Today's Message Index:
----------------------
1. 09:16 AM - Jack's Place (Robert L. Nuckolls, III)
2. 11:41 AM - Re: Jack's Place (Christopher Cee Stone)
3. 02:04 PM - flash from the past (Robert L. Nuckolls, III)
4. 02:15 PM - Re: Jack's Place (Robert L. Nuckolls, III)
5. 03:47 PM - Re: Jack's Place (Christopher Cee Stone)
6. 07:09 PM - Re: flash from the past (Christopher Cee Stone)
7. 10:56 PM - Can I closely bundle 120vac with aircraft wiring? (rparigoris)
Message 1
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At 02:11 PM 12/18/2020, you wrote:
>I don't understand the reference...
>
>"This closure method was no doubt 'proofed' by
>Puff-the-Magic-Dragon who resided in Jack Thurman's
>house of horrors."
>
>But this "Jack" guy sounds like a lot of fun ;)
Yeah, we used to joke about 'running the
gauntlet Jack's Place'. My most memorable
experience was during an interval where I
was not an employee of Beech but a supplier.
They were trying to qualify an ov protection
system onto the proposed Model 58 "Lightning", a single
engine, turbine powered airplane. Seems the
alternator on the proposed engine ran 7000
rpm in cruise. It was a 70A machine as I
recall. Seems that every example of ov management
module in inventory could not corral this whirling
dervish 50 times in a row with minimum load
and no battery. The field disconnect relays
contacts would burn up. I knew how to 'fix'
the relays but . . .
My boss, Fred Coslett at Electro-Mech, came to my
desk one morning and cited the problem Beech
was having with the quest. I had an idea gleaned
from some trade magazine for a little different
ov management methodology.
I took one of our production regulator/ov
products (already qualified on Bonanza and
Baron lines) but unsuitable for Lightning
and modified it with a crowbar ov protection
system.
Took it out to Jack's Place and he wired
it to the mock-up. He fired up the test
bench and announced his intention to 'start
out easy' . . . idle rpm, battery on line.
"Naw," says me. "Let's give it the acid test
right out of the gate."
He set it up and punched the fault button.
Unlike virtually all of the previously
tested products, it seemed as if nothing
happened . . . except for a short brightening
of lights and system voltage dropping to
battery voltage. He looked at the chart
recorder and it showed the typical fast
rise to 32 volts where it abruptly relaxed
and dropped to battery voltage.
"Hmmm" says Jack, "Wonder it will stand
50 repeats with the 51st being identical to
first."
I told him that he could run 100 tests and they
would all be the same . . . the 'test' wasn't
exercising MY ov management system, it was
only proving the circuit breaker qualified to
Beech requirements decades ago.
My modified regulator/ov was a shoo-in for the
Lightning. It would have been the first crowbar
system to get approved on a TC aircraft . . . then
they canceled the program. Last time I saw
the Lightning, it was sitting outside one of
Rutan's hangars at Mojave. I spotted it while
wandering the airport on the evening of Voyager
roll-out. Heard later that Burt acquired the
58P carcass to salvage the engine and instruments.
It would be 10-15 years later than crowbar
ov was qualified onto TC aircraft as a feature
in B&C's standby alternator offerings. Voyager
was among the first to fly with crowbar protection
along with B&C's family of OBAM aircraft
customers.
Nowadays, crowbar protection has found its
way into a number of TC regulator/ov products . . .
don't think it ever found its way onto
Electro-Mech products . . . but the genesis
occurred at EMI and was birthed in Jack's Place.
>Also, what's a 30 Series airplane? The picture looks like a
>Production aircraft but I can't identify it. (I'm gonna guess...
>Cessna 210 ???)
That picture was taken on the A36 production
line at Beech. That was in Plant II and before
the line was moved to Mexico. I think Beech
was the 4th aircraft company to occupy that
building . . . it's gone now . . . replaced
by a Costco.
Bob . . .
Un impeachable logic: George Carlin asked, "If black boxes
survive crashes, why don't they make the whole airplane
out of that stuff?"
Message 2
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| Subject: | Re: Jack's Place |
Beech 38-P
[image: image.png]
[image: image.png]
Chris Stone
RV-8
On Tue, Dec 22, 2020 at 9:25 AM Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
> At 02:11 PM 12/18/2020, you wrote:
>
> I don't understand the reference...
>
> "This closure method was no doubt 'proofed' by
> Puff-the-Magic-Dragon who resided in Jack Thurman's
> house of horrors."
>
> But this "Jack" guy sounds like a lot of fun ;)
> Yeah, we used to joke about 'running the
> gauntlet Jack's Place'. My most memorable
> experience was during an interval where I
> was not an employee of Beech but a supplier.
>
> They were trying to qualify an ov protection
> system onto the proposed Model 58 "Lightning", a single
> engine, turbine powered airplane. Seems the
> alternator on the proposed engine ran 7000
> rpm in cruise. It was a 70A machine as I
> recall. Seems that every example of ov management
> module in inventory could not corral this whirling
> dervish 50 times in a row with minimum load
> and no battery. The field disconnect relays
> contacts would burn up. I knew how to 'fix'
> the relays but . . .
>
> My boss, Fred Coslett at Electro-Mech, came to my
> desk one morning and cited the problem Beech
> was having with the quest. I had an idea gleaned
> from some trade magazine for a little different
> ov management methodology.
>
> I took one of our production regulator/ov
> products (already qualified on Bonanza and
> Baron lines) but unsuitable for Lightning
> and modified it with a crowbar ov protection
> system.
>
> Took it out to Jack's Place and he wired
> it to the mock-up. He fired up the test
> bench and announced his intention to 'start
> out easy' . . . idle rpm, battery on line.
> "Naw," says me. "Let's give it the acid test
> right out of the gate."
>
> He set it up and punched the fault button.
> Unlike virtually all of the previously
> tested products, it seemed as if nothing
> happened . . . except for a short brightening
> of lights and system voltage dropping to
> battery voltage. He looked at the chart
> recorder and it showed the typical fast
> rise to 32 volts where it abruptly relaxed
> and dropped to battery voltage.
>
> "Hmmm" says Jack, "Wonder it will stand
> 50 repeats with the 51st being identical to
> first."
>
> I told him that he could run 100 tests and they
> would all be the same . . . the 'test' wasn't
> exercising MY ov management system, it was
> only proving the circuit breaker qualified to
> Beech requirements decades ago.
>
> My modified regulator/ov was a shoo-in for the
> Lightning. It would have been the first crowbar
> system to get approved on a TC aircraft . . . then
> they canceled the program. Last time I saw
> the Lightning, it was sitting outside one of
> Rutan's hangars at Mojave. I spotted it while
> wandering the airport on the evening of Voyager
> roll-out. Heard later that Burt acquired the
> 58P carcass to salvage the engine and instruments.
>
> It would be 10-15 years later than crowbar
> ov was qualified onto TC aircraft as a feature
> in B&C's standby alternator offerings. Voyager
> was among the first to fly with crowbar protection
> along with B&C's family of OBAM aircraft
> customers.
>
> Nowadays, crowbar protection has found its
> way into a number of TC regulator/ov products . . .
> don't think it ever found its way onto
> Electro-Mech products . . . but the genesis
> occurred at EMI and was birthed in Jack's Place.
>
>
> Also, what's a 30 Series airplane? The picture looks like a Production
> aircraft but I can't identify it. (I'm gonna guess... Cessna 210 ???)
>
>
> That picture was taken on the A36 production
> line at Beech. That was in Plant II and before
> the line was moved to Mexico. I think Beech
> was the 4th aircraft company to occupy that
> building . . . it's gone now . . . replaced
> by a Costco.
>
>
> Bob . . .
>
> Un impeachable logic: George Carlin asked, "If black boxes
> survive crashes, why don't they make the whole airplane
> out of that stuff?"
>
Message 3
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| Subject: | flash from the past |
While digging out the only picture I had of the
Beech 38, I ran across some files marking an important
milestone in my electron-herding history.
This short video demonstrates a production version
of a patient transporter that was developed here
in Wichita circa 1969-1971.
Ken Razak, former Dean of Engineering at Wichita
University hired me out of Cessna's Technical
Publications department to design and fabricate
electrical components of the machine. This was
my first design job exactly 50 years ago.
https://tinyurl.com/ybpegpo5
I have to give Ken a lion's share of the credit
for seeing potential in me that I couldn't even
have imagined at the time. We worked together on
various ventures for the next 30 years.
Bob . . .
Message 4
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| Subject: | Re: Jack's Place |
Chris,
Thank you so much for the pictures. I was not employed
at Beech during this program so my contact with
the project was limited to EMI's proposed alternator
controller.
I looked up the following information on N241FP:
2006 BAYLES RICHARD L LIGHTNING
Fixed wing single engine
(6 seats / 1 engine)
BEECHCRAFT HERITAGE MUSEUM INC
TULLAHOMA , TN, US
(Corporation)
This looks like an OBAM aircraft project. Quite
an undertaking!
Bob . . .
Message 5
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| Subject: | Re: Jack's Place |
A combination of Bonanza parts... Well done in the Beech tradition!
Chris
<snip>
I looked up the following information on N241FP:
2006 BAYLES RICHARD L LIGHTNING
Fixed wing single engine
(6 seats / 1 engine)
On Tue, Dec 22, 2020 at 2:23 PM Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
> Chris,
>
> Thank you so much for the pictures. I was not employed
> at Beech during this program so my contact with
> the project was limited to EMI's proposed alternator
> controller.
>
> I looked up the following information on N241FP:
>
> 2006 BAYLES RICHARD L LIGHTNING
> Fixed wing single engine
> (6 seats / 1 engine)
>
> BEECHCRAFT HERITAGE MUSEUM INC
> TULLAHOMA , TN, US
> (Corporation)
>
> This looks like an OBAM aircraft project. Quite
> an undertaking!
>
> Bob . . .
>
>
Message 6
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| Subject: | Re: flash from the past |
Wow!
I remember those heady days in engineering... In my case with degree in
hand, out to change the world. Wide paisley ties included! Shag
heirloom gold carpets too!
Thanks for sharing... great memories!
.chris
On Tue, Dec 22, 2020 at 4:40 PM Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
> While digging out the only picture I had of the
> Beech 38, I ran across some files marking an important
> milestone in my electron-herding history.
>
> This short video demonstrates a production version
> of a patient transporter that was developed here
> in Wichita circa 1969-1971.
>
> Ken Razak, former Dean of Engineering at Wichita
> University hired me out of Cessna's Technical
> Publications department to design and fabricate
> electrical components of the machine. This was
> my first design job exactly 50 years ago.
>
> https://tinyurl.com/ybpegpo5
>
> I have to give Ken a lion's share of the credit
> for seeing potential in me that I couldn't even
> have imagined at the time. We worked together on
> various ventures for the next 30 years.
>
> Bob . . .
>
Message 7
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| Subject: | Can I closely bundle 120vac with aircraft wiring? |
Hi Group I'm installing a two Reiff heaters on my Rotax 914. One on the oil tank
(50 watts) and one on the engine sump (100 watts). I want to closely wire the
120vac with airplane harness. There's engine sensors, Rotax TCU and sensors
among other things. Can closely bundling 120vac cause any problems? Thx. Ron P.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=499769#499769
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