---------------------------------------------------------- AeroElectric-List Digest Archive --- Total Messages Posted Fri 07/06/12: 14 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 04:36 AM - Battery only time -Z-19RB clarification (Ed Anderson) 2. 06:37 AM - Re: Battery only time -Z-19RB clarification (James Kilford) 3. 06:45 AM - Z12 Alternator Amps (RV7ASask) 4. 06:46 AM - Re: Battery only time -Z-19RB clarification (Robert L. Nuckolls, III) 5. 07:45 AM - Re: Battery only time -Z-19RB clarification (Ed Anderson) 6. 08:08 AM - Re: Battery only time -Z-19RB clarification (Ed Anderson) 7. 10:51 AM - Tony Bingelis, "On Engines" (jonlaury) 8. 12:32 PM - Re: Tony Bingelis, "On Engines" (Richard Girard) 9. 12:55 PM - RE "On Engines": DONE! (jonlaury) 10. 05:40 PM - Re: Tony Bingelis, "On Engines" (Stuart Hutchison) 11. 06:01 PM - FW: (John Ciolino) 12. 07:22 PM - Re: Z12 Alternator Amps (Robert L. Nuckolls, III) 13. 07:31 PM - Wish they would join us here on the AE-List . . . (Robert L. Nuckolls, III) 14. 07:31 PM - Re: Battery only time -Z-19RB clarification (Robert L. Nuckolls, III) ________________________________ Message 1 _____________________________________ Time: 04:36:35 AM PST US From: "Ed Anderson" Subject: Battery only time -AeroElectric-List: Z-19RB clarification Personal experience with a Odyssey PC 680 (one). Apparently hit an electrical switch with my foot at refueling stop which removed the alternator feed from my battery. I had two EFI fuel pumps running plus electronic fuel injectors (4) and dual ignition and normal comm/nav gear on. About 40 minutes after take off, engine started to miss which condition then gradually deteriorated - I misdiagnosed the problem as being related to fuel feed and failed to notice decreasing battery voltage (have one volt meter that I switch between battery and alternator feeds). The voltmeter was set to monitor the alternator (which was working fine by the way) and the voltage remained at 13.8 volts until engine stoppage at 45 minutes and 5 miles out from Selma Al. Deadsticked it to a safe airport landing and later discovered battery voltage was down to six volts - switch in wrong position precluded alternator power from feeding the battery - yes, design flaw! - since corrected. Initially, during design phase, I was concerned about a "run away alternator" causing the battery (inside the cockpit) to possibly boil/explode. Have a auto alternator so pulling the field coil CB after it has bootstrapped does no good - alternator keeps on producing - so I decided a switch to isolate alternator and battery might be smart. In hindsight, the odds of that condition happened were much less than the switch designed to prevent being accidently mis-positioned {:<(. But, my point is that my PC680 did a good job for longer than I would have expected. So I feel I have a reasonably reliable 30 minutes after encountering such a problem to making it to the airport for a safe landing. Had the battery been fully charged - it never charged after engine start and that drain due to the switch position - I think 5-10 minutes more might have been achieved. However, in hind sight that would have just placed me further from the airport. Clearly useful time depends on battery condition and load. The key, of course, is early indication/recognition of the problem. No my yellow low voltage light never came on - because the alternator never stopped producing voltage. FWIW Ed Edward L. Anderson Anderson Electronic Enterprises LLC 305 Reefton Road Weddington, NC 28104 http://www.andersonee.com http://www.eicommander.com -------------------------------------------------- From: "Robert L. Nuckolls, III" Sent: Thursday, July 05, 2012 8:11 PM Subject: RE: AeroElectric-List: Z-19RB clarification > > > At 09:52 PM 7/4/2012, you wrote: > > > Roger, > I am using Z-19RB in my Subaru H6 powered RV7. My understanding as to why > the endurance bus alternate feed is from the Main Battery only is that the > engine bus and its battery are reserved for the running of the engine > alone > just as long as possible. I guess if you lose the main battery and thus > the > endurance bus then you can still fly the airplane to a safe landing site > as > long as the engine is running. Whereas, if you lose the engine > battery/bus > the endurance bus is not going to do you any good as you glide to a > landing. > > I am sure Bob will chime in with a more elegant explanation. > > During normal operations, BOTH batteries are on > line and behave as a single battery equal to their > combined capacity. > > When the low volts warning light comes on, all you > have to finish the flight is what ever is carried > in the two batteries. > > At that point in time you drop to the ENDURANCE MODE. > Run no piece of equipment that is not necessary for > a no-sweat return to earth. > > Repeat after me: "I will KNOW what the capacity of > my batteries is at all times by which I will KNOW > what my endurance limits are in alternator-out > conditions." This usually calls for getting the > battery contactors out of the picture . . . turning > off both battery switches, running the engine from > the engine battery and minimum electro-whizzies on > the endurance bus. Once you have the airport in sight > and are cleared to land, you can turn the main battery > back on and use what ever is left to make a grander > entrance . . . but the idea is that you've kept > the engine's power source fire-walled off in a > separate energy bucket. > > Now, if you want to add a second failure to this > scenario, then BOTH battery switches are placed to > ON and you begin moves to expedite landing while > watching bus voltage readings. When it gets down > to 10.5 volts, your on-board battery energy is > more than 95% used up. You need to be on short > final before that time. > > Being able to switch the engine from one battery > to the other is a hedge against contactor failure > stacked on top of other failures . . . a statistical > tiny dot on the great horizon of possibilities for > one failure. > > > Bob . . . > > > ----- > No virus found in this message. > Checked by AVG - www.avg.com > ________________________________ Message 2 _____________________________________ Time: 06:37:53 AM PST US Subject: Re: Battery only time -AeroElectric-List: Z-19RB clarification From: James Kilford Ed, That's an interesting tale about the extra switch & the voltmeter. Glad you got back okay to tell it. James On 6 July 2012 12:35, Ed Anderson wrote: > eanderson@carolina.rr.com> > > Personal experience with a Odyssey PC 680 (one). Apparently hit an > electrical switch with my foot at refueling stop which removed the > alternator feed from my battery. I had two EFI fuel pumps running plus > electronic fuel injectors (4) and dual ignition and normal comm/nav gear on. > > About 40 minutes after take off, engine started to miss which condition > then gradually deteriorated - I misdiagnosed the problem as being related > to fuel feed and failed to notice decreasing battery voltage (have one volt > meter that I switch between battery and alternator feeds). The voltmeter > was set to monitor the alternator (which was working fine by the way) and > the voltage remained at 13.8 volts until engine stoppage at 45 minutes and > 5 miles out from Selma Al. > > Deadsticked it to a safe airport landing and later discovered battery > voltage was down to six volts - switch in wrong position precluded > alternator power from feeding the battery - yes, design flaw! - since > corrected. Initially, during design phase, I was concerned about a "run > away alternator" causing the battery (inside the cockpit) to possibly > boil/explode. Have a auto alternator so pulling the field coil CB after it > has bootstrapped does no good - alternator keeps on producing - so I > decided a switch to isolate alternator and battery might be smart. In > hindsight, the odds of that condition happened were much less than the > switch designed to prevent being accidently mis-positioned {:<(. > > But, my point is that my PC680 did a good job for longer than I would have > expected. So I feel I have a reasonably reliable 30 minutes after > encountering such a problem to making it to the airport for a safe > landing. Had the battery been fully charged - it never charged after engine > start and that drain due to the switch position - I think 5-10 minutes more > might have been achieved. However, in hind sight that would have just > placed me further from the airport. Clearly useful time depends on battery > condition and load. > > The key, of course, is early indication/recognition of the problem. No > my yellow low voltage light never came on - because the alternator never > stopped producing voltage. > > FWIW > > Ed > > Edward L. Anderson > Anderson Electronic Enterprises LLC > 305 Reefton Road > Weddington, NC 28104 > http://www.andersonee.com > http://www.eicommander.com > > > ------------------------------**-------------------- > From: "Robert L. Nuckolls, III" > Sent: Thursday, July 05, 2012 8:11 PM > To: > > Subject: RE: AeroElectric-List: Z-19RB clarification > >> nuckolls.bob@aeroelectric.com**> >> >> At 09:52 PM 7/4/2012, you wrote: >> afulmer@charter.net> >> >> Roger, >> I am using Z-19RB in my Subaru H6 powered RV7. My understanding as to why >> the endurance bus alternate feed is from the Main Battery only is that the >> engine bus and its battery are reserved for the running of the engine >> alone >> just as long as possible. I guess if you lose the main battery and thus >> the >> endurance bus then you can still fly the airplane to a safe landing site >> as >> long as the engine is running. Whereas, if you lose the engine >> battery/bus >> the endurance bus is not going to do you any good as you glide to a >> landing. >> >> I am sure Bob will chime in with a more elegant explanation. >> >> During normal operations, BOTH batteries are on >> line and behave as a single battery equal to their >> combined capacity. >> >> When the low volts warning light comes on, all you >> have to finish the flight is what ever is carried >> in the two batteries. >> >> At that point in time you drop to the ENDURANCE MODE. >> Run no piece of equipment that is not necessary for >> a no-sweat return to earth. >> >> Repeat after me: "I will KNOW what the capacity of >> my batteries is at all times by which I will KNOW >> what my endurance limits are in alternator-out >> conditions." This usually calls for getting the >> battery contactors out of the picture . . . turning >> off both battery switches, running the engine from >> the engine battery and minimum electro-whizzies on >> the endurance bus. Once you have the airport in sight >> and are cleared to land, you can turn the main battery >> back on and use what ever is left to make a grander >> entrance . . . but the idea is that you've kept >> the engine's power source fire-walled off in a >> separate energy bucket. >> >> Now, if you want to add a second failure to this >> scenario, then BOTH battery switches are placed to >> ON and you begin moves to expedite landing while >> watching bus voltage readings. When it gets down >> to 10.5 volts, your on-board battery energy is >> more than 95% used up. You need to be on short >> final before that time. >> >> Being able to switch the engine from one battery >> to the other is a hedge against contactor failure >> stacked on top of other failures . . . a statistical >> tiny dot on the great horizon of possibilities for >> one failure. >> >> >> Bob . . . >> >> >> >> >> >> >> ----- >> No virus found in this message. >> Checked by AVG - www.avg.com >> >> > > ________________________________ Message 3 _____________________________________ Time: 06:45:03 AM PST US Subject: AeroElectric-List: Z12 Alternator Amps From: "RV7ASask" I have been flying my RV7A for 38 hours and all has been going well. The electrical architecture Z12, is installed stock and is also working well. After start with only the Skyview and two Light Speed Ignitions drawing current the main alternator shows 14.7 volts and 8 amps. As part of the After Start Check I test the Aux Alternator by switching the Main Alternator off. The battery takes over and as the voltage drops to 12.7 volts the Aux Alternator comes on line. It will maintain 12.7 volts, so far so good. As I have only one amp indicator on the Skyview I have a switch to monitor the Main Alternator or Aux Alternator amps. The Aux Alternator amps climb up to and sit around 16 amps with no change in the load. Questions: why is the amperage showing double for the Aux Alternator? Should I be concerned? Warmest regards David Lamb Read this topic online here: http://forums.matronics.com/viewtopic.php?p=377423#377423 ________________________________ Message 4 _____________________________________ Time: 06:46:01 AM PST US From: "Robert L. Nuckolls, III" Subject: Re: Battery only time -AeroElectric-List: Z-19RB clarification > > The key, of course, is early indication/recognition of the > problem. No my yellow low voltage light never came on - because > the alternator never stopped producing voltage. > >FWIW > >Ed I'm pleased that your experience had a happy ending. An obstacle to be overcome in the OBAM aviation community is information and collaboration. When you work for a 60+ year old company of 6,000 plus employees and 800 engineers, there is a wealth of history to call on for things that work well and things that don't work well. We are acutely aware of this shortcoming in OBAM aviation which tends to drive low risk worries into actions that create more risk than they fix. EAA was the first real big leap into a collaboration for sharing information. In years since, the Internet has offered still greater coverage with convenience. But the tendencies to over-think a problem are still there. The most powerful prophylactic against the unintended consequences that raise risk is collaboration. Thank you for sharing your experience with the List. Bob . . . ________________________________ Message 5 _____________________________________ Time: 07:45:33 AM PST US From: "Ed Anderson" Subject: Re: Battery only time -AeroElectric-List: Z-19RB clarification I certainly agree, Bob. A clear case of a where my design focused on a very low probability occurrence (boiling battery) ending up almost assuring that at some point that switch would get in the incorrect position and cause a problem. In fact, has anybody on the list EVER experienced or have first hand knowledge of someone who had a battery boil/overheat due to run away (over voltage) alternator?? Ed -------------------------------------------------- From: "Robert L. Nuckolls, III" Sent: Friday, July 06, 2012 9:45 AM Subject: Re: Battery only time -AeroElectric-List: Z-19RB clarification > > > >> >> The key, of course, is early indication/recognition of the problem. No >> my yellow low voltage light never came on - because the alternator never >> stopped producing voltage. >> >>FWIW >> >>Ed > > I'm pleased that your experience had a happy ending. > An obstacle to be overcome in the OBAM aviation > community is information and collaboration. When you > work for a 60+ year old company of 6,000 plus employees > and 800 engineers, there is a wealth of history to > call on for things that work well and things that don't > work well. > > We are acutely aware of this shortcoming in OBAM aviation > which tends to drive low risk worries into actions that create > more risk than they fix. EAA was the first real big > leap into a collaboration for sharing information. > In years since, the Internet has offered still greater > coverage with convenience. > > But the tendencies to over-think a problem are still > there. The most powerful prophylactic against the > unintended consequences that raise risk is collaboration. > Thank you for sharing your experience with the List. > > > Bob . . . > > > ----- > No virus found in this message. > Checked by AVG - www.avg.com > ________________________________ Message 6 _____________________________________ Time: 08:08:50 AM PST US From: "Ed Anderson" Subject: Re: Battery only time -AeroElectric-List: Z-19RB clarification Thanks, James - always willing to share my experience (no matter how embarrassing) in view it could save someone else from the same experience. One thing I didn't mention was when about 5 miles out with prop stopped, I was thinking at least everything is working but the engine, the panel lights were still on and the radio, so got on the radio to let traffic know I was coming in without engine power. I made one call when there was an ominous "clack" ( would have never hear it with the engine running) - all panel lights go dead as well as the radio - now it was really lonesome up there. I later realized that when the battery voltage dropped below sustaining level - the master relay contactor (powered by the battery) released and even the alternator power that had been feeding the panel through that contactor went south. (another design flaw!). But, with no further distractions, I could now concentrate on making sure I didn't screw up this deadstick landing. To show you how distracted I had been, it wasn't until I hit pattern altitude on down wind that the sudden realization hit - that I there was not going to be any maintaining altitude to make that nice base turn at my opinion someplace on downwind. I Immediately initiated the base turn, then found myself wanting to tighten up the turn (was a little close in on downwind - guess you could say I was "hugging" the runway - the comfort factor{:>)) Then a little voice warning about the "Coffin corner turn on base" made me look at my airspeed in the turn and it was down to 80 mph and rate of descent up to 1000 fpm. I decided I would rather land in the grass (overshooting my turn) than dig a hole in the concrete), so I loosened up my turn and lowered the nose to pick up airspeed (hard to do with the ground staring me in the face). But, luck or whatever, it all came together in the last 100 ft or so. Flared to a perfect landing on the runway, rolled to the end of the runway and made the turn off to the taxiway coming to a welcomed stop. So I think its just as important to know when to stop worrying the technical problem and start worrying about your butt and concentrate on the flying{:>) Ed From: James Kilford Sent: Friday, July 06, 2012 9:36 AM Subject: Re: Battery only time -AeroElectric-List: Z-19RB clarification Ed, That's an interesting tale about the extra switch & the voltmeter. Glad you got back okay to tell it. James On 6 July 2012 12:35, Ed Anderson wrote: Personal experience with a Odyssey PC 680 (one). Apparently hit an electrical switch with my foot at refueling stop which removed the alternator feed from my battery. I had two EFI fuel pumps running plus electronic fuel injectors (4) and dual ignition and normal comm/nav gear on. About 40 minutes after take off, engine started to miss which condition then gradually deteriorated - I misdiagnosed the problem as being related to fuel feed and failed to notice decreasing battery voltage (have one volt meter that I switch between battery and alternator feeds). The voltmeter was set to monitor the alternator (which was working fine by the way) and the voltage remained at 13.8 volts until engine stoppage at 45 minutes and 5 miles out from Selma Al. Deadsticked it to a safe airport landing and later discovered battery voltage was down to six volts - switch in wrong position precluded alternator power from feeding the battery - yes, design flaw! - since corrected. Initially, during design phase, I was concerned about a "run away alternator" causing the battery (inside the cockpit) to possibly boil/explode. Have a auto alternator so pulling the field coil CB after it has bootstrapped does no good - alternator keeps on producing - so I decided a switch to isolate alternator and battery might be smart. In hindsight, the odds of that condition happened were much less than the switch designed to prevent being accidently mis-positioned {:<(. But, my point is that my PC680 did a good job for longer than I would have expected. So I feel I have a reasonably reliable 30 minutes after encountering such a problem to making it to the airport for a safe landing. Had the battery been fully charged - it never charged after engine start and that drain due to the switch position - I think 5-10 minutes more might have been achieved. However, in hind sight that would have just placed me further from the airport. Clearly useful time depends on battery condition and load. The key, of course, is early indication/recognition of the problem. No my yellow low voltage light never came on - because the alternator never stopped producing voltage. FWIW Ed Edward L. Anderson Anderson Electronic Enterprises LLC 305 Reefton Road Weddington, NC 28104 http://www.andersonee.com http://www.eicommander.com -------------------------------------------------- From: "Robert L. Nuckolls, III" Sent: Thursday, July 05, 2012 8:11 PM To: Subject: RE: AeroElectric-List: Z-19RB clarification At 09:52 PM 7/4/2012, you wrote: Roger, I am using Z-19RB in my Subaru H6 powered RV7. My understanding as to why the endurance bus alternate feed is from the Main Battery only is that the engine bus and its battery are reserved for the running of the engine alone just as long as possible. I guess if you lose the main battery and thus the endurance bus then you can still fly the airplane to a safe landing site as long as the engine is running. Whereas, if you lose the engine battery/bus the endurance bus is not going to do you any good as you glide to a landing. I am sure Bob will chime in with a more elegant explanation. During normal operations, BOTH batteries are on line and behave as a single battery equal to their combined capacity. When the low volts warning light comes on, all you have to finish the flight is what ever is carried in the two batteries. At that point in time you drop to the ENDURANCE MODE. Run no piece of equipment that is not necessary for a no-sweat return to earth. Repeat after me: "I will KNOW what the capacity of my batteries is at all times by which I will KNOW what my endurance limits are in alternator-out conditions." This usually calls for getting the battery contactors out of the picture . . . turning off both battery switches, running the engine from the engine battery and minimum electro-whizzies on the endurance bus. Once you have the airport in sight and are cleared to land, you can turn the main battery back on and use what ever is left to make a grander entrance . . . but the idea is that you've kept the engine's power source fire-walled off in a separate energy bucket. Now, if you want to add a second failure to this scenario, then BOTH battery switches are placed to ON and you begin moves to expedite landing while watching bus voltage readings. When it gets down to 10.5 volts, your on-board battery energy is more than 95% used up. You need to be on short final before that time. Being able to switch the engine from one battery to the other is a hedge against contactor failure stacked on top of other failures . . . a statistical tiny dot on the great horizon of possibilities for one failure. Bob . . . ----- No virus found in this message. Checked by AVG - www.avg.com - ric-List" target="_blank">http://www.matronics.com/Navigator?AeroElectric-List MS - k">http://forums.matronics.com e - -Matt Dralle, List Admin. t="_blank">http://www.matronics.com/contribution No virus found in this message. Checked by AVG - www.avg.com 07/06/12 ________________________________ Message 7 _____________________________________ Time: 10:51:17 AM PST US Subject: AeroElectric-List: Tony Bingelis, "On Engines" From: "jonlaury" I need a copy of an air-oil separator drawing that I've learned is on pages, 92-93 of Bingelis' "On Engines". If anyone on the list has this volume, I would really appreciate your effort to send me the info. Thank you, John jonlaury AT impulse dot net Read this topic online here: http://forums.matronics.com/viewtopic.php?p=377440#377440 ________________________________ Message 8 _____________________________________ Time: 12:32:05 PM PST US Subject: Re: AeroElectric-List: Tony Bingelis, "On Engines" From: Richard Girard John, Have you tried doing a search in the "Sport Aviation" archives? Most of Tony's books were just compilations of his columns. Rick Girard On Fri, Jul 6, 2012 at 12:49 PM, jonlaury wrote: > > I need a copy of an air-oil separator drawing that I've learned is on > pages, 92-93 of Bingelis' "On Engines". > If anyone on the list has this volume, I would really appreciate your > effort to send me the info. > > Thank you, > John > jonlaury AT impulse dot net > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=377440#377440 > > -- Zulu Delta Mk IIIC Thanks, Homer GBYM It isn't necessary to have relatives in Kansas City in order to be unhappy. - Groucho Marx ________________________________ Message 9 _____________________________________ Time: 12:55:50 PM PST US Subject: AeroElectric-List: RE "On Engines": DONE! From: "jonlaury" Thanks to all, John Read this topic online here: http://forums.matronics.com/viewtopic.php?p=377452#377452 ________________________________ Message 10 ____________________________________ Time: 05:40:01 PM PST US From: "Stuart Hutchison" Subject: RE: AeroElectric-List: Tony Bingelis, "On Engines" -----Original Message----- From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of jonlaury Sent: Saturday, July 07, 2012 3:50 AM Subject: AeroElectric-List: Tony Bingelis, "On Engines" --> I need a copy of an air-oil separator drawing that I've learned is on pages, 92-93 of Bingelis' "On Engines". If anyone on the list has this volume, I would really appreciate your effort to send me the info. Thank you, John jonlaury AT impulse dot net Read this topic online here: http://forums.matronics.com/viewtopic.php?p=377440#377440 ________________________________ Message 11 ____________________________________ Time: 06:01:35 PM PST US From: "John Ciolino" Subject: AeroElectric-List: FW: Stewart is quicker on the draw than I am but here is a pdf of page 92 in case you need it. John Ciolino ________________________________ Message 12 ____________________________________ Time: 07:22:57 PM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: Z12 Alternator Amps I have been flying my RV7A for 38 hours and all has been going well. The electrical architecture Z12, is installed stock and is also working well. After start with only the Skyview and two Light Speed Ignitions drawing current the main alternator shows 14.7 volts and 8 amps. As part of the =9CAfter Start Check=9D I test the Aux Alternator by switching the Main Alternator off. The battery takes over and as the voltage drops to 12.7 volts the Aux Alternator comes on line. It will maintain 12.7 volts, so far so good. You don't mention engine RPM during your cited observations. The SD-20 alternator on a vacuum pump pad will develop full output at 3500 shaft RPM . . . with a 1.4:1 pad ratio, you need about 2500 engine RPM to get full output from the SD-20. At 2700 redline on the engine, you can get more . . . the SD-20 is REALLY a 40A alternator de-rated for limits to available pad speeds. Your observed drop to 12.7 is consistent with the SD-20 being essentially relaxed at low engine RPMs and the battery is picking up the loads. Under this condition, I would expect the alternator load amps to be small if not zero. The only time I would attempt to test the SD-20 on the ground is during engine run-up where you can get a substantial output but still less than 20A during the mag-check. Same thing goes for the SD-8 alternator. With the high pulley ratio on belt driven alternators folks are very accustomed to seeing substantial output from the main alternator and bus voltages that do not sag to the point that a battery is asked to support ship's loads. As I have only one amp indicator on the Skyview I have a switch to monitor the Main Alternator or Aux Alternator amps. The Aux Alternator amps climb up to and sit around 16 amps with no change in the load. Questions: why is the amperage showing double for the Aux Alternator? Should I be concerned? Something is wrong. I would expect to see very few amps from the SD-20 at ramp RPMs on the engine. How does it perform in flight? After say 30 minutes of flight when you know that the battery is topped off, first reduce total ship's loads as much as possible and switch between the two alternators. See that both support the bus at similar voltage readings ABOVE 14 volts. Then add small loads and compare the two alternator output readings. Readings of 20A or less on the main alternator should be mirrored on the aux alternator. However, as long as the bus remains above 14 volts with either alternator, my best guess is that the SD-20 is fine and you've got an instrumentation problem. Bob . . . ________________________________ Message 13 ____________________________________ Time: 07:31:04 PM PST US From: "Robert L. Nuckolls, III" Subject: AeroElectric-List: Wish they would join us here on the AE-List . . . While looking for the spec sheet on the SD-20 to refresh my memory for the earlier posting I ran across this exchange of conversation about the SD-20 . . . http://tinyurl.com/7lxm5ep The writer was attempting to do a load analysis but made some mystifying statements about his perceptions of current demands of the LR-3 regulator . . . We could be helpful to these guys if they would care to tap the reservoir of collective knowledge available here. Bob . . . ________________________________ Message 14 ____________________________________ Time: 07:31:05 PM PST US From: "Robert L. Nuckolls, III" Subject: Re: Battery only time -AeroElectric-List: Z-19RB clarification > >So I think its just as important to know when to stop worrying the >technical problem and start worrying about your butt and concentrate >on the flying{:>) What changes have you made to architecture, development of a Plan-B, and for a preventative maintenance program to make sure your battery(ies) are of known quantity? Bob . . . ------------------------------------------------------------------------------------- Other Matronics Email List Services ------------------------------------------------------------------------------------- Post A New Message aeroelectric-list@matronics.com UN/SUBSCRIBE http://www.matronics.com/subscription List FAQ http://www.matronics.com/FAQ/AeroElectric-List.htm Web Forum Interface To Lists http://forums.matronics.com Matronics List Wiki http://wiki.matronics.com Full Archive Search Engine http://www.matronics.com/search 7-Day List Browse http://www.matronics.com/browse/aeroelectric-list Browse Digests http://www.matronics.com/digest/aeroelectric-list Browse Other Lists http://www.matronics.com/browse Live Online Chat! http://www.matronics.com/chat Archive Downloading http://www.matronics.com/archives Photo Share http://www.matronics.com/photoshare Other Email Lists http://www.matronics.com/emaillists Contributions http://www.matronics.com/contribution ------------------------------------------------------------------------------------- These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.