Today's Message Index:
----------------------
1. 03:21 AM - Re: Re: Vertex VXA700 information needed (rparigor@suffolk.lib.ny.us)
2. 04:58 AM - Re: Battery cables (Jim Leyden)
3. 05:38 AM - Re: Problem posting (Mike Welch)
4. 08:26 AM - Re: Re: Vertex VXA700 information needed (Vern Little)
5. 08:34 AM - Plane Power IR Alternator Implementation in Z-13/8 (Jared Yates)
6. 09:54 AM - Re: OT starting build (Ed Holyoke)
7. 10:55 AM - Re: Re: Vertex VXA700 information needed (Robert L. Nuckolls, III)
8. 10:55 AM - Searching for Mr. GoodTool (Robert L. Nuckolls, III)
9. 11:42 AM - Re: OT starting build (Robert L. Nuckolls, III)
10. 11:45 AM - Re: Problem posting (rayj)
11. 11:52 AM - Audio Panel hookup (aadamson)
12. 12:03 PM - Re: Plane Power IR Alternator Implementation in Z-13/8 (Robert L. Nuckolls, III)
13. 12:29 PM - Battery cables and Firewall Penetrations (Robert L. Nuckolls, III)
14. 01:01 PM - Re: Audio Panel hookup (aadamson)
15. 01:44 PM - Re: Battery cables and Firewall Penetrations (Jim Leyden)
16. 04:49 PM - Re: Alternator putting out too much amperage (user9253)
17. 07:07 PM - Re: Battery cables and Firewall Penetrations (Tim Andres)
18. 07:15 PM - Re: Battery cables and Firewall Penetrations (Robert L. Nuckolls, III)
19. 09:04 PM - Re: Battery cables and Firewall Penetrations (Tim Andres)
Message 1
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| Subject: | Re: Vertex VXA700 information needed |
Hi Bob
If the higher resolution is still unacceptable, let me know
andI can e-mail you an even higher resolution photo.
Ron
Parigoris
Message 2
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I have no personal knowledge of that except to say that the original design
was for a marine application. You would probably be best served by
contacting your local Blue Sea distributor and asking them for complete
product specifications. I know there is one in Bloomington.
West Marine
8537 Lyndale Avenue South
Bloomington, MN, 55420
(800) 432-7652
Give them a call
Jim
Atlanta, GA
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of rayj
Sent: Friday, August 20, 2010 1:12 AM
Subject: Re: AeroElectric-List: Battery cables
Do we know anything about the fire resistance of these?
do not archive
Raymond Julian
Kettle River, MN
On 08/19/2010 11:58 PM, Jim Leyden wrote:
>
> That particular Terminal Feed Through Connector is only rated 250A
> @48VDC. You would probably be better served purchasing the 400A @48VDC
> version from Blue Sea Systems.
>
> http://bluesea.com/products/2206
>
> They also carry both Black and Red and they are identical to the ones
> on Ebay except in a larger amperage rating and slightly larger
> physical size. I wouldn't be surprised if they were cheaper from Blue
> Sky either. $11/each seems kinda pricey to me.
>
> Jim
>
> ------------------------------------------------------------------------
>
> *From:* owner-aeroelectric-list-server@matronics.com
> [mailto:owner-aeroelectric-list-server@matronics.com] *On Behalf Of
> *RGent1224@aol.com
> *Sent:* Thursday, August 05, 2010 5:02 PM
> *To:* aeroelectric-list@matronics.com
> *Subject:* Re: AeroElectric-List: Battery cables
>
> Check this solution out I'll be using them when the time comes
>
>
http://cgi.ebay.com/ebaymotors/Red-3-8-Stud-Type-Junction-Block-_W0QQcmdZVie
wItemQQitemZ350377856912QQptZMotorsQ5fCarQ5fTruckQ5fPartsQ5fAccessories
>
> They also have black
>
> Dick
>
> In a message dated 8/5/2010 3:34:52 P.M. Central Daylight Time,
> dougshep@netzero.com writes:
>
> I'm building an RV-9A with an Eggenfellner Subaru E6 engine. I
> will be mounting my batteries in the tailcone of the AC, and will
> have to route the power cables (probably two #6 wire size with
> terminals) fwd to the firewall. Since I have an all metal AC, how
> do I terminate this large cable on the firewall (aft side), with
> connecting cables, going fwd to the starter and also to the instr
> panel? Haven't been able to find any type of an insulated standoff
> for this. Can you recommend something?
>
>
> Also, where can I get a schematic for the Wig-Wag circuit so I can
> interface to it?
>
> * *
>
> * *
>
> *====================================*
>
> *List
href="http://www.matronics.com/Navigator?AeroElectric-List">http://www.matro
nics.com/Navigator?AeroElectric-List*
>
> *====================================*
>
> *ms.matronics.com/">http://forums.matronics.com*
>
> *====================================*
>
>
*tp://www.matronics.com/contribution">http://www.matronics.com/contribution*
>
> *====================================*
>
> * *
>
> * *
> * *
> **
> **
> **
> *http://www.matronics.com/Navigator?AeroElectric-List*
> **
> **
> *http://forums.matronics.com*
> **
> **
> *http://www.matronics.com/contribution*
> * *
> *
>
>
> *
Message 3
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> I just tried to reply to a message and it was rejected by matronics
> because it didn't have a "plain text section". Any one else having a
> problem? > --
> Raymond Julian
> Kettle River=2C MN
Ray=2C
I had this same problem a couple of years ago. I had DSL then=2C Hughesn
et now.
That's the only change. The problem seems to have gone away with Hughesnet
=2C
I have NO idea why.
For some reason=2C Matronics does not like the "Rich Text" feature in ema
ils. All
of your emails will be returned when you type them in rich text mode. (Rich
text
is where you can add color=2C size=2C emoticons=2C etc to your text)
Plain text (boring as it is) allows the emails=2C responses=2C etc to wor
k ok.
It's odd that a different server=2C like Hughesnet=2C doesn't seem to bot
her Matronics
when I use the rich text.
Mike Welch
Message 4
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| Subject: | Re: Vertex VXA700 information needed |
Hi Ron.
Comment 1: I would recommend a 1N4007 diode snubber across the relay coil
in your PTT circuit. I'm not sure of the internal circuitry to the PM4000,
but this should eliminate any problems.
Comment 2: This whole circuit should work without the relay, with direct
connections between the VXA700 and PM4000. Is there a reason that you added
the relay? I have a VXA700 connected to my audio system and have not
experienced any problems. Is there something I'm missing?
Thanks for sharing this.
Vern
--------------------------------------------------
From: "rparigoris" <rparigor@suffolk.lib.ny.us>
Sent: Wednesday, August 18, 2010 7:13 PM
Subject: AeroElectric-List: Re: Vertex VXA700 information needed
> <rparigor@suffolk.lib.ny.us>
>
> Figured I share information I have about hooking up a handheld Vertex
> VXA700 to an audio panel since help form other sources seems to be in
> short order:
> http://www.europaowners.org/forums/gallery2.php?g2_itemId=81045
> This is cable that allows you to use an external PTT switch. You can
> select a higher resolution on top right of page.
>
> Here is completed cable and schematic:
> http://www.europaowners.org/forums/gallery2.php?g2_itemId=81445
>
> Ron Parigoris
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=309347#309347
>
>
>
> Checked by AVG - www.avg.com
> 18:35:00
>
Message 5
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| Subject: | Plane Power IR Alternator Implementation in Z-13/8 |
I'm thinking about using one of these as the belt driven alternator in
Z-13/8:
http://www.plane-power.com/AL12-EI60.htm
It's their experimental, internally regulated alternator that also comes
with built in crowbar over voltage protection. I'm not sure that I have a
full understanding of the OV protection and control issues of IR alternators
and how they pertain to this unit.
I have 3 primary questions- one for the AEC and two for Plane Power, though
I welcome any insight about all three from the AEC readers.
So first, is it correct to say that Z24, Z24A, and the associated text on
page Z-5 apply to IR alternators as they come off of the auto parts shelf,
and not really to this unit?
Based on their conceptual wiring picture here:
http://www.plane-power.com/images/AL12_EI60%20Installation.pdf
Primary Question 1: How would I make the wiring connections in Z13/8 with
this unit? Should their field enable lead go to the 2-3 DC Power Master
Switch with the 5A crowbar in the same place as Z13/8 depicts it? Also,
what about that other optional alternator off lead (see 3 below)?
I think I understand that the battery dump issue (described at
http://www.aeroelectric.com/articles/Adapting_IR_Alternators_to_Aircraft.pdf)
is
a problem in Z13/8 because we would like to occasionally (preflight, first
flight of the day, etc?) turn the primary alternator and master off, and
turn the ebus alternate feed on to test those associated switching systems.
Is that correct?
Primary Question 2: Will it do any physical damage to anything to turn off
the 2-3 DC Power Master Switch while the engine is running (assuming that I
need to)?
Primary Question 3: Does opening their Alternator Field Enable Switch fully
shut down the alternator field? If the crowbar protection circuit pops that
5A CB, I should hope that opening that switch would completely shut down the
alternator field too. If so, then what does that other "optional alternator
off" lead do? Would I need to hook it up at all, and/or would I need to
still hook it up with a switch in the line? Is there a failure mode in the
other circuit that would require me to turn off a switch in the second line
to shut the alternator off?
I was going to call plane power to ask them a few of these questions but I
need to make sure that I know what to ask about. Thanks in advance.
Message 6
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| Subject: | Re: OT starting build |
Oh man. It's hard to believe that this is still going on at VNY FSDO.
About 5 years ago, I walked in there with an experimental airworthiness
certificate and a set of operating limitations which read "Day VFR only"
and had no paragraph on how to manage major modifications. I requested a
new set of oplims with the current wording so that I could install a
wing leveler and IFR equipment. This should be a 30 minute job. At the
end of the week, when I called to confirm our appointment to hand over
the new oplims, I was informed that flights of any experimental aircraft
were not allowed at WHP, VNY, BUR or SBA. I said "Excuse me? Are you
telling me that our airplane, which had it's 1st flight at WHP and has
been operating continuously there since, along with about 50 other
homebuilts are not legal?" I got off the phone and called EAA. Their
point man offered to call and talk to the airworthiness inspector and
did. I finally got my new certificate and oplims in the middle of the
next week. As soon as I reported to EAA that I had the papers in hand,
they took it up with the FAA in DC, and within a couple of weeks, a new
memo was issued from DC, clarifying the issue (I thought). This is the
first I've heard that the dreaded VNY memo is still rearing it's ugly hea
d.
By the way, my airworthiness inspector was so clueless that I had to
point him to the FAA website for the correct wording for the oplims and
pretty much had to write them myself for their approval.
Steve, at what airport are you based and which DAR did you use?
Pax,
Ed Holyoke
RV-6A
RV-6 (under construction)
Steve Thomas wrote:
>
>
> I certainly appreciate that saving face is a good objective. However,
"No" does not leave much room for maneuvering. I actually contacted seve
ral resources that had some influence with my FSDO and they all told me t
he same thing. There was nothing they could do. I even had an inside co
ntact who did not even know that my problem was eventually resolved. Not
real effective communication even within the office.
>
> I would have loved to have a reasonable situation to work with - it was
not to be.
>
>
> Steve
> _______________________________________________________________________
_
>
>
> On Aug 19, 2010, at 2:56 PM, Kelly McMullen wrote:
>
>
ng.com>
>>
>> There is another avenue that can be pursued with finding out what issu
es are causing the problem with the FSDO, although it may or may not take
higher level involvement. EAA Tech counselors, and DARs often have their
own personal contacts in the FSDO, or you may be able to find a FAAST te
am rep who can go to bat for you with the FSDO. Wearing both Tech Counsel
or and FAAST hats I can talk to my FAAST FAA rep, who has an office in th
e local FSDO, but works for the regional FSDO. He has the experience and
contacts on the inside to at least get answers, and if they aren't satisf
actory, then you can bring in the big guns. But it often does work to sol
ve things at the lowest possible level, before people get their heels dug
in defending their position. Especially when a colleague can gently say
to the inspector, you know that memo was rescinded last year, maybe while
you were on vacation. That way everyone saves face.
>> Kelly
>>
>>
>> On 8/19/2010 7:29 AM, Steve wrote:
>>
>>> --> AeroElectric-List message posted by: Steve Thomas<lists@stevet.n
et>
>>>
>>> Let me offer an alternative view. I just recently had my project cer
tificated, working through the Van Nuys FSDO. The folks in the Van Nuys
office held up my certification for months, having pulled out of the arch
ives a memo restricting flights of experimentals from my home airport. T
he memo had long since been cancelled, but when I applied for my certific
ation through my DAR, they simply responded with a "No." They did not of
fer any alternatives, just ,"No". They actually told my DAR that I could
appeal the decision, but the chances for a different outcome was nil. I
had to engage the National EAA for help, and two months later, the FSDO
finally relented.
>>>
>>> Further, the FSDO refused to issue a repairman certificate until I ha
d completed my 40 hour flight test period, for which they had no authorit
y at all.
>>>
>>> My experience indicates that the FSDO is not your friend. Your milea
ge may vary.
>>>
>>
>>
>>
>
>
===========
===========
===========
===========
>
>
>
Message 7
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| Subject: | Re: Vertex VXA700 information needed |
At 05:19 AM 8/20/2010, you wrote:
>Hi Bob
>If the higher resolution is still unacceptable, let me know and I
>can e-mail you an even higher resolution photo.
>Ron Parigoris
I can get what I need from the photos.
Thanks!
Bob . . .
////
(o o)
===========o00o=(_)=o00o========
< Go ahead, make my day . . . >
< show me where I'm wrong. >
================================
Message 8
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| Subject: | Searching for Mr. GoodTool |
>I want to order replacement tips for the Amp 91285-1 tool but am
>confused on the ones to order. I believe I should order the YELLOW,
>RED and BROWN tips for normal density 20AWG machined (crimped) D-Sub pins.
>
>http://www.aeroelectric.com/Mfgr_Data/Connectors/AMP_Tyco/91285-1_Extraction_Tool.pdf
It's less expensive to order the whole new tool
which DigiKey offers for $12.15 See:
http://tinyurl.com/2cy6sky
Unless you're ordering LOTS of replacement
blades for a production effort, you'll find that
single quantities of the three blades costs you
about 3x more than the whole new tool.
>What is the POSTED tip (BLUE and BLACK tip)?
Is for the wire-wrap/ECB-SolderIn type pins
illustrated in figures 5 and 6 of the instructions
for use of the tool.
Bob . . .
Message 9
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| Subject: | Re: OT starting build |
>
>By the way, my airworthiness inspector was so clueless that I had to
>point him to the FAA website for the correct wording for the oplims
>and pretty much had to write them myself for their approval.
I could tell you story about my experience with
a FSDO in NJ while trying to assist a Twin Comanche
owner install a Z-14 architecture while making the
airplane about 40 pounds lighter.
Then there's the saga Alaskan L-40 Fiasco
of some years back . . .
http://www.aeroelectric.com/Reference_Docs/FAA/Alaskan_L-40_Fiasco/
I've observed no signs that things are getting
any better. Over 40+ years observation
of FAA transactions in the TC aircraft world,
the expense of getting a repair, a product
improvement or a new idea to market becomes more
costly every year.
If the practices of 1980, 1990, or 2000
were demonstrated to be higher risk ("Go forth
young man and make aviation SAFER"), then perhaps
growth of the certification mountain would
be understandable and justified. But out of
tens of thousands of devices of my design
produced by my employers over the last 40
years, I'll bet not one has failed in a manner
that caused loss of an airframe or life. Further,
had today's cert standards been applied to those
products, its a sure bet that the numbers of such
devices still in service would be no greater
than it has proven to be without such standards.
Such are the virtues of failure tolerant design.
I further observe that folks in charge of making
decisions on behalf the FAA are increasingly ignorant
of the technology, processes and hazard assessment
over which they preside.
Present trends plotted into the future do
not bode well when experience and common sense
are replaced by policy and procedure.
Bob . . .
Message 10
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| Subject: | Re: Problem posting |
Mike,
I changed a setting on my Thunderbird. It seems to be working now.
Thanks for writing.
do not archive
Raymond Julian
Kettle River, MN
On 08/20/2010 07:33 AM, Mike Welch wrote:
> > I just tried to reply to a message and it was rejected by matronics
> > because it didn't have a "plain text section". Any one else having a
> > problem? > --
> > Raymond Julian
> > Kettle River, MN
>
>
> Ray,
>
> I had this same problem a couple of years ago. I had DSL then,
> Hughesnet now.
> That's the only change. The problem seems to have gone away with
> Hughesnet,
> I have NO idea why.
> For some reason, Matronics does not like the "Rich Text" feature in
> emails. All
> of your emails will be returned when you type them in rich text mode.
> (Rich text
> is where you can add color, size, emoticons, etc to your text)
> Plain text (boring as it is) allows the emails, responses, etc to
> work ok.
>
> It's odd that a different server, like Hughesnet, doesn't seem to
> bother Matronics
> when I use the rich text.
>
> Mike Welch
> *
>
>
> *
Message 11
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| Subject: | Audio Panel hookup |
I've seen this referenced on one other forum, but no responses, so I figured I'd
try it here.
I've got an SL30 and SL40 that I'm trying to wire to a PSE 8000/9000 type audio
panel.
The radio's each have the following
Mic
Mic lo
Phone
Phone lo
tx key
The audio panel however only has
Mic
Phone
Com lo
tx key
Basically there is only one ground or lo for the radio on each at the audio panel.
So do you use it to connect both the mic lo *and* the phone lo?
Secondly, if connecting multiple unswitched outputs that all have their own output
adjustment levels, do you still need to connect a 100ohm, 1/2w resistor in
series with their output at the audio panel?
Thanks in advance,
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=309557#309557
Message 12
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| Subject: | Re: Plane Power IR Alternator Implementation in Z-13/8 |
At 10:27 AM 8/20/2010, you wrote:
I'm thinking about using one of these as the belt driven alternator in Z-13/8:
http://www.plane-power.com/AL12-EI60.htm
It's their experimental, internally regulated alternator that also
comes with built in crowbar over voltage protection. I'm not sure
that I have a full understanding of the OV protection and control
issues of IR alternators and how they pertain to this unit.
I have 3 primary questions- one for the AEC and two for Plane Power,
though I welcome any insight about all three from the AEC readers.
So first, is it correct to say that Z24, Z24A, and the associated
text on page Z-5 apply to IR alternators as they come off of the auto
parts shelf, and not really to this unit?
Correct . . . The P-P devices are not off-the-shelf
automotive.
Based on their conceptual wiring picture here:
http://www.plane-power.com/images/AL12_EI60%20Installation.pdf
Primary Question 1: How would I make the wiring connections in Z13/8
with this unit? Should their field enable lead go to the 2-3 DC
Power Master Switch with the 5A crowbar in the same place as Z13/8
depicts it? Also, what about that other optional alternator off lead
(see 3 below)?
I think I understand that the battery dump issue (described at
http://www.aeroelectric.com/articles/Adapting_IR_Alternators_to_Aircraft.pdf)
is a problem in Z13/8 because we would like to occasionally
(preflight, first flight of the day, etc?) turn the primary
alternator and master off, and turn the ebus alternate feed on to
test those associated switching systems. Is that correct?
No. "Battery Dump" is defined as the sudden reduction
of heavy alternator loads wherein the major portion
of that load included battery recharge current and
it's the BATTERY that's being disconnected. There
are no operational procedures that call for such
a "test". Further, the way the Z-figures are drawn,
such a test could not be conducted for the battery
is always disconnected AFTER the alternator is shut down.
Primary Question 2: Will it do any physical damage to anything to
turn off the 2-3 DC Power Master Switch while the engine is running
(assuming that I need to)?
It has been a legacy design goal for all TC aircraft
to configure the system such that an alternator (or
generator) may be turned on or off at any time under
any conditions without hazard to other components
in the system. An alternator that is controlled
by breaking the field lead without breaking the
b-lead MEETS this design goal. So, no . . . the P-P
alternator may be turned on or off at anytime without
concern for hazard to any compoent.
Primary Question 3: Does opening their Alternator Field Enable Switch
fully shut down the alternator field?
Yes
If the crowbar protection circuit pops that 5A CB, I should hope that
opening that switch
"switch"??? Do you mean "breaker"? Yes, opening that
breaker offers a quiet, orderly and benign disabling
of the alternator.
. . . would completely shut down the alternator field too. If so,
then what does that other "optional alternator off" lead do?
That's not a control, it's an indicator light which
has some limited ability to annunciate alternator failure
and has been used in cars for decades. However, active
notification of low voltage by an independent sensing
system is the legacy approach to watching for and
announcing alternator failure.
Would I need to hook it up at all, and/or would I need to still
hook it up with a switch in the line? Is there a failure mode in the
other circuit that would require me to turn off a switch in the
second line to shut the alternator off?
You can drop the P-P product directly into any
of the z-figures by simply eliminating any illustrated
external regulators and/or crowbar ov protection
modules.
I was going to call plane power to ask them a few of these questions
but I need to make sure that I know what to ask about. Thanks in advance.
I've discussed Plane-Power design philosophy with
them at length. It's a certainty that their answers
will be along the same lines as that which I've offered
above.
Bob . . .
Message 13
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| Subject: | Battery cables and Firewall Penetrations |
At 11:58 PM 8/19/2010, you wrote:
That particular Terminal Feed Through Connector is only rated 250A
@48VDC. You would probably be better served purchasing the 400A
@48VDC version from Blue Sea Systems.
http://bluesea.com/products/2206
They also carry both Black and Red and they are identical to the ones
on Ebay except in a larger amperage rating and slightly larger
physical size. I wouldn't be surprised if they were cheaper from Blue
Sky either. $11/each seems kinda pricey to me.
Emacs!
But are price, voltage and current ratings the only
features of concern? You're going to poke a substantial
hole in a "firewall" that's ostensibly configured
to keep products of a fuel-fed fire out of the cockpit.
Then you propose to plug that hole with some form of
plastic.
Here's a trip to the assembly line of one manufacturer
that has spent several decades of time, talent and
resources developing techniques for bringing stuff
through the fire wall but without compromising
fire wall integrity.
http://www.aeroelectric.com/articles/Firewall_Penetration/firewall.html
I'll further quote from AC43-13 which is one of
many documents where we are admonished to be aware
of the flame retarding characteristics of devices
that penetrate the firewall:
11-232. TYPES OF CONNECTORS.
Connectors must be identified by an original
identification number derived from MIL
Specification (MS) or OAM specification.
Figure 11-35 provides some examples of MS
connector types. Several different types are
shown in figures 11-36 and 11-37.
a. Environmental Classes. Environment-
resistant connectors are used in applications
where they will probably be subjected to
fluids, vibration, thermal, mechanical shock,
corrosive elements, etc. Firewall class connectors
incorporating these same features
should, in addition, be able to prevent the
penetration of the fire through the aircraft
firewall connector opening and continue to
function without failure for a specified period
of time when exposed to fire.
So unless you're changing the name of of
your firewall to "engine compartment aft
bulkhead", I'll suggest there is value in
attending to maintenance of firewall
integrity.
Bob . . .
Message 14
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| Subject: | Re: Audio Panel hookup |
Answered my first question and for those that might need to know.
Yes, on the radios to audio panel, you connect the to "lo"'s together and then
to the phone low on the audio panel.
As for the unswitched audio's.... I'm still checking on that one.
Alan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=309562#309562
Message 15
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| Subject: | Battery cables and Firewall Penetrations |
Ooops!
You are absolutely correct. I misread what he was asking for and
thought he
meant the aft bulkhead and not the engine firewall. But, before I would
discount the use of the connectors that had been previously mentioned I
would still contact the manufacturer and inquire as to the
serviceability of
that particular connector. You might find that it actually fits the
bill
perfectly.
Jim
_____
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
Robert L.
Nuckolls, III
Sent: Friday, August 20, 2010 3:29 PM
Subject: AeroElectric-List: Battery cables and Firewall Penetrations
At 11:58 PM 8/19/2010, you wrote:
That particular Terminal Feed Through Connector is only rated 250A
@48VDC.
You would probably be better served purchasing the 400A @48VDC version
from
Blue Sea Systems.
http://bluesea.com/products/2206
They also carry both Black and Red and they are identical to the ones on
Ebay except in a larger amperage rating and slightly larger physical
size. I
wouldn=12t be surprised if they were cheaper from Blue Sky either.
$11/each
seems kinda pricey to me.
Emacs!
But are price, voltage and current ratings the only
features of concern? You're going to poke a substantial
hole in a "firewall" that's ostensibly configured
to keep products of a fuel-fed fire out of the cockpit.
Then you propose to plug that hole with some form of
plastic.
Here's a trip to the assembly line of one manufacturer
that has spent several decades of time, talent and
resources developing techniques for bringing stuff
through the fire wall but without compromising
fire wall integrity.
http://www.aeroelectric.com/articles/Firewall_Penetration/firewall.html
I'll further quote from AC43-13 which is one of
many documents where we are admonished to be aware
of the flame retarding characteristics of devices
that penetrate the firewall:
11-232. TYPES OF CONNECTORS.
Connectors must be identified by an original
identification number derived from MIL
Specification (MS) or OAM specification.
Figure 11-35 provides some examples of MS
connector types. Several different types are
shown in figures 11-36 and 11-37.
a. Environmental Classes. Environment-
resistant connectors are used in applications
where they will probably be subjected to
fluids, vibration, thermal, mechanical shock,
corrosive elements, etc. Firewall class connectors
incorporating these same features
should, in addition, be able to prevent the
penetration of the fire through the aircraft
firewall connector opening and continue to
function without failure for a specified period
of time when exposed to fire.
So unless you're changing the name of of
your firewall to "engine compartment aft
bulkhead", I'll suggest there is value in
attending to maintenance of firewall
integrity.
Bob . . .
Message 16
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| Subject: | Re: Alternator putting out too much amperage |
> My questions are this: Will the high amperage fry my radios and EFIS even though
it shows it is only putting out 13.6 volts.
No it will not. Chances are that the ammeter is lying to you. Even if it is telling
the truth and the alternator is putting out high amperage, that high current
is only being delivered to equipment that asks for it. Your electronics
will only use the current that they were designed to use, regardless of the alternator
current output (as long as there is not an over-voltage condition).
The exception is defective equipment that asks for more current than normal.
In that case, it is not the alternator's fault for delivering too much current.
It is the defective equipment's fault for asking for too much. Even if some
device fails and draws too much current, that will not cause other devices to
use higher current.
It is highly unlikely that there is actually 40amps of current being used by
anything on your aircraft. First of all, it would probably blow a fuse. If there
is no fuse, 40amps times 13.6volts = over 500 watts. That is a lot of heat
and it would be very noticeable.
Like Bob and Neal suggested, most likely the current sensor is the wrong size
or the ammeter is not calibrated correctly. Good luck, Jim.
Joe
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=309588#309588
Message 17
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| Subject: | Battery cables and Firewall Penetrations |
Any idea where you can get such a fitting Bob? The ones I see at ACS look
like they would cut insulation.
Thanks, Tim
<mailto:rnbraud@yahoo.com>
_____
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Robert L.
Nuckolls, III
Sent: Friday, August 20, 2010 12:29 PM
Subject: AeroElectric-List: Battery cables and Firewall Penetrations
At 11:58 PM 8/19/2010, you wrote:
That particular Terminal Feed Through Connector is only rated 250A @48VDC.
You would probably be better served purchasing the 400A @48VDC version from
Blue Sea Systems.
http://bluesea.com/products/2206
They also carry both Black and Red and they are identical to the ones on
Ebay except in a larger amperage rating and slightly larger physical size. I
wouldn't be surprised if they were cheaper from Blue Sky either. $11/each
seems kinda pricey to me.
Emacs!
But are price, voltage and current ratings the only
features of concern? You're going to poke a substantial
hole in a "firewall" that's ostensibly configured
to keep products of a fuel-fed fire out of the cockpit.
Then you propose to plug that hole with some form of
plastic.
Here's a trip to the assembly line of one manufacturer
that has spent several decades of time, talent and
resources developing techniques for bringing stuff
through the fire wall but without compromising
fire wall integrity.
http://www.aeroelectric.com/articles/Firewall_Penetration/firewall.html
I'll further quote from AC43-13 which is one of
many documents where we are admonished to be aware
of the flame retarding characteristics of devices
that penetrate the firewall:
11-232. TYPES OF CONNECTORS.
Connectors must be identified by an original
identification number derived from MIL
Specification (MS) or OAM specification.
Figure 11-35 provides some examples of MS
connector types. Several different types are
shown in figures 11-36 and 11-37.
a. Environmental Classes. Environment-
resistant connectors are used in applications
where they will probably be subjected to
fluids, vibration, thermal, mechanical shock,
corrosive elements, etc. Firewall class connectors
incorporating these same features
should, in addition, be able to prevent the
penetration of the fire through the aircraft
firewall connector opening and continue to
function without failure for a specified period
of time when exposed to fire.
So unless you're changing the name of of
your firewall to "engine compartment aft
bulkhead", I'll suggest there is value in
attending to maintenance of firewall
integrity.
Bob . . .
Checked by AVG - www.avg.com
11:35:00
Message 18
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| Subject: | Battery cables and Firewall Penetrations |
At 09:06 PM 8/20/2010, you wrote:
>Any idea where you can get such a fitting Bob? The ones I see at ACS
>look like they would cut insulation.
>Thanks, Tim
>
Which ACS catalog number are you looking at?
Bob . . .
Message 19
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| Subject: | Battery cables and Firewall Penetrations |
These:
http://www.aircraftspruce.com/catalog/appages/firewallshields.php
I like the idea of the 90=B0 bend but have not seen anything close.
Tim
<mailto:rnbraud@yahoo.com>
_____
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
Robert L.
Nuckolls, III
Sent: Friday, August 20, 2010 7:15 PM
Subject: RE: AeroElectric-List: Battery cables and Firewall Penetrations
At 09:06 PM 8/20/2010, you wrote:
Any idea where you can get such a fitting Bob? The ones I see at ACS
look
like they would cut insulation.
Thanks, Tim
Which ACS catalog number are you looking at?
Bob . . .
Checked by AVG - www.avg.com
11:35:00
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