Today's Message Index:
----------------------
1. 05:10 AM - high temp. tie wraps. ()
2. 05:36 AM - Re: Battery capacity testing (Kelly McMullen)
3. 06:26 AM - Re: high temp. tie wraps. (Steve Thomas)
4. 06:26 AM - Re: Battery capacity testing (ROGER & JEAN CURTIS)
5. 06:26 AM - Re: Battery capacity testing (Dan Brown)
6. 06:45 AM - Re: high temp. tie wraps. (Steve Stearns)
7. 06:53 AM - Re: Basic Electrical Architecture for review... (Steve Stearns)
8. 09:33 AM - Question about (2-10) master switch (user9253)
9. 09:51 AM - Crazy Transducer readings (Jerry2DT@aol.com)
10. 10:31 AM - Re: Crazy Transducer readings (David M)
11. 01:21 PM - Re: Crazy Transducer readings (Perry, Phil)
12. 04:34 PM - Re: Appendix Z (gordonrsmith921@yahoo.com)
13. 05:22 PM - Re: 24V Heated Pitot (Joe Dubner)
14. 07:14 PM - Re: Re: 24V Heated Pitot (Lynn Riggs)
15. 07:37 PM - How is this battery lug crimp (rvg8tor)
Message 1
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Subject: | high temp. tie wraps. |
10/6/2009
Hello Tom, Note that the PEEK ty wraps are rated to + 500 degrees F and the
Tefzel ty wraps are rated to + 302 deg F.
Also note how horrendously expensive the PEEK tys are compared to the Tefzel
tys.
http://www.mcmaster.com/#harsh-environment-wire-ties/=3xvkp5
'OC' Says: "The best investment we can make is the effort to gather and
understand knowledge."
=================================================
Time: 02:17:53 PM PST US
Subject: AeroElectric-List: high temp. tie wraps.
From: thomas sargent <sarg314@gmail.com>
I understand that there are high temperature tolerant tie wraps that can be
used under the cowling. Can some one tell me where to get these things?
Thanks,
--
Tom Sargent, RV-6A, final assembly
Message 2
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Subject: | Re: Battery capacity testing |
Caution.........Unless it is a very early M20F, the gear and possibly
the flaps are electrically operated. I would not recommend running the
battery low enough to force lowering the gear by the emergency
extension. Seems like this would be an issue for all retractables that
use electric power for gear operation.
Or are you suggesting staying airborne while you reactivate the
alternator field and giving it some time to recharge the battery? Seems
like that would abuse the battery with high charging rates.
Perhaps testing by monitoring voltage and time, 30 min. with a
conservative volts cutoff(12.0?), whichever comes first might be safer,
at least for a first try.
Robert L. Nuckolls, III wrote:
>> I fly a Mooney M20F which has a Concorde RG battery installed
>> (RG-35AXC). Concorde (as well as Bob, of course) recommend periodic
>> capacity testing--after 2 years, and every year thereafter.
> Yeah . . . lots of overkill if YOUR are interested
> in endurance AS INSTALLED in YOUR airplane with YOUR
> choice of equipment items operational.
> How about this? YOU decide what your
> alternator-out endurance target is. Wouldn't
> you feel better about 1 hour? How about two
> hours? Next make up a list of electro-whizzies
> you plan to leave ON (and those you can't turn
> off) after the LV warning light comes on.
>
> During some CAVU cross country, deliberately
> put your airplane into a failed alternator
> condition and start your stop-watch. 11 volts
> is a better battery depleted target. See:
>
> http://www.aeroelectric.com/Pictures/Curves/28AH_12V_Capacity_vs_Load.gif
>
> Note that by the time a 12 lead-acid battery
> drops to 11.0 volts, the curve is VERY steep
> and 10.0 volts is not far behind.
Message 3
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Subject: | Re: high temp. tie wraps. |
Stein Air is another good source:
http://www.steinair.com/cableties.htm
Steve Thomas
________________________________________________________________________
On Oct 5, 2009, at 2:15 PM, thomas sargent wrote:
> I understand that there are high temperature tolerant tie wraps that
> can be used under the cowling. Can some one tell me where to get
> these things?
>
> Thanks,
>
> --
> Tom Sargent, RV-6A, final assembly
>
>
Message 4
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Subject: | Battery capacity testing |
What all this doesn't tell me is the health of the battery on an ongoing
basis. I'd think there should be a better way to test this than
repeatedly failing the alternator in flight.
Dan,
Catastrophic battery failure is rare. If you do this test one or two times
a year it will give you a good on-going test of the general battery health.
If you want to do a more quantitative test of your battery capacity then I
would suggest that you use the procedure documented on Bob N's website.
Roger
Message 5
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Subject: | Re: Battery capacity testing |
Quoting Kelly McMullen <kellym@aviating.com>:
> Caution.........Unless it is a very early M20F, the gear and
> possibly the flaps are electrically operated. I would not recommend
> running
In my case, the plane has manual gear and flaps. That said, I think
Bob's recommendation was to reengage the alternator and let it charge
for a bit before landing.
--
Dan Brown, KE6MKS, dan@familybrown.org
"Since all the world is but a story, it were well for thee to buy the
more enduring story rather than the story that is less enduring."
-- The Judgment of St. Colum Cille
Message 6
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Subject: | Re: high temp. tie wraps. |
If you don't mind sticking to the lower strength 4" ones (which I've
found to be sufficient for most things, though I sometimes double them
in length) you can get Tefzel ties from http://www.cabletiesandmore.com/
for 15 cents each in packages of 100.
Steve Stearns
Boulder/Longmont, Colorado
CSA,EAA,IAC,AOPA,PE,ARRL,BARC (but ignorant none-the-less)
Restoring (since 1/07): N45FC O235 Longeze Cothern/Friling CF1 (~1000 Hrs)
Flying (since 9/86): N43732 A65 Taylorcraft BC12D
Message 7
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Subject: | Re: Basic Electrical Architecture for review... |
Bob said:
> **These are exceedingly difficult to read**
Surprisingly enough, they work well for me but then they are much closer
to what I'm used to than the book format. I appreciate your efforts
none-the-less. I'll reformat extracts into your preferred format (as I
did with the "architecture drawing") when offering things for you and
the group to review in the future.
Steve Stearns
Boulder/Longmont, Colorado
CSA,EAA,IAC,AOPA,PE,ARRL,BARC (but ignorant none-the-less)
Restoring (since 1/07): N45FC O235 Longeze Cothern/Friling CF1 (~1000 Hrs)
Flying (since 9/86): N43732 A65 Taylorcraft BC12D
Message 8
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Subject: | Question about (2-10) master switch |
Is the 2-10 master switch a MAKE-BEFORE-BREAK switch? If yes and a standard DP3T
switch was substituted, is it likely that the master contactor would drop out
during the split second that the switch is moved from "alternator & battery"
position to "battery only" position?
Joe
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=266802#266802
Message 9
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Subject: | Crazy Transducer readings |
Folks,
My Fuel Flow Transducer has about 150 hrs on it hooked up to GRT Efis/EIS
4000. Worked great then took turns reading either zero or correctly. The
other day, bounced between zero and 30+GPH. Faulty transducer? EIS? Wiring?
Whatcha think?
Yes, I will call GRT, but thought I'd get feedback here first...
Thanks all,
Jerry Cochran
Message 10
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Subject: | Re: Crazy Transducer readings |
foam or air in fuel lines?
Jerry2DT@aol.com wrote:
> Folks,
>
> My Fuel Flow Transducer has about 150 hrs on it hooked up to GRT
> Efis/EIS 4000. Worked great then took turns reading either zero or
> correctly. The other day, bounced between zero and 30+GPH. Faulty
> transducer? EIS? Wiring? Whatcha think?
>
> Yes, I will call GRT, but thought I'd get feedback here first...
>
> Thanks all,
>
> Jerry Cochran
>
> *
>
>
> *
>
>
> ------------------------------------------------------------------------
>
>
> Checked by AVG - www.avg.com
>
Message 11
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Subject: | Crazy Transducer readings |
Where is it mounted in the fuel system? What type of fuel system do you
have?
There might be some turbulence in the fuel line that's causing an
inaccurate reading.
Phil
From: Jerry2DT@aol.com [mailto:Jerry2DT@aol.com]
Sent: Tuesday, October 06, 2009 11:41 AM
Subject: AeroElectric-List: Crazy Transducer readings
Folks,
My Fuel Flow Transducer has about 150 hrs on it hooked up to GRT
Efis/EIS 4000. Worked great then took turns reading either zero or
correctly. The other day, bounced between zero and 30+GPH. Faulty
transducer? EIS? Wiring? Whatcha think?
Yes, I will call GRT, but thought I'd get feedback here first...
Thanks all,
Jerry Cochran
Message 12
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To 'lectric Bob:
On your Z-9 drawing, the ground/shield for the AEC 9024-10 LED LV Warn Annunciator
light is connected to the +14 volt terminal. Is that correct?
Have you published the details regarding the AEC 9024 module various functions?
I am particularly interested in the use as an aux battery management module.
Gordon Smith
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=266868#266868
Message 13
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Subject: | Re: 24V Heated Pitot |
Ah, now I see the source of the confusion -- a typo that I made. Larry
MacDonald Emailed me about it too but we didn't figure it out until you
posted, Bob. Thanks.
Yes, the data plate says it's a 24V model. And I'd like to trade it for
a 12V model. Somehow I had 14V on my mind :-(
--
Joe
Robert Mitchell wrote:
>
> On the data plate it says 24V? You didn't really mean 14V?
> Bob Mitchell
> L-320
>
> -----Original Message-----
> From: owner-aeroelectric-list-server@matronics.com
> [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Joe
> Dubner
> Sent: Saturday, October 03, 2009 21:47
> To: aeroelectric-list@matronics.com
> Subject: AeroElectric-List: 24V Heated Pitot
>
> I have a chromed AN 5812-1 14V heated pitot tube from Aero Instrument
> Co. and need the exact equivalent in a 12V model. Anyone care to trade?
>
> Anticipating some responses that lead to thread drift: I don't want to
> change the heating element. And yes, it gets hot on 12V but not hot
> enough to suit me. I rather just swap with someone who has a 12V model
> and a 24V airplane.
>
> Thanks,
> Joe
> Independence, OR
> http://www.mail2600.com/position
Message 14
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Subject: | Re: 24V Heated Pitot |
It is possible to get pitot tube icing without getting structural icing. I
have had this happen on several occasions', so you are justified in your
concerns.
Lynn A. Riggs
BH 656 Kit 22
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Werner
Schneider
Sent: Tuesday, October 06, 2009 12:53 AM
Subject: Re: AeroElectric-List: Re: 24V Heated Pitot
Hi Joe,
I think it is down to your mission profile, I would avoid icing
condition at all if possible but might go through a thin layer of
stratus occasional, I did test the GPS assist in flight (hooking of the
pitot line) and it worked quite well (stable attitude reference all the
time). However I have the Dynon heated pitot with AoA installed as well
(had a 5812 before). I had some thin layer of rim ice skimming under a
stratus layer some times but I try to avoid these conditions as without
de-icing on my plane/prop I feel not safe enough. A friend of mine even
hooked two Dynons on different pitots in order to have redundancy.
Again your mission will dictate what you want I would say.
br Werner
Joe Dubner wrote:
>
> Thank you, Werner. I /do/ have that version of software installed
> with a GPS connected. I /have/ seen the warning message pop up
> (mostly on landing roll -- rather disconcerting) and it does give me
> additional comfort but as in all things involving proprietary (closed
> to scrutiny) software and sketchy specifications, I'm not sure if that
> replaces the need for a heated pitot tube in my application.
>
> Maybe I'll call Dynon and ask.
>
> Best,
> Joe
>
>
> Werner Schneider wrote:
>> <glastar@gmx.net>
>>
>>
>> Joe, get yourself the newest 5.1.1 version of the software and hook
>> up a GPS that will give you additional comfort as with that version
>> the attitude is, in case of dyn. press. lost backed up with GPS
>> speed. (Interesting to see on takeoff roll when a message tells you
>> that before the pitot comes live.
>>
>> Werner
>>>
>>> All I want to do is have a reliable source of dynamic pressure at
>>> all times. It's not a secret but neither is it well known: the
>>> Dynon EFIS requires a working pitot system for reliable attitude
>>> information. *Attitude*. Not just airspeed. I don't want to turn
>>> an inadvertent icing encounter into an emergency (and I consider
>>> flying needle-ball-and-airspeed with failed airspeed in IMC an
>>> emergency).
>>>
>
>
Message 15
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Subject: | How is this battery lug crimp |
I am making my fat wire connections with #4 welding cable. I found these lugs
at the West Marine store. I used a swagging tool to make the crimp. It seems
plenty strong. This was a test piece and was only about 6 in long. I put the
lug in the vice and pulled on the cable and I pulled the insulation off. I
then put the wire in the vice and pulled the lug for all I was worth and it held.
Any reason this type of crimp would not work.
These lugs seem to be better sized for the #4 welding cable. My welding supply
guy does have a tool that you put the wire and lug into and you whack it with
a hammer to make the crimp. The only lug the welding guy carries are copper
colored and I though those would be too soft and corrode too much. Hopefully
the picture is loaded correctly. It shows the tool as well as the crimp, or swag
I guess in this case.
--------
Mike "Nemo" Elliott
RV-8A QB (Fuselage)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=266890#266890
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