Today's Message Index:
----------------------
1. 05:36 AM - Unvented AGM? ()
2. 05:44 AM - Re: Re: Battery box being demanded (Noel Loveys)
3. 06:47 AM - Re: Creative thievery (checkn6)
4. 07:08 AM - Re: Unvented AGM? (Robert L. Nuckolls, III)
5. 07:20 AM - Re: Re: Battery box being demanded (Robert L. Nuckolls, III)
6. 07:47 AM - Re: Re: Battery box being demanded (n801bh@netzero.com)
7. 07:59 AM - Re: Transponder durability? (Radioflyer)
8. 08:40 AM - Re:Stereo Headsets (glen matejcek)
9. 09:19 AM - Re: Battery box being demanded (RayStL)
10. 09:49 AM - Re: Re: Battery box being demanded (rayj)
11. 09:54 AM - Re: Re: Battery box being demanded (Don Hudgeon)
12. 10:02 AM - Re: Unvented AGM? (RayStL)
13. 10:52 AM - Re: Re: Battery box being demanded (Robert L. Nuckolls, III)
14. 10:52 AM - Re: Re: Unvented AGM? (Robert L. Nuckolls, III)
15. 10:54 AM - How the "other side" lives. (Robert L. Nuckolls, III)
16. 11:13 AM - Re: How the "other side" lives (OOPS) (Robert L. Nuckolls, III)
17. 11:15 AM - Re: Battery box being demanded (RayStL)
18. 11:48 AM - Re: Unvented AGM? (RayStL)
19. 11:49 AM - Re: How the "other side" lives (OOPS) (Carlos Trigo)
20. 12:21 PM - Re: Re: Battery box being demanded (rayj)
21. 12:28 PM - D-sub screws (Fergus Kyle)
22. 12:31 PM - Re: Re: Battery box being demanded (Ron Raby)
23. 12:54 PM - Re: How the "other side" lives (OOPS) (Steve Ruse)
24. 01:08 PM - Copper Buss bar (Barry Davis)
25. 01:45 PM - Re: Copper Buss bar (Robert L. Nuckolls, III)
26. 02:06 PM - Re: How the "other side" lives (OOPS) (Robert Borger)
27. 02:23 PM - Re: Copper Buss bar (simon@synchdes.com)
28. 03:08 PM - Re: Copper Buss bar (Barry Davis)
29. 03:56 PM - Re: AeroElectric-List Digest: Pitot heat- 02/08/11 (EMAproducts@aol.com)
30. 05:17 PM - Re: Re:Stereo Headsets (Franz Fux)
31. 06:16 PM - Re: Pitot heat (Robert L. Nuckolls, III)
Message 1
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2/9/2011
Hello Fellow Builders, Ray St-Laurent wrote: "......an unvented AGM ......"
One could debate the difference between a valve and a vent, but it might be
a bit misleading to describe the valve equipped AGM batteries as being
unvented. See here:
http://en.wikipedia.org/wiki/VRLA_battery
'OC' Baker Says: "The best investment we can make is the time and effort to
gather and understand knowledge."
==========================================================
Time: 05:10:25 AM PST US
Subject: AeroElectric-List: Re: Battery box being demanded
From: "RayStL" <raystl@nbnet.nb.ca>
An STC of an equivalent installation might be the easiest way to convince. I
think
that would be an unvented AGM inside the cabin. I see there are some under
seat Cub STC's that might do. Does anyone have details. If so then I just
need
to convince him that my battery is equivalent to that specified.
--ray
--------
Ray St-Laurent
701/Pegastol wings/Suzuki engine
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Subject: | Re: Battery box being demanded |
I wonder why he stated to you the Section V standard... It doesn't jibe. I would
ask him again to give the exact standard he wants followed.
With that you can google Canadian Aviation Regulations and download the whole mess
in PDF. The first number in the part he wants you to follow is usually written
as a capitol roman numeral. The second number is either a 0 or a 2. If
it is a 0 then it is a regulation. If it is a 2 it is a standard or method to
fulfil the regulation. The third number is the subsection and then the decimal
point. After the decimal point is the specific rules in the subsection.
You can also read the cars in more of an organised mode at:
http://www.tc.gc.ca/eng/civilaviation/regserv/cars/menu.htm
I agree with your assessment of the manifold pressure gauge but if they were really
sticky on it you could have one installed easily. It the most it would have
meant is drilling and welding a boss onto the intake manifold close to the
throttle body... there is probably one there already.
I think what he wants to see is a box capable of withstanding a +3G forward impact
with the weight of the battery in it and also be able to contain the contents
of the battery in the case of an accident. A normal covered plastic battery
box... to fit and be properly secured should satisfy him. Crappy tire (a Canadian
thing)could probably help.
Noel
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of RayStL
Sent: February 8, 2011 1:14 PM
Subject: AeroElectric-List: Re: Battery box being demanded
Thanks for your help so far.
Let me give more background. The aircraft has been flying for over 3 years. The
MDRA inspector was fine with the battery.
My aircraft has been grounded since the inspection last August. There were 2 issues
they had. The battery is one. The second was because I have a variable pitch
prop (Ivo) regulations say I need a manifold pressure gauge. My engine is
a modern car engine that continuously measures manifold pressure, throttle position,
rpm, air temperature, exhaust oxygen and uses that to control fuel and
ignition. A separate manifold gauge would be a distraction at best.
Yes it would have been easier to knuckle under to their inappropriate requests.
(I would like to Nuckolls them. Grrr.)
They finally relented on the manifold pressure issue. Only the battery issue remains.
The easiest way is to find something approved that will fit in their pigeon hole.
Otherwise I have been told I have go through a full technical analysis (and
test?) to justify it.
On a homebuilt!!!???
--------
Ray St-Laurent
701/Pegastol wings/Suzuki engine
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=330169#330169
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Subject: | Re: Creative thievery |
You want to hear another good one. Let's try Sporty's Pilot Shop.
While placing an online order, you put your items into your cart, go through the
checkout procedure and if you aren't watching the "system" automatically places
a $10 chart into your order at the last moment in the hopes that you won't
catch it. It is after all a useful item who doesn't want a current chart for
their zip code? Sporty's makes a few extra bucks and deals with the upset people
that catch them. I won't be back as there are too many other respectable pilot
shops out there.
I write this with personal knowledge as it just happened to me last week. I caught
them after I paid with my card and then to "correct the mistake" they charged
my card twice. Once with and once without the chart, of course they will refund
the money but it gets held a while.
Deceit is a terrible thing. Reminds me of an old proverb I once heard.
"Greed for wealth and power, which no amount of wealth and power could ever satisfy,
is a defect buried deep in human nature."
Chris
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=330265#330265
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Subject: | Re: Unvented AGM? |
At 08:30 AM 2/9/2011, you wrote:
>
>2/9/2011
>
>Hello Fellow Builders, Ray St-Laurent wrote: "......an unvented AGM ......"
>
>One could debate the difference between a valve and a vent, but it
>might be a bit misleading to describe the valve equipped AGM
>batteries as being unvented. See here:
>
>http://en.wikipedia.org/wiki/VRLA_battery
EXCELLENT point. It might also be useful to
note that VLRA batteries (unlike VENTED wet
batteries) are approved for shipment in the
mails and by ordinary commercial air freight
without benefit of extra-ordinary packaging.
I quote here 49 CFR 173.159(d):
(d) A nonspillable wet electric storage battery is excepted from all
other requirements of this subchapter under the following conditions:
(1) The battery must be protected against short circuits and securely
packaged; (2) For batteries manufactured after September 30, 1995,
the battery and the outer packaging must be plainly and durably
marked NONSPILLABLE or NONSPILLABLE BATTERY; and (3) The battery must
be capable of withstanding the following two tests, without leakage
of battery fluid from the battery: (i) Vibration test. The battery
must be rigidly clamped to the platform of a vibration machine, and a
simple harmonic motion having an amplitude of 0.8 mm (0.03 inches),
with a 1.6 mm (0.063 inches) maximum total excursion must be applied.
The frequency must be varied at the rate of 1 Hz/min between the
limits of 10 Hz to 55 Hz. The entire range of frequencies and return
must be traversed in 955 minutes for each mounting position
(direction of vibrator) of the battery. The battery must be tested in
three mutually perpendicular positions (to include testing with fill
openings and vents, if any, in an inverted position) for equal time periods.
That's a rather lengthy list of requirements
that the OBAM aircraft builder shouldn't
have to "prove" . . . but it illustrates
the point that cells with no loose liquid
that are not open to atmosphere have been
demonstrated benign for all hazards short
of gross damage.
In normal or even abusive service, they cannot
produce the hazards we used to associate with
their liquid electrolyte ancestors. All of the
legacy hazards calling for extra containment
of gasses/liquids simply went away.
Bob . . .
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Subject: | Re: Battery box being demanded |
>I think what he wants to see is a box capable of withstanding a +3G
>forward impact with the weight of the battery in it and also be able
>to contain the contents of the battery in the case of an
>accident. A normal covered plastic battery box... to fit and be
>properly secured should satisfy him.
The crash safety hold-down rules here
call for 10G of tear-away resistance
for rearward acceleration. For a 25#
SVLA this translates to 250 pounds of
tensile strength for retainers.
We did some studies on 6" strips of
Velcro on 1" wide straps at HBC and
measured tensile strengths in the many
hundreds of pounds depending on how well
the installer 'mashed' the fasteners
together.
On that basis, I've recommended several
times in the past that SVLA batteries
might be strapped down in shallow trays
having lips on the order of 1/2" with
two Velcro closed web-straps. This kind
of attention would indicated if the
battery were aft of crew space.
If the battery is on the forward side of
the firewall, it's not going to be a
missile-hazard.
Bob . . .
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Subject: | Re: Battery box being demanded |
In my experimental I used the group 24 box shown here.
http://www.westmarine.com/webapp/wcs/stores/servlet/ProductDisplay?produ
ctId=102091&catalogId=10001&langId=-1&storeId=11151&storeNum=1
0109&subdeptNum=10548&classNum=10551
I run a Optima 1000CCA battery to light off my V-8. I needed extra balla
st in the rear of the fuselage to offset the slightly heavier engine any
way and the massive amount of electrical storage this battery provides g
ives me about 11 hours of enough voltage to fire the ignition. That is a
ssuming I am dumb enough to land and refuel 3 times after an alternator
failure.
do not archive
Ben Haas
N801BH
www.haaspowerair.com
---------- Original Message ----------
From: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
Subject: RE: AeroElectric-List: Re: Battery box being demanded
olls.bob@aeroelectric.com>
>I think what he wants to see is a box capable of withstanding a +3G
>forward impact with the weight of the battery in it and also be able
>to contain the contents of the battery in the case of an
>accident. A normal covered plastic battery box... to fit and be
>properly secured should satisfy him.
The crash safety hold-down rules here
call for 10G of tear-away resistance
for rearward acceleration. For a 25#
SVLA this translates to 250 pounds of
tensile strength for retainers.
We did some studies on 6" strips of
Velcro on 1" wide straps at HBC and
measured tensile strengths in the many
hundreds of pounds depending on how well
the installer 'mashed' the fasteners
together.
On that basis, I've recommended several
times in the past that SVLA batteries
might be strapped down in shallow trays
having lips on the order of 1/2" with
two Velcro closed web-straps. This kind
of attention would indicated if the
battery were aft of crew space.
If the battery is on the forward side of
the firewall, it's not going to be a
missile-hazard.
Bob . . .
========================
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____________________________________________________________
Obama Urges Homeowners to Refinance
If you owe under $729k you probably qualify for Obama's Refi Program
http://thirdpartyoffers.netzero.net/TGL3241/4d52b60ae84681ae659st04vuc
Message 7
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Subject: | Re: Transponder durability? |
As for durability, I don't know much, but one thing I would suggest you consider
is whether the transponder is completely solidstate or whether it uses a cavitron
tube. The glass cavitron tubes are supposed to be very expensive to replace
when they fail. I've always thought the solidstate units startup faster and
are more rugged or reliable. Maybe someone here can comment further one way
or the other.
As for ebay, maybe I've just been lucky or maybe I've practiced good common sense
in my bids, but I've had good luck with aircraft stuff. I will say that I always
carefully research the part I'm looking for and if the bidder's description,
feedback or responses seem inconsistent, then no bid.
And here is an offer...I have a Terra TRT250 transponder with tray and antenna
connector. It has a "Return to Service" label from Terra dated 1995. More importantly,
it has the mods 2 and 5 done to it, to comply with the latest AD on the
unit. I bought the unit used several years ago for an Experimental because
it is solidstate, and is still among the smallest, lightest transponders available.
Unfortunately, the experimental never became mine, so I've never used it.
It has a small rectangular face , but can be made to fit in a 3-1/8" instrument
hole. I paid $650 for the unit and it is available for sale.
--Jose
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=330278#330278
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Subject: | Re:Stereo Headsets |
I'll ask a friend at Gentex if he knows anything
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Subject: | Re: Battery box being demanded |
Thanks to all have responded. From communications with the DOT inspector, it is
clear that the quickest solution will be to reference a STC for a cub or similar
that uses an underseat strap down of an AGM battery. I know Concorde has
STCs but I have not tracked down yet if that includes elimination of the battery
box.
There is a broader, much more disturbing side to this issue. A DOT inspector wants
to revoke approval for something that has already passed inspection. The installation
has not changed. That means any (Canadian) homebuilt could theoretically
revoke approval for any previously approved installation. It also unjustly
(I believe) questions the validity of any previous inspection through MDRA.
I know of other Canadian homebuilts using AGMs without battery boxes but I am not
about to cite those as examples.
--ray
--------
Ray St-Laurent
701/Pegastol wings/Suzuki engine
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=330294#330294
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Subject: | Re: Battery box being demanded |
I am not familiar with how the Canadian system works, but I assume a
bureaucrat is a bureaucrat. Perhaps the MDRA inspector that approved
the initial inspection would be offended by the DOT inspectors
implication that his work was in someway lacking. Perhaps he might be
motivated to go to bat for you and for HIS reputation. The most likely
way this will be resolved in your favor is if you can get someone else
in the government to bring pressure on the DOT guy to change his opinion.
Raymond Julian
Kettle River, MN
On 02/09/2011 11:15 AM, RayStL wrote:
> --> AeroElectric-List message posted by: "RayStL"<raystl@nbnet.nb.ca>
>
> Thanks to all have responded. From communications with the DOT inspector, it
is clear that the quickest solution will be to reference a STC for a cub or similar
that uses an underseat strap down of an AGM battery. I know Concorde has
STCs but I have not tracked down yet if that includes elimination of the battery
box.
>
> There is a broader, much more disturbing side to this issue. A DOT inspector
wants to revoke approval for something that has already passed inspection. The
installation has not changed. That means any (Canadian) homebuilt could theoretically
revoke approval for any previously approved installation. It also unjustly
(I believe) questions the validity of any previous inspection through MDRA.
>
> I know of other Canadian homebuilts using AGMs without battery boxes but I am
not about to cite those as examples.
>
> --ray
>
> --------
> Ray St-Laurent
> 701/Pegastol wings/Suzuki engine
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=330294#330294
>
>
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Subject: | Re: Battery box being demanded |
Hi Ray
I also have a "imported" homebuilt here in Canada and I hear what you are
saying about the broader picture. Mine was inspected and signed off by the
FAA a few years ago and again last year by MDRA inspector after I had
completed the modifications required by Canadian standards (carb heat,fire
extinguisher, markings,etc). I don`t think I would want it "reinspected" by
DOT and be subjected to the wims of an inspector.
As far as the battery is concerned though, I think it is a pretty good idea
to have it in a securely mounted corrosion proof box just for your own good.
I also installed a manifold pressure gauge when I put on the IVO IFA prop.
Again, just one more simple device to monitor engine function. I plumbed it
using vacuum hose from the balance tube between the carbs on my 912.Got the
gauge from Wicks for about $50.
I think most regulations are being applied for our own safety and
reliability but sometimes get skewed by someones personal interpretation.
Cheers
Don
On Wed, Feb 9, 2011 at 9:15 AM, RayStL <raystl@nbnet.nb.ca> wrote:
>
> Thanks to all have responded. From communications with the DOT inspector,
> it is clear that the quickest solution will be to reference a STC for a cub
> or similar that uses an underseat strap down of an AGM battery. I know
> Concorde has STCs but I have not tracked down yet if that includes
> elimination of the battery box.
>
> There is a broader, much more disturbing side to this issue. A DOT
> inspector wants to revoke approval for something that has already passed
> inspection. The installation has not changed. That means any (Canadian)
> homebuilt could theoretically revoke approval for any previously approved
> installation. It also unjustly (I believe) questions the validity of any
> previous inspection through MDRA.
>
> I know of other Canadian homebuilts using AGMs without battery boxes but I
> am not about to cite those as examples.
>
> --ray
>
> --------
> Ray St-Laurent
> 701/Pegastol wings/Suzuki engine
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=330294#330294
>
>
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Subject: | Re: Unvented AGM? |
Thanks for the references guys.
I believe there are some AGM batteries that have a 'vent' port designed to connect
to a vent tube from an existing flooded cell battery box. The 'sealed' models
with no port are most relevant to my situation.
--ray
--------
Ray St-Laurent
701/Pegastol wings/Suzuki engine
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=330303#330303
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Subject: | Re: Battery box being demanded |
>
>As far as the battery is concerned though, I think it is a pretty
>good idea to have it in a securely mounted corrosion proof box just
>for your own good.
What degree and style of "bad" would you expect to
be held at bay by a "corrosion proof box"?
Bob . . .
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Subject: | Re: Unvented AGM? |
At 12:59 PM 2/9/2011, you wrote:
>
>Thanks for the references guys.
>I believe there are some AGM batteries that have a 'vent' port
>designed to connect to a vent tube from an existing flooded cell
>battery box. The 'sealed' models with no port are most relevant to
>my situation.
That 'vent' tube can be misleading. The VRLA
is not a dry or gell battery. Liquid electrolyte
is totally contained by capillary action in the
fiberglas matting. When these batteries are
abused (severe overcharge or discharge) heating
internal to the cells will boil water and over-
pressure the valve such that excess pressure is
allowed to vent. So-called, "sealed" batteries
are sealed only to the extent of the pressure
relief setting of the valves in the vent holes.
The sum total of vented gasses is very small
in comparison with the kind of emissions one could
get from the classic, vented wet battery.
When the battery is abused to a degree that
opens the valves, there is still no liquid
water-acid emitted, only the mix of gasses
disassociated from the small amount of
water in the mat. There is a very tiny risk
for explosion if the battery is mounted in
an airtight container. The risk is not from
BATTERY explosion but ignition of the escaped
gasses not allowed to waft away in the
local breeze.
I think we hand some discussions here on the
List years ago where I related my experience
with a close call for having induced injury
or worse to a customer who was using a design
of mine that contained a VRLA battery. I also
discussed an incident involving a BATTERY
BOX explosion in a GlasAir.
Had EITHER of these batteries been fitted with
a vent-manifold and a tube leading overboard,
it's a certainty that these two events would
not have unfolded so violently. But be aware
that such vent tubes have NOTHING to do with
the conducting corrosive liquids overboard
and everything to do with reduced risk for
explosion. When a VRLA battery is fitted with
a vent-tube fitting, the tube can only serve
to collect all the gasses from cell vents during
an over-pressure event. Functionally, the batteries
are no more "sealed" or "vented" than their
other commercial contemporaries.
Identical risk reduction is achieved by
not wrapping an SLVA battery up in an airtight
enclosure.
See:
http://tinyurl.com/5v7f9gl
Bob . . .
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Subject: | How the "other side" lives. |
<file:///C:/DOCUME~1/ADMINI~1/LOCALS~1/Temp/file://f:\program%20files\nuckolls_matronics\attach\GE's90115BJetEngineForDelta'sNewB-777-200LR.wmv>GE's90115BJetEngineForDelta'sNewB-777-200LR.wmv
Bob . . .
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Subject: | Re: How the "other side" lives (OOPS) |
Oops! Lets try that again:
http://tinyurl.com/5w49xrr
Bob . . .
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Subject: | Re: Battery box being demanded |
To answer Raymond's question:
An MDRA inspector is not a civil servant. He is a volunteer. In my case he is also
an AME whose livelihood depends on keeping this same DOT inspector happy.
I have no doubt that this will eventually be resolved in my favor. If I can find
an STC for a similar configuration, it will be done in 2 days. Otherwise I will
have to make a full blown presentation before a tribunal that in a process
I expect will take at least another 2 months.
--------
Ray St-Laurent
701/Pegastol wings/Suzuki engine
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=330315#330315
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Subject: | Re: Unvented AGM? |
Hi Bob
You might find this amusing. It is an excerpt of a message from the DOT inspector
where he cherry picks words from the Power Sonic manual. The underlines are
his.
> Given the right set of circumstances, such as extreme overcharging or shorting
of the battery, these gases might vent into the enclosure and create the potential
for an explosion when ignited by a spark. Generally, ventilation inherent
in most enclosures is sufficient to avoid problems.
>
> Potential hazards are present, as described by the battery Manufacturer, Power-Sonic.
These hazards reflects a requirement to enclose the battery in a vented
battery box to ensure aviation safety for other than "During normal operation".
He also knows I have crowbar overvoltage protection so extreme overcharging is
not possible.
--ray
--------
Ray St-Laurent
701/Pegastol wings/Suzuki engine
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=330320#330320
Message 19
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Subject: | How the "other side" lives (OOPS) |
21 million dollars for 1 engine??!!
do not archive
_____
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Robert L.
Nuckolls, III
Sent: quarta-feira, 9 de Fevereiro de 2011 18:10
Subject: Re: AeroElectric-List: How the "other side" lives (OOPS)
Oops! Lets try that again:
http://tinyurl.com/5w49xrr
Bob . . .
Message 20
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Subject: | Re: Battery box being demanded |
do not archive
I hope you are able to resolve it with an STC.
Raymond Julian
Kettle River, MN
On 02/09/2011 01:12 PM, RayStL wrote:
> --> AeroElectric-List message posted by: "RayStL"<raystl@nbnet.nb.ca>
>
> To answer Raymond's question:
> An MDRA inspector is not a civil servant. He is a volunteer. In my case he is
also an AME whose livelihood depends on keeping this same DOT inspector happy.
>
> I have no doubt that this will eventually be resolved in my favor. If I can find
an STC for a similar configuration, it will be done in 2 days. Otherwise I
will have to make a full blown presentation before a tribunal that in a process
I expect will take at least another 2 months.
>
> --------
> Ray St-Laurent
> 701/Pegastol wings/Suzuki engine
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=330315#330315
>
>
Message 21
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Cheers,
No matter how you number/letter them, the D-sub series connectors
(plugs/sockets) have captured threaded screws which lock pairs together.
Bob
Nuckols=92 Aeroelectric connection described these as torments because
the
captured screws are often long thin (1/8=94) jobs witha screwdriver slot
at
the end which is often unassailable ' due mainly to confined spaces.
He proposed replacing them (they are over here anyway, #4-40 threads
on the bottom 12mm=1/2 of the screw) by a device which combines 4/40
threads
with an extended =91nut=92 which is in effect a hex column anywhere from
12mm to
37mm in length and having either internal or external threads. They are
variously called =91spacers=92 or =91standoffs=92 (when used to
separate circuit
boards usually one end Male and the other female) or=92 couplers =91 or
=91coupling nuts=92 when used to join lengths of threaded rods.
When the female end of the devices is populated with =BD=94 lengths of
4-40 rod it can replace the difficult screws (para 1 above) with a
turning
hex of 3/16=94 diameter ' so can be tightened or un- with a small
wrench from
the side or driven by a 3/16=94 socket from above. I need these because
of the
positioning of some of my D-sub plugs in difficult corners.
Ah, but caution! If you are too follow this regimen by fabricating
these jobs, make sure the 4-40 =91jackscrews/spacers/coupling
nuts/standoffs=92
are 3/16=94 across BECAUSE they are often flogged with =BC=94 bodies and
these
latter sizes jam against the body of the plug and are unuseable.....!
Best thoughts,
Ferg
Message 22
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Subject: | Re: Battery box being demanded |
Sure sounds easier to build a box and be done with it.
Regards
Ron Raby
----- Original Message -----
From: "rayj" <raymondj@frontiernet.net>
Sent: Wednesday, February 09, 2011 3:17 PM
Subject: Re: AeroElectric-List: Re: Battery box being demanded
>
> do not archive
>
> I hope you are able to resolve it with an STC.
>
> Raymond Julian
> Kettle River, MN
>
> On 02/09/2011 01:12 PM, RayStL wrote:
>> --> AeroElectric-List message posted by: "RayStL"<raystl@nbnet.nb.ca>
>>
>> To answer Raymond's question:
>> An MDRA inspector is not a civil servant. He is a volunteer. In my case
>> he is also an AME whose livelihood depends on keeping this same DOT
>> inspector happy.
>>
>> I have no doubt that this will eventually be resolved in my favor. If I
>> can find an STC for a similar configuration, it will be done in 2 days.
>> Otherwise I will have to make a full blown presentation before a tribunal
>> that in a process I expect will take at least another 2 months.
>>
>> --------
>> Ray St-Laurent
>> 701/Pegastol wings/Suzuki engine
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=330315#330315
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
>
Message 23
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Subject: | How the "other side" lives (OOPS) |
Per horsepower, that is about the same cost as a factory-new O-320
(they said over 100,000hp). But the turbine would probably use a lot
less fuel and FAR, FAR less maintenance than 625 O-320 engines!
Steve Ruse
Norman, OK
Quoting Carlos Trigo <trigo@mail.telepac.pt>:
> 21 million dollars for 1 engine??!!
>
>
> do not archive
>
>
> _____
>
> From: owner-aeroelectric-list-server@matronics.com
> [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Robert L.
> Nuckolls, III
> Sent: quarta-feira, 9 de Fevereiro de 2011 18:10
> To: aeroelectric-list@matronics.com
> Subject: Re: AeroElectric-List: How the "other side" lives (OOPS)
>
>
> Oops! Lets try that again:
>
> http://tinyurl.com/5w49xrr
>
>
> Bob . . .
>
>
Message 24
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Anyone know where to buy a copper buss bar? I need a non-drilled one and
another one that is drilled for breaker spacing. (I quess I could drill my
own holes)
Thanks in advance
Barry Davis
NX973BP
N5166A
N70610
Message 25
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Subject: | Re: Copper Buss bar |
At 04:04 PM 2/9/2011, you wrote:
>Anyone know where to buy a copper buss bar? I need a non-drilled one
>and another one that is drilled for breaker spacing. (I quess I
>could drill my own holes)
>Thanks in advance
"Breaker spacing" is not necessarily standardized. Suggest
you drill your own. See:
http://www.mcmaster.com/#copper-bar-stock/=aymw4n
http://tinyurl.com/5rfc7hl
Bob . . .
Message 26
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Subject: | Re: How the "other side" lives (OOPS) |
Let's see ~$27,000 for a new 160 HP AEIO-320 --- that's $168.75 per HP
$21,000,000 for a new 100,000 HP GE --- that's $210.00 per HP
At 8 gal/hr per O-320 that's 5000 gal/per hour for 625 of them. Wonder what the
GE consumes at cruise?
After some research it appears to use about 22000L or about 5800 gal an hour of
Jet-A.
Not a bad comparison, a bit pricey for the GE, but it is probably cheeper to operate
and maintain than 625 IO-320's.
Besides, can you see a B-777 powered by 625 IO-320's??
Bob Borger
Bored with the weather and nothing else to do
On Feb 9, 2011, at 14:50, Steve Ruse wrote:
>
> Per horsepower, that is about the same cost as a factory-new O-320 (they said
over 100,000hp). But the turbine would probably use a lot less fuel and FAR,
FAR less maintenance than 625 O-320 engines!
>
> Steve Ruse
> Norman, OK
>
> Quoting Carlos Trigo <trigo@mail.telepac.pt>:
>
>> 21 million dollars for 1 engine??!!
>>
>>
>>
>> do not archive
>>
>>
>>
>> _____
>>
>> From: owner-aeroelectric-list-server@matronics.com
>> [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Robert L.
>> Nuckolls, III
>> Sent: quarta-feira, 9 de Fevereiro de 2011 18:10
>> To: aeroelectric-list@matronics.com
>> Subject: Re: AeroElectric-List: How the "other side" lives (OOPS)
>>
>>
>>
>> Oops! Lets try that again:
>>
>> http://tinyurl.com/5w49xrr
>>
>>
>>
>>
>> Bob . . .
>>
>>
>>
>>
>>
>
>
>
>
>
>
>
Message 27
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Subject: | Re: Copper Buss bar |
Sent via BlackBerry by AT&T
-----Original Message-----
From: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
Sender: owner-aeroelectric-list-server@matronics.com
At 04:04 PM 2/9/2011, you wrote:
>Anyone know where to buy a copper buss bar? I need a non-drilled one
>and another one that is drilled for breaker spacing. (I quess I
>could drill my own holes)
>Thanks in advance
"Breaker spacing" is not necessarily standardized. Suggest
you drill your own. See:
http://www.mcmaster.com/#copper-bar-stock/=aymw4n
http://tinyurl.com/5rfc7hl
Bob . . .
Message 28
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Thanks Bob, Got it ordered and it will be delivered to me tomorrow
Barry Davis
_____
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Robert L.
Nuckolls, III
Sent: Wednesday, February 09, 2011 3:41 PM
Subject: Re: AeroElectric-List: Copper Buss bar
At 04:04 PM 2/9/2011, you wrote:
Anyone know where to buy a copper buss bar? I need a non-drilled one and
another one that is drilled for breaker spacing. (I quess I could drill my
own holes)
Thanks in advance
"Breaker spacing" is not necessarily standardized. Suggest
you drill your own. See:
http://www.mcmaster.com/#copper-bar-stock/=aymw4n
http://tinyurl.com/5rfc7hl
Bob . . .
Message 29
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Subject: | Re: AeroElectric-List Digest: Pitot heat- 02/08/11 |
I'm sure a 25000+ hour pilot can fly an airplane with only a compass and
> an oil pressure gauge. But as a 200 hour wimpy VFR pilot, I'll feel
> safer.
I personally take offence at the off-handed remark. I once was a new
pilot, have trained hundreds a CFI since '62 and I made no comments other than
to agree with Bob, whom all respect or they wouldn't be on the list.
Perhaps after you have made as many mistakes as I did early in my career you
will realize there are very few old, bold pilots and enjoy your flying as
much as I have the last 49 years. There have been very few regulations made
without blood being shed.
Elbie Mendenhall
Message 30
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Subject: | Re:Stereo Headsets |
Thanks for your help
Franz
On 09/02/11 8:38 AM, "glen matejcek" <aerobubba@earthlink.net> wrote:
> <aerobubba@earthlink.net>
>
> I'll ask a friend at Gentex if he knows anything
>
>
>
>
>
Franz Fux
Director of Operations
Last Frontier Heliskiing Ltd.
Bell 2 Lodge
P.O. Box 1237
Vernon, BC, V1T 6N6
CANADA
Office Contact
T: (250) 558-7980
F: (250) 558-7981
Lodge Contact
T: (250) 275-4770
F: (250) 275-4912
http://www.bell2lodge.com
---
LAST FRONTIER Heliskiing
www.lastfrontierheli.com
---
And for some of the best Steelhead Fishing in the world at Bell 2 Lodge
www.steelhead-fishing.net
Message 31
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At 06:47 PM 2/9/2011, you wrote:
>
>
>I'm sure a 25000+ hour pilot can fly an airplane with only a compass and
> > an oil pressure gauge. But as a 200 hour wimpy VFR pilot, I'll feel
> > safer.
>
>I personally take offence at the off-handed remark. <snip>
Gently my friend, he was only voicing his
personal trepidation no doubt borne out
of a sense of his own ignorance and low
position on the totumpole of experience.
We were all there once. It's a fair bet
that a 25K hour pilot has at least learned
a few things that added to his/her longevity
and made them eligible for admission to the
priesthood.
>. There have been very few regulations made without blood being shed.
Indeed, that has ALWAYS been the overtly
admitted goal for those-who-know-more-about-
airplanes-than-we-do. And indeed, many
regulations have obvious, demonstrable benefits
. . . but not all . . . especially when
misunderstood and misapplied. Witness the recent
discussion on the need for adding battery boxes
to SVLA batteries.
I will suggest that there's an ever-increasing
flood of regulations that have no relationship
to anyone's loss of blood and a lot to do with
empire building.
I hypothesized a C-172 taking on ice . . .
the pitot system IS heated and offers a degree of
confidence. My invitation to the List was to
consider how, and under what conditions the IAS
indicator was useful for reducing risk. E.g.
in a deteriorating situation, at what IAS number
do you "get really concerned" and once that point
is reached, what's the next step?
I have further hypothesized that having a believable
IAS reading under this scenario is of little or
no value for reducing risks. By the time the airplane
is sufficiently crippled as to produce an IAS
value of concern, I've suggested that there is no
action to take where precise IAS is useful feedback
for good pilotage.
Rather than taking whacks at our newby friend
for voicing valid feelings, how can we team
up with must be hundreds of thousands of hours
of total experience on this List to reinforce,
refute, or refine the basis for his feelings?
Bob . . .
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