Today's Message Index:
----------------------
1. 04:23 AM - Re: Temporary dilution of spare time (Art Zemon)
2. 07:48 AM - Re: Schematic for twin PM alternators (Paul Eckenroth)
3. 08:50 AM - Re: Temporary dilution of spare time (ashleysc@broadstripe.net)
4. 04:56 PM - B&C SD-8 and PM alternators in general (Robert L. Nuckolls, III)
5. 05:37 PM - Re: Difference between LR3C and SB1A Regulators (Carlos Trigo)
6. 09:42 PM - Re: B&C SD-8 and PM alternators in general (Bob Verwey)
Message 1
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Subject: | Re: Temporary dilution of spare time |
Very Very Cool!!!
-- Art Z.
--
http://CheerfulCurmudgeon.com/ <http://cheerfulcurmudgeon.com/>
*"If I am not for myself, who is for me? And if I am only for myself, what
am I? And if not now, when?" Hillel*
Message 2
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Subject: | Re: Schematic for twin PM alternators |
Joe Gores was kind enough to produce a schematic (enclosed) that pretty much answers
all my concerns about the twin alternators. Since my amperage needs are
less than 20 AMPs we will keep the two generators separate and treat them as
primary and backup. The crowbar will break both the AC from the generator and
the B lead from the voltage regulator eliminating any problems from the regulator.
And then I read the post by GTH and the report he did for Contrails magazine regarding
testing of the Rotax supplied regulator where they found that the regulator
generated heat was proportional to the generated power. With this in mind
and with the fairly high rate of failure of the Rotax regulator presumably
due to heat, would it be likely that tying the two Revmaster generator outputs
together after the regulators would result in less power produced by each and
therefore longer life for the regulators. Possibly this could be done so there
is flexibility to run individually as now planned or together. Would there
be a way to monitor the output of the individual generators if tied together
at the battery, to see how equal they are.
So I would appreciate any comments and critiques regarding the schematic as it
now stands and the alternate thought of combining them for less trauma to the
regulators.
Thanks for any feedback
Paul
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=452301#452301
Attachments:
http://forums.matronics.com//files/revmaster7a_1_186.pdf
Message 3
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Subject: | Re: Temporary dilution of spare time |
Congratulations Bob;
Neighbors helping neighbors is becoming increasingly important. And knowing what
to do in a medical emergency is very empowering. Before starting guiding,
our little company hired a climbing doctor to give a course entitled "What to
do Before the Doctor Comes, When the Doctor Isn't Coming." Since then I have
been first on the scene at two major car auto accidents, rescued two canoeists
from a glacial river in Alaska (hypothermia), and set a compound fracture of
the lower leg for a climber on a vertical cliff and got him down. (The leg didn't
need to be reset.) I'm sure you will find use for your training. Keep up
the good work!
Cheers! Stu.
----- Original Message -----
From: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
Sent: Monday, January 25, 2016 7:52:16 PM
Subject: AeroElectric-List: Temporary dilution of spare time
Dr. Dee and I are training to join our little
community's volunteer EMT/Ambulance team. The
M.L. hospital and ambulance barn are literally
in my back yard . . . and maintaining a large
enough crew to avoid overtaxing the troops is
a bit of a challenge for our local hospital
administrator.
Tonight was our first of 55, 4 hour classes
that should lead to national certification as
an EMT. It's three nights a week . . . fortunately
very close in one of the hospital's classrooms.
Got the first check-ride in an ambulance last
week. Need to do two or three more play-runs
before I get on that schedule . . . man,
that's a lumbering beast!
I don't think it will seriously impact my time
for the List . . .but then . . . I've not cracked
a textbook in 50 years! The cool thing about
it is that its all about neighbors looking out
after neighbors. Should have the book-learn'n
and labs done early May.
Bob . . .
Message 4
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Subject: | B&C SD-8 and PM alternators in general |
A trip to Wichita today produced some CNC parts
fabricated by a friend of mine that will enable
me to finish a drive-stand for the vacuum pump pad
driven PM alternators.
There are some big changes coming for both the
B&C product line and AeroElectric Connection
recommendations for exploiting contemporary technology
in rectifier-regulators for PM alternators.
Things are getting much better in terms of
robustness and price/performance of PM r-r
technology.
B&C has a perfectly satisfactory drive stand
but my test equipment and inventory are located
110 miles away. The research and development
effort is exceedingly hampered by thd separation.
Looking forward to some new discoveries and
recommendations supported by repeatable experiment
in the not too distant future.
Bob . . .
Message 5
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Subject: | Difference between LR3C and SB1A Regulators |
Thanks Bob
So, normally in flight both field lines (to MAIN ALT and to STANDBY ALT)
should be On?
In this case, we can say that theoretically both alternators are producing
electricity, but there's no current flowing in the wire that comes from the
"weaker" alternator?
And what about flying with only the MAIN ALT field switch On, and the Backu
p
ALT field switch Off, the latter only to be flipped On by the pilot when he
notices no current is flowing from the MAIN ALT?
Is this not recommended?
Carlos .
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Robert L
=2E
Nuckolls, III
Sent: segunda-feira, 25 de Janeiro de 2016 01:14
Subject: Re: AeroElectric-List: Difference between LR3C and SB1A Regulators
At 07:39 PM 1/23/2016, you wrote:
Guys
Can anybody please explain the difference(s), if any, between regulators
LR3C and SB1A from B&C?
The LR series regulators are designed to drive
legacy alternators in either 14 or 28v systems.
They feature internal ov protection and lv warning.
The SB1 series regulators also feature ov protection
but their lv warning systems are replaced by a
circuit that monitors alternator output activity
which is normally zero when the main alternator is
running. Should the main alternator quit, bus voltage
falls, the standby alternator wakes up and a panel
mounted "ALTERNATOR LOADED" lamp illuminates to
announce the change in system status. Further, an
output current sensor on the b-lead will cause the
ALT LOADED light to flash if there's too many
demands on the SB alternator's capability.
The pilot shuts things off until the light stops
flashing.
Bob . . .
---
Este e-mail foi verificado em termos de v=C3=ADrus pelo software antiv=C3
=ADrus Avast.
https://www.avast.com/antivirus
Message 6
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Subject: | Re: B&C SD-8 and PM alternators in general |
Bob,
We really appreciate your ongoing efforts to make affordable flying safe.
I am sure there are hundreds, if not thousands of lurkers like myself that
learn something new on this forum every day.
...and all this between ambulance driving <grin>
On 27 January 2016 at 02:53, Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
> nuckolls.bob@aeroelectric.com>
>
> A trip to Wichita today produced some CNC parts
> fabricated by a friend of mine that will enable
> me to finish a drive-stand for the vacuum pump pad
> driven PM alternators.
>
> There are some big changes coming for both the
> B&C product line and AeroElectric Connection
> recommendations for exploiting contemporary technology
> in rectifier-regulators for PM alternators.
>
> Things are getting much better in terms of
> robustness and price/performance of PM r-r
> technology.
>
> B&C has a perfectly satisfactory drive stand
> but my test equipment and inventory are located
> 110 miles away. The research and development
> effort is exceedingly hampered by thd separation.
>
> Looking forward to some new discoveries and
> recommendations supported by repeatable experiment
> in the not too distant future.
>
>
> Bob . . .
>
>
--
Best...
Bob Verwey
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