---------------------------------------------------------- AeroElectric-List Digest Archive --- Total Messages Posted Wed 09/15/10: 5 ---------------------------------------------------------- Today's Message Index: ---------------------- 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 _____________________________________ Time: 06:52:31 AM PST US Subject: RE: AeroElectric-List: Re: Fuel Pressure Sender Ground Loop? From: 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? 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 _____________________________________ Time: 10:00:47 AM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: 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 _____________________________________ Time: 11:45:34 AM PST US Subject: AeroElectric-List: Single shunt for two alternators? From: "N601RT" 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 _____________________________________ Time: 06:55:22 PM PST US Subject: AeroElectric-List: Re: Mouser Packaging From: "user9253" 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 _____________________________________ Time: 09:46:59 PM PST US From: Linda Walker Subject: AeroElectric-List: 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. 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