Today's Message Index:
----------------------
1. 04:58 AM - Re: Viking engine duel battery setup (Robert L. Nuckolls, III)
2. 05:57 AM - Re: Viking engine duel battery setup (K)
3. 07:36 AM - Re: Viking engine duel battery setup (Robert L. Nuckolls, III)
4. 08:51 AM - Re: Viking engine duel battery setup (Dj Merrill)
5. 09:29 AM - Re: Viking engine duel battery setup (Jeff Luckey)
6. 10:13 AM - Re: Viking engine duel battery setup (Robert L. Nuckolls, III)
7. 10:15 AM - Re: Viking engine duel battery setup (Robert L. Nuckolls, III)
8. 10:29 AM - Battery or Contactor Issue? (Valovich, Paul)
9. 10:30 AM - Re: Viking engine duel battery setup (Les Goldner)
10. 10:30 AM - Re: Viking engine duel battery setup (Thomas Blejwas)
11. 10:36 AM - RG400/RG142 BNC Male crimp connector (Peter Mather)
12. 11:18 AM - Re: RG400/RG142 BNC Male crimp connector ()
13. 11:37 AM - Re: RG400/RG142 BNC Male crimp connector (Bill Putney)
14. 11:50 AM - Re: Viking engine duel battery setup (Jeff Luckey)
Message 1
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| Subject: | Re: Viking engine duel battery setup |
At 12:35 PM 1/2/2014, you wrote:
Hi Robert,
I know you have concerns about the Viking engine's electrical system.
The Viking engine a derivative of
the Eggenfellner venture which has
suffered a checkered history from
the perspectives of both business
model and engineering . . .
http://tinyurl.com/qclebez
http://tinyurl.com/qclebez
Yes, I have come 'concerns' that extend far beyond
the 'electrical system'.
But I purchased a Zenith aircraft with this engine and want to make
the plane as safe as I can. The engine is an "aircraftized" Honda Fit
with fuel injection. Since the engine will stop is a fuel pump fails
Jan Eggenfeller specified duel redundant fuel pumps and the ability
to switch pumps. However, there are no previsions for a duel battery
circuit or a way to isolate the battery in case of an alternator fault.
Your premise for needing two batteries or needing
to 'isolate them' from a faulted alternator begs
more detailed examination. Alternator 'faults' are
exceedingly rare these days and are generally limited
to mechanical issues (belts and mounts) and wiring
(the thing simply shuts down). There's a small risk
for an overvoltage condition which is classically
managed with a legacy o.v. sense and response system
that has been part and parcel of aircraft alternator
and generator systems for 60+ years.
There is even a smaller probability of a shorted/
open diode array that will either (1) reduce the
alternator's output severely or (2) short the battery
to ground. The both cases will probably manifest with
a low voltage warning with the second case opening
the b-lead fuse.
In other words, there are no demonstrated alternator
faults that go beyond simple failure to function . . .
a condition that does not propagate damage or operational
stress to other parts of the system. Hence, no additional
form of 'isolation' is indicated.
There was some discussions and analysis conducted on
the aviation special interest groups about 18 years
ago concerning the use of diode isolation (ala RV
and boat batteries) for dual batteries on airplanes.
http://tinyurl.com/oss5t4u
I would like to install two batteries that are both charged from the
55-Amp alternator and also be able to select the battery that powers
the plane's electricals and to isolate the batteries by disconnecting
a faulty alternator in flight. I previously built a plane with a
Rotax 912 using your wiring diagram, (after attending your great
seminar). The Rotax diagram had battery isolation capabilities and
was wondering of any of your wiring diagrams describe how to do this
for my Viking engine or, if not, can you explain how I can do this
properly or at least specify the diodes I need to install in the
attached diagram.
You would be well advised to search out, study,
and understand all of the failure modes that
might cause this engine to cease operation . . .
both electrical AND mechanical.
Then rank them in order of probability. Yes
there will be a pile of "don't know" for
probability but at least you have the item
on the list.
The only time I've seen an Eggenfellner
design installed on an aircraft gave me an
opportunity to take this picture . . .
http://tinyurl.com/p5dgz43
The installation gives rise to concerns
for gross complexity (failure risk proportional
to parts count) as well as operational
reliability. Relays generally don't find
their way into the control of critical circuits
on any engine installation, aviation or
otherwise. The fact that this engine seemed
to be 'blessed' with over a dozen such devices
is cause for further examination and understanding.
The point to being offered here is that past
history for Eggenfellner designs suggests
that there may be numerous failure modes
that go beyond simple concerns for keeping
the fuel pumps powered.
We've had some discussions here recently on
electrical system reliability for the electrically
dependent engine . . . exploring the notion
that a well maintained, single battery/alternator
system has a very low failure rate on a par with
other components that might cause engine failure.
A new Z-figure . . .
http://tinyurl.com/kbn6bys
. . . is in it's 5th refinement iteration
and I'm pretty confident that it's final configuration
will be suited to your installation as well without
suffering the weight and cost of ownership penalties
for carrying two batteries . . . just to address
one of many failure modes.
Are the wiring diagrams provided with your engine
available on the 'net? If not, can you scan your
documents for sharing?
Bob . . .
Message 2
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| Subject: | Re: Viking engine duel battery setup |
Minor point and I have not dealt with anything newer than 2002, but
every EFI vehicle I've worked on had at least one relay that controlled
essential engine circuits. My aircraft backup EFI does not have any
relays but my primary oem soob efi has the same two as it had in the
car. As far as I could determine, the oem relays have outstanding
reliability.
Have newer vehicles gone to solid state relays?
Ken
On 03/01/2014 7:57 AM, Robert L. Nuckolls, III wrote:
> Relays generally don't find their way into the control of critical
> circuits on any engine installation, aviation or otherwise. The fact
> that this engine seemed to be 'blessed' with over a dozen such
> devices is cause for further examination and understanding.
Message 3
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| Subject: | Re: Viking engine duel battery setup |
At 07:57 AM 1/3/2014, you wrote:
>
>Minor point and I have not dealt with anything newer than 2002, but
>every EFI vehicle I've worked on had at least one relay that
>controlled essential engine circuits. My aircraft backup EFI does
>not have any relays but my primary oem soob efi has the same two as
>it had in the car. As far as I could determine, the oem relays have
>outstanding reliability.
>
>Have newer vehicles gone to solid state relays?
I don't know . . . but it's coming. Waaayyyyy
back when, I was finishing up the qualification
paperwork for a pitch trim control system on the
Lears. One of my colleagues was working the Mil-Hdbk-
217 MTBF studies on the design.
He had factored in all the jelly-beans, solder joints,
integrated circuits, and transistors . . . so far so
good . . . MTBF was running about 9,000 hours. THEN
he factored in a mil-spec, hermetically sealed, power
relay . . . whoops! MTBF dropped to about 900 hours!
Seems relays are not highly regarded devices in terms
of impact on reliability. However, the study protocols
did not consider the manner in which I was using the
device . . . it was energized before any current was
allowed to flow in the contacts . . . and de-energized
after current flow ceased. In other words, it never
SWITCHED a load, only carried a load but was available
for responding to the Wheel-Master-Disconnect switch
shutting system down in case of a runaway.
To my knowledge, 30+ years later, no relays have ever
been replaced. The speed control system has proven
very robust also but the monitor system (4x parts count)
and some mechanical environmental issues (box is
mounted in vertical fin under the trim actuator)
have required attention.
Ergo, my statement about the use of relays was perhaps
too broad . . . or at least lacking details. We attempt
to reduce numbers of these things to a minimum . . . they
are after all a mechanical device with moving, arcing
parts. However, there are design concessions for de-rating,
dry-switching, duty-cycle, etc. that go a long way toward
boosting relay reliability.
To be sure, nobody has more interest in component
reliability than the automotive industry. An AD
against an airplane generally involves fewer than
100 airplanes . . . recalls on cars can number
in the millions. I helped some guys qualify an
automotive seat heater onto a Hawker some years
back . . . the specs to which the seat had already
been qualified were impressive! But you wanna put
it on our airplane? Guess what? There's that 80v
surge thingy . . .
I helped them craft an automatic disconnect circuit
that isolated their vulnerable components during
the surge event.
So your observation is on-point. Relays are not
to be shunned out of hand . . . but consider also
the lengths that talented users of relays will
exercise to make them capable players in the
game.
Track records for the purveyors is important.
Just because it's used on a car is not an automatic
pass. A fuse block in my wife's AMC Pacer damned near
set the car on fire . . . twice . . . before I
replaced it.
So let me re-qualify my original reaction to the
photo of Eggenfellner's installation. Given the
gross numbers of relays combined with his track
record, I will suggest that there is cause for
placing ALL of his intellectual and physical product
under the microscope.
Bob . . .
Message 4
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| Subject: | Re: Viking engine duel battery setup |
On 1/3/2014 7:57 AM, Robert L. Nuckolls, III wrote:
>
> The only time I've seen an Eggenfellner
> design installed on an aircraft gave me an
> opportunity to take this picture . . .
>
> http://tinyurl.com/p5dgz43
Are you sure that is a picture of an Eggenfellner installation? It
doesn't look like any Eggenfellner setups that I've seen, but it does
resemble an older NSI setup that I saw at OSH or Sun-n-Fun some years back.
At any rate, it is certainly not typical of what is being installed to
support Subaru engines (Eggenfellner or otherwise) these days. The
Aeroelectric Connection is often used as a reference on the Subaru
lists, but if you want to see the last recommended electrical design
that came from Eggenfellner before they went out of business, you can
download the installation guide from:
http://subenews.deej.net/wiki/index.php/EggH6
Click on the "Eggenfellner Engine Installation Guide" (top link under
the under the Howto Guides section), and go to page 45, and page 51 has
the electrical schematic.
Please note this is not an endorsement, just an informational posting. :-)
fyi
-Dj
--
Dj Merrill - N1JOV - VP EAA Chapter 87
Sportsman 2+2 Builder #7118 N421DJ - http://deej.net/sportsman/
Glastar Flyer N866RH - http://deej.net/glastar/
Message 5
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| Subject: | Re: Viking engine duel battery setup |
=0AIt should be noted that the primary reason for such circuitry is to prev
ent paralleling the two independent batteries thru the charging system.=0A
=0A=0A=0A=0A________________________________=0A From: Les Goldner <lgold@qu
antum-associates.com>=0ATo: Aeroelectric list <aeroelectric-list@matronics.
com> =0ASent: Thursday, January 2, 2014 10:35 AM=0ASubject: AeroElectric-Li
st: Viking engine duel battery setup=0A =0A=0A=0AHi Robert,=0AI know you ha
ve concerns about the Viking engine=99s electrical system. But I purc
hased a Zenith aircraft with this engine and want to make the plane as safe
as I can. The engine is an =9Caircraftized=9D Honda Fit with f
uel injection. Since the engine will stop is a fuel pump fails Jan Eggenfel
ler specified duel redundant fuel pumps and the ability to switch pumps. Ho
wever, there are no previsions for a duel battery circuit or a way to isola
te the battery in case of an alternator fault. =0AI would like to install t
wo batteries that are both charged from the 55-Amp alternator and also be a
ble to select the battery that powers the plane=99s electricals and t
o isolate the batteries by disconnecting a faulty alternator in flight. I p
reviously built a plane with a Rotax 912 using your wiring diagram, (after
attending your great seminar). The Rotax diagram had battery isolation capa
bilities and was wondering of any of your wiring diagrams describe how to d
o this for my Viking engine or, if not, can you explain how I can do this p
roperly or at least specify the diodes I need to install in the attached di
agram.=0AThank you for your help, =0ALes Goldner=C2-
Message 6
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| Subject: | Re: Viking engine duel battery setup |
At 11:28 AM 1/3/2014, you wrote:
>It should be noted that the primary reason for such circuitry is to
>prevent paralleling the two independent batteries thru the charging system.
Why would one want to do that?
Bob . . .
Message 7
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| Subject: | Re: Viking engine duel battery setup |
Are you sure that is a picture of an Eggenfellner installation? It
doesn't look like any Eggenfellner setups that I've seen, but it does
resemble an older NSI setup that I saw at OSH or Sun-n-Fun some years back.
Actually, I'm not. I saw the airplane on display
at an airport where I was giving a weekend seminar.
I snapped the picture to use in the seminar as an
example of an installation that would benefit from
some judicious review.
At any rate, it is certainly not typical of what is being installed
to support Subaru engines (Eggenfellner or otherwise) these days. The
Aeroelectric Connection is often used as a reference on the Subaru
lists, but if you want to see the last recommended electrical design
that came from Eggenfellner before they went out of business, you can
download the installation guide from:
Thanks for the heads-up! With all due respect
to Jan's work, my apologies for any errors of
attribution.
http://subenews.deej.net/wiki/index.php/EggH6
Click on the "Eggenfellner Engine Installation Guide" (top link under
the under the Howto Guides section), and go to page 45, and page 51
has the electrical schematic.
Please note this is not an endorsement, just an informational posting.
And good information it is my friend. I'll study the drawings
and incorporate the information into a follow-up posting. This
dovetails nicely with the discussions we're having about
Fred's incorporation of the ExpBus in his electrically dependent
airplane.
Fred provided some asked-for info on his installation
which I've not yet had time to consider . . . but it's
on the list.
Bob . . .
Message 8
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| Subject: | Battery or Contactor Issue? |
RV-8A, Z-13/8 architecture with Off-Batt-Batt/Alt switch to get electrons f
lowing. 380 hours over 3 =BE years, original Odyssey PC 680 battery.
Flew for 1.3 hours 1 Jan with no problems. On 2 Jan when I turned on Batt/A
lt switch, nothing happened. Removed cowl and got out voltmeter - 12.8 volt
s to hot side of main contactor.
Turned off switch, then back on - same results - nothing.
A couple minutes later as I was digging out the electrical diagrams and ref
erences with Batt/Alt switch still on, contactor clicked and system operati
on was normal with 11.5 volts on the cockpit voltmeter.
I am going to replace the battery, but wonder if there is an issue with the
contactor. Tried to search Aeroelectric files for contactor troubleshootin
g, but couldn't get system to respond.
Paul Valovich
IYK
Message 9
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| Subject: | Viking engine duel battery setup |
Thanks for the information Robert.
There is nothing in the Viking engine that looks anything as complex as the
picture you included in your last email. In fact, the physical electricals
provided with the Viking engine look very "clean".
You asked to see the Viking wiring diagrams so I attached two diagrams Jan
Eggenfeller provided for the Viking engine. The diagram named "Backup
System" is a very nice looking module provided with the Viking engine for
redundancy to control two fuel pumps (I think it also controls a duel ECUs)
in case one fails. The other diagram is more relevant to my questions to you
about having two batteries. It shows recommended power provisions,
including a second battery. I would appreciate your comments about employing
this two-battery arrangement?
Best regard,
Les
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Robert L.
Nuckolls, III
Sent: Friday, January 03, 2014 4:57 AM
Subject: Re: AeroElectric-List: Viking engine duel battery setup
--> <nuckolls.bob@aeroelectric.com>
At 12:35 PM 1/2/2014, you wrote:
Hi Robert,
I know you have concerns about the Viking engine's electrical system.
The Viking engine a derivative of
the Eggenfellner venture which has
suffered a checkered history from
the perspectives of both business
model and engineering . . .
http://tinyurl.com/qclebez
http://tinyurl.com/qclebez
Yes, I have come 'concerns' that extend far beyond
the 'electrical system'.
But I purchased a Zenith aircraft with this engine and want to make the
plane as safe as I can. The engine is an "aircraftized" Honda Fit with fuel
injection. Since the engine will stop is a fuel pump fails Jan Eggenfeller
specified duel redundant fuel pumps and the ability to switch pumps.
However, there are no previsions for a duel battery circuit or a way to
isolate the battery in case of an alternator fault.
Your premise for needing two batteries or needing
to 'isolate them' from a faulted alternator begs
more detailed examination. Alternator 'faults' are
exceedingly rare these days and are generally limited
to mechanical issues (belts and mounts) and wiring
(the thing simply shuts down). There's a small risk
for an overvoltage condition which is classically
managed with a legacy o.v. sense and response system
that has been part and parcel of aircraft alternator
and generator systems for 60+ years.
There is even a smaller probability of a shorted/
open diode array that will either (1) reduce the
alternator's output severely or (2) short the battery
to ground. The both cases will probably manifest with
a low voltage warning with the second case opening
the b-lead fuse.
In other words, there are no demonstrated alternator
faults that go beyond simple failure to function . . .
a condition that does not propagate damage or operational
stress to other parts of the system. Hence, no additional
form of 'isolation' is indicated.
There was some discussions and analysis conducted on
the aviation special interest groups about 18 years
ago concerning the use of diode isolation (ala RV
and boat batteries) for dual batteries on airplanes.
http://tinyurl.com/oss5t4u
I would like to install two batteries that are both charged from the 55-Amp
alternator and also be able to select the battery that powers the plane's
electricals and to isolate the batteries by disconnecting a faulty
alternator in flight. I previously built a plane with a Rotax 912 using your
wiring diagram, (after attending your great seminar). The Rotax diagram had
battery isolation capabilities and was wondering of any of your wiring
diagrams describe how to do this for my Viking engine or, if not, can you
explain how I can do this properly or at least specify the diodes I need to
install in the attached diagram.
You would be well advised to search out, study,
and understand all of the failure modes that
might cause this engine to cease operation . . .
both electrical AND mechanical.
Then rank them in order of probability. Yes
there will be a pile of "don't know" for
probability but at least you have the item
on the list.
The only time I've seen an Eggenfellner
design installed on an aircraft gave me an
opportunity to take this picture . . .
http://tinyurl.com/p5dgz43
The installation gives rise to concerns
for gross complexity (failure risk proportional
to parts count) as well as operational
reliability. Relays generally don't find
their way into the control of critical circuits
on any engine installation, aviation or
otherwise. The fact that this engine seemed
to be 'blessed' with over a dozen such devices
is cause for further examination and understanding.
The point to being offered here is that past
history for Eggenfellner designs suggests
that there may be numerous failure modes
that go beyond simple concerns for keeping
the fuel pumps powered.
We've had some discussions here recently on
electrical system reliability for the electrically
dependent engine . . . exploring the notion
that a well maintained, single battery/alternator
system has a very low failure rate on a par with
other components that might cause engine failure.
A new Z-figure . . .
http://tinyurl.com/kbn6bys
. . . is in it's 5th refinement iteration
and I'm pretty confident that it's final configuration
will be suited to your installation as well without
suffering the weight and cost of ownership penalties
for carrying two batteries . . . just to address
one of many failure modes.
Are the wiring diagrams provided with your engine
available on the 'net? If not, can you scan your
documents for sharing?
Bob . . .
Message 10
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| Subject: | Re: Viking engine duel battery setup |
-Bob,=0A=0AYou wrote: =0A"There's a small risk=0A- for an overvoltage
condition which is classically=0A- managed with a legacy o.v. sense and
response system=0A- that has been part and parcel of aircraft alternator
=0A- and generator systems for 60+ years."=0AYes, but the Viking has an
auto-based system, with an integrated regulator.--You make the comment:
=0A"In other words, there are no demonstrated alternator=0A- faults that
go beyond simple failure to function . . .=0A- a condition that does no
t propagate damage or operational=0A- stress to other parts of the syste
m. Hence, no additional=0A- form of 'isolation' is indicated."=0AIs this
true?- Is there some recent information that suggests that the "runaway"
auto regulator is too unlikely to be an issue.- I've been planning for a
"crowbar" and an expensive contactor for this potential event.- Am I ove
rreacting?- =0A=0ATom=0A=0A-=0A=0A=0A>________________________________
=0A> From: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>=0A>To:
aeroelectric-list@matronics.com =0A>Sent: Friday, January 3, 2014 5:57 AM
=0A>Subject: Re: AeroElectric-List: Viking engine duel battery setup=0A>
<nuckolls.bob@aeroelectric.com>=0A>=0A>At 12:35 PM 1/2/2014, you wrote:=0A>
=0A>Hi Robert,=0A>=0A>I know you have concerns about the Viking engine's el
ectrical system.=0A>=0A>- The Viking engine a derivative of=0A>- the
Eggenfellner venture which has=0A>- suffered a checkered history from=0A
>- the perspectives of both business=0A>- model and engineering . . .
=0A>=0A>http://tinyurl.com/qclebez=0A>=0A>http://tinyurl.com/qclebez=0A>=0A
>- Yes, I have come 'concerns' that extend far beyond=0A>- the 'elect
rical system'.=0A>=0A>But I purchased a Zenith aircraft with this engine an
d want to make the plane as safe as I can. The engine is an "aircraftized"
Honda Fit with fuel injection. Since the engine will stop is a fuel pump fa
ils Jan Eggenfeller specified duel redundant fuel pumps and the ability to
switch pumps. However, there are no previsions for a duel battery circuit o
r a way to isolate the battery in case of an alternator fault.=0A>=0A>-
Your premise for needing two batteries or needing=0A>- to 'isolate them'
from a faulted alternator begs=0A>- more detailed examination. Alternat
or 'faults' are=0A>- exceedingly rare these days and are generally limit
ed=0A>- to mechanical issues (belts and mounts) and wiring=0A>- (the
thing simply shuts down). There's a small risk=0A>- for an overvoltage c
ondition which is classically=0A>- managed with a legacy o.v. sense and
response system=0A>- that has been part and parcel of aircraft alternato
r=0A>- and generator systems for 60+ years.=0A>=0A>- There is even a
smaller probability of a shorted/=0A>- open- diode array that will eit
her (1) reduce the=0A>- alternator's output severely or (2) short the ba
ttery=0A>- to ground. The both cases will probably manifest with=0A>-
a low voltage warning with the second case opening=0A>- the b-lead fuse
.=0A>=0A>-- In other words, there are no demonstrated alternator=0A>-
faults that go beyond simple failure to function . . .=0A>- a conditio
n that does not propagate damage or operational=0A>- stress to other par
ts of the system. Hence, no additional=0A>- form of 'isolation' is indic
ated.=0A>=0A>-- There was some discussions and analysis conducted on=0A
>- the aviation special interest groups about 18 years=0A>- ago conce
rning the use of diode isolation (ala RV=0A>- and boat batteries) for du
al batteries on airplanes.=0A>=0A>http://tinyurl.com/oss5t4u=0A>=0A>=0A>I w
ould like to install two batteries that are both charged from the 55-Amp al
ternator and also be able to select the battery that powers the plane's ele
ctricals and to isolate the batteries by disconnecting a faulty alternator
in flight. I previously built a plane with a Rotax 912 using your wiring di
agram, (after attending your great seminar). The Rotax diagram had battery
isolation capabilities and was wondering of any of your wiring diagrams des
cribe how to do this for my Viking engine or, if not, can you explain how I
can do this properly or at least specify the diodes I need to install in t
he attached diagram.=0A>=0A>- You would be well advised to search out, s
tudy,=0A>- and understand all of the failure modes that=0A>- might ca
use this engine to cease operation . . .=0A>- both electrical AND mechan
ical.=0A>=0A>- Then rank them in order of probability. Yes=0A>- there
will be a pile of "don't know" for=0A>- probability but at least you ha
ve the item=0A>- on the list.=0A>=0A>- The only time I've seen an Egg
enfellner=0A>- design installed on an aircraft gave me an=0A>- opport
unity to take this picture . . .=0A>=0A>http://tinyurl.com/p5dgz43=0A>=0A>
- The installation gives rise to concerns=0A>- for gross complexity (
failure risk proportional=0A>- to parts count) as well as operational=0A
>- reliability. Relays generally don't find=0A>- their way into the c
ontrol of critical circuits=0A>- on any engine installation, aviation or
=0A>- otherwise. The fact that this engine seemed=0A>- to be 'blessed
' with over a dozen such devices=0A>- is cause for further examination a
nd understanding.=0A>=0A>- The point to being offered here is that past
=0A>- history for Eggenfellner designs suggests=0A>- that there may b
e numerous failure modes=0A>- that go beyond simple concerns for keeping
=0A>- the fuel pumps powered.=0A>=0A>- We've had some discussions her
e recently on=0A>- electrical system reliability for the electrically=0A
>- dependent engine . . . exploring the notion=0A>- that a well maint
ained, single battery/alternator=0A>- system has a very low failure rate
on a par with=0A>- other components that might cause engine failure.=0A
>=0A>- A new Z-figure . . .=0A>=0A>http://tinyurl.com/kbn6bys=0A>=0A>-
. . . is in it's 5th refinement iteration=0A>- and I'm pretty confiden
t that it's final configuration=0A>- will be suited to your installation
as well without=0A>- suffering the weight and cost of ownership penalti
es=0A>- for carrying two batteries . . . just to address=0A>- one of
many failure modes.=0A>=0A>- Are the wiring diagrams provided with your
engine=0A>- available on the 'net? If not, can you scan your=0A>- doc
==================0A>=0A>=0A>=0A>=0A>=0A>
Message 11
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| Subject: | RG400/RG142 BNC Male crimp connector |
Hi
I need urgently in the UK a couple of RG400/RG142 BNC Male crimp connectors.
Trying to find anything suitable on the various (RS, Farnell, Mouser)
websites seems impossible. Can anyone let me have a manufacturers part
number?
Thanks
Peter
Message 12
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| Subject: | Re: RG400/RG142 BNC Male crimp connector |
The impossible...
Male:
http://www.mouser.com/ProductDetail/Amphenol/31-4427/?qs=%2fha2pyFadujw
HJP4JrCewP8N91dF1XIvIecgTsyr48I%3d
Female:
http://www.mouser.com/ProductDetail/Amphenol-Connex/112513/?qs=sGAEpiMZ
ZMuLQf%252bEuFsOrjqedbXhavPYNFuAbFgsolY%3d
Now...for the UK part, you are on your own.
-----Original Message-----
From: Peter Mather
Sent: Friday, January 03, 2014 12:34 PM
Subject: AeroElectric-List: RG400/RG142 BNC Male crimp connector
<peter@mather.com>
Hi
I need urgently in the UK a couple of RG400/RG142 BNC Male crimp
connectors.
Trying to find anything suitable on the various (RS, Farnell, Mouser)
websites seems impossible. Can anyone let me have a manufacturers part
number?
Thanks
Peter
Message 13
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| Subject: | Re: RG400/RG142 BNC Male crimp connector |
I use Pasternack a lot for RF connectors. They don't always have the
lowest cost but they have about everything, it's all good quality and
they ship fast.
http://www.pasternack.com/bnc-male-standard-rg55-rg141-rg142-rg223-rg400-connector-pe4044-p.aspx
Bill
On 1/3/14, 10:34 AM, Peter Mather wrote:
>
> Hi
>
> I need urgently in the UK a couple of RG400/RG142 BNC Male crimp connectors.
> Trying to find anything suitable on the various (RS, Farnell, Mouser)
> websites seems impossible. Can anyone let me have a manufacturers part
> number?
>
> Thanks
>
> Peter
>
>
Message 14
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| Subject: | Re: Viking engine duel battery setup |
for many of the same reasons that (I imagine) you put a "buss tie" contacto
r in the Z-14 drawings.=0A=0A=0A=0A=0A________________________________=0A F
rom: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>=0ATo: aeroel
ectric-list@matronics.com =0ASent: Friday, January 3, 2014 10:11 AM=0ASubje
ct: Re: AeroElectric-List: Viking engine duel battery setup=0A =0A=0A--> Ae
roElectric-List message posted by: "Robert L. Nuckolls, III" <nuckolls.bob@
aeroelectric.com>=0A=0AAt 11:28 AM 1/3/2014, you wrote:=0A=0A> It should be
noted that the primary reason for such circuitry is to prevent paralleling
the two independent batteries thru the charging system.=0A=0A- Why would
=- - - - - - - - - - - - - - - -Matt Dralle
===
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