AeroElectric-Archive.digest.vol-gt
March 03, 2007 - March 13, 2007
>Hi Bob ...
>Couldn't agree more with the idea of using a venturi's to drive a
>single instrument. The idea of driving a vacuum driven horizon has
>pulled at me for some time. The group of three info providing life
>savers ... attitude, airspeed and altitude are all air driven and
>simple. The only one needing vacuum could easily be driven with an
>8" venturi. The venturi does require high velocity air over and
>through it to pull the vacuum. My son and I were experimenting
>yesterday with a venturi 6" long X 2" diameter. It will drive a
>turn needle (as it's designed to do) but a horizon needs more beef
>to sustain it. I like the idea of putting the venturi in the cowl
>exit air and I will try that with a couple other venturi's. I also
>will create a gill type venturi which could be placed on the side of
>the fuselage, right beside the inst panel so the vacuum could be
>within about a foot of the horizon. When I have the mods completed
>on my RV4 (before Spring) it will be used for this test bed. The
>venturi is but one of these test items. Has anyone on the list
>messed with a gill type venturi? My fondest hope would be to
>create something made similar a NACA vent that could simply be
>bonded/riveted onto the sheet metal and plug in a vacuum
>line. Done! It's probably more involved than just that but it's
>the essence of the thought.
>
>You have to admit Bob, one peek at a vacuum horizon is worth 20
>peeks at a T&B ... : )
>Jerry Grimmonpre
>----- Original Message -----
>From: <mailto:BobsV35B(at)aol.com>BobsV35B(at)aol.com
>To: aeroelectric-list(at)matronics.com
>Sent: Friday, March 02, 2007 4:00 PM
>Subject: AeroElectric-List: Backup Electric Vacuum Pump
>
>Good Afternoon Steve,
>
>What I don't understand is why more folks don't use venturi's. They
>work well, are cheap and are very reliable. If they are mounted on
>the belly in the path of the airflow from the engine, they even have
>reasonable protection from ice.
>
>Many airplanes flew in heavy IFR weather for many years using
>nothing but a venturi to power all of the instruments. What gave
>venturi's a bad name was when foolish people started to mount them
>on the side of the fuselage instead in the airstream behind the
>engine. I have a small venturi powering a single T&B. If all else
>fails, I can easily control the airplane with just that one T&B. If
>I have any altitude information at all it is easy. Add a handheld
>GPS and I have more than the fanciest airplanes had in the thirties.
>
>One point though. Partial panel can be done with a turn coordinator,
>but I much prefer the classic T&B. It is about the most reliable
>mechanical instrument we have ever had. Some day, I am sure there
>will be a solid state turn indicator that will replace the T&B.
>However, until that time. Get a T&B, power it with a small venturi
>and spend a thousand bucks on dual training getting thoroughly
>familiar with using the T&B to control the airplane.
>
>Happy Skies,
>
>Old Bob
>
>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckollsr(at)cox.net> |
>
>
>
>N1DeltaWhiskey(at)comcast wrote:
> > What is the voltage drop you expect in #4 vs. #2 wire for a 6' run
> (out and back) while flowing about 250 amps?
>This is apparently about a Rotax 91x engine, though? The starter relay
>supplied with my kitplane for a 912/914 is 70A. More consistent with the
>kW spec of the starter motor. Maybe 50A average?
"Ratings" on switching contacts are to be considered with
a grain of salt . . . or sand. The probability of satisfactory
service life is only loosely related to "ratings".
The ratings are based on numbers of times a contact can
SWITCH certain kinds of loads . . . interestingly enough,
starter motors on engines are almost NEVER included in
the suite of standard loads for the establishment of
ratings.
For example, the el-cheeso battery contactors used on
tens of thousands of GA aircraft are RATED at 70A, yet
we've routinely cranked engines through these devices
with draws of 200-300 amps for decades. Given the enduring
presence of these critters in the marketplace, one must
deduce that users are seeing a satisfactory service life.
I.e., good value for the investment.
The thing that's hard on devices that switch starters is
not the average running current. The switch-killer
is the locked-rotor or inrush current that flows in the
milliseconds that the motor is accelerating up from
zero velocity while at the same time, contacts on the
switch are making MULTIPLE closures. See:
http://www.aeroelectric.com/Pictures/Curves/switch_transition.jpg
These are switches and not contactors but the effects
are similar for all such devices. In a millisecond to
a millisecond and a half, these switches close, open
and re-close many times.
This is why we SWITCH starter loads with STARTER CONTACTORS.
These have exceedingly thin and light contacts compared
to continuous duty contactors . . . these contacts are
driven together with much greater force so as to minimize
the bouncing and contact resistance. See:
http://www.aeroelectric.com/Pictures/Contactors/S702-1b.jpg
Another consideration for service life is total operations
per flight hour extrapolated out to total operations per
year. In the average GA aircraft, any switch or contactor
is hard pressed to see more than a few hundred operations
per year . . . a device that is RATED in the tens of thousands
of operations at RATED loads that may not be representative
of what the switch really sees in the airplane.
It's easy to see that many components might deliver satisfactory
service life in terms of chronological age in the airplane
in spite of being "overloaded" with respect to catalog ratings.
Keep in mind too that connections, and contacts for switching
devices ADD TO THE TOTAL loop resistance and may DOUBLE the
total loop resistance when compared wire resistance alone.
These are some of the reasons why it's not terribly useful
to agonize over the resistance of 2AWG vs 4AWG or the ratings
of any particular switch or contactor over another. The
ultimate test of your cranking system's ability to get the
engine moving is only measurable with some pretty sophisticated
test equipment. I have a DAS that will gather 2000 samples per
second so that instantaneous energy losses in the various
components and wire lengths can be quantified and decisions
made for optimization.
I'm not trying to discourage anyone from a quest to understand
the finer details of their ship's electrical system . . . but
know too that decisions made on rudimentary, single item
calculations and/or catalog data for components may not
stand on solid physics.
Bob . . .
________________________________________________________________________________
| From: | BobsV35B(at)aol.com |
| Subject: | Backup Electric Vacuum Pump |
In a message dated 3/3/2007 1:31:39 P.M. Central Standard Time, jerry(at)mc.net
writes:
You have to admit Bob, one peek at a vacuum horizon is worth 20 peeks at a
T&B ... : )
Jerry Grimmonpre
Good Afternoon Jerry,
I am not so sure I would agree. It is possible to have two artificial
horizons that are both active and that change attitude when you roll, but one
may
be accurate and the other not. You have to decide which is correct.
Attitude gyros do occasionally get the "leans".
In at least ninety-nine and forty-four one hundredths of a percent of the
times, if the T&B is wiggling, it is working.
And, if we are confused as to where up is, it is hard to believe an
instrument that does not agree with our senses. However, we don't have to agree
with
the T&B. If it says we are not turning , we will survive. It makes no
difference at all where we think up is. No turns, no problem!
Not only that, but even a cheap old airline pilot can afford one.
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Air Park LL22
Downers Grove, IL 60516
630 985-8503
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________________________________________________________________________________
| From: | BobsV35B(at)aol.com |
| Subject: | Backup Electric Vacuum Pump |
Good Afternoon Dave,
I don't think doing whatever anyone wants to do to their personal
experimental aircraft is ever insane.
And, as a matter of fact, my 1978 Bonanza is now an all electric machine, so
I do agree that going all electric is a reasonable thing to do.
If someone does wish to add another back up to whatever is being used,
adding a single T&B powered by a single Venturi is about as light and cheap as
any
standby can be.
There is absolutely no requirement in the FARs that any of our older
airplanes have any redundancy at all. My first Bonanza had one vacuum pump, one
vacuum T&B, and one vacuum directional gyro. No attitude gyro and no back up for
the Vacuum. Perfectly legal for IFR at the time.
I added an electric T&B because I wanted a little more redundancy than was
installed in the airplane when I bought it. When the Attitude Gyro was added
to the list of instruments required for IFR light, I added a vacuum driven
attitude gyro. Still -- No redundancy required.
While some of the more recently approved airplanes do have redundancy built
into their certification limitations, we have no more requirement for
redundancy that do the homebuilders among us.
To each his own and all that stuff!
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Air Park LL22
Downers Grove, IL 60516
630 985-8503
In a message dated 3/3/2007 2:05:45 P.M. Central Standard Time,
N6030X(at)DaveMorris.com writes:
I don't know about you guys, but if I were building an experimental
and had no Type Certificate I had to abide by, I would be spending my
time figuring out how to build a bullet proof electrical system and
getting rid of anything that had the word Vacuum in it. It's an old,
archaic technology that, at the present date, serves ONLY to make
gyros cheaper. The vacuum pumps are less reliable or long-lived than
an alternator, and you're basically building a parallel power system
for gyros that adds weight and complexity, hoses, filters, etc, and
so on. If you've got redundant electrical, and you are now worrying
about a backup vacuum system, you're basically building QUADRUPLE
parallel systems to power gyros. That's insane to me.
**************************************
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________________________________________________________________________________
| From: | "Jerry Grimmonpre" <jerry(at)mc.net> |
| Subject: | Re: Backup Electric Vacuum Pump |
Old Bob ...
Wouldn't you opt for a vacuum horizon, even one that has the leans when
the EFIS locks up on final to an instrument runway? This has happened
while vectored to a runway not selected in the EFIS. It ended happily
to another pilot who resorted to backup instruments. Any instrument or
piece of hardware that will get your wings near level, even a leaning
vacuum driven horizon, is better than none at all . Bottom line is EFIS
requires back up stuff to level the wings and stay out of the weeds ...
autopilot, vac horizon, t&b, altimeter and airspeed. Betting on EFIS
alone is something not even Boeing does.
Jerry ...
________________________________________________________________________________
| From: | BobsV35B(at)aol.com |
| Subject: | Backup Electric Vacuum Pump |
Good Evening Jerry,
I like the T&B.
If I had to choose between having only an artificial horizon or only a T&B ,
I would take the T&B every time.
The company took away our T&Bs back when I was flying the 720. I flew it
between 1968 and 1972 so imagine the T&B was eliminated in about 1970. I do
recall that the first time I got in turbulence after that was when I first missed
the T&B. I had not realized I had been using it to kill the Dutch roll, but
as soon as it started, my eyes fell to where the T&B had been located.
I realize that I also suffer from the disease of primacy. When I was getting
my instrument training, we were not allowed to use an Artificial Horizon or
a Directional Gyro. All the training and all the check rides were done
strictly on partial panel.
I managed to learn how to use those fancy gyros later in life, but I have
always reverted to the T&B when things started to get confusing. Since I tend
to get confused easily, I looked at the T&B a lot!
It is still the most reliable mechanical instrument available.
And it is light, cheap, and simple.
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Air Park LL22
Downers Grove, IL 60516
630 985-8503
In a message dated 3/3/2007 4:25:28 P.M. Central Standard Time, jerry(at)mc.net
writes:
Old Bob ...
Wouldn't you opt for a vacuum horizon, even one that has the leans when the
EFIS locks up on final to an instrument runway? This has happened while
vectored to a runway not selected in the EFIS. It ended happily to another
pilot who resorted to backup instruments. Any instrument or piece of hardware
that will get your wings near level, even a leaning vacuum driven horizon, is
better than none at all . Bottom line is EFIS requires back up stuff to level
the wings and stay out of the weeds ... autopilot, vac horizon, t&b,
altimeter and airspeed. Betting on EFIS alone is something not even Boeing does.
Jerry ...
**************************************
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________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckollsr(at)cox.net> |
| Subject: | Re: Backup Electric Vacuum Pump |
>Old Bob ...
>Wouldn't you opt for a vacuum horizon, even one that has the leans when
>the EFIS locks up on final to an instrument runway? This has happened
>while vectored to a runway not selected in the EFIS. It ended happily to
>another pilot who resorted to backup instruments. Any instrument or piece
>of hardware that will get your wings near level, even a leaning vacuum
>driven horizon, is better than none at all . Bottom line is EFIS requires
>back up stuff to level the wings and stay out of the weeds ... autopilot,
>vac horizon, t&b, altimeter and airspeed. Betting on EFIS alone is
>something not even Boeing does.
>Jerry ...
The least expensive, lightest, most useful and simplest
backup for any panel presentation of attitude
is the GPS aided wing leveler. If one is concerned
for reducing risks for failure of some piece of panel
equipment degrading the day's flight into an unhappy
event, the most risk free reversion mode is to let
a/p take over.
Bob . . .
----------------------------------------
( IF one aspires to be "world class", )
( what ever you do must be exercised )
( EVERY day . . . )
( R. L. Nuckolls III )
----------------------------------------
________________________________________________________________________________
| From: | "Chris Byrne" <jack.byrne(at)bigpond.com> |
| Subject: | Re: Stereo Input Jack |
G'Day Carl
Thanks for your help Carl. I am still a bit confused though. I should
have been a bit clearer, I am trying to wire the female socket. This
sort of stuff is not my forte. Stein did mine and I did clarify it once
with them but have lost the info, I have had a bit going on lately. I
might just have to pester them again.
Mine should have flown in Jan but I have had a bit of a hiatus.
Regards
Chris
----- Original Message -----
From: Carl Morgan
To: aeroelectric-list(at)matronics.com
Sent: Saturday, March 03, 2007 6:28 PM
Subject: RE: AeroElectric-List: Stereo Input Jack
Hi Chris,
Assuming your harness was made be Stark (which I think it was) and it
is the same as mine....
DB44-340-J2:23 - Music 1 L In Audio In - White
DB44-340-J2:24 - Music 1 R In Audio In - White/Orange
DB44-340-J2:25 - Music 1 Return Audio In - White/Blue
Standard 3.5 mm music jack
Tip - Left Channel
Ring - Right Channel
Sleeve - Ground / Common
HTH,
Carl
--
ZK-VII - RV 7A QB - finishing? - New Zealand
http://www.rvproject.gen.nz/
-----Original Message-----
From: Chris Byrne [mailto:jack.byrne(at)bigpond.com]
Sent: Saturday, 3 March 2007 7:45 p.m.
To: aeroelectric-list(at)matronics.com
Subject: AeroElectric-List: Stereo Input Jack
I have a stereo jack to install for input to a GMA 340.
The jack has one long lug which I will attach the white wire to.
The jack has 2 shorter lugs, a bronze colour and a silver colour. I
have a 3 wire cable from the GMA340 wired by the supplier. Which lug
should the white/blue wire and the white/orange wire go to or dosnt it
matter.
The logic to the earphone jack is white/blue to tip and white/
orange to the ring if that helps.
Thanks
Chris Byrne
SYDNEY
href="http://www.matronics.com/Navigator?AeroElectric-List">http://www.
matronics.com/Navigator?AeroElectric-List
href="http://forums.matronics.com">http://forums.matronics.com
-------------------------------------------------------------------------
-----
2/03/2007 4:19 PM
________________________________________________________________________________
| From: | BobsV35B(at)aol.com |
| Subject: | Re: Backup Electric Vacuum Pump |
In a message dated 3/3/2007 4:40:52 P.M. Central Standard Time, Bobs V35B
writes:
Betting on EFIS alone is something not even Boeing does.
Jerry ...
Just a bit more Jerry,
I am not ready to rely on having nothing but glass. In fact, I do not
believe I will buy a glass cockpit for several years, if ever. I am happy with
the
classic instruments and I will buy as cheap an MFD as I can get to play with
while I fly the airplane in reference to "traditional" information.
I would imagine that I will buy glass when it becomes cheaper than
traditional instrumentation. I DO believe that will eventually happen. Odds are
that
I will still have an Airspeed, T&B and Altimeter all in a row very close to
my primary scan area!
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Air Park LL22
Downers Grove, IL 60516
630 985-8503
**************************************
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email to everyone. Find out more about what's free from AOL at
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________________________________________________________________________________
| From: | BobsV35B(at)aol.com |
| Subject: | Backup Electric Vacuum Pump |
Good Evening Bob,
I do agree that having a wing leveler is a great idea.
I even like the way Mooney hooked it up so that we had to press on a button
any time we wanted to hand fly the airplane, but I do not believe you will
find ANY wing leveler that can be installed as cheaply as can a venturi powered
vacuum T&B.
An electrically powered T&B is even cheaper if you do not count the cost of
having an electrical system to power it.
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Air Park LL22
Downers Grove, IL 60516
630 985-8503
In a message dated 3/3/2007 4:50:04 P.M. Central Standard Time,
nuckollsr(at)cox.net writes:
The least expensive, lightest, most useful and simplest
backup for any panel presentation of attitude
is the GPS aided wing leveler. If one is concerned
for reducing risks for failure of some piece of panel
equipment degrading the day's flight into an unhappy
event, the most risk free reversion mode is to let
a/p take over.
Bob . . .
**************************************
AOL now offers free
email to everyone. Find out more about what's free from AOL at
http://www.aol.com.
________________________________________________________________________________
| From: | "Chris Byrne" <jack.byrne(at)bigpond.com> |
| Subject: | Electrolumenesent Light. |
Bob
I finally got around to daisy chaining my lighting strips. It works
well. I had a bit of trouble working out how to attach the wires to the
strips though.
I found a strip of PCB material with 6 lugs attached to it. They were
held in place by inserting them through the holes in the PCB material
and folding over 4 small ears. Just a matter of unfolding the ears and
removing them from the PCB.
A nail through the lighting strip and attaching the lugs worked well,
solder on your wire prior to attaching the lugs to the illumenesent
strip.
Chris Byrne
SYDNEY
________________________________________________________________________________
| From: | "kesleyelectric" <kesleyelectric(at)chooseblue.coop> |
| Subject: | Turbocad question |
Having recently picked up Turbocad, I find that I can open and edit the Z
drawings, but cannot get the program to keep the wires attached as various
components are moved around. If my old copy of Visio is able to create
attach points anywhere on the figure and do dynamic connector lines (wires),
I'm sure T-cad 10 should be able to, but I have yet to discover how to
enable it. Any help appreciated.
Tom Barter
Avid Magnum
________________________________________________________________________________
| From: | Steve Allison <stevea(at)svpal.org> |
| Subject: | Re: Turbocad question |
kesleyelectric wrote:
> Having recently picked up Turbocad, I find that I can open and edit
> the Z drawings, but cannot get the program to keep the wires attached
> as various components are moved around. If my old copy of Visio is
> able to create attach points anywhere on the figure and do dynamic
> connector lines (wires), I'm sure T-cad 10 should be able to, but I
> have yet to discover how to enable it. Any help appreciated.
>
Tom,
Unfortunately TurboCAD does not have the "rubber banding" capability of
Visio and some of the electrical schematic CAD programs. There isn't
any way to drag a component and have all the lines (wires) stay attached
and be repositioned after dropping the component.
Steve
________________________________________________________________________________
| Subject: | Re: Battery Tenders as recharging tools . . . |
James H Nelson wrote:
>
> Where is a good place to buy the Schumacher chargers?
>
> Jim Nelson
Got mine at Wal Mart
--
Dennis Golden
Golden Consulting Services, Inc.
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckollsr(at)cox.net> |
| Subject: | Re: Turbocad question |
>kesleyelectric wrote:
>>Having recently picked up Turbocad, I find that I can open and edit the Z
>>drawings, but cannot get the program to keep the wires attached as
>>various components are moved around. If my old copy of Visio is able to
>>create attach points anywhere on the figure and do dynamic connector
>>lines (wires), I'm sure T-cad 10 should be able to, but I have yet to
>>discover how to enable it. Any help appreciated.
>
>Tom,
>
>Unfortunately TurboCAD does not have the "rubber banding" capability of
>Visio and some of the electrical schematic CAD programs. There isn't any
>way to drag a component and have all the lines (wires) stay attached and
>be repositioned after dropping the component.
Like in AutoCAD, it's called Stretch under the modify pulldown.
Bob . . .
----------------------------------------
( IF one aspires to be "world class", )
( what ever you do must be exercised )
( EVERY day . . . )
( R. L. Nuckolls III )
----------------------------------------
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckollsr(at)cox.net> |
| Subject: | Re: Backup Electric Vacuum |
Pump
>Good Evening Bob,
>
>I do agree that having a wing leveler is a great idea.
>
>I even like the way Mooney hooked it up so that we had to press on a
>button any time we wanted to hand fly the airplane, but I do not believe
>you will find ANY wing leveler that can be installed as cheaply as can a
>venturi powered vacuum T&B.
>
>An electrically powered T&B is even cheaper if you do not count the cost
>of having an electrical system to power it.
But, like all presentations under glass, it depends on the
integrity of a sensor/display/perception/reaction servo
loop of which includes a human having to work with the
reality of a rare but now present failure. N/B/AS is a
useful but exceedingly lousy alternative to stable gyros.
I wouldn't own an airplane without a gps aided wing
leveler just because it makes flying so much more
relaxed . . . whether the stuff under the glass is
working or not and a whole lot lower risk when it
is not.
Bob . . .
----------------------------------------
( IF one aspires to be "world class", )
( what ever you do must be exercised )
( EVERY day . . . )
( R. L. Nuckolls III )
----------------------------------------
________________________________________________________________________________
| From: | BobsV35B(at)aol.com |
| Subject: | Backup Electric Vacuum Pump |
Good Evening Bob,
May I take that to mean that you would want a GPS aided wing leveler in a
Stearman?, Piper Cub?, Luscombe?, Cessna 140? Cessna 172, Beech Musketeer?,
Beech Bonanza? North American AT-6? Twin Beech?
Where would you draw the line? All of the above? None of the above? Some of
the above?
I have never flown any airplane that had a GPS aided wing lever though I
have flown and owned plenty that did have wing levelers.
We all have to make individual decisions on what we feel meets our
individual level of risk, but requiring a GPS aided wing leveler is not real high
on
my list of necessities. Interesting that you think such a device is imperative.
Just goes to show, there is a wide range of desires among us all.
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Air Park LL22
Downers Grove, IL 60516
630 985-8503
In a message dated 3/3/2007 8:11:28 P.M. Central Standard Time,
nuckollsr(at)cox.net writes:
But, like all presentations under glass, it depends on the
integrity of a sensor/display/perception/reaction servo
loop of which includes a human having to work with the
reality of a rare but now present failure. N/B/AS is a
useful but exceedingly lousy alternative to stable gyros.
I wouldn't own an airplane without a gps aided wing
leveler just because it makes flying so much more
relaxed . . . whether the stuff under the glass is
working or not and a whole lot lower risk when it
is not.
Bob . . .
**************************************
AOL now offers free
email to everyone. Find out more about what's free from AOL at
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________________________________________________________________________________
| From: | "Greg Vouga" <gmvouga(at)hotmail.com> |
| Subject: | Re: affordable panels |
I also have had a great experience dealing with Affordable Panels. Fabian
is patient, fair, and easy to work with. I just received my panel a couple
weeks ago and had a question last Saturday. I thought I would just call and
leave a message for him, but he actually picked up the phone and helped me
out over the weekend. Great product and great service.
Greg
RV-7A
Raleigh, NC
>From: John Morgensen <john(at)morgensen.com>
>Reply-To: aeroelectric-list(at)matronics.com
>To: aeroelectric-list(at)matronics.com
>Subject: Re: AeroElectric-List: affordable panels
>Date: Fri, 02 Mar 2007 17:50:13 -0800
>
>
>
>I am still designing my panel but let me make a few points anyway:
>
>1. The modular panel does cost some panel space and flexibility. That may
>or may not be significant.
>
>2. If you have 2 big screens in your panel, then you have 2 large access
>holes for maintenance.
>
>I am leaning toward Van's standard panel.
>
>John Morgensen RV9A
>
>Mark/Kara Phillips wrote:
>>
>>
>>Fabian is very knowledgeable about his product and will go out of his way
>>to help you. Very positive experience.
>>
>>Mark Phillips
>>Williamsville Illinois
>>----- Original Message ----- From: "Dennis Jones" <djones(at)northboone.net>
>>To:
>>Sent: Friday, March 02, 2007 2:05 AM
>>Subject: AeroElectric-List: affordable panels
>>
>>
>>>
>>>
>>>Any one have feed back on there experience with Affordable Panels service
>>>or product?
>>>
>>>Thanks
>>>Jonsey
>>>
>>>
>>>
>>>
>>>Read this topic online here:
>>>
>>>http://forums.matronics.com/viewtopic.php?p=98264#98264
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
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________________________________________________________________________________
| Subject: | Re: What is insane? Was: Backup Electric Vacuum Pump |
| From: | "84KF" <stevebenesh(at)comcast.net> |
That's the difference between a pilot and a cockpit resource manager
Steve
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=98585#98585
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckollsr(at)cox.net> |
| Subject: | Re: Backup Electric Vacuum Pump |
>Good Evening Bob,
>May I take that to mean that you would want a GPS aided wing leveler in a
Stearman?,
>Piper Cub?, Luscombe?, Cessna 140? Cessna 172, Beech Musketeer?,
>Beech Bonanza? North American AT-6? Twin Beech?
Sure, why not? The answer is simple for most owners
but for myself, I wouldn't own one of those airplanes
because I need to stand in line at too many windows
begging permission to make it better.
>Where would you draw the line? All of the above? None of the
>above? Some of the above?
You have just illuminated the reason that those airplanes
are all rotting away never to be replaced. The GPS
aided wing leveler is mechanically no more difficult to
install in one of those airplanes than in an RV. But
those who claim to know more about what's good for us
have become the mill-stones between which those airplanes
are slowly turning to dust.
>I have never flown any airplane that had a GPS aided wing lever
>though I have flown and owned plenty that did have wing levelers.
>We all have to make individual decisions on what we feel meets our
>individual level of risk, but requiring a GPS aided wing leveler
>is not real high on my list of necessities. Interesting that you
>think such a device is imperative.
Depends on what your design goals are. For most of the
the folks on this List, reducing cost of ownership is
a goal. Dependency on a T&B traded for dependency on
a GPS aided wing leveler offers a lower cost of ownership
over the lifetime of the airplane.
>Just goes to show, there is a wide range of desires among us all.
If the "desire" is to minimize the probability of an
unhappy ending to a piece of equipment failing, then
the design goals are pretty clear. I've watched the
conversations here on the List and elsewhere for
over a decade that vigorously debated the value of
this technique or piece of equipment over that . . .
But seldom did the conversation recommend reversion
modes that reduce, not increase pilot workload.
I'm dead-nuts serious about the admonition in my
signature tag . . . an exceedingly small number of pilots
accomplish daily practice for standard (much less reversion)
modes flight in IMC. I understand that you may be personally
comfortable . . . and perhaps world class in skills and
willingness to fly through clouds with the venerable tools
of yesteryear. I've done it too. But I cannot in good
conscience recommend that the neophyte builder embrace
these techniques today when there are better options that
are cheap as a percentage of the total cost of acquiring,
owning and operating an airplane.
In a cost-of-ownership accounting, the venturi-driven
T&B offered as a gift will be more expensive in $time$
expended than what's needed to install the modern alternative.
Further, the GPS aided wing leveler adds value to a
high percentage of every flight while the T&B is useful
for calibrating your rudder pressure on climb-out,
setting rudder trim, and being there to assist with the
management of a failure that you hope will never come but
demands a perpetual investment of $time$ to make sure
you are ready when it does.
Very few of us are professional pilots. Those of us
who are should be mindful of advice which presumes that
all listeners are interested in (or even capable of) achieving
levels of proficiency needed to avoid quantum jumps
in risk after certain failures. This isn't about a "wide
range of desires" but simple failure modes effects analysis
in a market place where the pilots come with a wide range
of capability and willingness to spend $time$ necessary
to level the risks if not lower them.
One of the reasons why I see an opportunity for OBAM aviation
to excel in accident reduction is because we can readily
take advantage of modernization opportunities for reducing
workload without begging anyone's permission.
When the GPS aided wing leveler is present, failure of the
primary display does not generate an immediate need
to revert to a whole new mode of flying. When one is
depending on primary attitude displays to stay upright,
then reversion to N/B/AS aviating at the same level of risk
demands and investment of $time$ for maintenance of
proficiency. The GPS aided wing leveler will hold track to
within a degree or so all day, every day and doesn't need a
bit of practice to stay "world class" at the task.
Bob . . .
----------------------------------------
( IF one aspires to be "world class", )
( what ever you do must be exercised )
( EVERY day . . . )
( R. L. Nuckolls III )
----------------------------------------
________________________________________________________________________________
| From: | BobsV35B(at)aol.com |
| Subject: | Backup Electric Vacuum Pump |
Good Morning 'Lectric Bob,
Thank you for the very complete analysis of my position on the validity of
using a T&B and venturi as a low cost back up to whatever else is deemed
desirable in a flying machine.
I have been reading your freely presented views since the days when the
connection was from Down By The Riverside Press. (or, something close to that)
Always a pleasure and your writings are always able to jiggle some thought
out of my very uneducated brain.
Nevertheless, I do think my responses have some merit.
The original question that started this particular string had to do with
providing a low cost source of vacuum.
The Venturi is a low cost option.
It is susceptible to icing, but when placed in a warm airstream behind the
engine it has been shown to handle ice quite well. Vacuum pumps do fail.
Especially the modern dry pumps if they are not replaced or serviced in accordance
with the manufacturers instructions.
I still think the venturi is a viable option.
I recognize that you cannot take the time to read everything on this list.
However, I think you would find that I have always said that I will happily
embrace a newer technology whenever it fits my needs (and my price point!).
There is nothing I would like better than having a solid state autopilot that
would be reliable enough such that I did not have to know how to fly by
instruments to be able to operate in cloud.
If I were to be dropped in the wilderness with nothing to sustain me, I
would surely die. Many of my ancestors would have been able to survive in those
same conditions.
Having accepted modern conveniences to keep me alive, I think I would be
able to accept fully automatic flight sometime in the future.
Just not yet.
I recognize that I am old and am happy with current knowledge. It does allow
me to feel comfortable flying a lot of those flying machines that are
"rotting away".
If the new breed of aviators is comfortable flying without the ability to
control their flying machine while in cloud, that is fine with me.
The venturi powered T&B in my Stearman is very comforting.
You infer that flying a partial panel is difficult. I contend that it is NOT
particularly difficult, IF adequate training has been received.
There is no doubt that the skill is being lost. Most larger airliners lost
their T&Bs almost forty years ago. To my knowledge, none ever had a turn
coordinator.
Chances are that many of the more modern airline pilots would have a problem
flying with the basic needle ball and airspeed.
I contend that the skill is relatively easy to attain ... IF the skill is
desired!
You very correctly stated that a skill not exercised tends to be lost. One
of the reasons I like the T&B over the TC is because I find it relatively easy
to integrate into my basic scan. I do so by using the T&B to check my rate
of turn even though basic attitude reference is being obtained from an
artificial horizon. This day and age, rate of turn is not regularly considered,
but
by keeping the rate of turn in mind, I force myself to include the T&B in my
normal scan which makes it much easier for me to use should a failure occur.
You make reference to my background as a professional pilot.
I agree that I have had an opportunity that not every pilot has, needs, or
wants. However, I have also been a flight instructor for fifty-eight years and
in those fifty-eight years have trained many an instrument pilot. Not all of
them have retained their partial panel skills, but many have!
I do not contend that my way is the only way, just that it is a useful way.
I see that I have wandered all over the landscape where the original intent
was to suggest a low cost source of vacuum to someone who was looking for such
a source.
Once again, my lack of education has done me in, --- but I am having fun!
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Air Park LL22
Downers Grove, IL 60516
630 985-8503
In a message dated 3/3/2007 11:24:12 P.M. Central Standard Time,
nuckollsr(at)cox.net writes:
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
>Good Evening Bob,
>May I take that to mean that you would want a GPS aided wing leveler in a
Stearman?,
>Piper Cub?, Luscombe?, Cessna 140? Cessna 172, Beech Musketeer?,
>Beech Bonanza? North American AT-6? Twin Beech?
Sure, why not? The answer is simple for most owners
but for myself, I wouldn't own one of those airplanes
because I need to stand in line at too many windows
begging permission to make it better.
>Where would you draw the line? All of the above? None of the
>above? Some of the above?
You have just illuminated the reason that those airplanes
are all rotting away never to be replaced. The GPS
aided wing leveler is mechanically no more difficult to
install in one of those airplanes than in an RV. But
those who claim to know more about what's good for us
have become the mill-stones between which those airplanes
are slowly turning to dust.
>I have never flown any airplane that had a GPS aided wing lever
>though I have flown and owned plenty that did have wing levelers.
>We all have to make individual decisions on what we feel meets our
>individual level of risk, but requiring a GPS aided wing leveler
>is not real high on my list of necessities. Interesting that you
>think such a device is imperative.
Depends on what your design goals are. For most of the
the folks on this List, reducing cost of ownership is
a goal. Dependency on a T&B traded for dependency on
a GPS aided wing leveler offers a lower cost of ownership
over the lifetime of the airplane.
>Just goes to show, there is a wide range of desires among us all.
If the "desire" is to minimize the probability of an
unhappy ending to a piece of equipment failing, then
the design goals are pretty clear. I've watched the
conversations here on the List and elsewhere for
over a decade that vigorously debated the value of
this technique or piece of equipment over that . . .
But seldom did the conversation recommend reversion
modes that reduce, not increase pilot workload.
I'm dead-nuts serious about the admonition in my
signature tag . . . an exceedingly small number of pilots
accomplish daily practice for standard (much less reversion)
modes flight in IMC. I understand that you may be personally
comfortable . . . and perhaps world class in skills and
willingness to fly through clouds with the venerable tools
of yesteryear. I've done it too. But I cannot in good
conscience recommend that the neophyte builder embrace
these techniques today when there are better options that
are cheap as a percentage of the total cost of acquiring,
owning and operating an airplane.
In a cost-of-ownership accounting, the venturi-driven
T&B offered as a gift will be more expensive in $time$
expended than what's needed to install the modern alternative.
Further, the GPS aided wing leveler adds value to a
high percentage of every flight while the T&B is useful
for calibrating your rudder pressure on climb-out,
setting rudder trim, and being there to assist with the
management of a failure that you hope will never come but
demands a perpetual investment of $time$ to make sure
you are ready when it does.
Very few of us are professional pilots. Those of us
who are should be mindful of advice which presumes that
all listeners are interested in (or even capable of) achieving
levels of proficiency needed to avoid quantum jumps
in risk after certain failures. This isn't about a "wide
range of desires" but simple failure modes effects analysis
in a market place where the pilots come with a wide range
of capability and willingness to spend $time$ necessary
to level the risks if not lower them.
One of the reasons why I see an opportunity for OBAM aviation
to excel in accident reduction is because we can readily
take advantage of modernization opportunities for reducing
workload without begging anyone's permission.
When the GPS aided wing leveler is present, failure of the
primary display does not generate an immediate need
to revert to a whole new mode of flying. When one is
depending on primary attitude displays to stay upright,
then reversion to N/B/AS aviating at the same level of risk
demands and investment of $time$ for maintenance of
proficiency. The GPS aided wing leveler will hold track to
within a degree or so all day, every day and doesn't need a
bit of practice to stay "world class" at the task.
Bob . . .
**************************************
AOL now offers free
email to everyone. Find out more about what's free from AOL at
http://www.aol.com.
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckollsr(at)cox.net> |
| Subject: | Re: Backup Electric Vacuum Pump |
>Good Morning 'Lectric Bob,
>
>Thank you for the very complete analysis of my position on the validity of
>using a T&B and venturi as a low cost back up to whatever else is deemed
>desirable in a flying machine.
>
>I have been reading your freely presented views since the days when the
>connection was from Down By The Riverside Press. (or, something close to that)
>
>Always a pleasure and your writings are always able to jiggle some thought
>out of my very uneducated brain.
>
>Nevertheless, I do think my responses have some merit.
>
>The original question that started this particular string had to do with
>providing a low cost source of vacuum.
>
>The Venturi is a low cost option.
No argument.
>
>It is susceptible to icing, but when placed in a warm airstream behind the
>engine it has been shown to handle ice quite well. Vacuum pumps do fail.
>Especially the modern dry pumps if they are not replaced or serviced in
>accordance with the manufacturers instructions.
>
>I still think the venturi is a viable option.
Also no argument.
>
>I recognize that you cannot take the time to read everything on this list.
>However, I think you would find that I have always said that I will
>happily embrace a newer technology whenever it fits my needs (and my price
>point!). There is nothing I would like better than having a solid state
>autopilot that would be reliable enough such that I did not have to know
>how to fly by instruments to be able to operate in cloud.
>
>If I were to be dropped in the wilderness with nothing to sustain me, I
>would surely die. Many of my ancestors would have been able to survive in
>those same conditions.
>
>Having accepted modern conveniences to keep me alive, I think I would be
>able to accept fully automatic flight sometime in the future.
>
>Just not yet.
Which IS your preference . . .
>
>I recognize that I am old and am happy with current knowledge. It does
>allow me to feel comfortable flying a lot of those flying machines that
>are "rotting away".
>
>If the new breed of aviators is comfortable flying without the ability to
>control their flying machine while in cloud, that is fine with me.
>
>The venturi powered T&B in my Stearman is very comforting.
>
>You infer that flying a partial panel is difficult. I contend that it is
>NOT particularly difficult, IF adequate training has been received.
"IF" is the operative word here . . .
>
>There is no doubt that the skill is being lost. Most larger airliners lost
>their T&Bs almost forty years ago. To my knowledge, none ever had a turn
>coordinator.
>
>Chances are that many of the more modern airline pilots would have a
>problem flying with the basic needle ball and airspeed.
>
>I contend that the skill is relatively easy to attain ... IF the skill is
>desired!
>
>You very correctly stated that a skill not exercised tends to be lost. One
>of the reasons I like the T&B over the TC is because I find it relatively
>easy to integrate into my basic scan. I do so by using the T&B to check my
>rate of turn even though basic attitude reference is being obtained from
>an artificial horizon. This day and age, rate of turn is not regularly
>considered, but by keeping the rate of turn in mind, I force myself to
>include the T&B in my normal scan which makes it much easier for me to use
>should a failure occur.
>
>You make reference to my background as a professional pilot.
>
>I agree that I have had an opportunity that not every pilot has, needs, or
>wants. However, I have also been a flight instructor for fifty-eight years
>and in those fifty-eight years have trained many an instrument pilot. Not
>all of them have retained their partial panel skills, but many have!
>
>I do not contend that my way is the only way, just that it is a useful way.
>
>I see that I have wandered all over the landscape where the original
>intent was to suggest a low cost source of vacuum to someone who was
>looking for such a source.
>
>Once again, my lack of education has done me in, --- but I am having fun!
That's what it's all about. Fun and risk reduction.
You've offered nothing that's arguable. Nor have I.
You've encouraged new builders to take advantage of
a system that has a exceedingly low initial cost and
if they're willing to do the investment of $time$ for
training and sustaining the skill, it's one option.
My approach is that of a systems integrator where
the pilot is a close second place behind the airframe
in the study of need for reliability in flight system
components.
I have observed first-hand how a pilot who took all the
courses, spent a lot of time in his airplane, and outfitted
it with everything you and I both would recommend . . .
except a stand alone wing-leveler that would back up
the very expensive system that proved to have
vulnerabilities. Still, the mechanical failures he
was presented with should have been no big deal . . .
except that he experienced a real upset in the clouds and
upon recovery he no doubt had a cabin full of excited
passengers. Then while wrestling with the unbelievable
fact that all this $high$ stuff with backups on top
of backups was behaving in unanticipated, unpracticed
ways he needed to revert to an alternate mode of
flying the airplane. It's a situation that is exceedingly
difficult to train for.
I presume that a goodly number of our brothers are
building airplanes they intend to use for point-A
to point-B transportation. On long legged trips the
probability of encountering less than clear weather
is higher . . . and the possibilities for having
company in the cabin goes up. This paints a different
situation than one experiences while under the hood
with a pilot riding shotgun who can SEE what's really
going on. The shape of the airframe/pilot performance
limits envelope is different, variable and many features
cannot be anticipated.
If one EXPECTS to bore holes in clouds and wants the
minimum cost of ownership for a reversion mode of
flight management where the risks are on a par with
flight by stable gyro presentations, then a wing
leveler is THE solution. My personal vision of the
ideal machine for poking around in the fog has dual
wing levelers with a failure monitor system. This
suit of hardware would be expected to do ALL handling
of the ailerons while in IMC. Then I can leave all
the presentations off the panel because they're no
longer needed and the cost of ownership for having
them goes to zero.
Over the lifetime of the airplane where I would
expect to spend less than a few percent of total
flight time in IMC, the dual wing-leveler system
offers exceedingly low $ownership$ and risk compared to
the legacy systems the gray-beards have grown
up with.
That doesn't mean others among us shouldn't embrace
and even enjoy owning and operating a legacy system.
It's a matter of design goals. If one enjoys
stalking game with a bow and arrow and the risk of
going hungry is low or immaterial, great. But if one needs
to provide food for himself and perhaps others . . .
and technology enhanced tools for harvesting game
are available, then the optimum choice is clear.
If a builder is considering N/B/AS referenced flight
as a backup for "safe" flight, then he/she must
be anticipating some willingness (or accidental
probability) for venturing into clouds. So no
matter how good you, I or anyone else is with
the legacy flight instrumentation systems, we are
remiss in our duties as teachers if we do not
explain all of TODAY'S options and assist the readers in
understanding requirements for getting a low risk
return on the cost of ownership.
The low cost installation commits one to a future
investment of $time$ that should be fully explained
while the builder is still in the decision making phase
and before hardware is purchased and holes cut
in the panel. This isn't about anyone else's levels
of skill or personal preferences. It's a study of
return on investment and options for real risk reduction.
Bob . . .
________________________________________________________________________________
| From: | Dave N6030X <N6030X(at)DaveMorris.com> |
| Subject: | Re: Backup Electric Vacuum Pump |
I'll throw another variable into the equation. Under the heading of
"GPS ain't no guarantee neither"...
Yesterday while flying Eastbound under the floor of the rather
complex Class B airspace north of Dallas, my GPS suddenly said "No
Sat", and flopped over on its back. I figured it was just a quick
"blink" and kept flying. It stayed offline. I flew a 360 to see if
it would reaquire on any other satellites, but it didn't. I rebooted
it. I rebooted the PDA it was hooked to. I rebooted the WX Worx
box. I checked the power lights. (All while staying upright and
without busting the Class B).
Since I was trying to get from Dallas to Shreveport, I powered up my
backup Loran and looked up a few VORs while I was at it. Then I used
the Loran to give me the distance from the Addison airport whose
airspace I also needed to stay out of. Finally, I decided I had time
to go land at McKinney and figure out what was wrong with the GPS,
and at that instant, it came back online and stayed that way all the
way to Shreveport and back.
What I neglected to try was powering off my COM radios, since there
are reports that some local oscillator frequencies interfere with GPS
under certain conditions. I didn't have the luxury of powering off
my transponder, since I was deep inside the Mode C circle. But
here's a case where high technology failed and it was a good thing to
have a backup.
Dave Morris
At 10:41 AM 3/4/2007, you wrote:
>
>
>
>>Good Morning 'Lectric Bob,
>>
>>Thank you for the very complete analysis of my position on the
>>validity of using a T&B and venturi as a low cost back up to
>>whatever else is deemed desirable in a flying machine.
>>
>>I have been reading your freely presented views since the days when
>>the connection was from Down By The Riverside Press. (or, something
>>close to that)
>>
>>Always a pleasure and your writings are always able to jiggle some
>>thought out of my very uneducated brain.
>>
>>Nevertheless, I do think my responses have some merit.
>>
>>The original question that started this particular string had to do
>>with providing a low cost source of vacuum.
>>
>>The Venturi is a low cost option.
>
> No argument.
>
>>
>>It is susceptible to icing, but when placed in a warm airstream
>>behind the engine it has been shown to handle ice quite well.
>>Vacuum pumps do fail. Especially the modern dry pumps if they are
>>not replaced or serviced in accordance with the manufacturers instructions.
>>
>>I still think the venturi is a viable option.
>
> Also no argument.
>
>>
>>I recognize that you cannot take the time to read everything on
>>this list. However, I think you would find that I have always said
>>that I will happily embrace a newer technology whenever it fits my
>>needs (and my price point!). There is nothing I would like better
>>than having a solid state autopilot that would be reliable enough
>>such that I did not have to know how to fly by instruments to be
>>able to operate in cloud.
>>
>>If I were to be dropped in the wilderness with nothing to sustain
>>me, I would surely die. Many of my ancestors would have been able
>>to survive in those same conditions.
>>
>>Having accepted modern conveniences to keep me alive, I think I
>>would be able to accept fully automatic flight sometime in the future.
>>
>>Just not yet.
>
> Which IS your preference . . .
>
>>
>>I recognize that I am old and am happy with current knowledge. It
>>does allow me to feel comfortable flying a lot of those flying
>>machines that are "rotting away".
>>
>>If the new breed of aviators is comfortable flying without the
>>ability to control their flying machine while in cloud, that is fine with me.
>>
>>The venturi powered T&B in my Stearman is very comforting.
>>
>>You infer that flying a partial panel is difficult. I contend that
>>it is NOT particularly difficult, IF adequate training has been received.
>
> "IF" is the operative word here . . .
>
>>
>>There is no doubt that the skill is being lost. Most larger
>>airliners lost their T&Bs almost forty years ago. To my knowledge,
>>none ever had a turn coordinator.
>>
>>Chances are that many of the more modern airline pilots would have
>>a problem flying with the basic needle ball and airspeed.
>>
>>I contend that the skill is relatively easy to attain ... IF the
>>skill is desired!
>>
>>You very correctly stated that a skill not exercised tends to be
>>lost. One of the reasons I like the T&B over the TC is because I
>>find it relatively easy to integrate into my basic scan. I do so by
>>using the T&B to check my rate of turn even though basic attitude
>>reference is being obtained from an artificial horizon. This day
>>and age, rate of turn is not regularly considered, but by keeping
>>the rate of turn in mind, I force myself to include the T&B in my
>>normal scan which makes it much easier for me to use should a failure occur.
>>
>>You make reference to my background as a professional pilot.
>>
>>I agree that I have had an opportunity that not every pilot has,
>>needs, or wants. However, I have also been a flight instructor for
>>fifty-eight years and in those fifty-eight years have trained many
>>an instrument pilot. Not all of them have retained their partial
>>panel skills, but many have!
>>
>>I do not contend that my way is the only way, just that it is a useful way.
>>
>>I see that I have wandered all over the landscape where the
>>original intent was to suggest a low cost source of vacuum to
>>someone who was looking for such a source.
>>
>>Once again, my lack of education has done me in, --- but I am having fun!
>
> That's what it's all about. Fun and risk reduction.
> You've offered nothing that's arguable. Nor have I.
> You've encouraged new builders to take advantage of
> a system that has a exceedingly low initial cost and
> if they're willing to do the investment of $time$ for
> training and sustaining the skill, it's one option.
>
> My approach is that of a systems integrator where
> the pilot is a close second place behind the airframe
> in the study of need for reliability in flight system
> components.
>
> I have observed first-hand how a pilot who took all the
> courses, spent a lot of time in his airplane, and outfitted
> it with everything you and I both would recommend . . .
> except a stand alone wing-leveler that would back up
> the very expensive system that proved to have
> vulnerabilities. Still, the mechanical failures he
> was presented with should have been no big deal . . .
> except that he experienced a real upset in the clouds and
> upon recovery he no doubt had a cabin full of excited
> passengers. Then while wrestling with the unbelievable
> fact that all this $high$ stuff with backups on top
> of backups was behaving in unanticipated, unpracticed
> ways he needed to revert to an alternate mode of
> flying the airplane. It's a situation that is exceedingly
> difficult to train for.
>
> I presume that a goodly number of our brothers are
> building airplanes they intend to use for point-A
> to point-B transportation. On long legged trips the
> probability of encountering less than clear weather
> is higher . . . and the possibilities for having
> company in the cabin goes up. This paints a different
> situation than one experiences while under the hood
> with a pilot riding shotgun who can SEE what's really
> going on. The shape of the airframe/pilot performance
> limits envelope is different, variable and many features
> cannot be anticipated.
>
> If one EXPECTS to bore holes in clouds and wants the
> minimum cost of ownership for a reversion mode of
> flight management where the risks are on a par with
> flight by stable gyro presentations, then a wing
> leveler is THE solution. My personal vision of the
> ideal machine for poking around in the fog has dual
> wing levelers with a failure monitor system. This
> suit of hardware would be expected to do ALL handling
> of the ailerons while in IMC. Then I can leave all
> the presentations off the panel because they're no
> longer needed and the cost of ownership for having
> them goes to zero.
>
> Over the lifetime of the airplane where I would
> expect to spend less than a few percent of total
> flight time in IMC, the dual wing-leveler system
> offers exceedingly low $ownership$ and risk compared to
> the legacy systems the gray-beards have grown
> up with.
>
> That doesn't mean others among us shouldn't embrace
> and even enjoy owning and operating a legacy system.
> It's a matter of design goals. If one enjoys
> stalking game with a bow and arrow and the risk of
> going hungry is low or immaterial, great. But if one needs
> to provide food for himself and perhaps others . . .
> and technology enhanced tools for harvesting game
> are available, then the optimum choice is clear.
>
> If a builder is considering N/B/AS referenced flight
> as a backup for "safe" flight, then he/she must
> be anticipating some willingness (or accidental
> probability) for venturing into clouds. So no
> matter how good you, I or anyone else is with
> the legacy flight instrumentation systems, we are
> remiss in our duties as teachers if we do not
> explain all of TODAY'S options and assist the readers in
> understanding requirements for getting a low risk
> return on the cost of ownership.
>
> The low cost installation commits one to a future
> investment of $time$ that should be fully explained
> while the builder is still in the decision making phase
> and before hardware is purchased and holes cut
> in the panel. This isn't about anyone else's levels
> of skill or personal preferences. It's a study of
> return on investment and options for real risk reduction.
>
> Bob . . .
>
>
________________________________________________________________________________
| From: | "Paul K" <greif8(at)sbcglobal.net> |
| Subject: | Beginner advice needed and greatly appreciated! |
Hi Guys,
I have been following this list for about 3 years. In the beginning 99.99%
went over my head but now only 99.9% is not understood. One thing I have
learned is that this is a great place to learn and get help.
Ok, I am just starting to wire my capacitance fuel senders for a RV7. At
present I have not acquired any tools. Over time my data base of saved
"tooling messages" is quite extensive. Based on that knowledge and recent
rereading of Bob's articles on the use of said tools I have formed a few
questions that maybe someone can help me with.
I know technique is critical. Regardless of price is it easier to get up
to speed and precision with a tool like Daniels Mil Spec crimper or is the
B&C RCT-1 just as (difficult / easy) to learn and master.
My next question is what tools will I need to finish the RV wiring system.
It may not seem like it but you have all been teaching me alot in a few
short years. Thanks
Paul
________________________________________________________________________________
| From: | "Bill Denton" <bdenton(at)bdenton.com> |
| Subject: | Backup Electric Vacuum Pump |
Probably not relevant to this specific problem, but worth noting...
In the installation manuals for Garmin's 400W and 500W series units, it
states the following:
"Ground-based cell phones that are on, even in a monitoring state, can
disrupt GPS performance."
I know there have been all sorts of nebulous warnings floating around from
time to time, but this is the first specific one I've seen.
Hope it's useful to some of you guys...
-----Original Message-----
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com]On Behalf Of Dave
N6030X
Sent: Sunday, March 4, 2007 11:23 AM
Subject: Re: AeroElectric-List: Backup Electric Vacuum Pump
I'll throw another variable into the equation. Under the heading of
"GPS ain't no guarantee neither"...
Yesterday while flying Eastbound under the floor of the rather
complex Class B airspace north of Dallas, my GPS suddenly said "No
Sat", and flopped over on its back. I figured it was just a quick
"blink" and kept flying. It stayed offline. I flew a 360 to see if
it would reaquire on any other satellites, but it didn't. I rebooted
it. I rebooted the PDA it was hooked to. I rebooted the WX Worx
box. I checked the power lights. (All while staying upright and
without busting the Class B).
Since I was trying to get from Dallas to Shreveport, I powered up my
backup Loran and looked up a few VORs while I was at it. Then I used
the Loran to give me the distance from the Addison airport whose
airspace I also needed to stay out of. Finally, I decided I had time
to go land at McKinney and figure out what was wrong with the GPS,
and at that instant, it came back online and stayed that way all the
way to Shreveport and back.
What I neglected to try was powering off my COM radios, since there
are reports that some local oscillator frequencies interfere with GPS
under certain conditions. I didn't have the luxury of powering off
my transponder, since I was deep inside the Mode C circle. But
here's a case where high technology failed and it was a good thing to
have a backup.
Dave Morris
At 10:41 AM 3/4/2007, you wrote:
>
>
>
>>Good Morning 'Lectric Bob,
>>
>>Thank you for the very complete analysis of my position on the
>>validity of using a T&B and venturi as a low cost back up to
>>whatever else is deemed desirable in a flying machine.
>>
>>I have been reading your freely presented views since the days when
>>the connection was from Down By The Riverside Press. (or, something
>>close to that)
>>
>>Always a pleasure and your writings are always able to jiggle some
>>thought out of my very uneducated brain.
>>
>>Nevertheless, I do think my responses have some merit.
>>
>>The original question that started this particular string had to do
>>with providing a low cost source of vacuum.
>>
>>The Venturi is a low cost option.
>
> No argument.
>
>>
>>It is susceptible to icing, but when placed in a warm airstream
>>behind the engine it has been shown to handle ice quite well.
>>Vacuum pumps do fail. Especially the modern dry pumps if they are
>>not replaced or serviced in accordance with the manufacturers
instructions.
>>
>>I still think the venturi is a viable option.
>
> Also no argument.
>
>>
>>I recognize that you cannot take the time to read everything on
>>this list. However, I think you would find that I have always said
>>that I will happily embrace a newer technology whenever it fits my
>>needs (and my price point!). There is nothing I would like better
>>than having a solid state autopilot that would be reliable enough
>>such that I did not have to know how to fly by instruments to be
>>able to operate in cloud.
>>
>>If I were to be dropped in the wilderness with nothing to sustain
>>me, I would surely die. Many of my ancestors would have been able
>>to survive in those same conditions.
>>
>>Having accepted modern conveniences to keep me alive, I think I
>>would be able to accept fully automatic flight sometime in the future.
>>
>>Just not yet.
>
> Which IS your preference . . .
>
>>
>>I recognize that I am old and am happy with current knowledge. It
>>does allow me to feel comfortable flying a lot of those flying
>>machines that are "rotting away".
>>
>>If the new breed of aviators is comfortable flying without the
>>ability to control their flying machine while in cloud, that is fine with
me.
>>
>>The venturi powered T&B in my Stearman is very comforting.
>>
>>You infer that flying a partial panel is difficult. I contend that
>>it is NOT particularly difficult, IF adequate training has been received.
>
> "IF" is the operative word here . . .
>
>>
>>There is no doubt that the skill is being lost. Most larger
>>airliners lost their T&Bs almost forty years ago. To my knowledge,
>>none ever had a turn coordinator.
>>
>>Chances are that many of the more modern airline pilots would have
>>a problem flying with the basic needle ball and airspeed.
>>
>>I contend that the skill is relatively easy to attain ... IF the
>>skill is desired!
>>
>>You very correctly stated that a skill not exercised tends to be
>>lost. One of the reasons I like the T&B over the TC is because I
>>find it relatively easy to integrate into my basic scan. I do so by
>>using the T&B to check my rate of turn even though basic attitude
>>reference is being obtained from an artificial horizon. This day
>>and age, rate of turn is not regularly considered, but by keeping
>>the rate of turn in mind, I force myself to include the T&B in my
>>normal scan which makes it much easier for me to use should a failure
occur.
>>
>>You make reference to my background as a professional pilot.
>>
>>I agree that I have had an opportunity that not every pilot has,
>>needs, or wants. However, I have also been a flight instructor for
>>fifty-eight years and in those fifty-eight years have trained many
>>an instrument pilot. Not all of them have retained their partial
>>panel skills, but many have!
>>
>>I do not contend that my way is the only way, just that it is a useful
way.
>>
>>I see that I have wandered all over the landscape where the
>>original intent was to suggest a low cost source of vacuum to
>>someone who was looking for such a source.
>>
>>Once again, my lack of education has done me in, --- but I am having fun!
>
> That's what it's all about. Fun and risk reduction.
> You've offered nothing that's arguable. Nor have I.
> You've encouraged new builders to take advantage of
> a system that has a exceedingly low initial cost and
> if they're willing to do the investment of $time$ for
> training and sustaining the skill, it's one option.
>
> My approach is that of a systems integrator where
> the pilot is a close second place behind the airframe
> in the study of need for reliability in flight system
> components.
>
> I have observed first-hand how a pilot who took all the
> courses, spent a lot of time in his airplane, and outfitted
> it with everything you and I both would recommend . . .
> except a stand alone wing-leveler that would back up
> the very expensive system that proved to have
> vulnerabilities. Still, the mechanical failures he
> was presented with should have been no big deal . . .
> except that he experienced a real upset in the clouds and
> upon recovery he no doubt had a cabin full of excited
> passengers. Then while wrestling with the unbelievable
> fact that all this $high$ stuff with backups on top
> of backups was behaving in unanticipated, unpracticed
> ways he needed to revert to an alternate mode of
> flying the airplane. It's a situation that is exceedingly
> difficult to train for.
>
> I presume that a goodly number of our brothers are
> building airplanes they intend to use for point-A
> to point-B transportation. On long legged trips the
> probability of encountering less than clear weather
> is higher . . . and the possibilities for having
> company in the cabin goes up. This paints a different
> situation than one experiences while under the hood
> with a pilot riding shotgun who can SEE what's really
> going on. The shape of the airframe/pilot performance
> limits envelope is different, variable and many features
> cannot be anticipated.
>
> If one EXPECTS to bore holes in clouds and wants the
> minimum cost of ownership for a reversion mode of
> flight management where the risks are on a par with
> flight by stable gyro presentations, then a wing
> leveler is THE solution. My personal vision of the
> ideal machine for poking around in the fog has dual
> wing levelers with a failure monitor system. This
> suit of hardware would be expected to do ALL handling
> of the ailerons while in IMC. Then I can leave all
> the presentations off the panel because they're no
> longer needed and the cost of ownership for having
> them goes to zero.
>
> Over the lifetime of the airplane where I would
> expect to spend less than a few percent of total
> flight time in IMC, the dual wing-leveler system
> offers exceedingly low $ownership$ and risk compared to
> the legacy systems the gray-beards have grown
> up with.
>
> That doesn't mean others among us shouldn't embrace
> and even enjoy owning and operating a legacy system.
> It's a matter of design goals. If one enjoys
> stalking game with a bow and arrow and the risk of
> going hungry is low or immaterial, great. But if one needs
> to provide food for himself and perhaps others . . .
> and technology enhanced tools for harvesting game
> are available, then the optimum choice is clear.
>
> If a builder is considering N/B/AS referenced flight
> as a backup for "safe" flight, then he/she must
> be anticipating some willingness (or accidental
> probability) for venturing into clouds. So no
> matter how good you, I or anyone else is with
> the legacy flight instrumentation systems, we are
> remiss in our duties as teachers if we do not
> explain all of TODAY'S options and assist the readers in
> understanding requirements for getting a low risk
> return on the cost of ownership.
>
> The low cost installation commits one to a future
> investment of $time$ that should be fully explained
> while the builder is still in the decision making phase
> and before hardware is purchased and holes cut
> in the panel. This isn't about anyone else's levels
> of skill or personal preferences. It's a study of
> return on investment and options for real risk reduction.
>
> Bob . . .
>
>
________________________________________________________________________________
| From: | "Emrath" <emrath(at)comcast.net> |
I would like to get opinions and thoughts from anyone driving the HSI
feature of the Dynon D10A or D100 from a Garmin SL30 Garmin. I'm thinking
of doing this in lieu of having a DG and a CDI/LOC/GS/GPS indicator like a
MD200-306 indicator and wondering about the pros and cons of this. I
already have a Altitude Indicator.
Marty
________________________________________________________________________________
| From: | Dave N6030X <N6030X(at)DaveMorris.com> |
| Subject: | Backup Electric Vacuum Pump |
That's a very interesting point, because it was the one time I've
flown in the past 5 months where I accidentally left my cellphone
turned on in my coat pocket all the way in the baggage compartment
and couldn't reach it, so I just left it alone. Hmmmmmmmm
Dave Morirs
At 03:12 PM 3/4/2007, you wrote:
>
>Probably not relevant to this specific problem, but worth noting...
>
>In the installation manuals for Garmin's 400W and 500W series units, it
>states the following:
>
>"Ground-based cell phones that are on, even in a monitoring state, can
>disrupt GPS performance."
>
>I know there have been all sorts of nebulous warnings floating around from
>time to time, but this is the first specific one I've seen.
>
>Hope it's useful to some of you guys...
>
>
>-----Original Message-----
>From: owner-aeroelectric-list-server(at)matronics.com
>[mailto:owner-aeroelectric-list-server(at)matronics.com]On Behalf Of Dave
>N6030X
>Sent: Sunday, March 4, 2007 11:23 AM
>To: aeroelectric-list(at)matronics.com
>Subject: Re: AeroElectric-List: Backup Electric Vacuum Pump
>
>
>I'll throw another variable into the equation. Under the heading of
>"GPS ain't no guarantee neither"...
>
>Yesterday while flying Eastbound under the floor of the rather
>complex Class B airspace north of Dallas, my GPS suddenly said "No
>Sat", and flopped over on its back. I figured it was just a quick
>"blink" and kept flying. It stayed offline. I flew a 360 to see if
>it would reaquire on any other satellites, but it didn't. I rebooted
>it. I rebooted the PDA it was hooked to. I rebooted the WX Worx
>box. I checked the power lights. (All while staying upright and
>without busting the Class B).
>
>Since I was trying to get from Dallas to Shreveport, I powered up my
>backup Loran and looked up a few VORs while I was at it. Then I used
>the Loran to give me the distance from the Addison airport whose
>airspace I also needed to stay out of. Finally, I decided I had time
>to go land at McKinney and figure out what was wrong with the GPS,
>and at that instant, it came back online and stayed that way all the
>way to Shreveport and back.
>
>What I neglected to try was powering off my COM radios, since there
>are reports that some local oscillator frequencies interfere with GPS
>under certain conditions. I didn't have the luxury of powering off
>my transponder, since I was deep inside the Mode C circle. But
>here's a case where high technology failed and it was a good thing to
>have a backup.
>
>Dave Morris
>
>
>At 10:41 AM 3/4/2007, you wrote:
> >
> >
> >
> >>Good Morning 'Lectric Bob,
> >>
> >>Thank you for the very complete analysis of my position on the
> >>validity of using a T&B and venturi as a low cost back up to
> >>whatever else is deemed desirable in a flying machine.
> >>
> >>I have been reading your freely presented views since the days when
> >>the connection was from Down By The Riverside Press. (or, something
> >>close to that)
> >>
> >>Always a pleasure and your writings are always able to jiggle some
> >>thought out of my very uneducated brain.
> >>
> >>Nevertheless, I do think my responses have some merit.
> >>
> >>The original question that started this particular string had to do
> >>with providing a low cost source of vacuum.
> >>
> >>The Venturi is a low cost option.
> >
> > No argument.
> >
> >>
> >>It is susceptible to icing, but when placed in a warm airstream
> >>behind the engine it has been shown to handle ice quite well.
> >>Vacuum pumps do fail. Especially the modern dry pumps if they are
> >>not replaced or serviced in accordance with the manufacturers
>instructions.
> >>
> >>I still think the venturi is a viable option.
> >
> > Also no argument.
> >
> >>
> >>I recognize that you cannot take the time to read everything on
> >>this list. However, I think you would find that I have always said
> >>that I will happily embrace a newer technology whenever it fits my
> >>needs (and my price point!). There is nothing I would like better
> >>than having a solid state autopilot that would be reliable enough
> >>such that I did not have to know how to fly by instruments to be
> >>able to operate in cloud.
> >>
> >>If I were to be dropped in the wilderness with nothing to sustain
> >>me, I would surely die. Many of my ancestors would have been able
> >>to survive in those same conditions.
> >>
> >>Having accepted modern conveniences to keep me alive, I think I
> >>would be able to accept fully automatic flight sometime in the future.
> >>
> >>Just not yet.
> >
> > Which IS your preference . . .
> >
> >>
> >>I recognize that I am old and am happy with current knowledge. It
> >>does allow me to feel comfortable flying a lot of those flying
> >>machines that are "rotting away".
> >>
> >>If the new breed of aviators is comfortable flying without the
> >>ability to control their flying machine while in cloud, that is fine with
>me.
> >>
> >>The venturi powered T&B in my Stearman is very comforting.
> >>
> >>You infer that flying a partial panel is difficult. I contend that
> >>it is NOT particularly difficult, IF adequate training has been received.
> >
> > "IF" is the operative word here . . .
> >
> >>
> >>There is no doubt that the skill is being lost. Most larger
> >>airliners lost their T&Bs almost forty years ago. To my knowledge,
> >>none ever had a turn coordinator.
> >>
> >>Chances are that many of the more modern airline pilots would have
> >>a problem flying with the basic needle ball and airspeed.
> >>
> >>I contend that the skill is relatively easy to attain ... IF the
> >>skill is desired!
> >>
> >>You very correctly stated that a skill not exercised tends to be
> >>lost. One of the reasons I like the T&B over the TC is because I
> >>find it relatively easy to integrate into my basic scan. I do so by
> >>using the T&B to check my rate of turn even though basic attitude
> >>reference is being obtained from an artificial horizon. This day
> >>and age, rate of turn is not regularly considered, but by keeping
> >>the rate of turn in mind, I force myself to include the T&B in my
> >>normal scan which makes it much easier for me to use should a failure
>occur.
> >>
> >>You make reference to my background as a professional pilot.
> >>
> >>I agree that I have had an opportunity that not every pilot has,
> >>needs, or wants. However, I have also been a flight instructor for
> >>fifty-eight years and in those fifty-eight years have trained many
> >>an instrument pilot. Not all of them have retained their partial
> >>panel skills, but many have!
> >>
> >>I do not contend that my way is the only way, just that it is a useful
>way.
> >>
> >>I see that I have wandered all over the landscape where the
> >>original intent was to suggest a low cost source of vacuum to
> >>someone who was looking for such a source.
> >>
> >>Once again, my lack of education has done me in, --- but I am having fun!
> >
> > That's what it's all about. Fun and risk reduction.
> > You've offered nothing that's arguable. Nor have I.
> > You've encouraged new builders to take advantage of
> > a system that has a exceedingly low initial cost and
> > if they're willing to do the investment of $time$ for
> > training and sustaining the skill, it's one option.
> >
> > My approach is that of a systems integrator where
> > the pilot is a close second place behind the airframe
> > in the study of need for reliability in flight system
> > components.
> >
> > I have observed first-hand how a pilot who took all the
> > courses, spent a lot of time in his airplane, and outfitted
> > it with everything you and I both would recommend . . .
> > except a stand alone wing-leveler that would back up
> > the very expensive system that proved to have
> > vulnerabilities. Still, the mechanical failures he
> > was presented with should have been no big deal . . .
> > except that he experienced a real upset in the clouds and
> > upon recovery he no doubt had a cabin full of excited
> > passengers. Then while wrestling with the unbelievable
> > fact that all this $high$ stuff with backups on top
> > of backups was behaving in unanticipated, unpracticed
> > ways he needed to revert to an alternate mode of
> > flying the airplane. It's a situation that is exceedingly
> > difficult to train for.
> >
> > I presume that a goodly number of our brothers are
> > building airplanes they intend to use for point-A
> > to point-B transportation. On long legged trips the
> > probability of encountering less than clear weather
> > is higher . . . and the possibilities for having
> > company in the cabin goes up. This paints a different
> > situation than one experiences while under the hood
> > with a pilot riding shotgun who can SEE what's really
> > going on. The shape of the airframe/pilot performance
> > limits envelope is different, variable and many features
> > cannot be anticipated.
> >
> > If one EXPECTS to bore holes in clouds and wants the
> > minimum cost of ownership for a reversion mode of
> > flight management where the risks are on a par with
> > flight by stable gyro presentations, then a wing
> > leveler is THE solution. My personal vision of the
> > ideal machine for poking around in the fog has dual
> > wing levelers with a failure monitor system. This
> > suit of hardware would be expected to do ALL handling
> > of the ailerons while in IMC. Then I can leave all
> > the presentations off the panel because they're no
> > longer needed and the cost of ownership for having
> > them goes to zero.
> >
> > Over the lifetime of the airplane where I would
> > expect to spend less than a few percent of total
> > flight time in IMC, the dual wing-leveler system
> > offers exceedingly low $ownership$ and risk compared to
> > the legacy systems the gray-beards have grown
> > up with.
> >
> > That doesn't mean others among us shouldn't embrace
> > and even enjoy owning and operating a legacy system.
> > It's a matter of design goals. If one enjoys
> > stalking game with a bow and arrow and the risk of
> > going hungry is low or immaterial, great. But if one needs
> > to provide food for himself and perhaps others . . .
> > and technology enhanced tools for harvesting game
> > are available, then the optimum choice is clear.
> >
> > If a builder is considering N/B/AS referenced flight
> > as a backup for "safe" flight, then he/she must
> > be anticipating some willingness (or accidental
> > probability) for venturing into clouds. So no
> > matter how good you, I or anyone else is with
> > the legacy flight instrumentation systems, we are
> > remiss in our duties as teachers if we do not
> > explain all of TODAY'S options and assist the readers in
> > understanding requirements for getting a low risk
> > return on the cost of ownership.
> >
> > The low cost installation commits one to a future
> > investment of $time$ that should be fully explained
> > while the builder is still in the decision making phase
> > and before hardware is purchased and holes cut
> > in the panel. This isn't about anyone else's levels
> > of skill or personal preferences. It's a study of
> > return on investment and options for real risk reduction.
> >
> > Bob . . .
> >
> >
> >
> >
> >
>
>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckollsr(at)cox.net> |
| Subject: | Re: 18 AH Battery Test Data |
>Listers,
>FWIW I have been following the procedure of replacing my 18/17.X AH RG
>battery annually for the last two years. This year, I decided to do an
>endurance test on the "old" battery. Using an automotive two filament
>headlamp with the filaments in parallel, I was able to start at a current
>of 6.7 amps drain to simulate an endurance buss demand with a failed
>alternator. The battery has been used for one year including about 40
>flight hours and 50 engine starts.
>The battery is a 17-18 AH sold by Batteries Plus sometimes with the name
>Xtreme Plus.
>My engine is an O-320 with 110 plus hours on it. These batteries turn the
>engine over very "smartly" only observed at temperatures above 60F.
>At the beginning of the test, the current was 6.7 A and at the end at 5.6
>A . This decline is partly explained by the voltage decline as well as
>filament resistance decrease with temperature in the lamp.
>These results are consistent with the specification sheet provided for the
>Xtreme Plus batteries which predicts a two hour endurance at 6A.
>
>Regards,
>
>Richard Dudley
Good data sir. Thanks for sharing. Richard's experiment
underscores the idea that MOST RG/VSLA batteries are
capable of providing satisfactory service for periods
of more than a year.
The problem to be cited and solved is what are YOUR
personal requirements for support of electro-whizzies
in the alternator-out, endurance mode? Further, what
is your $time$ and $equipment$ investments worth to
track your battery's performance?
I have a number of batteries in the shop that are used
for various portable power applications . . . some are
over 5 years old. Some are down to less than 80% of original
capacity. However, the equipment needed to check a battery's
present ability is always available as a standard component
of my professional tools. The $time$ for me to put a dipstick
into a battery's capacity takes perhaps two minutes total
time. One minute to hook it up to the tester and another
minute to return it to the rack where a Battery Minder
will top it off. When I grab a battery and saddle up to
do a task, I know what the battery can be expected to
do for me.
A lot of folks got upset at my recommendation for yearly
replacement of the ship's battery. But if you can buy
an 18/20 AH battery for about $30 then what is the cost
of ownership trade off to test the battery perhaps one
or two times to determine serviceability over the lifetime
of the battery?
Obviously, the more expensive the battery, the more likely
it is that acquiring and using test equipment becomes
attractive. Richard didn't describe his own operating
requirements for load and endurance but it seems likely
that he might use the battery for another year. Assuming
he tests in another year and then discards the battery,
his cost of ownership is ($acquisition$) + 2x($test$)
divided by 2.
Nobody is in a position to make any really useful recommendations
for battery replacement without having a lot of data about
how you expect your battery to perform and knowing
what your $time$ is worth when expended on the task
of battery maintenance.
Bob . . .
________________________________________________________________________________
| From: | Robert Feldtman <bobf(at)feldtman.com> |
| Subject: | Re: Backup Electric Vacuum Pump |
Remember - the feds can turn off the GPS system with any perceived
threat - so I'd be careful about pure IMC in an A/C where GPS is only
source of data. I noted it was "down" during the Super bowl.
bobf
Dave N6030X wrote:
>
>
> That's a very interesting point, because it was the one time I've
> flown in the past 5 months where I accidentally left my cellphone
> turned on in my coat pocket all the way in the baggage compartment and
> couldn't reach it, so I just left it alone. Hmmmmmmmm
>
> Dave Morirs
>
> At 03:12 PM 3/4/2007, you wrote:
>>
>>
>> Probably not relevant to this specific problem, but worth noting...
>>
>> In the installation manuals for Garmin's 400W and 500W series units, it
>> states the following:
>>
>> "Ground-based cell phones that are on, even in a monitoring state, can
>> disrupt GPS performance."
>>
>> I know there have been all sorts of nebulous warnings floating around
>> from
>> time to time, but this is the first specific one I've seen.
>>
>> Hope it's useful to some of you guys...
>>
>>
>> -----Original Message-----
>> From: owner-aeroelectric-list-server(at)matronics.com
>> [mailto:owner-aeroelectric-list-server(at)matronics.com]On Behalf Of Dave
>> N6030X
>> Sent: Sunday, March 4, 2007 11:23 AM
>> To: aeroelectric-list(at)matronics.com
>> Subject: Re: AeroElectric-List: Backup Electric Vacuum Pump
>>
>>
>>
>>
>> I'll throw another variable into the equation. Under the heading of
>> "GPS ain't no guarantee neither"...
>>
>> Yesterday while flying Eastbound under the floor of the rather
>> complex Class B airspace north of Dallas, my GPS suddenly said "No
>> Sat", and flopped over on its back. I figured it was just a quick
>> "blink" and kept flying. It stayed offline. I flew a 360 to see if
>> it would reaquire on any other satellites, but it didn't. I rebooted
>> it. I rebooted the PDA it was hooked to. I rebooted the WX Worx
>> box. I checked the power lights. (All while staying upright and
>> without busting the Class B).
>>
>> Since I was trying to get from Dallas to Shreveport, I powered up my
>> backup Loran and looked up a few VORs while I was at it. Then I used
>> the Loran to give me the distance from the Addison airport whose
>> airspace I also needed to stay out of. Finally, I decided I had time
>> to go land at McKinney and figure out what was wrong with the GPS,
>> and at that instant, it came back online and stayed that way all the
>> way to Shreveport and back.
>>
>> What I neglected to try was powering off my COM radios, since there
>> are reports that some local oscillator frequencies interfere with GPS
>> under certain conditions. I didn't have the luxury of powering off
>> my transponder, since I was deep inside the Mode C circle. But
>> here's a case where high technology failed and it was a good thing to
>> have a backup.
>>
>> Dave Morris
>>
>>
>> At 10:41 AM 3/4/2007, you wrote:
>> >
>> >
>> >
>> >>Good Morning 'Lectric Bob,
>> >>
>> >>Thank you for the very complete analysis of my position on the
>> >>validity of using a T&B and venturi as a low cost back up to
>> >>whatever else is deemed desirable in a flying machine.
>> >>
>> >>I have been reading your freely presented views since the days when
>> >>the connection was from Down By The Riverside Press. (or, something
>> >>close to that)
>> >>
>> >>Always a pleasure and your writings are always able to jiggle some
>> >>thought out of my very uneducated brain.
>> >>
>> >>Nevertheless, I do think my responses have some merit.
>> >>
>> >>The original question that started this particular string had to do
>> >>with providing a low cost source of vacuum.
>> >>
>> >>The Venturi is a low cost option.
>> >
>> > No argument.
>> >
>> >>
>> >>It is susceptible to icing, but when placed in a warm airstream
>> >>behind the engine it has been shown to handle ice quite well.
>> >>Vacuum pumps do fail. Especially the modern dry pumps if they are
>> >>not replaced or serviced in accordance with the manufacturers
>> instructions.
>> >>
>> >>I still think the venturi is a viable option.
>> >
>> > Also no argument.
>> >
>> >>
>> >>I recognize that you cannot take the time to read everything on
>> >>this list. However, I think you would find that I have always said
>> >>that I will happily embrace a newer technology whenever it fits my
>> >>needs (and my price point!). There is nothing I would like better
>> >>than having a solid state autopilot that would be reliable enough
>> >>such that I did not have to know how to fly by instruments to be
>> >>able to operate in cloud.
>> >>
>> >>If I were to be dropped in the wilderness with nothing to sustain
>> >>me, I would surely die. Many of my ancestors would have been able
>> >>to survive in those same conditions.
>> >>
>> >>Having accepted modern conveniences to keep me alive, I think I
>> >>would be able to accept fully automatic flight sometime in the future.
>> >>
>> >>Just not yet.
>> >
>> > Which IS your preference . . .
>> >
>> >>
>> >>I recognize that I am old and am happy with current knowledge. It
>> >>does allow me to feel comfortable flying a lot of those flying
>> >>machines that are "rotting away".
>> >>
>> >>If the new breed of aviators is comfortable flying without the
>> >>ability to control their flying machine while in cloud, that is
>> fine with
>> me.
>> >>
>> >>The venturi powered T&B in my Stearman is very comforting.
>> >>
>> >>You infer that flying a partial panel is difficult. I contend that
>> >>it is NOT particularly difficult, IF adequate training has been
>> received.
>> >
>> > "IF" is the operative word here . . .
>> >
>> >>
>> >>There is no doubt that the skill is being lost. Most larger
>> >>airliners lost their T&Bs almost forty years ago. To my knowledge,
>> >>none ever had a turn coordinator.
>> >>
>> >>Chances are that many of the more modern airline pilots would have
>> >>a problem flying with the basic needle ball and airspeed.
>> >>
>> >>I contend that the skill is relatively easy to attain ... IF the
>> >>skill is desired!
>> >>
>> >>You very correctly stated that a skill not exercised tends to be
>> >>lost. One of the reasons I like the T&B over the TC is because I
>> >>find it relatively easy to integrate into my basic scan. I do so by
>> >>using the T&B to check my rate of turn even though basic attitude
>> >>reference is being obtained from an artificial horizon. This day
>> >>and age, rate of turn is not regularly considered, but by keeping
>> >>the rate of turn in mind, I force myself to include the T&B in my
>> >>normal scan which makes it much easier for me to use should a failure
>> occur.
>> >>
>> >>You make reference to my background as a professional pilot.
>> >>
>> >>I agree that I have had an opportunity that not every pilot has,
>> >>needs, or wants. However, I have also been a flight instructor for
>> >>fifty-eight years and in those fifty-eight years have trained many
>> >>an instrument pilot. Not all of them have retained their partial
>> >>panel skills, but many have!
>> >>
>> >>I do not contend that my way is the only way, just that it is a useful
>> way.
>> >>
>> >>I see that I have wandered all over the landscape where the
>> >>original intent was to suggest a low cost source of vacuum to
>> >>someone who was looking for such a source.
>> >>
>> >>Once again, my lack of education has done me in, --- but I am
>> having fun!
>> >
>> > That's what it's all about. Fun and risk reduction.
>> > You've offered nothing that's arguable. Nor have I.
>> > You've encouraged new builders to take advantage of
>> > a system that has a exceedingly low initial cost and
>> > if they're willing to do the investment of $time$ for
>> > training and sustaining the skill, it's one option.
>> >
>> > My approach is that of a systems integrator where
>> > the pilot is a close second place behind the airframe
>> > in the study of need for reliability in flight system
>> > components.
>> >
>> > I have observed first-hand how a pilot who took all the
>> > courses, spent a lot of time in his airplane, and outfitted
>> > it with everything you and I both would recommend . . .
>> > except a stand alone wing-leveler that would back up
>> > the very expensive system that proved to have
>> > vulnerabilities. Still, the mechanical failures he
>> > was presented with should have been no big deal . . .
>> > except that he experienced a real upset in the clouds and
>> > upon recovery he no doubt had a cabin full of excited
>> > passengers. Then while wrestling with the unbelievable
>> > fact that all this $high$ stuff with backups on top
>> > of backups was behaving in unanticipated, unpracticed
>> > ways he needed to revert to an alternate mode of
>> > flying the airplane. It's a situation that is exceedingly
>> > difficult to train for.
>> >
>> > I presume that a goodly number of our brothers are
>> > building airplanes they intend to use for point-A
>> > to point-B transportation. On long legged trips the
>> > probability of encountering less than clear weather
>> > is higher . . . and the possibilities for having
>> > company in the cabin goes up. This paints a different
>> > situation than one experiences while under the hood
>> > with a pilot riding shotgun who can SEE what's really
>> > going on. The shape of the airframe/pilot performance
>> > limits envelope is different, variable and many features
>> > cannot be anticipated.
>> >
>> > If one EXPECTS to bore holes in clouds and wants the
>> > minimum cost of ownership for a reversion mode of
>> > flight management where the risks are on a par with
>> > flight by stable gyro presentations, then a wing
>> > leveler is THE solution. My personal vision of the
>> > ideal machine for poking around in the fog has dual
>> > wing levelers with a failure monitor system. This
>> > suit of hardware would be expected to do ALL handling
>> > of the ailerons while in IMC. Then I can leave all
>> > the presentations off the panel because they're no
>> > longer needed and the cost of ownership for having
>> > them goes to zero.
>> >
>> > Over the lifetime of the airplane where I would
>> > expect to spend less than a few percent of total
>> > flight time in IMC, the dual wing-leveler system
>> > offers exceedingly low $ownership$ and risk compared to
>> > the legacy systems the gray-beards have grown
>> > up with.
>> >
>> > That doesn't mean others among us shouldn't embrace
>> > and even enjoy owning and operating a legacy system.
>> > It's a matter of design goals. If one enjoys
>> > stalking game with a bow and arrow and the risk of
>> > going hungry is low or immaterial, great. But if one needs
>> > to provide food for himself and perhaps others . . .
>> > and technology enhanced tools for harvesting game
>> > are available, then the optimum choice is clear.
>> >
>> > If a builder is considering N/B/AS referenced flight
>> > as a backup for "safe" flight, then he/she must
>> > be anticipating some willingness (or accidental
>> > probability) for venturing into clouds. So no
>> > matter how good you, I or anyone else is with
>> > the legacy flight instrumentation systems, we are
>> > remiss in our duties as teachers if we do not
>> > explain all of TODAY'S options and assist the readers in
>> > understanding requirements for getting a low risk
>> > return on the cost of ownership.
>> >
>> > The low cost installation commits one to a future
>> > investment of $time$ that should be fully explained
>> > while the builder is still in the decision making phase
>> > and before hardware is purchased and holes cut
>> > in the panel. This isn't about anyone else's levels
>> > of skill or personal preferences. It's a study of
>> > return on investment and options for real risk reduction.
>> >
>> > Bob . . .
>> >
>> >
>> >
>> >
>> >
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckollsr(at)cox.net> |
| Subject: | Re: Battery Tenders as recharging tools . . . |
>
>Many thanks Bob. My charger from Napa does not seem to bring the charge
>up beyond 12.5v even when the charger has been on the battery for 5
>days.
You need to track and plot the voltage during the
recharge cycle on a battery you know has been discharged
to some substantial degree.
One expects the voltage to be sustained at about 13.0 volts
after a recharge cycle has terminated. See:
http://www.aeroelectric.com/Pictures/Curves/schumacher_2.jpg
and
http://www.aeroelectric.com/Pictures/Curves/Battery_Tender_Recharge.pdf
What you may be seeing after 5 days is the charger's
normal drop to a sustaining level after the battery
has been topped off.
What brand of charger is it?
Bob . . .
----------------------------------------
( IF one aspires to be "world class", )
( what ever you do must be exercised )
( EVERY day . . . )
( R. L. Nuckolls III )
----------------------------------------
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckollsr(at)cox.net> |
| Subject: | Re: Beginner advice needed and greatly appreciated! |
>
>Hi Guys,
>
>I have been following this list for about 3 years. In the beginning
>99.99% went over my head but now only 99.9% is not understood. One thing
>I have learned is that this is a great place to learn and get help.
>
>Ok, I am just starting to wire my capacitance fuel senders for a RV7. At
>present I have not acquired any tools. Over time my data base of saved
>"tooling messages" is quite extensive. Based on that knowledge and recent
>rereading of Bob's articles on the use of said tools I have formed a few
>questions that maybe someone can help me with.
>
> I know technique is critical. Regardless of price is it easier to get
> up to speed and precision with a tool like Daniels Mil Spec crimper or is
> the B&C RCT-1 just as (difficult / easy) to learn and master.
The RCT-1 is for PIDG terminals. Daniels tools
>My next question is what tools will I need to finish the RV wiring system.
>It may not seem like it but you have all been teaching me alot in a few
>short years. Thanks
Have you reviewed the article on "Getting Started" that
I posted at:
http://aeroelectric.com/articles/Getting_Started.pdf
The commonly needed crimp tools and their applications
are discussed in this piece. For the most part you can
get all the tools you'll need at decent prices at:
http://bandc.biz
http://steinair.com
although there are many other places you could look
too. Harbor Freight has been offering a satisfactory
PIDG tool at:
http://www.harborfreight.com/cpi/ctaf/displayitem.taf?Itemnumber=93977
This is probably the first tool you need to acquire and
is equivalent to the ratchet-handle, PIDG tools sold at
many stores.
Bob . . .
----------------------------------------
( IF one aspires to be "world class", )
( what ever you do must be exercised )
( EVERY day . . . )
( R. L. Nuckolls III )
----------------------------------------
________________________________________________________________________________
| From: | Ken <klehman(at)albedo.net> |
| Subject: | Re: Beginner advice needed and greatly appreciated! |
Paul
You need to do a few test crimps no matter what tool you choose. Bob's
comic book articles are quite useful. I think you will be pleased with
anything from places like B&C or Steinair. It is always possible to mess
up a crimp no matter what the tool but there is not much more risk going
economical in my opinion and you will likely be surprised at how easy
it is. I was.
Ken
Paul K wrote:
>
> Hi Guys,
>
> I have been following this list for about 3 years. In the beginning
> 99.99% went over my head but now only 99.9% is not understood. One
> thing I have learned is that this is a great place to learn and get help.
>
> Ok, I am just starting to wire my capacitance fuel senders for a RV7.
> At present I have not acquired any tools. Over time my data base of
> saved "tooling messages" is quite extensive. Based on that knowledge
> and recent rereading of Bob's articles on the use of said tools I have
> formed a few questions that maybe someone can help me with.
>
> I know technique is critical. Regardless of price is it easier to
> get up to speed and precision with a tool like Daniels Mil Spec
> crimper or is the B&C RCT-1 just as (difficult / easy) to learn and
> master.
>
> My next question is what tools will I need to finish the RV wiring
> system. It may not seem like it but you have all been teaching me alot
> in a few short years. Thanks
>
> Paul
________________________________________________________________________________
| From: | "Emrath" <emrath(at)comcast.net> |
| Subject: | RE: SL30 and Dynon |
Oops, I mean Attitude Indicator, it's electric not vacuum.
Marty
-----Original Message-----
From: Emrath [mailto:emrath(at)comcast.net]
Sent: Sunday, March 04, 2007 3:24 PM
Subject: SL30 and Dynon
I would like to get opinions and thoughts from anyone driving the HSI
feature of the Dynon D10A or D100 from a Garmin SL30 Garmin. I'm thinking
of doing this in lieu of having a DG and a CDI/LOC/GS/GPS indicator like a
MD200-306 indicator and wondering about the pros and cons of this. I
already have a Altitude Indicator. Marty
________________________________________________________________________________
| Subject: | Monitoring external temperatures |
Question: I would like to hear from anyone who has wired a temperature
gauge such that a warning light indicator is illuminated when the temp
falls below freezing (or some other significant value). Have you
included an override to silence the warning light and did you build a
delay into the mechanism to interrupt or disable the warning light?
Thanks
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckollsr(at)cox.net> |
| Subject: | Radio interference to instruments |
>Comments/Questions: When I push my PTT switch to transmit on my radio I
>get an increase in manifold pressure and either a large increase or
>decrease in ammeter reading. This is intermittent and happens about 80%
>of the time. All works great with the radio off.
Sounds like these instruments were not designed to live
in the real world of airplanes. They seem to suffer from
radio frequency interference.
Check your coax cables from transceiver to antenna. If the
shield ground comes loose at either end, the coax can radiate
very strongly into airframe wiring.
You might try putting a ferrite cable-choke-core over the
bundles going into the back of these instruments. See:
http://tinyurl.com/28bdgm
Bob . . .
----------------------------------------
( IF one wishes to be "world class" at )
( anything, what ever you do must be )
( exercised EVERY day . . . )
( R. L. Nuckolls III )
----------------------------------------
________________________________________________________________________________
| From: | "B Tomm" <fvalarm(at)rapidnet.net> |
| Subject: | Stolen aircraft... C-FBCG...help requested |
All listers,
Although this is not specific to our list, please forgive me and have a
look. Especially those located in BC, Alberta and the Pacific Northwest.
Timely awareness/communication may help to solve this crime. Keep an eye
out at your airport and pass this along to anyone/group you think may be
able to help this guy find his aircraft.
Bevan
RV7A Finishing kit
----- Original Message -----
From: Gary West / PFC <mailto:kgwest(at)shaw.ca>
Sent: Sunday, March 04, 2007 11:41 AM
Subject: Missing, and presumed stolen airplane C182 C-FBCG...help requested
please
Hello fellow fliers........
I hope you can assist me in locating my aircraft which went missing the
night of March 1 from Oliver Airport, in the south Okanagan of BC. It was
last seen at the airport in March 1st morning and was not there when I went
to check on the plane this afternoon, March 2nd. They picked the first clear
night in a while and a nearly full moon to steal it. It may have been stolen
for smuggling or it may be taken somewhere to be stripped or altered (e.g.,
painting or false registration) and then moved elsewhere over time.
The plane is a 1966 Cessna 182, white in colour with two thin stripes along
the side, one green and the other brown. It has Rosen sun visors (green pull
down sun visors) and green tinted windows. As noted above it has the
Canadian Registration C-FBCG on both sides of the fuselage in brown vinyl
letters. It has a piece of purple carpet cover on the glare shield which
will be visible through the window. Interior is avocado green as are the
seats. It has wing strobes and a tail beacon.
I've sent this to the COPA Flight contacts in BC and Alberta and I'm hoping
that you might send this email to others in your clubs and to other
nonmember pilots in your area in case the plane turns up at an airport near
you. I suspect they took it south (we're only 15 miles north of the US
border) and have notified all authorities there of the theft in case they
can find it once the thieves are finished with it. However, I believe that
other pilots will give me a better chance of finding it, since there are
only so many places to land and there are COPA/AOPA members everywhere who
may be able to assist with their eyes and ears at their airports. If you
have contacts in Idaho, Washington or Montana please forward this email to
them in case they see it.
I just bought it as my move up aircraft last year and would like to get it
back. I thought it was safe at a locked, fenced airport with doors locked
but it appears that was not enough. I've included photos of the plane taken
in January this year.
If you have any information on this aircraft, please contact me by email or
by phone at 250 498-2205. Alternatively, contact the police in your area and
give them any information. The police file rests with the Oliver, BC
detachment of the RCMP.
Thanks for your consideration
Bill Michael
Osoyoos, BC
--
1:58 PM
--
1:58 PM
________________________________________________________________________________
| Subject: | Garmin 530W Install manual |
| From: | "Stewart, Michael (ISS Atlanta)" <mike.stewart(at)us.ibm.com> |
On the downloads page, one link above the how to garmin link.
Here is the direct link.
Mike
http://www2.mstewart.net:8080/Downloads/gns430w_IM.pdf
-----Original Message-----
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Tim
Lewis
Sent: Saturday, March 03, 2007 11:24 AM
Subject: AeroElectric-List: Garmin 530W Install manual
Does anyone have access to a Garmin 530W Install manual? I've tried
<http://www2.mstewart.net:8080/Downloads/howtogetagarminmanual.htm>, but
I haven't stumbled on to the correct file name yet.
Thanks,
Tim Lewis
--
Tim Lewis -- HEF (Manassas, VA)
RV-6A N47TD -- 850 hrs
RV-10 #40059 under construction
________________________________________________________________________________
| From: | "McFarland, Randy" <Randy.McFarland(at)novellus.com> |
| Subject: | Radio interference to instruments |
Thx for the question.
I have the same problem. I have a SD8 and Denso 60amp being monitored by a
EIS 4000 engine monitor. The alarm goes off almost every time I key the Mic
PTT due to one or both Amp readings going out of limits (typically decrease)
Doesn't seem to matter whether I am transmiting using Garmin 430 or KX125.
I'll check my coax cabling and shields.
Randy
-----Original Message-----
From: Robert L. Nuckolls, III [mailto:nuckollsr(at)cox.net]
Sent: Sunday, March 04, 2007 8:36 PM
Subject: AeroElectric-List: Radio interference to instruments
>Comments/Questions: When I push my PTT switch to transmit on my radio I
>get an increase in manifold pressure and either a large increase or
>decrease in ammeter reading. This is intermittent and happens about 80%
>of the time. All works great with the radio off.
Sounds like these instruments were not designed to live
in the real world of airplanes. They seem to suffer from
radio frequency interference.
Check your coax cables from transceiver to antenna. If the
shield ground comes loose at either end, the coax can radiate
very strongly into airframe wiring.
You might try putting a ferrite cable-choke-core over the
bundles going into the back of these instruments. See:
http://tinyurl.com/28bdgm
Bob . . .
----------------------------------------
( IF one wishes to be "world class" at )
( anything, what ever you do must be )
( exercised EVERY day . . . )
( R. L. Nuckolls III )
----------------------------------------
________________________________________________________________________________
| From: | Jay Brinkmeyer <jaybrinkmeyer(at)yahoo.com> |
| Subject: | Expresspcb... Free CAD software |
I've been playing around with express schematics CAD software for a while. It's
pretty useful and it's "free". Anyone else out there using this?
Cheers,
Jay
http://www.expresspcb.com/ExpressPCBHtm/Free_cad_software.htm
Bored stiff? Loosen up...
Download and play hundreds of games for free on Yahoo! Games.
http://games.yahoo.com/games/front
________________________________________________________________________________
| From: | "Ed Anderson" <eanderson(at)carolina.rr.com> |
| Subject: | Re: Expresspcb... Free CAD software |
Hi Jay,
Yes, I've used the ExpressPCB schematic and PC board software for a number
of years. What's very nice is once you draw the schematic - it can aid you
in drawing a PC board design. It has a node highlighter (for lack of a
better word), so that when the PCB drawing is linked to the schematic
drawing and you click on a node (pin, resistor, etc) all the nodes on
components in the drawing that element is connected to will light up. So
you immediately know where you have to draw the traces.
There are a couple of minor down sides, its library of ready symbols and
components is a bit on the skimpy side - but, they do provide the means for
you to create and dimension any component yourself. Once you get use to
using it, it only takes a minute or two to whip up another component and
then store it in the "custom" component library.
Also you can not directly produce the PC board industry standard "Gerber
files" used to produce PC boards - so you are sort of locked in with
ExpressPCB. You can get a Gerber file from them but it will cost you $60.
On the other hand, they have some very reasonable board quantity offers (for
example 3 boards for $51 - to get this price the boards have to be 3.8"x
2.5" or smaller) and they will get the boards back to you within 3-4
workdays.
I'm just finishing up 3 PCB board designs and have sent the first off for
them to make. I have probably had 10-13 designs done by them over the years
and been happy with them all.
I have looked into other PC board manufactures due to the limitations (no
Gerber files, no capability to make stencils for surface mount components -
yet) , but have not found any that induced me to switch.
Ed
Ed Anderson
Rv-6A N494BW Rotary Powered
Matthews, NC
eanderson(at)carolina.rr.com
http://members.cox.net/rogersda/rotary/configs.htm#N494BW
http://www.dmack.net/mazda/index.html
----- Original Message -----
From: "Jay Brinkmeyer" <jaybrinkmeyer(at)yahoo.com>
Sent: Monday, March 05, 2007 11:42 AM
Subject: AeroElectric-List: Expresspcb... Free CAD software
>
>
> I've been playing around with express schematics CAD software for a while.
> It's pretty useful and it's "free". Anyone else out there using this?
>
> Cheers,
> Jay
>
> http://www.expresspcb.com/ExpressPCBHtm/Free_cad_software.htm
>
>
> Bored stiff? Loosen up...
> Download and play hundreds of games for free on Yahoo! Games.
> http://games.yahoo.com/games/front
>
>
>
________________________________________________________________________________
| From: | "Bill Denton" <bdenton(at)bdenton.com> |
| Subject: | Radio interference to instruments |
May or may not be relevant...
Keep in mind that your power consumption goes up quite a bit when you key
the mic. Your transponder also has pulsed of higher power consumption.
I've heard of guys who set their alarms based on the airplane running with
everything turned on. But when they key their mic, especially when the
transponder is also transmitting, they get an alarm.
As I said, maybe not relevant to your situation, but you might consider
it...
-----Original Message-----
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com]On Behalf Of
McFarland, Randy
Sent: Monday, March 5, 2007 10:25 AM
Subject: RE: AeroElectric-List: Radio interference to instruments
Thx for the question.
I have the same problem. I have a SD8 and Denso 60amp being monitored by a
EIS 4000 engine monitor. The alarm goes off almost every time I key the Mic
PTT due to one or both Amp readings going out of limits (typically decrease)
Doesn't seem to matter whether I am transmiting using Garmin 430 or KX125.
I'll check my coax cabling and shields.
Randy
-----Original Message-----
From: Robert L. Nuckolls, III [mailto:nuckollsr(at)cox.net]
Sent: Sunday, March 04, 2007 8:36 PM
Subject: AeroElectric-List: Radio interference to instruments
>Comments/Questions: When I push my PTT switch to transmit on my radio I
>get an increase in manifold pressure and either a large increase or
>decrease in ammeter reading. This is intermittent and happens about 80%
>of the time. All works great with the radio off.
Sounds like these instruments were not designed to live
in the real world of airplanes. They seem to suffer from
radio frequency interference.
Check your coax cables from transceiver to antenna. If the
shield ground comes loose at either end, the coax can radiate
very strongly into airframe wiring.
You might try putting a ferrite cable-choke-core over the
bundles going into the back of these instruments. See:
http://tinyurl.com/28bdgm
Bob . . .
----------------------------------------
( IF one wishes to be "world class" at )
( anything, what ever you do must be )
( exercised EVERY day . . . )
( R. L. Nuckolls III )
----------------------------------------
________________________________________________________________________________
| From: | "Bill Steer" <steerr(at)bellsouth.net> |
| Subject: | Re: Expresspcb... Free CAD software |
Yep, I did my whole schematic with it. Somebody else had posted a library
of custom parts, which I expanded.
Bill
> I've been playing around with express schematics CAD software for a while.
> It's pretty useful and it's "free". Anyone else out there using this?
________________________________________________________________________________
| From: | Dave N6030X <N6030X(at)DaveMorris.com> |
| Subject: | Radio interference to instruments |
Whenever I hear of RF producing a DC voltage effect somewhere, I
immediately think "corrosion". Dissimilar metals, moisture,
corrosion, rectification. I've seen bad splices wipe out an entire
manufacturing plant's data network, but only when it rains. Check
your connectors for white powder and the back of your panel for moisture.
Dave Morris
At 11:06 AM 3/5/2007, you wrote:
>
>May or may not be relevant...
>
>Keep in mind that your power consumption goes up quite a bit when you key
>the mic. Your transponder also has pulsed of higher power consumption.
>
>I've heard of guys who set their alarms based on the airplane running with
>everything turned on. But when they key their mic, especially when the
>transponder is also transmitting, they get an alarm.
>
>As I said, maybe not relevant to your situation, but you might consider
>it...
>
>
>-----Original Message-----
>From: owner-aeroelectric-list-server(at)matronics.com
>[mailto:owner-aeroelectric-list-server(at)matronics.com]On Behalf Of
>McFarland, Randy
>Sent: Monday, March 5, 2007 10:25 AM
>To: 'aeroelectric-list(at)matronics.com'
>Subject: RE: AeroElectric-List: Radio interference to instruments
>
>
>
>
>Thx for the question.
>I have the same problem. I have a SD8 and Denso 60amp being monitored by a
>EIS 4000 engine monitor. The alarm goes off almost every time I key the Mic
>PTT due to one or both Amp readings going out of limits (typically decrease)
>Doesn't seem to matter whether I am transmiting using Garmin 430 or KX125.
>I'll check my coax cabling and shields.
>Randy
>
>-----Original Message-----
>From: Robert L. Nuckolls, III [mailto:nuckollsr(at)cox.net]
>Sent: Sunday, March 04, 2007 8:36 PM
>To: aeroelectric-list(at)matronics.com
>Subject: AeroElectric-List: Radio interference to instruments
>
>
>
>
>
> >Comments/Questions: When I push my PTT switch to transmit on my radio I
> >get an increase in manifold pressure and either a large increase or
> >decrease in ammeter reading. This is intermittent and happens about 80%
> >of the time. All works great with the radio off.
>
>Sounds like these instruments were not designed to live
>in the real world of airplanes. They seem to suffer from
>radio frequency interference.
>
>Check your coax cables from transceiver to antenna. If the
>shield ground comes loose at either end, the coax can radiate
>very strongly into airframe wiring.
>
>You might try putting a ferrite cable-choke-core over the
>bundles going into the back of these instruments. See:
>
>http://tinyurl.com/28bdgm
>
>
> Bob . . .
>
> ----------------------------------------
> ( IF one wishes to be "world class" at )
> ( anything, what ever you do must be )
> ( exercised EVERY day . . . )
> ( R. L. Nuckolls III )
> ----------------------------------------
>
>
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckollsr(at)cox.net> |
| Subject: | Re: Monitoring external temperatures |
>Question: I would like to hear from anyone who has wired a temperature
>gauge such that a warning light indicator is illuminated when the temp
>falls below freezing (or some other significant value). Have you included
>an override to silence the warning light and did you build a delay into
>the mechanism to interrupt or disable the warning light?
>
>Thanks
The product highlighted at:
http://www.aeroelectric.com/Catalog/AEC/9011/9011-700-1C.pdf
can be fitted with software to do the kinds of things
you've asked about . . . but as a stand-alone device,
not a gage with warnings.
Bob . . .
----------------------------------------
( IF one aspires to be "world class", )
( what ever you do must be exercised )
( EVERY day . . . )
( R. L. Nuckolls III )
----------------------------------------
________________________________________________________________________________
| Subject: | Shrink wrapping RG-58 |
| From: | "Roger Bentlage" <bentlage(at)sbcglobal.net> |
I've heard several times that RG-58 coax should not be shrink wrapped. The Lightspeed
electronic ignition installation manual specifically states "Do not shrink
wrap RG-58".
I cannot find anything that formally states as a general rule that RG-58 should
not be shrink wrapped or what problems it creats. I would like to perform the
simple application of clear shrinking lables on co-located coax antenna leads.
Is this acceptable?
Can anyone shed some light on this?
Thanks,
Roger
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=98921#98921
________________________________________________________________________________
| Subject: | Re: Shrink wrapping RG-58 |
Roger Bentlage a crit :
>
> I've heard several times that RG-58 coax should not be shrink wrapped. The Lightspeed
electronic ignition installation manual specifically states "Do not
shrink wrap RG-58".
> I cannot find anything that formally states as a general rule that RG-58 should
not be shrink wrapped or what problems it creats.
>
Roger,
The RG58 insulation is polyethylene. Heating will allow the insulation
to flow and disturb the geometry of the core element relative to the
outer braid, changing the coax impedance.
So...don't ;-)
And don't squeeze them with Ty-Wraps either.
Concerning the coax label, how about a nice little label attached to the
crimped metal collar at the BNC connector ?
FWIW,
Regards,
Gilles
http://contrails.free.fr
________________________________________________________________________________
| From: | Tim Lewis <Tim_Lewis(at)msm.umr.edu> |
| Subject: | Re: Garmin 530W Install manual |
Mike,
Thanks for the reply (and the work you devoted to building the page).
I'm actually looking for the *530W* vice 430W install manual. I tried
modifying the 430W install manual URL, but was not successful. Do you
have any hints for me?
Thanks,
Tim Lewis
--
Tim Lewis -- HEF (Manassas, VA)
RV-6A N47TD -- 850 hrs
RV-10 #40059 under construction
Stewart, Michael (ISS Atlanta) wrote:
>
> On the downloads page, one link above the how to garmin link.
> Here is the direct link.
> Mike
> http://www2.mstewart.net:8080/Downloads/gns430w_IM.pdf
>
>
> -----Original Message-----
> From: owner-aeroelectric-list-server(at)matronics.com
> [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Tim
> Lewis
> Sent: Saturday, March 03, 2007 11:24 AM
> To: aeroelectric-list(at)matronics.com
> Subject: AeroElectric-List: Garmin 530W Install manual
>
>
>
> Does anyone have access to a Garmin 530W Install manual? I've tried
> <http://www2.mstewart.net:8080/Downloads/howtogetagarminmanual.htm>, but
>
> I haven't stumbled on to the correct file name yet.
>
> Thanks,
>
> Tim Lewis
>
>
________________________________________________________________________________
| Subject: | Garmin 530W Install manual |
| From: | "Stewart, Michael (ISS Atlanta)" <mike.stewart(at)us.ibm.com> |
Tim Im sorry I was confused and I cant read!
Please try this link for the 530W. Ill update the web page tomorrow with
a link. But should should get you by for now.
http://www2.mstewart.net:8080/Downloads/530w_IM.pdf
I apologize for the confusion.
I sent it to you direct but its too big.
Best,
Mike
-----Original Message-----
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Tim
Lewis
Sent: Monday, March 05, 2007 6:02 PM
Subject: Re: AeroElectric-List: Garmin 530W Install manual
Mike,
Thanks for the reply (and the work you devoted to building the page).
I'm actually looking for the *530W* vice 430W install manual. I tried
modifying the 430W install manual URL, but was not successful. Do you
have any hints for me?
Thanks,
Tim Lewis
--
Tim Lewis -- HEF (Manassas, VA)
RV-6A N47TD -- 850 hrs
RV-10 #40059 under construction
Stewart, Michael (ISS Atlanta) wrote:
Atlanta)"
>
> On the downloads page, one link above the how to garmin link.
> Here is the direct link.
> Mike
> http://www2.mstewart.net:8080/Downloads/gns430w_IM.pdf
>
>
> -----Original Message-----
> From: owner-aeroelectric-list-server(at)matronics.com
> [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Tim
> Lewis
> Sent: Saturday, March 03, 2007 11:24 AM
> To: aeroelectric-list(at)matronics.com
> Subject: AeroElectric-List: Garmin 530W Install manual
>
>
>
> Does anyone have access to a Garmin 530W Install manual? I've tried
> <http://www2.mstewart.net:8080/Downloads/howtogetagarminmanual.htm>,
but
>
> I haven't stumbled on to the correct file name yet.
>
> Thanks,
>
> Tim Lewis
>
>
________________________________________________________________________________
| From: | "William Slaughter" <wslaughter(at)houston.rr.com> |
The Battery Tender Plus arrived back home today - thanks. If I'm reading the
graphs right, it did perform rather differently than the previously tested
"Batter Minder" (actually a Deltran Battery Tender Jr., wasn't it?) While
the "Battery Minder" climbed to not-quite 14.0 and then dropped to float
mode, the BT+ appears to have climbed smoothly to 14.2 volts, and then held
between 14.2 and 14.4 for a dwell time of over an hour (if the time axis is
the same as the earlier test), before dropping back to 13.2 float. This
profile is just as advertised on the Deltran website. It's nice when things
perform as advertised. Thanks for running these tests.
William
-----Original Message-----
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Robert L.
Nuckolls, III
Sent: Friday, March 02, 2007 10:04 PM
Subject: RE: AeroElectric-List: Battery Tenders
>
>
>Bob,
>Speaking of Battery Tenders... I sent my Battery Tender Plus off to you via
>UPS on 2/22/07. Please let me know if you've received it or if I need to
>start tracking.
I received it, did a test with it and put it back into
the mail today. I published a plot on a Battery Minder
some months ago at:
http://www.aeroelectric.com/Pictures/Curves/Battery_Minder_Recharge.pdf
Your Battery Tender did this recharge profile.
http://www.aeroelectric.com/Pictures/Curves/Battery_Tender_Recharge.pdf
We can deduce that both of these products service the "top off"
protocols and then drop to similar sustaining voltages.
Thank you for donating the use of your charger for this experiment.
Bob . . .
----------------------------------------
( IF one aspires to be "world class", )
( what ever you do must be exercised )
( EVERY day . . . )
( R. L. Nuckolls III )
----------------------------------------
________________________________________________________________________________
| From: | David Gilbert <flydreamer74(at)yahoo.com> |
| Subject: | Re: Expresspcb... Free CAD software |
Bill,
Is this library of parts available for download? I started to use this software
to do my schematics, but was spending to much time trying to draw components
that were not available with the program, so I resorted to hand drawings.
Dave G.
Bill Steer wrote:
Yep, I did my whole schematic with it. Somebody else had posted a library
of custom parts, which I expanded.
Bill
> I've been playing around with express schematics CAD software for a while.
> It's pretty useful and it's "free". Anyone else out there using this?
________________________________________________________________________________
| Subject: | Links to Garmin Manuals |
| From: | "Stewart, Michael (ISS Atlanta)" <mike.stewart(at)us.ibm.com> |
OK Gents,
I now have a spot for you to get as many of the Garmin manuals as I have
on file for my personal use. Lately the W's(WAAS) have been hot which
spawned these discussions.
You may use the link below to retrieve them. To name a few I have
GNS430, GNS530, GMA347, GNS530W, GNS430W, GTX327, GTX330, MX20, SL40
If I get others Ill put them there. I don't keep every revision of every
unit of every variant.
I sure wish Garmin would just simply make these available to the public.
Not like these are some big secret or anything. Makes life complicated
for all of us.
Hope this helps.
Mike
http://www.mstewart.net/Downloads/downloads.htm
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckollsr(at)cox.net> |
| Subject: | Not all chargers . . . |
Was looking for some tools in the mess-shop yestereday
and ran across a Schumacher "smart charger" still in the
box. I'd purchased it at WallyWorld last year some time
with the intent of seeing how it behaved compared with their
lesser products.
I had a 32AH Panasonic RG battery in a partial state of
recharge in the electronics shop. I replaced the 1A Battery
Minder with the 12A Schumacher smart charger and produced
the following performance curve.
http://www.aeroelectric.com/Pictures/Curves/schumacher_5.jpg
Here we see that the protocol boosted the battery to the
top-off phase pretty quickly. 12A recharge would be expected
to have a steeper slope than the 1A charger. The battery
was held in top-off for a little over 3 hours before
dropping to a sustaining voltage of 13.5 volts.
The 'noise' on the voltage traces shows up only after
the recharge current drops below the boost level and
continues after the voltage is allowed to drop to sustaining
levels. I presume this is the effect of some form of
'desulfating' activity.
Bob . . .
----------------------------------------
( IF one aspires to be "world class", )
( what ever you do must be exercised )
( EVERY day . . . )
( R. L. Nuckolls III )
----------------------------------------
________________________________________________________________________________
| From: | CHAD <1pouch(at)sbcglobal.net> |
| Subject: | Garmin 430 and 530 connectors |
Does anyone know if there is much difference in the wiring pinout and the connectors
to go from a Garmin 430 to a 530 ? The connectors look the same but the
P/N is one number off 4001 to 5001 etc. Could you just take the connectors off
the back plate of the 430 and make any necessary pin changes and put the connectors
back on the 530 back plate ?
Thanks,
Chad Feldpouch
________________________________________________________________________________
| From: | BobsV35B(at)aol.com |
| Subject: | Garmin 430 and 530 connectors |
Good Evening Chad,
Nothing authoritative here, but I took a 530 to the shop to be updated to a
530W and was told that the 530W and the 430W wiring was identical and, in
fact, interchangeable.
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Air Park LL22
Downers Grove, IL 60516
630 985-8503
In a message dated 3/6/2007 10:34:18 P.M. Central Standard Time,
1pouch(at)sbcglobal.net writes:
Does anyone know if there is much difference in the wiring pinout and the
connectors to go from a Garmin 430 to a 530 ? The connectors look the same but
the P/N is one number off 4001 to 5001 etc. Could you just take the
connectors off the back plate of the 430 and make any necessary pin changes and
put
the connectors back on the 530 back plate ?
Thanks,
Chad Feldpouch
**************************************
AOL now offers free
email to everyone. Find out more about what's free from AOL at
http://www.aol.com.
________________________________________________________________________________
| From: | "Bob Leffler" <rvmail(at)thelefflers.com> |
| Subject: | Garmin 430 and 530 connectors |
Not directly related, but similar...
There is a good article in this month's Aviation Consumer on that details
all the gotchas on the upgrade from a x00 to x00w.
The biggest issue appears to be the antenna and the type of coax you may
currently have installed.
_____
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of CHAD
Sent: Tuesday, March 06, 2007 11:30 PM
Subject: AeroElectric-List: Garmin 430 and 530 connectors
Does anyone know if there is much difference in the wiring pinout and the
connectors to go from a Garmin 430 to a 530 ? The connectors look the same
but the P/N is one number off 4001 to 5001 etc. Could you just take the
connectors off the back plate of the 430 and make any necessary pin changes
and put the connectors back on the 530 back plate ?
Thanks,
Chad Feldpouch
________________________________________________________________________________
| From: | "Eric Parlow" <ericparlow(at)hotmail.com> |
| Subject: | Garmin 430/530 and WAAS |
Has anyone had the 430/530 WAAS conversion done and installed it?
We need to know if there were any modification needed to the plane's wiring
or antennas.
ERic--
RV-10, 40014
N104EP
________________________________________________________________________________
| From: | "Dustin Paulson" <dustinp(at)hughes.net> |
| Subject: | Transponder noise |
After installing my radio stack (GNS 430, SL-40, GTX 330, GMA 340) and
firing it up for the first time, I find that I can hear the ticking
transponder broadcast signal in my headset (as well as on a AM/FM radio that
was turned on in the shop at the time).
I thought my com antennae may be to close to my transponder antenna, but I
can still hear the ticking broadcast even when the com radios are turned
off, and only the audio panel is left on. The ticking stops when the
transponder is placed in standby mode or turned off, so I know that is where
it is coming from.
Thanks for any ideas on how this can be cured?
________________________________________________________________________________
| From: | BobsV35B(at)aol.com |
| Subject: | Re: Garmin 430/530 and WAAS |
Good Morning Eric,
It is almost a certainty that the antenna will need to be replaced and there
is a good possibility that the antenna lead will need to be replaced. There
is a minimum length required and that minimum length is longer than what has
been used for many installations. If your current installations uses RG-58,
it must be replaced regardless of length.
Other than that, no problem at all!
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Air Park LL22
Downers Grove, IL 60516
630 985-8503
In a message dated 3/7/2007 7:14:30 A.M. Central Standard Time,
ericparlow(at)hotmail.com writes:
Has anyone had the 430/530 WAAS conversion done and installed it?
We need to know if there were any modification needed to the plane's wiring
or antennas.
ERic--
RV-10, 40014
N104EP
**************************************
AOL now offers free
email to everyone. Find out more about what's free from AOL at
http://www.aol.com.
________________________________________________________________________________
| From: | Earl_Schroeder <Earl_Schroeder(at)juno.com> |
| Subject: | Re: Garmin 430/530 and WAAS |
Eric Parlow wrote:
> Has anyone had the 430/530 WAAS conversion done and installed it?
>
Here is some info concerning the 'WAAS' discussions: [thanks to Brent
Regan] Earl
Wide Area Augmentation System (WAAS) uses a series of strategically
placed ground stations that receive the GPS signal from the GPS
constellation, compare the reported position to the known position and
calculate the difference. This difference between the two is used to
infer the signal propagation delay through the ionosphere. The
ionosphere is very dynamic and not very predictable. The delay
"coefficients" are then transmitted to three (two currently in service)
specialized WAAS satellites that then transmit the correction data back
to earth. (simplified explanation).
"WAAS Compatibility" simply means that the GPS receiver can receive the
signals from the three WAAS satellites. Most GPS receiver can do this.
The trick comes in being able to process the WAAS data and use it to
correct your position information. There is a lot of math involved and
it must be done in real time so it requires a beefy Digital Signal
Processor (DSP).
Think of it this way, your telephone is "FAX Compatible" just like most
GPS receivers are "WAAS Compatible". You telephone can dial a FAX
number and receive the pops and screeches but it has no way to process
the data into a facsimile of a document.
WAAS Capable GPS receivers (like the FreeFlight) have an internal DSP in
addition to the receiver to make use of the WAAS data.
Do not confuse "WAAS Compatible" or "WAAS Enabled", the ability to
receive WAAS data (easy), with "WAAS Capable", the ability to receive
AND process the WAAS data (hard).
Caveat Emptor
Regards
Brent Regan
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckollsr(at)cox.net> |
| Subject: | Re: Transponder noise |
>
>After installing my radio stack (GNS 430, SL-40, GTX 330, GMA 340) and
>firing it up for the first time, I find that I can hear the ticking
>transponder broadcast signal in my headset (as well as on a AM/FM radio
>that was turned on in the shop at the time).
>I thought my com antennae may be to close to my transponder antenna, but I
>can still hear the ticking broadcast even when the com radios are turned
>off, and only the audio panel is left on. The ticking stops when the
>transponder is placed in standby mode or turned off, so I know that is
>where it is coming from.
>Thanks for any ideas on how this can be cured?
While your antagonist and victim have been identified, you
still need to identify the propagation mode. When presented
with your situation, we know that there is a combination
of three things that may eliminate the noise problem or at
least reduce it to unnoticeable levels.
(1) Fix some issue with the antagonist that doesn't
conform to industry practice for integrating
the product into an aircraft.
(2) Fix some issue with the victim that doesn't
conform to industry practice for integrating
the product into an aircraft.
(3) Eliminate or attenuate the propagation mode that
brings energy from the antagonist to vulnerable
components of the victim.
When anyone hears a short burst of "buzz" synchronous
with illumination of the transponder REPLY light, 90%
of the time it's an RF detection of the reply pulses
someplace in the audio stream. Obviously, our best
starting assumption is to set actions (1) and (2)
aside. Most of the time, the hardware we install has
been competently designed and tested to live in the
aircraft environment. So let's talk about (3).
What kind of audio panel? What are the connectors
on the back like? Is your airplane composite or
metal? Where is the transponder antenna mounted with
respect to the panel?
Bob . . .
________________________________________________________________________________
| From: | Deems Herring <dsleepy47(at)hotmail.com> |
| Subject: | Garmin 430/530 and WAAS |
Here is one avionics shops information about the upgrade.
http://www.lancasteravionics.com/
Deems
> Date: Wed, 7 Mar 2007 08:54:37 -0600> From: Earl_Schroeder(at)juno.com> To:
aeroelectric-list(at)matronics.com> Subject: Re: AeroElectric-List: Garmin 430
arl_Schroeder(at)juno.com>> > Eric Parlow wrote:> > Has anyone had the 430/530
WAAS conversion done and installed it?> >> Here is some info concerning th
e 'WAAS' discussions: [thanks to Brent > Regan] Earl
_________________________________________________________________
Discover the new Windows Vista
E
________________________________________________________________________________
| From: | Jerry2DT(at)aol.com |
| Subject: | Garmin GPS antenna. Cheap. |
List,
I just bought one of these puppies from Pac Avionics store, and works
perfectly with my G-296. For some reason it doesn't show on Garmin's website,
maybe
because at $29 it's too inexpensive. It has a small footprint of about 1.5"
sq. and 9 foot lead, BNC connector. Haven't seen any chatter on it so here it
is...
_http://www.buyersedge.com/Product/prodDesc.asp?XOS=3665737&pageView=1_
(http://www.buyersedge.com/Product/prodDesc.asp?XOS=3665737&pageView=1)
Jerry Cochran
**************************************
AOL now offers free
email to everyone. Find out more about what's free from AOL at
http://www.aol.com.
________________________________________________________________________________
| From: | Bobby Hester <bobbyhester(at)charter.net> |
| Subject: | Re: Garmin GPS antenna. Cheap. |
I bought a antenna for my Garmin 296 off of ebay. $18.88 plus 4.95 shipping
Just search for: Antenna for GARMIN GPSMAP 295 296 376c 396 GPS
Surfing the web with my laptop from Hopkinsville, KY
Visit my RV7A website: http://webpages.charter.net/bobbyhester/MyFlyingRV7A.htm
Jerry2DT(at)aol.com wrote:
> List,
>
> I just bought one of these puppies from Pac Avionics store, and works
> perfectly with my G-296. For some reason it doesn't show on Garmin's
> website, maybe because at $29 it's too inexpensive. It has a small
> footprint of about 1.5" sq. and 9 foot lead, BNC connector. Haven't
> seen any chatter on it so here it is...
>
> http://www.buyersedge.com/Product/prodDesc.asp?XOS=3665737&pageView=1
> <http://www.buyersedge.com/Product/prodDesc.asp?XOS=3665737&pageView=1>
>
> Jerry Cochran
>
>
>
>
> ------------------------------------------------------------------------
> AOL now offers free email to everyone. Find out more about what's free
> from AOL at AOL.com.
>
>
________________________________________________________________________________
| From: | "B Tomm" <fvalarm(at)rapidnet.net> |
| Subject: | Garmin GPS antenna. Cheap. |
Bobby,
You may not have it yet, but I was wondering if the magnetic backing will
peal off easily. I wouldn't want any magnets in the airplane that are not
necessary. I suppose there are no mounting holes for screws but perhaps
double sided tape on the glair shield would work well.
Bevan
_____
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Bobby
Hester
Sent: Wednesday, March 07, 2007 5:35 PM
Subject: Re: AeroElectric-List: Garmin GPS antenna. Cheap.
I bought a antenna for my Garmin 296 off of ebay. $18.88 plus 4.95 shipping
Just search for: Antenna for GARMIN GPSMAP 295 296 376c 396 GPS
Surfing the web with my laptop from Hopkinsville, KY
Visit my RV7A website:
http://webpages.charter.net/bobbyhester/MyFlyingRV7A.htm
Jerry2DT(at)aol.com wrote:
List,
I just bought one of these puppies from Pac Avionics store, and works
perfectly with my G-296. For some reason it doesn't show on Garmin's
website, maybe because at $29 it's too inexpensive. It has a small footprint
of about 1.5" sq. and 9 foot lead, BNC connector. Haven't seen any chatter
on it so here it is...
http://www.buyersedge.com/Product/prodDesc.asp?XOS=3665737
<http://www.buyersedge.com/Product/prodDesc.asp?XOS=3665737&pageView=1>
&pageView=1
Jerry Cochran
_____
AOL now offers free email to everyone. Find out more about what's free from
AOL at AOL.com.
href="http://www.matronics.com/Navigator?AeroElectric-List">http://www.matro
nics.com/Navigator?AeroElectric-List
________________________________________________________________________________
| From: | "B Tomm" <fvalarm(at)rapidnet.net> |
I assume a remote GPS antenna will work fine on my RV7 located on top of the
glare shield but under the windshield. Is anybody operating with this
configuration successfully (Garmin 296 or 396)? If so, which antenna are
you using.
Bevan
________________________________________________________________________________
| From: | Bobby Hester <bobbyhester(at)charter.net> |
| Subject: | Re: GPS antenna. |
I use the antenna that came with my Garmin 296 car kit in the plane and
I use the extra one I bought off ebay when I travel in rental car. The
Garmin one in the plane is mounted on my glare sheild with velcro :-)
Goto this page http://webpages.charter.net/bobbyhester/MyFlyingRV7A.htm
and scroll to the bottom, them click the picture to enlarge.
I think the one off ebay with the magnet would work just fine here also.
It might mess with the compass, not sure.
Surfing the web with my laptop from Hopkinsville, KY
Visit my RV7A website: http://webpages.charter.net/bobbyhester/MyFlyingRV7A.htm
B Tomm wrote:
> I assume a remote GPS antenna will work fine on my RV7 located on top
> of the glare shield but under the windshield. Is anybody operating
> with this configuration successfully (Garmin 296 or 396)? If so,
> which antenna are you using.
>
> Bevan
>
>
>
>
________________________________________________________________________________
| From: | "Stewart, Michael (ISS Atlanta)" <mike.stewart(at)us.ibm.com> |
Yes this will work fine.
I have 5 little hockey puck antennae's on my glare shield. (3GPS and 2
XM)
2 panel GPS's, and one 295 that my wife gets in the rear. One XM wx on
the grt and one XM for radio.
Photo on the Mirrors link on this page.
http://www2.mstewart.net:8080/super8/index.htm
It makes for short wire runs, light weight, and ease of service IF you
have access panels.
If you have more than one GPS antennae, they need to be several inches
apart or you will get signal degradation between them, although they
will work.
Mike
_____
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of B
Tomm
Sent: Wednesday, March 07, 2007 10:07 PM
Subject: AeroElectric-List: GPS antenna.
I assume a remote GPS antenna will work fine on my RV7 located on top of
the glare shield but under the windshield. Is anybody operating with
this configuration successfully (Garmin 296 or 396)? If so, which
antenna are you using.
Bevan
________________________________________________________________________________
| From: | "Dale Ensing" <densing(at)carolina.rr.com> |
| Subject: | Re: GPS antenna. |
I have the 296 with the Garmin remote antenna mounted with Velcro on the
glare shield and it works well. However, I discovered the placement of
the antenna in relationship to the GPS unit is a factor.
My 296 is mounted externally on the panel at the top of the radio stack
and just below the glare shield over hang. When the remote antenna is
place on the aft edge of the glare shield right above the GPS it well
not work. Moved to the far forward part of the glare shield, next to the
windshield, it works fine. I confirmed this outside the airplane. With
the GPS in my hand and receiving signal using the stub antenna, I
switched to the remote antenna and held it in the same position as the
stub antenna. The GPS soon stop working. When I held the remote antenna
at arms length it resumed working.
My original setup was a 295 mounted in the same location with the remote
antenna mounted just above it and it worked. Can anybody explain this to
me? Could the magnet in the 296 remote be the cause?
Dale Ensing
----- Original Message -----
From: B
To: aeroelectric-list(at)matronics.com
Sent: Wednesday, March 07, 2007 10:06 PM
Subject: AeroElectric-List: GPS antenna.
I assume a remote GPS antenna will work fine on my RV7 located on top
of the glare shield but under the windshield. Is anybody operating with
this configuration successfully (Garmin 296 or 396)? If so, which
antenna are you using.
Bevan
________________________________________________________________________________
| Subject: | Re: Transponder noise |
| From: | "Dustin Paulson" <dustinp(at)direcway.com> |
What kind of audio panel? What are the connectors
on the back like? Is your airplane composite or
metal? Where is the transponder antenna mounted with
respect to the panel?
Bob . . .
Bob,
The audio panel is Garmin GMA 340 with 2 large D-sub connetors on the back. I had
Approach Systems build the harness for it, as well as all the other avionics,
and use their avionics hub to connect everything together.
The plane is a highwing GlaStar, which has chrome molly passenger cage surrounded
by a fiberglass fuselage, and vertical stabilizer. It has aluminum wings, rudder,
and horizontal stabilizer.
I built a composite battery shelf that spans the fuselage sides behind the bulkhead
that seperates the baggage compartment from the empanage. In addition to
the battery on one end, the ELT is located on the other end, and the transponder
antenna inbetween, with the ground plane mounted on top of the shelf, and the
element hanging underneath. This places the antenna about 8 feet behind the
panel.
I thought the foil tape marker beacon antenna glassed to the belly of the empanage
may be picking up the transponder broadcast since it is hooked directly to
the audio panel. So this morning I went out and diconnected the marker beacon
coax from its lead on the audio panel harness, while I listened to my headset.
However there was no change in the ticking when I diconnected the coax.
I did notice a significant change in the volume of the ticking when my physical
position changed as I moved around the plane to make the disconnection. I also
noted that when I turned off the ANR on my LightSpeed headset, the ticking was
no longer audible, but I really don't want to fly without the ANR since it
makes radio transmissions so much easier to hear.
It does seem like there is something in the headset or ANR circuitry that is picking
up the transponder transmission. Has anyone else experienced this? and if
so did you find a fix??
Thanks
Dustin Paulson
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=99421#99421
________________________________________________________________________________
| From: | "John Richardson" <jrichard(at)ccser.com> |
Mike. I looked at the link showing your panel. Very nice.
Quick question: I see your initial design was using the Garmin 480 GPS
navigator, then you changed to the 430 GPS. Do you think Garmin will
obsolete the 480 soon?
John
_____
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Stewart,
Michael (ISS Atlanta)
Sent: Thursday, March 08, 2007 3:39 AM
Subject: RE: AeroElectric-List: GPS antenna.
Yes this will work fine.
I have 5 little hockey puck antennae's on my glare shield. (3GPS and 2 XM)
2 panel GPS's, and one 295 that my wife gets in the rear. One XM wx on the
grt and one XM for radio.
Photo on the Mirrors link on this page.
http://www2.mstewart.net:8080/super8/index.htm
It makes for short wire runs, light weight, and ease of service IF you have
access panels.
If you have more than one GPS antennae, they need to be several inches apart
or you will get signal degradation between them, although they will work.
Mike
_____
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of B Tomm
Sent: Wednesday, March 07, 2007 10:07 PM
Subject: AeroElectric-List: GPS antenna.
I assume a remote GPS antenna will work fine on my RV7 located on top of the
glare shield but under the windshield. Is anybody operating with this
configuration successfully (Garmin 296 or 396)? If so, which antenna are
you using.
Bevan
http://www.matronics.com/Navigator?AeroElectric-List
http://forums.matronics.com
________________________________________________________________________________
| From: | Jerry2DT(at)aol.com |
Folks,
That one from Garmin has no magnet, besides it is (allegedly) waterproof, so
could be mounted outside if you wish. However, it's so tiny, very
unobtrusive on the glare shield with velcro or carpet tape.
Jerry Cochran
From: Bobby Hester <bobbyhester(at)charter.net>
Subject: Re: AeroElectric-List: GPS antenna.
I use the antenna that came with my Garmin 296 car kit in the plane and
I use the extra one I bought off ebay when I travel in rental car. The
Garmin one in the plane is mounted on my glare sheild with velcro :-)
Goto this page http://webpages.charter.net/bobbyhester/MyFlyingRV7A.htm
and scroll to the bottom, them click the picture to enlarge.
I think the one off ebay with the magnet would work just fine here also.
It might mess with the compass, not sure.
**************************************
AOL now offers free
email to everyone. Find out more about what's free from AOL at
http://www.aol.com.
________________________________________________________________________________
| From: | Jerry2DT(at)aol.com |
| Subject: | Alternator field current |
Folks,
I may be having a brain lockup, but trying to determine field current for
the old 14184 type Van's alternator. I just began running my engine for the
first time, and thought I had it wired per Z-11. I had inserted a 5a fuse onto
the field circuit at the bus because I thought this would be equivalent to
inserting one inline after the switch as Z-11 shows instead of the 22AWG
fuselink. Z-11 looks like this circuit has double protection with the fuselink
and
5a fuse on the same circuit
.
Well, upon first start, the 5a fuse on the buss blew, so I have two
questions for Bob and/or other smart people on this list.
1) Why the "extra" protection on the field circuit?
2) What typically would the current draw be on the field circuit for this
35a alternator. I checked the archives and manuals, no joy...
BTW, if it matters, this is the "Generic Ford" regulator as per Z-11
Any/all advice/input appreciated...
If you have an immediate answer, please email me as well at jerry2dt(at)aol.com
Jerry Cochran
RV6a FAA inspection today!!!
**************************************
AOL now offers free
email to everyone. Find out more about what's free from AOL at
http://www.aol.com.
________________________________________________________________________________
| From: | <bakerocb(at)cox.net> |
| Subject: | GNS 430W Antenna Requirements |
3/9/2007
Hello List Experts, It is fairly well documented that Garmin wants high
quality antenna cable (RGU 142 or 400) to be used for the GNS 430W and it
must be between 13 and 35 feet long.
I can understand a maximum limit. I cannot understand the physics or
electronic principles behind the minimum length requirement.
Can someone please educate me? Thanks.
OC -- The best investment we can make is the effort to gather and understand
knowledge.
________________________________________________________________________________
| From: | BobsV35B(at)aol.com |
| Subject: | Re: GNS 430W Antenna Requirements |
Good Morning OC,
When I asked that question, I was told they need the additional attenuation
supplied by the extra length. Seems kinda unusual to me, but the techie who
told me that is a pretty sharp tack!
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Air Park LL22
Downers Grove, IL 60516
630 985-8503
In a message dated 3/9/2007 7:15:36 A.M. Central Standard Time,
bakerocb(at)cox.net writes:
I can understand a maximum limit. I cannot understand the physics or
electronic principles behind the minimum length requirement.
Can someone please educate me? Thanks.
**************************************
AOL now offers free
email to everyone. Find out more about what's free from AOL at
http://www.aol.com.
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckollsr(at)cox.net> |
| Subject: | Re: Alternator field current |
>
>Folks,
>
>I may be having a brain lockup, but trying to determine field current for
>the old 14184 type Van's alternator. I just began running my engine for
>the first time, and thought I had it wired per Z-11. I had inserted a 5a
>fuse onto the field circuit at the bus because I thought this would be
>equivalent to inserting one inline after the switch as Z-11 shows instead
>of the 22AWG fuselink. Z-11 looks like this circuit has double protection
>with the fuselink and 5a fuse on the same circuit
>.
>Well, upon first start, the 5a fuse on the buss blew, so I have two
>questions for Bob and/or other smart people on this list.
>
>1) Why the "extra" protection on the field circuit?
The wire running from the bus to the switch
and breaker is an extension of the bus. This
wire is at very low risk of being faulted and
not having protection. The protection needs
to have a response time sufficiently long
to allow the downstream breaker to do its job
if called upon . . . hence the fusible link.
>
>2) What typically would the current draw be on the field circuit for this
>35a alternator. I checked the archives and manuals, no joy...
2.5 to 4 amps depending on the design. I presume
that the alternator IS designed to run with
an external regulator? When the engine is
running and loads on the system are light, the
field current can drop below 1A.
>
>BTW, if it matters, this is the "Generic Ford" regulator as per Z-11
Did you add the ov protection too? If, except
for the (fusible link substitution) you're wired
exactly like Z-11, I'd recommend that you install
the fusible link and the put an ammeter in this
lead to see what the real static current (engine
stopped) is for he field circuit and report back
to us.
Bob . . .
----------------------------------------
( IF one aspires to be "world class", )
( what ever you do must be exercised )
( EVERY day . . . )
( R. L. Nuckolls III )
----------------------------------------
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckollsr(at)cox.net> |
| Subject: | Re: Transponder noise |
>
>
>What kind of audio panel? What are the connectors
> on the back like? Is your airplane composite or
> metal? Where is the transponder antenna mounted with
> respect to the panel?
>
> Bob . . .
>
>Bob,
>
>The audio panel is Garmin GMA 340 with 2 large D-sub connetors on the
>back. I had Approach Systems build the harness for it, as well as all the
>other avionics, and use their avionics hub to connect everything together.
>
>The plane is a highwing GlaStar, which has chrome molly passenger cage
>surrounded by a fiberglass fuselage, and vertical stabilizer. It has
>aluminum wings, rudder, and horizontal stabilizer.
>
>
>I built a composite battery shelf that spans the fuselage sides behind the
>bulkhead that seperates the baggage compartment from the empanage. In
>addition to the battery on one end, the ELT is located on the other end,
>and the transponder antenna inbetween, with the ground plane mounted on
>top of the shelf, and the element hanging underneath. This places the
>antenna about 8 feet behind the panel.
But it also places the panel and all stuff in the cockpit right in the
antenna's major radiation pattern. I've never been too happy with the
notion of internal transponder antennas. Sticking them out the bottom
of the fuselage offers an opportunity to reduce radiation to the
ship's other systems by a factor of 100 or more.
>I thought the foil tape marker beacon antenna glassed to the belly of the
>empanage may be picking up the transponder broadcast since it is hooked
>directly to the audio panel. So this morning I went out and diconnected
>the marker beacon coax from its lead on the audio panel harness, while I
>listened to my headset. However there was no change in the ticking when I
>diconnected the coax.
>I did notice a significant change in the volume of the ticking when my
>physical position changed as I moved around the plane to make the
>disconnection.
Yup. Your antenna location is filling the cockpit with
RF stresses . . . moving around within the cockpit will
"stir" the pattern of maximum stress.
> I also noted that when I turned off the ANR on my LightSpeed headset,
> the ticking was no longer audible, but I really don't want to fly without
> the ANR since it makes radio transmissions so much easier to hear.
>It does seem like there is something in the headset or ANR circuitry that
>is picking up the transponder transmission. Has anyone else experienced
>this? and if so did you find a fix??
Is the ANR headset specifically for aircraft? It
may or may not be designed to live in the aircraft
radio noise environment. In any case, try moving the
antenna to the belly and put either a tuned (radius
equal to antenna mounted height) or a would-like-
to-be-infinite (as generous as practical) ground
plane over the antenna's mounting location. In this
case, an 'oversized' ground plane goes to the task
of minimizing radiation in the direction of the cabin.
Bob . . .
________________________________________________________________________________
| From: | Dave N6030X <N6030X(at)DaveMorris.com> |
| Subject: | Re: GNS 430W Antenna Requirements |
I would be curious to hear the official answer for this, too, because
I've worked with antennas since 1971 and tracked amateur satellites
for many years, and I couldn't figure out initially why they would
have a minimum length. If anything, common sense would dictate they
should want it as short as possible to have as LITTLE attenuation as
possible when trying to pick up satellites that are hundreds of miles away.
But this is an amplified antenna, and the preamp is there to help
pull the satellite signal out of the noise. Once it has done that,
they need to make sure the resulting output doesn't swamp the
front-end of the GPS receiver. So they picked a length of coax that
would attenuate the signal just enough to give a clean signal at the receiver.
By using the coax as an attenuator instead of resistors inside the
receiver, if at some point during some installation it is discovered
the attenuation is too great, the installer can just slice a foot or
two off the coax and get more signal strength, and there is no need
to ship units back and forth to and from the factory to replace attenuators.
Dave Morris
(the standard Dennis Miller waivers apply)
At 07:45 AM 3/9/2007, you wrote:
>Good Morning OC,
>
>When I asked that question, I was told they need the additional
>attenuation supplied by the extra length. Seems kinda unusual to me,
>but the techie who told me that is a pretty sharp tack!
>
>Happy Skies,
>
>Old Bob
>AKA
>Bob Siegfried
>Ancient Aviator
>Stearman N3977A
>Brookeridge Air Park LL22
>Downers Grove, IL 60516
>630 985-8503
>
>In a message dated 3/9/2007 7:15:36 A.M. Central Standard Time,
>bakerocb(at)cox.net writes:
>I can understand a maximum limit. I cannot understand the physics or
>electronic principles behind the minimum length requirement.
>
>Can someone please educate me? Thanks.
>
>
>----------
>AOL now offers free email to everyone. Find out more about what's
>free from AOL at <http://www.aol.com?ncid=AOLAOF00020000000339>AOL.com.
>
________________________________________________________________________________
| From: | "Bret Smith" <smithhb(at)tds.net> |
| Subject: | Never Again Online |
Today there was another article in "Never Again Online" that is a
reassuring read. http://www.aopa.org/pilot/never_again/2007/na0703.html
It makes me appreciate the dual alt electrical system I am installing in
my plane even more... Thanks Bob!
Bret Smith
RV-9A "Wings"
Blue Ridge, GA
www.FlightInnovations.com
________________________________________________________________________________
| From: | "Dale Fultz" <dfultz7(at)earthlink.net> |
| Subject: | antenna placement |
When putting the Com and Transponder antenna on the belly of a metal plane
is there a distance that they should be apart?? Thanks Dale
________________________________________________________________________________
| From: | Ernest Christley <echristley(at)nc.rr.com> |
| Subject: | Re: GNS 430W Antenna Requirements |
bakerocb(at)cox.net wrote:
>
> 3/9/2007
>
> Hello List Experts, It is fairly well documented that Garmin wants
> high quality antenna cable (RGU 142 or 400) to be used for the GNS
> 430W and it must be between 13 and 35 feet long.
>
> I can understand a maximum limit. I cannot understand the physics or
> electronic principles behind the minimum length requirement.
>
> Can someone please educate me? Thanks.
Working in telecom, I get a lot of experience to fiberoptics. We often
have to insert an attenuator in the line when doing our tests. The
circuits were designed to power miles of optic cable, and if you use
just a few feet the power from the transmitter will 'saturate' the
reciever. This is akin to watching a TV in a dark room with the
brightness turned up WAY to high. Everything begins to blend together
in one big mush.
--
,|"|"|, Ernest Christley |
----===<{{(oQo)}}>===---- Dyke Delta Builder |
o| d |o http://ernest.isa-geek.org |
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckollsr(at)cox.net> |
| Subject: | Re: antenna placement |
>
>When putting the Com and Transponder antenna on the belly of a metal plane
>is there a distance that they should be apart?? Thanks Dale
They're not terribly antagonistic to each other. Get the
widest practical spacing but don't bust yer buns over it.
Bob . . .
>
________________________________________________________________________________
| From: | "Bill Denton" <bdenton(at)bdenton.com> |
| Subject: | antenna placement |
Here's the latest word I received from Comant...
"Standard separation for antennas is 36 inches. This is especially true
for transmitters like VHF and Transponder. The transponder is a
continuous high power pulse. If space is an issue non transmitters may
have to violate this rule of thumb.
In other words, 36 inches in all cases - if unable to achieve this, make
sure the no antennas are within 36 inches of a transmitting antenna."
Hope this is useful...
-----Original Message-----
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com]On Behalf Of Dale
Fultz
Sent: Friday, March 9, 2007 9:08 AM
Subject: AeroElectric-List: antenna placement
When putting the Com and Transponder antenna on the belly of a metal plane
is there a distance that they should be apart?? Thanks Dale
________________________________________________________________________________
| From: | "Bret Smith" <smithhb(at)tds.net> |
| Subject: | Re: GNS 430W Antenna Requirements |
OC,
Is the minimum length cable required for both COM and NAV?
Bret Smith
RV-9A "Wings"
Blue Ridge, GA
www.FlightInnovations.com
----- Original Message -----
From: <bakerocb(at)cox.net>
Sent: Friday, March 09, 2007 8:12 AM
Subject: AeroElectric-List: GNS 430W Antenna Requirements
>
> 3/9/2007
>
> Hello List Experts, It is fairly well documented that Garmin wants high
> quality antenna cable (RGU 142 or 400) to be used for the GNS 430W and it
> must be between 13 and 35 feet long.
>
> I can understand a maximum limit. I cannot understand the physics or
> electronic principles behind the minimum length requirement.
>
> Can someone please educate me? Thanks.
>
> OC -- The best investment we can make is the effort to gather and
> understand knowledge.
>
>
>
________________________________________________________________________________
| From: | "Walter Fellows" <walter.fellows(at)gmail.com> |
| Subject: | Re: Never Again Online |
It is a shame the pilot in the article provided no attempt whatsoever to
explain the cause of the electrical failure. Perhaps he is another pilot who
believes that planning and checklists can completely replace experience and
intimate knowledge of the airplane and its systems.
On 3/9/07, Bret Smith wrote:
>
> Today there was another article in "Never Again Online" that is a
> reassuring read. http://www.aopa.org/pilot/never_again/2007/na0703.html
>
> It makes me appreciate the dual alt electrical system I am installing in
> my plane even more... Thanks Bob!
>
> Bret Smith
> RV-9A "Wings"
> Blue Ridge, GA
> www.FlightInnovations.com
>
> *
>
>
> *
>
>
________________________________________________________________________________
| From: | BobsV35B(at)aol.com |
| Subject: | Re: GNS 430W Antenna Requirements |
Not OC here but it is only for the GPS antenna.
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Air Park LL22
Downers Grove, IL 60516
630 985-8503
In a message dated 3/9/2007 9:56:41 A.M. Central Standard Time,
smithhb(at)tds.net writes:
Is the minimum length cable required for both COM and NAV?
**************************************
AOL now offers free
email to everyone. Find out more about what's free from AOL at
http://www.aol.com.
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckollsr(at)cox.net> |
| Subject: | Re: Never Again Online |
>Today there was another article in "Never Again Online" that is a
>reassuring read.
><http://www.aopa.org/pilot/never_again/2007/na0703.html>http://www.aopa.org/pilot/never_again/2007/na0703.html
>
>It makes me appreciate the dual alt electrical system I am installing in
>my plane even more... Thanks Bob!
Thank you for sharing this find with us. I've posted the
commented article at:
http://www.aeroelectric.com/articles/neveragain/Stress_Changes_Everything.pdf
I would encourage all newcomers to the List to review
the pieces posted at:
http://www.aeroelectric.com/articles/neveragain/
. . . along with Chapter 17 in the 'Connection that
speaks to SYSTEM RELIABILITY and crafting flight
systems that (1) meet your mission needs and (2) not
subject to failures that generate an emergency. To
recap:
# Nuckolls' first law of airplane systems design sez: "Things break"
# The Second: "Systems shall be designed so that when things
break, no immediate hazard is created."
# The third: "Things needed for comfortable termination
of flight require backup or special consideration to insure
operation and availability"
# The forth: "Upgrading the quality, reliability, longevity,
or capability of a part shall be because you're tired of
replacing it or want some new feature, not because it damned
near got you killed."
If these tenants are observed (not difficult to do) then
it makes no difference where you buy your parts, how much money
you spend on them or which parts you select. You're free to
try any selection with the goal of exploring how long it will
last or how well it will perform.
Bob . . .
----------------------------------------
( IF one aspires to be "world class", )
( what ever you do must be exercised )
( EVERY day . . . )
( R. L. Nuckolls III )
----------------------------------------
________________________________________________________________________________
| From: | Ernest Christley <echristley(at)nc.rr.com> |
| Subject: | Re: Never Again Online |
Bret Smith wrote:
> Today there was another article in "Never Again Online" that is a reassuring read. http://www.aopa.org/pilot/never_again/2007/na0703.html
>
> It makes me appreciate the dual alt electrical system I am installing in my plane
even more... Thanks Bob!
>
> Bret Smith
> RV-9A "Wings"
> Blue Ridge, GA
> www.FlightInnovations.com
>
Summarization:
I fly without a low voltage warning light and keep nearly depleted
batteries in my handheld radio. My ships battery probably has one foot
in the grave and another on a banana peel, but I really don't know
because of the lack of a low voltage light and the fact that I've never
checked it. I like to fly with every light blazing whenever possible.
I got very concerned one day when my alternator gave up the ghost and
the airport was busy. I didn't want to divert to a less used airport,
and I didn't want to upset my wife. Fortunately, the handheld worked
well enough to get landing clearance from ATC.
________________________________________________________________________________
| From: | "Ron Brown" <romott(at)roadrunner.com> |
| Subject: | Garmin 430/530 and WAAS |
I just had my 430 updated yesterday. Actually, I took it to my avionics
shop on February 20. They sent it to Garmin who then refurbished my old
box with new knobs, screen, new GPS processor, replaced BNC connectors,
and realigned everything.
My shop had to make a new RG-400 cable with 3 db loss. That wound up
being a 14' cable to reach the new GPS antenna that is mounted about 10"
in front of the 430 rack. Otherwise, absolutely no changes to my
Velocity's wiring.
I then flew GPS approaches into 3 different airports, one ILS approach,
and engaged the autopilot to make sure all was working OK.
One word - NICE!
The GPS glide slope is nice and smooth - not twitchy like an ILS. The
Glide Slope starts working as soon as you turn inbound at the IAF and
works all the way down to the ground. Once on the ground, GPS altitude
is within 10 feet (that is the resolution of the altitude readout) of
the runway elevation.
It was easy to transition from the legacy 430 to the new 430W.
This upgrade is HIGHLY RECOMMENDED!!!!
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckollsr(at)cox.net> |
| Subject: | Re: Never Again Online |
>
>
>Bret Smith wrote:
>>Today there was another article in "Never Again Online" that is a
>>reassuring read. http://www.aopa.org/pilot/never_again/2007/na0703.html
>>
>>It makes me appreciate the dual alt electrical system I am installing in
>>my plane even more... Thanks Bob!
>>
>>Bret Smith
>>RV-9A "Wings"
>>Blue Ridge, GA
>>www.FlightInnovations.com
>>
>Summarization:
>
>I fly without a low voltage warning light and keep nearly depleted
>batteries in my handheld radio. My ships battery probably has one foot in
>the grave and another on a banana peel, but I really don't know because of
>the lack of a low voltage light and the fact that I've never checked
>it. I like to fly with every light blazing whenever possible.
>I got very concerned one day when my alternator gave up the ghost and the
>airport was busy. I didn't want to divert to a less used airport, and I
>didn't want to upset my wife. Fortunately, the handheld worked well
>enough to get landing clearance from ATC.
Let's not whack on this guy too hard. First, we should
look to his teachers . . . and the teachers of his teachers.
My own instructors of some 26 years ago were woefully ignorant
of electrical system physics and function. Folks seldom rise
above their teachers. Recall too that only a small
percentage of what is taught is retained. It's probably fair to
assert that the teachers are not getting any better. This
leads us inexorably to the notion that a majority of today's GA
pilots are potential victims of the same or similar situations.
In a segmented, planned activity where everyone is responsible only for
their own part of the plan (and can make your life exceedingly miserable
for transgressions), nobody is responsible for final outcomes.
If this guy's story appeared in the NTSB records as another
smoking hole, it's doubtful that the report would cite all the
ways in which his teachers and other suppliers of goods and services
delivered less than the-best-we-know-how-to-do thus contributing
to his demise.
Given the $time$ that it takes to assemble an OBAM aircraft it's
doubtful that the costs per pound of airplane are much better than
buying a spam can. Where the real return on investment comes is
the fact that folks who seek out and exploit the teachers in
the OBAM venue can ultimately become one with their machine. There's
value that goes far beyond performance and utility when the individual
at the controls UNDERSTANDS the performance and limits of both himself
and all the flight system equipment. Understanding that operates
in an unregulated environment gives us all a real leg-up for taking
responsibility for our own outcomes. Something our
spam-can-flying/government-schooled brothers are not even aware
of.
But be forewarned that anyone who frequents this List will be
hard pressed to garner sympathy for an unhappy outcome if
your own smoking hole comes about because of a lack electrical
system integrity or performance. Unlike the guy who wrote the
AOPA story, YOU have teachers here that DO understand and are
willing to help you understand too.
Recall that the hero of the story in Chapter 17, Martin
Gonzales wrote me some years later to report that deductions
I made concerning his story were dead on . . . he reported
also that an RV kit was on order. Somebody might do Mr.
Shalhoub a good turn by inviting him to join a few of the more
illuminating Lists on matronics.
Bob . . .
________________________________________________________________________________
| From: | "Rodney Dunham" <rdunhamtn(at)hotmail.com> |
| Subject: | "It all depends." |
While reading the latest edition of Aviation Safety magazine today I ran
across the following...
To quote someone with more hours in more types of aircraft than many of us
can ever hope to have - "Old Bob" Siegfried - "It all depends."
Well, we're in the presence of greatness here! :O)
Way to go Bob.
Rodney in Tennessee
_________________________________________________________________
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________________________________________________________________________________
| From: | BobsV35B(at)aol.com |
| Subject: | Re: "It all depends." |
In a message dated 3/9/2007 5:35:35 P.M. Central Standard Time,
rdunhamtn(at)hotmail.com writes:
Well, we're in the presence of greatness here! :O)
Way to go Bob.
Rodney in Tennessee
Blushing profusely here!!
Thank you for the nice comment.
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Air Park LL22
Downers Grove, IL 60516
630 985-8503
**************************************
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email to everyone. Find out more about what's free from AOL at
http://www.aol.com.
________________________________________________________________________________
| From: | "Terry Watson" <terry(at)tcwatson.com> |
| Subject: | "It all depends." |
This list has the honor of the attention of at least two great gentlemen
named Bob on it; maybe more. You both set a fine example of both knowledge
and manners for the rest of us.
Terry
_____
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of
BobsV35B(at)aol.com
Sent: Friday, March 09, 2007 3:37 PM
Subject: Re: AeroElectric-List: "It all depends."
In a message dated 3/9/2007 5:35:35 P.M. Central Standard Time,
rdunhamtn(at)hotmail.com writes:
Well, we're in the presence of greatness here! :O)
Way to go Bob.
Rodney in Tennessee
Blushing profusely here!!
Thank you for the nice comment.
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Air Park LL22
Downers Grove, IL 60516
630 985-8503
_____
AOL now offers free email to everyone. Find out more about what's free from
AOL at <http://www.aol.com?ncid=AOLAOF00020000000339> AOL.com.
________________________________________________________________________________
| From: | "B Tomm" <fvalarm(at)rapidnet.net> |
| Subject: | Transponder location in the panel |
Bob,
All this talk about transponder "Antenna" locations has me thinking about
the location of the transponder itself. Will my Becker 2 1/4" transponder
(250watt) be "polite" to the Trutrak autopilot sitting next to it within
1/4"? Or should I locate a less critical device in the hole right next to
the transponder? If so which device would likely get along in close
proximity with the transponder? Voltmeter, electronic fuel gauge,
electronic tach, electronic clock?
Bevan
RV7A
Getting ready to start the electrical installation
________________________________________________________________________________
| From: | "glen matejcek" <aerobubba(at)earthlink.net> |
| Subject: | RE: Transponder location in the panel |
Hi Bevan,
Re: All this talk about transponder "Antenna" locations has me thinking
about
the location of the transponder itself. Will my Becker 2 1/4" transponder
(250watt)
On a tangent, I have the same unit and having noted the relatively high
power consumption compared to the coms sharing the stack, elected to put
the xpdr at the top. This ought to help keep my avionics as cool as
practical behind the panel.
FWIW-
glen matejcek
aerobubba(at)earthlink.ne
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckollsr(at)cox.net> |
| Subject: | automatic flap controls? |
>Comments/Questions: Hi Bob.
>This is Luigi from Rome ,Italy.
>I'm looking for a scheme to realize a flap electrical circuit to have two
>or three pre-set position. For instance T.O. approach and landing. Is
>there any project ? Thank you for any help.
>The info discovered on aeroelectric.com are simply fantastic.
Thank you for the kind words. I'm pleased that
you find the work useful.
One needs to approach automatic systems for
moving flight control surfaces with caution.
While relatively easy to do the desired task,
one needs to minimize if not eliminate risk
of inadvertent motion. The system should be
designed such that a failure which causes
motion to occur at the wrong time does not
precipitate a situation the pilot or the
airplane cannot be expected to handle.
So, the answer to your question is, "yes,
it's relatively easy to craft the automatic
flap positioning system." I've considered
offering such a device as a product from
aeroelectric.com
However, given that flaps are operated for
less than 1% of total flight time per flight
cycle, I've not convinced myself that the $time$
needed to craft the suitable system is cost
effective given that manual flap operation
does not represent a significant work load
item for operating an airplane. Therefore, this
is not going to become an offering from
my website and I don't recommend them as
a useful addition to the light aircraft.
Bob . . .
----------------------------------------
( IF one wishes to be "world class" at )
( anything, what ever you do must be )
( exercised EVERY day . . . )
( R. L. Nuckolls III )
----------------------------------------
________________________________________________________________________________
| From: | Jerry2DT(at)aol.com |
| Subject: | Re: Alternator field current |
Bob & List
Remarks embedded...
In a message dated 3/9/2007 5:46:25 A.M. Pacific Standard Time,
nuckollsr(at)cox.net writes:
>
>Folks,
>
>I may be having a brain lockup, but trying to determine field current for
>the old 14184 type Van's alternator. I just began running my engine for
>the first time, and thought I had it wired per Z-11. I had inserted a 5a
>fuse onto the field circuit at the bus because I thought this would be
>equivalent to inserting one inline after the switch as Z-11 shows instead
>of the 22AWG fuselink. Z-11 looks like this circuit has double protection
>with the fuselink and 5a fuse on the same circuit
>.
>Well, upon first start, the 5a fuse on the buss blew, so I have two
>questions for Bob and/or other smart people on this list.
>
>1) Why the "extra" protection on the field circuit?
The wire running from the bus to the switch
and breaker is an extension of the bus. This
wire is at very low risk of being faulted and
not having protection. The protection needs
to have a response time sufficiently long
to allow the downstream breaker to do its job
if called upon . . . hence the fusible link.
NOW I understand... Thanks!!
>
>2) What typically would the current draw be on the field circuit for this
>35a alternator. I checked the archives and manuals, no joy...
2.5 to 4 amps depending on the design. I presume
that the alternator IS designed to run with
an external regulator? When the engine is
running and loads on the system are light, the
field current can drop below 1A.
The alternator is from the AV dep't of Autozone, appears to be same as the
35A one from Van's with the identical 14184 part #, so I assumed it needed
external regulation, as does theirs.
Could it possibly be IR? Not at the hangar, so can't look.
>
>BTW, if it matters, this is the "Generic Ford" regulator as per Z-11
Did you add the ov protection too? If, except
for the (fusible link substitution) you're wired
exactly like Z-11, I'd recommend that you install
the fusible link and the put an ammeter in this
lead to see what the real static current (engine
stopped) is for he field circuit and report back
to us.
Bob . . .
Yes, I did use OV from B&C and as I said, only put the 5a fuse on the main
buss, not just before the OV as per Z-11. Don't recall why, but I deleted the
fusible link... Probably simply an error.
----------------------------------------
( IF one aspires to be "world class", )
( what ever you do must be exercised )
( EVERY day . . . )
( R. L. Nuckolls III )
----------------------------------------
Bob, Thanks so much for all you do.
Jerry Cochran
____________________________________
AOL now offers free email to everyone. Find out more about what's free from
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**************************************
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________________________________________________________________________________
| From: | "llsbiii3(at)netzero.net" <llsbiii3(at)netzero.net> |
| Subject: | Tool help please |
Hi Bob,
During the demolition of a nuclear plant a box of electrical tools were
being thrown away. I rescued the tools even though I did not know what
they were. I did recognize the terminal ends and knew to clear ones wer
e better (PIDG) than those at Wall-mart. Thanks to your web site I now
know one was an AMP T-head and how the terminal end is positioned. Howe
ver I do not know just exactly what the other tools are, I suspect one i
s used on 10-12 size terminals, and how they are used. I also have some
unknown electrical connectors. Can some one tell me what these are and
how they are used. Pictures are attached.
Thanks
Sherman Butler
RV-7a
Hi Bob,
During the demolition of a nuclear plant a box of ele
ctrical tools were being thrown away.&
nbsp; I rescued the tools even though I did not know what they we
re. I did recognize the t
erminal ends and knew to clear ones were better (PIDG) than those at Wal
l-mart. Thanks to your we
b site I now know one was an AMP T-head and how the terminal end is posi
tioned. However I do not
know just exactly what the other tools are, I suspect one is used on 10-
12 size terminals, and how they are used. I also have some unknown electrical connectors. Can some one tell me what these
are and how they are used. Pictures are attached.
Thanks
Sherman Butler
RV-7a
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________________________________________________________________________________
| Subject: | Wig wag revisited |
| From: | "JimT" <jtortho(at)aol.com> |
Working on the wig wag system using the B+C flasher.
What is going on inside that flasher?
I set it up on the bench with a DPDT switch. one side powers the flasher , the
other the right and left landing lights.
the set up works as is, and the bench ohm meter read 4.5 Kohm between the two
terminals.
The switched side of the flasher sees 14 volts when the landing lights are on,
but I don't think that can present a problem. Based on this I this I don't think
I need to set up the steering diode bridge, but thinking is not the same
as knowing.
Also an unsolicited plug: I bought the Dynon installation kit over a year ago.
This week when I actually wanted to use it, I found the D-sub crimper wouldn't
retract two of the pins. A call to B+C sent a new one out. I was actually
looking for advice, as the tool is over a year old, although never used, but they
went out of there way to help. ( do you think Rotax is going to extend there
warranty on the 912S even though it is still in the shipping box?)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=99955#99955
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckollsr(at)cox.net> |
| Subject: | Re: Wig wag revisited |
>
>Working on the wig wag system using the B+C flasher.
>
>What is going on inside that flasher?
>
>I set it up on the bench with a DPDT switch. one side powers the flasher
>, the other the right and left landing lights.
>the set up works as is, and the bench ohm meter read 4.5 Kohm between the
>two terminals.
>
>The switched side of the flasher sees 14 volts when the landing lights are
>on, but I don't think that can present a problem. Based on this I this I
>don't think I need to set up the steering diode bridge, but thinking is
>not the same as knowing.
The proof of the pudding is the repeatable
experiment. Give it a try and see what happens.
The schematic on page 3.0 of the suite of drawings
http://www.aeroelectric.com/PPS/Lighting/WigWag.pdf
. . . was developed to have a single switch where
down is OFF, mid is Wig-Wag and up is BOTH ON.
If you don't mind full down not being an off
position, then what you propose may be operationally
fine. It would help if you would post a schematic.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckollsr(at)cox.net> |
| Subject: | Re: Tool help please |
>Hi Bob,
>
>During the demolition of a nuclear plant a box of electrical tools were
>being thrown away. I rescued the tools even though I did not know what
>they were. I did recognize the terminal ends and knew to clear ones were
>better (PIDG) than those at Wall-mart. Thanks to your web site I now know
>one was an AMP T-head and how the terminal end is positioned. However I
>do not know just exactly what the other tools are, I suspect one is used
>on 10-12 size terminals, and how they are used. I also have some unknown
>electrical connectors. Can some one tell me what these are and how they
>are used. Pictures are attached.
The blue tool is a universal 4-quadrant crimper
for machined pins. The knob on the handle sets
the crimp depth for various sizes of pins. You're
mission the suite of positioners that hold the
pin in the right location for applying the crimp.
Each style of pin has its own positioner.
The 59239 tool is for yellow PIDG terminals
and splices for 10-12 AWG wire.
The 59245 tool is for installing the center conductor
pin of some coax connector.
I don't recognize the parts in the other photo.
Bob . . .
________________________________________________________________________________
| From: | <frank.phyllis(at)mindspring.com> |
I started my 912ULS for the first time. Ran like a charm. However, at
both starts the alt cb popped. I used the Z16 diagram. Obviously I
have "crossed wires" some place--any ideas?
Thanks
Frank McD
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckollsr(at)cox.net> |
| Subject: | Putting things into perspective |
Re: locations of electrowhizzies in the airplane . . .
Let's consider some tidbits from recent comments about
location.
>All this talk about transponder "Antenna" locations
>has me thinking about the location of the transponder
>itself. Will my Becker 2 1/4" transponder (250watt)
>be "polite" to the Trutrak autopilot sitting next to
>it within 1/4"? Or should I locate a less critical
>device in the hole right next to the transponder?
>If so which device would likely get along in close
>proximity with the transponder?
>Voltmeter, electronic fuel gauge, electronic tach, electronic clock?
. . . and
>The Comant antenna folks in their installation instructions
>specify a minimum of 36 inches IF possible. Further apart
>IS better. But, closer will USUALLY work!
In virtually every manufacturer's installation
manuals, we find various and sundry recommendations
to be considered if the owner wants optimum
performance from the product. Batteries are
accompanied with suggested maximum recharge
currents, temperature compensated charging
and float voltages, etc. Antennas, it's suggested,
should be located no closer than n-inches to
another antenna or conductive materials. Radio
installations should be cooled and/or isolated
from heat sources. Tires should be checked for
inflation and held at such-and-such pressures,
etc.
What's never included in these instructions are
quantified or qualified consequences for failure
to observe these admonitions to the letter. There
are a variety of possibilities. First, suppose a
manufacturer spells out a lot of detailed instructions
for optimum performance and for some reason, the
customer comes back with a complaint. It's an
easy CYA action to ask, "Well, did you follow all
the recommendations?" Another possibility is that
while the recommendations are based on laboratory
conditions deduced during product development, there
were no quantified studies that detail the consequences
for letting the recharge voltage stray from optimum
by n-volts, or allowing some piece of a transceiver
to exceed optimum by n-degrees of temperature. It's
left up to installer and operator to discover these
things for themselves. Degrees of concern range from
a notion that practical deviations from optimum
are known to have little significance . . . others
worry to the point of obsession with concerns that
departures from optimum pose a threat of unsatisfactory
performance if not catastrophic hazard to the device.
These are the things that system integrators learn
while the manufacturers are relatively content to
coast along offering best-of-all-worlds conditions
for optimum performance of their product. In real life,
many products live and work in less than "ideal"
situations yet they perform in a manner that the
user perceives as satisfactory. In the vast majority
of cases, we'll never know how the vhf comm and
transponder systems affect each other if the
antennas are only 23 inches apart or how many more
flights we might get from a battery that is charged
at 14.6 versus 14.4 volts.
The point of all this is an attempt to assuage
unnecessary concerns for slicing and dicing
installation and operational considerations with
some notion that we'll perceive a real return on
investment for the effort. Virtually every time
someone pops up on the list with a real performance
problem, root cause for their perceptions turns out
to be rather gross errors of installation. Wires
crossed, ground loops, coax connector loose,
perhaps the piece of equipment was never intended
to be used that way . . . or maybe something is
just broke or worn out.
The golden rule of thumb is do as much as is
practical to comply with the manufacturer's
best wishes. Get on a community List like this
and see what insight the experience base of the system
integrators has to offer. Keep the knowledge of
compromises you made in your hip pocket to
examine as possible causes for problems that
probably wont but may manifest later. By so
doing, you gain knowledge that adds to your
own skills as a system integrator that can
be shared with others at some time in the
future.
Bob . . .
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckollsr(at)cox.net> |
| Subject: | Re: RE: Transponder location in the panel |
>
>
>Hi Bevan,
>
>Re: All this talk about transponder "Antenna" locations has me thinking
>about
>the location of the transponder itself. Will my Becker 2 1/4" transponder
>(250watt)
>
>On a tangent, I have the same unit and having noted the relatively high
>power consumption compared to the coms sharing the stack, elected to put
>the xpdr at the top. This ought to help keep my avionics as cool as
>practical behind the panel.
Design considerations for devices designed to live
and work on the panel of your airplane include
the knowledge that there ARE potentially incompatible
antagonists and victims that need to function
side-by-side. This is part of what DO-160 testing
is all about.
Unless the installation instructions specifically
warn against any particular locations, then there's
no good reason to create any new worries about it.
Bob . . .
----------------------------------------
( IF one aspires to be "world class", )
( what ever you do must be exercised )
( EVERY day . . . )
( R. L. Nuckolls III )
----------------------------------------
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckollsr(at)cox.net> |
| Subject: | OV condition in old Bonanza |
>Comments/Questions: A good friend of mine has completed an RV6 and
>recommended that you were the only one to answer my question.
>
>I just replaced the voltage regulator on my A36 Bonanza that I have owned
>for 20 years - 1977 E-1058 - The reason for the replacement was that we
>had an over voltage condition that caused a number of avionics to fail. I
>am trying to find out the cause of the failure, and if it was just a
>failure of the regulator or anything else.
Root cause was probably failure of the voltage regulator . . .
however, there are exceedingly rare but not zero risk that
some other defect in wiring or internal to the alternator
caused the ov condition.
A follow-up consideration is that the OV condition was permitted
to continue to an unhappy result because either (1) no OV protection
was installed or (2) the OV protection system was failed.
>My question is: The charging system in this bonanza has a 3 amp fuse in
>the alternator field wiring located on the engine side of the fire wall.
>This fuse block is out exposed to the elements. The fuse holder brackets
>holdding the fuse were noted to be corroded. My question is could the
>corrosion have caused the regulator to not read the field voltage and
>cause the "inductive kickback" or voltage spike.
>
>We cleaned up the fuse bracket after installing a new Zeftronics voltage
>regulator. But I need to know if this could happen again due to corrosion.
If the system is operating normally after having replaced
the regulator, then failure of the original regulator is
mostly likely the root cause. Did your replacement regulator
come with OV protection built in? Does your system have
an OV protection devices installed that failed to function
earlier? I'll dig around in the drawings at Hawker/Beech to
see how the airplane was wired when it left the factory.
Corrosion at the fuse holder would not have caused an OV
condition.
Bob . . .
----------------------------------------
( IF one wishes to be "world class" at )
( anything, what ever you do must be )
( exercised EVERY day . . . )
( R. L. Nuckolls III )
----------------------------------------
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckollsr(at)cox.net> |
>
>I started my 912ULS for the first time. Ran like a charm. However, at
>both starts the alt cb popped. I used the Z16 diagram. Obviously I
>have "crossed wires" some place--any ideas?
When did the breaker pop? As soon as you pushed the starter button?
When you released the starter button? Do you have a diode across the
coil of your starter contactor? Did you have the alternator
turned ON while cranking or did you turn it on after the engine was
running?
Bob . . .
----------------------------------------
( IF one aspires to be "world class", )
( what ever you do must be exercised )
( EVERY day . . . )
( R. L. Nuckolls III )
----------------------------------------
________________________________________________________________________________
| Subject: | RF noise from EFIS |
| From: | "N777TY" <microsmurfer(at)yahoo.com> |
Trying to figure out a problem I'm running into where an EFIS screen seems to be
putting RF noise into my radio.
The noise seems "small" -- as in it can't be heard if there's a strong signal being
received, but can be heard if there's no transmission or as background while
receiving poor signal. It never breaks the squelch on the radio at all, so
it can only be heard if I pull the squelch button on my SL-40.
noise goes away if antenna is disconnected, in which case all I can hear is normal
radio static.
noise can be heard if rubber ducky antenna is connected instead of the Comant antenna
(so I'm not sure it's my real antenna installation at issue here, but could
be?) Due to the setup I have, I can hook this antenna right behind the radio,
or at the end of the coax run.. didn't notice any difference between the
two.
Tried Radio Shack ferrite choke at various locations and it didn't seem to do anything.
Tried some RS in-line choke (in-line with radio +, as well as EFIS + and ground)
which also didn't do anything either.
coax doesn't run close to the EFIS screen, and for the most part, it's not close
to other wires.
I have a 2-screen setup and both (and either) produce this noise...
have not tried transmitting, so no idea what kind of impact it'd have (if any)
on outgoing transmissions.. focused on reception at this point.
again, since it doesn't break the squelch, it's not a big big issue, but it's annoying
and would love to see it go away :)
any thoughts?
Thanks!
Radomir
--------
RV-7A
N777TY (res)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=100146#100146
________________________________________________________________________________
| Subject: | Re: Wig wag revisited |
Bob
Sorry for the delay. I attempted to learn the express software for this,
and simply could not get it off my clipboard. so here is the free hand
version. Sorry about the quality but I think it tells the basics
**************************************
AOL now offers free
email to everyone. Find out more about what's free from AOL at
http://www.aol.com.
________________________________________________________________________________
| From: | Peter Braswell <pbraswell(at)alterthought.com> |
| Subject: | Re: RF noise from EFIS |
Bet you've got an BMA E1?
I had the same problem. Got into the system setup and go to RF squelch. The factory
setting is 56. I had to run my up to 70 to get rid of the scratching in my
system. All is well now...
Those ferrite thingies from RS DO NOT WORK!
peter
----- Original Message -----
From: "N777TY" <microsmurfer(at)yahoo.com>
Sent: Monday, March 12, 2007 6:33:44 PM (GMT-0500) America/New_York
Subject: AeroElectric-List: RF noise from EFIS
Trying to figure out a problem I'm running into where an EFIS screen seems to be
putting RF noise into my radio.
The noise seems "small" -- as in it can't be heard if there's a strong signal being
received, but can be heard if there's no transmission or as background while
receiving poor signal. It never breaks the squelch on the radio at all, so
it can only be heard if I pull the squelch button on my SL-40.
noise goes away if antenna is disconnected, in which case all I can hear is normal
radio static.
noise can be heard if rubber ducky antenna is connected instead of the Comant antenna
(so I'm not sure it's my real antenna installation at issue here, but could
be?) Due to the setup I have, I can hook this antenna right behind the radio,
or at the end of the coax run.. didn't notice any difference between the
two.
Tried Radio Shack ferrite choke at various locations and it didn't seem to do anything.
Tried some RS in-line choke (in-line with radio +, as well as EFIS + and ground)
which also didn't do anything either.
coax doesn't run close to the EFIS screen, and for the most part, it's not close
to other wires.
I have a 2-screen setup and both (and either) produce this noise...
have not tried transmitting, so no idea what kind of impact it'd have (if any)
on outgoing transmissions.. focused on reception at this point.
again, since it doesn't break the squelch, it's not a big big issue, but it's annoying
and would love to see it go away :)
any thoughts?
Thanks!
Radomir
--------
RV-7A
N777TY (res)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=100146#100146
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckollsr(at)cox.net> |
| Subject: | Re: Wig wag revisited |
Understand. What you've shown should function just fine.
Bob . . .
>Bob
>
>Sorry for the delay. I attempted to learn the express software for this,
>and simply could not get it off my clipboard. so here is the free hand
>version. Sorry about the quality but I think it tells the basic
________________________________________________________________________________
| From: | "Rodney Dunham" <rdunhamtn(at)hotmail.com> |
Frank,
I wired my SkyRanger/912UL via Z-16 also. It does the same thing. I just
start the engine with the MASTER in the BAT position and then go to BAT/ALT
after the engine is running, then turn on all loads. Shut-down is opposite
sequence.*
Bob,
I didn't install a diode across the starter contactor coil but plan to.
Will check next time I crank her up to see exactly when it happens and give
you another data point.
Rodney in Tennessee
* I use the "5-M's" mnoemonic to remember shut-down sequence.
...Music - turn off all loads.
...Mags - check.
...Mixture - full lean (for the 912UL I just pull throttle to the idle
stop).
...Mags - off.
...Master - off.
_________________________________________________________________
Mortgage rates as low as 4.625% - Refinance $150,000 loan for $579 a month.
Intro*Terms
https://www2.nextag.com/goto.jsp?product=100000035&url=%2fst.jsp&tm=y&search=mortgage_text_links_88_h27f6&disc=y&vers=743&s=4056&p=5117
________________________________________________________________________________
| From: | "Mike" <mlas(at)cox.net> |
| Subject: | RF noise from EFIS |
Radio,
What kind of EFIS? Not all EFIS systems are created equal! I would bet
that you have a BMA system! If so, I have worked with a few customers
with similar problems. The only thing that helped was to incorporate
shielded wires (which BMA doesn't like to use) and move the antenna away
from the main processor. The BMA stuff makes an unacceptable amount of
RF noise. One of the many reasons they will never get a TSO.
Mike
-----Original Message-----
From: owner-aeroelectric-list-server(at)matronics.com
[mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of
N777TY
Sent: Monday, March 12, 2007 3:34 PM
Subject: AeroElectric-List: RF noise from EFIS
Trying to figure out a problem I'm running into where an EFIS screen
seems to be putting RF noise into my radio.
The noise seems "small" -- as in it can't be heard if there's a strong
signal being received, but can be heard if there's no transmission or as
background while receiving poor signal. It never breaks the squelch on
the radio at all, so it can only be heard if I pull the squelch button
on my SL-40.
noise goes away if antenna is disconnected, in which case all I can hear
is normal radio static.
noise can be heard if rubber ducky antenna is connected instead of the
Comant antenna (so I'm not sure it's my real antenna installation at
issue here, but could be?) Due to the setup I have, I can hook this
antenna right behind the radio, or at the end of the coax run.. didn't
notice any difference between the two.
Tried Radio Shack ferrite choke at various locations and it didn't seem
to do anything.
Tried some RS in-line choke (in-line with radio +, as well as EFIS + and
ground) which also didn't do anything either.
coax doesn't run close to the EFIS screen, and for the most part, it's
not close to other wires.
I have a 2-screen setup and both (and either) produce this noise...
have not tried transmitting, so no idea what kind of impact it'd have
(if any) on outgoing transmissions.. focused on reception at this point.
again, since it doesn't break the squelch, it's not a big big issue, but
it's annoying and would love to see it go away :)
any thoughts?
Thanks!
Radomir
--------
RV-7A
N777TY (res)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=100146#100146
--
2/8/2007
--
2/8/2007
________________________________________________________________________________
| Subject: | Re: RF noise from EFIS |
| From: | "N395V" <n395v(at)hughes.net> |
It affects the BMA Sport and Lites as well and is worse in composites than metal
planes.
Actually BMA encourages the use of shielded wires for anything running out of the
EFIS.
As mentioned above you should avoid if possible running any EFIS wiring near your
antenna lines.
Also the can around the EFIS is not necessarily connected to the ground of the
circuit boards so the can itself should be grounded as well as the EFIS.
Look for any wires from the EFIS that terminate in a dead end ( are not connected
to anything) and eliminate them they are acting as a transmit antenna. Likely
culprits are ap disconnect wires on the stick running next to your PTT and
engine monitoring circuits not yet hooked up.
The shield on sheilded cable should be grounded at both ends.
If you are not using a serial port turn it off.
Hopefully you can reduce the noise to a level where it can be overcome with the
squelch setting as noted above.
--------
Milt
N395V
F1 Rocket
www.excaliburaviation.com
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=100281#100281
________________________________________________________________________________
| Subject: | Re: RF noise from EFIS |
| From: | "N777TY" <microsmurfer(at)yahoo.com> |
Thanks guys.. just to clarify a few points:
1) It's not BMA... it's GRT.
2) It doesn't need squelch adjustment -- it never breaks the squelch.. doesn't
even come close to that.
3) It doesn't affect normal transmissions -- those are recieved 5 by 5.. radio
does a great job of getting rid of all that noise when good transmission is
received.
4) coax doesn't run close to any efis wires..
I ended up reviewing BMA message boards, and what I can see there is that BMA guys
are A LOT more affected than I am... I don't have symptoms they're describing
where increasing squelch takes care of the noise...
Thanks again!
Radomir
--------
RV-7A
N777TY (res)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=100293#100293
________________________________________________________________________________
| Subject: | wiring diagram benefits? |
| From: | Erich_Weaver(at)URSCorp.com |
I may be asking for a beating here, but exactly why should I create
detailed wiring diagrams? I wired my RV-7A myself following the Z-13/8
schematic, and have relatively easy access to all my electrical compone
nts.
All wires are labeled on both ends, indicating where they came from and
where they are going to. I probably should have sketched out the wirin
g
diagrams as I completed routing each wire, but it can still be done now
without too much trouble since my forward top skin is still off. Ok, I
admit to a touch of laziness here, which is enhanced by a growing
anticipation of the first engine start and flight, but I am having
difficulty describing to my self exactly what future scenario makes tha
t
wiring book a must have.
Go ahead and set me straight. Or hey, feel free to tell me "never did
it,
never needed it" as well.
regards
erich weaver
________________________________________________________________________________
| From: | Dave N6030X <N6030X(at)DaveMorris.com> |
| Subject: | Re: wiring diagram benefits? |
It's not for your benefit right now. It's for your benefit in 3
years when you scratch your head and wonder what the heck you did
this or that for, and for the next guy who buys your plane and has no
idea what you were thinking. Same reason programmers add comments to
their software.
You should see the undocumented mess I inherited under my panel. The
only way I'll ever figure it out is to take it all apart and put it
back together again. And that will take about a week of
effort. Document it now, and generations that follow will thank you.
Dave Morris
At 11:33 AM 3/13/2007, you wrote:
>I may be asking for a beating here, but exactly why should I create
>detailed wiring diagrams? I wired my RV-7A myself following the
>Z-13/8 schematic, and have relatively easy access to all my
>electrical components. All wires are labeled on both ends,
>indicating where they came from and where they are going to. I
>probably should have sketched out the wiring diagrams as I completed
>routing each wire, but it can still be done now without too much
>trouble since my forward top skin is still off. Ok, I admit to a
>touch of laziness here, which is enhanced by a growing anticipation
>of the first engine start and flight, but I am having difficulty
>describing to my self exactly what future scenario makes that wiring
>book a must have.
>
>Go ahead and set me straight. Or hey, feel free to tell me "never
>did it, never needed it" as well.
>
>regards
>
>erich weaver
>
________________________________________________________________________________
| From: | "Doug Windhorn" <N1DeltaWhiskey(at)comcast.net> |
| Subject: | Re: wiring diagram benefits? |
Erich,
Food for thought:
If you need your leading edge open now to trace the wiring, think about
where you will be when you close the leading edge, then a year from now,
and 5-years from now. If you cannot draw your wiring diagram now
without even looking at the wiring - don't you think you will be in
trouble down the road? Labeling the wires will help, but there is
nothing like a good diagram to help in understanding an airplane's
electrics.
To save time now - and to make for a winter time project, draw your
diagrams in pencil now and make nice ones for permanent documentation
later. You could start with Bob's Z diagram and add the various label
names you used on your wires (specially if you used abbreviations),
along with wire gauge, color, etc. Also, be sure to add any connectors
with the pin number. Consider adding manufacturer & part numbers for
replacement purposes.
Those electrical diagrams you do now may be worth $$$ down the road.
Consider that I, and probably others, would not even consider buying a
plane without thorough documentation, unless it was at a "bargain"
price.
Doug Windhorn
----- Original Message -----
From: Erich_Weaver(at)URSCorp.com
To: aeroelectric-list(at)matronics.com
Sent: Tuesday, 13 March, 2007 9:33
Subject: AeroElectric-List: wiring diagram benefits?
I may be asking for a beating here, but exactly why should I create
detailed wiring diagrams? I wired my RV-7A myself following the Z-13/8
schematic, and have relatively easy access to all my electrical
components. All wires are labeled on both ends, indicating where they
came from and where they are going to. I probably should have sketched
out the wiring diagrams as I completed routing each wire, but it can
still be done now without too much trouble since my forward top skin is
still off. Ok, I admit to a touch of laziness here, which is enhanced by
a growing anticipation of the first engine start and flight, but I am
having difficulty describing to my self exactly what future scenario
makes that wiring book a must have.
Go ahead and set me straight. Or hey, feel free to tell me "never did
it, never needed it" as well.
regards
erich weaver
________________________________________________________________________________
| Subject: | Re: wiring diagram benefits? |
Dave N6030X a crit :
>
>
> It's not for your benefit right now. It's for your benefit in 3 years
> when you scratch your head and wonder what the heck you did this or
> that for, and for the next guy who buys your plane and has no idea
> what you were thinking.
And what if one piece of equipment doesn't work as expected (things
sometimes happen), and you don't have a proper diagram to reflect on ?
I did a one page per system wire book, and took time to update it after
every change I made, and wiring and troubleshooting proved a breeze.
Troubleshooting ?
Yes I experienced troubles with off-the-shelf equipment (not my wiring),
and had to pinpoint the cause.
And when isolating a circuit during maintenance, I refer to my book,
because wiring was 4 years ago now, and things fade away in my mind.
So, I did, and I'm happy I did.
Regards,
Gilles
http://contrails.free.fr
________________________________________________________________________________
| From: | LarryMcFarland <larry(at)macsmachine.com> |
| Subject: | Re: wiring diagram benefits? |
Hi Erich,
You need a wiring diagram if only to keep notes of how things are and
after you're gone, the next owner needs some
hint of where you put things. I did a wiring diagram because there are
just too many things to remember only 3 years after
the fact. Nice to know what bundle of wires to look to when things go
down. Saved me on two occasions so far.
Modifications also require some idea of how you're loaded before the
fact, so if nothing else, do a simple one.
See link and modify them to suit you if you want.
http://www.macsmachine.com/images/electrical/full/primary-wiring.gif
http://www.macsmachine.com/images/electrical/small/primary-wiring-(SH-2).gif
http://www.macsmachine.com/images/electrical/full/primary-wiring-(SH-3).gif
Larry McFarland at www.macsmachine.com
Erich_Weaver(at)URSCorp.com wrote:
>
> I may be asking for a beating here, but exactly why should I create
> detailed wiring diagrams? I wired my RV-7A myself following the Z-13/8
> schematic, and have relatively easy access to all my electrical
> components. All wires are labeled on both ends, indicating where they
> came from and where they are going to. I probably should have sketched
> out the wiring diagrams as I completed routing each wire, but it can
> still be done now without too much trouble since my forward top skin
> is still off. Ok, I admit to a touch of laziness here, which is
> enhanced by a growing anticipation of the first engine start and
> flight, but I am having difficulty describing to my self exactly what
> future scenario makes that wiring book a must have.
>
> Go ahead and set me straight. Or hey, feel free to tell me "never did
> it, never needed it" as well.
>
> regards
>
> erich weaver
>
________________________________________________________________________________
| Subject: | re: wiring diagram benefits |
| From: | Erich_Weaver(at)URSCorp.com |
Thanks for the input on this guys. I remain open to what you are sayin
g,
but indulge my hard headedness for a minute longer. I readily admit th
at I
will quickly forget details of my electrical system in the near future.
However.....
It seems to me that the wiring diagrams chief benefit is for mulling th
ings
over from the convenience of your own living room. If I start messing
with
my electrical system its likely to be because something isnt working, a
nd
this will require me to gain access to the various components of the
electrical system. The hidden components of my electrical system (AHRS
box
, fuseholders, wig-wag flasher, voltage regulator, etc) are relatively
easily accessible and if any of these are not easily identified by loo
ks
alone, they are labeled. Every wire coming from such components is lab
eled
with respect to exactly where it is coming from and where it is going t
o.
Therefore, I will be able to check that the electrical connections are
sound at both ends of every wire segment. I will also be able to check
that the wires go to the right connection point on each component by
comparing my connections with what is presented in the manufacturer's
documentation, which I have carefully cataloged in my building binders.
I
can further check that components are actually connected as labeled wit
h a
continuity tester.
In short, it seems to me that most of the truly valuable information on
my
electrical system can be gained from the schematic and when necessary f
or
repairs, visual inspection/testing of the individual components and at
their electrical connection points. The actual route the wires take
between components seems almost irrelevant to me.
I am not terribly persuaded by arguments of some perceived future value
to
future buyers of my plane. First, Im not sure I buy the argument that
my
plane will be worth less. The phrase "Comprehensive wiring diagrams
available" doesnt seem to show up much in adds for experimentals. And f
or
those buyers that have the desire/need to know my electrical system, I
still think the schematic and good labelling practices I have adhered t
o,
along with manufacturers' documentation provide a solid basis for
diagnosing and resolving problems.
Okay, I can already see the aero-electric masses collectively shaking t
heir
heads back and forth at me. Nomex flame suit donned. Fire away.
Concrete examples of how your wiring diagrams saved the day, and
conversely, how my annotated Z-13/8 schematic and comprehensive compone
nt
and wire labeling are woefully inadequate will be enthusiastically
received.
Just between us girls, I'll bet there are more than a few out there wit
h
virtually no electrical documentation combined with complete ignorance
of
their system. They may even be conspiring to sell these planes to othe
rs!
: )
________________________________________________________________________________
| From: | "Robert L. Nuckolls, III" <nuckollsr(at)cox.net> |
| Subject: | Re: RF noise from EFIS |
>
>It affects the BMA Sport and Lites as well and is worse in composites than
>metal planes.
>
>Actually BMA encourages the use of shielded wires for anything running out
>of the EFIS.
Which suggests a profound lack of knowledge as
to how noises should be kept inside the product . . .
>As mentioned above you should avoid if possible running any EFIS wiring
>near your antenna lines.
Antenna lines are coaxial transmission lines and not
vulnerable to ingress of noises . . .
>Also the can around the EFIS is not necessarily connected to the ground of
>the circuit boards so the can itself should be grounded as well as the EFIS.
"ground" is an un-quantified, un-qualified term term
when it comes to taming the noises emitted from an
accessory. Spent the whole day in the lab today "sniffing"
the noise performance of an airborne super-server that's
destined to share volume within an airplane with lots of
VERY sensitive spook receivers.
Anyone who pushes their noise containment duties off on
the installer by suggesting broad brush admonitions to
shield everything and keep stuff away from coaxes doesn't
have a clue . . .
>Look for any wires from the EFIS that terminate in a dead end ( are not
>connected to anything) and eliminate them they are acting as a transmit
>antenna. Likely culprits are ap disconnect wires on the stick running next
>to your PTT and engine monitoring circuits not yet hooked up.
>
>The shield on sheilded cable should be grounded at both ends.
>
>
>If you are not using a serial port turn it off.
Let's do some detective work and see if the real
leak can be identified before you start shot-gunning
with hopeful remedies.
What radio is being affected? Know that most of the
glass dial noise problems radiate from the opening
covered by the LCD. What does the "noise" sound like?
How is the noise affected by positioning various controls
of the victim radio?
Bob . . .
----------------------------------------
( IF one aspires to be "world class", )
( what ever you do must be exercised )
( EVERY day . . . )
( R. L. Nuckolls III )
----------------------------------------
________________________________________________________________________________
March 03, 2007 - March 13, 2007
AeroElectric-Archive.digest.vol-gt