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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Subject: | Re: Two fuses in series? |
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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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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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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Subject: | Re: Two fuses in series? |
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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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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Subject: | Re: Calibrating fuel qty gauges |
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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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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Subject: | Garmin 296 $350 with Gizmo |
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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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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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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Subject: | Re: RV-List: Garmin 296 $350 with Gizmo |
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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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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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.
>
>
===========
===========
===========
===========
>
>
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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
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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
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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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