Today's Message Index:
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1. 04:43 AM - Re: Re: Good deal on handy bench supply ()
2. 08:26 AM - Re: Boeing switches (Robert L. Nuckolls, III)
3. 10:48 AM - Re: Boeing switches (woxofswa)
4. 12:34 PM - Re: Re: Master Switch/Contactor and Starter Questions (Ken)
5. 05:14 PM - Re: Master Switch/Contactor and Starter Questions (dgaldrich)
Message 1
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Subject: | Re: Good deal on handy bench supply |
Thanks Bob, I just sent them an email.
do not archive
---- nuckollsr <bob.nuckolls@aeroelectric.com> wrote:
============
Given the generally upstanding nature of eBay merchants and buyers, it's unlikely
that the power supply you bought is faulty. Here's Mastech's page on that model
http://tinyurl.com/lqh7hea
At the bottom you'll find an e-mail link. Drop them a line, tell them what model
of power supply you have and that you want a copy of the user's manual. I think
they'll tell you were to download it . . . or attach it directly to their
reply.
Bob . . .
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=403837#403837
Message 2
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Subject: | Re: Boeing switches |
At 10:11 PM 7/2/2013, you wrote:
>
>Myron,
>
>After looking at this a little more, I have to agree with Peter. I
>was definitely over-thinking it!
>
>The "both switches must be closed" logic is internal to the
>module. They simply have the two thumb switches wired in series.
>
>Peter's advice below should work.
>
>Eric
>
The split trim switch and the recommended wiring
is a prophylactic against trim runaway caused by
failure of a single switch - i.e. both switches
CAN be operated as a single switch for normal
operations but BOTH switches have to fail to
produce a runaway condition. This technique has
been used on a host of electric trim systems.
Further the switches can be operated independently
of each other for pre-flight check of integrity
for the opposite switch. Wiring as recommended
honors the legacy failure mode effects analysis
which I've discussed in detail here.
http://tinyurl.com/lpvth8d
Bob . . .
Message 3
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Subject: | Re: Boeing switches |
Thanks for the input. I'll try the suggested method. The Safety Trim gives runaway
protection so I'm not so concerned about maintaining that from the switch
itself.
I haven't delved into the PTT or A/P disco yet, but hopefully those should interface
easily.
--------
Myron Nelson
Mesa, AZ
Emp completed, QB wings completed, legacy build fuse on gear. FWF complete.
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http://forums.matronics.com/viewtopic.php?p=403873#403873
Message 4
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Subject: | Re: Master Switch/Contactor and Starter Questions |
That is what I did. Not zero risk but not something I worry about.
We always check for normal charging voltage after start and before
takeoff which should catch a failed on starter solenoid.
I think it is likely that turning off the battery contactor would stop a
stuck on on starter at least one time but I've never tested that.
I've seen a lot of grief when conversions try to "improve" something
over the tried and true method used in thousands of automobiles. The
subaru starter was not designed to run with an external starter
contactor. If you add the additonal starter contactor, how often would
you test it for having failed closed anyway. I like simple and I like
most modern automotive technology - well up to a couple of years ago
anyway...
Ken
>> The Corvair uses a Subaru starter which has an almost zero weld closed
>> failure rate so I'm still thinking of running a large wire from the
>> battery contactor to the big lug on the starter and using the starter
>> solenoid as an independent way to turn the engine over. Two less
>> junctions in the high current path.
>
Message 5
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Subject: | Re: Master Switch/Contactor and Starter Questions |
I agree. It seems pointless to have 2 solenoids operating at the same time. The
other issue is that I believe the Subaru solenoid moves the gear before the
contactor part puts juice to the motor brushes. An aircraft type contactor would
do both at the same time rather than sequentially. Have not dismantled one
so I may be in error.
Dave
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