Today's Message Index:
----------------------
1. 05:22 AM - Re: Affixing an Engine Ground ()
2. 07:43 AM - Re: Affixing an Engine Ground (Dale Rogers)
3. 08:26 AM - Re: Affixing an Engine Ground (Bret Smith)
4. 02:19 PM - Re: Affixing an Engine Ground ()
5. 03:59 PM - Re: Trio altitude hold system (Franz Fux)
6. 06:09 PM - Fw: Re: IVOPROP Magnum installation instructions (Robert L. Nuckolls, III)
7. 08:17 PM - Misc electrical items for sale (DEAN PSIROPOULOS)
8. 09:31 PM - Re: Trio altitude hold system (Etienne Phillips)
9. 10:07 PM - Re: Trio altitude hold system (Bruce Gray)
Message 1
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Subject: | Affixing an Engine Ground |
On closer inspection of my Lycoming I found there are two pre-determined
grounding locations on the IO-360 engine. Those bearing the Dynafocal
mount setup have a purpose built hole on the ear of lower mounting tabs.
I've attached a few pics.
Thanks,
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: Saturday, February 14, 2009 7:53 AM
Subject: Re: AeroElectric-List: Affixing an Engine Ground
<nuckolls.bob@aeroelectric.com>
At 09:49 AM 2/13/2009, you wrote:
>I have a new IO-360 and I am at a loss as to the best place to bolt
>the ground wire. Do any of you have a suggestion? A picture may be
>valuable here.
>
>Along the same lines, my craft is fiberglass and I am wondering if
>it's smart to have two such ground running from the firewall to the
engine.
One is sufficient. Assemblies on airplanes held together
with big bolts are generally considered failure free if
assembled per instructions.
Even if the airplane is metal, the engine sits on
non-conductive shock mounts. Some designers have
called for conductive bonding straps around the
shock mounts for the purpose of electrically
connecting the engine to the engine mount and
ultimately to the airframe at the firewall.
But if you plot out all the series and paralleled
connections in such an array of conductors, it
becomes apparent that the most effective and
simple process is the fat-wire or braided
ground jumper from the crankcase to a high-quality
ground on the firewall, i.e. forest-of-tabs
or equal.
I'd be pleased to have photos of good connections
to the crankcase on various engines. I'll publish
them on the website.
Bob . . .
----------------------------------------)
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
----------------------------------------
Message 2
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Subject: | Re: Affixing an Engine Ground |
longg@pjm.com wrote:
> On closer inspection of my Lycoming I found there are two pre-determined
> grounding locations on the IO-360 engine. Those bearing the Dynafocal
> mount setup have a purpose built hole on the ear of lower mounting tabs.
> I've attached a few pics.
>
Glenn,
The folks who still access their mail via a dial-up connection
are probably uttering deprecations right now. 2 Meg is nearly
an hour's download, just for this one message.
For the future, you might want to avail yourself of one of the
many graphic tools (e.g. irfanview is free) to crop and/or
resample to shrink your photos to a manageable < 200KB.
Dale R.
COZY MkIV #0497
Ch. 13
Message 3
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Subject: | Re: Affixing an Engine Ground |
Glenn,
I would grind the paint off where you have attached the ground in order to
ensure a good connection...
Bret Smith
RV-9A "Finishing"
Blue Ridge, GA
www.FlightInnovations.com
----- Original Message -----
From: <longg@pjm.com>
Sent: Tuesday, April 07, 2009 8:14 AM
Subject: RE: AeroElectric-List: Affixing an Engine Ground
On closer inspection of my Lycoming I found there are two pre-determined
grounding locations on the IO-360 engine. Those bearing the Dynafocal
mount setup have a purpose built hole on the ear of lower mounting tabs.
I've attached a few pics.
Thanks,
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: Saturday, February 14, 2009 7:53 AM
Subject: Re: AeroElectric-List: Affixing an Engine Ground
<nuckolls.bob@aeroelectric.com>
At 09:49 AM 2/13/2009, you wrote:
>I have a new IO-360 and I am at a loss as to the best place to bolt
>the ground wire. Do any of you have a suggestion? A picture may be
>valuable here.
>
>Along the same lines, my craft is fiberglass and I am wondering if
>it's smart to have two such ground running from the firewall to the
engine.
One is sufficient. Assemblies on airplanes held together
with big bolts are generally considered failure free if
assembled per instructions.
Even if the airplane is metal, the engine sits on
non-conductive shock mounts. Some designers have
called for conductive bonding straps around the
shock mounts for the purpose of electrically
connecting the engine to the engine mount and
ultimately to the airframe at the firewall.
But if you plot out all the series and paralleled
connections in such an array of conductors, it
becomes apparent that the most effective and
simple process is the fat-wire or braided
ground jumper from the crankcase to a high-quality
ground on the firewall, i.e. forest-of-tabs
or equal.
I'd be pleased to have photos of good connections
to the crankcase on various engines. I'll publish
them on the website.
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: | Affixing an Engine Ground |
Does anyone know equivalent locations on an IO-540?
---- longg@pjm.com wrote:
> On closer inspection of my Lycoming I found there are two pre-determined
> grounding locations on the IO-360 engine. Those bearing the Dynafocal
> mount setup have a purpose built hole on the ear of lower mounting tabs.
> I've attached a few pics.
>
> Thanks,
>
> 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: Saturday, February 14, 2009 7:53 AM
> To: aeroelectric-list@matronics.com
> Subject: Re: AeroElectric-List: Affixing an Engine Ground
>
> <nuckolls.bob@aeroelectric.com>
>
> At 09:49 AM 2/13/2009, you wrote:
> >I have a new IO-360 and I am at a loss as to the best place to bolt
> >the ground wire. Do any of you have a suggestion? A picture may be
> >valuable here.
> >
> >Along the same lines, my craft is fiberglass and I am wondering if
> >it's smart to have two such ground running from the firewall to the
> engine.
>
> One is sufficient. Assemblies on airplanes held together
> with big bolts are generally considered failure free if
> assembled per instructions.
>
> Even if the airplane is metal, the engine sits on
> non-conductive shock mounts. Some designers have
> called for conductive bonding straps around the
> shock mounts for the purpose of electrically
> connecting the engine to the engine mount and
> ultimately to the airframe at the firewall.
> But if you plot out all the series and paralleled
> connections in such an array of conductors, it
> becomes apparent that the most effective and
> simple process is the fat-wire or braided
> ground jumper from the crankcase to a high-quality
> ground on the firewall, i.e. forest-of-tabs
> or equal.
>
> I'd be pleased to have photos of good connections
> to the crankcase on various engines. I'll publish
> them on the website.
>
>
> 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: Trio altitude hold system |
Hi all,
Maybe one of you has come across the same problem that I have encountered. I
have purchased a Trio Altitude hold and can not get it to hold the altitude
at all. Upon engaging the systems starts initiating a ever increasing
proposing of the airplane with variations in altitude over 500 feet on
either side. We have tied different approaches wit the help of the technical
experts at Trio but have not come up with a solution. I have reset the
system on numerous occasions, have shut down everything electrical in flight
except the mags, have removed the strobe lights, have taken the adjuster and
LED indicator out of the panel to eliminate interference and have replaced
the electronic controller and the servo with new ones, without success.
Maybe somebody can help
Franz
Message 6
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Subject: | Re: Fwd: Re: IVOPROP Magnum installation instructions |
Subject: IVOPROP Magnum installation instructions
By way of introduction, I'm a retired electrical engineer
with 40+ years in aviation and other venues. I write and
publish the AeroElectric Connection, a guide for the
crafting of modern electrical systems in owner built and
maintained aircraft. I support a website at
Http://aeroelectric.com
and moderate an aviation electrical systems discussion
group with over 1800 subscribers on Matronics. com
One of my readers tells me that instructions for
one of your products calls for installing a wire
harness in its as-supplied length. When he asked about
cutting it to length, he tells me that your service
folks told him that the wiring resistance was part of
a critical calculation for the sizing of circuit breakers
. . . or some such.
I'm mystified by his understanding of the assertion. I
offered to write to your directly and inquire as to the
elements of physics that control your wire sizing and
why he is advised to install so much extra wire that
is not useful to his project.
I hope you can clear this up for me. Thanks!
>Dear Robert, The elements of physics are not available.
>The wire harness is used as a resistor. If shortened, too much
>current goes into the unit causing the carrier, gears, leadscrew,
>etc. to break. Once the spool reaches the stop, if the switch is continued
>to be held the circuit breaker should pop within 5-7 seconds. It
>would be possible to shorten the wire
>and put in its place a resistor that would cause the circuit
>breaker to pop in the same amount of time. We do not encourage this
>because if there is a mistake,
>parts will break and the factory sealed unit will need to be
>returned to our factory for repair. If the wire is too long it is
>best to just coil it up. Regards, Ron
>
Ron,
Hmmmm . . . I'm sorry to hear this. I would
have wished that design goals and demonstrable
robustness for this product were in closer
agreement with commercial aviation practices.
A motor driven gear train at risk for
damage by hitting mechanical stops could
not be qualified for use on a type certificated
aircraft. If limit switches and/or mechanical
torque limiters were not part of the basic
design, then some form of electrical torque
limiting is called for by tailoring the speed/
torque curve of the motor -AND- limiting energy
stored on the motor's armature when mechanical
limits are reached.
Is there a brake on the motor? What happens if the
prop mechanism becomes disconnected from the motor?
Will the mechanism back-drive? What pitch state does
the prop go if the drive train becomes disconnected?
It is stable in that state?
What is the maximum expected operating current for
the motor? What is it's expected stall current at
14.5V with the lead lengths as-supplied? What is
the as-supplied wire size? What is the size and
manufacturer's part number for the supplied breaker?
Bob . . .
----------------------------------------)
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
----------------------------------------
Message 7
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Subject: | Misc electrical items for sale |
Since my airplane is now finished I have some various finishing and
electrical parts available for sale. Email me for a list of what I have
available.
Dean Psiropoulos
RV-6A N197DM
Flying 16 hours
Message 8
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Subject: | Re: Trio altitude hold system |
On 08 Apr 2009, at 12:57 AM, Franz Fux <franz@lastfrontierheli.com>
wrote:
> Hi all,
> Maybe one of you has come across the same problem that I have
> encountered.
Hi Franz
Have you checked for play in the linkage between the servo arm and the
control mechanism, or more generally, any play between the servo and
elevator?
Control systems usually exhibit the symptom you describe if there's
backlash or play...
Etienne
Message 9
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Subject: | Trio altitude hold system |
Or if the servo is not fast enough to stop the natural plungoid pitch
cycle and makes it divergent. We have the same issue in Glasairs with
STEC AP's the servo is too slow and the aircraft just keeps pitching
up/down in ever increasing cycles. The cure is to increase the servo
response time. In an STEC it means changing out a resistor, I don't know
how it's done on the Trio.
Bruce
WWW.Glasair.org
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
Etienne Phillips
Sent: Wednesday, April 08, 2009 12:27 AM
Subject: Re: AeroElectric-List: Trio altitude hold system
<etienne.phillips@gmail.com>
On 08 Apr 2009, at 12:57 AM, Franz Fux <franz@lastfrontierheli.com>
wrote:
> Hi all,
> Maybe one of you has come across the same problem that I have
> encountered.
Hi Franz
Have you checked for play in the linkage between the servo arm and the
control mechanism, or more generally, any play between the servo and
elevator?
Control systems usually exhibit the symptom you describe if there's
backlash or play...
Etienne
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