Return-Path: Received: from out010.verizon.net ([206.46.170.133] verified) by logan.com (CommuniGate Pro SMTP 4.2.8) with ESMTP id 620530 for flyrotary@lancaironline.net; Mon, 24 Jan 2005 22:56:04 -0500 Received-SPF: pass receiver=logan.com; client-ip=206.46.170.133; envelope-from=finn.lassen@verizon.net Received: from verizon.net ([4.12.145.173]) by out010.verizon.net (InterMail vM.5.01.06.06 201-253-122-130-106-20030910) with ESMTP id <20050125035531.JWNL24714.out010.verizon.net@verizon.net> for ; Mon, 24 Jan 2005 21:55:31 -0600 Message-ID: <41F5C331.5000401@verizon.net> Date: Mon, 24 Jan 2005 22:55:29 -0500 From: Finn Lassen User-Agent: Mozilla/5.0 (Windows; U; Windows NT 5.1; en-US; rv:1.4) Gecko/20030624 Netscape/7.1 (ax; PROMO) X-Accept-Language: en-us, en MIME-Version: 1.0 To: Rotary motors in aircraft Subject: Re: [FlyRotary] Re: Battery load test References: In-Reply-To: Content-Type: multipart/alternative; boundary="------------000900080905090509010404" X-Authentication-Info: Submitted using SMTP AUTH at out010.verizon.net from [4.12.145.173] at Mon, 24 Jan 2005 21:55:31 -0600 This is a multi-part message in MIME format. --------------000900080905090509010404 Content-Type: text/plain; charset=us-ascii; format=flowed Content-Transfer-Encoding: 7bit Funny you should mention that. That's what I use as a master switch (this one is a round one with a red plastic "key"), mounted directly on the battery plus terminal. No master contactor (solenoid) to drain the battery. I usually leave it on when not tied down at home and always get helpful comments about how I've left the power on (engine monitor warning LED is lit). But actual power draw between my EM and handheld Icom and GPS is well less that 0.5 amp. Can sit there 1/2 day and still no problem starting. And yes it is very convenient when fiddling with engine, starter, etc. to be comfortable that there is no power out there to be shorted to ground. Finn Paul wrote: > Hi, Mark....unfortunately, I am presently working as a heavy truck > mechanic (18 wheelers), and I have been on many a road call where the > starter was stuck engaged.On a few units, once I disconnected the > batteries (4 of them) the starter would be OK to use again. On two of > the trucks, I could not get to them in time, and it burned the wiring > harness so badly that the whole harness had to be replaced. The other > tractor burned to the ground. Melted all the tires, all windows gone, > all fiberglass hood and fender parts melted....not a pretty picture. > I have a quick disconnect on the negative terminal on my motor > home so that if the starter solenoid should hang up, I can simply open > the blade-style switch and disconnect the battery. Hopefully I will > never need it, but it's nice to know it's there just in case. I have > been looking at the various battery switches/quick disconnects at West > Marine, and have been considering one for my aircraft. Heck, it's > convenient jus to be able to quick-disconnect the battery when working > on the panel, fuel pumps, spark plugs/wires, etc. Just a thought. > Paul Conner > > ----- Original Message ----- > From: Mark R Steitle > To: Rotary motors in aircraft > Sent: Monday, January 24, 2005 8:47 AM > Subject: [FlyRotary] Re: Battery load test > > Wendell, > > There is some benefit to using a starter relay in addition to the > starter solenoid. The argument is that this arrangement will keep > the fat wire going to the starter from being always hot. Also, > I've heard stories of starter solenoids sticking with no way to > stop the starter until it runs the battery dead. Not sure I buy > that argument though. I tied my alternator B+ wire to the battery > terminal on the solenoid (mounted on firewall) rather than running > it all the way back to the battery (in the tail). I also picked > up on the same B+ terminal to provide power to the Main Power > Buss. This saved about 25' of heavy gauge wire, offsetting the > weight of the solenoid. > > > > Mark S. > > > > > > > > Refering to the battery going directly to the starter, most > all starters with built in solinoids are so wired. I remember > having a starter to hang on occasion and drain the battery or > ruin the starter. Is it practicle to use a relay in > conjunction with the starter/solenoid set up? > > Wendell > > ------------------------------------------------------------------------ > No virus found in this incoming message. > Checked by AVG Anti-Virus. > Version: 7.0.300 / Virus Database: 265.7.2 - Release Date: 1/21/2005 > >------------------------------------------------------------------------ > >No virus found in this outgoing message. >Checked by AVG Anti-Virus. >Version: 7.0.300 / Virus Database: 265.7.3 - Release Date: 1/24/2005 > > >------------------------------------------------------------------------ > > > >>> Homepage: http://www.flyrotary.com/ >>> Archive: http://lancaironline.net/lists/flyrotary/List.html >>> >>> --------------000900080905090509010404 Content-Type: text/html; charset=us-ascii Content-Transfer-Encoding: 7bit Funny you should mention that. That's what I use as a master switch (this one is a round one with a red plastic "key"), mounted directly on the battery plus terminal. No master contactor (solenoid) to drain the battery. I usually leave it on when not tied down at home and always get helpful comments about how I've left the power on (engine monitor warning LED is lit). But actual power draw between my EM and handheld Icom and GPS is well less that 0.5 amp. Can sit there 1/2 day and still no problem starting.

And yes it is very convenient when fiddling with engine, starter, etc. to be comfortable that there is no power out there to be shorted to ground.

Finn

Paul wrote:
Hi, Mark....unfortunately, I am presently working as a heavy truck mechanic (18 wheelers), and I have been on many a road call where the starter was stuck engaged.On a few units, once I disconnected the batteries (4 of them) the starter would be OK to use again.  On two of the trucks, I could not get to them in time, and it burned the wiring harness so badly that the whole harness had to be replaced.  The other tractor burned to the ground. Melted all the tires, all windows gone, all fiberglass hood and fender parts melted....not a pretty picture. 
      I have a quick disconnect on the negative terminal on my motor home so that if the starter solenoid should hang up, I can simply open the blade-style switch and disconnect the battery. Hopefully I will never need it, but it's nice to know it's there just in case.  I have been looking at the various battery switches/quick disconnects at West Marine, and have been considering one for my aircraft.  Heck, it's convenient jus to be able to quick-disconnect the battery when working on the panel, fuel pumps, spark plugs/wires, etc.  Just a thought.  Paul Conner
----- Original Message -----
Sent: Monday, January 24, 2005 8:47 AM
Subject: [FlyRotary] Re: Battery load test

Wendell,

There is some benefit to using a starter relay in addition to the starter solenoid.  The argument is that this arrangement will keep the fat wire going to the starter from being always hot.  Also, I’ve heard stories of starter solenoids sticking with no way to stop the starter until it runs the battery dead.  Not sure I buy that argument though.  I tied my alternator B+ wire to the battery terminal on the solenoid (mounted on firewall) rather than running it all the way back to the battery (in the tail).  I also picked up on the same B+ terminal to provide power to the Main Power Buss.  This saved about 25’ of heavy gauge wire, offsetting the weight of the solenoid.

 

Mark S.

    

 

 

Refering to the battery going directly to the starter,  most all starters with built in solinoids are so wired.  I remember having a starter to hang on occasion and drain the battery or ruin the starter.  Is it practicle to use a relay in conjunction with the starter/solenoid set up?

Wendell

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