Today's Message Index:
----------------------
1. 12:23 AM - Re: Re: fuses in series ()
2. 08:48 AM - Aeroflash tail light & strobe (Paul McAllister)
3. 09:01 AM - Re: wiring schematic RV-10 IFR purpose HB-YKP (Werner Schneider)
4. 10:38 AM - Re: VERY interesting discovery . . . (Robert L. Nuckolls, III)
5. 11:24 AM - Re: wiring schematic RV-10 IFR purpose HB-YKP (Charlie England)
6. 12:48 PM - Re: wiring schematic RV-10 IFR purpose HB-YKP (Werner Schneider)
7. 01:34 PM - Re: wiring schematic RV-10 IFR purpose HB-YKP (Charlie England)
8. 03:17 PM - Re: wiring schematic RV-10 IFR purpose HB-YKP (Werner Schneider)
9. 04:10 PM - Re: wiring schematic RV-10 IFR purpose HB-YKP (Werner Schneider)
10. 04:23 PM - Re: VERY interesting discovery . . . (Sebastien)
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| Subject: | Re: fuses in series |
A question regarding the observation below concerning master switch
placement [=9C A friend of mine crashed his F1 rocket at
during a go-around at full throttle and ended up trapped upside down. He
could smell the fuel from the damaged wing tank but couldn't reach the
master switch. Fortunately the electrical system stayed intact and the
fuel never ignited. =9D:
Q: Is placing the master switch where it is within reach when the pilot
is strapped in a [mostly undocumented] requirement? Should it be?
The comment reminds me of an auto gymkhana where a race-prepped Healey
Sprite suffered a broken throttle return spring and the throttle stuck
wide open. The car was piloted by the racer=99s 16 year-old son,
who was belted in with the race harness. When strapped in he
couldn=99t reach the master off switch, so the car careened around
the office building parking lot venue until it left the
=98track=99, went into and thru the crowd, and finally
dragged one spectator thru the glass curtain wall of the office building
=93 all because the driver couldn=99t reach the master off
switch when needed. Much serious bodily injury and property damage
ensued, and the police cited the youngster for reckless driving [despite
the event being caused by a mechanical failure, and on private property
as opposed to a public street =93 but all that is a story for
another day].
So =93 just wondering how much consideration we do or should give
to being able to reach controls that could become critical in certain
situations.
----------------
All the best,
Al Fuller
From: owner-aeroelectric-list-server@matronics.com
<owner-aeroelectric-list-server@matronics.com> On Behalf Of Sebastien
Sent: Saturday, February 25, 2023 10:35 AM
Subject: Re: AeroElectric-List: Re: fuses in series
We definitely need SOME way to cut electrical power to the aircraft for
several different emergency situations. A battery contactor solves this
for all but the most sudden and catastrophic situations. A friend of
mine crashed his F1 rocket at during a go-around at full throttle and
ended up trapped upside down. He could smell the fuel from the damaged
wing tank but couldn't reach the master switch. Fortunately the
electrical system stayed intact and the fuel never ignited. I don't know
of a single crash where a battery fuse could have changed the outcome.
As for current limiters rated for short starting loads, I flew King Airs
for years with current limiters. We carried spares because they blew on
engine start more than once. Beech eventually replaced them with bus
ties.
When Cessna starts producing single engine aircraft with battery fuses,
I think it will be worth another look. In the meantime I don't see a
benefit to adding odds and ends to a proven system.
On Sat, 25 Feb 2023, 08:38 Matthew S. Whiting, <m.whiting@frontier.com
<mailto:m.whiting@frontier.com> > wrote:
I agree that the likelihood of a direct short of a main battery cable is
small. However, it is not zero and the localized heating from such a
short could ignite combustibles. As long as the cable is kept away from
combustibles, this isn=99t an issue.
The difference in current between starting and a significant short is
pretty large so viable overcurrent protection is feasible. For example,
most engines in EA-B aircraft probably draw 100 amps or less during
starting. It takes a fairly large engine to draw 200 amps (think diesel
pickup truck or larger). Yes, the initial current when the starter is
not turning can be twice or more the normal cranking current, but that
is very short duration and is not likely to blow/trip a 200 A fuse or
breaker. A short circuit of a battery can easily draw 1000 amps or more
which would blow a 200 A fuse fairly quickly.
<https://www.sbsbattery.com/PDFs/VRLAshortCurrentsStorageBatterySystems.p
df> VRLAshortCurrentsStorageBatterySystems
<https://www.sbsbattery.com/PDFs/VRLAshortCurrentsStorageBatterySystems.p
df> PDF Document =C2=B7 163 KB
<https://www.cessnaflyer.org/maintenance-tech/item/1151-save-your-starter
.html> Cessna Flyer Association - Save your Starter
<https://www.cessnaflyer.org/maintenance-tech/item/1151-save-your-starter
.html> cessnaflyer.org
<https://youtu.be/d2nPHWNoDSA> youtu.be
<https://youtu.be/d2nPHWNoDSA>
<https://youtu.be/d2nPHWNoDSA>
<https://youtu.be/d2nPHWNoDSA>
<https://youtu.be/d2nPHWNoDSA> I believe overcurrent protection on a
battery is easily accomplished, but I tend to agree with Bob that the
likelihood of needing this is small. Then again, you can make a similar
argument for the battery contactor. You don=99t see these in the
automobile world as they are deemed unnecessary and for good reason.
One could argue the same for aircraft.
<https://youtu.be/d2nPHWNoDSA>
<https://youtu.be/d2nPHWNoDSA> Matt
<https://youtu.be/d2nPHWNoDSA> Sent from my iPad
<https://youtu.be/d2nPHWNoDSA>
<https://youtu.be/d2nPHWNoDSA> On Feb 25, 2023, at 10:23 AM, GLEN
MATEJCEK <fly4grins@gmail.com> wrote:
<https://youtu.be/d2nPHWNoDSA> =EF=BB
<https://youtu.be/d2nPHWNoDSA>
<https://youtu.be/d2nPHWNoDSA>
<https://youtu.be/d2nPHWNoDSA>
Re: fuses in series
I could see someone following the architecture used in home and building
electrical distribution systems ...
<https://youtu.be/d2nPHWNoDSA>
<https://youtu.be/d2nPHWNoDSA> A couple more data points:
<https://youtu.be/d2nPHWNoDSA>
<https://youtu.be/d2nPHWNoDSA> My 1970's VW Rabbit had a fusible link
in the battery cable, and I guess I wouldn't be shocked to learn many
cars were so equipped without it being general knowledge.
<https://youtu.be/d2nPHWNoDSA>
<https://youtu.be/d2nPHWNoDSA> There are transport category aircraft
with current limiters geographically distributed around the system to
prevent hard faults from taking out the whole system.
<https://youtu.be/d2nPHWNoDSA> No clue if that strategy is based upon
crashworthiness considerations, maintenance considerations, corporate
history, or some combination.
<https://youtu.be/d2nPHWNoDSA>
<https://youtu.be/d2nPHWNoDSA> In my aft-battery RV-8, the fat wire
runs through the crushable structure under the cabin floor, making it
susceptible to pinching and a hard fault in a crash, especially given
the model's tendency to shed its main gear. Not sure the practicality
of trying to size a current limiter that would not open under cranking
loads but still open with a hard fault. The guestimated risk for me
centers on the probability of hitting the planet without knowing it's
coming and thereby not getting the master off in time. Given how I
operate, I judge that to be a low very order threat and one I can live
with.
<https://youtu.be/d2nPHWNoDSA>
<https://youtu.be/d2nPHWNoDSA> YMMV-
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| Subject: | Aeroflash tail light & strobe |
Hi everyone,
A long time ago I installed an Aeroflash combination tail light strobe
assembly on my experimental aircraft. I need to replace it and I=99d
appreciate some advice on what my options are.
Thanks, Paul
Message 3
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| Subject: | Re: wiring schematic RV-10 IFR purpose HB-YKP |
Hello Listeners,
I just wonder if that email was missed.
It's a dual alternator single battery triple feed essential bus setup
for my IFR RV-10.
So far I got one person (thanks John) comments but would appreciate any
further comment.
Thanks a lot
Werner
On 01.06.2023 00:14, werner schneider wrote:
>
> Dear all,
>
> here my 1st attempt, the load analysis is mostly based on manufacturer loads
yet and I did not yet fill all the columns. Distribution is based on the mission
IFR, however it has more on the essential bus then needed, due to the limitation
of 20 slots on the main fuse board.
>
> I have a different approach for the Aux alternator as I had already the SB1B
controller, so by standard the Aux alternator would be switched on together with
the main alternator.
>
> one thing I'm not 100% certain if the Aux alternator switch/bus-sense is on the
right bus, as I would need to have the alternate feed switch on in case I would
switch of the main bus or the Aux alternator would shut down (maybe the bat
bus is the right location?)
>
> Thanks for review an comments/questions.
>
> Cheers Werner
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=510896#510896
>
>
> Attachments:
>
> http://forums.matronics.com//files/my_electrical_load_analysis_488.pdf
> http://forums.matronics.com//files/z101b_hb_ypk_148.pdf
>
>
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| Subject: | Re: VERY interesting discovery . . . |
Follow up:
My shipment of new solid copper tips just
arrived. Got one stuck on the iron post
haste . . .
Whole different world . . .
Bob . . .
////
(o o)
===========o00o=(_)=o00o========
< Go ahead, make my day . . . >
< show me where I'm wrong. >
================================
In the interest of creative evolution
of the-best-we-know-how-to-do based
on physics and good practice.
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| Subject: | Re: wiring schematic RV-10 IFR purpose HB-YKP |
If you're following the Z101 that you attached, the aux alternator
controller should be on the Essential Bus and the bus control should be
as drawn.
On the issue of load distribution across buses, you can extend a 'bus'
by simply adding another fuse block and tying the input posts together.
If 20 isn't enough, just add another 6, or 10, or 12, or whatever slots
with another block and tie their inputs together.
Hope that's helpful,
Charlie
On 6/6/2023 11:00 AM, Werner Schneider wrote:
> <glastar@gmx.net>
>
> Hello Listeners,
>
> I just wonder if that email was missed.
>
> It's a dual alternator single battery triple feed essential bus setup
> for my IFR RV-10.
>
> So far I got one person (thanks John) comments but would appreciate any
> further comment.
>
> Thanks a lot
>
> Werner
>
> On 01.06.2023 00:14, werner schneider wrote:
>> <glastar@gmx.net>
>>
>> Dear all,
>>
>> here my 1st attempt, the load analysis is mostly based on
>> manufacturer loads yet and I did not yet fill all the columns.
>> Distribution is based on the mission IFR, however it has more on the
>> essential bus then needed, due to the limitation of 20 slots on the
>> main fuse board.
>>
>> I have a different approach for the Aux alternator as I had already
>> the SB1B controller, so by standard the Aux alternator would be
>> switched on together with the main alternator.
>>
>> one thing I'm not 100% certain if the Aux alternator switch/bus-sense
>> is on the right bus, as I would need to have the alternate feed
>> switch on in case I would switch of the main bus or the Aux
>> alternator would shut down (maybe the bat bus is the right location?)
>>
>> Thanks for review an comments/questions.
>>
>> Cheers Werner
--
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| Subject: | Re: wiring schematic RV-10 IFR purpose HB-YKP |
Thanks Charlie,
I thought about adding but then, is there a drawback to have a tad more
(about 4) on the essential (as I have aux generator) so the battery only
operation is a very very low probability and I still could switch a few
things off manualy if needed.
Cheers Werner
On 06.06.2023 19:27, Charlie England wrote:
> <ceengland7@gmail.com>
>
> If you're following the Z101 that you attached, the aux alternator
> controller should be on the Essential Bus and the bus control should
> be as drawn.
>
> On the issue of load distribution across buses, you can extend a 'bus'
> by simply adding another fuse block and tying the input posts
> together. If 20 isn't enough, just add another 6, or 10, or 12, or
> whatever slots with another block and tie their inputs together.
>
> Hope that's helpful,
>
> Charlie
>
>
> On 6/6/2023 11:00 AM, Werner Schneider wrote:
>> <glastar@gmx.net>
>>
>> Hello Listeners,
>>
>> I just wonder if that email was missed.
>>
>> It's a dual alternator single battery triple feed essential bus setup
>> for my IFR RV-10.
>>
>> So far I got one person (thanks John) comments but would appreciate any
>> further comment.
>>
>> Thanks a lot
>>
>> Werner
>>
>> On 01.06.2023 00:14, werner schneider wrote:
>>> <glastar@gmx.net>
>>>
>>> Dear all,
>>>
>>> here my 1st attempt, the load analysis is mostly based on
>>> manufacturer loads yet and I did not yet fill all the columns.
>>> Distribution is based on the mission IFR, however it has more on the
>>> essential bus then needed, due to the limitation of 20 slots on the
>>> main fuse board.
>>>
>>> I have a different approach for the Aux alternator as I had already
>>> the SB1B controller, so by standard the Aux alternator would be
>>> switched on together with the main alternator.
>>>
>>> one thing I'm not 100% certain if the Aux alternator
>>> switch/bus-sense is on the right bus, as I would need to have the
>>> alternate feed switch on in case I would switch of the main bus or
>>> the Aux alternator would shut down (maybe the bat bus is the right
>>> location?)
>>>
>>> Thanks for review an comments/questions.
>>>
>>> Cheers Werner
>
>
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| Subject: | Re: wiring schematic RV-10 IFR purpose HB-YKP |
As long as the aux generator can 'tote the load', then it shouldn't be
an issue. But if it can't, I'd probably think twice before loading up
the essential bus that much, for simple human factors reasons. Stress
would be higher from losing the primary alt, so adding to the work load
to remember to load shed sounds like a less than good idea. ;-)
Something else to consider is that I've never had a homebuilt that
survived 1st configuration (meaning as-bought, for me) for very long,
and I'm pretty sure that there are things I'll change on my
project-RV7's wiring that's 'complete'. When you fly for 6 months and
realize that there's one more electrical gadget you'd like to add, from
where will it get power?
I like 'spares'. I've got a spare (used) microwave stashed in the
hangar, to pull out for temporary use if the built-in in the house dies
(and it's been used that way). Spare tools in various locations in the
hangar and in the walk-in area under the house. I have backups for so
many things, my spouse says she thinks I probably have a spare wife
stashed under the house for when she's gone.
So... I have spare slots in my fuse blocks in the current flying RV6
(which I rewired) and the RV7 project.
Charlie
On 6/6/2023 2:42 PM, Werner Schneider wrote:
> <glastar@gmx.net>
>
> Thanks Charlie,
>
> I thought about adding but then, is there a drawback to have a tad more
> (about 4) on the essential (as I have aux generator) so the battery only
> operation is a very very low probability and I still could switch a few
> things off manualy if needed.
>
> Cheers Werner
>
> On 06.06.2023 19:27, Charlie England wrote:
>> <ceengland7@gmail.com>
>>
>> If you're following the Z101 that you attached, the aux alternator
>> controller should be on the Essential Bus and the bus control should
>> be as drawn.
>>
>> On the issue of load distribution across buses, you can extend a 'bus'
>> by simply adding another fuse block and tying the input posts
>> together. If 20 isn't enough, just add another 6, or 10, or 12, or
>> whatever slots with another block and tie their inputs together.
>>
>> Hope that's helpful,
>>
>> Charlie
>>
>>
>> On 6/6/2023 11:00 AM, Werner Schneider wrote:
>>> <glastar@gmx.net>
>>>
>>> Hello Listeners,
>>>
>>> I just wonder if that email was missed.
>>>
>>> It's a dual alternator single battery triple feed essential bus setup
>>> for my IFR RV-10.
>>>
>>> So far I got one person (thanks John) comments but would appreciate any
>>> further comment.
>>>
>>> Thanks a lot
>>>
>>> Werner
>>>
>>> On 01.06.2023 00:14, werner schneider wrote:
>>>> <glastar@gmx.net>
>>>>
>>>> Dear all,
>>>>
>>>> here my 1st attempt, the load analysis is mostly based on
>>>> manufacturer loads yet and I did not yet fill all the columns.
>>>> Distribution is based on the mission IFR, however it has more on the
>>>> essential bus then needed, due to the limitation of 20 slots on the
>>>> main fuse board.
>>>>
>>>> I have a different approach for the Aux alternator as I had already
>>>> the SB1B controller, so by standard the Aux alternator would be
>>>> switched on together with the main alternator.
>>>>
>>>> one thing I'm not 100% certain if the Aux alternator
>>>> switch/bus-sense is on the right bus, as I would need to have the
>>>> alternate feed switch on in case I would switch of the main bus or
>>>> the Aux alternator would shut down (maybe the bat bus is the right
>>>> location?)
>>>>
>>>> Thanks for review an comments/questions.
>>>>
>>>> Cheers Werner
>>
--
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| Subject: | Re: wiring schematic RV-10 IFR purpose HB-YKP |
Thanks Charlie,
I will reconsider and thinking about 2 10 blockes at the position of the
20 block. the aux should, from the calculation, be more then ok to keep
the current essential load but again I will reconsider the split :)
one question about the alternate feed, battery and main contactor are in
the tail behind baggage bulkhead, do I consider right to have the
alternate feed relay at the same place so the hot wire between Battery
and Relay is as short as possible?
Thanks for the feedback
Werner
On 06.06.2023 22:36, Charlie England wrote:
> <ceengland7@gmail.com>
>
> As long as the aux generator can 'tote the load', then it shouldn't be
> an issue. But if it can't, I'd probably think twice before loading up
> the essential bus that much, for simple human factors reasons. Stress
> would be higher from losing the primary alt, so adding to the work
> load to remember to load shed sounds like a less than good idea. ;-)
>
> Something else to consider is that I've never had a homebuilt that
> survived 1st configuration (meaning as-bought, for me) for very long,
> and I'm pretty sure that there are things I'll change on my
> project-RV7's wiring that's 'complete'. When you fly for 6 months and
> realize that there's one more electrical gadget you'd like to add,
> from where will it get power?
>
> I like 'spares'. I've got a spare (used) microwave stashed in the
> hangar, to pull out for temporary use if the built-in in the house
> dies (and it's been used that way). Spare tools in various locations
> in the hangar and in the walk-in area under the house. I have backups
> for so many things, my spouse says she thinks I probably have a spare
> wife stashed under the house for when she's gone.
>
> So... I have spare slots in my fuse blocks in the current flying RV6
> (which I rewired) and the RV7 project.
>
> Charlie
>
> On 6/6/2023 2:42 PM, Werner Schneider wrote:
>> <glastar@gmx.net>
>>
>> Thanks Charlie,
>>
>> I thought about adding but then, is there a drawback to have a tad more
>> (about 4) on the essential (as I have aux generator) so the battery only
>> operation is a very very low probability and I still could switch a few
>> things off manualy if needed.
>>
>> Cheers Werner
>>
>> On 06.06.2023 19:27, Charlie England wrote:
>>> <ceengland7@gmail.com>
>>>
>>> If you're following the Z101 that you attached, the aux alternator
>>> controller should be on the Essential Bus and the bus control should
>>> be as drawn.
>>>
>>> On the issue of load distribution across buses, you can extend a 'bus'
>>> by simply adding another fuse block and tying the input posts
>>> together. If 20 isn't enough, just add another 6, or 10, or 12, or
>>> whatever slots with another block and tie their inputs together.
>>>
>>> Hope that's helpful,
>>>
>>> Charlie
>>>
>>>
>>> On 6/6/2023 11:00 AM, Werner Schneider wrote:
>>>> <glastar@gmx.net>
>>>>
>>>> Hello Listeners,
>>>>
>>>> I just wonder if that email was missed.
>>>>
>>>> It's a dual alternator single battery triple feed essential bus setup
>>>> for my IFR RV-10.
>>>>
>>>> So far I got one person (thanks John) comments but would appreciate
>>>> any
>>>> further comment.
>>>>
>>>> Thanks a lot
>>>>
>>>> Werner
>>>>
>>>> On 01.06.2023 00:14, werner schneider wrote:
>>>>> <glastar@gmx.net>
>>>>>
>>>>> Dear all,
>>>>>
>>>>> here my 1st attempt, the load analysis is mostly based on
>>>>> manufacturer loads yet and I did not yet fill all the columns.
>>>>> Distribution is based on the mission IFR, however it has more on the
>>>>> essential bus then needed, due to the limitation of 20 slots on the
>>>>> main fuse board.
>>>>>
>>>>> I have a different approach for the Aux alternator as I had already
>>>>> the SB1B controller, so by standard the Aux alternator would be
>>>>> switched on together with the main alternator.
>>>>>
>>>>> one thing I'm not 100% certain if the Aux alternator
>>>>> switch/bus-sense is on the right bus, as I would need to have the
>>>>> alternate feed switch on in case I would switch of the main bus or
>>>>> the Aux alternator would shut down (maybe the bat bus is the right
>>>>> location?)
>>>>>
>>>>> Thanks for review an comments/questions.
>>>>>
>>>>> Cheers Werner
>>>
>
>
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| Subject: | Re: wiring schematic RV-10 IFR purpose HB-YKP |
Charlie here Revision B,
aux Load on Essential down to 20A, 5 SPare slots on Main Bus, 2 on
Essential, a bit to redo and order another Busmann block for Bat bus.
Cheers Werner
On 06.06.2023 22:36, Charlie England wrote:
> <ceengland7@gmail.com>
>
> As long as the aux generator can 'tote the load', then it shouldn't be
> an issue. But if it can't, I'd probably think twice before loading up
> the essential bus that much, for simple human factors reasons. Stress
> would be higher from losing the primary alt, so adding to the work
> load to remember to load shed sounds like a less than good idea. ;-)
>
> Something else to consider is that I've never had a homebuilt that
> survived 1st configuration (meaning as-bought, for me) for very long,
> and I'm pretty sure that there are things I'll change on my
> project-RV7's wiring that's 'complete'. When you fly for 6 months and
> realize that there's one more electrical gadget you'd like to add,
> from where will it get power?
>
> I like 'spares'. I've got a spare (used) microwave stashed in the
> hangar, to pull out for temporary use if the built-in in the house
> dies (and it's been used that way). Spare tools in various locations
> in the hangar and in the walk-in area under the house. I have backups
> for so many things, my spouse says she thinks I probably have a spare
> wife stashed under the house for when she's gone.
>
> So... I have spare slots in my fuse blocks in the current flying RV6
> (which I rewired) and the RV7 project.
>
> Charlie
>
> On 6/6/2023 2:42 PM, Werner Schneider wrote:
>> <glastar@gmx.net>
>>
>> Thanks Charlie,
>>
>> I thought about adding but then, is there a drawback to have a tad more
>> (about 4) on the essential (as I have aux generator) so the battery onl
y
>> operation is a very very low probability and I still could switch a few
>> things off manualy if needed.
>>
>> Cheers Werner
>>
>> On 06.06.2023 19:27, Charlie England wrote:
>>> <ceengland7@gmail.com>
>>>
>>> If you're following the Z101 that you attached, the aux alternator
>>> controller should be on the Essential Bus and the bus control should
>>> be as drawn.
>>>
>>> On the issue of load distribution across buses, you can extend a 'bus'
>>> by simply adding another fuse block and tying the input posts
>>> together. If 20 isn't enough, just add another 6, or 10, or 12, or
>>> whatever slots with another block and tie their inputs together.
>>>
>>> Hope that's helpful,
>>>
>>> Charlie
>>>
>>>
>>> On 6/6/2023 11:00 AM, Werner Schneider wrote:
>>>> <glastar@gmx.net>
>>>>
>>>> Hello Listeners,
>>>>
>>>> I just wonder if that email was missed.
>>>>
>>>> It's a dual alternator single battery triple feed essential bus setup
>>>> for my IFR RV-10.
>>>>
>>>> So far I got one person (thanks John) comments but would appreciate
>>>> any
>>>> further comment.
>>>>
>>>> Thanks a lot
>>>>
>>>> Werner
>>>>
>>>> On 01.06.2023 00:14, werner schneider wrote:
>>>>> <glastar@gmx.net>
>>>>>
>>>>> Dear all,
>>>>>
>>>>> here my 1st attempt, the load analysis is mostly based on
>>>>> manufacturer loads yet and I did not yet fill all the columns.
>>>>> Distribution is based on the mission IFR, however it has more on the
>>>>> essential bus then needed, due to the limitation of 20 slots on the
>>>>> main fuse board.
>>>>>
>>>>> I have a different approach for the Aux alternator as I had already
>>>>> the SB1B controller, so by standard the Aux alternator would be
>>>>> switched on together with the main alternator.
>>>>>
>>>>> one thing I'm not 100% certain if the Aux alternator
>>>>> switch/bus-sense is on the right bus, as I would need to have the
>>>>> alternate feed switch on in case I would switch of the main bus or
>>>>> the Aux alternator would shut down (maybe the bat bus is the right
>>>>> location?)
>>>>>
>>>>> Thanks for review an comments/questions.
>>>>>
>>>>> Cheers Werner
>>>
>
>
Message 10
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| Subject: | Re: VERY interesting discovery . . . |
Hi Bob, do you have a recommendation for where I can get copper tips for my
Hakko FX888D-23BY?
Thank you,
Sebastien
[image: 41MKaIyFWPL._SY445_SX342_QL70_ML2_.jpg]
On Tue, Jun 6, 2023 at 10:41=AFAM Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
> Follow up:
>
> My shipment of new solid copper tips just
> arrived. Got one stuck on the iron post
> haste . . .
>
> Whole different world . . .
>
>
> Bob . . .
>
> ////
> (o o)
> ===========o00o=(_)=o00o======
==
> < Go ahead, make my day . . . >
> < show me where I'm wrong. >
> =======================
=========
>
> In the interest of creative evolution
> of the-best-we-know-how-to-do based
> on physics and good practice.
>
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