Today's Message Index:
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1. 05:49 AM - Re: Was Ammeter Help- Now about switches (Bill Mauledriver Watson)
2. 07:23 AM - Re: duracell battery leak (rvtach)
3. 07:37 AM - dynon fuel pressure sensor location on 912s (Tucsonchris)
4. 08:32 AM - Re: Was Ammeter Help- Now about switches (user9253)
5. 09:16 AM - Re: Re: duracell battery leak (Robert L. Nuckolls, III)
6. 01:32 PM - Re: Re: Was Ammeter Help- Now about switches (Robert L. Nuckolls, III)
7. 02:28 PM - Switches (Tim Andres)
8. 05:41 PM - Re: Re: "engineers" (jerb)
9. 10:37 PM - Re: Was Ammeter Help- Now about switches (jonlaury)
Message 1
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| Subject: | Re: Was Ammeter Help- Now about switches |
I was looking at the Z-14 diagram and see that I used a standard key
switch for the starter and mag switching in place of the S-700-2-5 (in
5/9/06 revision it is an S-700-2-7).
A pic of my panel can be found here:
http://www.vansairforce.com/community/showthread.php?t=18921&page=13
Have fun with the electrical design. Everything you need is here in
Bob's world. Quite a resource.
Bill "making fiberglass dust" Watson
RV10 Durham NC
Bill Mauledriver Watson wrote:
> I like the AML 34 switches and AML 41 indicators too. Here's my Z-14
> design and specs.
>
>
> John Burnaby wrote:
>> Bob,
>> Now you've got me thinking Z-14. If I go with another alternator, I'm
>> one contactor away from Z-14.
>>
>> One thing that is vexing to me is that I'm using Honeywell AML 34
>> switches because the aesthetics appeal to me. Problem is that they
>> are only available as DPST. I haven't thought about this too much,
>> but I'm assuming that I can accomplish the switching functions shown
>> in Z-14 and other architectures with the Honeywell switches, but
>> I'll just have to use more of them and some behind-the-panel
>> circuitry??? I can see the S-700-2-5 being replaced with an AML 34
>> and a pusbutton switch. But what combination would I use to achieve
>> the function of S-700-2-10? In other architectures I see this switch
>> associated with some automatic function that I don't understand.
>> *
>>
Message 2
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| Subject: | Re: duracell battery leak |
Sometimes you get what you pay for. Sometimes it doesn't matter. But it's crazy
what people try to save money on (airplane tickets, health insurance, car tires).
When we buy the cheapest option available we force the higher quality providers
of whatever product or service to compete with that option and so all the
options available in the marketplace start to look a lot like the cheap stuff.
If enough of us are buying our batteries at Harbor Freight then it's safe
to assume that Duracell will start making batteries that compete with the Chinese
produced stuff rather than making the best batteries they know how to make.
--------
Jim McChesney
Tucson, AZ
RV-7A Finishing Kit
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=278894#278894
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| Subject: | dynon fuel pressure sensor location on 912s |
Does anyone have a good description, or better yet, a picture of exactly where
this sensor is supposed to be installed in the 912s fuel distribution junction?
Will I need a fuel restrictor as well?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=278895#278895
Message 4
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| Subject: | Re: Was Ammeter Help- Now about switches |
Some aircraft use a DPST switch to control the master contactor and the alternator
field instead of DPDT. Wired like this, both the master contactor and the
alternator must be turned on or turned off together. The alternator can not
be off while the master contactor is on. Is there any disadvantage of wiring
it this way? Many TC aircraft have split master switches so that the pilot can
shut off the alternator without shutting off the master contactor. Many pilots
do not understand why the master switch is split and would not know under
what circumstances they should shut off the right hand side of the switch. Has
anyone ever had reason to disable the alternator in flight?
If the aircraft is wired according to one of Bob N's drawings that incorporate
an essential bus circuit and automatic over-voltage protection, then there is
no need to have separate control over the alternator. In case of high voltage,
the alternator is automatically disabled. In case of low voltage, the pilot
can turn on the essential-bus switch and shut off the master switch. In fact,
why even have an alternator field switch? The alternator field could be connected
directly to the main power bus (through a circuit breaker). I suspect
that more incidents have occurred when the pilot inadvertently left the alternator
shut off, then when a problem arose requiring the alternator to be disabled.
Is it better to give the pilot separate control over the alternator or
is it better to keep it simple to reduce operator error?
Joe
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=278896#278896
Message 5
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| Subject: | Re: duracell battery leak |
>If enough of us are buying our batteries at Harbor Freight then it's
>safe to assume that Duracell will start making batteries that
>compete with the Chinese produced stuff rather than making the best
>batteries they know how to make.
That poses a bit of a chicken/egg conundrum. Would
you suppose that houses like Duracell sought out
less expensive processes in order to compete with
the Harbor Freight guys? Were that so, would it
not follow that their ability to 'compete' would
be annunciated by a reduction in prices?
I've observed no changes in Duracell's market
presence that would suggest they are feeling
any pressure from H.F. or anyone else.
It seems more likely that they have farmed out
manufacturing duties to lower-cost houses in
a move generally calculated to improve bottom line
with the present market philosophy. It's quite common
that manufacturers of many goods from washing
machines to toasters and even flashlight cells
will brand their output to the wishes of any
customer.
In the 'Connection I wrote about an alternator reman
operation in Mexico that produced the identical
part for sale under many brands and offered at
several tiers of "quality" level. I'd rather
imagine that alkaline cells are no different.
The risk for sad outcomes is easy to imagine . . .
especially when the collective pipelines are
so very demanding of product flow.
Suppose you have a marketing pipeline that MUST
be filled 24/7/365 with boat-loads of alkaline
cells. Suppose further that some manufacturing
house you've partnered with has stubbed their toe.
What period of time might elapse from the point that
pressures of quality issues become so great that you seek
alternative sources? And once demands for such
a pipeline are being met, it seems that locating
and switching to another source capable of meeting
your product flow demands is not a simple task.
Watch episodes of "Unwrapped". Put aside any
attention to the product being showcased and
consider the investment of time, talent and
resources to craft a product, build a facility
to manufacture including mind-boggling machines
that churn out tons of product per day. All
those products must be distributed to outlets
already committed to purchase based on your
marketing efforts. Then imagine the chaos
that would ensue should a large manufacture
of product for dozens of items and perhaps
as many different brands stubs it's toe on
a quality issue.
If we were talking about Harbor Freight
cells, no doubt the consensus would be, "Well,
you get what you pay for." One automatically
downgrades expectations of the low-cost
brands. But suppose the same house is making
both H.F. and Duracells . . . among many
others. The fact that you paid for a whippy
looking label, $millions$ in television and
print advertising, and faith in a "quality
brand" becomes more significant . . . even
though the same factory made both products.
That's why those oft maligned CEO's of
honorable companies make so much money. They
are supposed to be quite talented in the
herding of cats while being good stewards of
many $millions$ in investor funds and turning in
a 6 to 10% profit year after year. Our collective
observations about Duracells does not bode
well for the folks responsible for herding
the company's cats . . . nor for the folks
who bought the cat food. It doesn't take a
very big problem to seriously erode an otherwise
consistent profit that made your stock so
attractive LAST year.
Bob . . .
Message 6
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| Subject: | Re: Was Ammeter Help- Now about switches |
At 10:30 AM 12/26/2009, you wrote:
>
>Some aircraft use a DPST switch to control the master contactor and
>the alternator field instead of DPDT. Wired like this, both the
>master contactor and the alternator must be turned on or turned off
>together. The alternator can not be off while the master contactor
>is on. Is there any disadvantage of wiring it this way?
No, in fact early Z-figures proposed just that . . . before
fuse-blocks came along. In those days, existence of a pullable
circuit breaker made it possible to shut off the field circuit
for extended battery only ground operations.
> Many TC aircraft have split master switches so that the pilot can
> shut off the alternator without shutting off the master
> contactor. Many pilots do not understand why the master switch is
> split and would not know under what circumstances they should shut
> off the right hand side of the switch. Has anyone ever had reason
> to disable the alternator in flight?
Not necessarily in flight. More often one wants to
operate battery-on while leaving the alternator field
off as cited above. Using a simpler DPDT DC PWR MASTER
combined with the pullable circuit breaker works too.
> If the aircraft is wired according to one of Bob N's drawings
> that incorporate an essential bus circuit and automatic
> over-voltage protection, then there is no need to have separate
> control over the alternator. In case of high voltage, the
> alternator is automatically disabled. In case of low voltage, the
> pilot can turn on the essential-bus switch and shut off the master
> switch. In fact, why even have an alternator field switch? The
> alternator field could be connected directly to the main power bus
> (through a circuit breaker). I suspect that more incidents have
> occurred when the pilot inadvertently left the alternator shut off,
> then when a problem arose requiring the alternator to be
> disabled. Is it better to give the pilot separate control over the
> alternator or is it better to keep it simple to reduce operator error?
The design goals for pilot control for all
sources of electrical energy have been with
us for a very long time. Whether or not you
choose to embrace and implement them is
a personal choice enjoyed by the OBAM aircraft
community.
Bob . . .
Message 7
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I'm looking for a nice switch to use in a speed brake/landing gear control
panel I want to make. I could of course just use toggle switches but I
wanted something little nicer. I found these rotary lever switches
https://www.mouser.com/catalog/640/2375.PDF from electro switch, there very
nice, smooth and just what I want
but they don't have the rating I need (10 amps). I'm trying to avoid using a
relay. I'm open to suggestions; I have been all over the internet without
any luck.
Thanks, Tim Andres
Message 8
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Since this decay and collapse is so wide spread could it be
attributed to the quality of water we consume today.
jerb
At 08:30 AM 12/25/2009, you wrote:
><ralphmariafinch@gmail.com>
>
>There has been a general and profound decay and collapse of leadership
>throughout the United States over the past few decades. Compare the 1960s
>(when I was growing up) to now. Then: Man on the moon in 8 years; Now:
>years to produce a rocket that doesn't do more than the Saturn 5. Then:
>Build the world's best university and freeway system in California; Now: sit
>around arguing as those same systems decay into mediocrity. Then: exercise
>fiscal prudence in banking to supply credit for business progress; Now:
>exercise wild and greedy schemes to ruin the world economy. Then: Start a
>stupid war half way around the world for nothing. Now: oh, wait, some
>things remain the same.
>
>This is, of course, far beyond engineers. I don't see any permanent
>improvement happening to our leadership either, most everybody has become
>hooked on stupid pills. That leaves it to individuals, as Bob N. put.
>
>And why not? That's where we started nearly 400 years ago, individuals
>banding together and bettering their own lot.
>
>In my professional life I'm a water resources engineer doing numerical
>modeling for a large state agency. Leadership has declined over the last 20
>years to where it's impossible to get anything quality done through
>management. But instead of waiting for them to realize what the problems are
>and providing support, we are moving ahead with crowd-sourcing to check
>data, review source code, etc. This email list and other forums are a form
>of the same thing: individuals getting together on our own to improve things
>for everybody. The need is the same, just the technology different from the
>Pilgrims.
>
>Ralph Finch
>Davis, California
>RV-9A QB SA
>
>
>__________ Information from ESET Smart Security, version of virus signature
>database 4716 (20091225) __________
>
>The message was checked by ESET Smart Security.
>
>
Message 9
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| Subject: | Re: Was Ammeter Help- Now about switches |
Bill Bob and Joe,
Thanks for your comments and schematics. Bill's Z-14 is exactly how I plan to put
Z-14 to use.
Where Bob uses a 700-2-7, theres a pin connected to the volt meter and I don't
get what this circuit is about. From somebody's post, I picked up that this circuit
had an auto switch function in the event of OV.
Can either of you clarify this?
Thanks,
John
Read this topic online here:
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