Today's Message Index:
----------------------
0. 12:16 AM - Just A Few More Days To Make Your List Contribution... (Matt Dralle)
1. 05:21 AM - Re: CHT update (Ralph E. Capen)
2. 07:07 AM - Re: CHT update (Robert L. Nuckolls, III)
3. 07:25 AM - Re: CHT update (Ralph E. Capen)
4. 07:48 AM - Re: CHT update (Bill Boyd)
5. 08:36 AM - Re: CHT update (Robert L. Nuckolls, III)
6. 08:48 AM - Re: CHT update (Ralph E. Capen)
7. 08:53 AM - GPS batteries drain (Sam Hoskins)
8. 08:57 AM - Re: Dan's Switches (messydeer)
9. 10:06 AM - Re: Re: Dan's Switches (Robert L. Nuckolls, III)
10. 10:18 AM - Re: GPS batteries drain (Robert L. Nuckolls, III)
11. 10:36 AM - backup battery connected to two units (Tom Hanaway)
12. 11:36 AM - Re: GPS batteries drain (Sam Hoskins)
13. 11:40 AM - Re: GPS batteries drain (Dan Morrow)
14. 12:55 PM - Re: Dan's Switches (messydeer)
15. 12:57 PM - Re: GPS batteries drain (Robert L. Nuckolls, III)
16. 01:45 PM - Re: Re: Dan's Switches (Matt Prather)
17. 01:51 PM - Re: GPS batteries drain (John Danielson)
18. 02:08 PM - Re: Re: Dan's Switches (BobsV35B@aol.com)
19. 02:56 PM - Re: Dan's Switches (messydeer)
Message 0
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| Subject: | Just A Few More Days To Make Your List Contribution... |
There is less than a week left in this year's List Fund Raiser and only a few short
days to grab one of the great Contribution Gifts available this year. Support
is still significantly lagging behind last year at this point but hopefully
it will pick up here towards the end. Please remember that it is solely the
Contributions of List members that keeps the Lists up and running as there
is no commercialism or advertising on the Matronics Lists and Forums.
The List Contribution web site is secure, fast, and easy and you can use a credit
card, Paypal, or a personal check:
http://www.matronics.com/contribution
I want to thank everyone that has already made a generous contribution to support
the Lists!
Thank you!
Matt Dralle
Matronics EMail List and Forum Administrator
Message 1
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Thanks Dave,
Looks like a pattern is emerging.
Ralph
-----Original Message-----
>From: David LLoyd <skywagon@charter.net>
>Sent: Nov 24, 2009 12:26 AM
>To: aeroelectric-list@matronics.com
>Subject: Re: AeroElectric-List: CHT update
>
>Ralph,
>You have got to be kidding about the tiny CHT temp. difference......!! In the
air-cooled world that is incredibly consistent. Just running different power
settings will cause a larger delta than what you described. Go fly it.... you
did everything right...
>Dave
> ----- Original Message -----
> From: Ralph E. Capen
> To: rv-list@matronics.com ; LycomingEngines-list@matronics.com ; AeroElectric-list@matronics.com
> Sent: Monday, November 23, 2009 3:22 PM
> Subject: AeroElectric-List: CHT update
>
>
> As many of you may know, I have been obsessing a bit about my CHT's...to get
them consistent.
>
> Here's the setup:
> IO360B1F6
> 9.2:1 pistons
> AFP Fuel Injection
> LASAR Ignition with CHT sender relocated to allow for testing
> Vetterman Dual Crossover Heater/Mufflers
> SamJames cowl and plenum
> Advanced Flight Systems 3400 Engine Monitor
>
> Oil Cooler mounted behind #4 cylinder
> Air for both Heater/Mufflers behind #3 cylinder
>
> For constant power setting, here's the consistency that I have achieved:
> #1 and #3 cylinders run within three degrees (avg) of each other
> #2 and #4 cylinders run within three degrees (avg) of each other
> The #1/#3 cylinders run 8.5 degrees hotter (avg) than the #2/#4 cylinders
>
> With the members of the sets of cylinders running this close each other, I'm
thinking that I have the balance (front to rear) for each side pretty well matched.
>
> I'm trying to wrap my head around what could be causing the right side to run
hotter than the left. Here's some of what I'm thinking...: With this plenum
set-up, I'm thinking that the pressure/volume should equalize from left to right.
This would leave me with not much to change to cause more cooling air to
go from the left to the right - meaning that I probably have to live with the
differences. Alternatively, maybe it's not really hotter...the two sets of CHT
wires for the left side (both equal length) are about three feet longer than
the ones for the right side (again, both equal length). Could the difference
in the lengths of the wires account for the reported temperature difference?
>
> I'm pretty close to thinking that this is as good as it gets...but I would really
like to know why...
>
> Thanks,
> Ralph
>
>
Message 2
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At 11:26 PM 11/23/2009, you wrote:
>Ralph,
>You have got to be kidding about the tiny CHT temp.
>difference......!! In the air-cooled world that is incredibly
>consistent. Just running different power settings will cause a
>larger delta than what you described. Go fly it.... you did
>everything right...
>[]
>
>Dave
You beat me to it Dave. It's unusual that the casually
installed system runs so temperature tight! I don't know if
G. Braley still monitors the AE-List but I'm sure he would be able
to recite a long list of variables that affect operating
temperatures of each cylinder. He built a business on fine
tuning fuel injected engines for optimum performance on
a cylinder/by/cylinder basis. To get a handle on effectiveness
of his development efforts, he first needed to identify
and quantify if not control variables outside his sphere of
development. I'm sure they were plentiful.
Ralph's installation looks like a nicely frosted cake to
me too!
Bob . . .
---------------------------------------
( It's MATRONICS FUND RAISER MONTH! )
( Do your part to keep this marvelous )
( tool sharp and available to all our )
( brothers in the OBAM aviation )
( community. )
---------------------------------------
Message 3
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Thanks Bob - and I take it that the wire length is not a factor...?
-----Original Message-----
>From: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
>Sent: Nov 24, 2009 10:04 AM
>To: aeroelectric-list@matronics.com
>Subject: Re: AeroElectric-List: CHT update
>
>At 11:26 PM 11/23/2009, you wrote:
>>Ralph,
>>You have got to be kidding about the tiny CHT temp.
>>difference......!! In the air-cooled world that is incredibly
>>consistent. Just running different power settings will cause a
>>larger delta than what you described. Go fly it.... you did
>>everything right...
>>[]
>>
>>Dave
>
> You beat me to it Dave. It's unusual that the casually
> installed system runs so temperature tight! I don't know if
> G. Braley still monitors the AE-List but I'm sure he would be able
> to recite a long list of variables that affect operating
> temperatures of each cylinder. He built a business on fine
> tuning fuel injected engines for optimum performance on
> a cylinder/by/cylinder basis. To get a handle on effectiveness
> of his development efforts, he first needed to identify
> and quantify if not control variables outside his sphere of
> development. I'm sure they were plentiful.
>
> Ralph's installation looks like a nicely frosted cake to
> me too!
>
>
> Bob . . .
>
> ---------------------------------------
> ( It's MATRONICS FUND RAISER MONTH! )
> ( Do your part to keep this marvelous )
> ( tool sharp and available to all our )
> ( brothers in the OBAM aviation )
> ( community. )
> ---------------------------------------
>
Message 4
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I'll be troubleshooting a sudden discrepancy in CHT's over the holidays that
cropped up shortly after the day I put my new P-mags on in place of the
older models - suddenly #4 is showing about 190* F when the other three are
still indicating within a few degrees of each other in the 350-380 range.
EGT's are all where they've always been for all 4 cylinders, and power
output, engine smoothness seem normal.
I'm guessing a bayonet probe has been jarred loose somehow or has failed,
but need to pull the cowl and have a closer look. Between an IR thermometer
to scan the cylinders, and a cup of boiling water to dunk the probe in, I
hope I can determine whether the problem is with the probe and wiring, or a
cylinder that's actually too cold, for whatever reason.
I will let the list know what I find.
Bill B. /RV-6A O-320
On Tue, Nov 24, 2009 at 10:24 AM, Ralph E. Capen <recapen@earthlink.net>wrote:
> recapen@earthlink.net>
>
> Thanks Bob - and I take it that the wire length is not a factor...?
>
> -----Original Message-----
> >From: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
> >Sent: Nov 24, 2009 10:04 AM
> >To: aeroelectric-list@matronics.com
> >Subject: Re: AeroElectric-List: CHT update
> >
> >At 11:26 PM 11/23/2009, you wrote:
> >>Ralph,
> >>You have got to be kidding about the tiny CHT temp.
> >>difference......!! In the air-cooled world that is incredibly
> >>consistent. Just running different power settings will cause a
> >>larger delta than what you described. Go fly it.... you did
> >>everything right...
> >>[]
> >>
> >>Dave
> >
> > You beat me to it Dave. It's unusual that the casually
> > installed system runs so temperature tight! I don't know if
> > G. Braley still monitors the AE-List but I'm sure he would be able
> > to recite a long list of variables that affect operating
> > temperatures of each cylinder. He built a business on fine
> > tuning fuel injected engines for optimum performance on
> > a cylinder/by/cylinder basis. To get a handle on effectiveness
> > of his development efforts, he first needed to identify
> > and quantify if not control variables outside his sphere of
> > development. I'm sure they were plentiful.
> >
> > Ralph's installation looks like a nicely frosted cake to
> > me too!
> >
> >
> >
> > Bob . . .
> >
> > ---------------------------------------
> > ( It's MATRONICS FUND RAISER MONTH! )
> > ( Do your part to keep this marvelous )
> > ( tool sharp and available to all our )
> > ( brothers in the OBAM aviation )
> > ( community. )
> > ---------------------------------------
> >
>
>
Message 5
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At 09:24 AM 11/24/2009, you wrote:
><recapen@earthlink.net>
>
>Thanks Bob - and I take it that the wire length is not a factor...?
Probably not. CHT displays may be implemented with either
thermocouples or some form of temperature-dependent resistance
"sender".
When I was working on S.E. production airplanes, the
technology of choice was temperature-dependent resistors.
But even these devices are relatively high resistance
compared to the resistance of lead wires. Modern
implementation of thermocouple to micro-controller
allows thermocouples of any practical length without
measurement error.
WAAAAaayyy back when, the first thermocouple driven
temperature displays were meter movements that read
millivolt levels directly. Instruments of this class
must necessarily be LOW impedance and therefore draw
significant current. This drove designers to use FAT
thermocouple wires of KNOWN length. Quite often, the
instrument would include a precision calibration
resistor on the back of the instrument so that readings
for the outboard engines on a DC6 could be calibrated
for the longer lead-wires as compared to the inboard
engines.
This FACT of legacy thermocouple technology has
morphed over the years into a modern MYTH about
thermocouple lead lengths. If your installation
manual omits discussion about sensor lead lengths
then they're not critical.
Bob . . .
---------------------------------------
( It's MATRONICS FUND RAISER MONTH! )
( Do your part to keep this marvelous )
( tool sharp and available to all our )
( brothers in the OBAM aviation )
( community. )
---------------------------------------
Message 6
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Thanks Bob,
Nothing about lead length that I've found.
Based on the pattern of responses, time for a coke and a smile....and go fly!
Ralph
-----Original Message-----
>From: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
>Sent: Nov 24, 2009 11:31 AM
>To: aeroelectric-list@matronics.com
>Subject: Re: AeroElectric-List: CHT update
>
>
>At 09:24 AM 11/24/2009, you wrote:
>><recapen@earthlink.net>
>>
>>Thanks Bob - and I take it that the wire length is not a factor...?
>
> Probably not. CHT displays may be implemented with either
> thermocouples or some form of temperature-dependent resistance
> "sender".
>
> When I was working on S.E. production airplanes, the
> technology of choice was temperature-dependent resistors.
> But even these devices are relatively high resistance
> compared to the resistance of lead wires. Modern
> implementation of thermocouple to micro-controller
> allows thermocouples of any practical length without
> measurement error.
>
> WAAAAaayyy back when, the first thermocouple driven
> temperature displays were meter movements that read
> millivolt levels directly. Instruments of this class
> must necessarily be LOW impedance and therefore draw
> significant current. This drove designers to use FAT
> thermocouple wires of KNOWN length. Quite often, the
> instrument would include a precision calibration
> resistor on the back of the instrument so that readings
> for the outboard engines on a DC6 could be calibrated
> for the longer lead-wires as compared to the inboard
> engines.
>
> This FACT of legacy thermocouple technology has
> morphed over the years into a modern MYTH about
> thermocouple lead lengths. If your installation
> manual omits discussion about sensor lead lengths
> then they're not critical.
>
>
> Bob . . .
>
> ---------------------------------------
> ( It's MATRONICS FUND RAISER MONTH! )
> ( Do your part to keep this marvelous )
> ( tool sharp and available to all our )
> ( brothers in the OBAM aviation )
> ( community. )
> ---------------------------------------
>
>
Message 7
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| Subject: | GPS batteries drain |
This is kind of a strange one. I have an old Garmin GPSmap 196. I recently
wired it to my aircraft, including my Dynon Flightdek D180.
The GPS 12V supply is wired to the ship endurance bus switch and seems
normal. When I shut the ship's power down I get a GPS message that says
something like "External power lost, push any button within 30 seconds to
run on battery power". If I don't touch it, the GPS shuts down and the
screen in blank, which is what I would expect.
In spite of this, the internal AA batteries still wear down, even though the
unit is turned off. Is it possible that the data leads that go to/from the
Dynon can permit the batteries to drain? Any ideas what I might do to fix
this? Thank you.
Sam
www.samhoskins.blogspot.com
Message 8
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| Subject: | Re: Dan's Switches |
Thanks, Bob.
I'd be happy to send the unit to you. Pretty sure it's got the right die set. I'll
lookup your address on your website.
--------
Dan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=274645#274645
Message 9
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| Subject: | Re: Dan's Switches |
At 10:54 AM 11/24/2009, you wrote:
>
>Thanks, Bob.
>
>I'd be happy to send the unit to you. Pretty sure it's got the right die set.
If it's mashing insulators such that they
expose the insulation grip sleeves, then it
seems likely that it's not the right die-set
for the terminals you have.
> I'll lookup your address on your website.
Good. Send some terminals too. Let's see what
ingredients are not meeting design goals
in your recipe for success.
Bob . . .
---------------------------------------
( It's MATRONICS FUND RAISER MONTH! )
( Do your part to keep this marvelous )
( tool sharp and available to all our )
( brothers in the OBAM aviation )
( community. )
---------------------------------------
Message 10
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| Subject: | Re: GPS batteries drain |
At 10:49 AM 11/24/2009, you wrote:
This is kind of a strange one. I have an old Garmin GPSmap 196. I
recently wired it to my aircraft, including my Dynon Flightdek D180.
The GPS 12V supply is wired to the ship endurance bus switch and
seems normal. When I shut the ship's power down I get a GPS message
that says something like "External power lost, push any button within
30 seconds to run on battery power". If I don't touch it, the GPS
shuts down and the screen in blank, which is what I would expect.
In spite of this, the internal AA batteries still wear down, even
though the unit is turned off. Is it possible that the data leads
that go to/from the Dynon can permit the batteries to drain? Any
ideas what I might do to fix this? Thank you.
No way to tell without an intimate working knowledge
of the two devices. I have a TomTom One that I use in
the car and its batteries will run down even tho the
unit is turned off. I know it has an internal time-of-day
clock that stays accurate even when turned off but
that shouldn't take much power. I used to think perhaps
it kept the GPS receiver alive when turn off. But it
still takes significant time to stand up and navigate
when turned on. Nonetheless, a fully charged internal
battery is dead after sitting unused for about a week
to 10 days.
It would be interesting to do a current drain measurement
on the batteries when in the various operating states.
Can you operate it with the battery cover off? My TomTom
is li-ion internal and you have to disassemble the thing
to get at the battery for replacement. As a result, I've
not been sufficiently victimized by curiousity to make
the measurement.
Bob . . .
---------------------------------------
( It's MATRONICS FUND RAISER MONTH! )
( Do your part to keep this marvelous )
( tool sharp and available to all our )
( brothers in the OBAM aviation )
( community. )
---------------------------------------
Message 11
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| Subject: | backup battery connected to two units |
Bob,
Hope this comes through ok. This is a backup battery assembly for a trutrak
ADI. Pins 1 and 6 are hardwired for normal operation. Pin 8 is switched on
for backup battery. Switch illuminates in backup position.
I'd like to attach a second instrument (nominal draw of 0.45MA @ 13.8 v
illuminated) to take advantage of the availability of backup.
I understand and am not concerned about reduction in overall time of
operation of backup if both units are on.
Can I just run the white/red power output to both units?
Do I need diodes in line with each unit in case one fails?
Other alternative arrangement?
Thanks in advance,
Tom Hanaway
Message 12
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| Subject: | Re: GPS batteries drain |
I probably could work it with the battery cover off. So, I should hook the
current meter in and see if there's a drain. It would be very low, because
it takes a week or two for the 4 AAs to drain.
The plug looks like this: http://www.gilsson.com/garmin_gps/cables/rb.htm
Two leads connect to ship's power, and the other two go to the Dynon.
Sam
On Tue, Nov 24, 2009 at 12:14 PM, Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
> nuckolls.bob@aeroelectric.com>
>
>
> At 10:49 AM 11/24/2009, you wrote:
> This is kind of a strange one. I have an old Garmin GPSmap 196. I recently
> wired it to my aircraft, including my Dynon Flightdek D180.
>
> The GPS 12V supply is wired to the ship endurance bus switch and seems
> normal. When I shut the ship's power down I get a GPS message that says
> something like "External power lost, push any button within 30 seconds to
> run on battery power". If I don't touch it, the GPS shuts down and the
> screen in blank, which is what I would expect.
>
> In spite of this, the internal AA batteries still wear down, even though
> the unit is turned off. Is it possible that the data leads that go to/from
> the Dynon can permit the batteries to drain? Any ideas what I might do to
> fix this? Thank you.
>
> No way to tell without an intimate working knowledge
> of the two devices. I have a TomTom One that I use in
> the car and its batteries will run down even tho the
> unit is turned off. I know it has an internal time-of-day
> clock that stays accurate even when turned off but
> that shouldn't take much power. I used to think perhaps
> it kept the GPS receiver alive when turn off. But it
> still takes significant time to stand up and navigate
> when turned on. Nonetheless, a fully charged internal
> battery is dead after sitting unused for about a week
> to 10 days.
>
> It would be interesting to do a current drain measurement
> on the batteries when in the various operating states.
> Can you operate it with the battery cover off? My TomTom
> is li-ion internal and you have to disassemble the thing
> to get at the battery for replacement. As a result, I've
> not been sufficiently victimized by curiousity to make
> the measurement.
>
> Bob . . .
>
> ---------------------------------------
> ( It's MATRONICS FUND RAISER MONTH! )
> ( Do your part to keep this marvelous )
> ( tool sharp and available to all our )
> ( brothers in the OBAM aviation )
> ( community. )
> ---------------------------------------
>
>
Message 13
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| Subject: | Re: GPS batteries drain |
Sam Hoskins wrote:
I also have a Garmin 196. For the last couple of years I've been flying
a rental plane that has dual Garmin 430's installed (O the luxury!!). I
carry the 196 around in the flight bag for a back up but never turn it
on except occasionally to check the batteries. I still have to replace
the batteries once or twice a year. It may be because of an internal
clock that runs continuously. The clock helps it get an initial
satellite fix quicker.
> This is kind of a strange one. I have an old Garmin GPSmap 196. I
> recently wired it to my aircraft, including my Dynon Flightdek D180.
>
> The GPS 12V supply is wired to the ship endurance bus switch and seems
> normal. When I shut the ship's power down I get a GPS message that
> says something like "External power lost, push any button within 30
> seconds to run on battery power". If I don't touch it, the GPS shuts
> down and the screen in blank, which is what I would expect.
>
> In spite of this, the internal AA batteries still wear down, even
> though the unit is turned off. Is it possible that the data leads
> that go to/from the Dynon can permit the batteries to drain? Any
> ideas what I might do to fix this? Thank you.
>
> Sam
> www.samhoskins.blogspot.com <http://www.samhoskins.blogspot.com>
>
> *
>
>
> *
Message 14
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| Subject: | Re: Dan's Switches |
USPS scheduled to pickup tomorrow. Should be there in 3-4 days. Could have made
it sooner, but didn't want to drop your name to them. It fit in a small priority
mail box, but reminded me of sitting in an Allegiant Airline seat.
I didn't see your post about the terminals, so they aren't included. Seems like
it was the yellow ones that I started with, and know that one insulation gripper
ring poked through. They were AMP PIDG bought from B&C. Others failed the
pull test when cycled through. I had done some red terminals, too, that I'd tried.
To start, I didn't know which end the terminal should go, so I called Ideal
tech support and verified it. I'm curious to see what you find.
--------
Dan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=274677#274677
Message 15
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| Subject: | Re: GPS batteries drain |
At 01:36 PM 11/24/2009, you wrote:
>
>Sam Hoskins wrote:
>
>I also have a Garmin 196. For the last couple of years I've been
>flying a rental plane that has dual Garmin 430's installed (O the
>luxury!!). I carry the 196 around in the flight bag for a back up
>but never turn it
>on except occasionally to check the batteries. I still have to
>replace the batteries once or twice a year. It may be because of an
>internal clock that runs continuously. The clock helps it get an
>initial satellite fix quicker.
That's a reasonable supposition. Do you carry fresh batteries
too? A flight-bag radio with uncertain energy in the batteries
is not a very solid backup. See:
http://www.aeroelectric.com/articles/AA_Bat_Test.pdf
Bob . . .
---------------------------------------
( It's MATRONICS FUND RAISER MONTH! )
( Do your part to keep this marvelous )
( tool sharp and available to all our )
( brothers in the OBAM aviation )
( community. )
---------------------------------------
Message 16
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| Subject: | Re: Dan's Switches |
I use a cigarette lighter... Carefully. Just kidding... Mostly.
Regards,
Matt-
> <nuckolls.bob@aeroelectric.com>
>
> At 03:41 PM 11/21/2009, you wrote:
>><jmtipton@btopenworld.com>
>>
>>Hi Guys
>>
>>What's the chosen method of shrinking, 'heat-shrink' ?
>
> Heat . . .
>
> Seriously, it depends on your situation. I've had $150 heat
> guns than put concentrated heat into tiny spaces. They're
> quite useful when working inside some piece of electronics.
> 95% of the time, a $15 heat gun from Harbor Freight does the
> job. ANY heatgun can supply MORE heat than you need. Get
> used to the specific combination of shrink, situation and
> tools before you dive into finished work.
>
>
> Bob . . .
>
> ---------------------------------------
> ( It's MATRONICS FUND RAISER MONTH! )
> ( Do your part to keep this marvelous )
> ( tool sharp and available to all our )
> ( brothers in the OBAM aviation )
> ( community. )
> ---------------------------------------
>
>
Message 17
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| Subject: | GPS batteries drain |
I have digital camera that I am sure has a switch mode power supply.
When these batteries (AA) go dead I keep and use them in flashlights and portable
radios.
It seems there is plenty of power left in the cells for the radio or flashlight
to last quite awhile.
Try saving and checking the voltage left in batteries used in cameras and such.
John L. Danielson
Senior Engineering Technician
WLC Engineering, Surveying & Planning
200 Pronghorn St., Casper, WY 82601
307-266-2524
-----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, November 24, 2009 1:54 PM
Subject: Re: AeroElectric-List: GPS batteries drain
At 01:36 PM 11/24/2009, you wrote:
>
>Sam Hoskins wrote:
>
>I also have a Garmin 196. For the last couple of years I've been
>flying a rental plane that has dual Garmin 430's installed (O the
>luxury!!). I carry the 196 around in the flight bag for a back up
>but never turn it
>on except occasionally to check the batteries. I still have to
>replace the batteries once or twice a year. It may be because of an
>internal clock that runs continuously. The clock helps it get an
>initial satellite fix quicker.
That's a reasonable supposition. Do you carry fresh batteries
too? A flight-bag radio with uncertain energy in the batteries
is not a very solid backup. See:
http://www.aeroelectric.com/articles/AA_Bat_Test.pdf
Bob . . .
---------------------------------------
( It's MATRONICS FUND RAISER MONTH! )
( Do your part to keep this marvelous )
( tool sharp and available to all our )
( brothers in the OBAM aviation )
( community. )
---------------------------------------
Message 18
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| Subject: | Re: Dan's Switches |
Good Afternoon Matt,
The best, fastest, and most carefully detailing wiring artist I know will
use nothing but a Bic to shrink the tubing!
Happy Skies,
Old Bob
AKA
Bob Siegfried
Brookeridge Airpark
Downers Grove, IL
Stearman N3977A
In a message dated 11/24/2009 3:47:06 P.M. Central Standard Time,
mprather@spro.net writes:
--> AeroElectric-List message posted by: "Matt Prather"
<mprather@spro.net>
I use a cigarette lighter... Carefully. Just kidding... Mostly.
Regards,
Matt-
> --> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
> <nuckolls.bob@aeroelectric.com>
>
> At 03:41 PM 11/21/2009, you wrote:
>><jmtipton@btopenworld.com>
>>
>>Hi Guys
>>
>>What's the chosen method of shrinking, 'heat-shrink' ?
>
> Heat . . .
>
> Seriously, it depends on your situation. I've had $150 heat
> guns than put concentrated heat into tiny spaces. They're
> quite useful when working inside some piece of electronics.
> 95% of the time, a $15 heat gun from Harbor Freight does the
> job. ANY heatgun can supply MORE heat than you need. Get
> used to the specific combination of shrink, situation and
> tools before you dive into finished work.
>
>
> Bob . . .
>
> ---------------------------------------
> ( It's MATRONICS FUND RAISER MONTH! )
> ( Do your part to keep this marvelous )
> ( tool sharp and available to all our )
> ( brothers in the OBAM aviation )
> ( community. )
> ---------------------------------------
>
>
Message 19
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| Subject: | Re: Dan's Switches |
I use a butane lighter. I thought that's what most people used. Just grabbed the
long nosed one for the barbeque. Looks like it's refillable. Actually might
use the refill feature, since I have a can of butane that I won't use for my soldering
iron. I had bought a Bernzomatic micro torch with a soldering iron tip.
The flame pulses about every 3 seconds, which makes it useless for the flame
part of it. The iron part evens the pulses out, but I've got a 30W that I use
for that.
--------
Dan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=274689#274689
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