Today's Message Index:
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1. 08:21 AM - Re: Fw: VERY interesting discovery . . . (Robert L. Nuckolls, III)
2. 08:46 AM - Re: Re: Z101 switch state question: engine and main bus shutdown (Robert L. Nuckolls, III)
3. 10:35 AM - Re: Re: Z101 switch state question: engine and main bus shutdown (Charlie England)
Message 1
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| Subject: | Re: VERY interesting discovery . . . |
At 08:41 PM 6/7/2023, you wrote:
>I have Hakko FX-888D. Seems weaker than it's 65W. The Hakka tips are
>ferrous throughout per my magnet and filing a notch in one finds no copper.
>
>I'm gonna try Amazon "ShineNow Quality T18 Soldering Tips". eBay
>description is more complete, says "oxygen free pure copper as base,
>plated with iron, coated with nichrome plating and pretinned with
>lead free solder"
Yup . . . that's the definitive description.
Matches that found on Weller products as
well.
>On Tuesday, June 6, 2023, 7:33 PM, Sebastien <cluros@gmail.com> wrote:
>Hi Bob, do you have a recommendation for where I can get copper tips
>for my Hakko FX888D-23BY?
I (and John) are checking out reliable sources.
Will follow up.
Bob . . .
////
(o o)
===========o00o=(_)=o00o========
< Go ahead, make my day . . . >
< show me where I'm wrong. >
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In the interest of creative evolution
of the-best-we-know-how-to-do based
on physics and good practice.
Message 2
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| Subject: | Re: Z101 switch state question: engine and main |
bus shutdown
>I suggest two
>independent switches, one for aux alternator and one for aux bus.
Under what condition would one wish to have independent
control of battery and alternator that drives it? And
how would one recognize and respond to that condition
in flight?
For a lot of years, the z-figures suggested a DPST
on-off switch for battery/alternator. A pullable
crowbar breaker offered means for achieving eliminating
alternator drain for on maintenance on the ground.
All busses in Z101 are dual feed paths for access
to the battery. Driving the battery with short
path from the alternator places it in the most
strategic, worst case functionality.
I think I've suggested before that the aux alternator
be driven with an in-expensive 'ford' style
regulator. It's tested every pre-flight and then
not used for remainder of 99.99% of all flights.
Probability of it failing after successful pre-flight and
for duration of one tank of fuel is vanishingly
small. Using a full-up LR3 regulator in this
service is overkill.
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.
Message 3
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| Subject: | Re: Z101 switch state question: engine and main |
bus shutdown
On 6/9/2023 10:45 AM, Robert L. Nuckolls, III wrote:
>>
>> I suggest two
>> independent switches, one for aux alternator and one for aux bus.
>>
>
> Under what condition would one wish to have independent
> control of battery and alternator that drives it? And
> how would one recognize and respond to that condition
> in flight?
>
Bob,
For me, the critical factor here is not independent control of the
battery; it's that the aux alternator is effectively playing the role of
the internal generation system of a magneto; supplying electrical energy
to the engine, even when the entirety of the airframe is made
electrically 'cold'. As drawn in Z101:
the aux alt cannot be working unless the aux bus is 'hot'. So, if we
make the airframe 'cold', we're left with the battery running the high
current-required engine control/injection system.
My choice on my project was to have both the output and the control
source tied to the *engine* bus, so if muscle memory causes me to shut
down the airframe in an emergency, I can react in the same way that I
trained in old mag/carb aircraft. This leaves the aux alt supplying
current to the engine bus.
Running an automotive style high pressure fuel injection
system/computer/ignition places significantly higher demands on the
electrical system, making battery-only operation a poor choice if
there's any way to avoid it. Real world in-flight tests using a
good-condition PC680 has demonstrated a max endurance of about 40
minutes of battery-only operation, even if the rest of the airframe
loads are minimal. Reading the PC680 capacity specs aligns with
real-world experience. Not acceptable, when it's so easy to work around it.
FWIW,
Charlie
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