Today's Message Index:
----------------------
1. 05:12 AM - Re: MFJ-259B For sale (Robert L. Nuckolls, III)
2. 10:00 AM - Voltage regulator wiring with fault indication. (Matthew Schumacher)
3. 01:09 PM - Re: Voltage regulator wiring with fault indication. (Robert L. Nuckolls, III)
4. 01:27 PM - Re: Voltage regulator wiring with fault indication. (Matthew Schumacher)
5. 04:47 PM - Re: IGNORE (donjohnston)
6. 08:08 PM - Re: B&C switches (blues750)
7. 08:38 PM - MANL's (current limiters) (blues750)
Message 1
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| Subject: | Re: MFJ-259B For sale |
At 09:29 PM 7/19/2018, you wrote:
>Hi Bob, Is there a single unit available that covers most or all of
>the aviation frequencies. I also have a nine year old one owner MFJ
>259B and would be interested in knowing what you plan to buy as a
>replacement.. Thanks Don.
https://goo.gl/Yp8GNn
Bob . . .
Message 2
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| Subject: | Voltage regulator wiring with fault indication. |
I've been trying to figure out why Bob doesn't show the "I" terminal
used in Z11. Looking further it seems there are multiple ways to wire a
ford regulator:
http://www.erareplicas.com/427man/wiring/alt.htm
So why not wire it the second way so that we have a alternator out
indication? Someone please tell me what I'm missing.
thanks,
schu
Message 3
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| Subject: | Re: Voltage regulator wiring with fault indication. |
At 11:59 AM 7/20/2018, you wrote:
>
>I've been trying to figure out why Bob doesn't
>show the "I" terminal used in Z11.=C2 Looking
>further it seems there are multiple ways to wire a ford regulator:
>
>http://www.erareplicas.com/427man/wiring/alt.htm
>
>So why not wire it the second way so that we
>have a alternator out indication?=C2 Someone please tell me what I'm
missing.
Waayyyyyy back when, the first alternators to go onto Cessna
single engine aircraft used the same regulator as the 1965
Ford passenger cars and an a similar alternator. In cars, the
alternator's AUX terminal (fed from the center tap of a "Y-wound"
alternator stator winding) was connected to the regulator's "S"
terminal. Back then "S" meant "stator". The "I" termnial was feed
from the "ignition" switch through a light bulb.
That little current flow through bulb would 'tickel' the alternator
field with juse enough current to present a volage at the
alternator's AUX terminal but ONLY if the alternator was
turning. Hence, this light spoke more to broken belts on
the engine than it did to loss of electrical functionality
of the alternator.
http://www.aeroelectric.com/Reference_Docs/Alternator_Data/Legacy_EM_Regulat
or_(Ford).pdf
When this decidedly automotive system was adapter to the airplane
at Cessna, the first systems went in like this:
Emacs!
Here, the "S" terminal became "switch" and the field
relay got power directly from the bus as opposed to the
AUX terminal. It no longer sensed rotation of the
alternator. The "I" terminal could have been used
to drive a light . . . but it was even less meaningful
than when used in cars . . . it would be dark any time
the field switch was ON whether or not the alternator
was actually producing power.
Electronic replacments for the electro-mechanical
regulators have modified functionality of the
"I" terminal somewhat . . . but it would take
some testing to understand it and incorporate
that functionality into your operations.
It's MUCH simpler and universally accurate to
incorporate ACTIVE NOTIFICATION OF LOW VOLTAGE.
This feature's utility is unambiguous. The
light CANNOT go dark unless the altenrator is
working.
Bob . . .
Message 4
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| Subject: | Re: Voltage regulator wiring with fault indication. |
On 7/20/18 12:08 PM, Robert L. Nuckolls, III wrote:
> At 11:59 AM 7/20/2018, you wrote:
>> <schu@schu.net>
>>
>> I've been trying to figure out why Bob doesn't show the "I" terminal
>> used in Z11. Looking further it seems there are multiple ways to
>> wire a ford regulator:
>>
>> http://www.erareplicas.com/427man/wiring/alt.htm
>> <http://www.erareplicas.com/427man/wiring/alt.htm>
>>
>> So why not wire it the second way so that we have a alternator out
>> indication? Someone please tell me what I'm missing.
> <snip>
>
> It's MUCH simpler and universally accurate to
> incorporate ACTIVE NOTIFICATION OF LOW VOLTAGE.
> This feature's utility is unambiguous. The
> light CANNOT go dark unless the altenrator is
> working.
>
>
> Bob . . .
>
Thanks for the clarification. That helps a lot!
Message 5
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This guy has posted the same thing on a couple different boards.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=481778#481778
Message 6
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| Subject: | Re: B&C switches |
Great discussion and certainly worth consideration of the points alluded to here
and specifically mentioned on the VAF forum thread. I do believe if I ever
built another EAB airframe, I would be up to the challenge of doing the wiring
to cover my systems and intended usage with way more insight than what I had
prior to this first project. For now, my system is what it is, and the aircraft
will be operated with consideration for the fault/failure potential. The risk
I accept can be somewhat mitigated through thorough and particular attention
to maintenance, favorable flight conditions, conservative operational usage
and pilot training/proficiency. Eventually, I may even retrofit this airframe
with a different engine and/or panel which would allow me to redesign the electrical
system as well.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=481781#481781
Message 7
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| Subject: | MANL's (current limiters) |
Are MANL standard size, standard specs other than Amp rating? I have one and would
like to have one or two on hand, but really don't know how to source without
some sort of spec -- Thanks!
P.S. 'Lectric Bob if you read this, I am trying to match the one I received from
you in the care package recently. How do I spec it othe than Amps?
Cheers! Dave
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=481782#481782
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