AeroElectric-List Digest Archive

Sat 08/15/09


Total Messages Posted: 16



Today's Message Index:
----------------------
 
     1. 04:43 AM - Re: Two fuses in series? (Sam Hoskins)
     2. 05:38 AM - Re: Calibrating fuel qty gauges (Ken)
     3. 06:19 AM - Re: Two fuses in series? (Robert L. Nuckolls, III)
     4. 06:46 AM - Re: Two fuses in series? (Sam Hoskins)
     5. 07:34 AM - Re: Rv-8 vs F-16 (Speedy11@aol.com)
     6. 07:44 AM - Re: Calibrating fuel qty gauges (Eric M. Jones)
     7. 08:09 AM - Re: Calibrating fuel qty gauges (BobsV35B@aol.com)
     8. 08:35 AM - Garmin 296 $350 with Gizmo (Dave Saylor)
     9. 08:52 AM - Re: Calibrating fuel qty gauges (Bob McCallum)
    10. 09:17 AM - Re: Calibrating fuel qty gauges (BobsV35B@aol.com)
    11. 11:21 AM - Re: RV-List: Garmin 296 $350 with Gizmo (Dave Saylor)
    12. 02:22 PM - Re: Castaways! (j. davis)
    13. 03:25 PM - Re: Castaways! (Richard Girard)
    14. 07:19 PM - 12 volt 3 or 4 pole relay for 1 to 2 amp load? (Allen Fulmer)
    15. 08:20 PM - Splicing wire (bcollinsmn)
    16. 08:22 PM - Re: 12 volt 3 or 4 pole relay for 1 to 2 amp load? (Bob McCallum)
 
 
 


Message 1


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    Time: 04:43:44 AM PST US
    Subject: Re: Two fuses in series?
    From: Sam Hoskins <sam.hoskins@gmail.com>
    The "A" ECU is the normal running mode and has more features than the "B" side, which is strictly a backup in case of failure of the other. Both ECU s share a single circuit board <http://www.rotaryaviation.com/eficont.html>. The only time the "B" side would normally be used is during engine runup test prior to flight. The way I have it set up, I am hoping to have the "B" side in reserve. That's why I was wondering about using a fuse link at the main bus. Sam On Sat, Aug 15, 2009 at 1:39 AM, Jay Hyde <jay@horriblehyde.com> wrote: > Hello Sam, > > > The principle is not unusual in protection of power electrical systems; > isolation of part of a system rather than the whole system. I would be > concerned with the actual tripping characteristic of the fuse though. > Normally protective devices, such as a fuse, have an =91inverse time trip ping=92 > characteristic- which means that the higher the current through them the > faster they trip/ blow. When one is coordinating the protection on a pow er > electrical system you need to make sure that these characteristics do not > overlap so that the =91upstream=92 fuse/device does not trip first. I th ink > that you would need to use what are called =91fast blow=92 fuses for the 5A fuse > and =91slow blow=92 for the 10A so that the 10A fuse gives the 5A a chanc e to > clear the fault. > > How come you do not have a 5A fuse in the =91SYS B=92 ECU circuit? > > > Jay > > > ------------------------------ > > *From:* owner-aeroelectric-list-server@matronics.com [mailto: > owner-aeroelectric-list-server@matronics.com] *On Behalf Of *Sam Hoskins > *Sent:* 14 August 2009 06:02 PM > *To:* Aerolectric List > *Subject:* AeroElectric-List: Two fuses in series? > > > Is it ever logical to put two fuses in series? I am attaching a PDF. In > the lower center area of the drawing, look at the switch labeled ECU PWR & > Injectors. > > The idea is, if the SYS A ECU should blow, I wouldn't want a common fuse > taking out the SYS B ECU. Or is there another way to do this without add ing > anymore switches? Maybe a fuse link, back at the main battery bus? > > I now have 9 test flights in and I'm still fighting oil temp and highly > experimental induction issues. > > Thanks. > > Sam > www.samhoskins.blogspot.com > > * > =========== =========== =========== =========== > > * > >


    Message 2


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    Time: 05:38:06 AM PST US
    From: Ken <klehman@albedo.net>
    Subject: Re: Calibrating fuel qty gauges
    There are simple ways of achieving some of these goals in some aircraft. I have a two gallon gravity fed vented header tank which is also a great gascolator. A low cost float switch (from aircraft spruce) triggers a large two color flashing LED if it is not full, which means it gets quiet in 20 min. for me unless I switch tanks or land as appropriate. No sloshing effects in a full header tank. No concerns about air bubbles, unuseable fuel, or maneuvering with low fuel in the main tanks. It has a press to test button for no good reason other than it makes me feel good. The sight gauges in my wing tanks are damped with a restriction and calibrated in blue on the forward side for flight and in red on the rear side for ground (tail dragger). Certainly not foolproof but surprisingly accurate for confirming fuel remaining agrees with what I estimate should be there. Certainly accurate to within one gallon in my 24 gallon wing tanks although I don't remember looking at them when in head bumping seat belt tugging turbulence. They also verify how much fuel is added to the tanks quite accurately. Even parked on a slight left to right slope, the error in one tank tends to be cancelled out by the error in the other tank. Clear teflon sight gauges are shatter proof and will last forever regardless of what fuel one uses. Ken Robert L. Nuckolls, III wrote: > At 01:14 PM 8/14/2009, you wrote: >> Geek, Nerd, or Ernest, >> I'm surprised you are willing to accept the poor excuse for fuel >> measurement we've had for the past 60 years. With your skills, I >> would have expected you to jump on this challenge and solve it. >> There must be a solution. > > Design goals for the system I'm working on now include > in-situ calibration at intervals equal to 5% of full > capacity. So an accuracy on the order of 2% of tank > capacity seems achievable. But even if it becomes > a product on either the TC or OBAM side of the house, > I'd still be reluctant to recommend that anyone plan > a flight that draws a tank down to less than 30 minutes > total fuel aboard. > > Bob . . . >


    Message 3


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    Time: 06:19:35 AM PST US
    From: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
    Subject: Re: Two fuses in series?
    Hello Sam, The principle is not unusual in protection of power electrical systems; isolation of part of a system rather than the whole system. I would be concerned with the actual tripping characteristic of the fuse though. Normally protective devices, such as a fuse, have an 'inverse time tripping' characteristic- which means that the higher the current through them the faster they trip/ blow. When one is coordinating the protection on a power electrical system you need to make sure that these characteristics do not overlap so that the 'upstream' fuse/device does not trip first. I think that you would need to use what are called 'fast blow' fuses for the 5A fuse and 'slow blow' for the 10A so that the 10A fuse gives the 5A a chance to clear the fault. Correct, in fact it's a square-law effect where doubling the current results in about 4x faster trip time. As a general rule, any upstream fusing is treated like a feeder protection to another bus and is MUCH more robust than the largest downstream fuse . . . This is what ANL style "current limiters' is all about. In this case, I suspect the individual current draw for each ECU is low enough that they can be protected/isolated on 5A (or smaller?) fuses. The upstream fuse at the bus need not be so robust as an ANL . . . but 5 to 10x larger than any single downstream fuse is a good bet. How come you do not have a 5A fuse in the 'SYS B' ECU circuit? Jay The "A" ECU is the normal running mode and has more features than the "B" side, which is strictly a backup in case of failure of the other. Both ECUs share a single circuit board. The only time the "B" side would normally be used is during engine runup test prior to flight. The way I have it set up, I am hoping to have the "B" side in reserve. That's why I was wondering about using a fuse link at the main bus. Sam Okay, since you're "stuck" with the current switch configuration, let's figure out a work-around. What are the current demands of each ECU? What I'm thinking about is coming off the fuse block with a "fat" fuse like 30A. Take a 14AWG wire to your switch. Branch off the downstream side of the switch with a pair of 5A fuses on in-line fuse-holders, one to each ECU. Do you have a way to pre-flight check the integrity of each ECU independently? 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: 06:46:35 AM PST US
    Subject: Re: Two fuses in series?
    From: Sam Hoskins <sam.hoskins@gmail.com>
    Yes, I can check independently. I have a douple pole A/B switch which trip s the EC3's internal relay. The "at rest" position selects "A". Grounding the circuit causes the relay to operate and selects "B". I am using the other pole of this switch to supply power to the fuel injectors. In the "A " position the main injectors are fed, and in "B" the backup throttle body injector is fed. The current draw of the ECU less than an amp. I'll attach the drawing. Thanks! Sam On Sat, Aug 15, 2009 at 8:18 AM, Robert L. Nuckolls, III < nuckolls.bob@aeroelectric.com> wrote: > Hello Sam, > > The principle is not unusual in protection of power electrical systems; > isolation of part of a system rather than the whole system. I would be > concerned with the actual tripping characteristic of the fuse though. > Normally protective devices, such as a fuse, have an =91inverse time trip ping=92 > characteristic- which means that the higher the current through them the > faster they trip/ blow. When one is coordinating the protection on a pow er > electrical system you need to make sure that these characteristics do not > overlap so that the =91upstream=92 fuse/device does not trip first. I th ink > that you would need to use what are called =91fast blow=92 fuses for the 5A fuse > and =91slow blow=92 for the 10A so that the 10A fuse gives the 5A a chanc e to > clear the fault. > > Correct, in fact it's a > square-law effect where > doubling the current results in about 4x faster trip > time. As a general rule, any upstream fusing is treated > > * like a feeder protection to another bus and is > MUCH more robust than the largest downstream fuse . . . > This is what ANL style "current limiters' is all > about. In this case, I suspect the individual current > draw for each ECU is low enough that they can be > protected/isolated on 5A (or smaller?) fuses. The > upstream fuse at the bus need not be so robust as > an ANL . . . but 5 to 10x larger than any single > downstream fuse is a good bet. > * > > How come you do not have a 5A fuse in the =91SYS B=92 ECU circuit? > > Jay > > The "A" ECU is the normal running mode and has more features than the "B" > side, which is strictly a backup in case of failure of the other. Both E CUs > share a single circuit board. The only time the "B" side would normally b e > used is during engine runup test prior to flight. > > The way I have it set up, I am hoping to have the "B" side in reserve. > That's why I was wondering about using a fuse link at the main bus. > > Sam > > Okay, since you're > "stuck" with the current switch > configuration, let's figure out a work-around. What are > the current demands of each ECU? What I'm thinking about > is coming off the fuse block with a "fat" fuse > like 30A. > Take a 14AWG wire to your switch. Branch off the downstream > side of the switch with a pair of 5A fuses on in-line > fuse-holders, one to each ECU. Do you have a way to > pre-flight > > * check the integrity of each ECU independently? > * 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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    Time: 07:34:55 AM PST US
    From: Speedy11@aol.com
    Subject: Re: Rv-8 vs F-16
    Frank, I have no choice - the USAF won't let me fly the Viper any more. I'm stuck with the 737 and my RV. I really like the way the RV flies. It flies much like a mini fighter - the controls are responsive due to the push-pull tube arrangement, the power-to-weight ratio is reasonably good, the wing loading is good enough for acceptable tight formation, visibility is good except for the roll over bar which is a problem in formation. I like the sense of strapping on the aircraft and we become one. It's much like it was in fighters. The cockpit is tight, but once you're in place it is comfortable - you do need to have everything you need within easy reach though. It's as compact inside as the F-5 was. I don't like how close the panel is to my face. I would feel a little more comfortable if it were about 1.5" farther forward. I made a console and put my switches on the consoles angled toward the panel - fighter style - and made a P-51 style glare shield to fit on top of and hide the arched glare shield. So, it serves as my pseudo-fighter. I've been thinking about making some hard points for munitions and maybe a mini-gun, but I'm a bit worried about gross weight and CG. : ) There's a guy here at Spruce Creek that has Fokker DII and Spad replicas and flies them frequently. He has a real fighter alter-ego. Stan Sutterfield Do no archive But the bigger question is.. Does does one become content with flying an RV 8 after an F16??..:) Frank


    Message 6


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    Time: 07:44:49 AM PST US
    Subject: Re: Calibrating fuel qty gauges
    From: "Eric M. Jones" <emjones@charter.net>
    I have seen all sort of fuel gauges, and I don't know what is best.... But I want to add a note to the discussion that might spur some thinking: Video cameras have become soooooo cheap that using one to directly image the inside of a tank is becoming a practical solution. When I consider "things I would like to know", I often imagine visualizing them. So I can imagine a conical piece of acrylic in the fuel tank with a couple LEDs and a tiny video camera looking down the axis as a practical solution, or a video camera looking at a calibrated stick inside the tank. Although you could image these directly on a small display, you could also write some simple imaging software to turn these video images into a displayed number of gallons. For those interested in the basic subject, search the USPTO patents site (advanced search) and enter search string "ttl/(fuel and level and sensor)" When the Oakies left Oklahoma and moved to California, it raised the I.Q. of both states." --Will Rogers -------- 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=257784#257784


    Message 7


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    Time: 08:09:00 AM PST US
    From: BobsV35B@aol.com
    Subject: Re: Calibrating fuel qty gauges
    Good Morning Ken, That sounds great! Reminds me of a device that was common in the thirties and early forties. There would be a standpipe in the fuel tank that fed fuel above a predetermined amount via the MAIN position of the fuel valve. When switched to the RESERVE position, the fuel was taken from the bottom of the tank. I had a PT-22 that was so equipped. When the tank ran dry on MAIN, there was precisely five gallons (thirty plus minutes of fuel) left that was available via the RESERVE position. All takeoffs and landings were to be performed with the fuel valve selected to the RESERVE position. Worked great as long as you remembered to select the RESERVE for T/O & Ldg. The early Volkswagen had a similar setup that made the last gallon or so of fuel available to the engine. No fuel gauge at all in the VW as I recall.. Happy Skies, Old Bob In a message dated 8/15/2009 7:40:03 A.M. Central Daylight Time, klehman@albedo.net writes: --> AeroElectric-List message posted by: Ken <klehman@albedo.net> There are simple ways of achieving some of these goals in some aircraft. I have a two gallon gravity fed vented header tank which is also a great gascolator. A low cost float switch (from aircraft spruce) triggers a large two color flashing LED if it is not full, which means it gets quiet in 20 min. for me unless I switch tanks or land as appropriate. No sloshing effects in a full header tank. No concerns about air bubbles, unuseable fuel, or maneuvering with low fuel in the main tanks. It has a press to test button for no good reason other than it makes me feel good. The sight gauges in my wing tanks are damped with a restriction and calibrated in blue on the forward side for flight and in red on the rear side for ground (tail dragger). Certainly not foolproof but surprisingly accurate for confirming fuel remaining agrees with what I estimate should be there. Certainly accurate to within one gallon in my 24 gallon wing tanks although I don't remember looking at them when in head bumping seat belt tugging turbulence. They also verify how much fuel is added to the tanks quite accurately. Even parked on a slight left to right slope, the error in one tank tends to be cancelled out by the error in the other tank. Clear teflon sight gauges are shatter proof and will last forever regardless of what fuel one uses. Ken Robert L. Nuckolls, III wrote: > At 01:14 PM 8/14/2009, you wrote: >> Geek, Nerd, or Ernest, >> I'm surprised you are willing to accept the poor excuse for fuel >> measurement we've had for the past 60 years. With your skills, I >> would have expected you to jump on this challenge and solve it. >> There must be a solution. > > Design goals for the system I'm working on now include > in-situ calibration at intervals equal to 5% of full > capacity. So an accuracy on the order of 2% of tank > capacity seems achievable. But even if it becomes > a product on either the TC or OBAM side of the house, > I'd still be reluctant to recommend that anyone plan > a flight that draws a tank down to less than 30 minutes > total fuel aboard. > > Bob . . . > Do Not Archive


    Message 8


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    Time: 08:35:58 AM PST US
    Subject: Garmin 296 $350 with Gizmo
    From: Dave Saylor <dave.saylor.aircrafters@gmail.com>
    Garmin 296 for sale. I bought it new, and it works great in the air and in the car. Lots of accessories: AirGizmo panel mount, car bean bag mount, yoke mount, external antenna, external speaker/power cord, 128M data card for driving that covers about half the U.S. at a time, AC power, owner's manual, more. $350 plus shipping -- Dave Saylor AirCrafters LLC 140 Aviation Way Watsonville, CA 95076 831-722-9141 Shop 831-750-0284 Cell


    Message 9


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    Time: 08:52:34 AM PST US
    From: "Bob McCallum" <robert.mccallum2@sympatico.ca>
    Subject: Calibrating fuel qty gauges
    Bob; This "standpipe" reserve system with a dual position valve is also quite common to many motorcycles. Works very well, BUT----, The biggest drawback I've found to this as applied to VW's or bikes or whatever, is that when you stop to refuel after having selected "reserve" is that you MUST remember to return the valve to the "main" position lest the next time you run "low" you're actually completely dry as you were already on "reserve". (Ran out of fuel on my Honda 500 Interceptor more than once for just this reason.) Bob McC _____ From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of BobsV35B@aol.com Sent: Saturday, August 15, 2009 11:06 AM Subject: Re: AeroElectric-List: Calibrating fuel qty gauges Good Morning Ken, That sounds great! Reminds me of a device that was common in the thirties and early forties. There would be a standpipe in the fuel tank that fed fuel above a predetermined amount via the MAIN position of the fuel valve. When switched to the RESERVE position, the fuel was taken from the bottom of the tank. I had a PT-22 that was so equipped. When the tank ran dry on MAIN, there was precisely five gallons (thirty plus minutes of fuel) left that was available via the RESERVE position. All takeoffs and landings were to be performed with the fuel valve selected to the RESERVE position. Worked great as long as you remembered to select the RESERVE for T/O & Ldg. The early Volkswagen had a similar setup that made the last gallon or so of fuel available to the engine. No fuel gauge at all in the VW as I recall.. Happy Skies, Old Bob


    Message 10


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    Time: 09:17:10 AM PST US
    From: BobsV35B@aol.com
    Subject: Re: Calibrating fuel qty gauges
    Good Morning Bob McC, No doubt about it! Every "improvement" adds another point where failure could occur! The simplest fuel system possible would have one tank, no valves and no filters. Lindbergh wanted many small tanks because he had experienced so many fuel tank leaks. 'Tis a quandary Indeed. Happy Skies, Old Bob In a message dated 8/15/2009 10:53:36 A.M. Central Daylight Time, robert.mccallum2@sympatico.ca writes: Bob; This =9Cstandpipe=9D reserve system with a dual position valv e is also quite common to many motorcycles. Works very well, BUT----, The biggest drawbac k I =99ve found to this as applied to VW=99s or bikes or whatever , is that when you stop to refuel after having selected =9Creserve=9D is tha t you MUST remember to return the valve to the =9Cmain=9D position lest the next time you run =9C low=9D you=99re actually completely dry as you were already on =9Creserve=9D. (Ran out of fuel on my Honda 500 Interceptor more than once for just this reason.) Bob McC ____________________________________ From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of BobsV35 B@aol.com Sent: Saturday, August 15, 2009 11:06 AM Subject: Re: AeroElectric-List: Calibrating fuel qty gauges Good Morning Ken, That sounds great! Reminds me of a device that was common in the thirties and early forties. There would be a standpipe in the fuel tank that fed fuel above a predetermined amount via the MAIN position of the fuel valve. When switch ed to the RESERVE position, the fuel was taken from the bottom of the tank. I had a PT-22 that was so equipped. When the tank ran dry on MAIN, there was precisely five gallons (thirty plus minutes of fuel) left that was available via the RESERVE position. All takeoffs and landings were to be performed with the fuel valve selected to the RESERVE position. Worked great as long as you remembered to select the RESERVE for T/O & Ldg. The early Volkswagen had a similar setup that made the last gallon or so of fuel available to the engine. No fuel gauge at all in the VW as I recall.. Happy Skies, Old Bob ======================== ============ (http://www.matronics.com/Navigator?AeroElectric-List) ======================== ============ ======================== ============ (http://www.matronics.com/contribution) ======================== ============


    Message 11


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    Time: 11:21:35 AM PST US
    Subject: Re: RV-List: Garmin 296 $350 with Gizmo
    From: Dave Saylor <dave.saylor.aircrafters@gmail.com>
    Sold. Thanks for the calls--Dave On Sat, Aug 15, 2009 at 8:35 AM, Dave Saylor < dave.saylor.aircrafters@gmail.com> wrote: > Garmin 296 for sale. I bought it new, and it works great in the air and in > the car. Lots of accessories: AirGizmo panel mount, car bean bag mount, > yoke mount, external antenna, external speaker/power cord, 128M data card > for driving that covers about half the U.S. at a time, AC power, owner's > manual, more. > > $350 plus shipping > > -- > Dave Saylor > AirCrafters LLC > 140 Aviation Way > Watsonville, CA 95076 > 831-722-9141 Shop > 831-750-0284 Cell > > * > > * > > -- Dave Saylor AirCrafters LLC 140 Aviation Way Watsonville, CA 95076 831-722-9141 Shop 831-750-0284 Cell


    Message 12


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    Time: 02:22:51 PM PST US
    From: "j. davis" <jd@lawsonimaging.ca>
    Subject: Re: Castaways!
    Rodney Dunham wrote: > > In the corner lay an assortment of bike parts. Castaways! I asked him > what it was and he told me it was a 3 speed bike. I asked if it was all > there. He replied in the affirmative. I asked how much he wanted for it. > He said $3.50. I said I'll take it! > Just an aside, Rodney... you were ahead of your time! A couple years ago, I was visiting my son the bike courier in Victoria, BC. He was using a many speed drailleur at the time, and I reminisced about my childhood Raleigh bike, with an internal 3-speed hub. Long story short, we scrounged up one of those hubs, and I taught him how to lace a wheel, stainless steel spokes and nipples. Several months later, all the couriers were using 3-speed internal hubs, and to this day, it is his bike-of-choice! -- Regards, J. Sonex #325 C-FJNJ, Jab 3300a, Prince P-Tip http://cleco.ca +-------------------------------------------------------------+ | J. Davis, M.Sc. | (computer science) | | *NIX consulting, SysAdmin | email: jd at lawsonimaging.ca | +-------------------------------------------------------------+ and now... Deep Thought #82, by Jack Handy I scrambled to the top of the precipice where Nick was waiting. "That was fun," I said. "You bet it was," said Nick. "Let's climb higher." "No," I said. "I think we should be heading back now." "We have time," Nick insisted. I said we didn't, and Nick said we did. We argued back and forth like that for about 20 minutes, then finally decided to head back. I didn't say it was an interesting story.


    Message 13


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    Time: 03:25:47 PM PST US
    Subject: Re: Castaways!
    From: Richard Girard <jindoguy@gmail.com>
    Okay, as long as this thread has been opened. No childhood reminiscing here , I built the trike in the picture last March. The fork head is off a chicom BMX bike, the steering head is from a 60's era Monky Wards girls bike (stil l has the made in Austria sticker), the cranks are from a 70's Nishiki, and the rear axle, complete with Shimano 3 speed and differential, is from a 70's industrial trike.There is an electric connection, too. That big silver hub on the front wheel is a 36 volt electric motor. She'll do 16 mph on the motor alone and get to 20 if you pedal along. It has a range of about 15 miles. Rick Girard do not archive On Sat, Aug 15, 2009 at 4:13 PM, j. davis <jd@lawsonimaging.ca> wrote: > > Rodney Dunham wrote: > > >> In the corner lay an assortment of bike parts. Castaways! I asked him wh at >> it was and he told me it was a 3 speed bike. I asked if it was all there . He >> replied in the affirmative. I asked how much he wanted for it. He said >> $3.50. I said I'll take it! >> >> > Just an aside, Rodney... you were ahead of your time! A couple years ago, I > was visiting my son the bike courier in Victoria, BC. He was using a many > speed d=E9railleur at the time, and I reminisced about my childhood Ralei gh > bike, with an internal 3-speed hub. Long story short, we scrounged up one of > those hubs, and I taught him how to lace a wheel, stainless steel spokes and > nipples. Several months later, all the couriers were using 3-speed intern al > hubs, and to this day, it is his bike-of-choice! > > -- > Regards, J. > > Sonex #325 C-FJNJ, Jab 3300a, Prince P-Tip > http://cleco.ca > > +-------------------------------------------------------------+ > +-------------------------------------------------------------+ > > and now... Deep Thought #82, by Jack Handy > > I scrambled to the top of the precipice where Nick was waiting. "That was > fun," I said. "You bet it was," said Nick. "Let's climb higher." "No," I > said. > "I think we should be heading back now." "We have time," Nick insisted. I > said we didn't, and Nick said we did. We argued back and forth like that > for > about 20 minutes, then finally decided to head back. I didn't say it was an > interesting story. > > =========== =========== =========== =========== > >


    Message 14


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    Time: 07:19:35 PM PST US
    From: "Allen Fulmer" <afulmer@charter.net>
    Subject: 12 volt 3 or 4 pole relay for 1 to 2 amp load?
    Hello Bob, I want to add a little 3 pole relay to turn a Trutrak Flight Systems Automatic Pitch Trim on and off. (I did not consider this capability when I was running my wire bundle to the pitch servo area though I do have a spare pair that could be used to control a relay.) Page 7 of the Trutrak manual has the wiring diagram for their Auto Trim module. http://www.trutrakflightsystems.com/documents/AutomaticPitchTrim.pdf Can you recommend a relay that might be carried by Allied Electronics? http://www.alliedelec.com/ I don't think you sell such a critter. Thanks, Allen Fulmer RV7 wiring N808AF reserved


    Message 15


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    Time: 08:20:52 PM PST US
    Subject: Splicing wire
    From: "bcollinsmn" <bob@rvbuildershotline.com>
    A pretty elementary question, I'm afraid. Can you refer me to the proper location of the resource that shows the proper way to splice two wires into one? Specifically, I'm making a wiring harness for an Icom A210 and I don't want to jam two #18 wires into the single molex pin for the jumper for ground and power. Instead, I'd like to take a single wire out of each connector, splice them to a third wire and run that wire to ground and the buss. I've seen pages on single-wire to single-wire, and I've seen doing this with shielded cable etc., but I'll be darned if I can find the proper technique for this. Warm regards. -------- Bob Collins St. Paul, Minn. RV-7A - Running wires http://rvbuildershotline.com Day job: http://minnesota.publicradio.org/collections/special/columns/news_cut/ Read this topic online here: http://forums.matronics.com/viewtopic.php?p=257924#257924


    Message 16


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    Time: 08:22:34 PM PST US
    From: "Bob McCallum" <robert.mccallum2@sympatico.ca>
    Subject: 12 volt 3 or 4 pole relay for 1 to 2 amp load?
    Omron LY4-DC12 Allied stk # 821-2023 would be one choice for 4 poles. Omron LY3-DC12 Allied stk # 821-0084 would give you 3 poles. Bob McC _____ From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Allen Fulmer Sent: Saturday, August 15, 2009 10:18 PM Subject: AeroElectric-List: 12 volt 3 or 4 pole relay for 1 to 2 amp load? Hello Bob, I want to add a little 3 pole relay to turn a Trutrak Flight Systems Automatic Pitch Trim on and off. (I did not consider this capability when I was running my wire bundle to the pitch servo area though I do have a spare pair that could be used to control a relay.) Page 7 of the Trutrak manual has the wiring diagram for their Auto Trim module. http://www.trutrakflightsystems.com/documents/AutomaticPitchTrim.pdf Can you recommend a relay that might be carried by Allied Electronics? http://www.alliedelec.com/ I don't think you sell such a critter. Thanks, Allen Fulmer RV7 wiring N808AF reserved




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