Today's Message Index:
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1. 06:52 AM - Re: Re: Fuel Pressure Sender Ground Loop? ()
2. 10:00 AM - Re: Re: Mouser Packaging (Robert L. Nuckolls, III)
3. 11:45 AM - Single shunt for two alternators? (N601RT)
4. 06:55 PM - Re: Mouser Packaging (user9253)
5. 09:46 PM - Re: Advice requested. (Linda Walker)
Message 1
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| Subject: | Re: Fuel Pressure Sender Ground Loop? |
Dan,
Sounds like you're on your way. You can easily test the boost psi by
turning on the master before starting and running the boost pump 2-3
seconds before starting. For cold starts this is a typical procedure. Do
this with the throttle wide open and then open the mixture until you see
the pressure increase.
Have Fun - that's why we're here,
Glenn
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
messydeer
Sent: Tuesday, September 14, 2010 9:31 PM
Subject: AeroElectric-List: Re: Fuel Pressure Sender Ground Loop?
<messydeer@yahoo.com>
K, Glen.
The primary purpose of my fuel pressure sender is to tell me that my
boost and mechanical pumps work. They're plumbed in series. I've never
started an airplane engine, but I believe on startup, I'd turn the boos
pump on. I should see a rapid rise to around 3 psi. I think I'd turn the
pump off momentarily after startup to check that the mechanical is
working, then back on again until altitude is reached.
I don't think it would have to be accurate within 1 psi, as long as the
relative changes could be seen. I've heard from only a few people, but
nobody has said they've had any problem with ground loops in senders
wired similar to mine. Unless I hear differently, I'll mount mine as
planned. If it turns out to be a problem and requires an insulated
mount, I've found a place on the firewall I could stick a fiberglass
bracket without much problem.
--------
Dan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=312469#312469
Message 2
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| Subject: | Re: Mouser Packaging |
>After wasting a lot my time arguing with their customer service
>dept. in several e-mails, I made a phone call, and they offered me a
>$10 credit.
>
>I had originally asked for a REFUND of $15 (not a credit). As is
>usual, in these cases, the reality is that if you value your time
>(and frustration) at all, you may as well forget it and count it as
>"tuition." The likelihood that I will return to Newark and use that
>credit is NIL.
Good move if it fits your business model
for maximizing your return on investment
for doing business with any particular
supplier.
I would caution readers of this thread
that these are anecdotal events that happen
many thousands of times a day over the
spectrum of net-order suppliers. I've
had it happen to me but I don't recall
it being a repeat event. In the grand
scheme of things, the frequency of problems
was so low and the $time$ it takes to resolve
them so high that the events were tiny bumps
on the cash flow curve.
I know that for many of you, you may
order parts from a supplier perhaps a half
dozen times in your lifetime. So one event
is significant when it stands alone . . . but
in terms of total time and dollars invested
in your airplane, it's probably just a little
bump too.
Every shipping department has the newbies
and airheads that can generate problems for
a few . . . but those folks tend to become
identified and move to lower risk activities
or fired.
The point is that unless one knows the total
numbers of satisfactory shipping events
compared to unhappy ones we're hearing
about, you probably don't have enough
data to add any particular vendor to the
shipping department black-list.
Spent ten minutes waiting in a line to pick
up a prescription that was ready to be paid
with a scan, swipe and 6 keystrokes. A 30-second
transaction.
But the lady behind the counter was wrestling
with a 'non-standard' transaction. She was
a one-finger, hunt-n-peck typist and obviously
had not mastered the computer. Nonetheless,
5 people behind the counter were 'busy' with
other things while the computer beeped, she
exclaimed 'oh-dear', and folks in line with
me managed to contain their exclamations.
But I am disappointed that Mouser didn't
man-up better too. That suggests a shortcoming
in more than one department . . . do present
trends plotted into the future make this
a portent of things to come?
Bob . . .
---------------------------------------
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
---------------------------------------
Message 3
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| Subject: | Single shunt for two alternators? |
Bob and Gang,
I'm building an RV-7A using with an Advanced Flight System (AFS) Advanced Deck
4500s. The 4500s supports a single shunt and has the option for a hall effect
transducer to read the output of a second alternator. AFS recommends mounting
the hall effect transducer on the cabin side of the firewall and that means bringing
the B-lead of one alternator through the firewall.
I'm basically using Z-12 with a Plane Power 60A alternator for my primary alternator
and a SD-20 for my aux alternator with a B&C stand-by regulator. I'm not
planning the current sensor for the B&C stand-by regulator show on Z-12.
I'm considering using a single shunt that has both alternator outputs connected
to one side and the other side of the shunt connected to a ANL60 which would
connect to the starter contactor. I would turn on the SD-20 to verify it was operational
as part of preflight before turning on the PP-60A alternator. Above
idle, the two alternators should not be delivering power at the same time. I
think this would allow me to monitor the output of both alternators AND allow
me to eliminate the cabin side hall effect transducer.
I'd like help understanding the downside to sharing a single shunt that I may not
be seeing.
Regards,
Roy
Flying N601RT: 2003 CH601HDS, nose gear, Rotax 912ULS, All electric, IFR equipped,
1475hrs
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=312540#312540
Message 4
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| Subject: | Re: Mouser Packaging |
It has been over a week since Milly at Mouser promised to refund $10 to my credit
card. No refund has been posted to my account yet. When I placed an order,
it only took 2 days to deduct money from my credit card account. It seems that
they are much quicker when taking money than returning it, (if they do).
We all make mistakes. When a company makes a mistake, they should acknowledge
it and correct the situation. Ignoring emails is not very good for customer
relations. Why provide a customer service email address, but not reply to emails?
When a customer purchases merchandise, they want to know exactly what they are
getting and how much it costs. I do not like doing business with companies
that will not reveal actual shipping costs before finalizing the order. One way
to protect oneself is to enter a statement in the remarks section such as,
"Cancel order if shipping exceeds $XX.xx amount."
Joe
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=312575#312575
Message 5
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| Subject: | Re: Advice requested. |
Bob.
Hope you can advise on the following:
My Long-EZ has Z-13 as the basis for it's electrics.
I had an issue yesterday of high over-voltage, 15.4 volts, while flying.
At the same time we had radio difficulties, mainly Tx.
Later I found that the "ess-buss alternative feed" switch was to "alternate
"!
On switching this back to "normal", returned everything as it should have b
een.
Question: will this time of overvoltage, perhaps 30 mins or more, have caus
ed any 'lasting' damage to any/all components of the electric system?
Any help much appreciated.
Patrick Elliott.
G-LGEZ
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