Today's Message Index:
----------------------
1. 10:11 AM - Good news . . . and bad news (Robert L. Nuckolls, III)
2. 10:20 AM - Re: Need Help Troubleshooting (Steve Thomas)
3. 11:30 AM - Fw: Terminal Tool (Ronald Cox)
4. 12:06 PM - Re: Fw: Terminal Tool (stearman456)
5. 12:53 PM - Re: Need Help Troubleshooting (Robert L. Nuckolls, III)
6. 02:37 PM - Re: Need Help Troubleshooting (Steve Thomas)
7. 07:24 PM - Re: Looking to Buy a Stein Air Large Terminal Crimping Tool (Bill Schoen)
Message 1
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| Subject: | Good news . . . and bad news |
I picked up the latest version of Schumacher's SEC1562
charger at Wallyworld last week. Got it on a site-to-store
free of shipping charges for about $21.
The first plot for a charge cycle demonstrated the highly
recommended bulk charge ramp capped off with an absorption
charge plateau.
http://tinyurl.com/9s7kpww
I did a series of charge discharge cycles alternating between
the 1562 and my 10+ year old Battery Tender. Wasn't paying
much attention to details of the data. Each test cycle
took 14+ hours.
When I merged the data on to a common plot, it became obvious
that the test battery, while relatively young, was incapable
of delivering closely matched pairs of charge/discharge cycle.
Normally, one expects a new SVLA battery to be good for
several dozen deep discharges before demonstrated capacity
begins to fall. Not so with the test article I've been
using.
Test results:
I'm unable to resolve the difference between recharge
performance of the 1562 versus the BT. Both chargers
seem to put about as much snort into the battery but
any real differences are buried in the uncertainties
generated by the degrading battery.
I can confidently assert that the SEM51562 is still
an exceptional value. It now features 6/12 auto-switching,
it charges at a rate about 2x that of the Battery
Tender. I see that the BT Jr sells on Ebay for about $25
with free shipping, so cost differential has dropped markedly
over the past few years.
Conclusion:
I cannot claim that one device is superior to the other
based on measurements. The recharge voltage profiles
for the BT are markedly shy of the idealized profiles
cited by industry. Just how much difference it makes
remains unmeasured.
Using a chemical conversation system as a 'transfer
standard' for evaluation of charger performance is
fraught with risk . . . which rose up and bit me.
Anywho, I've got a shiny new 1562 that's going out
to the wood shop to maintain some batteries I have
stored out there. Next time I get my hands on a fresh,
mid-sized SLVA battery, I'll try again. Don't throw
out your Battery Tenders! I'm keeping all three of
mine.
Bob . . .
Message 2
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| Subject: | Re: Need Help Troubleshooting |
I should have been more specific. What I have is a Mazda 2 rotor with
two 70 amp alternators. The batteries, two each, are Panasonic LC-RD
1217P. I never start with the cross-feed closed. In fact, I don't ever
recall ever using the cross-feed. The starter is connected to system 1,
the system that is now failing. The last start, while running the test,
was sharp and crisp. The alternators are Bosh with the internal
regulators removed.
The split of devices running on each system is well known, but I don't
see the relevance. The cross-feed is a backup position that, until now,
has not been needed. And, since I was in the pattern when it failed,
there was no need to engage - even if I had remembered. I don't know
the RPMs of the alternators at idle, but, it was working fine.
Steve Thomas
________________________________________________________________________
On Sep 24, 2012, at 5:42 PM, "Robert L. Nuckolls, III"
<nuckolls.bob@aeroelectric.com> wrote:
> At 02:41 PM 9/24/2012, you wrote:
<lists@stevet.net>
>
> I've got a situation that appeared rather suddenly and I'm not sure
where to start. I was doing some tough-n-goes the other day when one of
my low voltage lights started flashing on downwind.
>
> I've got a dual electrical system based on Z-14 with two LR3C-14s
installed. For the last 60 hours, everything has been running perfect.
I fire up the engine and I get 2 readings of 14.2 volts at idle.
Suddenly, one of the systems will not deliver any alternator voltage at
idle. If I bring the engine back to idle at any point, whether it be on
the ground or in the air, the voltage drops to 12.2 and begins a slow
fall from there. As I increase the RPMs, the voltage again rises to
14.2. The second system holds 14.2 volts the entire time.
>
> Do you not know which of the two systems is
> powered by the SD-20 and which is powered by
> the main alternator?
>
> Is there a way to figure out whether my problem is with the LR3C-14 or
with the alternator itself? Or possibly with my field circuit breaker?
Or with the alternator switch? I haven't a clue where to even begin.
Suggestions welcome.
>
> I'm not sure anything is wrong. The SD-20 alternator
> is DE-RATED to 20A due to limitations in RPM available
> at the vacuum pump pad. The alternator begins life as
> a 40A ND which is disassembled for salvage of useful
> components and reassembled with new front end bell,
> shaft mods, sheer coupling and removal of built in
> regulator.
>
> Borrowing from the B&C website we see this data
> table:
>
> <dd29ce3.jpg>
>
> Assuming 1:1.4 step up gearing for the vacuum
> pump pad, a ramp taxi RPM of say 1000 yields
> alternator RPM of 1400 where it can be
> expected to deliver less than 15A. If bus
> loads on the Aux alternator are significant,
> bus voltage on that side can be expected to
> drop below 13.0v warning value and the battery
> will be expected to pick up some slack at voltages
> similar to those you cited.
>
> I would recommend that ground ops be conducted
> with the cross-feed contactor closed except to
> check Aux Alternator output during pre-flight
> run up. After take off, add "Cross-feed Contactor-OPEN"
> to your post departure checklist. You would also
> reclose the cross-feed contactor during pre-landing
> checklist.
>
> The fact that you USED to get 14.2 at ground idle
> before suggests that the cross-feed contactor
> was closed. Now that you're seeing this disparity
> of voltage between the two busses suggests that
> the cross-feed contactor is open and the Aux
> Alternator is performing pretty much as expected.
>
> I wonder if -either- you've changed your modus
> operandi for cross-feed management -or- the contactor
> has become unavailable for some reason.
>
> In any case, you should KNOW which of the two
> alternators is used to power which suite of goodies
> on the panel. This is an essential component of
> plan-B development for operations with the Main
> Alternator crapped.
>
> Bob . . .
>
Message 3
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| Subject: | Fwd: Terminal Tool |
(Apologies for the first one which quoted the entire Digest...
Inadvertently sent before I cleaned it up...)
A friend of mine (one of my copilots) designed this, and it works
absolutely perfectly.
Needs a vise too, but I've made quite a few perfect crimps on my big cables
with production serial number 1.
Check it out.
http://www.theterminaltool.com/
All US-Made components, too.
I bought the hydraulic Harbor Freight tool, too, and it works OK for
portability, but this thing makes much nicer crimps by far. They look
factory-made.
Ron Cox
Glasair Super II F/T
> Time: 03:11:55 PM PST US
> From: Peter Pengilly <peter@sportingaero.com>
> Subject: Re: AeroElectric-List: Looking to Buy a Stein Air Large Terminal
Crimping
> Tool
>
>
> Have you tried Bob Avery at Avery Tools? Try
>
> http://www.averytools.com/prodinfo.asp?number=461
>
> http://www.averytools.com/prodinfo.asp?number=TT5000
>
> Peter
>
Message 4
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| Subject: | Re: Fwd: Terminal Tool |
Thanks, Ron - that's EXACTLY the tool I was looking for. Just ordered one from
him!
Dan
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=383988#383988
Message 5
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| Subject: | Re: Need Help Troubleshooting |
At 12:18 PM 9/25/2012, you wrote:
>I should have been more specific. What I have is a Mazda 2 rotor
>with two 70 amp alternators. The batteries, two each, are Panasonic
>LC-RD 1217P. I never start with the cross-feed closed. In fact, I
>don't ever recall ever using the cross-feed. The starter is
>connected to system 1, the system that is now failing. The last
>start, while running the test, was sharp and crisp. The alternators
>are Bosh with the internal regulators removed.
>
>The split of devices running on each system is well known, but I
>don't see the relevance. The cross-feed is a backup position that,
>until now, has not been needed. And, since I was in the pattern
>when it failed, there was no need to engage - even if I had
>remembered. I don't know the RPMs of the alternators at idle, but,
>it was working fine.
Sorry. The vast majority of two-alternator systems
we work with are on aircraft engines where one
alternator is driven from the now vacant vacuum
pump pad.
Okay, we're troubleshooting a single alternator/
battery combination. Have you run the traps on
the LR3 regulator per B&C documents?
http://tinyurl.com/bowymay
Knowing how the FIELD output voltage from the
LR-3 is behaving when you're experiencing
a problem is critical to deciding whether
the difficulty lies with the alternator or
regulator.
Bob . . .
Message 6
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| Subject: | Re: Need Help Troubleshooting |
Not yet. Will do ASAP and reply.
Steve Thomas
________________________________________________________________________
On Sep 25, 2012, at 12:50 PM, "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
wrote:
> Have you run the traps on
> the LR3 regulator per B&C documents?
Message 7
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| Subject: | Looking to Buy a Stein Air Large Terminal Crimping |
Tool
Hi Allen Short report: I have almost completed the installation of the huge
E-cowl cowl flap and it is turning out pretty well if I do say so. Had to
beef up the trailing edge of the cowl flap so the center mounted actuater
can move the huge area without distortion and it is setting up tonight as I
type. Tomorrow I start the last cowl project. The NACA duct to the air fi
lter to turbo inlet. Will do something similar to your installation. Tryi
ng to figure out how to tie the duct to the filter box and get it set up so
the cowl can be put on while alowing for the connection of the turbo inlet
fixed to the engine and the cowl mounted duct and filter box fixed to the
removable cowl. Tricky...but=2C I think I have figured out a way to do it.
will take a lot of trial and error but I am still actually kind of enjoyin
g the fiber glass work. Will try to send you some pics. I'm having a hard
time finding a new memory stick for my ancient sony sure shot digital cam
era and the current ones are full up. need to get busy and transfer them a
ll to my computer then figure out how to delete all the shots on the little
memory card to make room for more shots. The cowl flap looks pretty neat a
nd will give me a huge exit area when needed and a pretty streamlined low d
rag exit when cooling is not needed. It rained and hailed today. We nee
ded the rain and we got lots of it. Turned really chilly this afternoon. A
bout 48.... after what must have been cold front passage. Look forward to
each days accomplishments as I can see the progress each day. It is getting
to be fun again working on the RV-7. No real work on the horizon so don't
know how I will pay for the Aero classic upholstery set-up yet which is abo
ut the only un-funded project on the horizon. Attended a really good men'
s prayer breakfast early this morning=2C then was at the hangar by 8:30 am.
Chao for now. Bill
> From: afulmer@charter.net
> To: aeroelectric-list@matronics.com
> Subject: RE: AeroElectric-List: Looking to Buy a Stein Air Large Terminal
Crimping Tool
> Date: Mon=2C 24 Sep 2012 17:56:32 -0500
>
net>
>
> I've got the Terminal Tool and it does a great job if you can put it in a
> vice. Used as a portable tool it is pretty awkward. I made it work and
the
> results were fine but=2C as I say=2C it was a little awkward. Maybe if y
ou had
> a vice on a roll around bench that you could set beside the plane . . .
>
> Allen Fulmer
> RV7 still building
>
> -----Original Message-----
> From: owner-aeroelectric-list-server@matronics.com
> [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Peter
> Pengilly
> Sent: Monday=2C September 24=2C 2012 5:12 PM
> To: aeroelectric-list@matronics.com
> Subject: Re: AeroElectric-List: Looking to Buy a Stein Air Large Terminal
> Crimping Tool
>
> <peter@sportingaero.com>
>
> Have you tried Bob Avery at Avery Tools? Try
>
> http://www.averytools.com/prodinfo.asp?number=461
>
> http://www.averytools.com/prodinfo.asp?number=TT5000
>
> Peter
>
> On 24/09/2012 15:52=2C stearman456 wrote:
a>
> >
> > Stein Air used to sell a crimping/swaging tool for #2=2C 4=2C and 6 AWG
> terminals=2C product ID was TERMTOOL. I guess they're no longer able to
get
> them. If someone is done with theirs and would like to sell it I can
> promise it a good home. Dan Jones warbirds@shaw.ca
> >
> >
> >
> >
> > Read this topic online here:
> >
> > http://forums.matronics.com/viewtopic.php?p=383893#383893
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
>
>
>
>
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