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________________________________________________________________________________
From: 
"Noel Loveys" <noelloveys(at)yahoo.ca>
Subject: 
Re: OV protection for Alt energized contactor
Date: 
Nov 25, 2010
      
      
      Thanks guys That part of the schematic wasn't on the first diagram I saw...
      It's good to be, pun intended, on the same page with the rest of you.
      
      Noel
      
      
      -----Original Message-----
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of jonlaury
      Sent: November 25, 2010 6:29 PM
      Subject: AeroElectric-List: Re: OV protection for Alt energized contactor
      
      
      > What causes the light to flash? I don't even see an enunciator light in
      the
      > schematic. 
      
      
      Noel, 
      
      Look at the schematic that I posted in this thread (that Bob started as a
      parallel to the original).
      
      The 9005 LVM is on the far left of the schematic. I assume that the diode
      with the circle around it is a LED symbol. I usually see LED's indicated
      with a zig-zag arrow.
      
      J
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=321046#321046
      
      
________________________________________________________________________________
Date: 
Nov 26, 2010
From: 
Jeff Page <jpx(at)qenesis.com>
Subject: 
Re: Z13/8 Rev Q comments
      
      
      >     Okay, 20AWG and no fuses it is.
      
      So assuming all these wires are 6" or less, should I use 20awg and no
      fuses on both the diode and the relay path to the Endurance bus ?
      
      Jeff Page
      Dream Aircraft Tundra #10
      
      
________________________________________________________________________________
Date: 
Nov 26, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Z13/8 Rev Q comments
      
      
      At 11:07 PM 11/25/2010, you wrote:
      >
      >>     Okay, 20AWG and no fuses it is.
      >
      >So assuming all these wires are 6" or less, should I use 20awg and no
      >fuses on both the diode and the relay path to the Endurance bus ?
      
           I WAS speaking of just the normal feed path through
           the diode . . . and it occurs to me that the "6-inch
           rule" would be speaking to TOTAL current pathway at
           risk . . . so strict observance of the rule would call
           for very short 20AWG conductors totalling 6" or less
           to wire the diode up between the main and e-bus.
      
           But then, that "rule" was never codified in any regulatory
           document I recall . . .  but that doesn't mean it didn't
           show up on some FAA offices "green sheets". My citation
           of that practices goes back a long way. I think I first
           recall discussing it at Cessna when somebody was contemplating
           the permanent wiring of a fat zener (50W stud mounted)
           to the main bus as a transient suppressor. This was
           before the zener market gave birth to the Transorb.
      
           Is the sum total of wire from battery bus to e-bus
           through the relay must surely be longer. Further, it's
           primary reason for existence is to power a bus from
           a battery not being charged by an alternator so we'll
           not want to squander energy in voltage drops. But it
           seems that the pathway would benefit from the conventional
           protection methods at BOTH ends since that wire can be
           SOURCED either from the main bus or the battery bus.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Nov 27, 2010
From: 
Matt Dralle <dralle(at)matronics.com>
Subject: 
No "Black Friday" For List Fund Raiser...
      
      
      Dear Listers,
      
      Curiously, even though the number of List subscriptions are significantly up this
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      I have always preferred a non-commercial List experience as many, many members
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      Please make sure your name is on this year's List of Contributors published in
      December.  
      
      The Contribution site is secure, quick, and easy:
      
              http://www.matronics.com/contribution
      
      Or, drop a personal check in the mail to: 
      
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              581 Jeannie Way 
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      Matt Dralle
      Matronics Email List and Forum Administrator
      
      
________________________________________________________________________________
Date: 
Nov 27, 2010
From: 
Jeff Page <jpx(at)qenesis.com>
Subject: 
Re: Z13/8 Rev Q comments
      
      
      >>>     Okay, 20AWG and no fuses it is.
      >>
      >> So assuming all these wires are 6" or less, should I use 20awg and no
      >> fuses on both the diode and the relay path to the Endurance bus ?
      >
      >      I WAS speaking of just the normal feed path through
      >      the diode . . . and it occurs to me that the "6-inch
      >      rule" would be speaking to TOTAL current pathway at
      >      risk . . . so strict observance of the rule would call
      >      for very short 20AWG conductors totalling 6" or less
      >      to wire the diode up between the main and e-bus.
      >
      >      But then, that "rule" was never codified in any regulatory
      >      document I recall . . .  but that doesn't mean it didn't
      >      show up on some FAA offices "green sheets". My citation
      >      of that practices goes back a long way. I think I first
      >      recall discussing it at Cessna when somebody was contemplating
      >      the permanent wiring of a fat zener (50W stud mounted)
      >      to the main bus as a transient suppressor. This was
      >      before the zener market gave birth to the Transorb.
      >
      >      Is the sum total of wire from battery bus to e-bus
      >      through the relay must surely be longer. Further, it's
      >      primary reason for existence is to power a bus from
      >      a battery not being charged by an alternator so we'll
      >      not want to squander energy in voltage drops. But it
      >      seems that the pathway would benefit from the conventional
      >      protection methods at BOTH ends since that wire can be
      >      SOURCED either from the main bus or the battery bus.
      
      OK.  It is easy to use fuses, since I can just use one of the  
      positions of the fuse block on each end.
      
      Jeff Page
      Dream Aircraft Tundra #10
      
      
________________________________________________________________________________
Date: 
Nov 28, 2010
From: 
Matt Dralle <dralle(at)matronics.com>
Subject: 
Just Three Days Left & Some Very Nice Comments... 
      
      
      Dear Listers,
      
      There are just three days left in this year's List Fund Raiser.  Won't you take
      a monment and make a quick Contribution today to support the continued upgrade
      and operation of these Forum services.
      
      I've received some more really nice comments from Listers along with their List
      Support Contributions, and I've share a few below.
      
      There are some sweet gifts available this year, so browse the selections and pickup
      a nice item along with your qualifying Contribution.
      
      Contribution Web Site:
      
              http://www.matronics.com/contribution
      
      Or drop a personal check in the mail to: 
      
              Matt Dralle / Matronics 
             	581 Jeannie Way 
              Livermore CA 94550
      	USA
      
      Thank you in advance for your generous support!  It is very much appreciated!
      
      Best regards,
      
      Matt Dralle
      Matronics Email List Administrator
      
      
      -------------------------------------------------------
      
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________________________________________________________________________________
Subject: 
Ford EDIS-6 current requirement
From: 
"Louie928" <louieo(at)gorge.net>
Date: 
Nov 28, 2010
      
      
      I'm working up the wiring scheme for my Corvair aero engine for my Zenith 601XLB.
      I've studied The AeroElectric Connection book and am incorporating all the
      great ideas. I think I'll have a good and reliable system. I decided to use electronic
      ignition based on the Ford EDIS-6 system. I'll have an always on (critical)
      buss that will power the ignition and fuel pumps. The Facet fuel pumps
      take about 1 amp. I have two pumps, but one on at a time. I don't know what current
      the EDIS-6 system will take. I need to know what total current draw the
      critical buss will require to determine the feed wire size and fuse link size.
      
      I'll have a switch to switch between two EDIS ignition systems, but haven't yet
      figured a way to reliably use either of two EDIS units to drive a single 6 pak
      coil with three primaries. A triple pole double throw relay should do it, but
      I'm reluctant to add in a failure point.
      
      Thanks for any help.
      
      --------
      Louis W. Ott
      
      601XL beginner Quick Build
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=321473#321473
      
      
________________________________________________________________________________
From: 
Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: 
Re: Trim tab indicator
Date: 
Nov 28, 2010
      
      
      >the schematic on page 2 of the data sheet referenced by Mike Linse will wo
      rk. http://www.national.com/ds/LM/LM3914.pdf
      > For the 0V to 5V signal source=2C make a 5 volt regulator like this: http
      ://www.tkk.fi/Misc/Electronics/circuits/psu_5v.html
      > Connect aircraft power to the input of the 5 volt regulator.
      > Connect ground and the output of the 5 volt regulator to the trim servo p
      ot orange and blue wires.
      > Connect the green wire from the servo pot to pin 5 of the LM3914N.
      > Joe
      > 
      > --------
      > Joe Gores
      
      Hi Joe=2C
      
        Regarding circuit=3B
      
       http://www.national.com/ds/LM/LM3914.pdf
      
        I finally got around to building the circuit(s) you suggested.  I got the
       +5V regulated one--no problem.
      I'm getting ready to start on the LM3914=2C and I have a couple of question
      s.
      
        In studying the schematic=2C the way they have the LEDs attached is "odd"
      .  To me=2C it looks like the LEDs
      are sharing a common +12V power supply (to their respective anodes)=2C and 
      the LM3914 acts like a grounding
      source for whichever LED should be lit.  If this is the case=2C I guess it'
      ll work just fine=2C it's just not how I thought the
      LM3914 worked.
      
        Ok=2C now for a quick question=3B   Pins #1=2C & 10-18--duh=2C obvious.  
        PIN#2 & 4--GND    Pin#3 & 9--+12V supply=2C so far so
      good.  Now=2C you mentioned the green wire from the servo Pot goes to Pin#5
      .   The Pins #6=2C7 & 8 I'm not quite sure
      about.  I don't know if they refer to a 5K pot=2C or just install the liste
      d resistors=2C or what??   Any ideas??  Am I 
      supposed to install a 5K pot for calibrating the LEDs?
      
      Thanks for your help=2C Joe.
      
      Mike Welch
      ps.  here's a picture of the first half of the circuit=2C with the LM3914 j
      ust sitting there.
      
      
       		 	   		  
      
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________________________________________________________________________________
Date: 
Nov 29, 2010
From: 
Matt Dralle <dralle(at)matronics.com>
Subject: 
Make Sure You're Listed!
      
      
      Dear Listers, 
      
      The List of Contributors (LOC) is just around the corner with just two more days
      in this year's Fund Raiser!  Later in December I will post a list of everyone
      that so generously made a Contribution to support the Lists this year.  Its
      my way of publicly thanking everyone that took a minute to show their appreciation
      for the Lists. 
      
      Won't you take minute and assure that your name is on the upcoming LOC?  Tell others
      that you appreciate the Lists.  
      
      Making a Contribution to support the Lists is fast and easy using your Visa, MasterCard,
      or Paypal account: 
      
             http://www.matronics.com/contribution 
      
      Or, by dropping a personal check in the mail to: 
      
              Matt Dralle / Matronics 
             	581 Jeannie Way 
              Livermore CA 94550
      
      I would like to thank everyone that has so generously made a Contribution thus
      far during this year's List Fund Raiser!  Remember that its YOUR support that
      keeps these Lists running and improving!
      
      Thank you!  
      
      Matt Dralle 
      Matronics Email List Administrator
      
      
________________________________________________________________________________
Date: 
Nov 29, 2010
Subject: 
Audio Amplifier 9009-303 Enclosure
From: 
Jared Yates <email(at)jaredyates.com>
      
      
      Bob, does the metal enclosure that you specify for the do-it-yourself
      audio amp serve any electrical purpose, or would a plastic enclosure
      do just as well?
      
      
________________________________________________________________________________
Date: 
Nov 29, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Audio Amplifier 9009-303 Enclosure
      
      
      At 05:57 AM 11/29/2010, you wrote:
      >
      >Bob, does the metal enclosure that you specify for the do-it-yourself
      >audio amp serve any electrical purpose, or would a plastic enclosure
      >do just as well?
      
         Plastic is okay.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Nov 29, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Ford EDIS-6 current requirement
      
      
      At 10:13 PM 11/28/2010, you wrote:
      >
      >I'm working up the wiring scheme for my Corvair aero engine for my 
      >Zenith 601XLB. I've studied The AeroElectric Connection book and am 
      >incorporating all the great ideas. I think I'll have a good and 
      >reliable system. I decided to use electronic ignition based on the 
      >Ford EDIS-6 system. I'll have an always on (critical) buss that will 
      >power the ignition and fuel pumps. The Facet fuel pumps take about 1 
      >amp. I have two pumps, but one on at a time. I don't know what 
      >current the EDIS-6 system will take. I need to know what total 
      >current draw the critical buss will require to determine the feed 
      >wire size and fuse link size.
      
           Electrically dependent engines should run
           from a battery bus which is short-coupled
           to the battery and gets no upstream 'protection'
           See z-figures.
      
      
      >I'll have a switch to switch between two EDIS ignition systems, but 
      >haven't yet figured a way to reliably use either of two EDIS units 
      >to drive a single 6 pak coil with three primaries. A triple pole 
      >double throw relay should do it, but I'm reluctant to add in a failure point.
      
           Have you looked into pairs of steering diodes
           where either ignition module can drive a
           single coil? Much more reliable than any
           switch or relay. Do you know anyone who
           is running the EDIS system that can conduct
           an experiment with the diodes to see if it
           affects operations?
      
      
         Bob . . . 
      
      
________________________________________________________________________________
From: 
Mike Welch <mdnanwelch7(at)hotmail.com>
Subject: 
RE: Bandwidth?
Date: 
Nov 29, 2010
      
      
      > 11/29/2010
      > 
      > Hello Mike Welch=2C What gives with your computer / email system that it 
      sucks 
      > up just a horrendus amount of Matronics bandwidth / storage space?
      
      Mr Baker=2C
      
        Hi=2C and thanks for the heads-up.  No=2C I didn't know it was doing that
      .  The emails
      come in normal on my end.  Do you have any idea what causes this?  If I kne
      w=2C
      I'd be happy to avoid the problem.
      
        Since this data overload affects the entire Matronics list=2C I'm also po
      sting the 
      response there=2C too.  Plus=2C I also want to find out if it does it again
       when there is no 
      'attachment'.  
      
        If anyone has any idea or knows why my posts have tons of data attached
      =2C please 
      feel free to suggest a remedy.  I suspect the photo image is being converte
      d into
      data=2C but that's just a guess on my part.
      
      Thanks=2C   Mike Welch
      
        		 	   		  
      
________________________________________________________________________________
Date: 
Nov 29, 2010
From: 
Ken <klehman(at)albedo.net>
Subject: 
Re: Ford EDIS-6 current requirement
      
      
      For fuse size I look at the resistance of the coils. If one coil driver 
      fails and is continuously ON, then that coil will draw continuous 
      current. Measure the resistance or put a coil primary across a 14 volt 
      source and measure that current. You don't want one failed coil circuit 
      to bring down the system. So I'd use a 15 amp circuit regardless of the 
      normal lower current draw of an EDIS unit.
      
      I used high voltage diodes (coil joiners) on the secondaries with a 4 
      cylinder DIS system. The spark plugs fire with opposite polarity on each 
      side of the coils which complicates this method. 6 cylinders makes it 
      even messier. Frankly I'd recommend a distributor and feed it through 
      two coils via one MSD high voltage coil joiner for your engine. Race 
      cars have done that for years. Run either or both systems 
      simultaneously. You need a feed diode on each system only if they have 
      different power sources. That recommendation is based on my 
      understanding of likely failure modes and dramatic simplification for 
      achieving meaningful redundancy. Most dual ignition systems are far from 
      redundant and complicated schemes have their own risks of physical 
      failure as well as system mis-management. If you don't want a 
      distributor then even better is to look at a separate coil for each 
      spark plug either fed by EDIS or something else.
      
      I think you are proposing to run two EDIS electronics and sensors but 
      one coil pack of 3 DIS coils. If that is the intention and the coils are 
      separate from the electronics then I will address some of those issues. 
      This method can quickly turn into a can of worms and you will have to 
      decide what failure modes you wish to cater to. (solid state electronic 
      failure, coil failure, power source failure, wiring failure, all of these)
      
      Assume coils mounted separate from the EDIS driver circuitry. I would 
      isolate the EDIS electronics such that a failure of one can't take out 
      the second unit otherwise what's the point of having two units? That 
      implies feeding the switched side of the coils through diodes to each 
      EDIS (6 diodes there). If you do that it suddenly becomes OK to run both 
      systems simultaneously. One single pole power switch for each EDIS unit. 
      This approach should make it just fine to run both simultaneously for 
      takeoff and landing if desired. If you have two power sources then yes 
      feed each EDIS unit through it's own switch from its own power source. 
      This assumes you can power up and run an EDIS system while the engine is 
      already running.
      
      The above effectively makes the EDIS electronics (but not the coils) 
      redundant. Next issue is whether you want two sources of power to the 
      +12 volt side of the coils. If so then you can also feed them through 
      diodes from the separately switched and fused circuits feeding the EDIS 
      electronics.  But what is the risk that a shorted coil might blow both 
      fuses? Most folks would ignore that I think but if you can maintain 
      flight on two of the three coils, you could feed each coil through a 
      separate fuse. That complicates running separate 12volt sources of power 
      of course. I'm not familiar with the EDIS coil packs. I'd guess that 
      they rarely blow a fuse and it may be reasonable to simply feed all 3 
      coils from a common 15 amp circuit.
      
      If you are new to electronics, note that I would consider properly sized 
      diodes to be as least as reliable as fuses if you can mount them without 
      stressing the leads and allow for a little bit of cooling.
      
      And don't neglect ergonomics. On my panel the emergency engine procedure 
      is to put all switches in the UP position period. That feeds the engine 
      with the second set of electronics (EFI and Ignition) fed from a second 
      power source.
      
      If I didn't already say it, I run two DIS systems (GM and Subaru) not 
      EDIS. For a new installation I would do a separate coil per spark plug.
      
      Ken
      
      Louie928 wrote:
      > 
      > 
      > I'm working up the wiring scheme for my Corvair aero engine for my
      > Zenith 601XLB. I've studied The AeroElectric Connection book and am
      > incorporating all the great ideas. I think I'll have a good and
      > reliable system. I decided to use electronic ignition based on the
      > Ford EDIS-6 system. I'll have an always on (critical) buss that will
      > power the ignition and fuel pumps. The Facet fuel pumps take about 1
      > amp. I have two pumps, but one on at a time. I don't know what
      > current the EDIS-6 system will take. I need to know what total
      > current draw the critical buss will require to determine the feed
      > wire size and fuse link size.
      > 
      > I'll have a switch to switch between two EDIS ignition systems, but
      > haven't yet figured a way to reliably use either of two EDIS units to
      > drive a single 6 pak coil with three primaries. A triple pole double
      > throw relay should do it, but I'm reluctant to add in a failure
      > point.
      > 
      > Thanks for any help.
      > 
      > -------- Louis W. Ott
      > 
      > 601XL beginner Quick Build
      > 
      
      
________________________________________________________________________________
Subject: 
Re: Trim tab indicator
From: 
"user9253" <fran4sew(at)banyanol.com>
Date: 
Nov 29, 2010
      
      
      Mike,
      Keep in mind that I have not built this circuit.
      Since you are supplying the elevator trim pot with 5vdc and this circuit is designed
      for a 0 to 5 volt input signal, I would use the fixed resistor values as
      shown on the schematic.  R1 controls the current through the LEDs.  With a 12vdc
      supply, the LED current will be about 10ma.  The problem with using a POT
      is that if adjusted for low ohms, high current could damage the LEDs.  A prototyping
      breadboard makes it easy to experiment with different values of components,
      if necessary.
      http://www.mouser.com/images/busboardprototypesystems/lrg/BPS-IMG-BB400.jpg
      http://www.mouser.com/Tools-Supplies/Prototyping-Products/_/N-5gg5?Keyword=breadboard&FS=True
      I would try the circuit as is.  You might luck out and no calibration will be necessary.
      One LED should light with the trim at one extreme position and all
      10 should light at the other extreme.  If it does that, then no calibration is
      required.  I suspect that R2 is the one to change for calibrating.  The voltage
      on pin 6 sets the span.  To change from a bar graph to only a single LED on,
      connect pin 9 to pin 11, not to the supply voltage.  Have fun experimenting.
      Page 110 & 111 of Forrest Mims' ENGINEER'S NOTEBOOK has schematics of the LM3914N.
      The book also has many other integrated circuit applications.
      Joe
      
      --------
      Joe Gores
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=321598#321598
      
      
________________________________________________________________________________
Date: 
Nov 29, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: RE: Bandwidth?
      
      
      >
      >   If anyone has any idea or knows why my posts have tons of data 
      > attached, please
      >feel free to suggest a remedy.  I suspect the photo image is being 
      >converted into
      >data, but that's just a guess on my part.
      
         I don't see anything "wrong: with your posts.
         Both attached and embedded images come through
         and seem to display as one would expect.
      
         I HAVE seen the occasional e-mail application
         that likes to display both and image and
         the hex data dump that describes that image.
         If that's what Bob is seeing then I don't
         think it has anything to do with how you're
         sending messages.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Nov 29, 2010
Subject: 
Radio noise
From: 
Philip Smith <madriver42(at)gmail.com>
      
      I know this has been discussed before but like to ask anyway.  I installed
      an *old* RST 360 com radio in my 701 panel and when I start the "Rotax" it
      is very noisy. Seems to be a whine don't know whether or not this is
      alternator or ignition.  Saw a wiring diagram for another radio which stated
      that you must install a 22,000uf capacitor in series on the 12v feed when
      used with the Rotax engine installation. Will this cure the problem?  Your
      valued thoughts please.
      
      Phil Smith
      CH 701 - Flying
      Buhl, ID
      
________________________________________________________________________________
Date: 
Nov 29, 2010
Subject: 
Re: Radio noise
From: 
Don Hudgeon <don(at)hudgeon.com>
      
      G`morning Phil
      
      I am having a similar problem with my Kitfox Vixen with a 912UL. My radio is
      a new ICOM A210. I have installed one capacitor on the output from the
      voltage regulator. This helped but the problem still there but not where I
      would like it. None of my wiring is shielded and I am wondering if this
      would help.
      
      I hope this topic is of interest to the group. I look forward to ALL
      suggestions.
      
      Don Hudgeon
      Kitfox Vixen
      Summerland,BC
      Canada
      
      On Mon, Nov 29, 2010 at 8:47 AM, Philip Smith  wrote:
      
      > I know this has been discussed before but like to ask anyway.  I installed
      > an *old* RST 360 com radio in my 701 panel and when I start the "Rotax" it
      > is very noisy. Seems to be a whine don't know whether or not this is
      > alternator or ignition.  Saw a wiring diagram for another radio which stated
      > that you must install a 22,000uf capacitor in series on the 12v feed when
      > used with the Rotax engine installation. Will this cure the problem?  Your
      > valued thoughts please.
      >
      > Phil Smith
      > CH 701 - Flying
      > Buhl, ID
      >
      > *
      >
      >
      
________________________________________________________________________________
Subject: 
Re: Ford EDIS-6 current requirement
From: 
"Louie928" <louieo(at)gorge.net>
Date: 
Nov 29, 2010
      
      
      nuckolls.bob(at)aeroelect wrote:
      > 
      > 
      >      Electrically dependent engines should run
      >      from a battery bus which is short-coupled
      >      to the battery and gets no upstream 'protection'
      >      See z-figures.
      
      I looked at and try to conform to the Z figures where applicable. The problem is
      that it'll be near impossible to keep the "always on" buss (shown as Main Battery
      buss on Z-13/8 ) as short as 6". I could put that buss fuse block on the
      firewall and run the fuse protected circuits through to the instrument panel
      and switches. I'd rather have the Main Battery buss in the cockpit where I can
      observe the fuses. Doing that means feeding the Main Battery buss through either
      a fuse or a fuse link so I don't have unlimited current source in the cockpit.
      If doing that is thought to be troublesome, I can mount the Main Battery
      buss distribution block on the engine side of the firewall and not have access
      to the fuses in flight.
      
      
      > 
      >      Have you looked into pairs of steering diodes
      >      where either ignition module can drive a
      >      single coil? Much more reliable than any
      >      switch or relay. Do you know anyone who
      >      is running the EDIS system that can conduct
      >      an experiment with the diodes to see if it
      >      affects operations?
      > 
      
      I think I can isolate one EDIS control unit from the other with diodes. I don't
      know of anyone who has done it. Looks like I'll need to experiment with the diodes
      and see what happens. I'll do this on the ground on a test stand.
      
      --------
      Louis W. Ott
      
      601XL beginner Quick Build
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=321633#321633
      
      
________________________________________________________________________________
Subject: 
Re: Ford EDIS-6 current requirement
From: 
"Louie928" <louieo(at)gorge.net>
Date: 
Nov 29, 2010
      
      
      klehman(at)albedo.net wrote:
      > For fuse size I look at the resistance of the coils. If one coil driver 
      > fails and is continuously ON, then that coil will draw continuous 
      > current. Measure the resistance or put a coil primary across a 14 volt 
      > source and measure that current. You don't want one failed coil circuit 
      > to bring down the system. So I'd use a 15 amp circuit regardless of the 
      > normal lower current draw of an EDIS unit.
      > 
      > 
      > 
      > I think you are proposing to run two EDIS electronics and sensors but 
      > one coil pack of 3 DIS coils. If that is the intention and the coils are 
      > separate from the electronics then I will address some of those issues. 
      > This method can quickly turn into a can of worms and you will have to 
      > decide what failure modes you wish to cater to. (solid state electronic 
      > failure, coil failure, power source failure, wiring failure, all of these)
      > 
      > Assume coils mounted separate from the EDIS driver circuitry. I would 
      > isolate the EDIS electronics such that a failure of one can't take out 
      > the second unit otherwise what's the point of having two units? That 
      > implies feeding the switched side of the coils through diodes to each 
      > EDIS (6 diodes there). If you do that it suddenly becomes OK to run both 
      > systems simultaneously. One single pole power switch for each EDIS unit. 
      > This approach should make it just fine to run both simultaneously for 
      > takeoff and landing if desired. If you have two power sources then yes 
      > feed each EDIS unit through it's own switch from its own power source. 
      > This assumes you can power up and run an EDIS system while the engine is 
      > already running.
      > 
      > The above effectively makes the EDIS electronics (but not the coils) 
      > redundant. Next issue is whether you want two sources of power to the 
      > +12 volt side of the coils. If so then you can also feed them through 
      > diodes from the separately switched and fused circuits feeding the EDIS 
      > electronics.  But what is the risk that a shorted coil might blow both 
      > fuses? Most folks would ignore that I think but if you can maintain 
      > flight on two of the three coils, you could feed each coil through a 
      > separate fuse. That complicates running separate 12volt sources of power 
      > of course. I'm not familiar with the EDIS coil packs. I'd guess that 
      > they rarely blow a fuse and it may be reasonable to simply feed all 3 
      > coils from a common 15 amp circuit.
      > 
      > If you are new to electronics, note that I would consider properly sized 
      > diodes to be as least as reliable as fuses if you can mount them without 
      > stressing the leads and allow for a little bit of cooling.
      > 
      > And don't neglect ergonomics. On my panel the emergency engine procedure 
      > is to put all switches in the UP position period. That feeds the engine 
      > with the second set of electronics (EFI and Ignition) fed from a second 
      > power source.
      > 
      > If I didn't already say it, I run two DIS systems (GM and Subaru) not 
      > EDIS. For a new installation I would do a separate coil per spark plug.
      > 
      > Ken
      
      
      Hi Ken,
      Thanks for your thoughtful reply. I didn't want to use the Corvair distributor
      with 2 point sets and dual coils with coil combiners to try and save some weight.
      Also, I wanted to modernize the system and try something different. With the
      EDIS, I can set timing using a laptop. I have a dyno for tuning the engine,
      and I'm used to working with these things. I am not used to designing redundant
      electronic ignition systems and figuring that part out.
      
      Here is a link to some EDIS information.
      http://www.dainst.com/info/edis/edis.html
      http://www.megamanual.com/ms2/EDIS.htm
      
      I won't use the Megasquirt for timing control, but I'll use something similar for
      ignition timing only. The fuel will be by Rotec TBI-40 carb.
      
      Sizing the fuse and buss feed wire size using the coil primary resistance is a
      good idea. The three coil primaries measure 1.2 ohms each so worst case would
      be about 10 amps draw. Your suggestion of a 15A fuse is right on. The coil pack
      is separate from the control unit although on the automotive wiring diagram
      the coil is powered in parallel with the EDIS control unit +12V feed. I will have
      a +12V source for the coil and separate switched +12V for each control unit.
      I do plan on a separate crank sensor and EDIS control unit operating a single
      coil pack. The coil packs are quite reliable and even if one coil failed and
      I lost two cylinders, the plane would still remain flyable depending on conditions.
      
      The coil pack is really three separate double ended "dumb" coils in one potted
      enclosure. I could use six "coil near plug" units, but that would be heavier than
      the 6 pak. The plus side of CNP is that if one secondary failed, I'd only
      lose one cylinder rather than two. Coil on plug units don't lend themselves well
      to the Corvair engine due to the placement of the spark plugs. The COP would
      stick up too high and too far to the outside.
      
      Using diodes to isolate the EDIS control unit outputs may work just fine and it
      would allow use of both units at the same time. Depending on the EDIS coil drivers,
      It may be possible to simply connect the coil driver outputs in parallel
      to the coils.
      
      I had hoped someone may have been down this road before. I'm thinking I had better
      make a test setup using a 36-1 crank trigger wheel, 2 sensors, 2 EDIS units
      and a single coil pack. Set it up and run it steady for a few weeks and see
      what happens.
      
      Two questions. Do you know of a CNP unit that is a simple "dumb" coil? The Chevy
      LS1 coils I've worked with are "smart" coils that trigger with a +5 volt pulse.
      These don't work with a control unit like the EDIS. Which GM DIS system do
      you use? Do you have redundant control systems, or single thread? I have all
      the parts for the EDIS, but it isn't too late to switch systems.
      
      Thanks again.
      
      --------
      Louis W. Ott
      
      601XL beginner Quick Build
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=321639#321639
      
      
________________________________________________________________________________
Date: 
Nov 29, 2010
Subject: 
Re: Radio noise
From: 
b d <gpabruce(at)gmail.com>
      
      You might disable the alternator by lifting the field wire and eleminate one
      or the other. It is most likely ignition noise (high volatage side). Do you
      have shielded wires?
      
      In series or in parallel?  Series doesn't sound right but then I don't know
      if you are saying what I think you are saying. Series would not allow any
      current to flow on a DC circuit hense the radio would not work. Parallel
      would essentially filter out the unwanted noise sending it to ground.
      
      I should leave my 2 cents out. I don't know, I'm only guessing so don't
      follow me. It's only a thought.
      
      Bruce
      
      On Mon, Nov 29, 2010 at 8:47 AM, Philip Smith  wrote:
      
      > I know this has been discussed before but like to ask anyway.  I installed
      > an *old* RST 360 com radio in my 701 panel and when I start the "Rotax" it
      > is very noisy. Seems to be a whine don't know whether or not this is
      > alternator or ignition.  Saw a wiring diagram for another radio which stated
      > that you must install a 22,000uf capacitor in series on the 12v feed when
      > used with the Rotax engine installation. Will this cure the problem?  Your
      > valued thoughts please.
      >
      > Phil Smith
      > CH 701 - Flying
      > Buhl, ID
      >
      > *
      >
      >
      
________________________________________________________________________________
Date: 
Nov 29, 2010
Subject: 
Re: Radio noise
From: 
b d <gpabruce(at)gmail.com>
      
      I need to qualify what I said. There are two potential sources in the radio,
      (if the radio is the device in question)
      
         1. Noise on the power lead. This can be filtered out out power input with
         a parallel capacitor.
         2. Electro Static noise through the antennae caused by high voltage
         radiation from the high voltage side of the ignition system e.g. coil, high
         voltage spark plug leads and so on. I just seen some shielded wires and
         covers for Experimental type engine running regular plugs. I will see if I
         can find them and include in another post.
      
      
      I would try to identify and isolate the noise first. You may find you have
      some noise from both sources. As you isolate the problem you have a better
      chance of fixing it and testing to see if you fixed it. There may be some
      other device to blame.
      
      **** First try with the radio with the master on with no engine running to
      eliminate any non-engine devices. Next easiest: To Isolate the antennae as a
      source, try grounding it with a alligator clip wire (test lead) to
      ground. (do not transmit during this test) This should make a noticeable
      reduction or eliminate completely the radio noise if it's radiation noise
      from the high voltage ignition. This may be the quickest and easiest method
      to isolate one source from the other. Simply ground the antennae. Third (not
      difficult): If you still have noise, disable the alternator next, do you
      still have the same noise . . . .I hope not . . Let me know how you come
      out. Once you establish the source(s) of the noise, then it's easier to
      filter it out with caps and so on.
      
      Hope this helps.
      
      Bruce
      
      On Mon, Nov 29, 2010 at 5:10 PM, b d  wrote:
      
      > You might disable the alternator by lifting the field wire and eleminate
      > one or the other. It is most likely ignition noise (high volatage side). Do
      > you have shielded wires?
      >
      > In series or in parallel?  Series doesn't sound right but then I don't know
      > if you are saying what I think you are saying. Series would not allow any
      > current to flow on a DC circuit hense the radio would not work. Parallel
      > would essentially filter out the unwanted noise sending it to ground.
      >
      > I should leave my 2 cents out. I don't know, I'm only guessing so don't
      > follow me. It's only a thought.
      >
      > Bruce
      >
      >  On Mon, Nov 29, 2010 at 8:47 AM, Philip Smith wrote:
      >
      >> I know this has been discussed before but like to ask anyway.  I installed
      >> an *old* RST 360 com radio in my 701 panel and when I start the "Rotax"
      >> it is very noisy. Seems to be a whine don't know whether or not this is
      >> alternator or ignition.  Saw a wiring diagram for another radio which stated
      >> that you must install a 22,000uf capacitor in series on the 12v feed when
      >> used with the Rotax engine installation. Will this cure the problem?  Your
      >> valued thoughts please.
      >>
      >> Phil Smith
      >> CH 701 - Flying
      >> Buhl, ID
      >>
      >> *
      >>
      >>
      >>
      >
      
________________________________________________________________________________
Date: 
Nov 29, 2010
From: 
Ron Quillin <rjquillin(at)cox.net>
Subject: 
Re: Radio noise
      
      At 08:47 11/29/2010, you wrote:
      >Saw a wiring diagram for another radio which stated that you must 
      >install a 22,000uf capacitor in series on the 12v feed when used 
      >with the Rotax engine installation.
      
      As no one else commented on what seems to be a typo or 
      misunderstanding of terms...
      That capacitor would be parallel; that is the positive terminal to 
      your buss, and the negative terminal to airframe or whatever you are 
      using for a "ground".
      
      For a component to be in "series", the load current would flow 
      through the component in series; clearly for DC and a capacitor, this 
      would not work.  Were it a coil, inductor, series would be the proper 
      configuration.
      
      Ron Q.
      
      
________________________________________________________________________________
Date: 
Nov 29, 2010
Subject: 
Re: RE: Bandwidth?
From: 
b d <gpabruce(at)gmail.com>
      
      Mike and Mr. Baker,
      
      I maybe talking out of turn but I'll add my 2 cnets and let you guys decide
      if it helps. I just went around the world with my cable company accusing
      them of not providing me with the bandwidth that I was paying for> They had
      me do a short test that proved to them that I was getting my full speed (at
      least during that short test). I wasn't satisfied so I searched for and
      found a tool to help me. It was inexpensive.  Cisco Speed meter pro
      http://www.purenetworks.com/product/speedmeterpro/   $39 and with a free
      trial. I like it and it proves my point, There are times through out the day
      that my bandwidth is very limited. I came from a time in computers when they
      used to sell "time sharing" and a subscriber would have a certain time slot
      in which to do his heavy business.  We are back to tthat again but paying
      for 24 hour connection with varying bandwidth. My wife tells me she has to
      wait for her computer to "warm up" (like the old vaccuum tube systems) :-)
      What she experiences is some of MS Junk's tricks where the computer is going
      out and picking up more third party junk to sell us plus no doubt the
      internet provider, in my case COX is shedding some of their connections to
      make it appear like the new user has a good bandwidth (for awhile until
      someone else logs onand bumps you down). Do any of you remember the old dial
      in modem systems where the owner would over sell the clients but when they
      all began logging on, he newest would bump the oldest, or I was told that
      anyway and it seemed that way.
      
      Try out the speedmeter pro and see if it helps inform you of what's going
      on. It won't fix it but it will give you good data to begin the fix.
      Bruce
      
      
      On Mon, Nov 29, 2010 at 5:51 AM, Mike Welch  wrote:
      
      > > 11/29/2010
      > >
      > > Hello Mike Welch, What gives with your computer / email system that it
      > sucks
      > > up just a horrendus amount of Matronics bandwidth / storage space?
      >
      > Mr Baker,
      >
      >   Hi, and thanks for the heads-up.  No, I didn't know it was doing that.
      > The emails
      > come in normal on my end.  Do you have any idea what causes this?  If I
      > knew,
      > I'd be happy to avoid the problem.
      >
      >   Since this data overload affects the entire Matronics list, I'm also
      > posting the
      > response there, too.  Plus, I also want to find out if it does it again
      > when there is no
      > 'attachment'.
      >
      >   If anyone has any idea or knows why my posts have tons of data attached,
      > please
      > feel free to suggest a remedy.  I suspect the photo image is being
      > converted into
      > data, but that's just a guess on my part.
      >
      > Thanks,   Mike Welch
      >
      >
      > *
      >
      >
      
________________________________________________________________________________
Date: 
Nov 29, 2010
From: 
"MikeRV6-A" <mikerv6a@ao-cs.com>
Subject: 
Re: Trim tab indicator
      
      
      Hi Mike, here is another comment about your trim indicator:
      
      Regarding your question about the LED connections, the
      LM3914 LED connection is sometimes referred to as "common
      anode", and it is widely used in LED display devices.
      
      The LM3914 has two modes of operation: In "bar" mode, increasing
      voltage at the input (pin 5) will light first a single LED, then
      two LEDs, then three, then four, and so on, up to full scale in
      which all ten LEDs are "on". In "dot" mode, only a single LED is
      lit: The first one, or the second one, or the third one, etc.
      
      Bar/Dot mode is controlled by pin 9, and pin 9 is connected to
      the supply voltage to set Bar mode. If you want to use dot mode,
      then just leave pin 9 unconnected.
      
      There is a power limitation to consider if you use bar mode. If
      your common-anode LED power supply voltage is 12-14 volts, and
      voltage across the LED is typically about 2 volts, then the
      remaining voltage, perhaps 10 to 12 volts, is imposed upon the
      LM3914 drive circuits. If LED current is programmed for 10 milliamps,
      then power in the LM3914 due to LED operation is about:
       (ten LEDs) times (ten milliamps) times (twelve volts) = 1.2 Watts.
      This is high enough power dissipation to cause significant temperature
      rise in the LM3914.
      
      If you choose to use bar mode, then you can reduce power dissipation
      in the LM3914 by reducing LED anode voltage, perhaps using your +5V
      power supply for both LM3914 power and LED power. Another way to
      achieve this goal is by adding a resistor between each LM3914 drive
      pin and  its respective LED cathode. Resistors of about 560 or 620
      Ohms would reduce the power in the LM3914 by about half.
      
      The LM3914 will still function in bar or dot mode with this change,
      just as it will if LED voltage is taken from your +5V.
      
      Mike Linse
      RV-6A builder
      Corvallis, OR
      
      
________________________________________________________________________________
Date: 
Nov 29, 2010
From: 
Ken <klehman(at)albedo.net>
Subject: 
Re: Ford EDIS-6 current requirement
      
      
      Louie928 wrote:
      > 
      > 
      > 
      > klehman(at)albedo.net wrote:
      >> For fuse size I look at the resistance of the coils. If one coil 
      >> driver fails and is continuously ON, then that coil will draw 
      >> continuous current. Measure the resistance or put a coil primary 
      >> across a 14 volt source and measure that current. You don't want 
      >> one failed coil circuit to bring down the system. So I'd use a 15 
      >> amp circuit regardless of the normal lower current draw of an EDIS 
      >> unit.
      >> 
      >> 
      >> 
      >> I think you are proposing to run two EDIS electronics and sensors 
      >> but one coil pack of 3 DIS coils. If that is the intention and the 
      >> coils are separate from the electronics then I will address some of
      >>  those issues. This method can quickly turn into a can of worms and
      >>  you will have to decide what failure modes you wish to cater to. 
      >> (solid state electronic failure, coil failure, power source 
      >> failure, wiring failure, all of these)
      >> 
      >> Assume coils mounted separate from the EDIS driver circuitry. I 
      >> would isolate the EDIS electronics such that a failure of one can't
      >>  take out the second unit otherwise what's the point of having two 
      >> units? That implies feeding the switched side of the coils through 
      >> diodes to each EDIS (6 diodes there). If you do that it suddenly 
      >> becomes OK to run both systems simultaneously. One single pole 
      >> power switch for each EDIS unit. This approach should make it just 
      >> fine to run both simultaneously for takeoff and landing if desired.
      >>  If you have two power sources then yes feed each EDIS unit through
      >>  it's own switch from its own power source. This assumes you can 
      >> power up and run an EDIS system while the engine is already 
      >> running.
      >> 
      >> The above effectively makes the EDIS electronics (but not the 
      >> coils) redundant. Next issue is whether you want two sources of 
      >> power to the +12 volt side of the coils. If so then you can also 
      >> feed them through diodes from the separately switched and fused 
      >> circuits feeding the EDIS electronics.  But what is the risk that a
      >>  shorted coil might blow both fuses? Most folks would ignore that I
      >>  think but if you can maintain flight on two of the three coils,
      >> you could feed each coil through a separate fuse. That complicates 
      >> running separate 12volt sources of power of course. I'm not 
      >> familiar with the EDIS coil packs. I'd guess that they rarely blow 
      >> a fuse and it may be reasonable to simply feed all 3 coils from a 
      >> common 15 amp circuit.
      >> 
      >> If you are new to electronics, note that I would consider properly 
      >> sized diodes to be as least as reliable as fuses if you can mount 
      >> them without stressing the leads and allow for a little bit of 
      >> cooling.
      >> 
      >> And don't neglect ergonomics. On my panel the emergency engine 
      >> procedure is to put all switches in the UP position period. That 
      >> feeds the engine with the second set of electronics (EFI and 
      >> Ignition) fed from a second power source.
      >> 
      >> If I didn't already say it, I run two DIS systems (GM and Subaru) 
      >> not EDIS. For a new installation I would do a separate coil per 
      >> spark plug.
      >> 
      >> Ken
      > 
      > 
      > 
      > Hi Ken, Thanks for your thoughtful reply. I didn't want to use the 
      > Corvair distributor with 2 point sets and dual coils with coil 
      > combiners to try and save some weight. Also, I wanted to modernize 
      > the system and try something different. With the EDIS, I can set 
      > timing using a laptop. I have a dyno for tuning the engine, and I'm 
      > used to working with these things. I am not used to designing 
      > redundant electronic ignition systems and figuring that part out.
      > 
      > Here is a link to some EDIS information. 
      > http://www.dainst.com/info/edis/edis.html 
      > http://www.megamanual.com/ms2/EDIS.htm
      > 
      > I won't use the Megasquirt for timing control, but I'll use something
      >  similar for ignition timing only. The fuel will be by Rotec TBI-40 
      > carb.
      > 
      > Sizing the fuse and buss feed wire size using the coil primary 
      > resistance is a good idea. The three coil primaries measure 1.2 ohms 
      > each so worst case would be about 10 amps draw. Your suggestion of a 
      > 15A fuse is right on. The coil pack is separate from the control unit
      >  although on the automotive wiring diagram the coil is powered in 
      > parallel with the EDIS control unit +12V feed. I will have a +12V 
      > source for the coil and separate switched +12V for each control unit.
      >  I do plan on a separate crank sensor and EDIS control unit operating
      >  a single coil pack. The coil packs are quite reliable and even if
      > one coil failed and I lost two cylinders, the plane would still
      > remain flyable depending on conditions.
      > 
      > The coil pack is really three separate double ended "dumb" coils in 
      > one potted enclosure. I could use six "coil near plug" units, but 
      > that would be heavier than the 6 pak. The plus side of CNP is that if
      >  one secondary failed, I'd only lose one cylinder rather than two. 
      > Coil on plug units don't lend themselves well to the Corvair engine 
      > due to the placement of the spark plugs. The COP would stick up too 
      > high and too far to the outside.
      > 
      > Using diodes to isolate the EDIS control unit outputs may work just 
      > fine and it would allow use of both units at the same time. Depending
      >  on the EDIS coil drivers, It may be possible to simply connect the 
      > coil driver outputs in parallel to the coils.
      > 
      > I had hoped someone may have been down this road before. I'm thinking
      >  I had better make a test setup using a 36-1 crank trigger wheel, 2 
      > sensors, 2 EDIS units and a single coil pack. Set it up and run it 
      > steady for a few weeks and see what happens.
      > 
      > Two questions. Do you know of a CNP unit that is a simple "dumb" 
      > coil? The Chevy LS1 coils I've worked with are "smart" coils that 
      > trigger with a +5 volt pulse. These don't work with a control unit 
      > like the EDIS. Which GM DIS system do you use? Do you have redundant 
      > control systems, or single thread? I have all the parts for the EDIS,
      >  but it isn't too late to switch systems.
      > 
      > Thanks again.
      > 
      > -------- Louis W. Ott
      > 
      > 601XL beginner Quick Build
      > 
      Louis
      
      Actually the only GM DIS coil failure that I've had only failed one
      spark plug! There tends to be enough capacitance in the circuit that
      pulling one spark plug lead or open circuiting one side of the coil does 
      not necessarily stop the other plug from firing. And 6 cylinders gives 
      you a better situation than my 4 cylinder engine should you lose one coil.
      
      I would guess that the EDIS uses the typical open collector driver. If 
      the LS1 coils need a 5 volt signal you could likely just use a resistor 
      divider circuit to match them to the EDIS driver. Add a transistor if 
      the logic needs to be reversed. Alternatively I'm told that there are a 
      number of dumb Coil Near Plug units used on many power sport engines but 
      I don't have part numbers.
      
      But I see no reason why your dual EDIS hardware that you already have 
      would not be satisfactory especially if you are already familiar with 
      it. I doubt that there is any weight savings compared to a distributor 
      or CNP units though. Personally I would put in the ability to feed the 
      coils as well as the EDIS units from two power sources.
      It is not just two power sources but also two independent
      wiring circuits that comforts me. ie also cater to a bad/corroded 
      connection or switch or shorted wire. Diodes between the coils and the 
      EDIS drivers would have to be able to tolerate several hundred volt 
      spikes of course.
      
      I used a 4 cylinder Chev Cavalier coil pack and module for my second 
      ignition. A MegaSquirt 2 runs a second set of MPFI injectors. At that 
      time, MS did not have an ignition option like it does now. Those are 
      backup systems running off a second electrical system (z-14). All the 
      electronics run all the time off hot battery busses but I normally only 
      feed +12volts to one set of injectors and one set of ignition coils at a 
      time. Dual DIS ignitions are rare. NSI did some based on aftermarket 
      ecu's but their HV joiners were not very robust. I'm not aware of any 
      dual EDIS installations.
      
      Ken
      
      
________________________________________________________________________________
Date: 
Nov 30, 2010
From: 
Bill Watson <Mauledriver(at)nc.rr.com>
Subject: 
Re: iPod audio mix into headset line
      
      
      So does that all net out to, "they aren't as good as the Bose (x)?
      
      Bill "with 4 of 'em now" Watson
      
      > Had they fit like Bose,
      > and sounded like Bose, I'd have bought another pair
      > in a heartbeat and I wouldn't be asking for this circuit.
      >
      >
      > Tim Olson - RV-10 N104CD
      >
      >
      
      
________________________________________________________________________________
Subject: 
Re: Ford EDIS-6 current requirement
From: 
"Louie928" <louieo(at)gorge.net>
Date: 
Nov 29, 2010
      
      
      klehman(at)albedo.net wrote:
      > 
      > 
      > Actually the only GM DIS coil failure that I've had only failed one
      > spark plug! There tends to be enough capacitance in the circuit that
      > pulling one spark plug lead or open circuiting one side of the coil does 
      > not necessarily stop the other plug from firing. And 6 cylinders gives 
      > you a better situation than my 4 cylinder engine should you lose one coil.
      > 
      > I would guess that the EDIS uses the typical open collector driver. If 
      > the LS1 coils need a 5 volt signal you could likely just use a resistor 
      > divider circuit to match them to the EDIS driver. Add a transistor if 
      > the logic needs to be reversed. Alternatively I'm told that there are a 
      > number of dumb Coil Near Plug units used on many power sport engines but 
      > I don't have part numbers.
      > 
      > But I see no reason why your dual EDIS hardware that you already have 
      > would not be satisfactory especially if you are already familiar with 
      > it. I doubt that there is any weight savings compared to a distributor 
      > or CNP units though. Personally I would put in the ability to feed the 
      > coils as well as the EDIS units from two power sources.
      > It is not just two power sources but also two independent
      > wiring circuits that comforts me. ie also cater to a bad/corroded 
      > connection or switch or shorted wire. Diodes between the coils and the 
      > EDIS drivers would have to be able to tolerate several hundred volt 
      > spikes of course.
      > 
      > I used a 4 cylinder Chev Cavalier coil pack and module for my second 
      > ignition. A MegaSquirt 2 runs a second set of MPFI injectors. At that 
      > time, MS did not have an ignition option like it does now. Those are 
      > backup systems running off a second electrical system (z-14). All the 
      > electronics run all the time off hot battery busses but I normally only 
      > feed +12volts to one set of injectors and one set of ignition coils at a 
      > time. Dual DIS ignitions are rare. NSI did some based on aftermarket 
      > ecu's but their HV joiners were not very robust. I'm not aware of any 
      > dual EDIS installations.
      > 
      > Ken
      
      
      Thanks for the information. The two separate power sources sounds like a good idea
      too. You are right. It does get complicated.
      
      --------
      Louis W. Ott
      
      601XL beginner Quick Build
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=321683#321683
      
      
________________________________________________________________________________
Date: 
Nov 30, 2010
From: 
Matt Dralle <dralle(at)matronics.com>
Subject: 
[Please Read] - Last Official Day of List Fund Raiser!
      
      
      Dear Listers, 
      
      Its November 30th and that means at least two things.  For better or worse, its
      my 47th birthday!   But it also means that its that last official day of the
      Matronics Email List Fund Raiser!  If you been drooling over one of the really
      nice gifts that are available this year with a qualifying Contribution, then
      now is the time to jump on one!! 
      
      If you've been meaning to make a Contribution this month but have been putting
      it off for some reason, NOW is the time! 
      
      I will be posting the List of Contributors in a few days, so you'll probably want
      to be known as a person that supported the Lists!
      
      I want to thank everyone that has so generously made a Contribution this year in
      support of our Lists.  It is your generosity that keeps this operation running
      and I don't ever forget it.  Hopefully everyone feels the same. 
      
      The List Contribution Web Site is fast and easy.  Please support our habit by making
      your Contribution right now: 
      
              http://www.matronics.com/contribution 
      
      Or, by dropping a personal check in the mail to: 
      
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             	581 Jeannie Way 
              Livermore CA 94550
      
      Thank you to all in advance! 
      
      Matt Dralle 
      Matronics Email List Administrator
      
      
________________________________________________________________________________
Date: 
Nov 30, 2010
Subject: 
Re: Radio noise
From: 
b d <gpabruce(at)gmail.com>
      
      *Ron,*
      **
      *I'd say you agree with me, right Ron?  I typically like to leave some
      wiggle room for interpretation so I phrased my observation as a question as
      opposed to a fact. Some people explain "parallel and series"
      circuits differently than you and I do. You and I see and explain them the
      same the correct way.  I'm not trying to be petty or split hairs because it
      really doesn't matter, I'm only pointing out that I did address the
      "parallel and series" issue earlier.  See below.*
      **
      *Best regards, Bruce*
      
      On Mon, Nov 29, 2010 at 6:04 PM, Ron Quillin  wrote:
      
      >  At 08:47 11/29/2010, you wrote:
      >
      > Saw a wiring diagram for another radio which stated that you must install a
      > 22,000uf capacitor in series on the 12v feed when used with the Rotax engine
      > installation.
      >
      >
      > As no one else commented on what seems to be a typo or misunderstanding of
      > terms...
      > That capacitor would be parallel; that is the positive terminal to your
      > buss, and the negative terminal to airframe or whatever you are using for a
      > "ground".
      >
      
      
      *Bruce:*
      *"In series or in parallel?  Series doesn't sound right but then I don't
      know if you are saying what I think you are saying. Series would not allow
      any current to flow on a DC circuit hense the radio would not work. Parallel
      would essentially filter out the unwanted noise sending it to ground."
      (previous post)
      
      
      *
      
      >
      > For a component to be in "series", the load current would flow through the
      > component in series; clearly for DC and a capacitor, this would not work.
      > Were it a coil, inductor, series would be the proper configuration.
      >
      > Ron Q.
      >
      >
      > *
      >
      >
      
________________________________________________________________________________
Date: 
Nov 30, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Radio noise
      
      Saw a wiring diagram for another radio which stated that you must 
      install a 22,000uf capacitor in series on the 12v feed when used with 
      the Rotax engine installation.
      
      
        Ron correctly replies:
      
        As no one else commented on what seems to be a typo
        or misunderstanding of terms... That capacitor would
        be parallel; that is the positive terminal to your
        buss, and the negative terminal to airframe or
        whatever you are using for a "ground".
      
        For a component to be in "series", the load current
        would flow through the component in series; clearly
        for DC and a capacitor, this would not work.
        Were it a coil, inductor, series would be the
        proper configuration.
      
        Ron Q.
      
         Some people explain "parallel and series" circuits differently 
      than you . . .
      
         May I suggest that differences in explanation have
         more to do with illuminating the speaker's understanding
         than it does with debating the value of various
         'interpretations'?
      
         I'll refer the debaters to the Z-figures were there
         are numerous examples of how the subject capacitor
         is wired. I'll also cite every text I've ever
         picked up wherein Ohms law, reactance, and measurement
         of currents and voltages are explained in uniform and
         explicit illustrations for series and parallel connections.
      
         An exemplar figure from the texts I used at Great Lakes
         Naval Training Schools:
      
      Emacs!
      
      
                This goes to the value of common understanding
                of the words used in language. Without common understanding
                the useful exchange of ideas and knowledge cannot take
                place.
      
      
         Bob . . . 
      
________________________________________________________________________________
Date: 
Nov 30, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Radio noise
      
      
      ----------------
      On Mon, Nov 29, 2010 at 8:47 AM, Philip Smith  wrote:
      I know this has been discussed before but like to ask anyway.  I 
      installed an old RST 360 com radio in my 701 panel and when I start 
      the "Rotax" it is very noisy. Seems to be a whine don't know whether 
      or not this is alternator or ignition.  Saw a wiring diagram for 
      another radio which stated that you must install a 22,000uf capacitor 
      in series on the 12v feed when used with the Rotax engine 
      installation. Will this cure the problem?  Your valued thoughts please.
      ----------------
      At 11:17 AM 11/29/2010, you wrote:
      G`morning Phil
      
      I am having a similar problem with my Kitfox Vixen with a 912UL. My 
      radio is a new ICOM A210. I have installed one capacitor on the 
      output from the voltage regulator. This helped but the problem still 
      there but not where I would like it. None of my wiring is shielded 
      and I am wondering if this would help.
      
           Shielding of wires never fixes a "whine".
           By whine, I presume you're describing a
           sort of musical pitch noise. Further, if
           it rises and falls in pitch with engine RPM,
           it's almost certainly CONDUCTED noise from
           the alternator coming in on the +14V bus
           -OR- or is being injected to a signal or
           power pathway due to poor grounding practice.
      
           Here's the problem with attempts to remotely
           diagnose and/or suggest prophylactic measures.
           The combinations of engine, radios, and
           intercoms being discussed have been installed
           many, many times before with no reported
           problems.  From this admittedly anecdotal
           observation I deduce that something in the
           problem-systems is DIFFERENT than for the
           historical fleet of similar systems.
      
           The 'street-wise' suggestions for fixing
           the symptoms will include a sprinkling of
           materials and processes known to have some
           beneficial effects on some noise problem on
           some system at some point in history. But
           as described in the chapter on noise, every
           noise problem has a (1) victim (obviously),
           (2) a propagation pathway and a (3) source.
      
           Deducing the noise-trinity is a lot like
           playing the board game Clue. In the
           cases before us now, we know (1) and (3).
           The task is to deduce (2). Techniques
           for filling in (2)____________ blank
           are described in the chapter on noise.
           Alternatively, one can ponder a constellation
           of hypotheticals with some assurance that
           EVENTUALLY the noise can be run to ground
           or at least reduced to tolerable levels.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
From: 
"Fisher Paul A." <FisherPaulA(at)johndeere.com>
Date: 
Nov 30, 2010
Subject: 
iPod audio mix into headset line
      
      
      Tim,
      Is this what you are looking for?  http://www.vx-aviation.com/page_2.html
      
      I know you asked for a circuit, but I remember seeing these in the past.  Never
      used one though...
      
       - Paul
      
      -----Original Message-----
      From: owner-aeroelectric-list-server(at)matronics.com [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Tim Olson
      Sent: Tuesday, November 30, 2010 00:30
      Subject: Re: AeroElectric-List: iPod audio mix into headset line
      
      
      ...snip...
      
      
________________________________________________________________________________
Date: 
Nov 30, 2010
From: 
Peter Pengilly <peter(at)sportingaero.com>
Subject: 
Headphone impedance
      
      
      Hi,
      
      I have a question concerning headset impedance, and what will work. I am 
      trying to build a helmet for use in an aerobatic airplane, the principal 
      requirement is to be as thin as possible on top of my head. I have found 
      a parachuting helmet that seems ideal - and is very comfortable. Now I 
      want to add comms. I was going to use a Halo headset, but its a problem 
      sticking the ear plugs in your ears before putting the helmet on. At the 
      weekend I was at a motorcycle show and was talking with an intercom 
      maker. He sold me a kit to add comms to a motorcycle helmet, including 
      an electret boom mic and a pair of thin speakers that fix inside the 
      helmet. He didn't know the impedance of the speakers, but suspects they 
      are quite low. I said I needed 600 ohms - his reply was that it wouldn't 
      be a problem. The audio system is quite simple - Becker AR4201 straight 
      to the headset. The Becker manual says:
      Receiver data ... Rated output: for speaker operation:
      at 13.75 V nominal operating voltage >= 3 W at 4 ohms
      at 10.0 V operating voltage (emergency mode) >=  1.5 W at 4 ohms
      with headset connected:
      at 13.75 V nominal operating voltage >= 100 mW at 600 ohms
      at 10.0 V operating voltage (emergency mode) >=  30 mW at 600 ohms
      
      So the question is, how are these speakers that I am about to stick into 
      my helmet going to react when the radio output is fed to them? If their 
      impedance is low I'm guessing that will impact the volume, so I imagine 
      I will have to turn the radio volume up? It a noisy airplane and is 
      already up fairly high. Can I add some resistors to help out? Do I 
      connect both speakers to the tels output (doesn't that cut the already 
      low impedance in half?) Are all electret mics the same?
      
      Thanks, Peter
      
      
________________________________________________________________________________
Date: 
Nov 30, 2010
Subject: 
Re: Radio noise
From: 
b d <gpabruce(at)gmail.com>
      
      Okay, whatever! LOL
      
       *"May I suggest that differences in explanation have*
      *
      more to do with illuminating the speaker's understanding
      than it does with debating the value of various
      'interpretations'?
      
      I'll refer the debaters to the Z-figures were there
      are numerous examples of how the subject capacitor
      is wired. I'll also cite every text I've ever
      picked up wherein Ohms law, reactance, and measurement
      of currents and voltages are explained in uniform and
      explicit illustrations for series and parallel connections.
      
      An exemplar figure from the texts I used at Great Lakes
      Naval Training Schools:
      
      This goes to the value of common understanding of the words used in
      language.
      Without common understanding **the useful exchange of ideas and knowledge
      cannot take place. *
      *
      **Bob . . ."*
      
________________________________________________________________________________
Date: 
Nov 30, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Radio noise
      
      
      At 06:51 PM 11/30/2010, you wrote:
      >Okay, whatever! LOL
      
          Read that wrong. My apologies . . .
      
      
         Bob . . . 
      
      
________________________________________________________________________________
From: 
"Noel Loveys" <noelloveys(at)yahoo.ca>
Subject: 
Radio noise
Date: 
Nov 30, 2010
      
      Bob:
      
      
      I feel a bit like I must have early onset Alzheimer's.   I should have
      noticed that the description was to wire the capacitor in series on a DC
      circuit.  As I'm sure you know but others may not, capacitors block DC and
      pass AC.  So if you have a problem with noise on a DC feed simply put a
      capacitor from that line to ground and any noise (AC) on that line should be
      shunted to ground assuming the capacitor is of adequate size.
      
      
      Noel
      
      
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Robert L.
      Nuckolls, III
      Sent: November 30, 2010 12:20 PM
      Subject: Re: AeroElectric-List: Radio noise
      
      
      Saw a wiring diagram for another radio which stated that you must install a
      22,000uf capacitor in series on the 12v feed when used with the Rotax engine
      installation.
      
      
       Ron correctly replies: 
      
       As no one else commented on what seems to be a typo
       or misunderstanding of terms... That capacitor would
       be parallel; that is the positive terminal to your
       buss, and the negative terminal to airframe or
       whatever you are using for a "ground".
      
       For a component to be in "series", the load current
       would flow through the component in series; clearly
       for DC and a capacitor, this would not work.
       Were it a coil, inductor, series would be the
       proper configuration.
      
       Ron Q.
      
        Some people explain "parallel and series" circuits differently than you .
      . .
      
        May I suggest that differences in explanation have
        more to do with illuminating the speaker's understanding
        than it does with debating the value of various
        'interpretations'?
      
        I'll refer the debaters to the Z-figures were there
        are numerous examples of how the subject capacitor
        is wired. I'll also cite every text I've ever
        picked up wherein Ohms law, reactance, and measurement
        of currents and voltages are explained in uniform and
        explicit illustrations for series and parallel connections.
      
        An exemplar figure from the texts I used at Great Lakes
        Naval Training Schools:
      
      Emacs!
      
      
               This goes to the value of common understanding
               of the words used in language. Without common understanding
      
      
               the useful exchange of
      ideas and knowledge cannot take
               place. 
      
      
        Bob . . .
      
      
________________________________________________________________________________
From: 
"Noel Loveys" <noelloveys(at)yahoo.ca>
Subject: 
Headphone impedance
Date: 
Nov 30, 2010
      
      
      Looks to me your receiver requires a 4 ohm impedance.  BTW you have to be
      careful not to confuse impedance with resistance even though they are
      related.  Most low impedance headphones are 4 Ohms but check it should be
      written on the phones somewhere.  A mismatch of impedance can result in poor
      clarity and in some instances problems with the audio output transistors of
      the radio.
      
      Noel
      
      -----Original Message-----
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Peter
      Pengilly
      Sent: November 30, 2010 6:01 PM
      Subject: AeroElectric-List: Headphone impedance
      
      
      
      Hi,
      
      I have a question concerning headset impedance, and what will work. I am 
      trying to build a helmet for use in an aerobatic airplane, the principal 
      requirement is to be as thin as possible on top of my head. I have found 
      a parachuting helmet that seems ideal - and is very comfortable. Now I 
      want to add comms. I was going to use a Halo headset, but its a problem 
      sticking the ear plugs in your ears before putting the helmet on. At the 
      weekend I was at a motorcycle show and was talking with an intercom 
      maker. He sold me a kit to add comms to a motorcycle helmet, including 
      an electret boom mic and a pair of thin speakers that fix inside the 
      helmet. He didn't know the impedance of the speakers, but suspects they 
      are quite low. I said I needed 600 ohms - his reply was that it wouldn't 
      be a problem. The audio system is quite simple - Becker AR4201 straight 
      to the headset. The Becker manual says:
      Receiver data ... Rated output: for speaker operation:
      at 13.75 V nominal operating voltage >= 3 W at 4 ohms
      at 10.0 V operating voltage (emergency mode) >=  1.5 W at 4 ohms
      with headset connected:
      at 13.75 V nominal operating voltage >= 100 mW at 600 ohms
      at 10.0 V operating voltage (emergency mode) >=  30 mW at 600 ohms
      
      So the question is, how are these speakers that I am about to stick into 
      my helmet going to react when the radio output is fed to them? If their 
      impedance is low I'm guessing that will impact the volume, so I imagine 
      I will have to turn the radio volume up? It a noisy airplane and is 
      already up fairly high. Can I add some resistors to help out? Do I 
      connect both speakers to the tels output (doesn't that cut the already 
      low impedance in half?) Are all electret mics the same?
      
      Thanks, Peter
      
      
________________________________________________________________________________
Subject: 
Re: Vans RPM Transducer IE VTACHGEN 12
From: 
"PhilCobbin" <phil(at)cobbin.com>
Date: 
Nov 30, 2010
      
      
      If you search around the Van's website there are installation notes on the various
      guages they sell and a drawing showing how they are typically wired.
      
      If you put say, 5 volts (instead of 12v) and slowly rotate the spindle on the sensor
      you will see it generate 8 steps of 4.26 volts.  If you hook it up to 12
      volts, you'll get comparable results.  Since the sensor is typically attached
      to the camshaft, there are 4 steps from the unit per crankshaft revolution.
      
      attached is a jpeg of a digital tach setup I'm breadboarding for my rv7 using the
      little Italian arduino boards.
      
      The van's gauge if you take it apart and peruse the circuit board you will find
      it uses a frequency to voltage chip to drive the guage.  
      
      Sorry about the size of the jpeg... 
      
      Phil
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=321873#321873
      
      
      Attachments: 
      
      http://forums.matronics.com//files/2010_11_30_rv7_dig_tach_02s_145.jpg
      
      
________________________________________________________________________________
Date: 
Nov 30, 2010
From: 
Ron Quillin <rjquillin(at)cox.net>
Subject: 
Re: Headphone impedance
      
      At 13:31 11/30/2010, you wrote:
      >
      >
      >Hi,
      >
      >I have a question concerning headset impedance, and what will work. 
      >I am trying to build a helmet for use in an aerobatic airplane, the 
      >principal requirement is to be as thin as possible on top of my 
      >head. I have found a parachuting helmet that seems ideal - and is 
      >very comfortable. Now I want to add comms. I was going to use a Halo 
      >headset, but its a problem sticking the ear plugs in your ears 
      >before putting the helmet on. At the weekend I was at a motorcycle 
      >show and was talking with an intercom maker. He sold me a kit to add 
      >comms to a motorcycle helmet, including an electret boom mic and a 
      >pair of thin speakers that fix inside the helmet. He didn't know the 
      >impedance of the speakers, but suspects they are quite low. I said I 
      >needed 600 ohms - his reply was that it wouldn't be a problem. The 
      >audio system is quite simple - Becker AR4201 straight to the 
      >headset. The Becker manual says:
      >Receiver data ... Rated output: for speaker operation:
      >at 13.75 V nominal operating voltage >= 3 W at 4 ohms
      >at 10.0 V operating voltage (emergency mode) >=  1.5 W at 4 ohms
      >with headset connected:
      >at 13.75 V nominal operating voltage >= 100 mW at 600 ohms
      >at 10.0 V operating voltage (emergency mode) >=  30 mW at 600 ohms
      
       From your post, it is unclear if you plan on connecting your helmet 
      speakers to the speaker output, or the headphone output.  It would be 
      inappropriate to connect them to the HP output, as they would 
      excessively load the receiver if connected to an output designed to 
      feed a 600 ohm load.
      
      Were you to connect them to the speaker output, loading would not be 
      an issue, but you may find level control to be difficult as the 
      speakers would be much closer to your ear than cabin mounted 
      transducer(s).  Some series resistance would likely be helpful and 
      desired when connected to the speaker output, but used as helmet headphones.
      
      Additionally, if the radio provides speaker muting during xmit, you 
      would have no 'sidetone'.  Something else to consider.
      
      >So the question is, how are these speakers that I am about to stick 
      >into my helmet going to react when the radio output is fed to them? 
      >If their impedance is low I'm guessing that will impact the volume, 
      >so I imagine I will have to turn the radio volume up? It a noisy 
      >airplane and is already up fairly high. Can I add some resistors to 
      >help out? Do I connect both speakers to the tels output (doesn't 
      >that cut the already low impedance in half?) Are all electret mics the same?
      >
      >Thanks, Peter
      
________________________________________________________________________________
Date: 
Dec 01, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Headphone impedance
      
      
      So the question is, how are these speakers that I am about to stick 
      into my helmet going to react when the radio output is fed to them? 
      If their impedance is low I'm guessing that will impact the volume, 
      so I imagine I will have to turn the radio volume up? It a noisy 
      airplane and is already up fairly high. Can I add some resistors to 
      help out? Do I connect both speakers to the tels output (doesn't that 
      cut the already low impedance in half?)
      
          They're going to be fine . . . in fact, perhaps TOO fine.
          1 mW of audio into an efficient headphone is quite audible.
          The power delivered to the popular ear-buds is on the order
          of hundreds of microwatts.
      
          Check the chapter on audio systems for the significance
          of "output impedance" as a listed characteristic of an
          accessory. You'll have PLENTY of output capability from
          the speaker connections for this radio. In face, you'll
          probably want to add some resistance in series with the
          headset leads such that a comfortable listening level
          is achieved at 1/3 to 1/2 of volume control travel.
      
          Another reader suggested that use of the radio's speaker
          output would probalby kill the sidetone feature for
          being able to monitor your transmitted signal.
      
          You COULD use an audio isolation amplifier like:
      
      http://www.aeroelectric.com/Catalog/AEC/9009/
      
          Using such a device between your radio's headset
          output and the low impedance headphones keeps
          the sidetone feature working and takes care of
          any integration problems that might be encountered
          by direct connection.
      
      
        Are all electret mics the same?
      
          The microphones are all built on the same technology.
          The ELECTRONICS that converts a delta-charge into
          some value of delta-voltage is super simple. Bias
          the microphone element up through a resistor and take
          the audio off the junction between microphone element
          and resistor. Aircraft radios are unique amongst voice
          communications technologies. WAAaayyy back when, the first
          radio-telephone transmitters were fitted with the most
          popular microphone technology of the time that was
          shared with the telephone.
      
          Like the electret mic, the carbon mike needs to be powered
          by it's associated circuitry. The carbon microphone
          is a relatively low impedance, variable resistance, high
          output device VERY suited to the telephone which takes
          operating power from the wires that come into the back
          of building.
      
          The electret is a high impedance, variable voltage, low
          output device. It also needs to be powered. But to emulate
          the legacy carbon microphone, it needs some electronics.
          An exemplar circuit is shown below.
      Emacs!
      
      
         Bob . . .  
      
________________________________________________________________________________
Date: 
Dec 01, 2010
From: 
Ron Quillin <rjquillin(at)gmail.com>
Subject: 
Re: Headphone impedance
      
      Bob,
      
       From the original post I interpreted, perhaps incorrectly, that 
      these would be connected to the HP output.
      >Do I connect both speakers to the tels output
      
      and based my reply on that assumption.  And as assumptions are 
      fraught with issues, asked:
      > From your post, it is unclear if you plan on connecting your helmet 
      > speakers to the speaker output, or the headphone output?
      
      to clarify the issue.
      
      So, lacking knowledge of the Becker output topology, I'll still stand 
      by my comments.
      Connecting a four, or eight ohm, load to a 600 ohm source could be problematic.
      Additionally, if the drivers he is proposing to use are four ohm, and 
      connected in parallel, they would present a two ohm load to the 
      output circuit...
      
      At 10:45 12/1/2010, you wrote:
      >From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
      >
      >So the question is, how are these speakers that I am about to stick 
      >into my helmet going to react when the radio output is fed to them? 
      >If their impedance is low I'm guessing that will impact the volume, 
      >so I imagine I will have to turn the radio volume up? It a noisy 
      >airplane and is already up fairly high. Can I add some resistors to 
      >help out? Do I connect both speakers to the tels output (doesn't 
      >that cut the already low impedance in half?)
      >
      >    They're going to be fine . . . in fact, perhaps TOO fine.
      >    1 mW of audio into an efficient headphone is quite audible.
      >    The power delivered to the popular ear-buds is on the order
      >    of hundreds of microwatts.
      >
      >    Check the chapter on audio systems for the significance
      >    of "output impedance" as a listed characteristic of an
      >    accessory. You'll have PLENTY of output capability from
      >    the speaker connections for this radio. In face, you'll
      >    probably want to add some resistance in series with the
      >    headset leads such that a comfortable listening level
      >    is achieved at 1/3 to 1/2 of volume control travel.
      >
      >    Another reader suggested that use of the radio's speaker
      >    output would probalby kill the sidetone feature for
      >    being able to monitor your transmitted signal.
      
________________________________________________________________________________
Date: 
Dec 01, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Headphone impedance
      
      
      At 01:20 PM 12/1/2010, you wrote:
      >Bob,
      >
      >So, lacking knowledge of the Becker output topology, I'll still 
      >stand by my comments.
      >Connecting a four, or eight ohm, load to a 600 ohm source could be 
      >problematic.
      >Additionally, if the drivers he is proposing to use are four ohm, 
      >and connected in parallel, they would present a two ohm load to the 
      >output circuit...
      
           It's certainly problematic. At the same time
           I don't think it represents a hazard to
           system components. I think all the specialty
           chips designed to drive audio loads (line,
           spkr, phones, etc) are inherently overload
           protected.
      
           It's unfortunate that the folks who write
           black box specifications don't seem to have
           a grasp of the notion of "output impedance".
      
           What most installation manuals need to say
           is something like . . .
      
           Headphones Output: 1 V rms minimum into
           100 ohms. Now, I pulled those numbers out
           of the air but the intent is to illustrated
           the radio's ability to drive perhaps as many
           as 6 pairs of headsets in parallel and still
           offer an output voltage equal to or greater
           than ear-spltting levels with poor efficiency
           headphones.  Nobody's output impedance is really
           600 ohms. See the first 3 pages of chapter 18.
      
           But it's also true that the radio's headset
           audio output device might go into a self-
           preserving current limit when presented with the low
           impedance loads of the proposed helmet speakers.
      
           So it takes a bit more current to drive these
           speakers masquerading as headphones. This COULD
           come from the radio's own speaker output or
           by using a device like an isolation amplifier.
      
           The headphone/speakers are probably 8 ohm or
           greater. I've run across small speakers with
           impedances of 20 to 30 ohms. Wiring them in
           series would offer at least a 16 ohm load.
           It's entirely possible that the headset output
           RATED to deliver energy to a 600 ohm load will
           work okay with the new configuration.
      
           I think the risks to hardware are low. A
           simple experiment will determine the facts.
      
           Peter, have you looked at these speakers
           with an ohmmeter?
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Dec 02, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Next generation connectors
      
      
      >
      >Comments/Questions: What is your opinion of sealed connectors verses 
      >standard Molex? I work in the automotive industry (Honda)and these 
      >connectors seem to be much more durable and less subject to 
      >vibration and corrosion. I am building The RV-8 and Would like your thoughts.
      
          The Amp Mate-n-Lock nylon connectors were first
          integrated onto single-engine Cessna models about
          1968. My relatively short tenure in the electronics
          and aviation arts suggested that airplanes were
          somehow worthy of technologies having extra-ordinary
          quality and robustness. I was understandably
          skeptical of the cheap, white plastic connectors.
      
          This was decades before I came to understand failure
          tolerant design. I was also relatively ignorant of the
          causes/effects in the history of aviation failures.
      
          40 years later we observe that the Mate-n-Lock
          connector has probably exceeded anyone's expectations.
          Of course any connector is located such that there
          is risk for drip or splash gives us pause to consider
          special circumstances. But for the most part, the
          the perceived quality or robustness of any given
          connector has little influence on risks and only
          a small influence on cost of ownership.
      
          Some of the modern automotive under-the-hood connectors
          for are pretty impressive. I wouldn't discourage
          anyone from considering them if they have access to
          tools and a source of products.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Dec 01, 2010
From: 
Ron Quillin <rjquillin(at)cox.net>
Subject: 
Re: Headphone impedance
      
      Some worthy observations you've made Bob.
      
      I did some digging, and have attached an IM for the unit.
      Of interest in section "C" and "D" on pdf page 21:
      
      C. Speaker connection
      A 4 to 8 Ohm speaker can be connected to audio output P1- 1AF-asym.
      CAUTION : The magnetic field of a speaker influences the magnetic compass.
      When choosing the mounting point, a minimum distance of 1.3 m
      must be maintained between the speaker and the magnetic compass.
      
      D. Headphone connection
      Up to two headphones with an impedance of 600 Ohm can be connected to
      the audio output P1 - 2,3 AF-HI/LO.
      
      At 19:29 12/1/2010, you wrote:
      >
      >
      >At 01:20 PM 12/1/2010, you wrote:
      >>Bob,
      >>
      >>So, lacking knowledge of the Becker output topology, I'll still 
      >>stand by my comments.
      >>Connecting a four, or eight ohm, load to a 600 ohm source could be 
      >>problematic.
      >>Additionally, if the drivers he is proposing to use are four ohm, 
      >>and connected in parallel, they would present a two ohm load to the 
      >>output circuit...
      >
      >     It's certainly problematic. At the same time
      >     I don't think it represents a hazard to
      >     system components. I think all the specialty
      >     chips designed to drive audio loads (line,
      >     spkr, phones, etc) are inherently overload
      >     protected.
      >
      >     It's unfortunate that the folks who write
      >     black box specifications don't seem to have
      >     a grasp of the notion of "output impedance".
      >
      >     What most installation manuals need to say
      >     is something like . . .
      >
      >     Headphones Output: 1 V rms minimum into
      >     100 ohms. Now, I pulled those numbers out
      >     of the air but the intent is to illustrated
      >     the radio's ability to drive perhaps as many
      >     as 6 pairs of headsets in parallel and still
      >     offer an output voltage equal to or greater
      >     than ear-spltting levels with poor efficiency
      >     headphones.  Nobody's output impedance is really
      >     600 ohms. See the first 3 pages of chapter 18.
      >
      >     But it's also true that the radio's headset
      >     audio output device might go into a self-
      >     preserving current limit when presented with the low
      >     impedance loads of the proposed helmet speakers.
      >
      >     So it takes a bit more current to drive these
      >     speakers masquerading as headphones. This COULD
      >     come from the radio's own speaker output or
      >     by using a device like an isolation amplifier.
      >
      >     The headphone/speakers are probably 8 ohm or
      >     greater. I've run across small speakers with
      >     impedances of 20 to 30 ohms. Wiring them in
      >     series would offer at least a 16 ohm load.
      >     It's entirely possible that the headset output
      >     RATED to deliver energy to a 600 ohm load will
      >     work okay with the new configuration.
      >
      >     I think the risks to hardware are low. A
      >     simple experiment will determine the facts.
      >
      >     Peter, have you looked at these speakers
      >     with an ohmmeter?
      >
      >
      >   Bob . . .
      >
      >
      
________________________________________________________________________________
Date: 
Dec 02, 2010
From: 
jerb <ulflyer(at)verizon.net>
Subject: 
Re: Radio noise
      
      Whoa - don't think the capacitor you reference should be installed in 
      series, it should be from the regulator +12V DC  output terminal to 
      DC ground.  Jump in if I have this wrong!
      jerb
      
      
      At 10:47 AM 11/29/2010, you wrote:
      >I know this has been discussed before but like to ask anyway.  I 
      >installed an old RST 360 com radio in my 701 panel and when I start 
      >the "Rotax" it is very noisy. Seems to be a whine don't know whether 
      >or not this is alternator or ignition.  Saw a wiring diagram for 
      >another radio which stated that you must install a 22,000uf 
      >capacitor in series on the 12v feed when used with the Rotax engine 
      >installation. Will this cure the problem?  Your valued thoughts please.
      >
      >Phil Smith
      >CH 701 - Flying
      >Buhl, ID
      >
      
________________________________________________________________________________
Date: 
Dec 02, 2010
Subject: 
Re: Next generation connectors
From: 
James Kilford <james(at)etravel.org>
      
      I've used the Mate'n'lock connectors on my project quite a bit recently,
      mainly because I've found it difficult to buy a small number of the
      relatively expensive PIDG connectors here.  Anyway, I'm very pleased with
      the Mate'n'locks.  They're nice and small, come in a variety of different
      cable sizes, but all fit into the same wide range of shells.  I've used them
      to make little pluggable modules, such as internal light, map lights, tail
      light, annunciator lights, etc.
      
      Also, I've used them without a shell, as Bob has suggested for D-sub
      connector pins, i.e. using the two pins and covering with heatshrink.  Makes
      for a compact installation, with great load-carrying capability too.
      
      The only thing that worried me a bit was the rated 50 mating operations.
       But then again I thought that I'm unlikely to EVER undo many of these
      connections, and almost certainly not 50 times...
      
      FWIW.
      
      James
      
      On 2 December 2010 07:27, Robert L. Nuckolls, III <
      nuckolls.bob(at)aeroelectric.com> wrote:
      
      > nuckolls.bob(at)aeroelectric.com>
      >
      >
      >> Comments/Questions: What is your opinion of sealed connectors verses
      >> standard Molex? I work in the automotive industry (Honda)and these
      >> connectors seem to be much more durable and less subject to vibration and
      >> corrosion. I am building The RV-8 and Would like your thoughts.
      >>
      >
      >   The Amp Mate-n-Lock nylon connectors were first
      >   integrated onto single-engine Cessna models about
      >   1968. My relatively short tenure in the electronics
      >   and aviation arts suggested that airplanes were
      >   somehow worthy of technologies having extra-ordinary
      >   quality and robustness. I was understandably
      >   skeptical of the cheap, white plastic connectors.
      >
      >   This was decades before I came to understand failure
      >   tolerant design. I was also relatively ignorant of the
      >   causes/effects in the history of aviation failures.
      >
      >   40 years later we observe that the Mate-n-Lock
      >   connector has probably exceeded anyone's expectations.
      >   Of course any connector is located such that there
      >   is risk for drip or splash gives us pause to consider
      >   special circumstances. But for the most part, the
      >   the perceived quality or robustness of any given
      >   connector has little influence on risks and only
      >   a small influence on cost of ownership.
      >
      >   Some of the modern automotive under-the-hood connectors
      >   for are pretty impressive. I wouldn't discourage
      >   anyone from considering them if they have access to
      >   tools and a source of products.
      >
      >
      >  Bob . . .
      >
      >
      
________________________________________________________________________________
Date: 
Dec 02, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Headphone impedance
      
      At 01:43 AM 12/2/2010, you wrote:
      >Some worthy observations you've made Bob.
      >
      >I did some digging, and have attached an IM for the unit.
      >Of interest in section "C" and "D" on pdf page 21:
      >
      >C. Speaker connection
      >A 4 to 8 Ohm speaker can be connected to audio output P1- 1AF-asym.
      >CAUTION : The magnetic field of a speaker influences the magnetic compass.
      >When choosing the mounting point, a minimum distance of 1.3 m
      >must be maintained between the speaker and the magnetic compass.
      
          Yeah . . . those recommendations were written
          based on magnetic interference studies done
          many moons ago when it was common practice
          to mount a speaker in the cabin overhead.
          Believe me, those were CHEAP speakers and
          not terribly well shielded magnetically.
          Further, there was no way you could get 1.3M
          separation from the whisky compass . . . but
          that's another problem.
      
      >D. Headphone connection
      >Up to two headphones with an impedance of 600 Ohm can be connected to
      >the audio output P1 - 2,3 AF-HI/LO.
      
          It may well be that the speaker/headset configuration
          Peter is proposing won't drive from the headset
          output of the radio. In this case, some amplification
          is called for.
      
          I've been using a number of pre-packaged
          amplifiers off ebay . . . very reasonably
          priced. Here's an example that can be
          had for $6 postage paid.
      
      http://tinyurl.com/3a6oy7x
      
          It needs to be boxed and power conditioned
          for attaching to a DC bus . . . and probably
          some gain setting resistors . . . but
          a quick and dirty way to get substantial
          boost to a stereo headset using low
          impedance "speakers".
      
          Thanks for the manual. I've added it to my
          manufacturer's data library.
      
          Bob . . .
      
      
________________________________________________________________________________
Date: 
Dec 03, 2010
From: 
rsipp(at)earthlink.net
Subject: 
9*Nice day!
      
      
      ft/
      Hi friend! How are you doing now? I have a friend working in a Korean company,
      they have a variety of good deals, all their things are at very nice prices, their
      web is zxoor.com, and you can go to their web to have a look, thanks!  Best
      Regards 
      y
      
      
________________________________________________________________________________
Date: 
Dec 02, 2010
From: 
Ron Quillin <rjquillin(at)cox.net>
Subject: 
Re: Headphone impedance
      
      At 10:39 12/2/2010, you wrote:
      >    Thanks for the manual. I've added it to my
      >    manufacturer's data library.
      >
      >    Bob . . .
      
      Always glad to add to the community library!
      
      tnx
      Ron 
      
________________________________________________________________________________
Date: 
Dec 02, 2010
From: 
Peter Pengilly <peter(at)sportingaero.com>
Subject: 
Re: Headphone impedance
      
      Thanks for all of the input!
      We've had 6" of snow over the last couple of days, so getting into the 
      shop is not so easy - measuring the resistance of the speakers will have 
      to wait for a few days. They are 30mm in diameter and 8mm thick, but 
      don't have any kind of identifying marks on them.
      I would like to use the standard headphone output from the radio as its 
      already wired in - and I didn't even wire up the speaker pin from the 
      radio, that would also make the set up transferable to other aircraft. 
      It also occurred to me that the standard radio will drive at least 2 
      headsets in parallel - so a combined impedance of 300 ohms - but Ron got 
      there first!
      
      To summarize what has been said,
      - Its likely that an aviation radio headset output would overdrive these 
      speakers (resulting in poor volume control and possibly poor quality 
      output), and may suffer some damage to the radio audio amplifier (unlikely).
      - To use these speakers/phones I will probably need an audio isolation 
      amplifier (made as described in Bob's note)
      - Alternatively an amp from ebay may suffice ( for $6 seems a no brainer 
      :-) ) - but may require some power conditioning (interesting that specs 
      say 4.5v, but legend on board says 12v), and also some gain setting 
      resistors [how do I calculate the value?]
      - To use the electret mic I will have to build a circuit per Bob's sketch.
      
      I think there are are potentially 3 ways ahead.
      1. Buy amp above and start making mic circuit (perhaps gives the ability 
      to add an ipod input in the future)
      2. Cannibalise an old headset (at least all the components should match)
      3. Use the Halo headset for the time being and just figure out sticking 
      the ear plugs in my ears with the helmet around my neck ...
      
      Thanks for your help, Peter
      
      PS I also found these to provide some eye protection
      http://www.davida.co.uk/type.php?id=Visor_D4Vi9A
      
      On 02/12/2010 18:39, Robert L. Nuckolls, III wrote:
      > At 01:43 AM 12/2/2010, you wrote:
      >> Some worthy observations you've made Bob.
      >>
      >> I did some digging, and have attached an IM for the unit.
      >> Of interest in section "C" and "D" on pdf page 21:
      >>
      >> C. Speaker connection
      >> A 4 to 8 Ohm speaker can be connected to audio output P1- 1AF-asym.
      >> CAUTION : The magnetic field of a speaker influences the magnetic 
      >> compass.
      >> When choosing the mounting point, a minimum distance of 1.3 m
      >> must be maintained between the speaker and the magnetic compass.
      >
      >    Yeah . . . those recommendations were written
      >    based on magnetic interference studies done
      >    many moons ago when it was common practice
      >    to mount a speaker in the cabin overhead.
      >    Believe me, those were CHEAP speakers and
      >    not terribly well shielded magnetically.
      >    Further, there was no way you could get 1.3M
      >    separation from the whisky compass . . . but
      >    that's another problem.
      >
      >> D. Headphone connection
      >> Up to two headphones with an impedance of 600 Ohm can be connected to
      >> the audio output P1 - 2,3 AF-HI/LO.
      >
      >    It may well be that the speaker/headset configuration
      >    Peter is proposing won't drive from the headset
      >    output of the radio. In this case, some amplification
      >    is called for.
      >
      >    I've been using a number of pre-packaged
      >    amplifiers off ebay . . . very reasonably
      >    priced. Here's an example that can be
      >    had for $6 postage paid.
      >
      > *http://tinyurl.com/3a6oy7x*
      >
      >    It needs to be boxed and power conditioned
      >    for attaching to a DC bus . . . and probably
      >    some gain setting resistors . . . but
      >    a quick and dirty way to get substantial
      >    boost to a stereo headset using low
      >    impedance "speakers".
      >
      >    Thanks for the manual. I've added it to my
      >    manufacturer's data library.
      >
      >    Bob . . .
      >
      >
      > *
      >
      > *
      
________________________________________________________________________________
From: 
"Noel Loveys" <noelloveys(at)yahoo.ca>
Subject: 
Radio noise
Date: 
Dec 02, 2010
      
      Exactly!
      
      Noel
      
      
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of jerb
      Sent: December 2, 2010 5:28 AM
      Subject: Re: AeroElectric-List: Radio noise
      
      
      Whoa - don't think the capacitor you reference should be installed in
      series, it should be from the regulator +12V DC  output terminal to DC
      ground.  Jump in if I have this wrong!
      jerb
      
      
      At 10:47 AM 11/29/2010, you wrote:
      
      
      I know this has been discussed before but like to ask anyway.  I installed
      an old RST 360 com radio in my 701 panel and when I start the "Rotax" it is
      very noisy. Seems to be a whine don't know whether or not this is alternator
      or ignition.  Saw a wiring diagram for another radio which stated that you
      must install a 22,000uf capacitor in series on the 12v feed when used with
      the Rotax engine installation. Will this cure the problem?  Your valued
      thoughts please.
      
      Phil Smith
      CH 701 - Flying
      Buhl, ID 
      
      
________________________________________________________________________________
Date: 
Dec 02, 2010
From: 
Peter Pengilly <peter(at)sportingaero.com>
Subject: 
Re: Headphone impedance
      
      Also found user's guide for the ebay amp
      
      http://www.sure-electronics.net/download/AA-AB3213X_Ver1.0_EN.pdf
      
      catalogue here
      
      http://www.sureelectronics.net/Amplifier.pdf
      
      Peter
      
      On 02/12/2010 21:58, Peter Pengilly wrote:
      > Thanks for all of the input!
      > We've had 6" of snow over the last couple of days, so getting into the 
      > shop is not so easy - measuring the resistance of the speakers will 
      > have to wait for a few days. They are 30mm in diameter and 8mm thick, 
      > but don't have any kind of identifying marks on them.
      > I would like to use the standard headphone output from the radio as 
      > its already wired in - and I didn't even wire up the speaker pin from 
      > the radio, that would also make the set up transferable to other 
      > aircraft. It also occurred to me that the standard radio will drive at 
      > least 2 headsets in parallel - so a combined impedance of 300 ohms - 
      > but Ron got there first!
      >
      > To summarize what has been said,
      > - Its likely that an aviation radio headset output would overdrive 
      > these speakers (resulting in poor volume control and possibly poor 
      > quality output), and may suffer some damage to the radio audio 
      > amplifier (unlikely).
      > - To use these speakers/phones I will probably need an audio isolation 
      > amplifier (made as described in Bob's note)
      > - Alternatively an amp from ebay may suffice ( for $6 seems a no 
      > brainer :-) ) - but may require some power conditioning (interesting 
      > that specs say 4.5v, but legend on board says 12v), and also some gain 
      > setting resistors [how do I calculate the value?]
      > - To use the electret mic I will have to build a circuit per Bob's sketch.
      >
      > I think there are are potentially 3 ways ahead.
      > 1. Buy amp above and start making mic circuit (perhaps gives the 
      > ability to add an ipod input in the future)
      > 2. Cannibalise an old headset (at least all the components should match)
      > 3. Use the Halo headset for the time being and just figure out 
      > sticking the ear plugs in my ears with the helmet around my neck ...
      >
      > Thanks for your help, Peter
      >
      > PS I also found these to provide some eye protection
      > http://www.davida.co.uk/type.php?id=Visor_D4Vi9A
      >
      > On 02/12/2010 18:39, Robert L. Nuckolls, III wrote:
      >> At 01:43 AM 12/2/2010, you wrote:
      >>> Some worthy observations you've made Bob.
      >>>
      >>> I did some digging, and have attached an IM for the unit.
      >>> Of interest in section "C" and "D" on pdf page 21:
      >>>
      >>> C. Speaker connection
      >>> A 4 to 8 Ohm speaker can be connected to audio output P1- 1AF-asym.
      >>> CAUTION : The magnetic field of a speaker influences the magnetic 
      >>> compass.
      >>> When choosing the mounting point, a minimum distance of 1.3 m
      >>> must be maintained between the speaker and the magnetic compass.
      >>
      >>    Yeah . . . those recommendations were written
      >>    based on magnetic interference studies done
      >>    many moons ago when it was common practice
      >>    to mount a speaker in the cabin overhead.
      >>    Believe me, those were CHEAP speakers and
      >>    not terribly well shielded magnetically.
      >>    Further, there was no way you could get 1.3M
      >>    separation from the whisky compass . . . but
      >>    that's another problem.
      >>
      >>> D. Headphone connection
      >>> Up to two headphones with an impedance of 600 Ohm can be connected to
      >>> the audio output P1 - 2,3 AF-HI/LO.
      >>
      >>    It may well be that the speaker/headset configuration
      >>    Peter is proposing won't drive from the headset
      >>    output of the radio. In this case, some amplification
      >>    is called for.
      >>
      >>    I've been using a number of pre-packaged
      >>    amplifiers off ebay . . . very reasonably
      >>    priced. Here's an example that can be
      >>    had for $6 postage paid.
      >>
      >> *http://tinyurl.com/3a6oy7x*
      >>
      >>    It needs to be boxed and power conditioned
      >>    for attaching to a DC bus . . . and probably
      >>    some gain setting resistors . . . but
      >>    a quick and dirty way to get substantial
      >>    boost to a stereo headset using low
      >>    impedance "speakers".
      >>
      >>    Thanks for the manual. I've added it to my
      >>    manufacturer's data library.
      >>
      >>    Bob . . .
      >>
      >>
      >> *
      >>
      >> *
      > *
      >
      > *
      
________________________________________________________________________________
Date: 
Dec 02, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Headphone impedance
      
      At 05:11 PM 12/2/2010, you wrote:
      >Also found user's guide for the ebay amp
      >
      ><http://www.sure-electronics.net/download/AA-AB3213X_Ver1.0_EN.pdf>http://www.sure-electronics.net/download/AA-AB3213X_Ver1.0_EN.pdf
      >
      >catalogue here
      >
      ><http://www.sureelectronics.net/Amplifier.pdf>http://www.sureelectronics.net/Amplifier.pdf
      
         Thanks for the links. I've used several devices
         from this firm. They're an excellent value and
         perform as advertised.
      
      
         Bob . . . 
      
________________________________________________________________________________
Date: 
Dec 02, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Headphone impedance
      
      
      At 03:58 PM 12/2/2010, you wrote:
      Thanks for all of the input!
      
      I would like to use the standard headphone output from the radio as 
      its already wired in - and I didn't even wire up the speaker pin from 
      the radio, that would also make the set up transferable to other aircraft.
      
         The only way you can make this 100% transportable is
         to add the necessary electronics to make your headset
         EMULATE the standard headset. I.e., 600 ohms of load.
         Back in the days I was burning my fingers and
         sniffing the smoke over my first soldering iron,
         the 'standard' headset was 2000 ohms impedance.
         These integrated well with popular crystal and vacuum
         tube radios.
      
         2K headsets are no longer made in volume and expensive.
         However, there are PLENTY of low impedance headsets
         for as little as $1 a pair that work with modern
         entertainment devices. A few years ago, I designed
         a small battery powered amplifier with a 2K input
         impedance and adjusted the gain such that similar
         signals produced the same sounds from the headsets.
         I.e., the modern el-cheapo headsets could be used
         on homebrew projects with similar performance as
         headsets of yesteryear.
      
        - Its likely that an aviation radio headset output would overdrive 
      these speakers
      
         . . . probably UNDER-DRIVE. The electronics within
         the radio simply may not be capable of delivering
         the necessary energy into the lower impedance
         devices.
      
         (resulting in poor volume control and possibly poor quality 
      output), and may suffer some damage to the radio audio amplifier (unlikely).
      
         . . . mostly. The probable effect is that the received
         audio will be heard but an severely reduced volume.
      
      - To use these speakers/phones I will probably need an audio 
      isolation amplifier (made as described in Bob's note)
      
         Quite likely. Further, if you're really interested
         in moving across airplanes with this, then your
         "adapter" may want to be a fat lump in the cordage
         for the speaker/microphone set.
      
      - Alternatively an amp from ebay may suffice ( for $6 seems a no 
      brainer  :-) ) - but may require some power conditioning (interesting 
      that specs say 4.5v, but legend on board says 12v).
      
         The major concern is for conducted noise and transient
         voltages. You'll want to use a three-terminal regulator
         to "step" down the 14v bus to say 9 volts. The regulator
         will provide the isolation from transients and very good
         filtering of bus noises.
      
        and also some gain setting resistors [how do I calculate the value?]
      
         Cut and try during the brass-board phase.
      
      - To use the electret mic I will have to build a circuit per Bob's sketch.
      
         This too will need to be brass-boarded and checked
         on the bench. Do you have a harness to run the radio
         on the workbench?
      
      I think there are are potentially 3 ways ahead.
      
      1. Buy amp above and start making mic circuit (perhaps gives the 
      ability to add an ipod input in the future)
      
         Recommended.
      
      2. Cannibalise an old headset (at least all the components should match)
      
         Risky for mechanical issues. If you have mic and
         headset components with a good track record and they
         fit the helmet . . . then 80% of the battle is won.
      
      3. Use the Halo headset for the time being and just figure out 
      sticking the ear plugs in my ears with the helmet around my neck ...
      
         Ugh!
      
         Bob . . .
      
      
         Bob . . . 
      
      
________________________________________________________________________________
From: 
"Buck Wyndham" <buckwynd(at)aol.com>
Subject: 
PC board for avionics ground bus
Date: 
Dec 03, 2010
      
      Anyone know if manufactured PC boards are available, such as those found in
      this photo of a 37-pin D-sub connector used as an avionics ground bus?
      
      
      http://www.aeroelectric.com/Pictures/Grounding/AVG_RA.jpg 
      
      
      I could certainly "roll my own," but if they are available someplace, I'd
      just as soon buy one.
      
      
      Thank in advance!
      
      
      Buck Wyndham
      
      
________________________________________________________________________________
Date: 
Dec 03, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: PC board for avionics ground bus
      
      At 01:03 AM 12/3/2010, you wrote:
      >Anyone know if manufactured PC boards are 
      >available, such as those found in this photo of 
      >a 37-pin D-sub connector used as an avionics ground bus?
      >
      ><http://www.aeroelectric.com/Pictures/Grounding/AVG_RA.jpg>http://www.aeroe
      lectric.com/Pictures/Grounding/AVG_RA.jpg 
      >
      >
      >I could certainly =93roll my own,=94 but if they are 
      >available someplace, I=92d just as soon buy one=85
      >
      >Thank in advance!
      
         I've got some of various sizes someplace in
         my moving boxes. What size are you looking for?
      
      
         Bob . . . 
      
________________________________________________________________________________
Subject: 
Re: PC board for avionics ground bus
From: 
"BuckWynd" <buckwynd(at)aol.com>
Date: 
Dec 03, 2010
      
      
      E-Mail sent. Thanks!
      
      --------
      Buck Wyndham
      RV-8 N18XL (working on fuselage & systems)
      Northern Illinois
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=322176#322176
      
      
________________________________________________________________________________
Date: 
Dec 03, 2010
From: 
dave.gribble(at)mchsi.com
Subject: 
Re: PC board for avionics ground bus
      
      
      Also looking for a grounding board... email to Bob sent!
      ----- Original Message -----
      From: "Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
      Sent: Friday, December 3, 2010 11:17:27 AM GMT -06:00 US/Canada Central
      Subject: Re: AeroElectric-List: PC board for avionics ground bus
      
      At 01:03 AM 12/3/2010, you wrote: 
      
      
      Anyone know if manufactured PC boards are available, such as those found in this
      photo of a 37-pin D-sub connector used as an avionics ground bus? 
      
      http://www.aeroelectric.com/Pictures/Grounding/AVG_RA.jpg 
      
      I could certainly roll my own, but if they are available someplace, Id just as
      soon buy one 
      
      Thank in advance! 
       I've got some of various sizes someplace in 
       my moving boxes. What size are you looking for? 
      
      
________________________________________________________________________________
Date: 
Dec 03, 2010
From: 
Peter Pengilly <peter(at)sportingaero.com>
Subject: 
Re: Headphone impedance
      
      
      Hi Bob,
      
      Thanks very much for all of that - it will certainly keep me busy over 
      the next few weeks. This is about on the raggedy edge of my electronics 
      capability so should be an interesting learning curve! Yes, installing a 
      box in the fly lead between helmet and radio plugs is clearly the way to 
      go. The radio connector is a Dsub, so no problems making a test harness.
      
      Peter
      
      On 03/12/2010 01:16, Robert L. Nuckolls, III wrote:
      > 
      >
      > At 03:58 PM 12/2/2010, you wrote:
      > Thanks for all of the input!
      >
      > I would like to use the standard headphone output from the radio as 
      > its already wired in - and I didn't even wire up the speaker pin from 
      > the radio, that would also make the set up transferable to other 
      > aircraft.
      >
      >   The only way you can make this 100% transportable is
      >   to add the necessary electronics to make your headset
      >   EMULATE the standard headset. I.e., 600 ohms of load.
      >   Back in the days I was burning my fingers and
      >   sniffing the smoke over my first soldering iron,
      >   the 'standard' headset was 2000 ohms impedance.
      >   These integrated well with popular crystal and vacuum
      >   tube radios.
      >
      >   2K headsets are no longer made in volume and expensive.
      >   However, there are PLENTY of low impedance headsets
      >   for as little as $1 a pair that work with modern
      >   entertainment devices. A few years ago, I designed
      >   a small battery powered amplifier with a 2K input
      >   impedance and adjusted the gain such that similar
      >   signals produced the same sounds from the headsets.
      >   I.e., the modern el-cheapo headsets could be used
      >   on homebrew projects with similar performance as
      >   headsets of yesteryear.
      >
      >  - Its likely that an aviation radio headset output would overdrive 
      > these speakers
      >
      >   . . . probably UNDER-DRIVE. The electronics within
      >   the radio simply may not be capable of delivering
      >   the necessary energy into the lower impedance
      >   devices.
      >
      >   (resulting in poor volume control and possibly poor quality output), 
      > and may suffer some damage to the radio audio amplifier (unlikely).
      >
      >   . . . mostly. The probable effect is that the received
      >   audio will be heard but an severely reduced volume.
      >
      > - To use these speakers/phones I will probably need an audio isolation 
      > amplifier (made as described in Bob's note)
      >
      >   Quite likely. Further, if you're really interested
      >   in moving across airplanes with this, then your
      >   "adapter" may want to be a fat lump in the cordage
      >   for the speaker/microphone set.
      >
      > - Alternatively an amp from ebay may suffice ( for $6 seems a no 
      > brainer  :-) ) - but may require some power conditioning (interesting 
      > that specs say 4.5v, but legend on board says 12v).
      >
      >   The major concern is for conducted noise and transient
      >   voltages. You'll want to use a three-terminal regulator
      >   to "step" down the 14v bus to say 9 volts. The regulator
      >   will provide the isolation from transients and very good
      >   filtering of bus noises.
      >
      >  and also some gain setting resistors [how do I calculate the value?]
      >
      >   Cut and try during the brass-board phase.
      >
      > - To use the electret mic I will have to build a circuit per Bob's 
      > sketch.
      >
      >   This too will need to be brass-boarded and checked
      >   on the bench. Do you have a harness to run the radio
      >   on the workbench?
      >
      > I think there are are potentially 3 ways ahead.
      >
      > 1. Buy amp above and start making mic circuit (perhaps gives the 
      > ability to add an ipod input in the future)
      >
      >   Recommended.
      >
      > 2. Cannibalise an old headset (at least all the components should match)
      >
      >   Risky for mechanical issues. If you have mic and
      >   headset components with a good track record and they
      >   fit the helmet . . . then 80% of the battle is won.
      >
      > 3. Use the Halo headset for the time being and just figure out 
      > sticking the ear plugs in my ears with the helmet around my neck ...
      >
      >   Ugh!
      >
      >   Bob . . .
      >
      >
      >   Bob . . .
      >
      >
      
      
________________________________________________________________________________
Date: 
Dec 03, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: PC board for avionics ground bus
      
      At 11:17 AM 12/3/2010, you wrote:
      >At 01:03 AM 12/3/2010, you wrote:
      >>Anyone know if manufactured PC boards are 
      >>available, such as those found in this photo of 
      >>a 37-pin D-sub connector used as an avionics ground bus?
      >>
      >><http://www.aeroelectric.com/Pictures/Grounding/AVG_RA.jpg>http://www.aero
      electric.com/Pictures/Grounding/AVG_RA.jpg 
      >>
      >>
      >>I could certainly =93roll my own,=94 but if they 
      >>are available someplace, I=92d just as soon buy one=85
      >>
      >>Thank in advance!
      
          Would you guys be interested in complete 37-pin
          kits? I think I've got the inventory on hand to
          offer these . . .
      
      http://aeroelectric.com/Pictures/Grounding/AVG_RA.jpg
      
          for about $35.00
      
          Gold is going through the roof so I need to check
          the price of pins on Monday.
      
          Bob . . . 
      
________________________________________________________________________________
From: 
"Don" <dsvs(at)ca.rr.com>
Subject: 
PC board for avionics ground bus
Date: 
Dec 03, 2010
      
      Bob,
      
      If you have enough to offer them to others I'll take one. Thanks and Merry
      Christmas.  Don
      
      
      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, December 03, 2010 9:17 PM
      Subject: Re: AeroElectric-List: PC board for avionics ground bus
      
      
      At 11:17 AM 12/3/2010, you wrote:
      
      
      At 01:03 AM 12/3/2010, you wrote:
      
      
      Anyone know if manufactured PC boards are available, such as those found in
      this photo of a 37-pin D-sub connector used as an avionics ground bus?
      
      http://www.aeroelectric.com/Pictures/Grounding/AVG_RA.jpg 
      
      I could certainly "roll my own," but if they are available someplace, I'd
      just as soon buy one.
      
      Thank in advance!
      
      
         Would you guys be interested in complete 37-pin
         kits? I think I've got the inventory on hand to
         offer these . . .
      
      http://aeroelectric.com/Pictures/Grounding/AVG_RA.jpg
      
         for about $35.00
      
         Gold is going through the roof so I need to check
         the price of pins on Monday.
      
         Bob . . . 
      
      
________________________________________________________________________________
From: 
"Keith Burris" <klburris(at)frontiernet.net>
Subject: 
RE: AeroElectric-List Digest: 8 Msgs - 12/03/10
Date: 
Dec 04, 2010
      
      
      Hi Bob;
      I for one would like a minimum of 2. But a question - does it make any sense
      at all to offer a 'split' system, such that one side goes to ground and the
      other went to power? Thanks in advance.
      -- Keith
      
         Would you guys be interested in complete 37-pin
         kits? I think I've got the inventory on hand to
         offer these . . .
      
      http://aeroelectric.com/Pictures/Grounding/AVG_RA.jpg
      
         for about $35.00
      
         Gold is going through the roof so I need to check
         the price of pins on Monday.
      
         Bob . . .
      
      
________________________________________________________________________________
Date: 
Dec 04, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: RE: AeroElectric-List Digest: 8 Msgs -   12/03/10
      
      
      At 02:58 AM 12/4/2010, you wrote:
      >
      >
      >Hi Bob;
      >I for one would like a minimum of 2. But a question - does it make any sense
      >at all to offer a 'split' system, such that one side goes to ground and the
      >other went to power? Thanks in advance.
      
          I proposed such a configuration some years ago
          for the purpose of gathering multiple lighting
          wires from a constellation of instruments. See;
      
      http://aeroelectric.com/Pictures/Wiring_Technique/Minibus1.jpg
      
          Other than for this special application, I'm not
          sure where one would bring one 'hot' wire into
          a connector-bus for distribution.
      
          Bob . . .
      
      
________________________________________________________________________________
From: 
"Dave Gribble" <dave.gribble(at)mchsi.com>
Subject: 
Re: PC board for avionics ground bus
Date: 
Dec 04, 2010
      
      Hi Bob - I'll take one... 
      
      I can get the pins for $0.13 each... so if you want to sell it without 
      pins thats OK by me.
      
      Thanks!
      
      dave gribble
      ----- Original Message ----- 
        From: Robert L. Nuckolls, III 
        To: aeroelectric-list(at)matronics.com 
        Sent: Friday, December 03, 2010 11:17 PM
        Subject: Re: AeroElectric-List: PC board for avionics ground bus
      
      
        At 11:17 AM 12/3/2010, you wrote:
      
          At 01:03 AM 12/3/2010, you wrote:
      
            Anyone know if manufactured PC boards are available, such as those 
      found in this photo of a 37-pin D-sub connector used as an avionics 
      ground bus?
             
            http://www.aeroelectric.com/Pictures/Grounding/AVG_RA.jpg 
             
            I could certainly "roll my own," but if they are available 
      someplace, I'd just as soon buy one.
             
            Thank in advance!
      
           Would you guys be interested in complete 37-pin
           kits? I think I've got the inventory on hand to
           offer these . . .
      
        http://aeroelectric.com/Pictures/Grounding/AVG_RA.jpg
      
           for about $35.00
      
           Gold is going through the roof so I need to check
           the price of pins on Monday.
      
           Bob . . . 
      
      
      -------------------------------------------------------------------------
      -----
      
        No virus found in this message.
        Checked by AVG - www.avg.com
      
________________________________________________________________________________
From: 
"Jef Vervoort" <jef.vervoortw(at)telenet.be>
Subject: 
disengage button on stick
Date: 
Dec 04, 2010
      
      I have a wooden stick grip ( Custom Aircraft Grips through Vans) with just
      one push button for radio.
      
      
      Would it be possible to mount an extra disengage button ( for Dynon
      autopilot) on such a stick grip.
      
      Has anybody done that and satisfied? 
      
      
      Thanks,
      
      Jef Vervoort, Belgium.
      
      
________________________________________________________________________________
Date: 
Dec 04, 2010
From: 
Ed Holyoke <bicyclop(at)pacbell.net>
Subject: 
Re: disengage button on stick
      
      An alternative is to place a push button on the panel near the throttle. 
      It will fall to hand very naturally there. I've had my autopilot 
      disconnect there for years and never felt that it took me too long to 
      get to when I needed it. Anytime I'm looking for the disconnect, I'm 
      usually already reaching for the throttle. Also a good location for the 
      flap switch.
      
      Pax,
      
      Ed Holyoke
      
      On 12/4/2010 8:35 AM, Jef Vervoort wrote:
      >
      > I have a wooden stick grip ( Custom Aircraft Grips through Vans) with 
      > just one push button for radio.
      >
      > Would it be possible to mount an extra disengage button ( for Dynon 
      > autopilot) on such a stick grip.
      >
      > Has anybody done that and satisfied?
      >
      > Thanks,
      >
      > Jef Vervoort, Belgium.
      >
      > *
      >
      > *
      
________________________________________________________________________________
Date: 
Dec 04, 2010
From: 
John Morgensen <john(at)morgensen.com>
Subject: 
Re: disengage button on stick
      
      On 12/4/2010 8:35 AM, Jef Vervoort wrote:
      >
      > I have a wooden stick grip ( Custom Aircraft Grips through Vans) with 
      > just one push button for radio.
      >
      > Would it be possible to mount an extra disengage button ( for Dynon 
      > autopilot) on such a stick grip.
      >
      > Has anybody done that and satisfied?
      >
      > Thanks,
      >
      > Jef Vervoort, Belgium.
      >
      >
      I drilled a hole in the front to mount a second button. The top one is 
      used for autopilot disconnect and the front button under the index 
      finger is PTT.
      
      John Morgensen
      RV4 - purchased flying
      RV9A - baffles
      
________________________________________________________________________________
From: 
MLWynn(at)aol.com
Date: 
Dec 04, 2010
Subject: 
Re: PC board for avionics ground bus
      
      Sign me up.
      
      Michael Wynn
      RV 8 Wiring
      San Ramon, CA
      
      
      In a message dated 12/3/2010 9:35:27 P.M. Pacific Standard Time,  
      nuckolls.bob(at)aeroelectric.com writes:
      
      At 11:17  AM 12/3/2010, you wrote:
      
      At 01:03 AM 12/3/2010, you  wrote:
      
      Anyone know if manufactured PC boards are available, such as  those found
      
      in this photo of a 37-pin D-sub connector used as an avionics  ground bus?
      
      _http://www.aeroelectric.com/Pictures/Grounding/AVG_RA.jpg_ 
      (http://www.aeroelectric.com/Pictures/Grounding/AVG_RA.jpg)   
      
      I could certainly =9Croll my own,=9D but if they are available
        someplace, I=99d 
      just as soon buy one
      
      Thank in  advance!
      
      
      Would you guys be  interested in complete 37-pin
      kits? I think I've got the  inventory on hand to
      offer these . . .
      
      _http://aeroelectric.com/Pictures/Grounding/AVG_RA.jpg
      
      _ (http://aeroelectric.com/Pictures/Grounding/AVG_RA.jpg) for about $35.00
      
      Gold is going through the roof so I need  to check
      the price of pins on Monday.
      
      Bob  . . . 
      
      
      ========================
      ============
      (http://www.aeroelectric.com/) 
      (http://www.buildersbooks.com/) 
      (http://www.homebuilthelp.com/) 
      (http://www.matronics.com/contribution) 
      ========================
      ============
      (http://www.matronics.com/Navigator?AeroElectric-List) 
      ========================
      ============
      
      ========================
      ============
      
      
________________________________________________________________________________
Subject: 
Re: Remote Power control for Aircraft PreHeater
From: 
"Eric M. Jones" <emjones(at)charter.net>
Date: 
Dec 04, 2010
      
      
      You can use: smarthomeusa.com/ShopByManufacturer/HomeSeer/Item/HOMESEER-V2.0/
      
      This will allow remote access. The 10A should not be a problem, just use a relay.
      
      --------
      Eric M. Jones
      www.PerihelionDesign.com
      113 Brentwood Drive
      Southbridge, MA 01550
      (508) 764-2072
      emjones(at)charter.net
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=322281#322281
      
      
________________________________________________________________________________
From: 
tim2542(at)sbcglobal.net
Subject: 
Re: PC board for avionics ground bus
Date: 
Dec 04, 2010
      
      Hey Bob I'll take one also please
      Thanks Tim Andres
      
      Sent from my iPhone
      
      On Dec 4, 2010, at 10:14 AM, MLWynn(at)aol.com wrote:
      
      > Sign me up.
      >  
      > Michael Wynn
      > RV 8 Wiring
      > San Ramon, CA
      >  
      > In a message dated 12/3/2010 9:35:27 P.M. Pacific Standard Time, nuckolls.
      bob(at)aeroelectric.com writes:
      > At 11:17 AM 12/3/2010, you wrote:
      >> At 01:03 AM 12/3/2010, you wrote:
      >>> Anyone know if manufactured PC boards are available, such as those found
       in this photo of a 37-pin D-sub connector used as an avionics ground bus?
      >>>  
      >>> http://www.aeroelectric.com/Pictures/Grounding/AVG_RA.jpg 
      >>>  
      >>> I could certainly =9Croll my own,=9D but if they are availab
      le someplace, I=99d just as soon buy one
      >>>  
      >>> Thank in advance!
      > 
      >    Would you guys be interested in complete 37-pin
      >    kits? I think I've got the inventory on hand to
      >    offer these . . .
      > 
      > http://aeroelectric.com/Pictures/Grounding/AVG_RA.jpg
      > 
      >    for about $35.00
      > 
      >    Gold is going through the roof so I need to check
      >    the price of pins on Monday.
      > 
      >    Bob . . .
      > 
      > 
      > =========================
      > ttp://www.aeroelectric.com/">www.aeroelectric.com
      > m/ href="http://www.buildersbooks.com/">www.buildersbooks.com
      > "http://www.homebuilthelp.com/">www.homebuilthelp.com
      > tp://www.matronics.com/contribution">http://www.matronics.com/contribution
      
      > =========================
      > List href="http://www.matronics.com/Navigator?AeroElectric-List">http://
      www.matronics.com/Navigator?AeroElectric-List
      > =========================
      > ms.matronics.com/">http://forums.matronics.com
      > =========================
      >  
      > 
      ==========================
      =========
      ==========================
      =========
      ==========================
      =========
      ==========================
      =========
      
________________________________________________________________________________
Date: 
Dec 04, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: PC board for avionics ground bus
      
      
      I've had enough interest expressed to justify
      adding the 37-pin d-sub bus to the product
      line.
      
      I'll have it up on the website catalog Monday
      and will announce it here when it's posted.
      
      
              Bob . . .
      
      
________________________________________________________________________________
From: 
"JOHN TIPTON" <jmtipton(at)btopenworld.com>
Subject: 
Re: disengage button on stick
Date: 
Dec 05, 2010
      
      I would be very careful of what buttons I put on the TOP of your grip, 
      when reading the chart (for example), which can easily depress the 
      disconnect at a time when you need the A/P most
      
      John
        ----- Original Message ----- 
        From: John Morgensen 
        To: aeroelectric-list(at)matronics.com 
        Sent: Saturday, December 04, 2010 5:25 PM
        Subject: Re: AeroElectric-List: disengage button on stick
      
      
        On 12/4/2010 8:35 AM, Jef Vervoort wrote: 
          I have a wooden stick grip ( Custom Aircraft Grips through Vans) 
      with just one push button for radio.
      
      
          Would it be possible to mount an extra disengage button ( for Dynon 
      autopilot) on such a stick grip.
      
          Has anybody done that and satisfied? 
      
      
          Thanks,
      
          Jef Vervoort, Belgium.
      
      
        I drilled a hole in the front to mount a second button. The top one is 
      used for autopilot disconnect and the front button under the index 
      finger is PTT.
      
        John Morgensen
        RV4 - purchased flying
        RV9A - baffles
      
      
________________________________________________________________________________
Date: 
Dec 05, 2010
Subject: 
Re: disengage button on stick
From: 
Eric Tiethoff <j.e.tiethoff(at)gmail.com>
      
      *I prefer to give the button a prominent and easy to reach place on the
      dashboard.
      *
      2010/12/5 JOHN TIPTON 
      
      >  I would be very careful of what buttons I put on the TOP of your grip,
      > when reading the chart (for example), which can easily depress the
      > disconnect at a time when you need the A/P most
      >
      > John
      >
      > ----- Original Message -----
      > *From:* John Morgensen 
      > *To:* aeroelectric-list(at)matronics.com
      > *Sent:* Saturday, December 04, 2010 5:25 PM
      > *Subject:* Re: AeroElectric-List: disengage button on stick
      >
      > On 12/4/2010 8:35 AM, Jef Vervoort wrote:
      >
      >  I have a wooden stick grip ( Custom Aircraft Grips through Vans) with
      > just one push button for radio.
      >
      > Would it be possible to mount an extra disengage button ( for Dynon
      > autopilot) on such a stick grip.
      >
      > Has anybody done that and satisfied?
      >
      > Thanks,
      >
      > Jef Vervoort, Belgium.
      >
      >
      > I drilled a hole in the front to mount a second button. The top one is used
      > for autopilot disconnect and the front button under the index finger is PTT.
      >
      > John Morgensen
      > RV4 - purchased flying
      > RV9A - baffles
      >
      > *
      >
      > href="http://www.aeroelectric.com">www.aeroelectric.com
      > href="http://www.buildersbooks.com">www.buildersbooks.com
      > href="http://www.homebuilthelp.com">www.homebuilthelp.com
      > href="http://www.matronics.com/contribution">http://www.matronics.com/chref="http://www.matronics.com/Navigator?AeroElectric-List">http://www.matronics.com/Navigator?AeroElectric-List
      > href="http://forums.matronics.com">http://forums.matronics.com*
      >
      > *
      >
      >
      
      
      -- 
      Met vriendelijke groet,
      Eric Tiethoff
      mail: *eric(at)tiethoff.nl*
      website: *http://tiethoff.nl*
      
________________________________________________________________________________
Subject: 
OFF-ON-ON Toggle switch?
From: 
"donjohnston" <don(at)numa.aero>
Date: 
Dec 05, 2010
      
      
      I need a toggle switch for a fuel pump that will have an OFF, LOW and HIGH setting.
      I was thinking of a toggle switch that would be OFF in the down position,
      LOW in the middle and HIGH in the upper position.
      
      But every toggle switch I've found is ON-OFF-ON. (OFF is the middle position)
      
      Has anyone seen a toggle switch with an OFF-ON-ON configuration?
      
      Thanks,
      Don
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=322386#322386
      
      
________________________________________________________________________________
Date: 
Dec 05, 2010
From: 
Dan Billingsley <dan(at)azshowersolutions.com>
Subject: 
Re: OFF-ON-ON Toggle switch?
      
      
      On-On-On...no wjires used on the bottom.
      
      
      ----- Original Message ----
      > From: donjohnston <don(at)numa.aero>
      > To: aeroelectric-list(at)matronics.com
      > Sent: Sun, December 5, 2010 4:00:46 PM
      > Subject: AeroElectric-List: OFF-ON-ON Toggle switch?
      > 
      > 
      > I need a toggle switch for a fuel pump that will have an OFF, LOW and HIGH 
      >setting. I was thinking of a toggle switch that would be OFF in the down 
      >position, LOW in the middle and HIGH in the upper position.
      > 
      > But every toggle switch I've found is ON-OFF-ON. (OFF is the middle position)
      > 
      > Has anyone seen a toggle switch with an OFF-ON-ON configuration?
      > 
      > Thanks,
      > Don
      > 
      > 
      > 
      > 
      > Read this topic online here:
      > 
      > http://forums.matronics.com/viewtopic.php?p=322386#322386
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
From: 
"Ed Anderson" <eanderson(at)carolina.rr.com>
Subject: 
Re: OFF-ON-ON Toggle switch?
Date: 
Dec 05, 2010
      
      Don, if you type in Toggle Switch "off-on-on" in a google search window, 
      you will find a large number of sources for the type switch you want.
      
      Ed
      
      --------------------------------------------------
      From: "donjohnston" <don(at)numa.aero>
      Sent: Sunday, December 05, 2010 6:00 PM
      Subject: AeroElectric-List: OFF-ON-ON Toggle switch?
      
      > 
      > I need a toggle switch for a fuel pump that will have an OFF, LOW and 
      HIGH setting.  I was thinking of a toggle switch that would be OFF in 
      the down position, LOW in the middle and HIGH in the upper position.
      > 
      > But every toggle switch I've found is ON-OFF-ON. (OFF is the middle 
      position)
      > 
      > Has anyone seen a toggle switch with an OFF-ON-ON configuration?
      > 
      > Thanks,
      > Don
      > 
      > 
      > 
      > 
      > Read this topic online here:
      > 
      > http://forums.matronics.com/viewtopic.php?p=322386#322386
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      >
      
________________________________________________________________________________
From: 
"John Loram" <johnl(at)loram.org>
Subject: 
OFF-ON-ON Toggle switch?
Date: 
Dec 05, 2010
      
      
      You might be able to make one of these work:
      
      http://www.k-four.net/Category.aspx?cid=144
      
      -john-
      www.loram.org
      
      
      > -----Original Message-----
      > From: owner-aeroelectric-list-server(at)matronics.com 
      > [mailto:owner-aeroelectric-list-server(at)matronics.com] On 
      > Behalf Of donjohnston
      > Sent: Sunday, December 05, 2010 3:01 PM
      > To: aeroelectric-list(at)matronics.com
      > Subject: AeroElectric-List: OFF-ON-ON Toggle switch?
      > 
      > 
      > I need a toggle switch for a fuel pump that will have an OFF, 
      > LOW and HIGH setting.  I was thinking of a toggle switch that 
      > would be OFF in the down position, LOW in the middle and HIGH 
      > in the upper position.
      > 
      > But every toggle switch I've found is ON-OFF-ON. (OFF is the 
      > middle position)
      > 
      > Has anyone seen a toggle switch with an OFF-ON-ON configuration?
      > 
      > Thanks,
      > Don
      > 
      > 
      > 
      > 
      > Read this topic online here:
      > 
      > http://forums.matronics.com/viewtopic.php?p=322386#322386
      > 
      > 
      > 
      > 
      > 
      > 
      > 
      > Photoshare, and much much more:
      > 
      > 
      > 
      > 
      
      
________________________________________________________________________________
Date: 
Dec 05, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: OFF-ON-ON Toggle switch?
      
      At 05:12 PM 12/5/2010, you wrote:
      >
      >
      >On-On-On...no wjires used on the bottom.
      
          Very good Dan.
      
          Don, the functionality you need can be configured
          from a two-pole, three-position, progressive transfer
          switch. An exemplar part is the B&C S700-2-10 switch
      
      Emacs!
      
      
          Exemplar wiring for an off-on-on functionality
          is illustrated in figures 11-1, and 11-16 through
          11-18 of The 'Connection.
      
      Emacs!
      
      
          Bob . . .
      
________________________________________________________________________________
Date: 
Dec 05, 2010
Subject: 
Re: PC board for avionics ground bus
From: 
Paul Kuntz <paul.r.kuntz(at)gmail.com>
      
      Bob,
      
      Count me in.
      
      Thanks,
      Paul Kuntz
      
      On Fri, Dec 3, 2010 at 9:17 PM, Robert L. Nuckolls, III <
      nuckolls.bob(at)aeroelectric.com> wrote:
      
      >  At 11:17 AM 12/3/2010, you wrote:
      >
      > At 01:03 AM 12/3/2010, you wrote:
      >
      > Anyone know if manufactured PC boards are available, such as those found 
      in
      > this photo of a 37-pin D-sub connector used as an avionics ground bus?
      >
      >  http://www.aeroelectric.com/Pictures/Grounding/AVG_RA.jpg
      >
      > I could certainly =93roll my own,=94 but if they are available someplace,
       I=92d
      > just as soon buy one=85
      >
      > Thank in advance!
      >
      >
      >    Would you guys be interested in complete 37-pin
      >    kits? I think I've got the inventory on hand to
      >    offer these . . .
      >
      >  http://aeroelectric.com/Pictures/Grounding/AVG_RA.jpg
      >
      >    for about $35.00
      >
      >    Gold is going through the roof so I need to check
      >    the price of pins on Monday.
      >
      >    Bob . . .
      >
      > *
      >
      ===========
      ===========
      ===========
      ============*
      >
      >
      
________________________________________________________________________________
From: 
"JOHN TIPTON" <jmtipton(at)btopenworld.com>
Subject: 
Re: OFF-ON-ON Toggle switch?
Date: 
Dec 06, 2010
      
      
      Yes: you need: ON-ON-ON as many of us use for - Fuel pumps ie: Off - Fuel 
      pump - Fuel pump+Primer. or Battery/Alternator ie: Off - Battery - 
      Batttery+Alternator
      
      Regards
      
      John
      
      ----- Original Message ----- 
      From: "Dan Billingsley" <dan(at)azshowersolutions.com>
      Sent: Sunday, December 05, 2010 11:12 PM
      Subject: Re: AeroElectric-List: OFF-ON-ON Toggle switch?
      
      
      > 
      >
      > On-On-On...no wjires used on the bottom.
      >
      >
      > ----- Original Message ----
      >> From: donjohnston <don(at)numa.aero>
      >> To: aeroelectric-list(at)matronics.com
      >> Sent: Sun, December 5, 2010 4:00:46 PM
      >> Subject: AeroElectric-List: OFF-ON-ON Toggle switch?
      >>
      >>
      >> I need a toggle switch for a fuel pump that will have an OFF, LOW and 
      >> HIGH
      >>setting. I was thinking of a toggle switch that would be OFF in the down
      >>position, LOW in the middle and HIGH in the upper position.
      >>
      >> But every toggle switch I've found is ON-OFF-ON. (OFF is the middle 
      >> position)
      >>
      >> Has anyone seen a toggle switch with an OFF-ON-ON configuration?
      >>
      >> Thanks,
      >> Don
      >>
      >>
      >>
      >>
      >> Read this topic online here:
      >>
      >> http://forums.matronics.com/viewtopic.php?p=322386#322386
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >
      >
      > 
      
      
________________________________________________________________________________
Subject: 
Cessna ARC RT-459 antenna connector
From: 
"Beemer" <bmwebb(at)cox.net>
Date: 
Dec 06, 2010
      
      
      Can anyone tell me what the connector is that connects the antenna into the back
      of a Cessna ARC RT-459 transponder? Thanks, Bradley
      
      --------
      Beemer
      KF2 (and now an M3!)
      Suzuki G10 three-banger
      Middle Georgia
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=322445#322445
      
      
________________________________________________________________________________
Date: 
Dec 06, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Cessna ARC RT-459 antenna connector
      
      
      At 07:13 AM 12/6/2010, you wrote:
      >
      >Can anyone tell me what the connector is that connects the antenna 
      >into the back of a Cessna ARC RT-459 transponder? Thanks, Bradley
      
          Look at these pictures and see if they look like
          they would mate with the connector on the rear
          of the transponder . . .
      
      http://www.aeroelectric.com/Pictures/Connectors/Coax/TED_9-30-10_A.jpg
      
      http://www.aeroelectric.com/Pictures/Connectors/Coax/Ted_9-30-10.jpg
      
          Bob . . .
      
      
________________________________________________________________________________
From: 
"Dennis Johnson" <pinetownd(at)volcano.net>
Subject: 
Intermittent Generator Problem
Date: 
Dec 06, 2010
      
      While on a cross country flight last week, I got a low voltage 
      indication in my Lancair Legacy, wired using Z 13-8.  I turned on the 
      SD-8 aux alternator and the voltage increased to the low end of the 
      normal range.  I also noticed a whine sound in my headset.  If I turned 
      off the main alternator, the whine went away but the voltage sagged.  (I 
      have an all electric airplane and the SD-8 won't carry the full load 
      unless I shed loads, turn the master switch off, and run on the E-bus.)  
      
      
      I turned the main alternator back on and the whine sound in my headset 
      returned and the voltage returned to the low end of the normal range.  I 
      flew that way for about 15 minutes and the whine suddenly stopped and 
      voltage jumped up to normal.  I turned off the aux alternator and 
      completed the flight normally.  
      
      Everything was perfectly normal for the two hour flight home.
      
      Any ideas what caused this?  Since the first symptom was reduced output 
      and a whine in the headset, I initially suspected failed diodes inside 
      the alternator, but when it healed itself, I thought it might have been 
      a brush problem inside the alternator.  After 15 minutes, whatever was 
      causing poor brush contact went away?  I'm grasping at straws here.
      
      I am so thankful for Bob's Z 13-8 architecture, which allowed me to 
      continue the flight without breaking a sweat!  Thanks, Bob!  
      
      Supporting information:
      Lancair Legacy, Continental IO-550 engine, 12 volt gear-driven main 
      alternator, SD-8 permanent magnet aux alternator, Z 13-8 architecture, 
      all electric panel.
      
      Dennis Johnson 
      
________________________________________________________________________________
From: 
"Valovich, Paul" <pvalovich(at)dcscorp.com>
Date: 
Dec 06, 2010
Subject: 
Re: disengage button on stick
      
      I purchased 2 Infinity sticks for my RV-8A, planning to use all the switche
      s for various HOTAS functions. I ended up using only the Coolie Hat trim sw
      itch, the trigger for PTT and the paddle switch for flaps. In the end, I fe
      lt the risk of inadvertent fumble fingers activating/deactivating other fun
      ctions overrode any perceived convenience. However, other folks have utiliz
      ed all the switches very successfully. As with most things in the homebuilt
       world, whatever you think works best for you.
      
________________________________________________________________________________
Subject: 
Re: OFF-ON-ON Toggle switch?
From: 
"dballin" <dballin(at)gmail.com>
Date: 
Dec 06, 2010
      
      
      If you want a Carling switch, I used Carling L52E166A77.  It is a 24V light.  If
      you need 12V just go to there website to configure it.  The important part is
      the L52E.  I am using it as a OFF-Low Boost-High Boost switch for my fuel pump.
      
      Dan Ballin
      Lancair Legacy
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=322486#322486
      
      
________________________________________________________________________________
Subject: 
Re: Cessna ARC RT-459 antenna connector
From: 
"Beemer" <bmwebb(at)cox.net>
Date: 
Dec 06, 2010
      
      
      Bob,
      Hard to tell, but here is a pic of what I have:
      
      --------
      Beemer
      KF2 (and now an M3!)
      Suzuki G10 three-banger
      Middle Georgia
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=322491#322491
      
      
      Attachments: 
      
      http://forums.matronics.com//files/img_1376_209.jpg
      http://forums.matronics.com//files/img_1375_853.jpg
      
      
________________________________________________________________________________
From: 
"Pete Hunt" <petehunt(at)earthlink.net>
Subject: 
Re: OFF-ON-ON Toggle switch?
Date: 
Dec 06, 2010
      
      
      Bob,  your embedded images are coming through on my daily summary as
      "Emacs!" and not as an image or a link.
      
      
________________________________________________________________________________
From: 
"Neal George" <n8zg(at)att.net>
Subject: 
Intermittent Generator Problem
Date: 
Dec 06, 2010
      
      I suspect you're losing an output  diode in the alternator.
      
      
      neal 
      
      
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Dennis
      Johnson
      Sent: Monday, December 06, 2010 9:59 AM
      Subject: AeroElectric-List: Intermittent Generator Problem
      
      
      While on a cross country flight last week, I got a low voltage indication in
      my Lancair Legacy, wired using Z 13-8.  I turned on the SD-8 aux alternator
      and the voltage increased to the low end of the normal range.  I also
      noticed a whine sound in my headset.  If I turned off the main alternator,
      the whine went away but the voltage sagged.  (I have an all electric
      airplane and the SD-8 won't carry the full load unless I shed loads, turn
      the master switch off, and run on the E-bus.)  
      
      
      I turned the main alternator back on and the whine sound in my headset
      returned and the voltage returned to the low end of the normal range.  I
      flew that way for about 15 minutes and the whine suddenly stopped and
      voltage jumped up to normal.  I turned off the aux alternator and completed
      the flight normally.  
      
      
      Everything was perfectly normal for the two hour flight home.
      
      
      Any ideas what caused this?  Since the first symptom was reduced output and
      a whine in the headset, I initially suspected failed diodes inside the
      alternator, but when it healed itself, I thought it might have been a brush
      problem inside the alternator.  After 15 minutes, whatever was causing poor
      brush contact went away?  I'm grasping at straws here.
      
      
      I am so thankful for Bob's Z 13-8 architecture, which allowed me to continue
      the flight without breaking a sweat!  Thanks, Bob!  
      
      
      Supporting information:
      
      Lancair Legacy, Continental IO-550 engine, 12 volt gear-driven main
      alternator, SD-8 permanent magnet aux alternator, Z 13-8 architecture, all
      electric panel.
      
      
      Dennis Johnson 
      
      
________________________________________________________________________________
From: 
"David Lloyd" <skywagon(at)charter.net>
Subject: 
Re: Intermittent Generator Problem
Date: 
Dec 06, 2010
      
      About intermittent alternators.....  Once I had to chase a mystery 
      problem.  Alternator would go off line, later come on line.  I later 
      chased down a hairline crack in the stationary stator windings in the 
      case where it entered a swaging boss.  When the alt. go hot, the 
      hairline crack would open and after the alt. cooled a little the wire 
      would make continuity and charge again.  I suspect that the heavy wire 
      was damaged during manufacture and would not show up until the alt. put 
      under heavy loads in hot conditions.  I had to use a magnifying glass to 
      finally view the crack.....
      
      If it is not diodes, then look for this stator wire problem.
      David
      
        ----- Original Message ----- 
        From: Neal George 
        To: aeroelectric-list(at)matronics.com 
        Sent: Monday, December 06, 2010 12:58 PM
        Subject: RE: AeroElectric-List: Intermittent Generator Problem
      
      
        I suspect you're losing an output  diode in the alternator.
      
         
      
        neal 
      
         
      
        From: owner-aeroelectric-list-server(at)matronics.com 
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of 
      Dennis Johnson
        Sent: Monday, December 06, 2010 9:59 AM
        To: aeroelectric-list(at)matronics.com
        Subject: AeroElectric-List: Intermittent Generator Problem
      
         
      
        While on a cross country flight last week, I got a low voltage 
      indication in my Lancair Legacy, wired using Z 13-8.  I turned on the 
      SD-8 aux alternator and the voltage increased to the low end of the 
      normal range.  I also noticed a whine sound in my headset.  If I turned 
      off the main alternator, the whine went away but the voltage sagged.  (I 
      have an all electric airplane and the SD-8 won't carry the full load 
      unless I shed loads, turn the master switch off, and run on the E-bus.)  
      
      
         
      
        I turned the main alternator back on and the whine sound in my headset 
      returned and the voltage returned to the low end of the normal range.  I 
      flew that way for about 15 minutes and the whine suddenly stopped and 
      voltage jumped up to normal.  I turned off the aux alternator and 
      completed the flight normally.  
      
         
      
        Everything was perfectly normal for the two hour flight home.
      
         
      
        Any ideas what caused this?  Since the first symptom was reduced 
      output and a whine in the headset, I initially suspected failed diodes 
      inside the alternator, but when it healed itself, I thought it might 
      have been a brush problem inside the alternator.  After 15 minutes, 
      whatever was causing poor brush contact went away?  I'm grasping at 
      straws here.
      
         
      
        I am so thankful for Bob's Z 13-8 architecture, which allowed me to 
      continue the flight without breaking a sweat!  Thanks, Bob!  
      
         
      
        Supporting information:
      
        Lancair Legacy, Continental IO-550 engine, 12 volt gear-driven main 
      alternator, SD-8 permanent magnet aux alternator, Z 13-8 architecture, 
      all electric panel.
      
         
      
        Dennis Johnson 
      
      
      www.aeroelectric.comwww.buildersbooks.comwww.homebuilthelp.comhttp://www.
      matronics.com/contributionhttp://www.matronics.com/Navigator?AeroElectric
      -Listhttp://forums.matronics.com
      
      
________________________________________________________________________________
Date: 
Dec 06, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Cessna ARC RT-459 antenna connector
      
      
      At 12:53 PM 12/6/2010, you wrote:
      >
      >Bob,
      >Hard to tell, but here is a pic of what I have:\
      
         Yeah, I think the TED blind-mate connector
         is the one you want.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Dec 06, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: OFF-ON-ON Toggle switch?
      
      
      At 01:00 PM 12/6/2010, you wrote:
      >Bob,  your embedded images are coming through on my daily summary as 
      >"Emacs!" and not as an image or a link.
      
         Yeah, that's a quirk of how the system handles Eudora
         postings in the digest mailings. See
      
      http://www.matronics.com/forums/viewtopic.php?t=77725
      
         I think you'll see them properly if you access the
         forums threads from your browser . . . or shift from
         the digest dump to individual messages.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
From: 
"Stan Blanton" <s.blanton(at)sbcglobal.net>
Subject: 
Aux alt. ground
Date: 
Dec 06, 2010
      
      Bob,
      
      
      Is there a suggested wire size (or rule of thumb) for the ground coming off
      the aux alt. capacitor in Z-131/8 Rev. R ?
      
      
      Thanks
      
      
      Stan Blanton
      
      
________________________________________________________________________________
From: 
"Dennis Johnson" <pinetownd(at)volcano.net>
Subject: 
RE:  Intermittent Generator
Date: 
Dec 07, 2010
      
      Hi Neal,
      
      A diode failure in the alternator was my first thought, too.  But when 
      the alternator healed itself and returned to normal function a few 
      minutes later, I wasn't so sure.  Is it likely that a diode would fail 
      intermittently?
      
      I listened to Mike Busch's webinar on alternators last night  
      http://www.savvymx.com/index.php/webinar and he said an intermittent 
      problem was likely something to do with the brushes, which was my guess 
      after my alternator healed itself.
      
      Thanks for the help,
      Dennis
      
      From: "Neal George" <n8zg(at)att.net>
      Subject: RE: AeroElectric-List: Intermittent Generator Problem
      
      I suspect you're losing an output  diode in the alternator.
      
      
      neal 
      
      
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of 
      Dennis
      Johnson
      Sent: Monday, December 06, 2010 9:59 AM
      Subject: AeroElectric-List: Intermittent Generator Problem
      
      
      While on a cross country flight last week, I got a low voltage 
      indication in
      my Lancair Legacy, wired using Z 13-8.  I turned on the SD-8 aux 
      alternator
      and the voltage increased to the low end of the normal range.  I also
      noticed a whine sound in my headset.  If I turned off the main 
      alternator,
      the whine went away but the voltage sagged.  (I have an all electric
      airplane and the SD-8 won't carry the full load unless I shed loads, 
      turn
      the master switch off, and run on the E-bus.)  
      
      
      I turned the main alternator back on and the whine sound in my headset
      returned and the voltage returned to the low end of the normal range.  I
      flew that way for about 15 minutes and the whine suddenly stopped and
      voltage jumped up to normal.  I turned off the aux alternator and 
      completed
      the flight normally.  
      
      
      Everything was perfectly normal for the two hour flight home.
      
      
      Any ideas what caused this?  Since the first symptom was reduced output 
      and
      a whine in the headset, I initially suspected failed diodes inside the
      alternator, but when it healed itself, I thought it might have been a 
      brush
      problem inside the alternator.  After 15 minutes, whatever was causing 
      poor
      brush contact went away?  I'm grasping at straws here.
      
      
      I am so thankful for Bob's Z 13-8 architecture, which allowed me to 
      continue
      the flight without breaking a sweat!  Thanks, Bob!  
      
      
      Supporting information:
      
      Lancair Legacy, Continental IO-550 engine, 12 volt gear-driven main
      alternator, SD-8 permanent magnet aux alternator, Z 13-8 architecture, 
      all
      electric panel.
      
      
      Dennis Johnson 
      
      
________________________________________________________________________________
From: 
"Dennis Johnson" <pinetownd(at)volcano.net>
Subject: 
RE:  Intermittent Alternator
Date: 
Dec 07, 2010
      
      Hi David,
      
      Thanks for the tip about the hairline crack in your stator wiring.  I 
      hope my problem isn't something that hard to diagnose.  
      
      Dennis 
      
      
      From: "David Lloyd" <skywagon(at)charter.net>
      Subject: Re: AeroElectric-List: Intermittent Generator Problem
      
      About intermittent alternators.....  Once I had to chase a mystery 
      problem.  Alternator would go off line, later come on line.  I later 
      chased down a hairline crack in the stationary stator windings in the 
      case where it entered a swaging boss.  When the alt. go hot, the 
      hairline crack would open and after the alt. cooled a little the wire 
      would make continuity and charge again.  I suspect that the heavy wire 
      was damaged during manufacture and would not show up until the alt. put 
      under heavy loads in hot conditions.  I had to use a magnifying glass to 
      
      finally view the crack.....
      
      If it is not diodes, then look for this stator wire problem.
      David
      
      
________________________________________________________________________________
Date: 
Dec 07, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Aux alt. ground
      
      
      At 05:56 PM 12/6/2010, you wrote:
      >Bob,
      >
      >Is there a suggested wire size (or rule of thumb) for the ground 
      >coming off the aux alt. capacitor in Z-131/8 Rev. R ?
      >
      >Thanks
      
         Same size as the wires connected to the other end.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Dec 07, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Avionics ground bus
      
      
      Some parts on order for the first production batch will
      be here tomorrow. I'm about 1/3 completed with the
      instruction manual. I'll put it up on the website
      catalog and order form tomorrow.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
Date: 
Dec 07, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Avionics ground bus
      
      
      At 09:55 AM 12/7/2010, you wrote:
      >
      >
      >Some parts on order for the first production batch will
      >be here tomorrow. I'm about 1/3 completed with the
      >instruction manual. I'll put it up on the website
      >catalog and order form tomorrow.
      
         Scratch that. I modified the html for the catalog
         and put it up on the server to test . . . but forgot
         to put it away when I was finished. Orders are
         already showing up so I'll leave it alone. Interested
         individuals can place an order for the 37-pin ground
         bus at their convenience.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
From: 
"Neal George" <n8zg(at)att.net>
Subject: 
RE:  Intermittent Generator
Date: 
Dec 07, 2010
      
      Several possibilities, Dennis,
      
      
      Assuming you've checked the belt for proper tension, and given your
      description of the circumstances, all the ones I can imagine indicate a heat
      component.   David makes a good point regarding case cracks & conductor
      breaks that open up as the unit reaches operating temps, then close as it
      cools.  Every component in the case is subject to that failure mode.
      
      
      You didn't say how long between take-off and low-voltage indication - still
      in the climb with lights, pitot heat, gear actuators running, drawing max
      loads down low where it's relatively warmer OAT?  Or high cruise, cooler OAT
      and "normal" steady-state loads?  When the voltage sagged, where did it
      stabilize before you enabled the SD-8 - 10.8v?  11.5v?  12.3v?
      
      
      You reported a whine and sagging voltage - the low end of normal with both
      the SD-8 and main alt running.  Folks who know a lot more about alternators
      than I have told me that a failing diode pack will often generate enough
      electrical noise to manifest as a whine in the audio system.  I expect
      arcing/chattering brushes could generate similar noise.
      
      
      Bob teaches that our GA alternators are predominately 3-phase devices.  If
      you lose one of the three output legs, your alternator can still deliver
      energy, but it won't be full rated power.  You reported that with the SD-8
      running, bringing the main alt back on line raised the bus voltage to the
      low end of the normal range.  This indicates that the main alt was
      contributing some power, but not enough to carry the load.
      
      
      A weak field could also manifest as a low voltage.  A loose field connector,
      faulty wire, failing switch/breaker, dirty/worn/contaminated brushes & rings
      are all possible culprits. 
      
      
      I believe I'd start by checking the ship's alternator circuits for
      loose/corroded connections, then pull the alternator for a trip to the local
      automotive starter & alternator repair house for some bench testing.
      
      
      neal   
      
      
      =============
      
      Hi Neal,
      
      
      A diode failure in the alternator was my first thought, too.  But when the
      alternator healed itself and returned to normal function a few minutes
      later, I wasn't so sure.  Is it likely that a diode would fail
      intermittently?
      
      
      I listened to Mike Busch's webinar on alternators last night
      http://www.savvymx.com/index.php/webinar and he said an intermittent problem
      was likely something to do with the brushes, which was my guess after my
      alternator healed itself.
      
      
      Thanks for the help,
      
      Dennis
      
      
________________________________________________________________________________
Subject: 
G530 TX Issue
Date: 
Dec 07, 2010
From: 
<longg(at)pjm.com>
      
      My Garmin 530 is having an issue transmitting. 
      
      1.       When I click on the PTT button the TX light comes on the Garmin
      and my test handheld radio goes silent as to receive the voice. No voice
      is transmitted/heard. I have to really speak up to hear myself talking
      when I press the button.
      2.       My other 2 com radios work perfectly.
      3.       Also when transmitting the Audio COM1 button blinks and
      recognizes the transmission.
      4.       The vol/sql knob appears to work as advertised.
      
      Ideas appreciated.
      
      Thanks
      
      Glenn E. Long
      
________________________________________________________________________________
From: 
Tim Perry <tperry(at)lvtofly.com>
Subject: 
Re: G530 TX Issue
Date: 
Dec 07, 2010
      
      Had my 430 do the same thing.  Had to send it to garmin, they ended up repla
      cing the two boards.  I have talked to several others have similar failures o
      n the 430 and 530.  For the 430 it was flat rate repair of $800.
      
      Tim
      
      
      On Dec 7, 2010, at 1:30 PM,  wrote:
      
      > My Garmin 530 is having an issue transmitting.
      > 
      >  
      > 
      > 1.       When I click on the PTT button the TX light comes on the Garmin a
      nd my test handheld radio goes silent as to receive the voice. No voice is t
      ransmitted/heard. I have to really speak up to hear myself talking when I pr
      ess the button.
      > 
      > 2.       My other 2 com radios work perfectly.
      > 
      > 3.       Also when transmitting the Audio COM1 button blinks and recognize
      s the transmission.
      > 
      > 4.       The vol/sql knob appears to work as advertised.
      > 
      >  
      > 
      > Ideas appreciated.
      > 
      >  
      > 
      > Thanks
      > 
      >  
      > 
      > Glenn E. Long
      > 
      > 
      > 
      ==========================
      =========
      ==========================
      =========
      ==========================
      =========
      ==========================
      =========
      
________________________________________________________________________________
Date: 
Dec 07, 2010
From: 
Charlie England <ceengland(at)bellsouth.net>
Subject: 
Re: G530 TX Issue
      
      On 12/7/2010 12:30 PM, longg(at)pjm.com wrote:
      >
      > My Garmin 530 is having an issue transmitting.
      >
      > 1.When I click on the PTT button the TX light comes on the Garmin and 
      > my test handheld radio goes silent as to receive the voice. No voice 
      > is transmitted/heard. I have to really speak up to hear myself talking 
      > when I press the button.
      >
      > 2.My other 2 com radios work perfectly.
      >
      > 3.Also when transmitting the Audio COM1 button blinks and recognizes 
      > the transmission.
      >
      > 4.The vol/sql knob appears to work as advertised.
      >
      > Ideas appreciated.
      >
      > Thanks
      >
      > Glenn E. Long
      >
      A friend had the same symptom with a factory new 430. Swapped into 
      another a/c & it worked fine; bad again in his plane.
      
      After perusing the wiring diagrams for days and contacting Garmin tech 
      help & detailing every single pin that had wire (tech said it was wired 
      correctly), he finally took it to a local avionics shop. They took one 
      look at the back & told him he was missing one of the grounds (sorry; 
      don't remember which one).
      
      The harness was built by the vendor where he bought the radio.
      
      Remember that even if it worked for a while, pins can back out of the 
      housing if they are defective, or if they were not fully seated when 
      they were installed.
      
      Charlie
      
________________________________________________________________________________
Date: 
Dec 07, 2010
From: 
Peter Pengilly <peter(at)sportingaero.com>
Subject: 
Re: Music isolation advice
      
      This is the expensive way to achieve what you're after here 
      <http://www.ps-engineering.com/muse.shtml> - street price should be 
      less, but way more than a few resistors!
      
      I'm not an electronics guru, but I don't see any reason why the audio 
      would not be fed into the other headsets - there doesn't appear to be 
      anything to stop it ... Perhaps you need a isolating amplifier at each 
      seat - Bob posted about these a few days ago:
      
      http://www.aeroelectric.com/Catalog/AEC/9009/
      
      Not entirely sure it will meet your needs, but I think it does.
      
      Peter
      
      On 07/12/2010 17:30, Tim Olson wrote:
      > Attached is a .jpg to best explain this....
      >
      > I'm mixing audio into the headset cord, basically.
      > In the end I will be doing something for both rear
      > seats, so they have independent music.
      >
      > Today though I realized something after looking at my
      > audio panel (PMA8000) wiring info...  All of the
      > rear seat jacks (4 passenger jacks) are all basically
      > paralleled together.
      >
      > I tested injecting audio with the attached circuit
      > using 10 ohm and 100 ohm resistors, and got a
      > satisfactory music and intercom volume to the headset...
      > tested using a portable intercom.  What I forgot
      > about was the section in blue....with the other
      > headsets in parallel.
      >
      > I'm betting that the resistors will do nothing to
      > prevent the MUSIC audio from this left seat example from
      > being heard by the right seat (blue).
      >
      > It seems to me that I'll need to put some sort
      > of isolator in the intercom audio line, just
      > before the 10 ohm resistors, in order to prevent
      > the music from backfeeding to the other headsets.
      >
      > Is there a simple way to do this, or am I wrong, and
      > the resistors if I do a similar circuit on the right,
      > act as some sort of matching device and prevent
      > this from happening?
      >
      
________________________________________________________________________________
From: 
"Sue Dehnert" <bankshire(at)harboursat.com.au>
Subject: 
Key Switch & LSE Ignition
Date: 
Dec 08, 2010
      
      Hi all,
               Will be using a standard aircraft key switch and connecting L/H 
      mag P lead to terminal L on switch with shield grounded at mag and 
      connected to GRD terminal on switch.
               The LSE ignition key switch option (P) lead from output 
      connector pin 1 to terminal R on the switch. This lead is shielded and 
      connected to pin 9 on the output connector of the LSE and GRD terminal 
      on the switch.
      
                Q 1 Does the switch GRD terminal need to be grounded to the 
      airframe ie battery ground because of the LSE ignition.
      
                Q 2 Do I use the Jumper between the GRD & R terminals on the 
      switch. ( Aerosportpower O360 with 1 mag L/H & LSE ignition R/H ) 
      
                Q 3 Separate from above which TACH signal on LSE would be best 
      to use for DYNON EMS Pulse or Analog
      
      Hope I have explained this clearly and look forward to your replies 
      thanks John Dehnert.          
                
      
________________________________________________________________________________
Date: 
Dec 07, 2010
Subject: 
Noise in headset from Map496
From: 
Marty <rv6awingman(at)gmail.com>
      
      I am trying to track down some noise in my headset that near as I can tell
      is generated by my MAP496 with weather.  When I turn the GPS off, the noise
      is gone.  The noise is a rhythmic sort of hiss in the head set, approx every
      second.  It appears with engine on or engine off.  It is masked when flying
      by the other noise in the cockpit, but it is noticeable.  The noise might be
      generated by the active weather antenna, but as my unit is panel mounted and
      powered from the buss so pulling the antenna is not the easiest chore.  I
      can't find a way to turn the weather off, and deactivate that antenna to see
      if that is the source while the GPS is turned on.  The GPS and Weather
      antennas are mounted close to each other, on the glare shield in front of
      the co-pilot and above to the Garmin GMA340 audio panel. Anyone have some
      experience with this or other ideas?
      
      Marty RV-6A
      N826ME
      
________________________________________________________________________________
Date: 
Dec 07, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Music isolation advice
      
      
      At 04:11 PM 12/7/2010, you wrote:
      >
      >Holy moly, if I'd have known about those a few days
      >ago I might just have jumped on that.   Indeed it
      >is nearly exactly what I'm looking for, but yeah,
      >at 3X the price I suppose.
      >
      >It looks like you're right...this kit that Bob has might
      >be just the ticket.  I'll have to see if the circuit
      >board is available pre-made...if so, I think I'll do this.
      
         I've never offered it as an assembled device
         but I think I've got the parts in the bins to
         build one. If you decide that's what you need,
         we can probably accommodate you.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
From: 
"Noel Loveys" <noelloveys(at)yahoo.ca>
Subject: 
Intermittent Generator Problem
Date: 
Dec 07, 2010
      
      It could also be a sticking brush on the field coil.
      
      
      Noel
      
      
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of David
      Lloyd
      Sent: December 6, 2010 7:05 PM
      Subject: Re: AeroElectric-List: Intermittent Generator Problem
      
      
      About intermittent alternators.....  Once I had to chase a mystery problem.
      Alternator would go off line, later come on line.  I later chased down a
      hairline crack in the stationary stator windings in the case where it
      entered a swaging boss.  When the alt. go hot, the hairline crack would open
      and after the alt. cooled a little the wire would make continuity and charge
      again.  I suspect that the heavy wire was damaged during manufacture and
      would not show up until the alt. put under heavy loads in hot conditions.  I
      had to use a magnifying glass to finally view the crack.....
      
      
      If it is not diodes, then look for this stator wire problem.
      
      David
      
      
      ----- Original Message ----- 
      
      From: Neal George <mailto:n8zg(at)att.net>  
      
      
      Sent: Monday, December 06, 2010 12:58 PM
      
      Subject: RE: AeroElectric-List: Intermittent Generator Problem
      
      
      I suspect you're losing an output  diode in the alternator.
      
      
      neal 
      
      
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Dennis
      Johnson
      Sent: Monday, December 06, 2010 9:59 AM
      Subject: AeroElectric-List: Intermittent Generator Problem
      
      
      While on a cross country flight last week, I got a low voltage indication in
      my Lancair Legacy, wired using Z 13-8.  I turned on the SD-8 aux alternator
      and the voltage increased to the low end of the normal range.  I also
      noticed a whine sound in my headset.  If I turned off the main alternator,
      the whine went away but the voltage sagged.  (I have an all electric
      airplane and the SD-8 won't carry the full load unless I shed loads, turn
      the master switch off, and run on the E-bus.)  
      
      
      I turned the main alternator back on and the whine sound in my headset
      returned and the voltage returned to the low end of the normal range.  I
      flew that way for about 15 minutes and the whine suddenly stopped and
      voltage jumped up to normal.  I turned off the aux alternator and completed
      the flight normally.  
      
      
      Everything was perfectly normal for the two hour flight home.
      
      
      Any ideas what caused this?  Since the first symptom was reduced output and
      a whine in the headset, I initially suspected failed diodes inside the
      alternator, but when it healed itself, I thought it might have been a brush
      problem inside the alternator.  After 15 minutes, whatever was causing poor
      brush contact went away?  I'm grasping at straws here.
      
      
      I am so thankful for Bob's Z 13-8 architecture, which allowed me to continue
      the flight without breaking a sweat!  Thanks, Bob!  
      
      
      Supporting information:
      
      Lancair Legacy, Continental IO-550 engine, 12 volt gear-driven main
      alternator, SD-8 permanent magnet aux alternator, Z 13-8 architecture, all
      electric panel.
      
      
      Dennis Johnson 
      
      
      www.aeroelectric.com
      www.buildersbooks.com
      www.homebuilthelp.com
      http://www.matronics.com/contribution
      http://www.matronics.com/Navigator?AeroElectric-List
      http://forums.matronics.com
      
      
      href="http://www.aeroelectric.com">www.aeroelectric.com
      href="http://www.buildersbooks.com">www.buildersbooks.com
      href="http://www.homebuilthelp.com">www.homebuilthelp.com
      href="http://www.matronics.com/contribution">http://www.matronics.com/chref
      "http://www.matronics.com/Navigator?AeroElectric-List">http://www.matronics.
      com/Navigator?AeroElectric-List
      href="http://forums.matronics.com">http://forums.matronics.com
      
      
________________________________________________________________________________
Date: 
Dec 07, 2010
Subject: 
Water temp sensor ground
From: 
Paul Kuntz <paul.r.kuntz(at)gmail.com>
      
      This photo<http://webhosting.web.com/imagelib/sitebuilder/misc/show_image.html?linkedwidth=actual&linkpath=http://www.pipistrelbuilders.com/sitebuildercontent/sitebuilderpictures/water_temp_sensor_2.JPG&target=tlx_picncs7>shows
      a water temperature sensor in the coolant manifold riser on my Rotax
      912 installation.  It's the brass-colored fitting screwed into the end of
      the short horizontal tube in the middle of the photo.  The sensor needs a
      ground, but the coolant manifold is connected by rubber hoses to the engine,
      so it's not presently grounded.  I would prefer to ground the sensor with a
      tabbed copper washer under the sensor itself, to which I could attach a
      ground wire, but I don't know a source.  I suppose I could fabricate one
      myself, but I'd rather buy one if they are available.  Alternatively, I
      could screw a hose clamp around the manifold and ground the clamp.  Any
      recommendations?
      
      Thanks,
      Paul Kuntz
      http://www.pipistrelbuilders.com
      
________________________________________________________________________________
Subject: 
Re: Water temp sensor ground
From: 
"user9253" <fran4sew(at)banyanol.com>
Date: 
Dec 08, 2010
      
      
      How about using a ring terminal?  What inside diameter is required?
      Maybe you could find one at an auto parts store.  The electronic supply houses
      usually sell them in boxes of 10 or more.  http://search.digikey.com/scripts/DkSearch/dksus.dll?Detail&name=320758-ND
      Ask around, someone might have one of the size needed.
      Joe
      
      --------
      Joe Gores
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=322648#322648
      
      
________________________________________________________________________________
Subject: 
LSE Ignition for Sale
Date: 
Dec 08, 2010
From: 
<longg(at)pjm.com>
      
      For any of you building your project, I've got an LSE Ignition with only
      1 hour of time on it. I used to have dual, but took one off and replaced
      with 1 mag at the advice of those with more experience. 
      
      If you are interested, let me know. Wholesale, this model goes for
      $1300+ stuff anywhere else. A Slick mag will cost you more than 1k.
      
      
      Model: Plasma III / 4 Cylinder
      Type: Hall Sensor
      Harness: Order from Klaus - You need a special length based on
      installation location and whether you want a Simpson display.
      RPM Pickup - Klaus says this model should provide it, but I could never
      get a signal off the pins. You can mail to him to check if you want it.
      I don't use it. The Simpson option displays everything you need. RPM,
      MP, Timing.
      Coil and Wire harness included for 4 cylinder setup.
      Condition: Used 1 hour
      
      Price $1000.00 - No offers please. I'll let it sit on the shelf and rot
      for anything less.
      
      Glenn
      
________________________________________________________________________________
From: 
"JOHN TIPTON" <jmtipton(at)btopenworld.com>
Subject: 
Re: LSE Ignition for Sale
Date: 
Dec 08, 2010
      
      I'll let it sit on the shelf and rot for anything less.
      
      Nice one
      
      
        ----- Original Message ----- 
        From: longg(at)pjm.com 
        To: aeroelectric-list(at)matronics.com 
        Sent: Wednesday, December 08, 2010 1:14 PM
        Subject: AeroElectric-List: LSE Ignition for Sale
      
      
        For any of you building your project, I've got an LSE Ignition with 
      only 1 hour of time on it. I used to have dual, but took one off and 
      replaced with 1 mag at the advice of those with more experience. 
      
         
      
        If you are interested, let me know. Wholesale, this model goes for 
      $1300+ stuff anywhere else. A Slick mag will cost you more than 1k.
      
         
      
         
      
        Model: Plasma III / 4 Cylinder
      
        Type: Hall Sensor
      
        Harness: Order from Klaus - You need a special length based on 
      installation location and whether you want a Simpson display.
      
        RPM Pickup - Klaus says this model should provide it, but I could 
      never get a signal off the pins. You can mail to him to check if you 
      want it. I don't use it. The Simpson option displays everything you 
      need. RPM, MP, Timing.
      
        Coil and Wire harness included for 4 cylinder setup.
      
        Condition: Used 1 hour
      
         
      
        Price $1000.00 - No offers please. I'll let it sit on the shelf and 
      rot for anything less.
      
         
      
        Glenn
      
      
________________________________________________________________________________
From: 
"Neal George" <n8zg(at)att.net>
Subject: 
Water temp sensor ground
Date: 
Dec 08, 2010
      
      Paul - 
      
      If the brass fitting had NPT threads, trying to clamp a tabbed washer
      between the fitting and the manifold is probably not a good idea.  Clamping
      force is required to maintain electrical contact/continuity with the washer,
      fitting & sensor.  NPT threads depend on taper & interference fit to seal.
      Finding the perfect thickness of washer to fill the gap between the manifold
      boss and the adapter shoulder while maintaining the correct fit of the NPT
      threads without over- or under-torquing might be challenging.
      
      
      If it were my airplane, I think I'd drill thru one of the corners of the
      brass fitting (emulating a safety wire hole) and solder a wire in the hole
      for the ground.  Example photos: 
      
      
      http://www.wicksaircraft.com/catalog/product_cat.php/subid=10147/index.html 
      
      http://www.gen-aircraft-hardware.com/images/pdf/nuts_corner_drilled.pdf 
      
      
      neal
      
      ==========
      
      This photo
      <http://webhosting.web.com/imagelib/sitebuilder/misc/show_image.html?linkedw
      idth=actual&linkpath=http://www.pipistrelbuilders.com/sitebuildercontent/sit
      ebuilderpictures/water_temp_sensor_2.JPG&target=tlx_picncs7>  shows a water
      temperature sensor in the coolant manifold riser on my Rotax 912
      installation.  It's the brass-colored fitting screwed into the end of the
      short horizontal tube in the middle of the photo.  The sensor needs a
      ground, but the coolant manifold is connected by rubber hoses to the engine,
      so it's not presently grounded.  I would prefer to ground the sensor with a
      tabbed copper washer under the sensor itself, to which I could attach a
      ground wire, but I don't know a source.  I suppose I could fabricate one
      myself, but I'd rather buy one if they are available.  Alternatively, I
      could screw a hose clamp around the manifold and ground the clamp.  Any
      recommendations?
      
      Thanks,
      Paul Kuntz
      http://www.pipistrelbuilders.com
      
      
________________________________________________________________________________
Date: 
Dec 08, 2010
Subject: 
Re: Water temp sensor ground
From: 
Paul Kuntz <paul.r.kuntz(at)gmail.com>
      
      Neal,
      
      That's not a bad idea, although this particular fitting has straight
      threads, not tapered pipe threads.  One problem I see with the soldered
      ground wire is the possibility of wire fatigue at the solder joint.
      
      Thanks,
      Paul
      
      On Wed, Dec 8, 2010 at 6:04 AM, Neal George  wrote:
      
      > Paul '
      >
      > If the brass fitting had NPT threads, trying to clamp a tabbed washer
      > between the fitting and the manifold is probably not a good idea.  Clampi
      ng
      > force is required to maintain electrical contact/continuity with the wash
      er,
      > fitting & sensor.  NPT threads depend on taper & interference fit to seal
      .
      > Finding the perfect thickness of washer to fill the gap between the manif
      old
      > boss and the adapter shoulder while maintaining the correct fit of the NP
      T
      > threads without over- or under-torquing might be challenging.
      >
      >
      > If it were my airplane, I think I=92d drill thru one of the corners of th
      e
      > brass fitting (emulating a safety wire hole) and solder a wire in the hol
      e
      > for the ground.  Example photos:
      >
      >
      > http://www.wicksaircraft.com/catalog/product_cat.php/subid=10147/index.
      html
      >
      > http://www.gen-aircraft-hardware.com/images/pdf/nuts_corner_drilled.pdf
      >
      >
      > neal
      >
      > ==========
      >
      > This photo<http://webhosting.web.com/imagelib/sitebuilder/misc/show_image
      .html?linkedwidth=actual&linkpath=http://www.pipistrelbuilders.com/site
      buildercontent/sitebuilderpictures/water_temp_sensor_2.JPG&target=tlx_pic
      ncs7>shows a water temperature sensor in the coolant manifold riser on my R
      otax
      > 912 installation.  It's the brass-colored fitting screwed into the end of
      > the short horizontal tube in the middle of the photo.  The sensor needs a
      > ground, but the coolant manifold is connected by rubber hoses to the engi
      ne,
      > so it's not presently grounded.  I would prefer to ground the sensor with
       a
      > tabbed copper washer under the sensor itself, to which I could attach a
      > ground wire, but I don't know a source.  I suppose I could fabricate one
      > myself, but I'd rather buy one if they are available.  Alternatively, I
      > could screw a hose clamp around the manifold and ground the clamp.  Any
      > recommendations?
      >
      > Thanks,
      > Paul Kuntz
      > http://www.pipistrelbuilders.com
      >
      > *
      >
      ===========
      ===========
      ===========
      ============*
      >
      >
      
________________________________________________________________________________
Subject: 
LSE Ignition for Sale
Date: 
Dec 08, 2010
From: 
<longg(at)pjm.com>
      
      
      Additional item - Hal sensor gear not included. You or your engine folks
      provide the accessory gear for the hall sensor. I got the unit with the
      engine so had to swap the gear to use on my MAG. Talk to your engine
      people first to be sure.
      
      Personal checks welcome. Will not ship until I got the green.
      
      Thanks
      
      Glenn E. Long
      
      -----Original Message-----
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of
      longg(at)pjm.com
      Sent: Wednesday, December 08, 2010 8:14 AM
      Subject: AeroElectric-List: LSE Ignition for Sale
      
      For any of you building your project, I've got an LSE Ignition with only
      1 hour of time on it. I used to have dual, but took one off and replaced
      with 1 mag at the advice of those with more experience. 
      
      If you are interested, let me know. Wholesale, this model goes for
      $1300+ stuff anywhere else. A Slick mag will cost you more than 1k.
      
      
      Model: Plasma III / 4 Cylinder
      Type: Hall Sensor
      Harness: Order from Klaus - You need a special length based on
      installation location and whether you want a Simpson display.
      RPM Pickup - Klaus says this model should provide it, but I could never
      get a signal off the pins. You can mail to him to check if you want it.
      I don't use it. The Simpson option displays everything you need. RPM,
      MP, Timing.
      Coil and Wire harness included for 4 cylinder setup.
      Condition: Used 1 hour
      
      Price $1000.00 - No offers please. I'll let it sit on the shelf and rot
      for anything less.
      
      Glenn
      
      
________________________________________________________________________________
Date: 
Dec 08, 2010
From: 
paul wilson <pwmac(at)sisna.com>
Subject: 
Re: Water temp sensor ground
      
      Dont know what brand you are installing, but most gauges come with 
      optional two senders. One like yours and on with the required ground 
      tab. Check the source for that option. Lots more samitary than a 
      workaround with onbly one tab.
      PaulW
      =====
      At 08:56 PM 12/7/2010, you wrote:
      ><http://webhosting.web.com/imagelib/sitebuilder/misc/show_image.html?linkedwidth=actual&linkpath=http://www.pipistrelbuilders.com/sitebuildercontent/sitebuilderpictures/water_temp_sensor_2.JPG&target=tlx_picncs7>This 
      >photo shows a water temperature sensor in the coolant manifold riser 
      >on my Rotax 912 installation.  It's the brass-colored fitting 
      >screwed into the end of the short horizontal tube in the middle of 
      >the photo.  The sensor needs a ground, but the coolant manifold is 
      >connected by rubber hoses to the engine, so it's not presently 
      >grounded.  I would prefer to ground the sensor with a tabbed copper 
      >washer under the sensor itself, to which I could attach a ground 
      >wire, but I don't know a source.  I suppose I could fabricate one 
      >myself, but I'd rather buy one if they are 
      >available.  Alternatively, I could screw a hose clamp around the 
      >manifold and ground the clamp.  Any recommendations?
      >
      >Thanks,
      >Paul Kuntz
      ><http://www.pipistrelbuilders.com>http://www.pipistrelbuilders.com
      >
      
________________________________________________________________________________
Date: 
Dec 08, 2010
Subject: 
Re: Water temp sensor ground
From: 
"Jon Finley" <jon(at)finleyweb.net>
      
      =0AHi Paul,=0A =0AThe best option is to replace the sensor with one that ha
      s a ground connector (obviously).  However; I have run into this same situa
      tion a number of times and have never come up with a really good solution (
      so am listening closely to the responses).  The best I have come up is a ho
      se clamp around the sensor with a ground wire underneith it (as you mention
      ed). The only trick to this seems to be adequately securing the wire agains
      t vibration or else it will break (at the hose clamp) over time. Of course 
      (just to spite me I think), the most recent sensor I added was a large hexa
      gon shape which made the hose clamp solution really crude.=0A =0AJon Finley
      =0AN314JF - Q2 - Subaru EJ-22=0A[http://www.finleyweb.net/Q2Subaru.aspx] ht
      tp://www.finleyweb.net/Q2Subaru.aspx=0A=0A=0A-----Original Message-----=0AF
      rom: "Paul Kuntz" =0ASent: Wednesday, December 8, 2
      010 7:28am=0ATo: aeroelectric-list(at)matronics.com=0ASubject: Re: AeroElectri
      c-List: Water temp sensor ground=0A=0ANeal,=0A=0AThat's not a bad idea, alt
      hough this particular fitting has straight threads, not tapered pipe thread
      s.  One problem I see with the soldered ground wire is the possibility of w
      ire fatigue at the solder joint.=0A=0AThanks,=0APaul=0A=0A=0AOn Wed, Dec 8,
       2010 at 6:04 AM, Neal George <[mailto:n8zg(at)att.net] n8zg(at)att.net> wrote:
      =0A=0A=0A=0APaul =93 =0AIf the brass fitting had NPT threads, trying 
      to clamp a tabbed washer between the fitting and the manifold is probably n
      ot a good idea.  Clamping force is required to maintain electrical contact/
      continuity with the washer, fitting & sensor.  NPT threads depend on taper 
      & interference fit to seal.  Finding the perfect thickness of washer to fil
      l the gap between the manifold boss and the adapter shoulder while maintain
      ing the correct fit of the NPT threads without over- or under-torquing migh
      t be challenging.=0A =0AIf it were my airplane, I think I=99d drill t
      hru one of the corners of the brass fitting (emulating a safety wire hole) 
      and solder a wire in the hole for the ground.  Example photos: =0A =0A[http
      ://www.wicksaircraft.com/catalog/product_cat.php/subid=10147/index.html] 
      http://www.wicksaircraft.com/catalog/product_cat.php/subid=10147/index.ht
      ml =0A[http://www.gen-aircraft-hardware.com/images/pdf/nuts_corner_drilled.
      pdf] http://www.gen-aircraft-hardware.com/images/pdf/nuts_corner_drilled.pd
      f =0A =0Aneal=0A============0A=0A=0A=0A[http://webhos
      ting.web.com/imagelib/sitebuilder/misc/show_image.html?linkedwidth=actual
      &linkpath=http://www.pipistrelbuilders.com/sitebuildercontent/sitebuilder
      pictures/water_temp_sensor_2.JPG&target=tlx_picncs7] This photo shows a w
      ater temperature sensor in the coolant manifold riser on my Rotax 912 insta
      llation.  It's the brass-colored fitting screwed into the end of the short 
      horizontal tube in the middle of the photo.  The sensor needs a ground, but
       the coolant manifold is connected by rubber hoses to the engine, so it's n
      ot presently grounded.  I would prefer to ground the sensor with a tabbed c
      opper washer under the sensor itself, to which I could attach a ground wire
      , but I don't know a source.  I suppose I could fabricate one myself, but I
      'd rather buy one if they are available.  Alternatively, I could screw a ho
      se clamp around the manifold and ground the clamp.  Any recommendations?=0A
      =0AThanks,=0APaul Kuntz=0A[http://www.pipistrelbuilders.com/] http://www.pi
      pistrelbuilders.com=0A=0A=0A=0A_blank">www.aeroelectric.com.com" target="
      _blank">www.buildersbooks.com="_blank">www.homebuilthelp.com_blank">http:
      //www.matronics.com/contributionist" target="_blank">http://www.matronics
      ========================
      
________________________________________________________________________________
From: 
"Neal George" <n8zg(at)att.net>
Subject: 
Water temp sensor ground
Date: 
Dec 08, 2010
      
      The soldered joint presents a manageable risk.  
      
      Two easy options:
      
      1-   After soldering the joint, wrap the wire around the sensor once and
      secure with heat shrink or self-fusing silicone tape.
      
      2 - Manipulate the wire to make it lay along the axis of the sensor before
      soldering.  After soldering, bind the wire to the sensor body with heat
      shrink or self-fusing silicone tape after soldering.
      
      
      There are many variations on exactly how to route, lay and affix the leads,
      depending on whether you plan to use individual wires for signal and ground,
      or some sort of paired conductor (shielded or twisted pair - for
      convenience, not noise rejection).
      
      
      neal
      
      =================
      
      Neal,
      
      That's not a bad idea, although this particular fitting has straight
      threads, not tapered pipe threads.  One problem I see with the soldered
      ground wire is the possibility of wire fatigue at the solder joint.
      
      Thanks,
      Paul
      
      
________________________________________________________________________________
From: 
"Dennis Johnson" <pinetownd(at)volcano.net>
Subject: 
RE:  Intermittent Generator
Date: 
Dec 08, 2010
      
      From: "Noel Loveys" <noelloveys(at)yahoo.ca>
      Subject: RE: AeroElectric-List: Intermittent Generator Problem
      
      It could also be a sticking brush on the field coil.
      
      
      Noel
      
      Hi Noel,
      That's my current guess, too.  I think I'll run it some more and see if 
      the problem recurs.  If so, I'll remove the alternator and have it 
      repaired.
      
      Thanks,
      Dennis
      
________________________________________________________________________________
From: 
"Dennis Johnson" <pinetownd(at)volcano.net>
Subject: 
RE:  Intermittent Generator
Date: 
Dec 08, 2010
      
      Hi Neal, 
      
      You suggested heat buildup as a possible cause of my intermittent 
      generator problem.  The problem began about 45 minutes into the flight.  
      I was at 17,000' MSL and the temperature was about 14 Deg F.  The 
      alternator on my IO-550 is gear driven and mounted at the front of the 
      engine, directly behind one of the two air inlets into the cowling, so I 
      can't imagine heat being a problem.  I was running normal loads, the 
      battery was pretty much charged and pitot heat was turned off. 
      
      I'll take your advice and check all the alternator wiring connectors for 
      loose and corroded connections.
      
      Thanks,
      Dennis
      
________________________________________________________________________________
Date: 
Dec 08, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Re: Music isolation advice
      
      
      At 10:34 AM 12/8/2010, you wrote:
      >
      >Actually, I just realized that Bob's 9009-700L won't
      >work for me, as stock at least, if I use it per normal
      >operation.  It provides for Mono headphone audio,
      >and mixes to Stereo music.  I need to have Stereo
      >Headset audio mixed with Stereo Music Audio.
      
          The 9009 board is easily 'jeeped' to provide
          two pairs of stereo input.
      
      
         Bob . . . 
      
      
________________________________________________________________________________
From: 
"Bill Bradburry" <bbradburry(at)bellsouth.net>
Subject: 
Water temp sensor ground
Date: 
Dec 08, 2010
      
      The best solution is the ground tab as suggested below.  Barring that, check
      for good continuity between the sensor body and the pipe it is screwed into.
      If it is making good contact, place a hose clamp around the pipe and attach
      a ground wire to the clamp.
      
      
      Bill B
      
      
        _____  
      
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Jon
      Finley
      Sent: Wednesday, December 08, 2010 9:56 AM
      Subject: Re: AeroElectric-List: Water temp sensor ground
      
      
      Hi Paul,
      
      
      The best option is to replace the sensor with one that has a ground
      connector (obviously).  However; I have run into this same situation a
      number of times and have never come up with a really good solution (so am
      listening closely to the responses).  The best I have come up is a hose
      clamp around the sensor with a ground wire underneith it (as you mentioned).
      The only trick to this seems to be adequately securing the wire against
      vibration or else it will break (at the hose clamp) over time. Of course
      (just to spite me I think), the most recent sensor I added was a large
      hexagon shape which made the hose clamp solution really crude.
      
      
      Jon Finley
      
      N314JF - Q2 - Subaru EJ-22
      
      http://www.finleyweb.net/Q2Subaru.aspx
      
      
      -----Original Message-----
      From: "Paul Kuntz" <paul.r.kuntz(at)gmail.com>
      Sent: Wednesday, December 8, 2010 7:28am
      Subject: Re: AeroElectric-List: Water temp sensor ground
      
      Neal,
      
      That's not a bad idea, although this particular fitting has straight
      threads, not tapered pipe threads.  One problem I see with the soldered
      ground wire is the possibility of wire fatigue at the solder joint.
      
      Thanks,
      Paul
      
      On Wed, Dec 8, 2010 at 6:04 AM, Neal George  wrote:
      
      Paul - 
      
      If the brass fitting had NPT threads, trying to clamp a tabbed washer
      between the fitting and the manifold is probably not a good idea.  Clamping
      force is required to maintain electrical contact/continuity with the washer,
      fitting & sensor.  NPT threads depend on taper & interference fit to seal.
      Finding the perfect thickness of washer to fill the gap between the manifold
      boss and the adapter shoulder while maintaining the correct fit of the NPT
      threads without over- or under-torquing might be challenging.
      
      
      If it were my airplane, I think I'd drill thru one of the corners of the
      brass fitting (emulating a safety wire hole) and solder a wire in the hole
      for the ground.  Example photos: 
      
      
      http://www.wicksaircraft.com/catalog/product_cat.php/subid=10147/index.html 
      
      http://www.gen-aircraft-hardware.com/images/pdf/nuts_corner_drilled.pdf 
      
      
      neal
      
      ==========
      
      This photo
      <http://webhosting.web.com/imagelib/sitebuilder/misc/show_image.html?linkedw
      idth=actual&linkpath=http://www.pipistrelbuilders.com/sitebuildercontent/sit
      ebuilderpictures/water_temp_sensor_2.JPG&target=tlx_picncs7>  shows a water
      temperature sensor in the coolant manifold riser on my Rotax 912
      installation.  It's the brass-colored fitting screwed into the end of the
      short horizontal tube in the middle of the photo.  The sensor needs a
      ground, but the coolant manifold is connected by rubber hoses to the engine,
      so it's not presently grounded.  I would prefer to ground the sensor with a
      tabbed copper washer under the sensor itself, to which I could attach a
      ground wire, but I don't know a source.  I suppose I could fabricate one
      myself, but I'd rather buy one if they are available.  Alternatively, I
      could screw a hose clamp around the manifold and ground the clamp.  Any
      recommendations?
      
      Thanks,
      Paul Kuntz
      http://www.pipistrelbuilders.com  
      
      
      _blank">www.aeroelectric.com
      .com" target="_blank">www.buildersbooks.com
      ="_blank">www.homebuilthelp.com
      _blank">http://www.matronics.com/contribution
      ist" target="_blank">http://www.matronics.com/Navigator?AeroElectric-List
      tp://forums.matronics.com
      
      
      www.buildersbooks.com <http://www.buildersbooks.com/>
      p://www.matronics.com/Navigator?AeroElectric-List">http://www.matronics.com
      =======
      
      
________________________________________________________________________________
Date: 
Dec 08, 2010
Subject: 
Re: Water temp sensor ground
From: 
Paul Kuntz <paul.r.kuntz(at)gmail.com>
      
      Good input, Neal.  Thanks.
      
      Paul
      
      On Wed, Dec 8, 2010 at 7:00 AM, Neal George  wrote:
      
      >  The soldered joint presents a manageable risk.
      >
      > Two easy options:
      >
      > 1-   After soldering the joint, wrap the wire around the sensor once and
      > secure with heat shrink or self-fusing silicone tape.
      >
      > 2 ' Manipulate the wire to make it lay along the axis of the sensor bef
      ore
      > soldering.  After soldering, bind the wire to the sensor body with heat
      > shrink or self-fusing silicone tape after soldering.
      >
      >
      > There are many variations on exactly how to route, lay and affix the lead
      s,
      > depending on whether you plan to use individual wires for signal and grou
      nd,
      > or some sort of paired conductor (shielded or twisted pair ' for
      > convenience, not noise rejection).
      >
      >
      > neal
      >
      > =================
      >
      > Neal,
      >
      > That's not a bad idea, although this particular fitting has straight
      > threads, not tapered pipe threads.  One problem I see with the soldered
      > ground wire is the possibility of wire fatigue at the solder joint.
      >
      > Thanks,
      > Paul
      >
      > *
      >
      ===========
      >
      ===========
      ===========
      ===========
      > *
      >
      >
      
________________________________________________________________________________
From: 
"Noel Loveys" <noelloveys(at)yahoo.ca>
Subject: 
Water temp sensor ground
Date: 
Dec 08, 2010
      
      Sure they're called ring connectors.  You will find they are usually copper
      plated with some metal silver colourted
      
      
      Noel
      
      
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of paul
      wilson
      Sent: December 8, 2010 11:26 AM
      Subject: Re: AeroElectric-List: Water temp sensor ground
      
      
      Dont know what brand you are installing, but most gauges come with optional
      two senders. One like yours and on with the required ground tab. Check the
      source for that option. Lots more samitary than a workaround with onbly one
      tab.
      PaulW
      =====
      At 08:56 PM 12/7/2010, you wrote:
      
      
      This photo
      <http://webhosting.web.com/imagelib/sitebuilder/misc/show_image.html?linkedw
      idth=actual&linkpath=http://www.pipistrelbuilders.com/sitebuildercontent/sit
      ebuilderpictures/water_temp_sensor_2.JPG&target=tlx_picncs7>  shows a water
      temperature sensor in the coolant manifold riser on my Rotax 912
      installation.  It's the brass-colored fitting screwed into the end of the
      short horizontal tube in the middle of the photo.  The sensor needs a
      ground, but the coolant manifold is connected by rubber hoses to the engine,
      so it's not presently grounded.  I would prefer to ground the sensor with a
      tabbed copper washer under the sensor itself, to which I could attach a
      ground wire, but I don't know a source.  I suppose I could fabricate one
      myself, but I'd rather buy one if they are available.  Alternatively, I
      could screw a hose clamp around the manifold and ground the clamp.  Any
      recommendations?
      
      Thanks,
      Paul Kuntz
      http://www.pipistrelbuilders.com
      
      
________________________________________________________________________________
Date: 
Dec 08, 2010
From: 
"Robert L. Nuckolls, III" <nuckolls.bob(at)aeroelectric.com>
Subject: 
Water temp sensor ground
      
      At 02:28 PM 12/8/2010, you wrote:
      >The best solution is the ground tab as suggested below.  Barring 
      >that, check for good continuity between the sensor body and the pipe 
      >it is screwed into.  If it is making good contact, place a hose 
      >clamp around the pipe and attach a ground wire to the clamp.
      
          Is there enough "meat" in the brass hex section
          to drill and tap a 4-40 hole? If so, consider
          a tapped hole and PIDG terminal to attach ground
          wire.
      
      
         Bob . . . 
      
________________________________________________________________________________
Date: 
Dec 08, 2010
Subject: 
Re: Water temp sensor ground
From: 
Paul Kuntz <paul.r.kuntz(at)gmail.com>
      
      Thanks, everyone.  Several good suggestions have been offered.
      
      Paul
      
      On Wed, Dec 8, 2010 at 2:03 PM, Robert L. Nuckolls, III <
      nuckolls.bob(at)aeroelectric.com> wrote:
      
      >  At 02:28 PM 12/8/2010, you wrote:
      >
      > The best solution is the ground tab as suggested below.  Barring that,
      > check for good continuity between the sensor body and the pipe it is screwed
      > into.  If it is making good contact, place a hose clamp around the pipe and
      > attach a ground wire to the clamp.
      >
      >
      >    Is there enough "meat" in the brass hex section
      >    to drill and tap a 4-40 hole? If so, consider
      >    a tapped hole and PIDG terminal to attach ground
      >    wire.
      >
      >    Bob . . .
      >
      > *
      >
      >
      
________________________________________________________________________________
Subject: 
Odyssey type batteries require a special type of charger?
From: 
"user9253" <fran4sew(at)banyanol.com>
Date: 
Dec 09, 2010
      
      
      This document by Eggenfellner
      http://www.eggenfellneraircraft.com/Stuff-to-link-to/ESeriesInstallationGuide.pdf 
      says, 
      > "Odyssey type batteries require a special type of charger. Never use a regular
      automotive charger and especially never use a trickle charger as these do not
      provide proper charge voltage or currents."
      
      This is not true is it?
      Thanks, Joe
      
      --------
      Joe Gores
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=322731#322731
      
      
________________________________________________________________________________
From: 
"Noel Loveys" <noelloveys(at)yahoo.ca>
Subject: 
Water temp sensor ground
Date: 
Dec 09, 2010
      
      You may also use a clamp to attach a ground braid to the pipe itself and 
      then attach the other end of the braid to a suitable ground.  If you 
      want a little cleaner job silver solder either a tang or a nut to the 
      pipe and use that to attach the braid.
      
      
      Noel
      
      
      From: owner-aeroelectric-list-server(at)matronics.com 
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Jon 
      Finley
      Sent: December 8, 2010 11:26 AM
      Subject: Re: AeroElectric-List: Water temp sensor ground
      
      
      Hi Paul,
      
      
      The best option is to replace the sensor with one that has a ground 
      connector (obviously).  However; I have run into this same situation a 
      number of times and have never come up with a really good solution (so 
      am listening closely to the responses).  The best I have come up is a 
      hose clamp around the sensor with a ground wire underneith it (as you 
      mentioned). The only trick to this seems to be adequately securing the 
      wire against vibration or else it will break (at the hose clamp) over 
      time. Of course (just to spite me I think), the most recent sensor I 
      added was a large hexagon shape which made the hose clamp solution 
      really crude.
      
      
      Jon Finley
      
      N314JF - Q2 - Subaru EJ-22
      
      http://www.finleyweb.net/Q2Subaru.aspx
      
      
      -----Original Message-----
      From: "Paul Kuntz" <paul.r.kuntz(at)gmail.com>
      Sent: Wednesday, December 8, 2010 7:28am
      Subject: Re: AeroElectric-List: Water temp sensor ground
      
      Neal,
      
      That's not a bad idea, although this particular fitting has straight 
      threads, not tapered pipe threads.  One problem I see with the soldered 
      ground wire is the possibility of wire fatigue at the solder joint.
      
      Thanks,
      Paul
      
      On Wed, Dec 8, 2010 at 6:04 AM, Neal George  wrote:
      
      Paul =93 
      
      If the brass fitting had NPT threads, trying to clamp a tabbed washer 
      between the fitting and the manifold is probably not a good idea.  
      Clamping force is required to maintain electrical contact/continuity 
      with the washer, fitting & sensor.  NPT threads depend on taper & 
      interference fit to seal.  Finding the perfect thickness of washer to 
      fill the gap between the manifold boss and the adapter shoulder while 
      maintaining the correct fit of the NPT threads without over- or 
      under-torquing might be challenging.
      
      
      If it were my airplane, I think I=99d drill thru one of the 
      corners of the brass fitting (emulating a safety wire hole) and solder a 
      wire in the hole for the ground.  Example photos: 
      
      
      http://www.wicksaircraft.com/catalog/product_cat.php/subid=10147/index.
      html 
      
      http://www.gen-aircraft-hardware.com/images/pdf/nuts_corner_drilled.pdf 
      
      
      neal
      
      
      This photo 
      <http://webhosting.web.com/imagelib/sitebuilder/misc/show_image.html?link
      edwidth=actual&linkpath=http://www.pipistrelbuilders.com/sitebuilderc
      ontent/sitebuilderpictures/water_temp_sensor_2.JPG&target=tlx_picncs7> 
       shows a water temperature sensor in the coolant manifold riser on my 
      Rotax 912 installation.  It's the brass-colored fitting screwed into the 
      end of the short horizontal tube in the middle of the photo.  The sensor 
      needs a ground, but the coolant manifold is connected by rubber hoses to 
      the engine, so it's not presently grounded.  I would prefer to ground 
      the sensor with a tabbed copper washer under the sensor itself, to which 
      I could attach a ground wire, but I don't know a source.  I suppose I 
      could fabricate one myself, but I'd rather buy one if they are 
      available.  Alternatively, I could screw a hose clamp around the 
      manifold and ground the clamp.  Any recommendations?
      
      Thanks,
      Paul Kuntz
      http://www.pipistrelbuilders.com  
      
      
      _blank">www.aeroelectric.com
      .com" target="_blank">www.buildersbooks.com
      ="_blank">www.homebuilthelp.com
      _blank">http://www.matronics.com/contribution
      ist" 
      target="_blank">http://www.matronics.com/Navigator?AeroElectric-List
      tp://forums.matronics.com
      
      
      www.buildersbooks.com <http://www.buildersbooks.com/> 
      p://www.matronics.com/Navigator?AeroElectric-List">http://www.matronics.c
      om========
      
      
________________________________________________________________________________
From: 
"Noel Loveys" <noelloveys(at)yahoo.ca>
Subject: 
RE:  Intermittent Generator
Date: 
Dec 09, 2010
      
      You may also want to check the point where the F lead attaches to the
      alternator.  I'm still betting on sticky brushes.  My experience is, that
      only happens when the brushes are well worn.
      
      
      Noel
      
      
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Dennis
      Johnson
      Sent: December 8, 2010 12:43 PM
      Subject: AeroElectric-List: RE: Intermittent Generator
      
      
      Hi Neal, 
      
      
      You suggested heat buildup as a possible cause of my intermittent generator
      problem.  The problem began about 45 minutes into the flight.  I was at
      17,000' MSL and the temperature was about 14 Deg F.  The alternator on my
      IO-550 is gear driven and mounted at the front of the engine, directly
      behind one of the two air inlets into the cowling, so I can't imagine heat
      being a problem.  I was running normal loads, the battery was pretty much
      charged and pitot heat was turned off. 
      
      
      I'll take your advice and check all the alternator wiring connectors for
      loose and corroded connections.
      
      
      Thanks,
      
      Dennis
      
      
________________________________________________________________________________
From: 
"Noel Loveys" <noelloveys(at)yahoo.ca>
Subject: 
Water temp sensor ground
Date: 
Dec 09, 2010
      
      Soldering is not a good idea especially in areas of high vibration like the
      engine.  Solder wicks up into wire and cause a point where all the vibration
      bending is concentrated on one small point.  This can cause the wire to
      break at that point.  Better to use a crimp  fitting or just attach the
      ground to the pipe with a clamp.
      
      
      Noel
      
      
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of Paul
      Kuntz
      Sent: December 8, 2010 5:11 PM
      Subject: Re: AeroElectric-List: Water temp sensor ground
      
      
      Good input, Neal.  Thanks.
      
      
      Paul
      
      On Wed, Dec 8, 2010 at 7:00 AM, Neal George  wrote:
      
      The soldered joint presents a manageable risk.  
      
      Two easy options:
      
      1-   After soldering the joint, wrap the wire around the sensor once and
      secure with heat shrink or self-fusing silicone tape.
      
      2 - Manipulate the wire to make it lay along the axis of the sensor before
      soldering.  After soldering, bind the wire to the sensor body with heat
      shrink or self-fusing silicone tape after soldering.
      
      
      There are many variations on exactly how to route, lay and affix the leads,
      depending on whether you plan to use individual wires for signal and ground,
      or some sort of paired conductor (shielded or twisted pair - for
      convenience, not noise rejection).
      
      
      neal
      
      =================
      
      Neal,
      
      That's not a bad idea, although this particular fitting has straight
      threads, not tapered pipe threads.  One problem I see with the soldered
      ground wire is the possibility of wire fatigue at the solder joint.
      
      Thanks,
      Paul
      
      
      "_blank">www.aeroelectric.com
      
      .com/" target="_blank">www.buildersbooks.com
      ="_blank">www.homebuilthelp.com
      _blank">http://www.matronics.com/contribution
      ist" target="_blank">http://www.matronics.com/Navigator?AeroElectric-List
      ttp://forums.matronics.com
      
      
________________________________________________________________________________
Subject: 
Odyssey type batteries require a special type of
      charger?
Date: 
Dec 09, 2010
From: 
<longg(at)pjm.com>
      
      
      Total garbage, but nice marketing for Christmas. If they are using
      something other than DC Volts in their battery, let me know.
      
      What you will need to do is leave them on the charger for at least
      overnight. That so called deep-cell marketing stuff needs extra time to
      ensure a good charge. If there is any draw on your battery when your
      ship is parked, they drop off pretty fast. They are good when they are
      fully charged. They are good book ends when not.
      
      If you need real power...
      
      http://www.engadget.com/2010/02/22/the-bloom-box-a-power-plant-for-the-h
      ome-video/ 
      http://www.bloomenergy.com/
      
      Glenn E. Long
      
      -----Original Message-----
      From: owner-aeroelectric-list-server(at)matronics.com
      [mailto:owner-aeroelectric-list-server(at)matronics.com] On Behalf Of
      user9253
      Sent: Thursday, December 09, 2010 8:37 AM
      Subject: AeroElectric-List: Odyssey type batteries require a special
      type of charger?
      
      
      
      This document by Eggenfellner
      http://www.eggenfellneraircraft.com/Stuff-to-link-to/ESeriesInstallation
      Guide.pdf 
      says, 
      > "Odyssey type batteries require a special type of charger. Never use a
      regular automotive charger and especially never use a trickle charger as
      these do not provide proper charge voltage or currents."
      
      This is not true is it?
      Thanks, Joe
      
      --------
      Joe Gores
      
      
      Read this topic online here:
      
      http://forums.matronics.com/viewtopic.php?p=322731#322731
      
      
________________________________________________________________________________
From: 
"Neal George" <n8zg(at)att.net>
Subject: 
Water temp sensor ground
Date: 
Dec 09, 2010
      
      Very true, Noel - 
      
      
      Thus the admonition to immobilize the joint and a short length of the
      associated lead.
      
      
      neal
      
      
      =====================
      
      Soldering is not a good idea especially in areas of high vibration like the
      engine.  Solder wicks up into wire and cause a point where all the vibration
      bending is concentrated on one small point.  This can cause the wire to
      break at that point.  Better to use a crimp  fitting or just attach the
      ground to the pipe with a clamp.
      
      
      Noel
      
      
      ==============
      
      Good input, Neal.  Thanks.
      
      
      Paul
      
      On Wed, Dec 8, 2010 at 7:00 AM, Neal George  wrote:
      
      The soldered joint presents a manageable risk.  
      
      Two easy options:
      
      1-   After soldering the joint, wrap the wire around the sensor once and
      secure with heat shrink or self-fusing silicone tape.
      
      2 - Manipulate the wire to make it lay along the axis of the sensor before
      soldering.  After soldering, bind the wire to the sensor body with heat
      shrink or self-fusing silicone tape after soldering.
      
      There are many variations on exactly how to route, lay and affix the leads,
      depending on whether you plan to use individual wires for signal and ground,
      or some sort of paired conductor (shielded or twisted pair - for
      convenience, not noise rejection).
      
      neal
      
      
________________________________________________________________________________
Date: 
Dec 09, 2010
From: 
Tim Andres <tim2542(at)sbcglobal.net>
Subject: 
Re: Odyssey type batteries require a special type 
      of charger?
      
      
       From ODYSSEY's site:
      
      http://www.odysseybattery.com/documents/US-ODY-OM-008_1010.pdf
      
      Also I note that the  charges they sell use 3 sequential charge 
      currents. This may be of use in the Deep cycle application and of course 
      your alternator does not know if you have an ODYSSEY or a Sears & Robuck 
      battery. I cant imagine it would not get a complete charge after a few 
      hours with 14 VDC on it.
      Tim Andres
      
      
      >
      >
      
      
________________________________________________________________________________
Date: 
Dec 09, 2010
From: 
DeWitt Whittington <dee.whittington(at)gmail.com>
Subject: 
Re: Odyssey type batteries require a   special type
      of charger?
      
      This is true. We bought one of the special 
      charger for our dual 680s from www.BatteryMat.com 
      . On the advice of our friend who is flying his 
      Sportsman, we bought the 12amp model so it would 
      keep the batteries up when we were sitting in the 
      cockpit for long periods learning how to use our full glass panel.
      
      <http://www.batterymart.com/p-odyssey-ultimizer-12v-12a-battery-charger.html
      >Odyssey 
      Ultimizer 12 Volt 12 
      Amp<http://www.batterymart.com/p-odyssey-ultimizer-12v-12a-battery-charger.h
      tml> 
      Battery Charger   $98.50 plus shipping
      FINALLY, IT=92S HERE! The Ultimizer=99 range of 12V 
      chargers has been custom designed to maximize the 
      performance you can get from your ODYSSEY=99 
      battery. These sophisticated chargers are 
      powerful enough to quickly charge the battery and 
      safe enough to leave them connected to 
      your... >Specifications: Part # ODY-OMAX-12A-1B 
      Length 9 3/4" Width 3 1/4" Height 7 3/4" 6' AC 
      Power Cord 6" DC Charging Leads with 50 Amp Clamps 12 Amp DC Output
      
      Dee
      
      
      At 08:37 AM 12/9/2010, you wrote:
      >
      >This document by Eggenfellner
      >http://www.eggenfellneraircraft.com/Stuff-to-link-to/ESeriesInstallationGui
      de.pdf 
      >
      >says,
      > > "Odyssey type batteries require a special 
      > type of charger. Never use a regular automotive 
      > charger and especially never use a trickle 
      > charger as these do not provide proper charge voltage or currents."
      >
      >This is not true is it?
      >Thanks, Joe
      >
      >--------
      >Joe Gores
      >
      >
      >Read this topic online here:
      >
      >http://forums.matronics.com/viewtopic.php?p=322731#322731
      >
      >
      
      DeWitt (Dee) Whittington
      406 N Mulberry St
      Richmond, VA 23220-3320
      (804) 358-4333 phone and fax
      SKYPE: hilltopkid
      dee.whittington(at)gmail.com  
      
________________________________________________________________________________
From: 
Bob Meyers <bobmeyers(at)meyersfamily.org>
Subject: 
Re: Odyssey type batteries require a special type of
      charger?
Date: 
Dec 09, 2010
      
      
      Not only is it not true, Odyssey doesn't claim it is true.  Odyssey  
      makes a line of chargers that they will be happy to sell you, but they  
      also publish detailed specs that will let you evaluate the suitability  
      of any charger - of which most automotive chargers will work just fine.
      
      Most significantly they warn about using any charger that exceeds 15v.  
      Since no charger should really do that, it is usually only the  
      cheapest, most poorly made chargers that you have to worry about.
      
      The above is the only thing that they warn can damage the battery.   
      The rest of their caveats talk about how best to achieve 100% SOC and  
      what you may may have to do depending on the charger you have.
      
      Bob Meyers
      
      Flight Testing Sonex N982SX Web Site Index http://N982SX.com
      
      
      On Dec 9, 2010, at 7:37 AM, user9253 wrote:
      
      > >
      >
      > This document by Eggenfellner
      > http://www.eggenfellneraircraft.com/Stuff-to-link-to/ESeriesInstallationGuide.pdf
      > says,
      >> "Odyssey type batteries require a special type of charger. Never  
      >> use a regular automotive charger and especially never use a trickle  
      >> charger as these do not provide proper charge voltage or currents."
      >
      > This is not true is it?
      > Thanks, Joe
      >
      > --------
      > Joe Gores
      >
      >
      > Read this topic online here:
      >
      > http://forums.matronics.com/viewtopic.php?p=322731#322731
      >
      >
      
      
________________________________________________________________________________
Date: 
Dec 09, 2010
Subject: 
Re: Odyssey type batteries require a special type 
      of charger?
From: 
bob noffs <icubob(at)gmail.com>
      
      fwiw, for several yrs i have had a schumacher [ mod 1362?] battery tender
      connected to my 625. as far as i can tell it works as well as when new.
      constant voltage regulation has n't been a problem. you can pick them up new
      on ebay for $25.
                        bob noffs
      
      On Thu, Dec 9, 2010 at 12:18 PM, Bob Meyers wrote:
      
      > bobmeyers(at)meyersfamily.org>
      >
      > Not only is it not true, Odyssey doesn't claim it is true.  Odyssey makes a
      > line of chargers that they will be happy to sell you, but they also publish
      > detailed specs that will let you evaluate the suitability of any charger -
      > of which most automotive chargers will work just fine.
      >
      > Most significantly they warn about using any charger that exceeds 15v.
      > Since no charger should really do that, it is usually only the cheapest,
      > most poorly made chargers that you have to worry about.
      >
      > The above is the only thing that they warn can damage the battery.  The
      > rest of their caveats talk about how best to achieve 100% SOC and what you
      > may may have to do depending on the charger you have.
      >
      > Bob Meyers
      >
      > Flight Testing Sonex N982SX Web Site Index http://N982SX.com>
      >
      >
      > On Dec 9, 2010, at 7:37 AM, user9253 wrote:
      >
      >> >
      >>
      >> This document by Eggenfellner
      >>
      >> http://www.eggenfellneraircraft.com/Stuff-to-link-to/ESeriesInstallationGuide.pdf
      >> says,
      >>
      >>> "Odyssey type batteries require a special type of charger. Never use a
      >>> regular automotive charger and especially never use a trickle charger as
      >>> these do not provide proper charge voltage or currents."
      >>>
      >>
      >> This is not true is it?
      >> Thanks, Joe
      >>
      >> --------
      >> Joe Gores
      >>
      >>
      >>
      >>
      >> Read this topic online here:
      >>
      >> http://forums.matronics.com/viewtopic.php?p=322731#322731
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >>
      >
      >
      
________________________________________________________________________________
From: 
Bob Meyers <bobmeyers(at)meyersfamily.org>
Subject: 
Re: Odyssey type batteries require a special type of
      charger?
Date: 
Dec 09, 2010
      
      
      The Manual TIm has linked to is a good document, but for a more  
      detailed look at charging Odyssey batteries, their ''Application  
      Manual" is more complete.  Again, although they say how perfect their  
      chargers are for their batteries, it is clear that a wide range of  
      devices can charge their batteries.  As they discuss, a low amperage  
      13.5 volt trickle charger may simply take a long time.
      
      Here is the link.  Note pages 12 - 15 discuss charging and chargers.
      
      http://www.odysseybattery.com/documents/US-ODY-AM-001_0406.pdf
      
      Bob Meyers
      
      Flight Testing Sonex N982SX Web Site Index http://N982SX.com
      
      
      Bob Meyers
      
      Flight Testing Sonex N982SX Web Site Index http://N982SX.com
      
      
      On Dec 9, 2010, at 12:18 PM, Bob Meyers wrote:
      
      > >
      >
      > Not only is it not true, Odyssey doesn't claim it is true.  Odyssey  
      > makes a line of chargers that they will be happy to sell you, but  
      > they also publish detailed specs that will let you evaluate the  
      > suitability of any charger - of which most automotive chargers will  
      > work just fine.
      >
      > Most significantly they warn about using any charger that exceeds  
      > 15v. Since no charger should really do that, it is usually only the  
      > cheapest, most poorly made chargers that you have to worry about.
      >
      > The above is the only thing that they warn can damage the battery.   
      > The rest of their caveats talk about how best to achieve 100% SOC  
      > and what you may may have to do depending on the charger you have.
      >
      > Bob Meyers
      >
      > Flight Testing Sonex N982SX Web Site Index http://N982SX.com
      >
      >
      > On Dec 9, 2010, at 7:37 AM, user9253 wrote:
      >
      >> >
      >>
      >> This document by Eggenfellner
      >> http://www.eggenfellneraircraft.com/Stuff-to-link-to/ESeriesInstallationGuide.pdf
      >> says,
      >>> "Odyssey type batteries require a special type of charger. Never  
      >>> use a regular automotive charger and especially never use a  
      >>> trickle charger as these do not provide proper charge voltage or  
      >>> currents."
      >>
      >> This is not true is it?
      >> Thanks, Joe
      >>
      >> --------
      >> Joe Gores
      >>
      >>

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November 25, 2010 - December 09, 2010

AeroElectric-Archive.digest.vol-jw

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