferred
>installation,and what are the pros/cons of either one.
>TJ
Ammeters have virtually no useful purpose as a flight
systems management device. They're mostly useful for
diagnostics . . . something that should be accomplished
on the ground. The choice for architecture is not
a very critical consideration. It's only important that
you understand the significance of the readings offered
at the location you choose. Cessnas favored battery
ammeters for years, everyone else liked alternator
load meters. Either one performs a useful duty.
Bob . . .
----------------------------------------)
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
----------------------------------------
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Subject: | Hall Effect Sensor Installation |
Speaking of Hall Effect stuff, I just purchased two LightSpeed III hall
effect ignition modules. The mfg says to connect the + side of the
controller through a pull-able breaker then directly to the battery
terminal. Ok, that covers their insurance folks if I crash. On the other
hand I am using Z-13 and was thinking of using the same scenario but
connecting them to the main battery bus using an ATC fuse and skipping
the breaker. I was never a proponent of having extra wires hanging off
the + side of the battery terminal. AS in Z-13 I will have a switch to
turn them on/off as necessary.
Has anyone wired up two of these and which method did you use.
Glenn
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
Robert L. Nuckolls, III
Sent: Tuesday, December 16, 2008 11:16 AM
Subject: Re: AeroElectric-List: Hall Effect Sensor Installation
<nuckolls.bob@aeroelectric.com>
At 09:45 AM 12/16/2008, you wrote:
<tjpackard@yahoo.com>
>
>GRT's EIS has a Hall Effect sensor that can be used to sense battery
>current or Alternator output. Which is the preferred
>installation,and what are the pros/cons of either one.
>TJ
Ammeters have virtually no useful purpose as a flight
systems management device. They're mostly useful for
diagnostics . . . something that should be accomplished
on the ground. The choice for architecture is not
a very critical consideration. It's only important that
you understand the significance of the readings offered
at the location you choose. Cessnas favored battery
ammeters for years, everyone else liked alternator
load meters. Either one performs a useful duty.
Bob . . .
----------------------------------------)
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
----------------------------------------
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Subject: | RE: Dual ignition power sourcing |
At 10:52 AM 12/16/2008, you wrote:
>
>Speaking of Hall Effect stuff, I just purchased two LightSpeed III hall
>effect ignition modules. The mfg says to connect the + side of the
>controller through a pull-able breaker then directly to the battery
>terminal. Ok, that covers their insurance folks if I crash. On the other
>hand I am using Z-13 and was thinking of using the same scenario but
>connecting them to the main battery bus using an ATC fuse and skipping
>the breaker. I was never a proponent of having extra wires hanging off
>the + side of the battery terminal. AS in Z-13 I will have a switch to
>turn them on/off as necessary.
>
>Has anyone wired up two of these and which method did you use.
Is this really a useful question? We can hypothesize a dozen
variations on a theme for wiring up these products. How do
you select valuable information from them? Throw darts?
Go with the guy who is most persuasive in describing
his particular selection of architectures?
On the TC side of the house, these kinds of questions
are fed to the Failure Mode Effects Analysis machine in
all combinations looking for the highest probability of
comfortable termination of flight. Connecting BOTH
systems to the same power source (no doubt under the
same bolt head!) does not speak well of the writer's
thought processes.
Loss of an always-hot battery bus wired as suggested
in the Z-figures is a very rare event. Even so, it's
not unreasonable to consider running one ignition from
the battery-bus and the other from the main bus. Of
course you need switches to control them . . . and fuses
are perfectly reasonable alternatives to breakers . . .
ESPECIALLY breakers on the panel that are wired to the
battery(+) terminal with a long, always-hot feeder
wire. This scenario also addresses the notion that
electrically dependent engines should get enough energy
from the battery bus to insure operations with the
battery-master and alternator turned off.
You have two of these things, either will run the engine
just fine by itself. There's no high-probability, single-
failure that leaves you without sparks. It's sad to
observe that so many fabricators of accessories for
aircraft are so ignorant of their function in the
constellation of flight system components.
Bob . . .
Message 7
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Subject: | Re: Hall Effect Sensor Installation |
It's a bit of a stretch but in some circumstances a loadmeter can be
useful for discovering a problem:
-did the boost pump really start?
-are all the nav lights on or is a bulb burned out?
-I smell something odd, is something drawing excess current?
Ken
Robert L. Nuckolls, III wrote:
> <nuckolls.bob@aeroelectric.com>
>
> At 09:45 AM 12/16/2008, you wrote:
>> <tjpackard@yahoo.com>
>>
>> GRT's EIS has a Hall Effect sensor that can be used to sense battery
>> current or Alternator output. Which is the preferred installation,and
>> what are the pros/cons of either one.
>> TJ
>
> Ammeters have virtually no useful purpose as a flight
> systems management device. They're mostly useful for
> diagnostics . . . something that should be accomplished
> on the ground. The choice for architecture is not
> a very critical consideration. It's only important that
> you understand the significance of the readings offered
> at the location you choose. Cessnas favored battery
> ammeters for years, everyone else liked alternator
> load meters. Either one performs a useful duty.
>
>
> Bob . . .
Message 8
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Subject: | Re: Hall Effect Sensor Installation |
At 11:59 AM 12/16/2008, you wrote:
>
>It's a bit of a stretch but in some circumstances a loadmeter can be
>useful for discovering a problem:
>-did the boost pump really start?
>-are all the nav lights on or is a bulb burned out?
>-I smell something odd, is something drawing excess current?
Point well taken . . . and I'll admit that my
earlier comments were made while visions of
what has passed for "electrical instrumentation"
in years gone by were foremost in my thoughts . . .
http://aeroelectric.com/Pictures/Instruments/bat_ammeter.jpg
http://aeroelectric.com/Pictures/Instruments/loadmeter.jpg
You're quite right that if your current measuring device
has the necessary resolution, it COULD be used for
in-flight or pre-flight validations as suggested.
However, if one has LED position lights, detecting
one malfunctioning fixture out of three may still be
problematic. I think if I had an engine that needed
actively pumped source of fuel, a fuel pressure gage
would be part of the instrumentation too. If I smelled
smoke, this gray-haired ol' sniffer of many failures
could decide if it was petroleum fed or some tortured
electrical component.
If a builder understands what the instrument is
capable of showing and finds it's useful to build
it into checklists then by all means. The digital
displays offer the most promise for such utility.
I've never flown behind digital displays of current
so I'll beg some indulgence for the 20 year old
thought processes. Thanks for rattling the cage!
Bob . . .
Message 9
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Subject: | Nav Lights? Was: Filtered Buck-Puck LED Drivers |
I'm reviving this thread just to ask what LED Nav lights will work with this
driver? Specifically looking for an RV-9 wingtip. I guess there are
several companies making Nav lights, would like to know what people have
tried.
Thanks,
Ralph Finch
Davis, CA
RV-9A QB
Message 10
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Subject: | Re: Master Switch |
Bob:
I've attached a jpeg picture of the wiring. With the keyway up, it appears
to me that since terminal #3 & #6 are empty that theOFF position would be
with the toggle in the up position ---the middle position would be BATTERY
ONLY and with the toggle in the down position, BATTERY & ALTERNATOR.
If that is correct, then could I move Ground to terminal 3 and Regulator to
#6, so that the OFF position would be down, or would I be better off to flip
the switch to keyway down?
Sorry for my confusion ?
Henry
----- Original Message -----
From: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
Sent: Monday, December 15, 2008 6:03 PM
Subject: Re: AeroElectric-List: Re: Master Switch
<nuckolls.bob@aeroelectric.com>
>
> At 05:20 PM 12/14/2008, you wrote:
> ><hammer408@comcast.net>
> >
> >Bob:
> >
> >I've just wired my DPDT switch - (2TL-1-10) switch which I'm using as my
> >master. It is a locking switch and wired as in you Z-diagrams. I do
have a
> >question:
> >
> >I mounted the switch keyway-up and wired the terminals accordingly:
> >
> >#2 - to battery contactor
> >#5 - to 5 Amp CB
> >#1 - to ground
> >#4 - to #6 terminal on the regulator
> >
> >Is this correct, I want my OFF position to be "down"...
>
> That's what the diagrams show. It should work.
>
>
> Bob . . .
>
> ----------------------------------------)
> ( . . . a long habit of not thinking )
> ( a thing wrong, gives it a superficial )
> ( appearance of being right . . . )
> ( )
> ( -Thomas Paine 1776- )
> ----------------------------------------
>
>
Message 11
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Subject: | Re: Master Switch |
I'm not Bob, but the behavior of every toggle switch I've ever played
with was to 'make' the contacts that were opposite the position of the
toggle. Try to visualize the action inside the switch. The lever passes
through a pivot, so when you move the lever up, it moves the 'guts' of
the switch down. Keyway isn't relevant to this particular issue, except
possibly for a keyed label plate matched to the switch.
(Slide switches are different animals, obviously.)
Charlie
Henry Trzeciakowski wrote:
> Bob:
>
> I've attached a jpeg picture of the wiring. With the keyway up, it appears
> to me that since terminal #3 & #6 are empty that theOFF position would be
> with the toggle in the up position ---the middle position would be BATTERY
> ONLY and with the toggle in the down position, BATTERY & ALTERNATOR.
>
> If that is correct, then could I move Ground to terminal 3 and Regulator to
> #6, so that the OFF position would be down, or would I be better off to flip
> the switch to keyway down?
>
> Sorry for my confusion ?
>
> Henry
>
> ----- Original Message -----
> From: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
> To: <aeroelectric-list@matronics.com>
> Sent: Monday, December 15, 2008 6:03 PM
> Subject: Re: AeroElectric-List: Re: Master Switch
>
>
>
>>
> <nuckolls.bob@aeroelectric.com>
>
>> At 05:20 PM 12/14/2008, you wrote:
>>
>>> <hammer408@comcast.net>
>>>
>>> Bob:
>>>
>>> I've just wired my DPDT switch - (2TL-1-10) switch which I'm using as my
>>> master. It is a locking switch and wired as in you Z-diagrams. I do
>>>
> have a
>
>>> question:
>>>
>>> I mounted the switch keyway-up and wired the terminals accordingly:
>>>
>>> #2 - to battery contactor
>>> #5 - to 5 Amp CB
>>> #1 - to ground
>>> #4 - to #6 terminal on the regulator
>>>
>>> Is this correct, I want my OFF position to be "down"...
>>>
>> That's what the diagrams show. It should work.
>>
>>
>> Bob . . .
>>
>> ----------------------------------------)
>> ( . . . a long habit of not thinking )
>> ( a thing wrong, gives it a superficial )
>> ( appearance of being right . . . )
>> ( )
>> ( -Thomas Paine 1776- )
>> ----------------------------------------
>>
>>
>>
>>
>>
>>
>>
>>
>>
>> ------------------------------------------------------------------------
>>
>> ------------------------------------------------------------------------
>>
>>
>> Checked by AVG - http://www.avg.com
>>
>>
Message 12
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Subject: | Re: Master Switch |
I always thought that the keyway on any switch should go up.? When I completed
the wiring of my panel, I found that about a third of the switches were backward.?
I simply reversed the switches, placing the keyway down.? All worked correctly
after that.
Jay in Dallas
-----Original Message-----
From: Charlie England <ceengland@bellsouth.net>
Sent: Tue, 16 Dec 2008 3:54 pm
Subject: Re: AeroElectric-List: Re: Master Switch
?
I'm not Bob, but the behavior of every toggle switch I've ever played
with was to 'make' the contacts that were opposite the position of the
toggle. Try to visualize the action inside the switch. The lever passes
through a pivot, so when you move the lever up, it moves the 'guts' of
the switch down. Keyway isn't relevant to this particular issue, except
possibly for a keyed label plate matched to the switch.?
?
(Slide switches are different animals, obviously.)?
?
Charlie?
?
Henry Trzeciakowski wrote:?
> Bob:?
>?
> I've attached a jpeg picture of the wiring. With the keyway up, it appears?
> to me that since terminal #3 & #6 are empty that theOFF position would be?
> with the toggle in the up position ---the middle position would be BATTERY?
> ONLY and with the toggle in the down position, BATTERY & ALTERNATOR.?
>?
> If that is correct, then could I move Ground to terminal 3 and Regulator to?
> #6, so that the OFF position would be down, or would I be better off to flip?
> the switch to keyway down??
>?
> Sorry for my confusion ??
>?
> Henry?
>?
> ----- Original Message -----
> From: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>?
> To: <aeroelectric-list@matronics.com>?
> Sent: Monday, December 15, 2008 6:03 PM?
> Subject: Re: AeroElectric-List: Re: Master Switch?
>?
>?
>
>>
> <nuckolls.bob@aeroelectric.com>?
>
>> At 05:20 PM 12/14/2008, you wrote:?
>>
>>> <hammer408@comcast.net>?
>>>?
>>> Bob:?
>>>?
>>> I've just wired my DPDT switch - (2TL-1-10) switch which I'm using as my?
>>> master. It is a locking switch and wired as in you Z-diagrams. I do?
>>>
> have a?
>
>>> question:?
>>>?
>>> I mounted the switch keyway-up and wired the terminals accordingly:?
>>>?
>>> #2 - to battery contactor?
>>> #5 - to 5 Amp CB?
>>> #1 - to ground?
>>> #4 - to #6 terminal on the regulator?
>>>?
>>> Is this correct, I want my OFF position to be "down"...?
>>>
>> That's what the diagrams show. It should work.?
>>?
>>?
>> Bob . . .?
>>?
>> ----------------------------------------)?
>> ( . . . a long habit of not thinking )?
>> ( a thing wrong, gives it a superficial )?
>> ( appearance of being right . . . )?
>> ( )?
>> ( -Thomas Paine 1776- )?
>> ----------------------------------------?
>>?
>>?
>>?
>>?
>>?
>>?
>>?
>>
>>?
>> ------------------------------------------------------------------------?
>>?
>> ------------------------------------------------------------------------?
>>?
>>?
>> Checked by AVG - http://www.avg.com
>>?
>> ?
?
?
________________________________________________________________________
Email message sent from CompuServe - visit us today at http://www.cs.com
Message 13
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|
Subject: | Re: Master Switch |
What is the =93keyway=94 of a switch?
Carlos
_____
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
jaybannist@cs.com
Sent: ter=E7a-feira, 16 de Dezembro de 2008 22:07
Subject: Re: AeroElectric-List: Re: Master Switch
I always thought that the keyway on any switch should go up. When I
completed the wiring of my panel, I found that about a third of the
switches
were backward. I simply reversed the switches, placing the keyway down.
All worked correctly after that.
Jay in Dallas
-----Original Message-----
From: Charlie England <ceengland@bellsouth.net>
Sent: Tue, 16 Dec 2008 3:54 pm
Subject: Re: AeroElectric-List: Re: Master Switch
<ceengland@bellsouth.net>
I'm not Bob, but the behavior of every toggle switch I've ever played
with
was to 'make' the contacts that were opposite the position of the
toggle.
Try to visualize the action inside the switch. The lever passes through
a
pivot, so when you move the lever up, it moves the 'guts' of the switch
down. Keyway isn't relevant to this particular issue, except possibly
for a
keyed label plate matched to the switch.
(Slide switches are different animals, obviously.)
Charlie
Henry Trzeciakowski wrote:
> Bob:
>
> I've attached a jpeg picture of the wiring. With the keyway up, it
appears
> to me that since terminal #3 & #6 are empty that theOFF position would
be
> with the toggle in the up position ---the middle position would be
BATTERY
> ONLY and with the toggle in the down position, BATTERY & ALTERNATOR.
>
> If that is correct, then could I move Ground to terminal 3 and
Regulator
to
> #6, so that the OFF position would be down, or would I be better off
to
flip
> the switch to keyway down?
>
> Sorry for my confusion ?
>
> Henry
>
> ----- Original Message ----- > From: "Robert L. Nuckolls, III"
<nuckolls.bob@aeroelectric.com>
> To: <aeroelectric-list@matronics.com>
> Sent: Monday, December 15, 2008 6:03 PM
> Subject: Re: AeroElectric-List: Re: Master Switch
>
>
>> > <nuckolls.bob@aeroelectric.com>
> >> At 05:20 PM 12/14/2008, you wrote:
>>> <hammer408@comcast.net>
>>>
>>> Bob:
>>>
>>> I've just wired my DPDT switch - (2TL-1-10) switch which I'm using
as my
>>> master. It is a locking switch and wired as in you Z-diagrams. I do
>>> > have a
> >>> question:
>>>
>>> I mounted the switch keyway-up and wired the terminals accordingly:
>>>
>>> #2 - to battery contactor
>>> #5 - to 5 Amp CB
>>> #1 - to ground
>>> #4 - to #6 terminal on the regulator
>>>
>>> Is this correct, I want my OFF position to be "down"...
>>> >> That's what the diagrams show. It should work.
>>
>>
>> Bob . . .
>>
>> ----------------------------------------)
>> ( . . . a long habit of not thinking )
>> ( a thing wrong, gives it a superficial )
>> ( appearance of being right . . . )
>> ( )
>> ( -Thomas Paine 1776- )
>> ----------------------------------------
>>
>>
>>
>>
>>
>>
>>
>> >>
>>
------------------------------------------------------------------------
>>
>>
------------------------------------------------------------------------
>>
>>
>> Checked by AVG - http://www.avg.com >>
>>
_____
size=2 width="100%" align=center>
Email message sent from CompuServe - visit us today at http://www.cs.com
Message 14
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Subject: | Re: Master Switch |
There is a groove in the threaded barrel of the switch.=C2- That groove i
s the keyway.
Jay in Dallas
-----Original Message-----
From: Carlos Trigo <trigo@mail.telepac.pt>
Sent: Tue, 16 Dec 2008 4:23 pm
Subject: RE: AeroElectric-List: Re: Master Switch
What is the =9Ckeyway=9D
of a switch?
=C2-
Carlos
=C2-
=C2-
From:
owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of jaybannis
t@cs.com
Sent: ter=C3=A7a-feira, 16 de
Dezembro de 2008 22:07
Subject: Re: AeroElectric-List:
Re: Master Switch
=C2-
I always thought that the keyway on any switch should go up.=C2- When
I completed the wiring of my panel, I found that about a third of the switch
es
were backward.=C2- I simply reversed the switches, placing the keyway
down.=C2- All worked correctly after that.
Jay in Dallas
=C2-
=C2-
-----Original
Message-----
From: Charlie England <ceengland@bellsouth.net>
Sent: Tue, 16 Dec 2008 3:54 pm
Subject: Re: AeroElectric-List: Re: Master Switch
-->
AeroElectric-List message posted by: Charlie England <ceengland@bellsouth.ne
t>=C2-
=C2-
I'm not Bob, but the behavior of every toggle switch I've ever played with w
as
to 'make' th
e contacts that were opposite the position of the toggle. Try to
visualize the action inside the switch. The lever passes through a pivot, so
when you move the lever up, it moves the 'guts' of the switch down. Keyway
isn't relevant to this particular issue, except possibly for a keyed label p
late
matched to the switch.=C2-
=C2-
(Slide switches are different animals, obviously.)=C2-
=C2-
Charlie=C2-
=C2-
Henry Trzeciakowski wrote:=C2-
> Bob:=C2-
>=C2-
> I've attached a jpeg picture of the wiring. With the keyway up, it
appears=C2-
> to me that since terminal #3 & #6 are empty that theOFF position would
be=C2-
> with the toggle in the up position ---the middle position would be
BATTERY=C2-
> ONLY and with the toggle in the down position, BATTERY &
ALTERNATOR.=C2-
>=C2-
> If that is correct, then could I move Ground to terminal 3 and Regulator
to=C2-
> #6, so that the OFF position would be down, or would I be better off to
flip=C2-
> the switch to keyway down?=C2-
>=C2-
> Sorry for my confusion ?=C2-
>=C2-
> Henry=C2-
>=C2-
> ----- Original Message ----- > From: "Robert L. Nuckolls,
III" <nuckolls.bob@aeroelectric.com>=C2-
> To: <aeroelectric-list@matronics.com>=C2-
> Sent: Monday, December 15, 2008 6:03 PM=C2-
> Subject: Re: AeroElectric-List: Re: Master Switch=C2-
>=C2-
>=C2-
Nuckolls, III"=C2-
>> > <nuckolls.bob@aeroelectric.com>=C2-
> >> At 05:20 PM=2
012/14/2008, you wrote:=C2-
Trzeciakowski"=C2-
>>> <hammer408@comcast.net>=C2-
>>>=C2-
>>> Bob:=C2-
>>>=C2-
>>> I've just wired my DPDT switch - (2TL-1-10) switch which I'm using
as my=C2-
>>> master. It is a locking switch and wired as in you Z-diagrams. I
do=C2-
>>> > have a=C2-
> >>> question:=C2-
>>>=C2-
>>> I mounted the switch keyway-up and wired the terminals
accordingly:=C2-
>>>=C2-
>>> #2 - to battery contactor=C2-
>>> #5 - to 5 Amp CB=C2-
>>> #1 - to ground=C2-
>>> #4 - to #6 terminal on the regulator=C2-
>>>=C2-
>>> Is this correct, I want my OFF position to be
"down"...=C2-
>>> >> That's what the diagrams show. It should work.=C2-
>>=C2-
>>=C2-
>> Bob . . .=C2-
>>=C2-
>> ----------------------------------------)=C2-
>> ( . . . a long habit of not thinking )=C2-
>> ( a thing wrong, gives it a superficial )=C2-
>> ( appearance of being right . . . )=C2-
>> ( )=C2-
>> ( -Thomas Paine 1776- )=C2-
>> ----------------------------------------=C2-
>>=C2-
>>=C2-
>>=C2-
>>=C2-
>>=C2-
>>=C2-
>>=C2-
>> >>=C2-
>>
------------------------------------------------------------------------=C2
-
>>=C2-
>> ------------------------------------------------------------------------
=C2-
>>=C2-
>>=C2-
>> Checked by AVG - http://www.avg.com
>>=C2-
>> =C2-
=C2-
=C2-
size=2
width="100%" align=center>
0A
Email message sent from CompuServe - visit us today at
http://www.cs.com
=C2-
=C2-
http://www.matronics.com/contribution
http://www.matronics.com/contribution
________________________________________________________________________
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Subject: | Re: Hall Effect Sensor Installation |
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Subject: | Re: Master Switch |
Thanks Jay
Non-native English speaker problem solved!
Carlos in Portugal
P.S. ' I normally install all my DT toggle switches with the keyway
facing
down
_____
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
jaybannist@cs.com
Sent: ter=E7a-feira, 16 de Dezembro de 2008 22:34
Subject: Re: AeroElectric-List: Re: Master Switch
There is a groove in the threaded barrel of the switch. That groove is
the
keyway.
Jay in Dallas
-----Original Message-----
From: Carlos Trigo <trigo@mail.telepac.pt>
Sent: Tue, 16 Dec 2008 4:23 pm
Subject: RE: AeroElectric-List: Re: Master Switch
What is the =93keyway=94 of a switch?
Carlos
_____
From: <mailto:owner-aeroelectric-list-server@matronics.com>
owner-aeroelectric-list-server@matronics.com [
<mailto:owner-aeroelectric-list-server@matronics.com?>
mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
<mailto:jaybannist@cs.com> jaybannist@cs.com
Sent: ter=E7a-feira, 16 de Dezembro de 2008 22:07
aeroelectric-list@matronics.com
Subject: Re: AeroElectric-List: Re: Master Switch
I always thought that the keyway on any switch should go up. When I
completed the wiring of my panel, I found that about a third of the
switches
were backward. I simply reversed the switches, placing the keyway down.
All worked correctly after that.
Jay in Dallas
-----Original Message-----
From: Charlie England < <mailto:ceengland@bellsouth.net>
ceengland@bellsouth.net>
aeroelectric-list@matronics.com
Sent: Tue, 16 Dec 2008 3:54 pm
Subject: Re: AeroElectric-List: Re: Master Switch
<mailto:ceengland@bellsouth.net> ceengland@bellsouth.net>
I'm not Bob, but the behavior of every toggle switch I've ever played
with
was to 'make' the contacts that were opposite the position of the
toggle.
Try to visualize the action inside the switch. The lever passes through
a
pivot, so when you move the lever up, it moves the 'guts' of the switch
down. Keyway isn't relevant to this particular issue, except possibly
for a
keyed label plate matched to the switch.
(Slide switches are different animals, obviously.)
Charlie
Henry Trzeciakowski wrote:
> Bob:
>
> I've attached a jpeg picture of the wiring. W ith the keyway up, it
appears
> to me that since terminal #3 & #6 are empty that theOFF position would
be
> with the toggle in the up position ---the middle position would be
BATTERY
> ONLY and with the toggle in the down position, BATTERY & ALTERNATOR.
>
> If that is correct, then could I move Ground to terminal 3 and
Regulator
to
> #6, so that the OFF position would be down, or would I be better off
to
flip
> the switch to keyway down?
>
> Sorry for my confusion ?
>
> Henry
>
> ----- Original Message ----- > From: "Robert L. Nuckolls, III" <
<mailto:nuckolls.bob@aeroelectric.com> nuckolls.bob@aeroelectric.com>
> To: < <mailto:aeroelectric-list@matronics.com>
aeroelectric-list@matronics.com>
> Sent: Monday, December 15, 2008 6:03 PM
> Subject: Re: AeroElectric-List: Re: Master Switch
>
>
>> > < <mailto:nuckolls.bob@aeroelectric.com>
nuckolls.bob@aeroelectric.com>
> >> At 05:20 PM 12/14/2008, you wrote:
>>> < <mailto:hammer408@comcast.net> hammer408@comcast.net>
>>>
>>> Bob:
>>>&nb sp;
>>> I've just wired my DPDT switch - (2TL-1-10) switch which I'm using
as my
>>> master. It is a locking switch and wired as in you Z-diagrams. I do
>>> > have a
> >>> question:
>>>
>>> I mounted the switch keyway-up and wired the terminals accordingly:
>>>
>>> #2 - to battery contactor
>>> #5 - to 5 Amp CB
>>> #1 - to ground
>>> #4 - to #6 terminal on the regulator
>>>
>>> Is this correct, I want my OFF position to be "down"...
>>> >> That's what the diagrams show. It should work.
>>
>>
>> Bob . . .
>>
>> ----------------------------------------)
>> ( . . . a long habit of not thinking )
>> ( a thing wrong, gives it a superficial )
>> ( appearance of being right . . . )
>> ( )
>> ( -Thomas Paine 1776- )
>> ----------------------------------------
>>
>>
>>
>>
>>
>>
>>
>> >>
>>
------------------------------------------------------------------------
>>
>>
------------------------------------------------------------------------
>> >>
>> Checked by AVG - <http://www.avg.com> http://www.avg.com >>
>>
_____
size=2 width="100%" align=center>
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