Today's Message Index:
----------------------
1. 04:50 AM - Re: It's a mystery to me (Neal George)
2. 06:27 AM - Re: Re: Lopresti HID claims (Robert L. Nuckolls, III)
3. 07:15 AM - Re: It's a mystery to me (William Gill)
4. 05:14 PM - Re: Re: Dan's Switches (Robert L. Nuckolls, III)
5. 05:21 PM - Protection of wires not feed from the bus . . . (Robert L. Nuckolls, III)
6. 07:06 PM - Re: Dan's Switches (messydeer)
Message 1
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| Subject: | It's a mystery to me |
Bob -
This failure mode is common among the early flap motors. There was no seal
between the motor and the lead-screw mechanism, and grease would eventually
work into the motor housing. The design has changed, but the "fix" was a SB
to disassemble / clean / reassemble.
Neal
===========.
How was grease getting into the motor? Normally,
there are no lubricants in a motor that put the
brushes/commutator at risk for contamination.
Gooey stuff on the comm is VERY hard on surface
life.
Bob . . .
Message 2
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| Subject: | Re: Lopresti HID claims |
At 07:06 PM 12/5/2009, you wrote:
>
>Yes, I agree but they used to talk candle power for at least 5 years
>prior then recently (2-3 years ago) switched to using Lumens instead.
>
>Just added this to the first post.
>
>Here is another link advertising this "hype":
>http://media.sbwire.com/files/Cirrus_AD.pdf
>
>Just do a google search on "lopresti 1 million lumens" and you will
>find many pages of this stuff over the last 2-3 years. Anywhere from
>750,000 lumens combined output from 2 lights to over 1,000,000
>lumens from 3 of their HID lights of combined output. We even told
>AeroNews about the problem (wrote Jim a letter, which he did get) a
>couple of years ago when they did a "news" article (adds
>credibility) including those claims and debunking it from a
>technical viewpoint as I just did here. Jim never responded except
>to getting it, I guess he never passed it on to them for comment ???
Interesting . . . and somewhat disappointing. I did
some work for Roy while he was at Mooney. I think
we (Electro-Mech and Mooney) was the first team to
use a microprocessor based trim position manager
that would automatically adjust magnitude and sign
of a servo-antiservo tab in response to pitch trim
position. The idea was to provide a constant stick-force
per G of vertical acceleration over the full range of
operating speeds. We flew it on the M-30. The processes
and science for that endeavor could not be fudged.
I would hope that the Lopresti quest for doing good
engineering was still present and strong.
Bob . . .
Message 3
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| Subject: | Re: It's a mystery to me |
I have the later version of the flap motor assembly and it too is prone
to the same problem. After 500 hours, my flap motor became inoperative
due to grease in the brush area. The disassemble, clean and reasemble
process solved the problem.
Best regards,
Bill
RV-7 N151WP
Lee's Summit, MO
----- Original Message -----
From: Neal George
To: aeroelectric-list@matronics.com
Sent: Sunday, December 06, 2009 6:39 AM
Subject: RE: AeroElectric-List: It's a mystery to me
Bob -
This failure mode is common among the early flap motors. There was no
seal between the motor and the lead-screw mechanism, and grease would
eventually work into the motor housing. The design has changed, but the
"fix" was a SB to disassemble / clean / reassemble.
Neal
===========.
How was grease getting into the motor? Normally,
there are no lubricants in a motor that put the
brushes/commutator at risk for contamination.
Gooey stuff on the comm is VERY hard on surface
life.
Bob . . .
Message 4
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| Subject: | Re: Dan's Switches |
At 04:21 PM 11/21/2009, you wrote:
>
>
> > ???? how was the plastic on the PIDG terminal being
> > compromised???
>
>
>The metal insulation closure when pinched down poked through the
>outer preinsulation. I thought I was getting a decent device when I
>bought the Crimpmaster. I found that terminals don't fit well in it,
>both in the direction of the wire and in the direction of the
>handle. I tried a few different adjustments and gave up. I have done
>almost all of my crimping with a GB cheapo I have and pull tested
>enough to know when it's good.
Are you sure you have the right die-set
for the Crimpmaster? As I recall, there's
a suite of interchangeable dies offered
for that tool. I'd be interested in seeing
what you have. I'll pay the postage back
if you pay the postage to me. Send me some
of the terminals you're using too.
--------------------------------------
I received your tool and tested it with
AMP PIDG terminals and found the finished
results to be satisfactory. You didn't
send me any of the terminals you're using
but I suspect they are not AMP parts. There
are perhaps dozens of pre-insulated terminals
that are 'qualified' to widely accepted
specifications no the least of which is . . .
http://www.aeroelectric.com/Reference_Docs/Mil-Specs/Mil-T-7928slash4.pdf
Can you tell us what the brand and part numbers
are for terminals you're using?
Some years ago a local supplier offered me some
'qualified' terminals that worked pretty good with
$high$ PIDG tooling but looked like @#$@ when
installed with our $low$ favorite tool:
http://aeroelectric.com/Pictures/Terminals/JST_Samples_2.jpg
Bob . . .
Message 5
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| Subject: | Protection of wires not feed from the bus . . . |
Bob,
thanks for your reply, my question was not clear.
I plan to use 2 of the multi-slot fuseblocks you show in AeroElectric
Connection for power distribution, one as a master buss, the other
for an avionics buss.
I also need a multi blade fuse holder for other in-line applications,
wires that do not terminate at either buss, for example, i need two 1
amp fuses inline on each wire between the shunt and the EFIS, etc.
I have seen blade fuse holders at auto stores that hold 6-12 fuses,
however, these don't appear to be great quality, can you suggest
something suitable?
The fuses needed for protection of individual
wires NOT powered directly from a distribution
bus are located as close as practical to the
end of the wire from which the SOURCE of risk-
energy is connected.
E.g. note that fusible links on shunts in the
z-figures are AT THE SHUNTS. B-lead fuses for
alternators are located at the end of the wire
AWAY from the alternator. Alternators cannot
blow their own b-lead protection . . . but the
battery to which they attach can source many
hundreds of amps of fault current.
So your quest for an ASSEMBLY of independent
fuses to be wired into a variety of wires
needing protection doesn't make sense. The
style of fuse holder you're asking about DOES
exist in a number of products:
Emacs!
This photo is for one such device. But it's
utility is LIMITED to a few instances where
RISK ENERGY SOURCES for all wires to be
protected is located close by.
For the instances in the Z-figures where
single lines are fused, in-line fuse holders
are recommended. Avoid any style that uses
cartridge fuses:
Emacs!
Holders for blade terminal fuses are preferred
for longest service life:
Emacs!
Splice these into the protected wire as close
as practical to the risk energy source.
Bob . . .
////
(o o)
===========o00o=(_)=o00o========
< Go ahead, make my day . . . >
< show me where I'm wrong. >
================================
Message 6
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| Subject: | Re: Dan's Switches |
Thanks Bob.
They were AMP, PIDG. Red and yellow fastons from B&C.
--------
Dan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=276526#276526
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