Today's Message Index:
----------------------
1. 07:20 AM - Re: SLICKSTART Current Draw (Robert L. Nuckolls, III)
2. 07:22 AM - Re: Does case of ignition switch need to be grounded on Rotax 94 (Robert L. Nuckolls, III)
3. 07:26 AM - Re: GTR-200 garbeled reception (Robert L. Nuckolls, III)
4. 07:39 AM - Re: GTR-200 garbeled reception (Kelly McMullen)
5. 11:37 AM - Re: SLICKSTART Current Draw ()
6. 03:13 PM - SLICKSTART Current Draw ()
7. 08:21 PM - an Alternator Load Dump...?... (Fred Klein)
8. 08:35 PM - Re: strobe noise (Bernie)
9. 09:49 PM - Re: strobe noise (Bernie)
Message 1
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| Subject: | SLICKSTART Current Draw |
>On Thu, Oct 15, 2020 at 8:15 PM
><<mailto:mike@vision499.com>mike@vision499.com> wrote:
>I have a Slickstart start unit. Manual calls for a 5 amp fuse but my
>fuse blows at 5 and 7.5 amp, I have a 12V installation.
>
>Have now installed a 10 amp fuse and all seems to be OK
>
>What could cause the Slickstart to draw more current?
>
>Should I be concerned?
>
>Thanks
>
>Mike
Is this a new installation or does it have
a service record on this airplane? Excerpt
from installation manual:
SlickSTART receives input power from the switched positive terminal
of the starter motor,
and should be activated only when the starter motor is engaged. During engine
start, SlickSTART draws a maximum of 5 amperes at 6 to 25 volts (P/N SS1001)
and delivers a series of fast rising 375 volt maximum pulses to the primary
of the magneto coil. This voltage is stepped up in the secondary of the coil,
and is impressed across the spark plug electrodes through the magneto
distributor
and the high voltage harness.
I think there's something seriously amiss . . .
Bob . . .
Message 2
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| Subject: | Re: Does case of ignition switch need to be grounded |
on Rotax 94
At 07:01 PM 10/15/2020, you wrote:
>
>Hi Group I have a ACS keyed ignition switch with out starter contact
>for my Rotax 914.
>I will be wiring as per Z16 where shields are grounded to engine
>near by the ignition
>modules, then the shields are connected to the ground tab at the
>ignition switch.
>To short the ignition wires to ground, path will be through the
>shields to ground at
>the engine. The body case of the ACS ignition switch is not
>connected to the ground
>tab where the shields will be connected.
>My question: Rotax calls for the body case of the ignition switches
>to be grounded.
>In my case do I need to ground the body case of ACS ignition switch?
>If the answer
>is yes, can I ground it to the field of tabs on the cockpit side? Thx. Ron P.
I can deduce no reason in physics for doing this.
All of the ACS 'electrics' are 'floating' on
the rear, non-conductive closeout. The case
has no electrical function.
Bob . . .
Message 3
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| Subject: | Re: GTR-200 garbeled reception |
At 04:16 PM 10/15/2020, you wrote:
>I bought a project Pitts,=C2 went through the
>whole thing and have recently started having
>radio issues.=C2 The basic problem is that
>reception intermittently becomes "noisy" and
>garbled.=C2 There's never noise that breaks
>through squelch; normal reception just gets
>loud, static-y and unintelligible.=C2 (Just what
>you need immediately after takeoff or on a
>go-around.)=C2 First problems didn't occur until
>there was about 10-15 hours on the new
>electrical system and radio; the garbled
>reception seems to happen more at high power
>than lower power, but again just not all the time.
>
> <snip>
>
>I talked to Garmin and based on the fact it was
>fine for the first few hours, and it only
>tramples reception, never breaks through squelch
>that it is probably a bad unit.=C2 Any other
>avenues of investigation are appreciated!
If I were tasked to duplicate the conditions
you've observed with 'adjustments' to stuff
outside the radio, I don't know where I would
start. I'm thinking this is internal to the
radio. Sounds like a vibration sensitive fault
inside.
Bob . . .
Message 4
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| Subject: | Re: GTR-200 garbeled reception |
If Garmin is saying it is the unit, and it is under warranty, I would
get an RMA and send it in. Let them fix or replace it.
Kelly
On 10/16/2020 7:24 AM, Robert L. Nuckolls, III wrote:
> At 04:16 PM 10/15/2020, you wrote:
>> I bought a project Pitts, went through the whole thing and have
>> recently started having radio issues. The basic problem is that
>> reception intermittently becomes "noisy" and garbled. There's never
>> noise that breaks through squelch; normal reception just gets loud,
>> static-y and unintelligible. (Just what you need immediately after
>> takeoff or on a go-around.) First problems didn't occur until there
>> was about 10-15 hours on the new electrical system and radio; the
>> garbled reception seems to happen more at high power than lower power,
>> but again just not all the time.
>>
>> <snip>
>>
>> I talked to Garmin and based on the fact it was fine for the first few
>> hours, and it only tramples reception, never breaks through squelch
>> that it is probably a bad unit. Any other avenues of investigation
>> are appreciated!
>
> If I were tasked to duplicate the conditions
> you've observed with 'adjustments' to stuff
> outside the radio, I don't know where I would
> start. I'm thinking this is internal to the
> radio. Sounds like a vibration sensitive fault
> inside.
>
>
> Bob . . .
>
Message 5
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| Subject: | SLICKSTART Current Draw |
This is a new installation, it is a P/N SS1001 as per the manual. I bought
the unit unused from a person that had it on the shelf for more than 15
years, don't know if that will make a difference. Came in original packing
with manual etc. and I don't think it has been connected peviously.
It is connected to the left magneto on a LOM engine, it is powered directly
from the starter solenoid.
I powered the unit directly from the battery, removed the plugs and rotated
the engine by hand and it supplied a vey intense spark.
Hope this helps
Thanks
Mike
From: owner-aeroelectric-list-server@matronics.com
<owner-aeroelectric-list-server@matronics.com> On Behalf Of Robert L.
Nuckolls, III
Sent: October 16, 2020 7:18 AM
Subject: RE: AeroElectric-List: SLICKSTART Current Draw
On Thu, Oct 15, 2020 at 8:15 PM <mike@vision499.com
<mailto:mike@vision499.com> > wrote:
I have a Slickstart start unit. Manual calls for a 5 amp fuse but my fuse
blows at 5 and 7.5 amp, I have a 12V installation.
Have now installed a 10 amp fuse and all seems to be OK
What could cause the Slickstart to draw more current?
Should I be concerned?
Thanks
Mike
Is this a new installation or does it have
a service record on this airplane? Excerpt
from installation manual:
SlickSTART receives input power from the switched positive terminal of the
starter motor,
and should be activated only when the starter motor is engaged. During
engine
start, SlickSTART draws a maximum of 5 amperes at 6 to 25 volts (P/N SS1001)
and delivers a series of fast rising 375 volt maximum pulses to the primary
of the magneto coil. This voltage is stepped up in the secondary of the
coil,
and is impressed across the spark plug electrodes through the magneto
distributor
and the high voltage harness.
I think there's something seriously amiss . . .
Bob . . .
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Message 6
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| Subject: | SLICKSTART Current Draw |
This may be a duplicate, I sent it this morning but did not see it in my
inbox This follows on my previous submission where my SlickStart is blowing
7.5amp fuse.
This is a new installation, it is a P/N SS1001 as per the manual. I bought
the unit unused from a person that had it on the shelf for more than 15
years, don't know if that will make a difference. Came in original packing
with manual etc. and I don't think it has been connected previously.
It is connected to the left magneto on a LOM engine, it is powered directly
from the starter solenoid.
I powered the unit directly from the battery, removed the plugs and rotated
the engine by hand and it supplied a vey intense spark.
Hope this helps
Thanks
Mike
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Message 7
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| Subject: | an Alternator Load Dump...?... |
Gentlemen,
In a Europa XS mono, I=99ve a RAM Performance engine based upon
the Subaru EA-81; it has a one-wire, 14 volt, 55 amp. Super Mini Denso
Racing Alternator with external load dump feature.
Under =9CDetails=9D on the =9Cgzmotorsports.com
<http://gzmotorsports.com/>=9D webpage for this alternator is the
following:
> What is a Alternator Load Dump?
>
> When an alternator is in operation and generating current, if the load
is suddenly disconnected (for example your main kill switch activated
disconnecting the battery from the alternator) the alternator voltage
can spike to as high as 120 volts DC and last for as long as 400ms.
Voltage spikes that high can damage sensitive electronics like MSD
Boxes, Data Loggers, Delay Boxes and other racing equipment. Alternators
with a load dump feature are designed to shunt that high voltage to
ground if the load is suddenly disconnected, protecting your
electronics.
>
Q1: Is this just another name for over voltage protection which is built
in or attached to an alternator?
Q2: Will the use of this alternator with LiFePO4 batteries pose any
special issues.
(I am in the process of swapping out 2 Odyssey PC680 batteries for
EarthX ETX680 batteries; with regarding to battery charging, I do know
that with the Lithium batteries I will need a charger which does not
charge above 14.6V., will automatically turns off when the battery is
fully charged (based on volts), and does not have a de-sulfate mode/deep
conditioning mode/pulse mode.)
I have followed Bob=99s Z-19 wiring schematic for single
alternator w/ two batteries.
Comments & Counsel will be much appreciated,
Fred
Message 8
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| Subject: | Re: strobe noise |
Hello Guys
Made some progress trouble shooting the LED strobe and wig wag noise. Ground
ed the regulator per the plan power installation directions with 16 ga. Wire
to the firewall battery ground. Also cleaned all the ground lugs at this po
int.
Ran the engine and have the same noise except when the alternator field is t
ripped shutting down the alternator.
Next step will be to confirm the =9CB=9D lead is tight on both e
nds. Any other suggestions?
Thanks Bernie
Sent from my iPhone
> On Oct 14, 2020, at 12:31 PM, Robert L. Nuckolls, III <nuckolls.bob@aeroel
ectric.com> wrote:
>
> =EF=BB At 10:33 AM 10/14/2020, you wrote:
>> Thanks to all of you for the quick responses. I=99ll be back to the
airplane in a couple days.
>>
>> It is a 1956 G Bonanza.
>
> Hmmm . . . airplanes of this vintage are
> renowned for high resistance airframes which
> are fertilizer for ground loop issues.
>
>> Plane power alternator. The strobes and wig wag noise is an alternating p
ing/hum. The
>> pitot heat and landing lights are a steady hum. The LED beacon is quiet.
>
>
> Are all the 'hums' the same pitch and do they
> rise and fall with alternator rpm?
>
>> I did found an empty grounding lug on the regulator. All of the above ele
c. devices are grounded
>> to a ground buss which is stainless bolted to a bulkhead.
>
> . . . all this happens behind the cabin?
>
>> Older radios are grounded to various unknown places.
>> The noise goes away when I shut down the engine but haven't tried Turing o
ff the alternator with
>> the engine running.
>
> This is key . . . but I'm betting the noise
> is unique to the alternator and will go
> away with the alternator off. Where is
> the battery in this airplane?
>
>
>> In the mean time would a 16 gauge wire be appropriate to ground the alter
nator?
>
> alternator? above you cited the regulator? If it's
> the regulator then don't worry about it. A regulator
> ground is never root cause of the constellation of
> symptoms you've listed.
>
> Bob . . .
Message 9
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| Subject: | Re: strobe noise |
Just thought of some others things to try to isolate the noise source.
With all the avionics on each one was turned off and on one at a time. No no
ise change
Changed phone plug from intercom Jack to aux jack that=99s wired direc
t to the com through the audio panel, noise remains
Audio panel off, no change noise remains
Changed volume on ADF, KX155, intercom, no change in the Volume of LED based
cyclic noise
The only way to eliminate the noise is to disable the alternator.
I can Check the integrity of the connection to the buss and the alternator B
. What else should be checked?
Bernie
Sent from my iPhone
> On Oct 16, 2020, at 7:32 PM, Bernie <arcticarrow@gmail.com> wrote:
>
> =EF=BBHello Guys
> Made some progress trouble shooting the LED strobe and wig wag noise. Grou
nded the regulator per the plan power installation directions with 16 ga. Wi
re to the firewall battery ground. Also cleaned all the ground lugs at this p
oint.
>
> Ran the engine and have the same noise except when the alternator field is
tripped shutting down the alternator.
>
> Next step will be to confirm the =9CB=9D lead is tight on both
ends. Any other suggestions?
>
> Thanks Bernie
>
> Sent from my iPhone
>
>>> On Oct 14, 2020, at 12:31 PM, Robert L. Nuckolls, III <nuckolls.bob@aero
electric.com> wrote:
>>>
>> =EF=BB At 10:33 AM 10/14/2020, you wrote:
>>> Thanks to all of you for the quick responses. I=99ll be back to th
e airplane in a couple days.
>>>
>>> It is a 1956 G Bonanza.
>>
>> Hmmm . . . airplanes of this vintage are
>> renowned for high resistance airframes which
>> are fertilizer for ground loop issues.
>>
>>> Plane power alternator. The strobes and wig wag noise is an alternating p
ing/hum. The
>>> pitot heat and landing lights are a steady hum. The LED beacon is quiet.
>>
>>
>> Are all the 'hums' the same pitch and do they
>> rise and fall with alternator rpm?
>>
>>> I did found an empty grounding lug on the regulator. All of the above el
ec. devices are grounded
>>> to a ground buss which is stainless bolted to a bulkhead.
>>
>> . . . all this happens behind the cabin?
>>
>>> Older radios are grounded to various unknown places.
>>> The noise goes away when I shut down the engine but haven't tried Turing
off the alternator with
>>> the engine running.
>>
>> This is key . . . but I'm betting the noise
>> is unique to the alternator and will go
>> away with the alternator off. Where is
>> the battery in this airplane?
>>
>>
>>> In the mean time would a 16 gauge wire be appropriate to ground the alte
rnator?
>>
>> alternator? above you cited the regulator? If it's
>> the regulator then don't worry about it. A regulator
>> ground is never root cause of the constellation of
>> symptoms you've listed.
>>
>> Bob . . .
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