---------------------------------------------------------- AeroElectric-List Digest Archive --- Total Messages Posted Sun 12/06/09: 6 ---------------------------------------------------------- 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 _____________________________________ Time: 04:50:04 AM PST US From: "Neal George" 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 2 _____________________________________ Time: 06:27:04 AM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: 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 _____________________________________ Time: 07:15:20 AM PST US From: "William Gill" Subject: Re: AeroElectric-List: 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 _____________________________________ Time: 05:14:15 PM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: 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 _____________________________________ Time: 05:21:16 PM PST US From: "Robert L. Nuckolls, III" Subject: AeroElectric-List: 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 _____________________________________ Time: 07:06:06 PM PST US Subject: AeroElectric-List: Re: Dan's Switches From: "messydeer" 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 ------------------------------------------------------------------------------------- Other Matronics Email List Services ------------------------------------------------------------------------------------- Post A New Message aeroelectric-list@matronics.com UN/SUBSCRIBE http://www.matronics.com/subscription List FAQ http://www.matronics.com/FAQ/AeroElectric-List.htm Web Forum Interface To Lists http://forums.matronics.com Matronics List Wiki http://wiki.matronics.com Full Archive Search Engine http://www.matronics.com/search 7-Day List Browse http://www.matronics.com/browse/aeroelectric-list Browse Digests http://www.matronics.com/digest/aeroelectric-list Browse Other Lists http://www.matronics.com/browse Live Online Chat! http://www.matronics.com/chat Archive Downloading http://www.matronics.com/archives Photo Share http://www.matronics.com/photoshare Other Email Lists http://www.matronics.com/emaillists Contributions http://www.matronics.com/contribution ------------------------------------------------------------------------------------- These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.