Today's Message Index:
----------------------
1. 09:54 AM - Re: Rotax 912iS Electrical Charging System (Robert L. Nuckolls, III)
2. 10:59 AM - Re: Arctic super-flex wire (Robert L. Nuckolls, III)
3. 01:15 PM - Re: Arctic super-flex wire (Henry Hallam)
4. 01:43 PM - Re: Arctic super-flex wire (Charlie England)
5. 01:48 PM - Re: Arctic super-flex wire (Robert L. Nuckolls, III)
6. 02:39 PM - Re: Arctic super-flex wire (Ken Ryan)
7. 02:59 PM - B-lead relay for IR Alternator (Robert L. Nuckolls, III)
Message 1
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Subject: | Re: Rotax 912iS Electrical Charging System |
>
>The strange thing is the Dynon Skyview default for this engine's
>voltage output has 13.5 in the middle of the green band. For a
>Lycoming or Continental I put the green band at 14-14.5
An SVLA battery should be run at no less than 14.0
and no more that 14.8 with 14.4 being the nominal
"target". Anything below 14.0 has a high probability
of failing to top off the battery after a significant
discharge. This has nothing to do with the make/model
of the engine.
>Is anyone here familiar with the 912iS? If this is how the system is
>designed, what are the implications for an Odyssey PC680 that spends
>most of it's waking life at 13.5 V?
If true, that battery is seriously under-served for
charging.
Your proposal to investigate battery terminal
voltage while in flight is a good move. Keep in
mind just because a certain voltage is recorded
at one place in a system, it's not a sure bet
that the same voltage will be recorded elsewhere
even tho both points are connected with copper
pathways. There are subtle but significant voltage
drops in system wiring. Further, if the readings
are taken with two different instruments, it's
possible that they may not be calibrated to the
same accuracy.
Irrespective of engine, the voltage regulator's
prime directive is TAKE CARE OF A BATTERY. Given
that there's a lot of copper monkey-motion between
the regulator and battery, the regulator's electronics
can only ASSUME that it knows what battery voltage
is.
For SVLA batteries, voltage in cruising flight with
a fully charged battery should be in the 14.2 to
14.6 range. If the alternator is off for any
reason, the battery voltage will fall quickly to
something under 13.0 volts. when the battery falls
to 11.0 volts, it has probably less than 5% of
it's maximum capacity remaining.
Bob . . .
Message 2
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Subject: | Re: Arctic super-flex wire |
At 06:14 PM 8/23/2018, you wrote:
>Short lengths of 12,10,8 and 4awg are on the way. Let us know what you think.
>
>
>Sent from my Android. Sorry Steve.
Got Steve's samples in the mail a few days ago.
Pretty nice stuff. Certainly adequate to our
fat-wire needs. Flexibility on the same order
as welding cable and available at comparable
prices.
http://aeroelectric.com/Mfgr_Data/Wire/Actic%20UltraFlex/Arctic%20UltraFlex.pdf
I did a po' boy's fat-wire terminal installation
by the stuff-n-solder method . . .
http://aeroelectric.com/articles/big_term.pdf
The insulation was well behaved and demonstrated
little if any melt-back from the soldering operation.
Bob . . .
Message 3
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Subject: | Re: Arctic super-flex wire |
Bob,
My concern with similar high-strand-count wires for aircraft applications
has been that the soft silicone insulation doesn't seem to offer much
protection against cutting and abrasion.
What's your take on that? Just be careful to route and support it properly
and avoid nicking it with tools during maintenance? Or is the insulation on
this wire superior?
Henry
On Sun, Sep 9, 2018, 11:07 Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
> At 06:14 PM 8/23/2018, you wrote:
>
> Short lengths of 12,10,8 and 4awg are on the way. Let us know what you
> think.
>
>
> Sent from my Android. Sorry Steve.
>
>
> Got Steve's samples in the mail a few days ago.
> Pretty nice stuff. Certainly adequate to our
> fat-wire needs. Flexibility on the same order
> as welding cable and available at comparable
> prices.
>
>
> http://aeroelectric.com/Mfgr_Data/Wire/Actic%20UltraFlex/Arctic%20UltraFlex.pdf
>
>
> I did a po' boy's fat-wire terminal installation
> by the stuff-n-solder method . . .
>
> http://aeroelectric.com/articles/big_term.pdf
>
> The insulation was well behaved and demonstrated
> little if any melt-back from the soldering operation.
>
>
> Bob . . .
>
Message 4
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Subject: | Re: Arctic super-flex wire |
I'm not Bob, but if you're talking about the welding cable a lot of us
use, do you know any welders? Ever watched what happens to cables on a
shop floor, or on a construction site?
The bigger (pardon the pun) issue is that the insulation is quite a bit
thicker than milspec wire's insulation, so if you're running it from
behind the seats to the firewall, it'll fill up the holes in your
bulkheads quicker.
Not sure about the silicone reference; EPDM seems to be a more common
insulator.
Charlie
On 9/9/2018 3:14 PM, Henry Hallam wrote:
> Bob,
>
> My concern with similar high-strand-count wires for aircraft
> applications has been that the soft silicone insulation doesn't seem
> to offer much protection against cutting and abrasion.
>
> What's your take on that? Just be careful to route and support it
> properly and avoid nicking it with tools during maintenance? Or is the
> insulation on this wire superior?
>
> Henry
>
> On Sun, Sep 9, 2018, 11:07 Robert L. Nuckolls, III
> <nuckolls.bob@aeroelectric.com <mailto:nuckolls.bob@aeroelectric.com>>
> wrote:
>
> At 06:14 PM 8/23/2018, you wrote:
>> Short lengths of 12,10,8 and 4awg are on the way. Let us know
>> what you think.
>>
>>
>> Sent from my Android. Sorry Steve.
>
> Got Steve's samples in the mail a few days ago.
> Pretty nice stuff. Certainly adequate to our
> fat-wire needs. Flexibility on the same order
> as welding cable and available at comparable
> prices.
>
> http://aeroelectric.com/Mfgr_Data/Wire/Actic%20UltraFlex/Arctic%20UltraFlex.pdf
>
>
> I did a po' boy's fat-wire terminal installation
> by the stuff-n-solder method . . .
>
> http://aeroelectric.com/articles/big_term.pdf
> <http://aeroelectric.com/articles/big_term.pdf>
>
> The insulation was well behaved and demonstrated
> little if any melt-back from the soldering operation.
>
>
> Bob . . .
>
---
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Message 5
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Subject: | Re: Arctic super-flex wire |
At 03:14 PM 9/9/2018, you wrote:
>Bob,
>
>My concern with similar high-strand-count wires for aircraft
>applications has been that the soft silicone insulation doesn't seem
>to offer much protection against cutting and abrasion.
>
>What's your take on that? Just be careful to route and support it
>properly and avoid nicking it with tools during maintenance? Or is
>the insulation on this wire superior?
>
>Henry
The samples I have don't look/feel like silicone.
The product data sheet I posted speaks to properties
of the insulation but without mentioning 'silicone'.
The same data sheet suggests a spectrum of
applications . . .
Emacs!
I suspect that mechanical risks to insulation
failure in airplanes is no greater than many
of those applications cited.
"Cutting" and "abrasion" distresses will attack
ANY insulation. Installation and routing practices
should seek to eliminate such risks irrespective
of type of insulation.
Bob . . .
Message 6
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Subject: | Re: Arctic super-flex wire |
Thanks for checking it out Bob.
Sent from my Android. Sorry Steve.
On Sun, Sep 9, 2018, 10:04 Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
> At 06:14 PM 8/23/2018, you wrote:
>
> Short lengths of 12,10,8 and 4awg are on the way. Let us know what you
> think.
>
>
> Sent from my Android. Sorry Steve.
>
>
> Got Steve's samples in the mail a few days ago.
> Pretty nice stuff. Certainly adequate to our
> fat-wire needs. Flexibility on the same order
> as welding cable and available at comparable
> prices.
>
>
> http://aeroelectric.com/Mfgr_Data/Wire/Actic%20UltraFlex/Arctic%20UltraFlex.pdf
>
>
> I did a po' boy's fat-wire terminal installation
> by the stuff-n-solder method . . .
>
> http://aeroelectric.com/articles/big_term.pdf
>
> The insulation was well behaved and demonstrated
> little if any melt-back from the soldering operation.
>
>
> Bob . . .
>
Message 7
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Subject: | B-lead relay for IR Alternator |
At 10:07 AM 8/23/2018, you wrote:
>At 05:36 AM 8/23/2018, you wrote:
>>i started wiring my ovm and i have a question
>>about auto relays. the contactor i have for the
>>lead off my alternator really bugs me that i am
>>adding 14 ounces just for this ''switch''. my
>>alternator is rated at 37 amps but the 40 and
>>even 50 amp auto relays look like that have a
>>''faston tab'' for their terminal. are these
>>terminals up to carrying the load from the alternator?
>>=C2 bob
>
> You might consider this product:
>
>https://goo.gl/UAVJMw
>
> I have no experience with these . . . I'm
> going to order one to peek and poke at . . .
> but the specs are right.
>
> I'd wire the b-lead up with 6AWG welding
> cable.
>
>https://goo.gl/BxAj1V
I ordered one of those relays in to look at:
Here are the 'tear down' photos.
https://tinyurl.com/y7aw646a
This critter seems nicely built. The resting
current for the coil at 14v is about 0.3 amps
for an internal dissipation of about 4.5 watts.
Not seriously pushing it for this size package.
I think I would mount it with the terminals facing
down. This would cause any drips or condensate to
collect on the closeout panel . . . and
facilitate expulsion during the next
flight cycle.
At 4.5 watts it's too hot to keep your
hand on it . . . but battery contactors
do that too.
Internal 'werks' seem robust enough. The
stationary and moveable contacts both
feature precious alloy crowns. I think
it's worth trying as the b-lead disconnect
relay in an ov management system on an
internally regulated alternator.
Bob . . .
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