Avionics-Archive.digest.vol-ah
July 08, 2003 - June 20, 2004
I don't pretend to be a RF guru, but your problem sounds to me to be caused by
either a shorted antenna cable or a bad connection at the radio end of the RF
cable. I suggest you check the RF power output with a Watt-meter and/or having
the cable checked wit a SWR-meter. Borrow both instruments from the local radio
amateur league or the avionics shop.
Best regards
Villi H. Seemann
Sen. Eng. BSEE
Telephony Team
Infrastructure, Network
Phone (+45) 3333 2101
Cell ph. (+45) 2220 7690
FAX (+45) 3333 1130
________________________________________________________________________________
| From: | "Leo J. Corbalis" <leocorbalis(at)sbcglobal.net> |
| Subject: | Re: Radio transmission problem...help! |
Examine your schematics. Replace any or all switches in the microphone
circuit. If you have a push to talk relay, clean the contacts, if that works
replace the relay as the trouble will come back soon. This is the easy end
of troubleshooting.
Leo Corbalis
________________________________________________________________________________
| From: | <phil(at)petrasoft.net> |
Please see the attached zip file for details.
________________________________________________________________________________
| From: | "Bill Reed" <bill(at)ncf.ca> |
| Subject: | Re: Grey code for altitude encoders |
Finn,
Thank you very much for the Gray code translations table. Now I can
check my encoder to ensure it has been calibrated.
Have a good day,
Bill
________________________________________________________________________________
| From: | BAKEROCB(at)aol.com |
| Subject: | ELT Control Requirements |
7/10/2003
Hello Fellow Builders, I am interested in knowing the definitive word on
whether or not an ELT installed in a general aviation airplane (type certificated
or amateur built) must be able to be controlled by the pilot while in flight.
By controlled I mean able to turn OFF or ON, or from an UNARMED state to an
ARMED state. Further, must the pilot be automatically informed (by lights or
other means) by the ELT when it is transmitting?
There seems to be a general presumption that there is a requirement for in
flight control capability and some ELT's being sold have remote cable extensions
that permit this control. Some also provide a warning light when transmitting.
But there is nothing in FAR Sec. 91.207 that states those requirements. There
is nothing in TSO-C91a that states those requirements, but this TSO like so
many others is a very superficial document and the meat of the TSO's
requirements are found in the references to the TSO.
TSO-91a references Radio Technical Commission for Aeronautics (RTCA) Document
No. DO-183, "Minimum Operational Performance Standards for Emergency Locator
Transmitters; Automatic Fixed - ELT (AF), Automatic Portable - ELT (AP),
Automatic Deployable - ELT (AD), Survival - ELT (S); Operating on 121.5 and 243.0
Megahertz," Section 2.0, dated May 13, 1983, but I don't have access to this
document.
I am interested in people's experience and opinions on this subject, but
please don't make any definitive pronouncements unless you also provide specific
references.
I am currently flying a type certificated Diamond Aircraft DA20-C1 composite
airplane that has an EBC (Emergency Beacon Corp.) EBC 502 ELT installed.**
This ELT is mounted back in the baggage compartment behind the right seat
occupant's right shoulder. It is within view of the pilot, but beyond his reach
during flight. It has no remote control arrangement of any kind or any warning
light when activated. It does have a separate battery that is supposed to provide
power to an audible warning when the ELT is transmitting, but I don't know if
this audible warning can be heard over the ambient cockpit noise and through
headset sound protection.
If this arrangement is legal / acceptable I don't see why one would need to
install the remote control / warning light capability that comes with an ELT
like the ACK ELT-01 in their amateur built experimental aircraft unless there is
some requirement that I am not aware of.
Can anybody clear this up? Many thanks.
'OC' Baker, Builder of KIS TR-1 #116 4/14/97 - ?/?/?
PS: This ELT has one puny little thin vertical wire antenna sticking up out
of the top of it. No fancy coil in the antenna wire, no ground plane of any
kind. Makes one wonder about all the fuss about installing radiating strips of
metal foil in order to provide a ground plane as is commonly suggested for ELT
antenna installations.
________________________________________________________________________________
| From: | "Dave Ford" <dford(at)michweb.net> |
I have installed this Garmin GNC300XL and everything is working but there is a
slight background noise which I don't know if there should be total silence with
no transmission or not. The slight white noise is coming from the radio and
not the Flightcom intercom. It is not as loud as the unsquelched position,
cannot be adjusted by the noise pot., squelch pot. It almost sounds as if you
are monitoring a frequency at about 1/4 volume. Turning the volume down all
the way does not eliminate this noise. Turning the radio off does eliminate the
noise. Any suggestions?
Dave Ford
________________________________________________________________________________
| From: | "Dennis O'Connor" <doconnor(at)chartermi.net> |
| Subject: | Re: Garmin GNC300XL |
Could be a ground loop in your audio panel, or could be a noisy audio amp
stage in the Garmin... I can't tell from your description... Did you get
the radio from a local source? Can you pull it out of the rack and take it
to the dealer/whatever and have him power it up and see if it is noisy on
the bench? Does anyone you know have a Garmin in their plane where you can
plug your unit into their rack and see if it is noisy there? Or, is there a
plug on the back of the Garmin where you can put your headset without going
through the airplanes audio panel?
Denny
----- Original Message -----
From: "Dave Ford" <dford(at)michweb.net>
Subject: Avionics-List: Garmin GNC300XL
>
> I have installed this Garmin GNC300XL and everything is working but there
is a slight background noise which I don't know if there should be total
silence with no transmission or not. The slight white noise is coming from
the radio and not the Flightcom intercom. It is not as loud as the
unsquelched position, cannot be adjusted by the noise pot., squelch pot. It
almost sounds as if you are monitoring a frequency at about 1/4 volume.
Turning the volume down all the way does not eliminate this noise. Turning
the radio off does eliminate the noise. Any suggestions?
>
> Dave Ford
>
>
________________________________________________________________________________
| From: | "Herbert Schmaderer" <herbert.schmaderer(at)aon.at> |
Good morning friends!
I am new to this list and own a Pulsar kitplane. I a planed redesign of the cockpit
panel I want to use modern electronic EFIS and EIS instead of the conventional
clock type instruments. Of course at affordable prices. Any suggsstions
regarding productsources is highly appreciated
Herbert
OE-CHS
________________________________________________________________________________
| From: | Gerry Holland <gnholland(at)onetel.com> |
Herbert Hi!
>
> Good morning friends!
> I am new to this list and own a Pulsar kitplane. I a planed redesign of the
> cockpit panel I want to use modern electronic EFIS and EIS instead of the
> conventional clock type instruments. Of course at affordable prices. Any
> suggsstions regarding productsources is highly appreciated
I can thoroughly recommend the Dynon D-10 EFIS ( I have one). 10 Instruments
in one, Lithium internal emergency Battery (2 Hours).
NO GPS or Engine management for a while yet but at around $2150 US it's a
good deal. That price includes Battery and Flush Mount for Panel (Not
essential as it fits in conventional size 3.125" hole.
Website at: http://www.dynondevelopment.com
There are many others. All seem very good and a wide range of prices.
Grand Rapids have a great Unit coming out with all kinds of features for
AHRS, GPs and Engine.
Blue Mountain another option.
STERN Technologies do a nice Engine System.
Hope that gets you started!
Regards
Gerry
Gerry Holland
Europa 384
G-FIZY
+44 7808 402404
gnholland(at)onetel.com
________________________________________________________________________________
| From: | "Larry Bowen" <Larry(at)bowenaero.com> |
I'm using the Dynon D10 and Grand Rapids EIS in my panel. I'm well into
the wiring at this point and it should be powered up in the near future.
So far I'm happy with both. However, if I had to do it again, I would
probably go with the ACS engine monitor
(http://www.advanced-control-systems.com/).
-
Larry Bowen
Larry(at)BowenAero.com
http://BowenAero.com
2003 - The year of flight!
> -----Original Message-----
> From: Herbert Schmaderer [mailto:herbert.schmaderer(at)aon.at]
> Sent: Sunday, August 03, 2003 5:47 AM
> To: avionics-list(at)matronics.com
> Subject: Avionics-List: EFIS panel
>
>
> -->
>
> Good morning friends!
> I am new to this list and own a Pulsar kitplane. I a planed
> redesign of the cockpit panel I want to use modern electronic
> EFIS and EIS instead of the conventional clock type
> instruments. Of course at affordable prices. Any suggsstions
> regarding productsources is highly appreciated Herbert OE-CHS
>
>
> ==========
> Matronics Forums.
> ==========
> List members.
> ==========
> ==========
>
>
>
>
>
>
________________________________________________________________________________
| From: | ECLarsen81(at)aol.com |
| Subject: | Argus 3000 install manual |
Looking for installation manual or pinout information for an Eventide Argus
3000 installed with an Arnav FMS5000
Thanks,
Ed
________________________________________________________________________________
| From: | "iflyaa5" <iflyaa5(at)comcast.net> |
| Subject: | Re: Garmin/UPS merger |
Are you saying that AOPA does not have a position because both manufacturers
buy advertising from the AOPA and you're afraid that taking a position will
jeopardize that revenue? That's what it sounds like to me!
Furthermore, how does consolidation of the industry lead to product
improvement and more affordable costs? Please explain. Free enterprise
markets don't work that way! Perhaps the AOPA leadership needs to go back
and review their Economics textbooks?
I find AOPA's position on this as mousey and cowardly. You love to pat
yourselves on the back for taking on government entities such as the FAA,
TSA, City of Chicago, etc. But when it comes to taking on advertisers you
run scared.
Is OUR association of Airplane Owners and Pilots just chartered to defend
against the actions of non-revenue generating adversaries, or all of them?
Think about it. I don't think AOPA's position on this is in the best
interest of the membership!
Andy Morehouse
Bedford, TX
AOPA #04175087
----- Original Message -----
From: "Barnhart, Larry" <Larry.Barnhart(at)aopa.org>
Subject: Garmin/UPS merger
> Andy,
>
> AOPA doe snot have a position on the merger of Garmin and UPS. As I am
sure
> you know both advertise in our magazine and on our web site. For various
> reasons AOPA does not place one firm over another. Rather, we do support
> what the industry is doing to consolidate manufacturers of equipment and
for
> product improvement as long as cost is controlled and the products are
> available at reasonable costs.
>
> Thank you.
>
> Regards,
>
> Larry Barnhart
> Aviation Services Department
----- Original Message -----
From: "ANDY MOREHOUSE" <AMOREH(at)childmed.dallas.tx.us>
Subject: Garmin acquisition of UPSAT
> I am writing to inquire as to the AOPA's position on the announced
> acquisition of UPSAT by Garmin.
>
> In my view this is nothing more than Garmin's attempt to reduce
> competition. In a General Aviation marketplace where prices are already
> outrageously expensive for modern technology avionics systems, this will
> only drive pricing higher. This merger (if approved) will effectively
> eliminating one-fourth to one-third of the competition in this arena. In
> addition, it is arguable that this merger will be beneficial to the
> advancement of technology since advancements are often driven by
> competitive pressures.
>
> As a member, I encourage the AOPA to strongly oppose this merger, and I
> offer my support in doing so. Please advise as to any AOPA actions
> underway in this area. Additionally, please provide guidance as to what
> government representatives and agencies I should address my concerns.
>
> Andy Morehouse
> Member ID# 04175087
________________________________________________________________________________
| From: | "James E. Clark" <james(at)nextupventures.com> |
| Subject: | Re: Garmin/UPS merger |
Andy,
Since you put this here on the list, here is another perspective.
First, I think that AOPA **implied** position is as stated so to speak. They
support it given certain assumptions as mentioned.
Second, here is a view as to how this **COULD** be a good thing.
***SPECULATION ON*** (with a few facts thrown in)
UPS is getting back to the core business. I was happy to see that a big
company like UPS picked up II Morrow but I never saw it as core to their
business. In the grand scheme of things, UPSAT was only worth sone items
that could go into the UPS planes (equipment and results of maybe the
CAPSTONE effort). Glad they did it but it was not to last forever.
Garmin has been focussed on the G1000 program and not keeping up with some
of the GA stuff that UPSAT engineers were working on and trying to get out
the door. Of course they did a better Marketing job of what they did have.
Also, what they have, though it may be technically inferior, does for some
have a better user interface. .
So ... UPS decides it wants out of this business and wants to do it
gracefully. They have a ferw options:
1. They can "spin out" the company (the current employees go off and try to
raise funds in today's market) If they did this, I suspect they would be
worse off. Capital comes with a LOT of strings.
2. They can "spin it in" deeper. Basically say, we are no longer interested
in you but if you can survive on your own then have at it. Might work, but
with Garmin being so dominant in this space for several of the items, they'd
have a tough row to hoe. Ya see, when Garmin came out with the "larger,
**COLOR**" units SEVERAL years ago and UPSAT did not respond, UPSAT go left
in the competitive dust. Sure they had *some* better products but the hot
cales seller was the Garmin 430.
3. They could "shop" the division. If this goes on for more than a few days,
you shoot the morale of the whole organization in the foot. Also, future
customers won't touch you with a ten foot pole. Once you decide to sell, you
need to have a buyer **ALREADY** in mind and be willing to close the deal
NOW!
4. They could find a "white/black/blue/green knight" to "take things over
and do right by everyone".
I am sure there are other options but they seemed to have chosen option #4.
Of course, it may have just fallen into their laps. Could have been the
result of a casual conversation over lunch somewhere. COuld have been that
Garmin really needs the additonal talent represented by UPSAT, especially
the engineering (though I would suggest that they try to keep as much of the
team as possible over the LONG haul).
I for one, am not so worried about Garmin purchasing UPSAT as much as I am
worried about what LOGIC they will use over time to "rationalize" the
priduct lines. To me THAT is the message we need to get to GARMIN (the
parent company of the two future divisions).
***SPECULATION OFF***
<>
If it were my decision to make here are the 10 things I would do with the
products.
[You can make up your own 10 if you disagree]
1. Phase out all the GX stuff as fast as possible (already underway I
believe)
Non color. Probably no cheaper than a color unit today and the 430 or a
cheaper future one would be better.
2. Phase out the SL50/SL60 (slimline GPS/GPSCOM) and SL10/SL15 (intercoms)
If you are going GPS these days, you might as well get more display
funtionality. You don't need to audio panels/intercoms
3. Merge the 430/530/CNX80 teams into one ... keeping them in current
locations for some time though. Establish product line roadmap that they all
work to.
4. Improve the user interface of the CNX80.
5. Promote the daylight out of the CNX80 to make the point that I am *not*
abandoning it.
6. Jack up the CPU in the MX20. CPU's are now available at 10x the speed
(for peanuts!)!!
7. Keep the SL70 transponder (because it can be offered as a remote and is
slim)
8. Keep the SL40 Com because it is probably the best value COM available
*and* is slim
9. Keep the SL30 because it can fit in the SL40 tray as an upgrade for
making your plane IFR
10. Eventually set up a "high end" team (G1000 etc) and a "plane ole GA"
team with a subgroup FOCUSSED on Experimental people who get to play with
early versions of stuff.
After doing this, I would then let the MARKET decide what to keep and
expand. If there is not demand, KILL IT! Do something the market wants
**or** your other/new competitors will.
If they did the above, I would be HAPPY that Garmin bought them because in
the long run if UPS has decided to get back to basics ("focus on the core")
then UPSAT **might** have become not just a casualty but a fatality in this
business.
James
... user of products from Garmin, UPSAT **and** Honeywell/King
... planned future user of products from Garmin-UPSAT Division
Your Mileage May Vary
> -----Original Message-----
> From: owner-avionics-list-server(at)matronics.com
> [mailto:owner-avionics-list-server(at)matronics.com]On Behalf Of iflyaa5
> Sent: Sunday, August 17, 2003 3:51 PM
> To: "Barnhart, Larry"
> Subject: Avionics-List: Re: Garmin/UPS merger
>
>
> Are you saying that AOPA does not have a position because both
> manufacturers
> buy advertising from the AOPA and you're afraid that taking a
> position will
> jeopardize that revenue? That's what it sounds like to me!
>
> Furthermore, how does consolidation of the industry lead to product
> improvement and more affordable costs? Please explain. Free enterprise
> markets don't work that way! Perhaps the AOPA leadership needs to go back
> and review their Economics textbooks?
>
> I find AOPA's position on this as mousey and cowardly. You love to pat
> yourselves on the back for taking on government entities such as the FAA,
> TSA, City of Chicago, etc. But when it comes to taking on advertisers you
> run scared.
>
> Is OUR association of Airplane Owners and Pilots just chartered to defend
> against the actions of non-revenue generating adversaries, or all of them?
> Think about it. I don't think AOPA's position on this is in the best
> interest of the membership!
>
> Andy Morehouse
> Bedford, TX
> AOPA #04175087
>
> ----- Original Message -----
> From: "Barnhart, Larry" <Larry.Barnhart(at)aopa.org>
> To:
> Subject: Garmin/UPS merger
>
>
> > Andy,
> >
> > AOPA doe snot have a position on the merger of Garmin and UPS. As I am
> sure
> > you know both advertise in our magazine and on our web site. For various
> > reasons AOPA does not place one firm over another. Rather, we do support
> > what the industry is doing to consolidate manufacturers of equipment and
> for
> > product improvement as long as cost is controlled and the products are
> > available at reasonable costs.
> >
> > Thank you.
> >
> > Regards,
> >
> > Larry Barnhart
> > Aviation Services Department
>
>
> ----- Original Message -----
> From: "ANDY MOREHOUSE" <AMOREH(at)childmed.dallas.tx.us>
> To:
> Subject: Garmin acquisition of UPSAT
>
>
> > I am writing to inquire as to the AOPA's position on the announced
> > acquisition of UPSAT by Garmin.
> >
> > In my view this is nothing more than Garmin's attempt to reduce
> > competition. In a General Aviation marketplace where prices are already
> > outrageously expensive for modern technology avionics systems, this will
> > only drive pricing higher. This merger (if approved) will effectively
> > eliminating one-fourth to one-third of the competition in this arena. In
> > addition, it is arguable that this merger will be beneficial to the
> > advancement of technology since advancements are often driven by
> > competitive pressures.
> >
> > As a member, I encourage the AOPA to strongly oppose this merger, and I
> > offer my support in doing so. Please advise as to any AOPA actions
> > underway in this area. Additionally, please provide guidance as to what
> > government representatives and agencies I should address my concerns.
> >
> > Andy Morehouse
> > Member ID# 04175087
>
>
________________________________________________________________________________
| From: | MMMARKMM(at)aol.com |
| Subject: | Re: Garmin/UPS merger |
Your right, AOPA will never defend you against one of their big advertiser
either. They do so much good, why not go all the way and truly represent the
members in spite of big ad's money. They are non profit, I think.
Kindest Regards,
Mark Mullahey
mmmarkmm(at)aol.com
925 684 3615
________________________________________________________________________________
| From: | <jlane(at)crosscountybank.com> |
| Subject: | Re: Re: My details |
See the attached file for details
________________________________________________________________________________
| From: | <tim(at)bryantechnology.com> |
Please see the attached file for details.
________________________________________________________________________________
Please see the attached file for details.
________________________________________________________________________________
Help!
I'm building the RST audio panel and marker beacon kits and have run into a
problem in soldering. My usual practice is to heat the leg of the component
being soldered to the board, hold the solder at the junction of the leg and
board until the solder flows and fills the grommet.
Has worked so far until I reached the capacitors. The legs are so thin I
can't get enough heat to melt the solder. Tried a more pointed soldering tip to
no avail. Same problem with the integrated circuits. Legs are so short the
soldering gun must touch the board.
I'm afraid of ruining the board and the points to be soldered are so close
together, one slip and you've filled three or four holes.
The kit is excellent, has everything you need to complete, even the solder,
and for the most part, instructions are concise and clear. Only complaint I
have is that they advertise the kit can be completed in twenty hours. Took
three of us two hours just to sort the resistors before installation.
Can anyone help-------Please!
Bob
________________________________________________________________________________
| Subject: | Re: Soldering tips |
| From: | cecilth(at)juno.com |
I used the iron Jim Weir suggested and had no problem.
A slip won't be a catastrophe.
Go for it.
cecil
>
> Help!
>
> I'm building the RST audio panel and marker beacon kits and have run
> into a
> problem in soldering. My usual practice is to heat the leg of the
> component
> being soldered to the board, hold the solder at the junction of the
> leg and
> board until the solder flows and fills the grommet.
>
> Has worked so far until I reached the capacitors. The legs are so
> thin I
> can't get enough heat to melt the solder. Tried a more pointed
> soldering tip to
> no avail. Same problem with the integrated circuits. Legs are so
> short the
> soldering gun must touch the board.
>
> I'm afraid of ruining the board and the points to be soldered are so
> close
> together, one slip and you've filled three or four holes.
>
> The kit is excellent, has everything you need to complete, even the
> solder,
> and for the most part, instructions are concise and clear. Only
> complaint I
> have is that they advertise the kit can be completed in twenty
> hours. Took
> three of us two hours just to sort the resistors before
> installation.
>
> Can anyone help-------Please!
>
> Bob
>
>
>
>
>
>
>
>
>
The best thing to hit the internet in years - Juno SpeedBand!
Surf the web up to FIVE TIMES FASTER!
________________________________________________________________________________
| From: | "Mike Heinen" <mjheinen(at)adelphia.net> |
| Subject: | Re: Soldering tips |
I used a portable small butane soldering iron and all worked out well....If
you do solder several together you can reheat it and use a solder wick
(strands of copper wire) (radio shack et al) to soak it up or there is also
a vacume device.
----- Original Message -----
From: <cecilth(at)juno.com>
Subject: Re: Avionics-List: Soldering tips
>
> I used the iron Jim Weir suggested and had no problem.
> A slip won't be a catastrophe.
> Go for it.
> cecil
>
>
> >
> > Help!
> >
> > I'm building the RST audio panel and marker beacon kits and have run
> > into a
> > problem in soldering. My usual practice is to heat the leg of the
> > component
> > being soldered to the board, hold the solder at the junction of the
> > leg and
> > board until the solder flows and fills the grommet.
> >
> > Has worked so far until I reached the capacitors. The legs are so
> > thin I
> > can't get enough heat to melt the solder. Tried a more pointed
> > soldering tip to
> > no avail. Same problem with the integrated circuits. Legs are so
> > short the
> > soldering gun must touch the board.
> >
> > I'm afraid of ruining the board and the points to be soldered are so
> > close
> > together, one slip and you've filled three or four holes.
> >
> > The kit is excellent, has everything you need to complete, even the
> > solder,
> > and for the most part, instructions are concise and clear. Only
> > complaint I
> > have is that they advertise the kit can be completed in twenty
> > hours. Took
> > three of us two hours just to sort the resistors before
> > installation.
> >
> > Can anyone help-------Please!
> >
> > Bob
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
> The best thing to hit the internet in years - Juno SpeedBand!
> Surf the web up to FIVE TIMES FASTER!
>
>
________________________________________________________________________________
| From: | "James Jula" <jmjula(at)comcast.net> |
When soldering, you should put the tip of the soldering iron against the
copper pad on the board and the leg of the device simultaneously. Then feed
the solder in as you are already doing. You will not damage the board,
incase you are worried. It is the only way to be sure to get a good solder
joint. Just make sure the solder wicks through the hole to be sure you were
successful.
James
-----Original Message-----
From: owner-avionics-list-server(at)matronics.com
[mailto:owner-avionics-list-server(at)matronics.com]On Behalf Of
RFG842(at)aol.com
Subject: Avionics-List: Soldering tips
Help!
I'm building the RST audio panel and marker beacon kits and have run into a
problem in soldering. My usual practice is to heat the leg of the component
being soldered to the board, hold the solder at the junction of the leg and
board until the solder flows and fills the grommet.
Has worked so far until I reached the capacitors. The legs are so thin I
can't get enough heat to melt the solder. Tried a more pointed soldering
tip to
no avail. Same problem with the integrated circuits. Legs are so short the
soldering gun must touch the board.
I'm afraid of ruining the board and the points to be soldered are so close
together, one slip and you've filled three or four holes.
The kit is excellent, has everything you need to complete, even the solder,
and for the most part, instructions are concise and clear. Only complaint I
have is that they advertise the kit can be completed in twenty hours. Took
three of us two hours just to sort the resistors before installation.
Can anyone help-------Please!
Bob
________________________________________________________________________________
Thanks to everyone who replied to my plea for help. Learned a lot about a
basic skill I should have mastered before I started this project. But I think
I'm OK and with all of the tips, I'm sure I can finish.
Bought this little Tripacer for my kids to learn to fly in and am upgrading
the panel to a center stack avionics package with a Bendix King 150 GPS which
my son found at quite a bargain. Know that this is overkill but I want the
kids to have an instrument rating. Cheapest insurance you can get.
Lots of work still to do but thanks to all of the pros on the net who respond
to cries for help, I think I can get it done.
Thanks again to everyone.
Bob, Wichita
________________________________________________________________________________
| From: | ROBINFLY(at)aol.com |
| Subject: | re: KX125 problem |
It has been a few weeks since I added glide slope receiver (KN75) and ILS
indicater (KI209A) to my trusted KX125. All was well, and they track ILS just
fine. But when tracking VOR, com transmission would somehow block off nav
signal and both indicators (KI209A & KN125 built-in) would show "off" flag. It
acts like those old 1&1/2 nav/com radios.
I do not remember if my KX125 acted this way before I added KN75 & KI209A to
it. I tried disconnecting the KI209A from it, but it still show "off" flag on
its built-in indicator when transmitting. I did not try to disconnect the
KN75 because it is hard to get to.
Questions:
1. When transmitting from my other com radio, KX125 & KI209A do not lost nav
signal. Does that rule out antenna problem?
2. I also noted that the "comm audio" line is not the shield type. Could
this be the problem?
3. Is it likely the KN75 might be the problem? Does it worth the time to
disconnect it from KX125 and see if KN75 is the problem?
Many thanks,
Robin Hou
________________________________________________________________________________
| From: | Hal Rozema <hartist1(at)cox.net> |
Annette Ashton project ,
Anthony Simpson ,
arizona tribune , "Arthur A. Muka" ,
"avionics-list(at)matronics.com" ,
BankCardUSA - Jason Hardy ,
Barb Gibson
| Subject: | Getting rid of my old art work |
LAST CHANCE DISPOSAL SALE - Artists Inventory of Aviation Prints. 12,000
or more, signed, proofs, and artists proofs of aircraft: Spitfire, P-40,
AWACS/KC135, Shuttle, Piccard Balloon, Christen Eagle, F-14, F-15,
Thunderbirds (76), Wildcat, F5E, and Skyhawks. Artist member ASAA and
USAF Art Program. Make offer including shipping. Located Phoenix, Im 74
and these have been in air conditioned storage for the last 20 years.
Time to move them or dump them. I stopped marketing them in 1984 when I
moved to Phoenix.
Pass the word to anyone interested
Hal Rozema
EAA 390982
ZENITH VSTOL CH701/3300 N701PF
theplanefolks.net
hal(at)thecaddesigner.net
________________________________________________________________________________
| From: | dralle(at)matronics.com (Matt Dralle) |
| Subject: | New SPAM and Virus Filtering Appliance At Matronics... |
Dear Listers,
I will be installing a new SPAM and virus blocking appliance this
evening or tomorrow. The installation will involve some changes
in the Matronics DNS MX records, and will impact how incoming
email is handled. While I expect these changes to be transparent
to all of the List subscribers, things might go differently... ;-)
The Lists get bombarded with tons of SPAM messages and viruses
each day and fortunately my custom filters have been extremely
effective at filtering most of this from redistribution. Its
time to move to the next level of technology, however, and this
SPAM and Virus filtering appliance seems like an excellent
solution.
I will post a follow up message later in the week when things
have stabilized and I have some filter statistics to share.
Best regards,
Matt Dralle
Matronics Email List Admin.
--
Matt G. Dralle | Matronics | P.O. Box 347 | Livermore | CA | 94551
925-606-1001 Voice | 925-606-6281 FAX | dralle(at)matronics.com Email
http://www.matronics.com/ W.W.W. | Featuring Products For Aircraft
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | [Please Read] SPAM Filter Could Be Causing Posting Problems |
For Some Members...?
Dear Listers,
Matronics is now utilizing a SPAM filter appliance to filter out the
excessive amounts of inappropriate email that bombards the Email List
Forums each day. The filter is reporting that over 66% of the email
messages sent to Matronics email destinations are of SPAM content and
reviewing the logfiles, it would appear to be true. That is indeed great!
While the Lists are enjoying the breath of fresh air afforded by the new
appliance, I am suspecting that a few legitimate email List posts are being
blocked as too, although I can't confirm this. It is difficult to churn
through the logfiles looking though thousands of blocked email messages
trying to determine if any legitimate List posts were blocked.
If you suspect that your posts are accidently being blocked by the SPAM
filter appliance, I have created a new Trouble Report web page that will
allow you to report your problems directly to me without having to use
email. If the SPAM filter is blocking your email address for some reason,
then its likely that I wouldn't be able to receive your direct email
regarding difficulty in posting. The web form bypasses the incoming email
and directs your message directly to me.
Please include as much information as possible regarding the problems you
are having including any bounced email or email error messages that you may
have received back in regard to your posts to the lists. The more
information I have about the email you are sending and what the errors you
are receiving, the better chance I'll have in hunting down the problem.
The Trouble Report Website URL is:
http://www.matronics.com/trouble-report/
I apologize for any inconvenience the SPAM filter may be causing you. I
will work toward resolving your issues as quickly as possible.
Best regards,
Matt Dralle
Matronics EMail List Administrator
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
________________________________________________________________________________
Does anyone know what frequency is in use for this service in the LA
area? Various specifications and publications indicate 978 MHz, but there
appears to be no activity on that frequency, and I know the service is
operational here.
Any assistance is appreciated.
Stan
N67SL
RV7A (wings)
CCB
________________________________________________________________________________
| From: | "Ralph E. Capen" <recapen(at)earthlink.net> |
| Subject: | Resolver vs Converter education |
Fellow listers,
My UPSAT SL30 outputs both converter and resolver signals for an external CDI.
That and my GX60 are switched through the ACU for input to the whatever brand
CDI.
I have a NSD-1000 HSI that I am installing in the panel of my RV6A which takes
both of these signal types - this is intended to be the primary CDI. The Narco
NAV122D/GPS that I have will also take these signals as inputs.
The instructions for my SL30 indicate that the resolver signals need to be calibrated
and should not be switched. These instructions also state that supplemental
CDI's should use converter signals only.
I'm trying to understand the functionality provided by these different type of
signals....
Are they complementary - or similar in functionality? Can one set of signals be
used without the other?
Thanks,
Ralph Capen
Soooooo many little wires
________________________________________________________________________________
| Subject: | Terra TRT250D Transponder |
Our TRT250D seems completely dead, having been in storage for 14 months
following a major accident. No other damage to instruments or avionics,
so we don't know if this is a failure resulting from the accident.
This unit is no longer manufactured, Terra being purchased by Trimble
and then dumped. Trimble don't even answer tech messages!
Any ideas of places for service support in the UK, please?
Regards
Peter Grant
+++++++++++++++++++++++++++++++++++++++
10 The Sidings, Horncastle LN9 5UA
Tel: 01507 523180 Fax: 01507 522605 Mobile: 07774 923160
+++++++++++++++++++++++++++++++++++++++
This email is intended for the sole use of
the addressee. If you have received this email in error, please contact
the sender and delete the message. We accept no liability for misuse of
this email however caused. Outgoing emails are automatically checked by
Norton Anti-Virus.
________________________________________________________________________________
| From: | W J R HAMILTON <wjrhamilton(at)optusnet.com.au> |
| Subject: | Re: Terra TRT250D Transponder |
Peter,
Instead of throwing money at a very old piece of technology, upgrade to a
new unit. A very economical but up to the minute design comes from Micro
Air, you will find them on a web site, they are about $1100.00, and will
fit in a 21/2 instrument hole.
I can't tell you that very large numbers have manufactured for "special
purposes use", because if I told you that, I'de have to shoot you.
Cheer,
Bill Hamilton.
>
>Our TRT250D seems completely dead, having been in storage for 14 months
>following a major accident. No other damage to instruments or avionics,
>so we don't know if this is a failure resulting from the accident.
>
>This unit is no longer manufactured, Terra being purchased by Trimble
>and then dumped. Trimble don't even answer tech messages!
>
>Any ideas of places for service support in the UK, please?
>
>Regards
>Peter Grant
>+++++++++++++++++++++++++++++++++++++++
>10 The Sidings, Horncastle LN9 5UA
>Tel: 01507 523180 Fax: 01507 522605 Mobile: 07774 923160
>+++++++++++++++++++++++++++++++++++++++
>This email is intended for the sole use of
>the addressee. If you have received this email in error, please contact
>the sender and delete the message. We accept no liability for misuse of
>this email however caused. Outgoing emails are automatically checked by
>Norton Anti-Virus.
>
>
COMMUNICATIONS
CHANGES: All Recipients Please Note.
The new email address for all Glenalmond Group Companies, W.J.R.Hamilton,
Fighter Flights Internet Services and Warbirds.Net is:
will remain valid for about three months.
All phone numbers remain unchanged, but changes will take place in about
three months, the date will be notified.
________________________________________________________________________________
| Subject: | Terra TRT250D Transponder |
Thanks for the suggestion - this well be the way we'll go!
Regards
Peter Grant
US-Eurolink Marketing Services Ltd
+++++++++++++++++++++++++++++++++++++++
10 The Sidings, Horncastle LN9 5UA
Tel: 01507 523180 Fax: 01507 522605 Mobile: 07774 923160
+++++++++++++++++++++++++++++++++++++++
This email is intended for the sole use of
the addressee. If you have received this email in error, please contact
the sender and delete the message. US-Eurolink Marketing Services Ltd
accepts no liability for misuse of this email however caused. Outgoing
emails are automatically checked by Norton Anti-Virus.
-----Original Message-----
From: owner-avionics-list-server(at)matronics.com
[mailto:owner-avionics-list-server(at)matronics.com] On Behalf Of W J R
HAMILTON
Subject: Re: Avionics-List: Terra TRT250D Transponder
Peter,
Instead of throwing money at a very old piece of technology, upgrade to
a
new unit. A very economical but up to the minute design comes from Micro
Air, you will find them on a web site, they are about $1100.00, and will
fit in a 21/2 instrument hole.
I can't tell you that very large numbers have manufactured for "special
purposes use", because if I told you that, I'de have to shoot you.
Cheer,
Bill Hamilton.
<peter@us-eurolink.co.uk>
>
>Our TRT250D seems completely dead, having been in storage for 14 months
>following a major accident. No other damage to instruments or avionics,
>so we don't know if this is a failure resulting from the accident.
>
>This unit is no longer manufactured, Terra being purchased by Trimble
>and then dumped. Trimble don't even answer tech messages!
>
>Any ideas of places for service support in the UK, please?
>
>Regards
>Peter Grant
>+++++++++++++++++++++++++++++++++++++++
>10 The Sidings, Horncastle LN9 5UA
>Tel: 01507 523180 Fax: 01507 522605 Mobile: 07774 923160
>+++++++++++++++++++++++++++++++++++++++
>This email is intended for the sole use of
>the addressee. If you have received this email in error, please contact
>the sender and delete the message. We accept no liability for misuse of
>this email however caused. Outgoing emails are automatically checked by
>Norton Anti-Virus.
>
>
COMMUNICATIONS
CHANGES: All Recipients Please Note.
The new email address for all Glenalmond Group Companies,
W.J.R.Hamilton,
Fighter Flights Internet Services and Warbirds.Net is:
will remain valid for about three months.
All phone numbers remain unchanged, but changes will take place in about
three months, the date will be notified.
==
==
http://www.matronics.com/trouble-report
==
==
________________________________________________________________________________
| From: | "Jim Selby" <jimscjs(at)mbay.net> |
| Subject: | Terra TRT250D Transponder |
I have new Terra if you want to go that way but I put in a Becker also, I
had trouble with my MicroAir.
Jim Selby
-----Original Message-----
From: owner-avionics-list-server(at)matronics.com
[mailto:owner-avionics-list-server(at)matronics.com]On Behalf Of W J R
HAMILTON
Subject: Re: Avionics-List: Terra TRT250D Transponder
Peter,
Instead of throwing money at a very old piece of technology, upgrade to a
new unit. A very economical but up to the minute design comes from Micro
Air, you will find them on a web site, they are about $1100.00, and will
fit in a 21/2 instrument hole.
I can't tell you that very large numbers have manufactured for "special
purposes use", because if I told you that, I'de have to shoot you.
Cheer,
Bill Hamilton.
<peter@us-eurolink.co.uk>
>
>Our TRT250D seems completely dead, having been in storage for 14 months
>following a major accident. No other damage to instruments or avionics,
>so we don't know if this is a failure resulting from the accident.
>
>This unit is no longer manufactured, Terra being purchased by Trimble
>and then dumped. Trimble don't even answer tech messages!
>
>Any ideas of places for service support in the UK, please?
>
>Regards
>Peter Grant
>+++++++++++++++++++++++++++++++++++++++
>10 The Sidings, Horncastle LN9 5UA
>Tel: 01507 523180 Fax: 01507 522605 Mobile: 07774 923160
>+++++++++++++++++++++++++++++++++++++++
>This email is intended for the sole use of
>the addressee. If you have received this email in error, please contact
>the sender and delete the message. We accept no liability for misuse of
>this email however caused. Outgoing emails are automatically checked by
>Norton Anti-Virus.
>
>
COMMUNICATIONS
CHANGES: All Recipients Please Note.
The new email address for all Glenalmond Group Companies, W.J.R.Hamilton,
Fighter Flights Internet Services and Warbirds.Net is:
will remain valid for about three months.
All phone numbers remain unchanged, but changes will take place in about
three months, the date will be notified.
---
Incoming mail is certified Virus Free.
---
________________________________________________________________________________
| From: | LessDragProd(at)aol.com |
| Subject: | Re: Microair (was: Terra TRT250D Transponder) |
In a message dated 09/29/2003 7:54:35 AM Pacific Daylight Time,
jimscjs(at)mbay.net writes:
I have new Terra if you want to go that way but I put in a Becker also, I
had trouble with my MicroAir.
Jim Selby
Hi Jim,
What type of problem did you have with you MicroAir? Display, or other?
(I assume it was the transponder, not the MicroAir 760 radio.)
Jim Ayers
________________________________________________________________________________
| From: | W J R HAMILTON <wjrhamilton(at)optusnet.com.au> |
| Subject: | Re: Microair (was: Terra TRT250D Transponder) |
All,
I am interested in the MIcroAir problems, here we have found them to be
very reliable, and FAA had an evaluation recently that resulted in a big
contract for a modified (always on version) of the MicroAir transponder.
They now have their prototypes of a ADS-B/Mode S version in test, this will
be the unit of choice as ADS-B is rolled out in Australia starting '05.
MicroAir is now a subsidiary of Jabiru Aircraft, I know Phil Ainsworth,
the CEO well, have known him since he was an amateur builder, I can bring
this to his attention directly.
Regards,
Bill Hamilton.
>
>In a message dated 09/29/2003 7:54:35 AM Pacific Daylight Time,
>jimscjs(at)mbay.net writes:
>
>I have new Terra if you want to go that way but I put in a Becker also, I
>had trouble with my MicroAir.
>Jim Selby
>Hi Jim,
>
>What type of problem did you have with you MicroAir? Display, or other?
>(I assume it was the transponder, not the MicroAir 760 radio.)
>
>Jim Ayers
>
>
COMMUNICATIONS
CHANGES: All Recipients Please Note.
The new email address for all Glenalmond Group Companies, W.J.R.Hamilton,
Fighter Flights Internet Services and Warbirds.Net is:
will remain valid for about three months.
All phone numbers remain unchanged, but changes will take place in about
three months, the date will be notified.
________________________________________________________________________________
| From: | CardinalNSB(at)aol.com |
| Subject: | Re: transponder questions |
Are the Micro Air, Becker and Terra transponders being discussed "solid
state" or cavity tube, I am not a tach but the solid state seems like a good idea.
Skip
________________________________________________________________________________
| From: | W J R HAMILTON <wjrhamilton(at)optusnet.com.au> |
| Subject: | Re: transponder questions |
Skip,
The MicroAir is all solid state.
I don't really know how well supported they are in the retail market in US.
Any Aero Commander owners who have a problem with a MicroAir radio or
transponder, I would be happy to bring it to directly to their attention
here in Australia. ( I have no financial or other business interest here,
just something I can do under the "Old Friends Act", and to promote some
Australian gear that is really good on any price/performance comparison.
The Becker gear is very good stuff, but expensive and spares are sometimes
a problem due small market share.
Regards,
Bill Hamilton.
>
>Are the Micro Air, Becker and Terra transponders being discussed "solid
>state" or cavity tube, I am not a tach but the solid state seems like a
>good idea.
>Skip
>
>
COMMUNICATIONS
CHANGES: All Recipients Please Note.
The new email address for all Glenalmond Group Companies, W.J.R.Hamilton,
Fighter Flights Internet Services and Warbirds.Net is:
will remain valid for about three months.
All phone numbers remain unchanged, but changes will take place in about
three months, the date will be notified.
________________________________________________________________________________
| From: | "TromsoFlyr" <TromsoFlyr(at)hotmail.com> |
I am an avionics student and I have a KX-155A which I wish to make a test harness
for. I have the backplate, the connectors, but no KX-155A manual with the pinouts.
Can anyone help me out a provide me a digram or at least a list of the
pinouts so I can make a proper harness?
Thanks
________________________________________________________________________________
| From: | "TromsoFlyr" <TromsoFlyr(at)hotmail.com> |
| Subject: | Re: KX-155A PINOUTS |
I thank you all for help and pinouts. Please correct me if I am wrong, but
isnt the pinout the the 155 and the 155A entirely different? Or are they the
same?
Thanks
----- Original Message -----
From: "TromsoFlyr" <TromsoFlyr(at)hotmail.com>
Subject: Avionics-List: KX-155A PINOUTS
>
> I am an avionics student and I have a KX-155A which I wish to make a test
harness for. I have the backplate, the connectors, but no KX-155A manual
with the pinouts. Can anyone help me out a provide me a digram or at least a
list of the pinouts so I can make a proper harness?
>
> Thanks
>
>
-------
________________________________________________________________________________
| From: | "Phil Birkelbach" <phil(at)petrasoft.net> |
| Subject: | GPS-35 / Transponder / Autopilot |
I am going to have the Garmin GPS-35 feeding the heading info to my TruTrak
autopilot and I was wondering if I could also hook this signal up to my
Garmin GTX-327 transponder for the automatic ALT/STBY switch? I would
assume that if I paralleled the two that it may work but I thought that I
would ask.
Godspeed,
Phil Birkelbach - Houston Texas
RV-7 N727WB (Reserved) - Canopy
http://www.myrv7.com
________________________________________________________________________________
| From: | "Louis Staalberg" <N7LS(at)cybertrails.com> |
| Subject: | cable connector for KI205 |
I have a KX145 nav/comm with KI205 indicator.
I am looking for the male cable connector (rectangular
12 pins) to connect it to the KX145.
Does anyone know where I can get one?
Would very much appreciate any help
Regards - Louis
I have a KX145 nav/comm with KI205
indicator.
I am looking for the male cable
connector
(rectangular
12 pins) to connect it to the
KX145.
Does anyone know where I can get
one?
Would very much appreciate any
help
Regards -
Louis
________________________________________________________________________________
| From: | CardinalNSB(at)aol.com |
| Subject: | Re: diy gps annunciator need help please |
-------------------------------1065211106
Hello.
I am working on installing a Garmin 300xl gps and don't want to pay for (or
need) the "factory" annunciator panel. I am wiring my cdi directly to the
Garmin, so I don't need the multi pole relay to switch the cdi anyway. However,
to be IFR legal, I do need "lights and switches" which I would like to put
together myself.
The schematic shows that most of the annunciator lights and the "approach"
momentary switch are directly tied into the connector; however, the "auto/hold"
lights and the "auto/hold" selection switch are tied together. The
"auto/hold" function switches between automatically sequencing through the waypoints
or
holding on a specific way point.
The "auto/hold" is laid out such that in the first position the dpdt switch
lights the "auto"annunciator and closes the "auto" circuit, and in the other
position lights the "hold" light and closes the "hold" circuit. That is, this
switch position controls those lights. (It seems odd to me that Garmin would
run the other annunciator lights off of the Garmin unit, that is, the lights
indicate the circuit as the Garmin sees it, whereas the "auto/hold" lights are
lit based on the switch position with no regard to how the Garmin is seeing it)
I would like to make a simple annunciator panel using led's and generic mini
switches (one momentary and one dpdt). Has anybody done anything like this, I
would appreciate any help you can give me on this, what leds to use, etc. I
could use the NAT type of switch but that seems bulky and a little pricey and
I have become enamored with using some led's anyway.
Thank you, Skip Simpson
-------------------------------1065211106
tutf-8">
Hello.
I am working on installing a Garmin 300xl gps and don't want to pay for (or need)
the "factory" annunciator panel. I am wiring my cdi directly to the Garmin,
so I don't need the multi pole relay to switch the cdi anyway. However, to be
IFR legal, I do need "lights and switches" which I=20would like to put together
myself.
The schematic shows that most of the annunciator lights and the "approach" momentary
switch are directly tied into the connector; however, the "auto/hold" lights
and the "auto/hold" selection switch are tied together. The "auto/hold" function
switches between automatically sequencing through=20the waypoints or holding
on a specific way point.
The "auto/hold" is laid out such that in the first position the dpdt switch lights
the "auto"annunciator and closes the "auto" circuit, and in the=20other position
lights the "hold" light and closes the "hold" circuit.=20That is, this
switch position controls those lights. (It seems odd to me that Garmin would run
the other annunciator lights off of the Garmin unit, that is, the lights indicate
the circuit as the Garmin sees it, whereas the "auto/hold" lights are lit
based on the switch position with no regard to how the Garmin is seeing it)
I would like to make a simple annunciator panel using led's and generic mini switches
(one momentary and one dpdt). Has anybody done anything like this, I would
appreciate any help you can give me on this, what leds to use, etc. I could
use the NAT type of switch but that seems bulky and a little pricey and I have
become enamored with using some led's anyway.
Thank you, Skip Simpson
-------------------------------1065211106--
________________________________________________________________________________
| Subject: | Terra TRT250D transponder |
Our unit is confirmed dead, so if anyone has one to sell please let me
know!
Regards
Peter Grant
+++++++++++++++++++++++++++++++++++++++
10 The Sidings, Horncastle LN9 5UA
Tel: 01507 523180 Fax: 01507 522605 Mobile: 07774 923160
+++++++++++++++++++++++++++++++++++++++
This email is intended for the sole use of
the addressee. If you have received this email in error, please contact
the sender and delete the message. We accept no liability for misuse of
this email however caused. Outgoing emails are automatically checked by
Norton Anti-Virus.
________________________________________________________________________________
| From: | "Michael Pilla" <mpilla(at)maine.rr.com> |
| Subject: | Re: Terra TRT250D transponder |
Forgot to mention that I am located in the USA - sorry about that.
Michael Pilla
----- Original Message -----
From: "Peter Grant" <peter@us-eurolink.co.uk>
Subject: Avionics-List: Terra TRT250D transponder
<peter@us-eurolink.co.uk>
>
> Our unit is confirmed dead, so if anyone has one to sell please let me
> know!
>
> Regards
> Peter Grant
> +++++++++++++++++++++++++++++++++++++++
> 10 The Sidings, Horncastle LN9 5UA
> Tel: 01507 523180 Fax: 01507 522605 Mobile: 07774 923160
> +++++++++++++++++++++++++++++++++++++++
> This email is intended for the sole use of
> the addressee. If you have received this email in error, please contact
> the sender and delete the message. We accept no liability for misuse of
> this email however caused. Outgoing emails are automatically checked by
> Norton Anti-Virus.
>
>
________________________________________________________________________________
| Subject: | Terra TRT250D transponder |
That's OK Michael, it just slightly complicates the transaction as you
don't know us and we don't know you! I may have a solution, however, as
I lived in N Carolina for three years and am still in regular contact
with the guy who serviced my airplane at Johnston County Airport -
Charlie West who owns Mobile Airplane Repair. He'd probably be willing
to act as an 'honest' broker for both parties, I guess.
Anyway, I'll talk to my group members tomorrow and explain the
situation, then we can see about making an offer!
Regards
Peter Grant
+++++++++++++++++++++++++++++++++++++++
10 The Sidings, Horncastle LN9 5UA
Tel: 01507 523180 Fax: 01507 522605 Mobile: 07774 923160
+++++++++++++++++++++++++++++++++++++++
This email is intended for the sole use of
the addressee. If you have received this email in error, please contact
the sender and delete the message. We accept no liability for misuse of
this email however caused. Outgoing emails are automatically checked by
Norton Anti-Virus.
-----Original Message-----
From: owner-avionics-list-server(at)matronics.com
[mailto:owner-avionics-list-server(at)matronics.com] On Behalf Of Michael
Pilla
Subject: Re: Avionics-List: Terra TRT250D transponder
Forgot to mention that I am located in the USA - sorry about that.
Michael Pilla
----- Original Message -----
From: "Peter Grant" <peter@us-eurolink.co.uk>
Subject: Avionics-List: Terra TRT250D transponder
<peter@us-eurolink.co.uk>
>
> Our unit is confirmed dead, so if anyone has one to sell please let me
> know!
>
> Regards
> Peter Grant
> +++++++++++++++++++++++++++++++++++++++
> 10 The Sidings, Horncastle LN9 5UA
> Tel: 01507 523180 Fax: 01507 522605 Mobile: 07774 923160
> +++++++++++++++++++++++++++++++++++++++
> This email is intended for the sole use of
> the addressee. If you have received this email in error, please
contact
> the sender and delete the message. We accept no liability for misuse
of
> this email however caused. Outgoing emails are automatically checked
by
> Norton Anti-Virus.
>
>
==
==
http://www.matronics.com/trouble-report
==
==
________________________________________________________________________________
| From: | Garey Wittich <gareywittich2000(at)yahoo.com> |
| Subject: | MIL-T-43435B Lacing Cord at a 25% Cost Savings |
rocket-list(at)matronics.com
I have some "Brand New" (in original packaging)
MIL-T-43435B Lacing Cord, Type 2 (Polyester / Hi
Temp), Finish C (Synthetic Rubber or Elastomer), Size
3 (50 lb min strength; 0.085: wide x 0.014" thick).
This Cord is used extensively by avionic shops and
airframe manufactures to tie individual electrical
wires into bundles for their avionics, etc.
* Least expensive way to make wire bundles.
* Will not cut into wires like Dental Floss used
by some Builders, as it is "flat"
* Higher Temp Rating (-73 Deg C to 177 Deg C) than
Type 1 (-55 Deg C to 121 Deg C) that is
sold by Aircraft Spruce and Chief Aircraft for
$21 per spool.
* Each Spool contains 500 yards of White or Blue
Polyester Cord. (Share with other Builders)
* Excellent "Knot" retention.
* See: www.versatileindustrial.com/gudebrod.html
for additional info.
* Will sell for $15 per Spool - includes shipping
in the US.
If interested E-Mail me off line at:
gareywittich2000(at)yahoo.com
__________________________________
________________________________________________________________________________
| From: | Garey Wittich <gareywittich2000(at)yahoo.com> |
| Subject: | MIL-T-43435B Lacing Cord at a 25% Cost Savings |
rocket-list(at)matronics.com
I have some "Brand New" (in original packaging)
MIL-T-43435B Lacing Cord, Type 2 (Polyester / Hi
Temp), Finish C (Synthetic Rubber or Elastomer), Size
3 (50 lb min strength; 0.085: wide x 0.014" thick).
This Cord is used extensively by avionic shops and
airframe manufactures to tie individual electrical
wires into bundles for their avionics, etc.
* Least expensive way to make wire bundles.
* Will not cut into wires like Dental Floss used
by some Builders, as it is "flat"
* Higher Temp Rating (-73 Deg C to 177 Deg C) than
Type 1 (-55 Deg C to 121 Deg C) that is
sold by Aircraft Spruce and Chief Aircraft for
$21 per spool.
* Each Spool contains 500 yards of White or Blue
Polyester Cord. (Share with other Builders)
* Excellent "Knot" retention.
* See: www.versatileindustrial.com/gudebrod.html
for additional info.
* Will sell for $15 per Spool - includes shipping
in the US.
If interested E-Mail me off line at:
gareywittich2000(at)yahoo.com
__________________________________
________________________________________________________________________________
| From: | Stephen Gale <stephen(at)elektrika.com.au> |
| Subject: | KMA20 Pinouts or schematics |
Greetings all,
Does anyone have the pin-outs to a King KMA20 audio switching panel? I was
planning to insert a couple of pins in the unused COM2 audio inputs and
connect there other ends to a 1/8" jack. I will connect a CD player to this
jack, naturally with a couple of Elvis CDs playing (in honour of those fine
Texans who designed the bird in the first place). I recall making similar
dodgy leads for the RAAF 1 Squadron knuckle heads (F111 drivers) who wanted
to connect their walkmans (cassette in those days) to the ships interphone
system. Mooney/F111 - similar in many respects.
Thanks in advance,
Steve Gale
77 M20J Mooney - VHUDD
Melbourne Australia
________________________________________________________________________________
| From: | Charlie & Tupper England <cengland(at)netdoor.com> |
| Subject: | Re: KMA20 Pinouts or schematics (Texas?) |
Stephen Gale wrote:
>
>Greetings all,
>
>Does anyone have the pin-outs to a King KMA20 audio switching panel? I was
>planning to insert a couple of pins in the unused COM2 audio inputs and
>connect there other ends to a 1/8" jack. I will connect a CD player to this
>jack, naturally with a couple of Elvis CDs playing (in honour of those fine
>Texans who designed the bird in the first place). I recall making similar
>dodgy leads for the RAAF 1 Squadron knuckle heads (F111 drivers) who wanted
>to connect their walkmans (cassette in those days) to the ships interphone
>system. Mooney/F111 - similar in many respects.
>
>Thanks in advance,
>
>Steve Gale
>77 M20J Mooney - VHUDD
>Melbourne Australia
>
Texas?
Steve, Steve, Steve...
I suppose that can be forgiven since you are way down there in
Australia. I'll try to help you out a little.
Texas is the current home of Voodoo Economics and the latest version
of American Imp.... never mind.
Elvis was (is?) from the state that's 2 east of Texas.
Charlie
Slobovia Outernational Airport, Pocahontas MS, USA
;-)
________________________________________________________________________________
| From: | "Dave Ford" <dford(at)michweb.net> |
| Subject: | cd player & radio stack |
I'm looking for a CD player, panel mount that the behind the panel size would fit
in a standard radio stack of 6 1/4" in width. Is there anything available
that someone knows of?
Dave Ford
RV6 finishing (getting close)
________________________________________________________________________________
| Subject: | Re: cd player & radio stack |
| From: | Gerry Holland <gnholland(at)onetel.com> |
Dave Hi!
> I'm looking for a CD player, panel mount that the behind the panel size would
> fit in a standard radio stack of 6 1/4" in width. Is there anything available
> that someone knows of?
>
Try these Sites:
http://www.avionicsinnovations.com/products.htm
http://www.ps-engineering.com/inflight%20entertainment.shtml
Both make neat but expensive products specially design for Cockpit
conditions. PS Engineering CD probably best value at around $700.
Regards
Gerry
Gerry Holland
Europa 384
G-FIZY
+44 7808 402404
gnholland(at)onetel.com
________________________________________________________________________________
| Subject: | Re: cd player & radio stack |
| From: | Gerry Holland <gnholland(at)onetel.com> |
Dave
> I'm looking for a CD player, panel mount that the behind the panel size would
> fit in a standard radio stack of 6 1/4" in width. Is there anything available
> that someone knows of?
>
Also try for Price:
http://www.chiefaircraft.com/cgi-bin/hazel.cgi?action=serve&item=/Avionics/A
vionics.html
Select PS Engineering or Innovations
Regards
Gerry
Gerry Holland
Europa 384
G-FIZY
+44 7808 402404
gnholland(at)onetel.com
________________________________________________________________________________
| From: | "Bruce Gray" <Bruce(at)glasair.org> |
| Subject: | cd player & radio stack |
Get a used Ipod on ebay. Holds 7500 songs. Much easier to deal with than
CD's.
Bruce
www.glasair.org
-----Original Message-----
From: owner-avionics-list-server(at)matronics.com
[mailto:owner-avionics-list-server(at)matronics.com] On Behalf Of Gerry
Holland
Subject: Re: Avionics-List: cd player & radio stack
Dave Hi!
> I'm looking for a CD player, panel mount that the behind the panel
size would
> fit in a standard radio stack of 6 1/4" in width. Is there anything
available
> that someone knows of?
>
Try these Sites:
http://www.avionicsinnovations.com/products.htm
http://www.ps-engineering.com/inflight%20entertainment.shtml
Both make neat but expensive products specially design for Cockpit
conditions. PS Engineering CD probably best value at around $700.
Regards
Gerry
Gerry Holland
Europa 384
G-FIZY
+44 7808 402404
gnholland(at)onetel.com
________________________________________________________________________________
| From: | "ted scott" <teds532(at)bellsouth.net> |
| Subject: | blue mountaiain EFIS for sale |
I have a Blue mountain EFIS for sale.Purchased two years ago but never installed.Ted
- phone 731 247 5643
________________________________________________________________________________
| From: | "TromsoFlyr" <TromsoFlyr(at)hotmail.com> |
| Subject: | Looking for KLN 90B Pinout |
Anyone have the pinout for the one edge connector of the KLN 89B?
I would like to setup a home station to be able to use this GPS rcvr
at home
Thanks
________________________________________________________________________________
| Subject: | Re: Avionics KLN 90B Pinout |
Per Avionics Installation Handbook:
Thisisonelongsonofagun pinout, so bear with me. The pinout reads
as you are looking at the connector with the wide part of the "D" at the top,
and the numbers read from left to right: ie. 17 to 1, next row 33 to 18, and
the bottom row 50 to 34. If you take a magnifying glass (the cheapest and most
useful, I've found, are a pair of +2.00 or +3.00 glasses from the stand hear
the jewellery counters at your local wally-wart). +FROM pin 20, +RIGHT pin 22,
+TO pin 221, 429 recieverA pin 5, 429 recieverB pin 4, 429transmitA pin 24,
429transmitB pin 23, A+11-33VDC pin 40, A1 pin 42, A2 pin 43, A4 pin 44,
AirData 429 RCVR A pin 9, AirData 429 RCVR B pin 8, AltAlert Audio Out pin39,
AltAlert pin38, annunciator out pin 14, annunciator out pin 15, annunciator out
pin
16, annunciator out pin 17, B1 pin 45, B2 pin 46, B4 pin 47, C1 pin 48, C2 pin
49 C4 pin 50, D4 pin 41, DataLoader In pin 35, DataLoader Out pin 35, dimmer
pin 32, dimmer pin 28, dimmer pin 29, NavFlag +/-Left pin 25, NavFlag+ pin 19,
NavSuperFlag pin 18, OBI Clock out pin 11, OBIData out pin 10, OBISync out
pin 12, OBS Resolver Cosine pin 37, OBS Resolver Out pin 31, OBS Resolver Sin
pin 26, Output pin 1, Output pin 30, Output pin 33, PowerGround pin 27,
RadarGraphics 429 RcvrA pin 7, RadarGraphics 429 RcvrB pin 6, RS232 in pin 36,
RS232
out pin13, SDI 1/2EFIS pin 3, TakeHome pin 2. Notes: 1) Jumper 9 to 24
and 8 to 23 if unused; 2) KLN 90/90A, 17 INTEG WARN (90A only), 16 spare, 15
Msg, 14 WPT Alert. KLN 90B, 17 APP ARM, 16 APP ACTIVE, 15 MSG, 14 WPT ALERT.
#) For 28 volts, 28 to dimmer, 32 to ground, 29 open. For 14 volts and 5 volts,
28 and 32 ground, 29 to dimmer. 4) For KLN 90/90A pins 37,31 and 26 are
spare. 5) For KLN 90/90A pin 1 is GPS/IFR Enable/Remote On, pin 30 is Left Offset,
pin 33 is Right Offset. 6) Jumper 13 to 36 if unused. Hope this is
useful to you. Geoff
________________________________________________________________________________
| From: | "Tom Turnbull" <rv7tt(at)cox.net> |
| Subject: | Garmin and GX line |
Just a note to see if anyone has heard that Garmin has discontinued the GX GPS
line of products formerly from UPSAT. I was told this by a avionics vendor.
I searched their web sites but can not find confirmation, while they don't directly
list these products on the Garmin site.
Thanks in advance.
Tom
RV
________________________________________________________________________________
| From: | "Dan Morrow" <DanFM01(at)butter.toast.net> |
| Subject: | Re: Garmin and GX line |
> Just a note to see if anyone has heard that Garmin has discontinued the GX
GPS
> line of products formerly from UPSAT. I was told this by a avionics
vendor.
> I searched their web sites but can not find confirmation, while they don't
directly
> list these products on the Garmin site.
> Thanks in advance.
> Tom
The UPS products are now at www.garminat.com. The last I heard Garmin was
still
debating internally what their strategy for the UPS product line would be.
Dan Morrow
RV8A Building Empennage slowly
________________________________________________________________________________
| From: | W J R HAMILTON <wjrhamilton(at)optusnet.com.au> |
| Subject: | Collins 4" CDI P/N #522-3138-004 |
Does anybody out there have any tech. data for this unit.
I want to find out if it can be substituted for the 3"CDI that is the
normal control/display for a PN 101 Compass system.
Thanks,
Bill Hamilton.
COMMUNICATIONS
CHANGES: All Recipients Please Note.
The new email address for all Glenalmond Group Companies, W.J.R.Hamilton,
Fighter Flights Internet Services and Warbirds.Net is:
will remain valid for about three months.
All phone numbers remain unchanged, but changes will take place in about
three months, the date will be notified.
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | All New Matronics Email List Online Chat!!! |
Hi Listers!
A number of Listers have been asking for some Matronics Email List online
chat and NOW ITS HERE! Over the last couple of days I've set up a nifty
web-based Chat site here on the Matronics systems. No special programs to
download; all you need is a late model web browser like Internet Explorer
or Netscape with a java plugin. I would recommend downloading the latest
Java plugin if you experience any problems getting the page to come
up. Here's a link to the Sun Java download
website. http://java.com/en/index.jsp Look for the green box with the
yellow arrow in the upper right corner. Before you bother, though, just
try you browser because it'll probably just work.
Each Email List on Matronics has its own "Room" and all rooms can easily be
accessed from the same client. In the Email List URL Trailer at the bottom
of each List message, you'll find the Link to this List's specific Chat
Room. Just click on the Link, and then type in your name or email address
in the User Name box. Try to use a name or email address that the other
Listers know you by. You'll find me lurking around the various List chat
rooms as "MattDralle".
There's a couple of nifty features I'll explain right off. On the main
Chat Window page after you login, you'll see a little icon with a Hammer
and a Screwdriver. This is the Control Panel window. Once the Control
Panel comes up, click on the "Settings" tab. Here you'll find, among other
things, three check boxes to enable sound. Click all three and you'll be
treated to a sound whenever someone enters or leaves the Room, or when
someone sends a message.
The other cool button is the one that has four little arrows pointing to
each of the four corners of the button. This will rip the main Chat window
from the web page and allow you to resize and move it anyway you'd like.
Let's have some fun and get to know one another better using this awesome
new Chat Room! To get started, just click the URL Link below for this
List's specific Chat Room!
Best regards,
Matt Dralle
Matronics Email List Admin
PS - I'm working on a web link interface to the chat logfiles. Coming soon...
________________________________________________________________________________
| From: | "Ralph E. Capen" <recapen(at)earthlink.net> |
| Subject: | Garmin-AT ACU resolver questions |
Fellow listers,
I am installing a UPSAT full stack with GX-60 and SL-30 with their ACU attached
to a Century NSD-1000 HSI as the primary display indicator.
Here's my question: With the SL-30 NAV side set to output resolver signals (not
switched by the ACU - supposed to be direct connected to the display) and the
GX-60 outputting converter signalling (all it has) switched through the ACU,
with the ACU set for GPS (sending the GPS converter signalling to the display)
the SL-30 being direct connected can still send its resolver signals to the
display....what happens when the display "sees" both sets of signals? I would
think that they could cause the indicator to do weird things - especially if
they are directionally conflicting.
I have contacted the Garmin-AT folks about this...they want to look at the pinouts
for my NSD1000. Their system is configured the same way if you were to use
their display head and wire it the way their website - and documentation shows.
Maybe their gear ignores one set of signals - or favors one set over the
other.
There are a pair of take-offs from the ACU that I could use to pick a set of relays
to prevent this from happening...or figure out a way to set the SL-30 NAV
side to an off configuration while I'm using the GPS.
What are your thoughts on this? I'm puzzled.
Ralph Capen
RV6A - wiring..........
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | 2003 List Fund Raiser - Please Support Your Lists... |
Dear Listers,
During November of each year, I have a voluntary Email List Fund Raiser to
support the continued operation, development, maintenance and upgrade of
the Email Forums sponsored here. Your Contributions go directly into
improvements in the systems that support the Lists and to pay for the
Internet connectivity primarily dedicated to supporting the Lists.
The traffic on the Lists continues to grow and the numbers are nothing
short of impressive! Here are some statistics that show how much traffic
the Lists generated this year alone:
* 11/01/2002 - 10/31/2003
o Web server hits: 10,446,780 (870,565/mo)
o Incoming Email Posts: 58,918 (4,909/mo)
List-related upgrades this year have been plentiful, and List performance
has substantially improved as a result. Upgrades and enhancements this
year have included:
* Internet Connection upgrade to a full, commercial-grade T1 Line!
* New Web Server platform - Dual 3Ghz Xeon with 2Gb Ram and U320 SCSI!
* Upgrade of Email Server platform - Dual 1.7 Ghz Xeon with 1Gb Ram!
* All new SPAM Filtering Appliance - filters about 98% of the unwanted SPAM!
* All new, web-base List Chat Room society!
As you can well imagine, this year's upgrades translate into a fair amount
of cash outlay on my part and this annual List Fund Raiser is the sole
means by which I fund these upgrades. Unlike most of the other "list
servers" on the Web these days, I have a strict
*no-commercial-advertisement policy* on the Matronics Lists and associated
List web sites. I was again approached by a number of vendors recently
with advertising deals that have been very tempting. My commitment to
providing a grass-roots, non-commercial environment prevailed,
however! Commercialism on the Internet seems to be increasing
exponentially every year, with more and more SPAM and pop up ads, not to
mention the ever increasing Virus attacks.
My goal with the Matronics List Service is to provide all members
with a commercial-free, virus-free, and high-performance system
with which the may share information, ideas, and camaraderie.
The best news this year is that, with the gracious help of Andy Gold and
The Builder's Bookstore ( http://www.buildersbooks.com ), I have been able
to significantly expand the lineup of fantastic Gift offers to support the
List Fund Raiser! In all, there are eight awesome free gifts this year
ranging from List Archive CD's to Flight Computers with qualifying
Contribution levels. Those great Jeppesen Flight Bags that were so popular
last year are even back! A special thanks goes out to Andy Gold again this
year for his very kind and generous support of the Lists. Thanks Andy, for
these great incentives!!
Over the next month I'll be posting a few reminder messages about the List
Fund Raiser, and I ask for your patience and understanding during the
process. Remember that the Lists are *completely* funded through the
generous Contributions of its members. That's it! There's no support from
a bloated advertising budget or deep pockets somewhere. Its all made
possible through YOUR thoughtful and generous support!
To make your List Contribution using a Visa or MasterCard, PalPal, or with
a personal check, please go to the URL link below. Here you can find
additional details on this year's great free Gifts as well as information
on the various methods of payment. Contributions in the $20, $30, $50,
$75, and $100 range are common. The Contribution web page is kind of long
this year with the details of each of the gifts, so please scroll all the
way down!
SSL Secure Contribution Web Site:
http://www.matronics.com/contributions
I would like to thank everyone who supports the Lists this year! Your
Contributions truly make it all possible!!
Thank you!!
Matt Dralle
Matronics Email List Administrator
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
________________________________________________________________________________
| From: | "Ralph E. Capen" <recapen(at)earthlink.net> |
| Subject: | Re: AeroElectric-List: Garmin-AT ACU resolver questions |
Alex,
ACU is the acronym for Annunciation Control Unit. Essentially a relay box
designed to switch between GPS and NAV signals to a single display head and
indicate which source is in use...in addition to a couple of other functions
reguired for IFR operations.
I am describing the course deviation signals that you have referred to and
agree completely with your statement about more than one signal....
I know what I can do about it - my intent here is to determine if I need to
as even the UPSAT / Garmin AT website shows a diagram with the potential for
both signals to get to the display. See:
http://www.garmin-at.com/dwnlds/stackdoc/fullstackwiring.pdf It clearly
shows their CDI directly attached to their SL-30 and through their ACU.
We'll get to the bottom of this soon - I hope!
Ralph Capen
----- Original Message -----
From: "Alex Peterson" <alexpeterson(at)usjet.net>
Subject: RE: AeroElectric-List: Garmin-AT ACU resolver questions
> --> AeroElectric-List message posted by: "Alex Peterson"
>
>
> >
> > I am installing a UPSAT full stack with GX-60 and SL-30 with
> > their ACU attached to a Century NSD-1000 HSI as the primary
> > display indicator.
> >
> > Here's my question: With the SL-30 NAV side set to output
> > resolver signals (not switched by the ACU - supposed to be
> > direct connected to the display) and the GX-60 outputting
> > converter signalling (all it has) switched through the ACU,
> > with the ACU set for GPS (sending the GPS converter
> > signalling to the display) the SL-30 being direct connected
> > can still send its resolver signals to the display....what
> > happens when the display "sees" both sets of signals? I
> > would think that they could cause the indicator to do weird
> > things - especially if they are directionally conflicting.
>
> Ralph, I cannot understand your question. Please clarify a couple
> things.
>
> What is an ACU?
>
> When you talk about resolver stuff, are you perhaps talking about the
> course deviation indicator signals? My understanding of the resolver is
> that it is the method by which the Nav radio knows what direction you
> have the OBS pointed.
>
> In any case, it would seem not right to have a situation where more than
> one signal can get to anything.
>
> Alex Peterson
> Maple Grove, MN
> RV6-A N66AP 397 hours
> www.usfamily.net/web/alexpeterson
>
>
________________________________________________________________________________
| Subject: | Flush Mount Template for GPSMAP 196 |
(2.1 points),
at.a.big.ISP(at)matronics.com
Does anyone have a template to cut a panel in order to flush mount a Garmin
GPSMap 196?
Or, does anyone ready make a panel for a std 6.25" wide radio stack with the
the cutout for the 196?
________________________________________________________________________________
| From: | "Werner Schneider" <wernerschneider(at)compuserve.com> |
| Subject: | Re: Flush Mount Template for GPSMAP 196 |
Hello ??
I did flushmount mine in a 6.25" stack, I have no template, as it was a
trial and error (or try and sand approach), I did use the dash mount for it
and it works quite well. I can send you some pictures if you like.
Werner
----- Original Message -----
From: <N27160(at)aol.com>
;
Subject: Avionics-List: Flush Mount Template for GPSMAP 196
>
> Does anyone have a template to cut a panel in order to flush mount a
Garmin
> GPSMap 196?
>
> Or, does anyone ready make a panel for a std 6.25" wide radio stack with
the
> the cutout for the 196?
>
>
________________________________________________________________________________
| Subject: | Re: Flush Mount Template for GPS |
| From: | Gerry Holland <gnholland(at)onetel.com> |
Hi!
> I did flushmount mine in a 6.25" stack, I have no template, as it was a
> trial and error , I did use the dash mount for it and it works quite well.
As in Werner's answer above I too have done this.
Make the 6.25" Plate to fit first and then use a paper template to get a
rough silhouette of the GPS and positioning. Mine was a GPS III Pilot. Using
the 'cradle' it often gets supplied with simplifies the attachment to the
Face plate.
I have photos too if reqd. gnholland(at)onetel.com
Regards
Gerry
Gerry Holland
Europa 384
G-FIZY
+44 7808 402404
gnholland(at)onetel.com
________________________________________________________________________________
| Subject: | Com Harness Connection. |
Swapping out Com radios of different brands. Of course its not a pin to pin
match. I was wondering if doing the following is adviseable or not.
Rather than cutting the existing dsub connector off the existing wiring
harness, what would be good or bad about making a short "converter cable" that
picks up the pins of the existing connector and rearranges them to conform to the
pins of the new box?
TIA
________________________________________________________________________________
| From: | "Jesse Kluijfhout, PE1RUI" <jessevli(at)zeelandnet.nl> |
| Subject: | Re: Com Harness Connection. |
Hi,
I wouldn't do so, Especially if you want to use it in an aircraft (for bench
check or home radio it might be ok). Better install the new connector
directly onto the wiring. Connectors are often the source of problems, so
try to use only the connectors you really need.
Good luck,
Jesse
----- Original Message -----
From: <N27160(at)aol.com>
Subject: Avionics-List: Com Harness Connection.
>
> Swapping out Com radios of different brands. Of course its not a pin to
pin
> match. I was wondering if doing the following is adviseable or not.
> Rather than cutting the existing dsub connector off the existing wiring
> harness, what would be good or bad about making a short "converter cable"
that
> picks up the pins of the existing connector and rearranges them to conform
to the
> pins of the new box?
>
> TIA
>
>
________________________________________________________________________________
I have a Masten MP-3700 Engine Analyzer, vintage mid to late '80's,
also known as MPI Micro-Pilot. Would anyone happen to have any
documentation, especially an interconnect diagram.
Thanks
Don Langford
donlang(at)att.net
________________________________________________________________________________
| From: | N1deltawhiskey(at)aol.com |
| Subject: | Re: Com Harness Connection. |
In a message dated 11/4/2003 10:35:40 AM Pacific Standard Time,
N27160(at)aol.com writes:
> Rather than cutting the existing dsub connector off the existing wiring
> harness, what would be good or bad about making a short "converter cable"
> that
> picks up the pins of the existing connector and rearranges them to conform
> to the
> pins of the new box?
If it is a non-potted connector, have you considered extracting the pins from
the current connector and relocating them to the correct pin locations?
Having wired my own connectors (sometimes incorrectly forcing a change), that is
the route I would attempt. Most places that sell connectors have a pin
insertion/extraction tool. If not possible, then I would replace the connector.
Doug
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | List Fund Raiser - Wow, Have You Seen The Free Gifts? |
Dear Listers,
The List Fund Raiser is going well so far this year and I wanted to say
"Thank You" to everyone that has made a Contribution already this year!
Though the generous support of Andy Gold and the Builders Bookstore (
http://www.buildersbooks.com ), I'm able to offer some truly awesome gifts
with qualifying Contributions this year. There's quite a line up and a
rather diverse set of options - certainly something for every taste and
personality. Here's a list of this year's fine options:
* List Archive CD
* Aircraft Builder's Log
* Pilot Flashlight System
* Pro Pilot Logbook
* FAR/AIM on CD
* Jeppesen Flight Bag
* Aviation History Book
* Techstar Flight Computer
Please support your Email List Community AND pick up a really slick Gift at
the same time! The SSL Secure Contribution web site can be found at the
following URL:
http://www.matronics.com/contributions
Once again, I would like to thank everyone that has so generously supported
the continued operation and upgrade of the Lists Services here on the
Matronics servers!!
Thank you!
Matt Dralle
Matronics Email List Administrator
Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551
925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email
http://www.matronics.com/ WWW | Featuring Products For Aircraft
________________________________________________________________________________
| Subject: | SL40 AUDIO INPUT? |
Does SL40 com have aux audio input? I have a single SL40 and a single Narco
Nav 121 receiver.
I need to get the audio output from my Narco Nav 121 vor receiver into "the
system" somehow.
Ideas?
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
Dear Listers,
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http://www.matronics.com/ WWW | Featuring Products For Aircraft
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | [PLEASE READ] - Why Do I Have A Fund Raiser Each Year? |
Dear Listers,
I was thinking that perhaps I should explain why I have a Fund Raiser and
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________________________________________________________________________________
| From: | "Bob Gibson" <bgibson(at)scientech.com> |
| Subject: | Panel Design - UPS/Garmin merger Question |
Hi Folks,
(Background)
I'm a "newbie" to this group (just joined on Friday). I have a 1972 AA5
Traveler, and I have sold every "box" in the avionics stack, as part of the
overall upgrade to the aircraft. I am not an A&P, but I have done two
avionics upgrades to this plane since 1985, and I have done the lion's share
of the installation. The last upgrade included an RST audio panel (which I
assembled from a kit) with marker beacons, two NAVs, two Localizers, two
Glideslopes, two Coms, and Encoder for the existing transponder. My radio
shop bill (for reviewing and approving my work) was $250.
Well, all that stuff is gone, so I'm trying to decide on what should replace
it. One of the more impressive installations I have seen is by a guy in
Alabama, named Hal Beauchene. Hal is a military helicopter instructor and
A&P. He has the "full UPS" package, including audio panel (mounted to the
left of the stack), the Multifunction Display, GX-60, SL-30 and Transponder.
The biggest problem I see with that arrangement is that he had to cut the
panel face open another .25 inches downward to fit everything.
I have flown Grummans equipped with the Garmin GNS430, and they seem like a
fine unit, too. The color display adds a lot of information over the GX-60,
for example.
The CNX-80 is also appealing, because of so many features in such a small
footprint, and the "remote" mounted transponder box, which eliminates some
of the clutter in the vertical stack. I researched the archives here
(perhaps not as effectively as i could), but found little on the CNX-80.
I would like to design a replacement panel which gives me as much utility as
possible, with the following constraints:
- I want everything to fit in the avionics stack, including the audio panel.
Stack opening is 9.75 inches.
- I would like all the boxes in the stack to be "matching" (i.e., same
manufacturer)
- Audio panel must have 4-place stereo intercom and marker beacons.
- I want two independent boxes with IFR GPS approach capability, and WAAS
path upgrade for at least the "No. 1" box.
- The "No. 1" GPS must have a color display, and must be able to interface
to a JPI EDM 700 with fuel flow data.
- I do not require two VOR receivers.
- No ADF, no DME.
One "Example" stack that would work for me is:
- Garmin GMA 340 Audio Panel
- Garmin GNS 430 (IFR approved GPS, VOR, Localizer, Glideslope, Com, Color
display)
- Garmin GNC 420 (IFR approved GPS, Com, Color display)
- GTX 327 Transponder
Your suggestions on "stack design" are welcome!
Finally, I know that UPS and Garmin have merged, but are there any problems
in getting these boxes to "talk" to each other? For example, make the "No.
1" box a CNX-80 and the "No. 2" box a GNC420?
Thanks,
Bob Gibson
AA5 - N5826L
Clearwater Airpark (CLW)
Mobile 727.644.8361
Web www.geocities.com/n5826l
________________________________________________________________________________
| From: | "Terry Watson" <terry(at)tcwatson.com> |
| Subject: | 2-1/4" Electric Turn & Bank |
I have had a 2-1/4" R C Allen electric turn and bank on order through an
avionics shop since July. The avionics shop has no idea when it will be
available and I can't get a response out of R C Allen (Kelly Manufacturing).
Does anyone know in any distributor or avionics shop has one of these in
stock, or an alternative?
Thanks,
Terry Watson
RV-8A finishing
________________________________________________________________________________
| From: | "Bob Gibson" <bgibson(at)scientech.com> |
I would send a copy of your question to all of the senior officers at Kelly
Manufacturing.
Their website is:
http://kellymfg.com/
On their home page are mailing addresses, phone/fax numbers for their two
facilities.
I was planning to use their gyros, too.
Bob Gibson
AA5 - N5826L
Clearwater Airpark (CLW)
Mobile 727.644.8361
Web www.geocities.com/n5826l
________________________________________________________________________________
| From: | CarRxW10(at)aol.com |
| Subject: | Re: Avionics-List Digest: 2 Msgs - 11/24/03 |
Terry, I just bought one off e-bay for $78, not yellow tagged but works
perfectly. Just have to be careful who you deal with. You can contact the seller
and ask for info on their product. go to e-bay motors and then click on aviation
parts.
Alex
________________________________________________________________________________
| From: | Matt Dralle <dralle(at)matronics.com> |
| Subject: | What Listers Are Saying III |
________________________________________________________________________________
| From: | "Ralph E. Capen" <recapen(at)earthlink.net> |
| Subject: | S-Tec 30 testing woes.... |
Folks,
I have been testing my panel components as I go along and have run into a particularly
ornery piece of equipment to troubleshoot. I don't want to 'blame the
box' immediately so I thought that I would ask around first.
Here's what I have:
S-Tec 30 dual axis autopilot coupled to,
NSD1000 HSI and
UPSAT GX60/SL30/ACU via
S-Tec GPSS (steering) switch.
Here's the itch:
With the autopilot gyro all spooled up, I first get the ready light and the four
inner lights lit as it goes through its self test...then the four inner lights
go out and the ready light only stays on. This is without the pitch computer's
cable attached (seems normal to me).
When I attach the pitch computer's cable attached, the unit never comes up as ready.
I've run all of the wiring to make sure that there are no opens or shorts....good
to go. I have power on the power pin at the pitch computer's connector
but I don't have the 10VDC at the alt hold disconnect switch wire (its wires
are good too).
Anyone else out there had this problem? I'm beginning to suspect the pitch computer
unit...!
Any help would be greatly appreciated,
Ralph Capen
RV6A Richardson, TX
________________________________________________________________________________
| From: | "Glen Matejcek" <aerobubba(at)earthlink.net> |
Hi Bob-
I'm building an RV-8 and need to determine the ELT antenna location. I'm
aware of the one under the empennage fairing and the other along the
periphery of the cabin aft bulkhead, but neither of those impress me as
being able to get a useful signal out. The aft fuselage is fairly useless
due to the sliding canopy skirt moving all the way back to virtual contact
with the vertical stabilizer. The possibility of collapsing the gear or
nosing over rule out the belly and top of the vertical stab. I was
contemplating a rubber duckie under the canopy, perhaps on the canopy rail
/ cockpit sill area. This would severely limit the ground plane, as well
as put the antenna lower than and in proximity to the front seat back
support / shoulder harness mount. This is an essentially transverse
weldment of inch or inch and a quarter steel tubing. I'd really rather not
put it right under the windscreen for aesthetic and distraction reasons,
not to mention feed line length. The aft fuselage under the canopy is
swept by a canopy cross member.
What's a boy to do?
As ever, thanks for sharing your expertise.
Glen Matejcek
________________________________________________________________________________
| From: | LessDragProd(at)aol.com |
You didn't mention a Sportcraft wingtip COM antenna for an ELT antenna.
It wouldn't work if you lost the wing?
Jim Ayers
________________________________________________________________________________
| From: | Oliver Neufert <oliver.neufert(at)wanadoo.fr> |
I don't really understand what is the problem with the antenna under the
fuselage. Landing gear collapse? I wouldn't worry too much about the
function of my antenna after the L/G collapsed....
And the cost to replace the antenna is usually low compared to the rest of
the damage I would think.
Regards
Oliver.
>
>You didn't mention a Sportcraft wingtip COM antenna for an ELT antenna.
>
>It wouldn't work if you lost the wing?
>
>Jim Ayers
>
>
________________________________________________________________________________
| From: | "Glen Matejcek" <aerobubba(at)earthlink.net> |
Hi Jim and Oliver-
The installation instructions for the ELT (and if I recall correctly,
43.13) advise against running the feedline across major joins in the
airframe. This is to reduce the possibility of the coax being cut by
airframe distortion / failure. Also, they advise to limit the feedline
length to that provided with the ELT. This limits how far the antenna can
be from the ELT (like about 6 feet), which is to be mounted as far aft in
the fuse as practical.
As to the antenna location on the belly, the weakest link in the RV-8
structure seems to be the gear. Landing on an unprepared surface (IE,
crop) will most likely take the gear off. One could come away completely
unhurt and still loose the gear. That theory has already been tested,
fortunately not by me. But even if one were to end up on the gear, your
best bet on success out in the boonies is to have a satellite pick up your
signal. A belly mounted antenna for a VHF radio doesn't seem like a good
choice for that. Also, as I type this, I'm not sure that if the gear were
still intact that the ELT would activate. (shaky Cessna nose gear
notwithstanding... GRIN!)
Thanks for the comments- I look forward to some inspiration and will
report back with whatever I finally decide upon.
gm
________________________________________________________________________________
| From: | Oliver Neufert <oliver.neufert(at)wanadoo.fr> |
Hi Glen,
Sorry about that, I realized that we were speaking about an ELT only after
I sent my message (don't know why, I was under the impression we were
speaking about a transponder)
In that case, I recall that on a Baron 58, the ELT antenna was mounted on
the side of the fuselage, and the shape of the antenna was like a large
coin stuck to the fuselage (chrome plated). Similar to the static port on
some airplanes (Robin DR400, CAP-10), but without the hole. I have no idea
how well it works for sending out the signal, but it won't break off in the
event of an impact. It seems that it was original with the airplane when new.
hope it helps
Oliver.
>
>Hi Jim and Oliver-
>
>The installation instructions for the ELT (and if I recall correctly,
>43.13) advise against running the feedline across major joins in the
>airframe. This is to reduce the possibility of the coax being cut by
>airframe distortion / failure. Also, they advise to limit the feedline
>length to that provided with the ELT. This limits how far the antenna can
>be from the ELT (like about 6 feet), which is to be mounted as far aft in
>the fuse as practical.
>
>As to the antenna location on the belly, the weakest link in the RV-8
>structure seems to be the gear. Landing on an unprepared surface (IE,
>crop) will most likely take the gear off. One could come away completely
>unhurt and still loose the gear. That theory has already been tested,
>fortunately not by me. But even if one were to end up on the gear, your
>best bet on success out in the boonies is to have a satellite pick up your
>signal. A belly mounted antenna for a VHF radio doesn't seem like a good
>choice for that. Also, as I type this, I'm not sure that if the gear were
>still intact that the ELT would activate. (shaky Cessna nose gear
>notwithstanding... GRIN!)
>
>Thanks for the comments- I look forward to some inspiration and will
>report back with whatever I finally decide upon.
>
>gm
>
>
________________________________________________________________________________
| From: | "Richard Sipp" <rsipp(at)earthlink.net> |
| Subject: | Chelton/Sierra EFIS |
Is anyone aware of a discussion group or user's group focused on the Chelton
& Sierra EFIS systems?
Regards
Dick Sipp
RV 10 N110DV
________________________________________________________________________________
| From: | "Troy Scott" <tscott1217(at)bellsouth.net> |
Gentlemen,
Are any of you getting good use from a ModeS transponder? I'm wondering whether
to spend the extra $2K over the price of a "plain jane" transponder.
Regards,
Troy Scott
________________________________________________________________________________
| From: | "Bruce Gray" <Bruce(at)glasair.org> |
Sure, you get Traffic Information Service (TIS). That's a data link
service that paints targets on your supported EFIS, Garmin 530/430, or
Sandel 3308. It's available in most urban areas. See info in Garmin GTX
330.
Bruce
www.glasair.org
-----Original Message-----
From: owner-avionics-list-server(at)matronics.com
[mailto:owner-avionics-list-server(at)matronics.com] On Behalf Of Troy
Scott
Subject: Avionics-List: ModeS
Gentlemen,
Are any of you getting good use from a ModeS transponder? I'm wondering
whether to spend the extra $2K over the price of a "plain jane"
transponder.
Regards,
Troy Scott
=
==
==
==
==
________________________________________________________________________________
| From: | "Troy Scott" <tscott1217(at)bellsouth.net> |
| Subject: | SL30 built-in intercom |
Gentlemen,
I'd like to hear some thoughts about the quality of the built-in intercom in the
SL30. Have any of you utilized it? Is it sufficiently adjustable to use along
with a set of BoseX headsets as the main pilot/passenger communications setup
in a Glasair?
Regards,
Troy Scott
tscott1217(at)bellsouth.net
________________________________________________________________________________
| From: | Bruce Boyes <bboyes(at)systronix.com> |
| Subject: | Re: SL30 built-in intercom |
Quoting Troy Scott :
>
>
> Gentlemen,
> I'd like to hear some thoughts about the quality of the built-in intercom
> in the SL30. Have any of you utilized it? Is it sufficiently adjustable
> to use along with a set of BoseX headsets as the main pilot/passenger
> communications setup in a Glasair?
I think it's the same intercom in the SL20, which I used with Lightspeed
XL20's and never had a complaint.
Bruce
________________________________________________________________________________
| Subject: | Re: SL30 built-in intercom |
I used the SL40 on board intercom for several years with all kinds of
headsets and no problems. It is sufficiently adjustable from the front screen
to
meet all your needs. The only complaint I have is that although you can select
Mic1, Mic2 or Mic1+2 to transmit on, when you select Mic 1+2, both mics open no
matter who pushes the PTT button. The only problem is if you operate in that
mode, even if the other person is totally quiet, there is still some amount
of background noise picked up through the other Mic.
________________________________________________________________________________
| From: | HereBostonTim(at)aol.com |
| Subject: | Re: SL30 built-in intercom |
FUCK OFF AND DIE...
ONE MORE E-MAIL TO ME AND YOU WILL BE ARRESTED.
________________________________________________________________________________
| Subject: | Re: SL30 built-in intercom |
In a message dated 12/4/2003 10:12:17 PM Pacific Standard Time,
tscott1217(at)bellsouth.net writes:
> Gentlemen,
> I'd like to hear some thoughts about the quality of the built-in intercom in
> the SL30. Have any of you utilized it? Is it sufficiently adjustable to
> use along with a set of BoseX headsets as the main pilot/passenger
> communications setup in a Glasair?
> Regards,
> Troy Scott
> tscott1217(at)bellsouth.net
>
I have it and it is excellent. It saves having to install a separate intercom
-- compares very well to the signtronics intercom I have in another airplane
- no complaints whatsoever. With two comm radios, I have two intercoms!
Dave
A227
Mini U2
________________________________________________________________________________
| From: | "Troy Scott" <tscott1217(at)bellsouth.net> |
Thanks, Bruce!
Bruce and ALL,
How do you adjust squelch, etc. on a "built-in" intercom with no apparent exterior,
in-flight adjustable controls?
Troy
________________________________________________________________________________
| From: | Bruce Boyes <bboyes(at)systronix.com> |
| Subject: | Re: SL30 intercom |
At 04:27 PM 12/6/2003, Troy Scott wrote:
>
>Thanks, Bruce!
>Bruce and ALL,
>How do you adjust squelch, etc. on a "built-in" intercom with no apparent
>exterior, in-flight adjustable controls?
You don't. It does it automatically. You can completely defeat the squelch,
or leave it in auto mode. I never had a problem with the auto mode. And the
ability to monitor another frequency is almost like getting another radio
for free.
Bruce
________________________________________________________________________________
| From: | "Bob Gibfried" <rfg842(at)cox.net> |
| Subject: | Re: Avionics-List Digest: 6 Msgs - 12/04/03 |
Want to add an audio panel with a marker and four place intercom. Any
suggestions for a suitable unit? Going in a Tripacer so don't neet a top of
the line unit suitable for a Lear. Also are the connector-plug in adapters
worth the money?
Thanks for the advice.
Bob, Wichita
________________________________________________________________________________
| From: | Charlie & Tupper England <cengland(at)netdoor.com> |
| Subject: | Re: Avionics-List Digest: 6 Msgs - 12/04/03 |
Bob Gibfried wrote:
>
>Want to add an audio panel with a marker and four place intercom. Any
>suggestions for a suitable unit? Going in a Tripacer so don't neet a top of
>the line unit suitable for a Lear. Also are the connector-plug in adapters
>worth the money?
>
>Thanks for the advice.
>
>Bob, Wichita
>
Are you willing to roll your own?
http://www.rst-engr.com/rst/catalog/audpnl.html
Yes, it can be installed in a factory a/c. At least the earlier models
have been. Jim at RST can probably give you guidance on getting it
signed off.
Charlie
________________________________________________________________________________
| From: | "Troy Scott" <tscott1217(at)bellsouth.net> |
Bruce,
you wrote:
You don't. It does it automatically. You can completely defeat the squelch, or
leave it in auto mode. I never had a problem with the auto mode. And the ability
to monitor another frequency is almost like getting another radio
for free.
I was really asking about intercom squelch. I know the SL30 COMM has auto squelch,
but I wouldn't have thought that comm squelch is related to intercom squelch...,
even in the same unit. I'm wondering if there might be a selectable
"mode" in which you can adjust intercom squelch...?
Regards,
Troy Scott
tscott1217(at)bellsouth.net
________________________________________________________________________________
| From: | "Amit Dagan" <amitdagan(at)hotmail.com> |
| Subject: | SL-30 andd Softcomm ATC-2P |
There has been some discussion about the SL-30 built-in intercom.
I have the following questions; I hope someone has answers for me: 1.
Does anyone have any experience with the SL-30 working together with
the Softcomm ATC-2P intercom? 2. If you have, which MIC (1 or 2) did
you tie into the Softcomm's Mic Audio? Does it matter?
3. from the schematic on page 18 of the SL-30 installation manual
(http://www.garminat.com/dwnlds/sldoc/sl30-ins-03.pdf)
I understand that the radio does not know which PTT is pushed, so my
guess is both MICs are open at the push of any PTT - is this correct?
4. The SL-30 manual suggests that the audio from the NAV can be mixed
with that of the Comm (page 4 of the above). Will this be the output on
pin 14 of the COMM part (15 pin connector)?
Finally,
5. Is it just a rumor that the internal intercom doesn't work when you
monitor the stand by frequency in the SL-30?
Thanks,
Amit.
________________________________________________________________________________
| From: | "pjoslin" <pjoslin(at)bellsouth.net> |
I will be installing a new Garmin 430 in January which makes available a King KLX135A.
This unit has 400 hours on it and works perfectly. Asking $995.00.
________________________________________________________________________________
| From: | "John Cobb" <jcobb(at)guardpilot.com> |
| Subject: | Garmin 150 / Garmin 155XL |
Does anyone know if a Garmin 155XL is simply a slide-in replacement for
a Garmin 150? If not, does it require a different tray, harness or both?
Thanks,
John
jcobb(at)guardpilot.com
________________________________________________________________________________
| From: | Greg.Puckett(at)united.com |
| Subject: | KG102 pin out and/or internal P.S. schematic |
Hello,
I need some help with my KCS55A/CNX80 installation. My KI525A has the
HDG bootstrap syncro out and I'd like to utilize it to feed the HDG xyz
in for the CNX80 only. Someone at a local avionics shop told me I do not
have to buy a 26VAC 400HZ inverter that the KG102A has 400HZ 26VAC out
and is just not shown on the KCS55 install docs.
I have the KCS55 install manual and it does not show it. I'm wondering
if anyone has access to a KG102A component Maint. manual. I've been told
the 26vac high out is pin p but I'm not sure what I should use as a
26VAC lo (C). I would like some assurance that driving the primary coil
for the bootstrap in the 525 HSI will not demand too much from the AC
power supply in the remote gyro. I was told just to use case GND for the
(L) side and the shield too. I'm pretty sure the CNX80 ref and xyz
inputs are high impedance but I'm wondering if the primary in the 525A
will draw more than the remote gyro power supply can handle.
Thanks
Greg Puckett
Elizabeth, Colorado
RV8 80081
________________________________________________________________________________
| From: | Greg.Puckett(at)united.com |
| Subject: | Shield termination KCS55A/KI525A |
Hello,
I'm hoping someone can recommend where to attach the shield terminations
for a KI525A HSI. I've seen photo's (cannot find link) that show the
shield terminations attached to the screw on the KI525's connector
strain relief. I'm really not happy with this because the strain relief
is just floating in the slot of the back shell and the back shell itself
is only attached electrically to the connector alignment/keying posts
(still just floating).
Thanks,
Greg Puckett
RV-8 80081 slooooow build
________________________________________________________________________________
| From: | <khill5(at)indy.rr.com> |
I am considering buying a used KX 155 and KI 209 from a private party in Singapore.
Outside of the obvious risk, are the frequencies the same as used in the
states?
________________________________________________________________________________
| From: | "Troy Scott" <tscott1217(at)bellsouth.net> |
Gentlemen,
Does anyone know if there's a good way, using an SL30 and no audio panel, to run
another audio input into the SL30? I'm using the SL30 internal intercom. I'd
like to use an RST MB and run the audio through the SL30. I'd also like to
use a Muse with the SL30 and two Bose Headset X. Can I use just one Muse and
play through both headsets?
Troy
________________________________________________________________________________
| From: | "Mauri Morin" <maurv8(at)bigsky.net> |
Yes. But, be aware that these units are built in Singapore and may be stolen
from the factory.
Mauri
----- Original Message -----
From: <khill5(at)indy.rr.com>
Subject: Avionics-List: KX 155
>
> I am considering buying a used KX 155 and KI 209 from a private party in
Singapore. Outside of the obvious risk, are the frequencies the same as
used in the states?
>
>
________________________________________________________________________________
| From: | "James E. Clark" <james(at)nextupventures.com> |
Troy,
Not quite the answer to your question, but a slight alternative ... you
will probably be MUCH happier using a separate intercom (like the DRE or PSE
units) and then wire in the two inputs, especially given that you will be
listening to Bose X's.
James
> -----Original Message-----
> From: owner-avionics-list-server(at)matronics.com
> [mailto:owner-avionics-list-server(at)matronics.com]On Behalf Of Troy Scott
> Sent: Thursday, December 25, 2003 7:01 PM
> To: avionics-list(at)matronics.com
> Subject: Avionics-List: SL30 question
>
>
>
>
> Gentlemen,
>
> Does anyone know if there's a good way, using an SL30 and no
> audio panel, to run another audio input into the SL30? I'm using
> the SL30 internal intercom. I'd like to use an RST MB and run
> the audio through the SL30. I'd also like to use a Muse with the
> SL30 and two Bose Headset X. Can I use just one Muse and play
> through both headsets?
>
> Troy
>
>
________________________________________________________________________________
| From: | "Larry Bowen" <Larry(at)bowenaero.com> |
I have the SL30, NAT intercom, PS AOA and Monroy traffic warning. I
captured the traffic and AOA audios using two of the unused mic inputs
of the intercom. I'm not sure how you would do it using only the SL30.
-
Larry Bowen
Larry(at)BowenAero.com
http://BowenAero.com
> -----Original Message-----
> From: James E. Clark [mailto:james(at)nextupventures.com]
> Sent: Saturday, December 27, 2003 9:45 AM
> To: avionics-list(at)matronics.com
> Subject: RE: Avionics-List: SL30 question
>
>
> -->
>
> Troy,
>
> Not quite the answer to your question, but a slight
> alternative ... you will probably be MUCH happier using a
> separate intercom (like the DRE or PSE
> units) and then wire in the two inputs, especially given that
> you will be listening to Bose X's.
>
> James
>
>
> > -----Original Message-----
> > From: owner-avionics-list-server(at)matronics.com
> > [mailto:owner-avionics-list-server(at)matronics.com]On Behalf Of Troy
> > Scott
> > Sent: Thursday, December 25, 2003 7:01 PM
> > To: avionics-list(at)matronics.com
> > Subject: Avionics-List: SL30 question
> >
> >
> >
> >
> > Gentlemen,
> >
> > Does anyone know if there's a good way, using an SL30 and no audio
> > panel, to run another audio input into the SL30? I'm using
> the SL30
> > internal intercom. I'd like to use an RST MB and run the audio
> > through the SL30. I'd also like to use a Muse with the
> SL30 and two
> > Bose Headset X. Can I use just one Muse and play through both
> > headsets?
> >
> > Troy
> >
> >
>
>
> ============
> Matronics Forums.
> ============
> ============
> ============
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Looking for SL30 |
Looking for new or "pre-owned" SL30.....
________________________________________________________________________________
| From: | "Larry Bowen" <Larry(at)bowenaero.com> |
Has anyone else out there done the 'flags' test on their SL30? I have
the SL30 and MD200-306 indicator. I run through the flags test. All is
good for each test except for the "LOC" I see nothing change...and I'm
not sure what I should be seeing, as there is no LOC flag or indicator
that I am aware of. All other indicators are used by the other tests.
Does anyone know what the LOC test should show?
Thanks,
-
Larry Bowen
Larry(at)BowenAero.com
http://BowenAero.com
________________________________________________________________________________
| From: | Pete Waters <pedroagua(at)yahoo.com> |
All,
I'm trying to get my paws on a GarminAT (UPSAT) GX-65, new or used. If anybody
has one or knows of one please e-mail me.
Thank,
Pete Waters
---------------------------------
________________________________________________________________________________
| From: | "Steve Hamer" <s.hamer(at)verizon.net> |
| Subject: | Skymap III to Navaid and E.I. Fuel Flow Instrument |
Does anyone know if it's okay to split the "data out" wire from the Skymap GPS
to feed info to the Navaid and the E.I. fuel flow gauge.
Thanks,
Steve
RV-6 wiring
________________________________________________________________________________
| From: | "Neal A. Dillman" <neald(at)glyph.com> |
| Subject: | Re: Skymap III to Navaid and E.I. Fuel Flow Instrument |
Steve,
Standard GPS data out can be connected to as many "listeners" as you like.
Regards,
Neal
Steve Hamer wrote:
>
>
>Does anyone know if it's okay to split the "data out" wire from the Skymap GPS
to feed info to the Navaid and the E.I. fuel flow gauge.
>
>Thanks,
>
>Steve
>RV-6 wiring
>
>
>
>
________________________________________________________________________________
| Subject: | SL-30 vs. others |
| From: | "Swaney, Mark NAVAIR" <mark.swaney(at)navy.mil> |
Although the SL-30 has plenty of great features, the price tag seems a bit steep.
Can any of you SL-30 operators out there give me some "selling point" for
going with this box (other than the slimline design)? Here's my real dilemma:
I already have 2 good NAVCOMMS (1 with LOC/GS). I think if I sold those I could
almost afford a single SL-30. Reliability is a concern, going from 2 to 1.
Any suggestions?
Thanks, Mark Swaney
P.S. So far my primary Nav will be the BMA EFIS/1
________________________________________________________________________________
| From: | "Jim Robinson" <jbr(at)hitechnetworks.net> |
| Subject: | Re: SL-30 vs. others |
Mark
I was buying new and not replacing anything, so my reasoning
might be a little different. I decided on the SL-30 because I wanted
only one Nav radio and the SL-30 allows you to monitor the
standby freq like having another radio. I will use a handheld for a
backup in the event of total failure. My logic for what it's worth.
Jim Robinson
Glll N79R
>
>
> Although the SL-30 has plenty of great features, the price tag seems a
> bit steep. Can any of you SL-30 operators out there give me some
> "selling point" for going with this box (other than the slimline
> design)? Here's my real dilemma: I already have 2 good NAVCOMMS (1
> with LOC/GS). I think if I sold those I could almost afford a single
> SL-30. Reliability is a concern, going from 2 to 1. Any suggestions?
> Thanks, Mark Swaney P.S. So far my primary Nav will be the BMA EFIS/1
>
>
> advertising on the Matronics Forums.
> http://www.matronics.com/chat
> ====
>
>
>
>
________________________________________________________________________________
| From: | Pete Waters <pedroagua(at)yahoo.com> |
| Subject: | Re: SL-30 vs. others |
Skipper,
I don't have one of these radios, but I've gone over the thought process for
a while and spoken to folks in the course of a buying decision. I think the advantage
is in having one radio that allows you to monitor the standby freq as
discussed below. This is handy for getting ATIS and talking to FSS and the like,
but is most useful when flying formation. Depending on whether you're flying
wing or lead, you've either got ATC in the primary freq (talk and listen)
and your formation freq in the standby (listen only), or the reverse. You can
swap primary and secondary with one switch actuation, which you can wire to
your stick if desired. In my RV-4 or your Rocket, panel space and weight are
issues, so the SL-30 / SL-40 function will be a real help.
My 2 cents.
V/R,
Pedro
Jim Robinson wrote:
Mark
I was buying new and not replacing anything, so my reasoning
might be a little different. I decided on the SL-30 because I wanted
only one Nav radio and the SL-30 allows you to monitor the
standby freq like having another radio. I will use a handheld for a
backup in the event of total failure. My logic for what it's worth.
Jim Robinson
Glll N79R
>
>
> Although the SL-30 has plenty of great features, the price tag seems a
> bit steep. Can any of you SL-30 operators out there give me some
> "selling point" for going with this box (other than the slimline
> design)? Here's my real dilemma: I already have 2 good NAVCOMMS (1
> with LOC/GS). I think if I sold those I could almost afford a single
> SL-30. Reliability is a concern, going from 2 to 1. Any suggestions?
> Thanks, Mark Swaney P.S. So far my primary Nav will be the BMA EFIS/1
>
>
> advertising on the Matronics Forums.
> http://www.matronics.com/chat
> ====
>
>
>
>
---------------------------------
________________________________________________________________________________
| Subject: | SL-30 vs. others XCOM? |
| From: | "Peter Zutrauen" <peterz(at)zutrasoft.com> |
Has anyone considered the XCOM receiver/intercom?
http://www.mcp.com.au/xcom760/
It has standby monitoring and so much more.... for a great priceand in a
small package.
I wonder how it performs... anyone out there have one?
Cheers,
Pete
Europa builder
-----Original Message-----
From: Pete Waters [mailto:pedroagua(at)yahoo.com]
Subject: Re: Avionics-List: SL-30 vs. others
Skipper,
I don't have one of these radios, but I've gone over the thought
process for a while and spoken to folks in the course of a buying
decision. I think the advantage is in having one radio that allows you
to monitor the standby freq as discussed below. This is handy for
getting ATIS and talking to FSS and the like, but is most useful when
flying formation. Depending on whether you're flying wing or lead,
you've either got ATC in the primary freq (talk and listen) and your
formation freq in the standby (listen only), or the reverse. You can
swap primary and secondary with one switch actuation, which you can wire
to your stick if desired. In my RV-4 or your Rocket, panel space and
weight are issues, so the SL-30 / SL-40 function will be a real help.
My 2 cents.
V/R,
Pedro
Jim Robinson wrote:
Mark
I was buying new and not replacing anything, so my reasoning
might be a little different. I decided on the SL-30 because I wanted
only one Nav radio and the SL-30 allows you to monitor the
standby freq like having another radio. I will use a handheld for a
backup in the event of total failure. My logic for what it's worth.
Jim Robinson
Glll N79R
>
>
> Although the SL-30 has plenty of great features, the price tag seems a
> bit steep. Can any of you SL-30 operators out there give me some
> "selling point" for going with this box (other than the slimline
> design)? Here's my real dilemma: I already have 2 good NAVCOMMS (1
> with LOC/GS). I think if I sold those I could almost afford a single
> SL-30. Reliability is a concern, going from 2 to 1. Any suggestions?
> Thanks, Mark Swaney P.S. So far my primary Nav will be the BMA EFIS/1
>
>
> advertising on the Matronics Forums.
> http://www.matronics.com/chat
> ====
>
>
>
>
---------------------------------
==
==
==
==
________________________________________________________________________________
| From: | "Kevin Klinefelter" <kevann(at)gte.net> |
| Subject: | SL-30 vs. others XCOM? |
I ordered one months ago, they are still not produced and shipping.
Kevin
-----Original Message-----
From: owner-avionics-list-server(at)matronics.com
[mailto:owner-avionics-list-server(at)matronics.com]On Behalf Of Peter Zutrauen
Subject: RE: Avionics-List: SL-30 vs. others XCOM?
Has anyone considered the XCOM receiver/intercom?
http://www.mcp.com.au/xcom760/
It has standby monitoring and so much more.... for a great priceand in a
small package.
I wonder how it performs... anyone out there have one?
Cheers,
Pete
Europa builder
-----Original Message-----
From: Pete Waters [mailto:pedroagua(at)yahoo.com]
Subject: Re: Avionics-List: SL-30 vs. others
Skipper,
I don't have one of these radios, but I've gone over the thought
process for a while and spoken to folks in the course of a buying
decision. I think the advantage is in having one radio that allows you
to monitor the standby freq as discussed below. This is handy for
getting ATIS and talking to FSS and the like, but is most useful when
flying formation. Depending on whether you're flying wing or lead,
you've either got ATC in the primary freq (talk and listen) and your
formation freq in the standby (listen only), or the reverse. You can
swap primary and secondary with one switch actuation, which you can wire
to your stick if desired. In my RV-4 or your Rocket, panel space and
weight are issues, so the SL-30 / SL-40 function will be a real help.
My 2 cents.
V/R,
Pedro
Jim Robinson wrote:
Mark
I was buying new and not replacing anything, so my reasoning
might be a little different. I decided on the SL-30 because I wanted
only one Nav radio and the SL-30 allows you to monitor the
standby freq like having another radio. I will use a handheld for a
backup in the event of total failure. My logic for what it's worth.
Jim Robinson
Glll N79R
>
>
> Although the SL-30 has plenty of great features, the price tag seems a
> bit steep. Can any of you SL-30 operators out there give me some
> "selling point" for going with this box (other than the slimline
> design)? Here's my real dilemma: I already have 2 good NAVCOMMS (1
> with LOC/GS). I think if I sold those I could almost afford a single
> SL-30. Reliability is a concern, going from 2 to 1. Any suggestions?
> Thanks, Mark Swaney P.S. So far my primary Nav will be the BMA EFIS/1
>
>
> advertising on the Matronics Forums.
> http://www.matronics.com/chat
> ====
>
>
---------------------------------
==
==
==
==
________________________________________________________________________________
| From: | "Werner Schneider" <wernerschneider(at)compuserve.com> |
| Subject: | Re: SL-30 vs. others |
Mark,
the SL-30 has not only a standby frequency, on the NAV side the crosspointer
function is just superb, you track to the primary VOR and you have the
standby frequency used as a crosspointer to your track, read the manual
(should be online or I can send it to you).
It's just a unbelievable superb piece of avionics!!
If you look at a cheaper one and add the functionality of GS and so on, you
will have the same price.
BTW BMA, did they finally solve their problem from last spring (unstable
gyro)??
Kind regards
Werner (Dynon EFIS equiped soon)
>
>
> Although the SL-30 has plenty of great features, the price tag seems a
> bit steep. Can any of you SL-30 operators out there give me some
> "selling point" for going with this box (other than the slimline
> design)? Here's my real dilemma: I already have 2 good NAVCOMMS (1
> with LOC/GS). I think if I sold those I could almost afford a single
> SL-30. Reliability is a concern, going from 2 to 1. Any suggestions?
> Thanks, Mark Swaney P.S. So far my primary Nav will be the BMA EFIS/1
>
________________________________________________________________________________
| From: | "Yakjock" <Yakjock(at)msn.com> |
| Subject: | Re: SL-30 vs. others |
I am also putting the SL-30 in with a BMA Efis One. For many of the reasons that
have been discussed including formation flying. I am installing a second UPS
radio as backup as I've found the handheld is not an option in my Nanchang
CJ due to noise.
Hal Morley
CJ-6M3E "8"
CJ-6M3E "Hana Ho!"
"The most savage controversies are those about matters as to which there is no
good evidence either way."
--Bertrand Russell
________________________________________________________________________________
| From: | "Troy Scott" <tscott1217(at)bellsouth.net> |
Original message:
Although the SL-30 has plenty of great features, the price tag seems a bit
steep.
Can any of you SL-30 operators out there give me some "selling point" for
going with this box (other than the slimline design)? Here's my real
dilemma:
I already have 2 good NAVCOMMS (1 with LOC/GS). I think if I sold those I
could
almost afford a single SL-30. Reliability is a concern, going from 2 to 1.
Any suggestions?
Thanks, Mark Swaney
P.S. So far my primary Nav will be the BMA EFIS/1
Mark,
I'm using the SL30 with the EFIS One because of the three-wire (only!)
serial interconnect between it and the EFIS One. This setup offers full HSI
functionality. The SL30 also includes an intercom. I got a good price from
Aircraft Spruce, $2,975.00.
Regards,
Troy Scott
tscott1217(at)bellsouth.net
________________________________________________________________________________
| Subject: | Re: SL-30 vs. others XCOM? |
| From: | "Swaney, Mark NAVAIR" <mark.swaney(at)navy.mil> |
Thanks for the thoughts on the SL-30 and XCOM. I think I'm sold on the SL-30 despite
the price for a number of reasons:
Ability to monitor both COMM & NAV standby frequencies.
Built in OBS/CDI display.
2-way serial interface (plus the effort that Blue Mountain has done for integration).
Slimline size & light weight.
Now does anyone need a couple of newly reconditioned, yellow-tagged NARCO MK-12D's?
(Actually one is a D+ with LOC/GS and the other is a D).
Mark Swaney (805)488-6220
________________________________________________________________________________
| From: | "Troy Scott" <tscott1217(at)bellsouth.net> |
Gentlemen,
I've been searching for a stereo intercom with some audio panel features.
I'm considering using the DC COMM500 with an SL30, an ICOM A200. and an RST
marker beacon receiver. I will NOT have an audio panel. I downloaded the
installation manual. It looks to me like it will work fine. I may have to
run the audio from the nav side of the SL30 through one of the "ext in"
inputs, but that seems OK. Do any of you have experience with the DC
COMM500 in a similar setup? Would you recommend this combination?
Regards,
Troy Scott
Glasair Super IISRG. N360TS
________________________________________________________________________________
| From: | "Troy Scott" <tscott1217(at)bellsouth.net> |
| Subject: | DIY Audio Isolation Amplifier |
Gentlemen,
I'd like to hear from some of you who've built and used the audio isolation
amplifier offered by AeroElectric Connection. BTW, has anyone figured out
how to incorporate the "soft mute" feature to stop the music for ATC and
then slowly ramp the volume back up to where it was?
Regards,
Troy Scott
tscott1217(at)bellsouth.net
________________________________________________________________________________
| From: | "Troy Scott" <tscott1217(at)bellsouth.net> |
| Subject: | copper foil antennas |
Gentlemen,
I've been installing various copper foil antennas in my Glasair. Today I
discovered that the last one in the box is a NAV antenna. It was supposed
to be a COM antenna. I don't remember what the lengths of the elements are
supposed to be on the two types. I'm thinking if the COM needs shorter
elements I can just convert the antenna by shortening the elements and
adjusting the length of the cable. Otherwise I'll just sell this
unused/unopened Stoddard-Hamilton antenna kit and buy another one.
Regards,
Troy
________________________________________________________________________________
| From: | brianstanley <brianstanley(at)shaw.ca> |
Can anyone tell me which way the screws move for adjusting an ACK 30
encoder. I have two srews one marked H one marked L
Thanks
________________________________________________________________________________
| Subject: | Re: copper foil antennas |
Check out: http://www.nancymoon.com/antennas.htm
Roy and Nancy are the new owners of Express Aircraft.
Tom Hutchison
http://www.express-builder.com
>From: "Troy Scott" <tscott1217(at)bellsouth.net>
>Subject: Avionics-List: copper foil antennas
>
>
>Gentlemen,
>
>I've been installing various copper foil antennas in my Glasair. Today I
>discovered that the last one in the box is a NAV antenna. It was supposed
>to be a COM antenna. I don't remember what the lengths of the elements are
>supposed to be on the two types. I'm thinking if the COM needs shorter
>elements I can just convert the antenna by shortening the elements and
>adjusting the length of the cable. Otherwise I'll just sell this
>unused/unopened Stoddard-Hamilton antenna kit and buy another one.
>
>Regards,
>Troy
>
________________________________________________________________________________
| From: | "Troy Scott" <tscott1217(at)bellsouth.net> |
Gentlemen,
I have a new SL30. I've been studying the installation manual. The Com and
Nav sides seem to be pretty independent. The audio pinouts are:
14-com audio to headphones
13-com audio ground
23-nav audio to headphones
20-nav audio ground.
I plan to connect directly to Bose headsets. Questions:
1. Are the two audio grounds common?
2. Can the two audio outs be connected directly together without the
traditional isolation resistors?
3. Is there a "setup/software" way to connect nav and com audio?
4. Could I install an external potentiometer for the nav only to facilitate
using the nav audio in a normal way without jumping through menu hoops?
Those of you using the SL30 without an audio panel: Is this an issue? Is it
difficult or time consuming to turn the nav audio on/off and switch from
ident to/from VOR voice messages?
Regards,
Troy Scott
tscott1217(at)bellsouth.net
________________________________________________________________________________
I have a Garmin 340 com panel. I am building a Lancair ES. In the overhead
console, there are individual eyeball lights, instrument panel flood light, and
cabin light. This over head console is also the ventilation cavity. When
installing a speaker, what kind of speaker do I use. I am thinking of a solid back
speaker that I have seen in the past. I would think that this would be best so
as to not have the paper cone portion of the speaker get dirty, wet or
damaged from the flow of air. My radios are GNS-530/430. Also, I am looking for
some
wiring diagrams for the 530/430 as my supplier did not give me a good read
out of the wiring harness.
N823MS
Lancair ES
Ed Silvanic
________________________________________________________________________________
| From: | John Schroeder <jschroeder(at)perigee.net> |
Hi Ed,
Good to hear from you again and about the progress. I believe you can
download the Installation Manuals for the 530 & 430 from Garmin's web
site. I'm sending you an email with the one for the 530 attached.
Let me know if you can read it.
Cheers,
John
________________________________________________________________________________
| From: | Tammy and Mike Salzman <arrow54t(at)yahoo.com> |
Hi Ed,
Pat Weston (also an ES builder) put his speaker under the insturment
panel on the two supports that go down from the instrument panel to the
lower part of the firewall. I plan to do the same. I haven't heard
from him whether there are any problems with that configuration.
Mike Salzman
Fairfield, CA
LNCE
--- N823ms(at)aol.com wrote:
>
> I have a Garmin 340 com panel. I am building a Lancair ES. In the
> overhead
> console, there are individual eyeball lights, instrument panel flood
> light, and
> cabin light. This over head console is also the ventilation cavity.
> When
> installing a speaker, what kind of speaker do I use. I am thinking of
> a solid back
> speaker that I have seen in the past. I would think that this would
> be best so
> as to not have the paper cone portion of the speaker get dirty, wet
> or
> damaged from the flow of air. My radios are GNS-530/430. Also, I am
> looking for some
> wiring diagrams for the 530/430 as my supplier did not give me a good
> read
> out of the wiring harness.
>
> N823MS
> Lancair ES
>
> Ed Silvanic
________________________________________________________________________________
| From: | "Troy Scott" <tscott1217(at)bellsouth.net> |
| Subject: | speaker protection |
Ed Silvanic,
The old Bonanza I owned had an overhead air plenum with the speaker in it.
The speaker was ruined once when the drain for the plenum got stopped up. I
just bought a speaker at Radio Shack and sprayed the whole thing: cone,
frame and all with silicone water seal before installing it. It worked
great!
Regards,
Troy Scott
tscott1217(at)bellsouth.net
________________________________________________________________________________
| From: | Steve Blank <blanks01(at)luey.redars.ca.boeing.com> |
| Subject: | Anywhere WX and others? |
Dear List,
Anyone have additional information on NEXRAD weather
comming down from XM satellite radio? I hear they are going to
have a weather channel available in March from one of the PDA
navigation software companies. If it is what I'm thinking then
I could have XM radio tunes plus weather info going to my ipaq
for a groovey colored overlay. I did write to sirius and they
responded saying a weather channel would be in place in the next
twelve months. Just looking for a lower cost solution than a
satellite phone. Of course if I had only bought XM stock a year
ago I wouldn't care ;
)
Steven Blank
Seattle rv-6a wings
DNA
________________________________________________________________________________
| From: | "Bob Gibfried" <rfg842(at)cox.net> |
Any one out there know of a source for a good KX 125 with tray and cable.
Need to finish out my new panel.
Bob, Wichita
________________________________________________________________________________
| From: | "Wayne Cahoon @ Aircraft Engravers" <wayne(at)engravers.net> |
| Subject: | Re: Need a KX125 |
Bob,
Try Bennett Avionics 860-653-7295, Todd should be able to help you out. He's
helped me out more times than I can count. I know the KX 125's are getting
had to find these days, and I think they are going in the 1350 to 1600
dollar range, but don't quote me on that.
Wayne Connecticut
----- Original Message -----
From: "Bob Gibfried" <rfg842(at)cox.net>
Subject: Avionics-List: Need a KX125
>
> Any one out there know of a source for a good KX 125 with tray and cable.
> Need to finish out my new panel.
>
> Bob, Wichita
________________________________________________________________________________
| From: | Kai Schumann <kai92117(at)yahoo.com> |
| Subject: | Re: RV-List: Anywhere WX and others? |
I've been watching the progress on this.
There will be 3 levels of weather - Aviation, Marine &
Emergency Response - all offering different aspects of
weather reporting.
What we are interested in is XM WX Aviator, which has
a subscription price of $49.99/mo and a one time $75
activation fee. Yes - thats fifty bucks a month. Way
too pricey for me, but would be very handy for those
who cross country every week.
XM WX Aviator will supply the following data:
*Nexrad Radar (High Resolution)
*Nexrad Radar status
*Storm Cell Attributes
*METARs
*TAFs
*County Warnings
*City Forcasts
*Surface Analysis
*Lightning
*SIGMETs
*AIRMETs
*Storm (echo) Tops
*Winds Aloft (at altitude)
Kai
--- Steve Blank
wrote:
> --> RV-List message posted by: Steve Blank
>
>
> Dear List,
> Anyone have additional information on NEXRAD
> weather
> comming down from XM satellite radio? I hear they
> are going to
> have a weather channel available in March from one
> of the PDA
> navigation software companies. If it is what I'm
> thinking then
> I could have XM radio tunes plus weather info going
> to my ipaq
> for a groovey colored overlay. I did write to
> sirius and they
> responded saying a weather channel would be in place
> in the next
> twelve months. Just looking for a lower cost
> solution than a
> satellite phone. Of course if I had only bought XM
> stock a year
> ago I wouldn't care ;
> )
>
> Steven Blank
> Seattle rv-6a wings
> DNA
>
>
>
> Contributions
> any other
> Forums.
>
> http://www.matronics.com/chat
>
> http://www.matronics.com/subscription
> http://www.matronics.com/FAQ/RV-List.htm
> http://www.matronics.com/archives
> http://www.matronics.com/photoshare
> http://www.matronics.com/emaillists
>
>
>
>
>
__________________________________
________________________________________________________________________________
| Subject: | Re: RV-List: Anywhere WX and others? |
| From: | Tom Brusehaver <cozytom(at)mn.rr.com> |
Remember too the FAA is working on something like this,
FIS-B, part of the ADS-B stuff. It is available already
in many areas, it will be without a monthly charge.
Here is an old document:
http://www.asc.nasa.gov/aatt/wspdfs/OlmosMittelmanSF21.pdf
wrote:
>
> I've been watching the progress on this.
>
> There will be 3 levels of weather - Aviation, Marine &
> Emergency Response - all offering different aspects of
> weather reporting.
> What we are interested in is XM WX Aviator, which has
> a subscription price of $49.99/mo and a one time $75
> activation fee. Yes - thats fifty bucks a month. Way
> too pricey for me, but would be very handy for those
> who cross country every week.
> XM WX Aviator will supply the following data:
> *Nexrad Radar (High Resolution)
> *Nexrad Radar status
> *Storm Cell Attributes
> *METARs
> *TAFs
> *County Warnings
> *City Forcasts
> *Surface Analysis
> *Lightning
> *SIGMETs
> *AIRMETs
> *Storm (echo) Tops
> *Winds Aloft (at altitude)
>
> Kai
>
> --- Steve Blank
> wrote:
>> --> RV-List message posted by: Steve Blank
>>
>>
>> Dear List,
>> Anyone have additional information on NEXRAD
>> weather
>> comming down from XM satellite radio? I hear they
>> are going to
>> have a weather channel available in March from one
>> of the PDA
>> navigation software companies. If it is what I'm
>> thinking then
>> I could have XM radio tunes plus weather info going
>> to my ipaq
>> for a groovey colored overlay. I did write to
>> sirius and they
>> responded saying a weather channel would be in place
>> in the next
>> twelve months. Just looking for a lower cost
>> solution than a
>> satellite phone. Of course if I had only bought XM
>> stock a year
>> ago I wouldn't care ;
>> )
>>
>> Steven Blank
>> Seattle rv-6a wings
>> DNA
>>
>>
>>
>> Contributions
>> any other
>> Forums.
>>
>> http://www.matronics.com/chat
>>
>> http://www.matronics.com/subscription
>> http://www.matronics.com/FAQ/RV-List.htm
>> http://www.matronics.com/archives
>> http://www.matronics.com/photoshare
>> http://www.matronics.com/emaillists
>>
>>
>>
>>
>>
>
> __________________________________
>
>
--
Using M2, Opera's revolutionary e-mail client: http://www.opera.com/m2/
________________________________________________________________________________
| From: | frequent flyer <jdhcv(at)yahoo.com> |
| Subject: | Re: Need a KX125 |
Bob, I don't know for sure if this is what Mike has
but it might be if he hasn't sold it. Here's his
address. Ashura, Mike ashuramj(at)hotmail.com
give him a try, he's a very honest guy and a real
nit-picker so you don't have to worry if you buy
something from him.
Jack
--- Bob Gibfried wrote:
>
>
> Any one out there know of a source for a good KX 125
> with tray and cable.
> Need to finish out my new panel.
>
> Bob, Wichita
>
>
>
> Contributions
> any other
> Forums.
>
> http://www.matronics.com/chat
>
> http://www.matronics.com/subscription
> http://www.matronics.com/FAQ/Avionics-List.htm
> http://www.matronics.com/archives
> http://www.matronics.com/photoshare
> http://www.matronics.com/emaillists
>
>
>
>
>
__________________________________
________________________________________________________________________________
| From: | "Leo J. Corbalis" <leocorbalis(at)sbcglobal.net> |
This is about my Ameri-King AK-450 ELT. The ORANGE BRICK.
On my latest "condition Inspection,I Had trouble with the ELT remote unit. Specifically, it did'nt work. I needed a new battery. The phone number on the book didn't work so I tried Duracell at www.theessentials.com. A fresh DL1/3N (lithium, the 7 year kind) costs $3.59 and if you buy 2 the shipping is free. Get a buddy to do his and save the shipping which is probably more than the battery.
Now for the fun stuff. My remote was totally DEAD. Probing it led me to the socket.
The plug and socket are the phone company's RJ 11 type. They both have gold
plated contacts that should guarantee operation for years on end. Unfortunately
even gold plating craps out when there is no or only microamps through the
circuit. I have a dental pick (from a surplus store) that I bent the tip 90
degrees, about .02 inches long.
( Before I retired, the company manufactured phone stuff and I did the development
work.) I bent the wires up in the socket, keeping them in their guide slots
at the back of the socket. An alternate is to clean the gold wires with a pencil
type eraser, after you carve the eraser to a square shape. DON'T get abrasive,
you'll cut through the gold plating. Repeated plugging and unplugging is
a safe alternate cleaning method.
This problem rarely happens with the "D" type plugs (like the printer socket on
the back of the computer) because the socket pins press harder on plug pins making
a gas tight seal.
Leo Corbalis
________________________________________________________________________________
| From: | CardinalNSB(at)aol.com |
| Subject: | King KNS-80 "is it worth it" or is a KN-53 better to get |
glideslope function
Hello:
I need a glideslope for IFR training and light IFR use.
I have a Garmin 300xl and plan to sell my Narco MK12D (no glideslope and no
way to add it, I am told, anyone know any different?) and use the TSO Icom
A-200 for the second radio (any comments on the Icom?).
I have a KI-202 for use with the Garmin, not installed yet. It was cheaper
to buy the 202 than the switching annunciator.....
I am considering a King KNS-80/KI-206 or a KN-53/Ki-204 or 209 or 209A (with
the glideslope in each). Prices seem about the same
My questions are as follows:
Since the KNS-80 is no longer produced, what is the 5 year outlook for parts
and service. Are they maintenance hogs? Is there any particular malfunction
I should look for and if so, how do I look for it, such a mod number or such?
Are there any issues with the DME installation, as best as I can tell so far
its just an extra antenna on the belly, like the transponder. But are there
issues with interference by the DME or anything like that?
For the price the KNS-80, although clunky and heavy, seems to offer alot of
capabilities.
But I have been warned that they are expensive to fix, and since they are
getting older, failure prone, parts hard to find, yadayadayada.
Would I be better with a KN-53? Thank you for any input. Skip Simpson
________________________________________________________________________________
| From: | "Bob Gibfried" <rfg842(at)cox.net> |
I use the Icom as a primary com unit in my Tripacer. Very satisfied with
it. Have purchased the Bendix/King MFD 150 GPS unit and will add another
King nav/com and use the Icom for a backup.
Bob Wichita
If there is a Jim Black in Oklahoma on the list, would like to talk to you
off line.
RFG842(at)COX.NET
________________________________________________________________________________
| From: | dralle(at)matronics.com (Matt Dralle) |
DNA: not not archive
| Subject: | [PLEASE READ] Virus Laden Spam Purports To Be From Matronics... |
Dear Listers,
First let me say that I normally don't condone the sharing of warnings
about Internet viruses on the Matronics Email Lists. I don't want to
start a storm of discussion regarding computer viruses on the Lists, so
please just note the information below and refrain from commenting to
the List. The circumstances I describe below are disturbing enough
that I felt an explanation is necessary. That being said...
There is a new email-bourne virus running rampant on the Internet that
is cleverly disguising itself as legitimate email warning of such
things as:
"your email account is disabled because of unauthorized access"
"Some of our clients complained about the spam (negative e-mail
content) outgoing from your e-mail account"
"Probably, you have been infected by a proxy-relay trojan server. In
order to keep your computer safe, follow the instructions."
"Our main mailing server will be temporary unavailable for next two
days, to continue receiving mail in these days you have to
configure our free auto-forwarding service."
All of these messages include an attachment that you are instructed to
click upon to "Get more information", "clean the virus from your
system", or "check your system for infections".
These enclosures all contain a virus that will infect your system and
propagate even more copies of the original message.
The disturbing part of these messages is that they appear to be coming
from very legitimate addresses and have very legitimate, convincing
dialog. For example, I have received a number of them today that
appear to be from "support(at)matronics.com", "management(at)matronics.com",
"administration(at)matronics.com", and "staff(at)matronics.com".
The text of the messages seems believable enough, and given the forged
source address, seem even more legitimate.
Please be assured that no one at Matronics.com will be sending you
these kinds of messages. If you receive one, it is a spam/virus that
has forged headers and was sent to you from someone other than
Matronics. Delete the message and the attachment promptly. Invest in
a copy of Norton Antivirus and keep the definitions up dated on a daily
basis.
Again, I want to stress that I *DO NOT* want a big discussion of
viruses on the Matronics Email Lists. Please do not reply to this
email with any comments. You may write to me directly at
dralle(at)matronics.com if you wish, but do not include the List.
Since many of these appear to come from matronics.com, I wanted to
assure everyone that Matronics wasn't the real source of these messages.
Let's be careful out there and keep those virus definitions up to date!
Today alone, the Matronics spam filter and virus blocking appliance
has filtered out 11,550 spam messages and 375 viruses! That's just in
an 18 hour period!
Best regards,
Matt Dralle
Matronics Email List Administrator
--
Matt G. Dralle | Matronics | P.O. Box 347 | Livermore | CA | 94551
925-606-1001 Voice | 925-606-6281 FAX | dralle(at)matronics.com Email
http://www.matronics.com/ W.W.W. | Featuring Products For Aircraft
________________________________________________________________________________
| From: | "Greg Campbell" <GregCampbellUSA(at)earthlink.net> |
| Subject: | Blue Mountain EFIS One for sale... |
----- Original Message -----
From: Greg Campbell
Subject: Blue Mountain EFIS One for sale...
Hi folks,
I have a brand new Blue Mountain EFIS/One for sale.
I just received it about a month ago - never even powered up.
Full factory warranty - latest version of software - available to best offer.
We're moving and need to get our plane flying ASAP.
If you need more info on the product - check out the maker's web site at:
http://www.bluemountainavionics.com/e1main.php
Thanks!
Greg Campbell
Lancair ES in San Francisco
________________________________________________________________________________
| Subject: | Not the perfect bird for the job, but... |
| From: | "Garrou, Douglas" <dgarrou(at)hunton.com> |
Hi out there. Two partners and I are building a Zenith 801 and it's coming along great. If you're not familiar with this airplane, it's a four-seat, high payload, low speed, all metal boxy-looking bush plane (details at www.zenithair.com). We decided to build the 801 because it's easy to build, and because we wanted what amounted to a cooler, 4-person version of a 152 or 172 for fun flying, mostly low and slow, in Central Virginia -- with the occasional hop to the Outer Banks of NC. We figured basic VFR instrumentation would be suitable, would keep things cheap, and would be faster to install.
All well and good. However, a few years into the project, I have developed a new
aviation need. Family obligations require me to travel between Richmond, VA
and Allentown, PA, on a fairly regular basis (once every three weeks, usually),
for the foreseeable future. This is a relatively hellish 600-mile round-trip
drive on I-95 -- and the drive can't be attempted at all during long stretches
of most weekdays, when rush-hour traffic gridlocks much of the route. The
occasional accident also adds several hours to the trip, on both weekends and
weekdays.
On the other hand, with flight following and my plucky willingness to mess with
the airspace, it's a leisurely 218-mile trip by air, even if you go around the
DC ADIZ (I'm not shy of the ADIZ, but as it turns out, bypassing the ADIZ doesn't
add much to the trip).
I see this trip as a compelling case for general aviation. Now, to be able to
do this trip on anything approaching a real schedule, I obviously need an instrument
rating, which I am in the process of getting. However, I also need an
appropriate airplane.
So you see where I'm going with this. Obviously the 801 is slow - but it sure
beats driving. For a variety of reasons, the 801 may not an ideal instrument
platform. On the other hand, it is *possible* to outfit it for legal instrument
flight.
My question is, do you think this aircraft be turned into a safe Richmond-Allentown
instrument hauler as a *practical* matter, and on a budget? (Note that I
would expect to be footing the bill alone for any IFR avionics, since the other
builders didn't sign on for that ride!) Is there a "high bang for the buck"
combination of new or used avionics that would do the job here?
Or should I give up this idea and try to get a share of a certified airplane that
is already set up for instrument flight?
Thanks
Doug
________________________________________________________________________________
| From: | Bruce Boyes <bboyes(at)systronix.com> |
| Subject: | Re: Not the perfect bird for the job, but... |
>My question is, do you think this aircraft be turned into a safe
>Richmond-Allentown instrument hauler as a *practical* matter, and on a
>budget? (Note that I would expect to be footing the bill alone for any
>IFR avionics, since the other builders didn't sign on for that ride!) Is
>there a "high bang for the buck" combination of new or used avionics that
>would do the job here?
>
>Or should I give up this idea and try to get a share of a certified
>airplane that is already set up for instrument flight?
If you like this plane, and already have a considerable investment, why not
invest a little more and be even happier? That doesn't sound silly to me.
On the other hand, a used IFR 182 could be had for maybe $60K and will
cruise at 130 knots. But then you have two airplanes to share and maintain,
two insurance policies, etc, etc.
Here's what I think matters in an instrument platform, and I can't answer
about how well the 801 will meet these needs, but you can. I'm barely
qualified to comment at all, being a 6 year, 500+ hour pilot with a
commercial instrument license and only a handful of hard IFR hours. But
it's Sunday, and here we are, so here goes... Of course you need what the
FARs require too -- pitot heat for example. These items are just what I
consider important in addition.
First, some pithy quotes for which I can't claim credit:
1) Flying is all about risk management.
2) The only place to buy safety is at the pilot training store (not the
avionics shop)
So -- flying one plane twice as often, if it's a safe plane, would seem to
be a good deal in terms of risk reduction.
1) easy to fly single pilot. Single pilot IFR is demanding. 172s and 182s
are stable single pilot IFR platforms, the Commanche 250 is not, in my
experience. A simple autopilot, wing leveler, or right seat pilot is handy.
2) enough power to handle ice. Fly even a little IFR, making every effort
to avoid ice, and you will still pick up at least a little ice, guaranteed.
The only way to never pick up ice is to stay out of the clouds, and that's
not even 100% effective. If you are marginally powered, you have little
option but to descend at once. Power is good and more is better.
3) as you have learned you need at least one VOR, so get one of the
all-in-one VOR/ILS receiver and OBS units which are available refurbed. I
can't recall the brand but it all fits in one round panel hole. Or get a
UPS SL30 nav/com and OBS - this is a great little unit and has an OBS on
the nav/com unit too.
3) a decent panel mounted GPS can be had for cheap these days and it will
serve as a backup system even if it's not IFR certified. If you can get
enroute IFR certification then you can substitute for DME and ADF I think.
4) lots of gas. I fly a Commanche 250 with tip tanks, 90 gal total, over 5
hours with IFR reserves. This gives me a lot of options in terms of
alternates, holding, etc. I like to use the tips (good for 2.5 hours more
or less) and land with most of the mains still full. 182s with 87 or 88
usable are nice too. My bladder is the limiting factor, and I like it that
way. I've had to divert to a small airport with no gas to sit out weather.
Lots of fuel on board made this a no-stress decision.
5) electric AI? Something to avoid the "vacuum pump failure takes out most
of your panel" problem.
6) good cell phone with a big battery. I've been stuck in podunk, sitting
out weather at a field miles from a town, in a valley, so poor radio
coverage, but with cell coverage (verizon) so I could call for weather and
file a plan when things looked best. Without the cell phone I'd have been a
lot less happy.
7) good cockpit lighting. Lights on every gauge, one for the panel at
large, and a map light for charts in your lap. The new Cessna 182 has the
best night lighting of any plane I have flown - instrument dimmer, radio
dimmer, pedestal dimmer, glareshield dimmer, plus a map light on the yoke!
I Still carry three small flashlights and a lightstick.
8) windshield defrost. It's a bummer to have the windshield ice over and be
looking at the runway out of a tiny corner of the windshield. Does the 801
have this? Some small planes have no defroster.
One of the groups I fly with just took delivery of a new 182T (not the
glass cockpit one). It has an SL30 with a single OBS and a UPS 60 GPS, both
tied to the OBS. The GPS also has comm capability. This seems like the
minimum IFR machine to me. A second nav with ILS would be nice. Believe it
or not, the brand new plane's CDI lateral guidance failed last time we flew
it. So much for what you get for $272,000.
Finally, don't ever think you 'have to get there now'. I know we've all
heard that until it doesn't even register, but most fatal accidents could
have been prevented if the PIC had just waited a day, instrument rating or
no. As a friend of mine says - if you're agonizing over whether to launch
and are still not sure it's safe to go, have a beer. Decision made - you
can't go!
If you fly a lot you'll stay proficient (not just current) and will do
fine. It's hard as a GA pilot to stay IFR proficient. I've astonished
myself with how rusty and sloppy I got after 4 months of little flying last
year -- fortunately with a safety pilot in the right seat, rather than a
'real' flight. IFR proficiency is a perishable skill.
It will be interesting to see what other opinions you get!
Regards
Bruce
________________________________________________________________________________
| From: | "AI Nut" <ainut(at)earthlink.net> |
| Subject: | Re: Not the perfect bird for the job, but... |
I think a Bearhawk is more in line with your goals. It's a hauler, too, and
it cruises around 200 knots and sounds like the 801 is similar construction.
Quick build kits are available.
AI Nut
----- Original Message -----
From: "Garrou, Douglas" <dgarrou(at)hunton.com>
Subject: Avionics-List: Not the perfect bird for the job, but...
>
> Hi out there. Two partners and I are building a Zenith 801 and it's
coming along great. If you're not familiar with this airplane, it's a
four-seat, high payload, low speed, all metal boxy-looking bush plane
(details at www.zenithair.com). We decided to build the 801 because it's
easy to build, and because we wanted what amounted to a cooler, 4-person
version of a 152 or 172 for fun flying, mostly low and slow, in Central
Virginia -- with the occasional hop to the Outer Banks of NC. We figured
basic VFR instrumentation would be suitable, would keep things cheap, and
would be faster to install.
>
> All well and good. However, a few years into the project, I have
developed a new aviation need. Family obligations require me to travel
between Richmond, VA and Allentown, PA, on a fairly regular basis (once
every three weeks, usually), for the foreseeable future. This is a
relatively hellish 600-mile round-trip drive on I-95 -- and the drive can't
be attempted at all during long stretches of most weekdays, when rush-hour
traffic gridlocks much of the route. The occasional accident also adds
several hours to the trip, on both weekends and weekdays.
>
> On the other hand, with flight following and my plucky willingness to mess
with the airspace, it's a leisurely 218-mile trip by air, even if you go
around the DC ADIZ (I'm not shy of the ADIZ, but as it turns out, bypassing
the ADIZ doesn't add much to the trip).
>
> I see this trip as a compelling case for general aviation. Now, to be
able to do this trip on anything approaching a real schedule, I obviously
need an instrument rating, which I am in the process of getting. However, I
also need an appropriate airplane.
>
> So you see where I'm going with this. Obviously the 801 is slow - but it
sure beats driving. For a variety of reasons, the 801 may not an ideal
instrument platform. On the other hand, it is *possible* to outfit it for
legal instrument flight.
>
> My question is, do you think this aircraft be turned into a safe
Richmond-Allentown instrument hauler as a *practical* matter, and on a
budget? (Note that I would expect to be footing the bill alone for any IFR
avionics, since the other builders didn't sign on for that ride!) Is there
a "high bang for the buck" combination of new or used avionics that would do
the job here?
>
> Or should I give up this idea and try to get a share of a certified
airplane that is already set up for instrument flight?
>
> Thanks
> Doug
>
>
________________________________________________________________________________
| From: | "Larry Bowen" <Larry(at)bowenaero.com> |
| Subject: | Not the perfect bird for the job, but... |
200 Knots?!
The bearhawk VNE is 175 MPH and cruise is 160 MPH with the bigger
engine.
http://www.bearhawkaircraft.com/Bearhawk/BearhawkMain.html
I like the Bearhawk too. Not as pretty as an RV-8, but a true SUV.
-
Larry Bowen, RV-8 FWF
Larry(at)BowenAero.com
http://BowenAero.com
> -----Original Message-----
> From: AI Nut [mailto:ainut(at)earthlink.net]
> Sent: Sunday, March 07, 2004 8:54 PM
> To: avionics-list(at)matronics.com
> Subject: Re: Avionics-List: Not the perfect bird for the job, but...
>
>
>
> I think a Bearhawk is more in line with your goals. It's a
> hauler, too, and it cruises around 200 knots and sounds like
> the 801 is similar construction. Quick build kits are available.
>
> AI Nut
>
>
> ----- Original Message -----
> From: "Garrou, Douglas" <dgarrou(at)hunton.com>
> To:
> Subject: Avionics-List: Not the perfect bird for the job, but...
>
>
>
> >
> > Hi out there. Two partners and I are building a Zenith 801 and it's
> coming along great. If you're not familiar with this
> airplane, it's a four-seat, high payload, low speed, all
> metal boxy-looking bush plane (details at www.zenithair.com).
> We decided to build the 801 because it's easy to build, and
> because we wanted what amounted to a cooler, 4-person version
> of a 152 or 172 for fun flying, mostly low and slow, in
> Central Virginia -- with the occasional hop to the Outer
> Banks of NC. We figured basic VFR instrumentation would be
> suitable, would keep things cheap, and would be faster to install.
> >
> > All well and good. However, a few years into the project, I have
> developed a new aviation need. Family obligations require me
> to travel between Richmond, VA and Allentown, PA, on a fairly
> regular basis (once every three weeks, usually), for the
> foreseeable future. This is a relatively hellish 600-mile
> round-trip drive on I-95 -- and the drive can't be attempted
> at all during long stretches of most weekdays, when rush-hour
> traffic gridlocks much of the route. The occasional accident
> also adds several hours to the trip, on both weekends and weekdays.
> >
> > On the other hand, with flight following and my plucky
> willingness to
> > mess
> with the airspace, it's a leisurely 218-mile trip by air,
> even if you go around the DC ADIZ (I'm not shy of the ADIZ,
> but as it turns out, bypassing the ADIZ doesn't add much to the trip).
> >
> > I see this trip as a compelling case for general aviation.
> Now, to be
> able to do this trip on anything approaching a real schedule,
> I obviously need an instrument rating, which I am in the
> process of getting. However, I also need an appropriate airplane.
> >
> > So you see where I'm going with this. Obviously the 801 is
> slow - but
> > it
> sure beats driving. For a variety of reasons, the 801 may
> not an ideal instrument platform. On the other hand, it is
> *possible* to outfit it for legal instrument flight.
> >
> > My question is, do you think this aircraft be turned into a safe
> Richmond-Allentown instrument hauler as a *practical* matter,
> and on a budget? (Note that I would expect to be footing the
> bill alone for any IFR avionics, since the other builders
> didn't sign on for that ride!) Is there a "high bang for the
> buck" combination of new or used avionics that would do the job here?
> >
> > Or should I give up this idea and try to get a share of a certified
> airplane that is already set up for instrument flight?
> >
> > Thanks
> > Doug
> >
> >
>
>
> ============
> Matronics Forums.
> ============
> ============
> ============
>
>
>
>
>
>
________________________________________________________________________________
| From: | Dj Merrill <deej(at)thayer.dartmouth.edu> |
| Subject: | Re: Not the perfect bird for the job, but... |
Bruce Boyes wrote:
> 3) as you have learned you need at least one VOR, so get one of the
> all-in-one VOR/ILS receiver and OBS units which are available refurbed. I
> can't recall the brand but it all fits in one round panel hole.
You might be thinking of the Narco NAV-122.
> 3) a decent panel mounted GPS can be had for cheap these days and it will
> serve as a backup system even if it's not IFR certified. If you can get
> enroute IFR certification then you can substitute for DME and ADF I think.
I picked up a refurbished King KLN-89B (IFR enroute and
approach rated) on Ebay for $900.
> 5) electric AI? Something to avoid the "vacuum pump failure takes out most
> of your panel" problem.
Or something like a Dynon EFIS-D10.
You get 10 instruments for $2k, and although not
technically IFR rated, it makes for an excellent
suite of backup instruments, and the cost is about the
same as an electric AI, I believe.
http://www.dynonavionics.com/
> 6) good cell phone with a big battery. I've been stuck in podunk, sitting
> out weather at a field miles from a town, in a valley, so poor radio
> coverage, but with cell coverage (verizon) so I could call for weather and
> file a plan when things looked best. Without the cell phone I'd have been a
> lot less happy.
Or add a 12v power outlet to your plane, and carry the
cell phone charger with you. I, unfortunately, ended up at
a remote field once, and the battery on the cell phone was dead,
and I did not have the charger with me.
I had to walk about 2 miles to the nearest source of lights
(a local bar, as it turned out) to use the phone.
> 7) good cockpit lighting. Lights on every gauge, one for the panel at
> large, and a map light for charts in your lap.
A must! I've just removed post lights, and installed
the Nulite instrument lights on all instruments. Definitely
an improvement and worth the investment.
-Dj
________________________________________________________________________________
| From: | Scott and Valeree Stout <the_stouts(at)worldnet.att.net> |
| Subject: | Re: Avionics-List Digest: 5 Msgs - 03/07/04 |
Good Evening Doug...
I too am building an 801...Not too much else to add to what has already
been said, you can pickup an older ifr gps for $400-$900 and fly
non-precision approaches, add a kr85 or 86 adf as well for $300-$600.
Perhaps the larger question for you is the vor...You might be able to
use just a handheld nav/comm $300 with an external antenna to meet the
vor needs as you would primarily be using the gps and adf for your ifr
nav. Now what you can and what is prudent are two entirely differing
things. As the gps and adf can be had for $1000, spend $3000 for a new
narco 122 or maybe the val avionics ins 422 w/marker beacon.
Most definitely, make sure you put defroster holes in the top instrument
panel sheet as well...
As for the instruments, go with the dynon for $2k and back it up with
airspeed, vertical speed, altimeter, and turn coordinator gauges. Thus,
if the dyon should crap out, you would be flying as if you had just lost
your vacuum pump, not too big of a deal...This way you are out just the
$2k as the other items would be installed anyways as part of the
partnership...
Also, if possible find an instructor or someone who has a Cessna 150/152
IFR rated and take a ride with them in IMC conditions on an approach.
This will give you a good idea as to how the 801 will be on an approach,
bumpy and sloppy but it will get you there...
As you are in snow and ice country and the implied desire to always get
there, you may wish to consider an airplane with de-ice on the wings and
prop and sell your share in the 801. Not a palatable option, but again
it may be the more prudent option...
All-in-All...bare bones with risk taking to a large degree you could
have an adequate non-precision ifr panel for $3,000 when all of the
pieces parts are figured in...For a precision approach suite more likely
$7,000-$10,000...Again it is up to what you are comfortable with...
Define your comfort level, then figure out a way to pay for it, if your
comfort level means dual garmin 530's then take a loan out for $30,000
or don't fly...IMC is not the place to be testing your limits...
Just my way of thinking, your mileage may differ...
Regards.
-Scott Stout
http://home.att.net/~the_stouts_zenith_801/
>________________________________ Message 1 _____________________________________
>
>
>Subject: Avionics-List: Not the perfect bird for the job, but...
>From: "Garrou, Douglas" <dgarrou(at)hunton.com>
>
>
>Hi out there. Two partners and I are building a Zenith 801 and it's coming along great. If you're not familiar with this airplane, it's a four-seat, high payload, low speed, all metal boxy-looking bush plane (details at www.zenithair.com). We decided to build the 801 because it's easy to build, and because we wanted what amounted to a cooler, 4-person version of a 152 or 172 for fun flying, mostly low and slow, in Central Virginia -- with the occasional hop to the Outer Banks of NC. We figured basic VFR instrumentation would be suitable, would keep things cheap, and would be faster to install.
>
>All well and good. However, a few years into the project, I have developed a
new
>aviation need. Family obligations require me to travel between Richmond, VA
>and Allentown, PA, on a fairly regular basis (once every three weeks, usually),
>for the foreseeable future. This is a relatively hellish 600-mile round-trip
>drive on I-95 -- and the drive can't be attempted at all during long stretches
>of most weekdays, when rush-hour traffic gridlocks much of the route. The
>occasional accident also adds several hours to the trip, on both weekends and
>weekdays.
>
>On the other hand, with flight following and my plucky willingness to mess with
>the airspace, it's a leisurely 218-mile trip by air, even if you go around the
>DC ADIZ (I'm not shy of the ADIZ, but as it turns out, bypassing the ADIZ doesn't
>add much to the trip).
>
>I see this trip as a compelling case for general aviation. Now, to be able to
>do this trip on anything approaching a real schedule, I obviously need an instrument
>rating, which I am in the process of getting. However, I also need an
>appropriate airplane.
>
>So you see where I'm going with this. Obviously the 801 is slow - but it sure
>beats driving. For a variety of reasons, the 801 may not an ideal instrument
>platform. On the other hand, it is *possible* to outfit it for legal instrument
>flight.
>
>My question is, do you think this aircraft be turned into a safe Richmond-Allentown
>instrument hauler as a *practical* matter, and on a budget? (Note that I
>would expect to be footing the bill alone for any IFR avionics, since the other
>builders didn't sign on for that ride!) Is there a "high bang for the buck"
>combination of new or used avionics that would do the job here?
>
>Or should I give up this idea and try to get a share of a certified airplane that
>is already set up for instrument flight?
>
>Thanks
>Doug
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Shawn Wolk" <shawnwolk(at)sprint.ca> |
| Subject: | Narco Transponder |
Hello group,
New to this group. Have been on the Pietenpol lis for a while.
Does anybody here the position of the internal frequency adjusters on a Narco
A50A. I removed the front cover because one of the white plastic discs that
have the frequency #'s slipped forward and pushed the spring ahead that rides
on the six sided shoulder of he white disc and creates the detents. The knobs
can go on in two positions. The internal tuners (or rheostats, I'm not sure what
they are called) have an oval shaped opening that the oval pin on the knobs
can slip into. And there is a little indentation on one side of the oval opening.
It appears that if these are all pointed straight up, that the numbers on
the transponder should read 0000. Does anyone know for sure if his is correct,
or do I likely have the knobs installed 180deg. out?
Shawn Wolk
Winnipeg, MB
C-GZOT Skyhopper 2
C-FRAZ Pietenpol Aircamper
________________________________________________________________________________
| From: | Doug McNutt <douglist(at)macnauchtan.com> |
| Subject: | Re: Narco Transponder |
> Does anybody here the position of the internal frequency adjusters on a Narco
A50A.
First of all, they are not frequency selectors. They are binary coding selectors
that arrange the reply in mode A to be pulsed in 14 places. The first and last
are framing pulses and are always present. The others are a funny code that
uses 6 bits for the first two numbers and then places the second two numbers
between the bits of the first six. It all has to do with six-bit "64 code" transponders
that came first. All transponders receive at 1030 MHz and transmit
on 1090 MHz.
For the AT50A - and I don't have one here - the plastic wafers have small notches
on one side. They should align with matching ribs in the shafts of the knobs.
I remember some early AT50's, that later became illegal, which may not have had
the ridges on the shafts but the notches were on the disks. They should all point
the same way and that reduces the possibilities to two.
--
--> There are 10 kinds of people: those who understand binary, and those who
don't <--
________________________________________________________________________________
| From: | "Shawn Wolk" <shawnwolk(at)sprint.ca> |
| Subject: | Re: Narco Transponder |
Thank you Doug,
Yes I reinstalled the knobs with all the notches on the wafers aligned identically.
This made all the numbers 0000. Yes I suppose it might have been the reciprocal
of the '0's. When I take the plane to the avionics shop for its test.
If they find something drastically wrong it won't be such a mystery.
Also base 10 is common around here...METRIC eh!
Shawn
________________________________________________________________________________
| From: | Hopperdhh(at)aol.com |
| Subject: | Re: Narco Transponder |
In a message dated 3/14/04 5:55:55 PM US Eastern Standard Time,
douglist(at)macnauchtan.com writes:
>
> --
> --> There are 10 kinds of people: those who understand binary, and those
> who don't <--
>
>
I get it! Even though I usually think in hexadecimal, I recognize 10 as
being the same in base 2 as it is in base 16. There are two kinds of people...
Right?
________________________________________________________________________________
| From: | "Shawn Wolk" <shawnwolk(at)sprint.ca> |
| Subject: | Re: Narco Transponder |
Had the unit checked at an avionics shop today. It turns out that as I installed
the cover with all the grooves on the 'binary code selectors' pointed up
at the 12 o'clock position correspond to '0000'.
Shawn,
________________________________________________________________________________
| From: | "Dave Ford" <dford(at)michweb.net> |
I have a Garmin GNC300XL, since I am now recently flying my RV6, am wondering if
I need to update my database. I understand the requirement to be if you are
using the instrument for approaches you are required to have current av-data?
but if you are VFR you can fly with expired av-data? I am flying only VFR
presently and wondering how often to update? Garmin has a one-time update for
$200 and and annual for $855. Obviously it is not necessary to get an annual
update, but how long is a one-time update good for?
Dave Ford
RV6
________________________________________________________________________________
| From: | Dj Merrill <deej(at)thayer.dartmouth.edu> |
Dave Ford wrote:
>
> I have a Garmin GNC300XL, since I am now recently flying my RV6, am wondering
if I need to update my database. I understand the requirement to be if you are
using the instrument for approaches you are required to have current av-data?
but if you are VFR you can fly with expired av-data? I am flying only VFR
presently and wondering how often to update? Garmin has a one-time update for
$200 and and annual for $855. Obviously it is not necessary to get an annual
update, but how long is a one-time update good for?
>
> Dave Ford
> RV6
Hi Dave,
I believe you are correct - you can fly VFR with any old
expired data you want, since you are supposed to be relying
your eyes for navigation, not the GPS. I have a Garmin 295
handheld, and I update the database once per year, for what it
is worth. At any rate I believe you are legal as-is, as long
as you are carrying current VFR charts with you.
-Dj
--
Dj Merrill Thayer School of Engineering
ThUG Sr. Unix Systems Administrator 8000 Cummings Hall
deej(at)thayer.dartmouth.edu - N1JOV Dartmouth College, Hanover, NH 03755
"On the side of the software box, in the 'System Requirements' section,
it said 'Requires Windows 95 or better'. So I installed Linux." -Anonymous
________________________________________________________________________________
| From: | Rocketman <topglock(at)cox.net> |
Dj Merrill wrote:
>
>
>Hi Dave,
> I believe you are correct - you can fly VFR with any old
>expired data you want, since you are supposed to be relying
>your eyes for navigation, not the GPS. I have a Garmin 295
>handheld, and I update the database once per year, for what it
>is worth. At any rate I believe you are legal as-is, as long
>as you are carrying current VFR charts with you.
>
>-Dj
>
>
>
Dj,
Not to heist the thread, but how do you like the 295? I'm considering
one and was wondering if there are any problems I should be aware of.
Thanks,
Jeff
________________________________________________________________________________
| From: | Dj Merrill <deej(at)thayer.dartmouth.edu> |
Rocketman wrote:
> Dj,
>
> Not to heist the thread, but how do you like the 295? I'm considering
> one and was wondering if there are any problems I should be aware of.
>
> Thanks,
> Jeff
I consider it one of the best aviation investments I ever made.
I've had it for over 3 years, and find it to be an excellent tool.
The screen is very easy to read, and I think the color screen
is a huge benefit to the clarity.
The only limitation I can think of is that it
is rather bulky if you want a yoke mounted GPS.
I have mine mounted on a RAM mount attached to the
panel, so that is not a factor for me (experimental aircraft).
You could also use one of the window suction mounts
as an alternative if you have a certified craft.
-Dj
--
Dj Merrill Thayer School of Engineering
ThUG Sr. Unix Systems Administrator 8000 Cummings Hall
deej(at)thayer.dartmouth.edu - N1JOV Dartmouth College, Hanover, NH 03755
"On the side of the software box, in the 'System Requirements' section,
it said 'Requires Windows 95 or better'. So I installed Linux." -Anonymous
________________________________________________________________________________
| From: | "Larry Bowen" <Larry(at)bowenaero.com> |
Jeff -
I've owned the 195, 295 and 196. The 196 is be-far the best IMO. Faster,
more features, and frugal with batteries. I don't miss the color of the
295 at all.
-
Larry Bowen, RV-8 FWF
Larry(at)BowenAero.com
http://BowenAero.com
Rocketman said:
>
> Dj Merrill wrote:
>
>>
>>
>>Hi Dave,
>> I believe you are correct - you can fly VFR with any old
>>expired data you want, since you are supposed to be relying
>>your eyes for navigation, not the GPS. I have a Garmin 295
>>handheld, and I update the database once per year, for what it
>>is worth. At any rate I believe you are legal as-is, as long
>>as you are carrying current VFR charts with you.
>>
>>-Dj
>>
>>
>>
> Dj,
>
> Not to heist the thread, but how do you like the 295? I'm considering
> one and was wondering if there are any problems I should be aware of.
>
> Thanks,
> Jeff
________________________________________________________________________________
| From: | Dj Merrill <deej(at)thayer.dartmouth.edu> |
Larry Bowen wrote:
>
> Jeff -
>
> I've owned the 195, 295 and 196. The 196 is be-far the best IMO. Faster,
> more features, and frugal with batteries. I don't miss the color of the
> 295 at all.
The 196 is also much smaller/lighter than the 295, and more
suitable for yoke mounting, IMHO.
But I think I would miss the color... *grin*
-Dj
--
Dj Merrill Thayer School of Engineering
ThUG Sr. Unix Systems Administrator 8000 Cummings Hall
deej(at)thayer.dartmouth.edu - N1JOV Dartmouth College, Hanover, NH 03755
"On the side of the software box, in the 'System Requirements' section,
it said 'Requires Windows 95 or better'. So I installed Linux." -Anonymous
________________________________________________________________________________
| From: | "ivorphillips" <ivor(at)ivorphillips.flyer.co.uk> |
I have had a 295 since they where introduced, It is a excellent machine
except for the run on batteries,but if you run it from the aircraft supply
then that isn't a problem,
Likewise i do the update once a year at the start of the flying season and
keep up to date charts on board,
Ivor Phillips
XS486 London UK
CM Installed,working on rudder cables,
trial fit top and wings
----- > > Not to heist the thread, but how do you like the 295? I'm
considering
> > one and was wondering if there are any problems I should be aware of.
________________________________________________________________________________
| From: | Rocketman <topglock(at)cox.net> |
ivorphillips wrote:
>
>I have had a 295 since they where introduced, It is a excellent machine
>except for the run on batteries,but if you run it from the aircraft supply
>then that isn't a problem,
>Likewise i do the update once a year at the start of the flying season and
>keep up to date charts on board,
>Ivor Phillips
>XS486 London UK
>CM Installed,working on rudder cables,
>trial fit top and wings
>----- > > Not to heist the thread, but how do you like the 295? I'm
>considering
>
>
>
>
Thanks for all the replies. I'll be running primarily from A/C power,
so I don't think batteries will be a problem. Also, it will probably be
mounted atop the "dash". I've heard great things about both the 196 and
the 295, but think the color would be nice. Oh well, I'll make the
decision when I decide to lay down the bucks. Thanks again...
Jeff
________________________________________________________________________________
| From: | "Troy Scott" <tscott1217(at)bellsouth.net> |
| Subject: | ICOM A200 Questions |
Gentlemen,
About the ICOM A200:
1. WRT the three auxiliary audio inputs, does the volume control of the A200
affect the level of whatever auxiliary audio I'm playing through the A200?
For example, If I run the marker beacon audio through one of these auxiliary
inputs and I have the volume of the A200 turned all the way down, will I
hear the marker?
2. What happens with the auxiliary audio inputs when the A200 is turned off
completely? Would the marker (or whatever) still "play through"?
3. I'm assuming there must be audio isolation in the A200...?
4. WRT the transmit/receive interlock requirement, the ICOM instructions
tell me how to interconnect two A200s. If I use this A200 with, for
example, an Apollo SL30 or SL40, will I still have to accomplish the
transmit/receive interlock?
Regards,
Troy Scott
________________________________________________________________________________
| From: | Dj Merrill <deej(at)thayer.dartmouth.edu> |
Rocketman wrote:
>
> Thanks for all the replies. I'll be running primarily from A/C power,
> so I don't think batteries will be a problem. Also, it will probably be
> mounted atop the "dash". I've heard great things about both the 196 and
> the 295, but think the color would be nice. Oh well, I'll make the
> decision when I decide to lay down the bucks. Thanks again...
>
> Jeff
I'd recommend checking them out side by side
at Sun-n-Fun or Airventure or similar.
-Dj
________________________________________________________________________________
| From: | "Troy Scott" <tscott1217(at)bellsouth.net> |
| Subject: | ELT antenna in Glasair |
Gentlemen,
What's the consensus on an antenna for the ELT in my Glasair? Should I
install a dedicated copper foil dipole? Should I just use the portable
floppy antenna that came with it?
Regards,
Troy Scott
tscott1217(at)bellsouth.net
________________________________________________________________________________
| From: | "Troy Scott" <tscott1217(at)bellsouth.net> |
| Subject: | annunciator lights |
Gentlemen,
Where can I get a good deal on the Honeywell/Microswitch 45/59 series
solid-state (LED lit) annunciator lights like the ones Vision MicroSystems
used to sell? Lancair Avionics has them, but they want $38 for the
annunciator/lens unit. That seems a little steep. I want 10 (maybe 16) of
them. Here is a link to what I want:
http://content.honeywell.com/sensing/prodinfo/pki/catalog/aml45_59.pdf
Also, If any of you have a suggestion for a good substitute, I'd like to
hear about it! I already know about the panels from Aircraft Simulators.
Regards,
Troy Scott
tscott1217(at)bellsouth.net
________________________________________________________________________________
| From: | "Richard E. Tasker" <retasker(at)optonline.net> |
| Subject: | Re: annunciator lights |
I don't know what you consider not "steep", but try
http://www.onlinecomponents.com/
The ones listed there seem to be about $24 for 1-9 and $21 for 10-24.
Don't know which ones you want. Some are in stock, some are available
with 8 week delivery and others are not listed.
Depending on how clever you are you could also make something that would
be equivalent by using the LED indicators listed in (I don't remember
where, but I have it at work - so stay tuned tomorrow)...
Good luck.
Dick Tasker, RV9A #90573
Troy Scott wrote:
>
>Gentlemen,
>
>Where can I get a good deal on the Honeywell/Microswitch 45/59 series
>solid-state (LED lit) annunciator lights like the ones Vision MicroSystems
>used to sell? Lancair Avionics has them, but they want $38 for the
>annunciator/lens unit. That seems a little steep. I want 10 (maybe 16) of
>them. Here is a link to what I want:
> http://content.honeywell.com/sensing/prodinfo/pki/catalog/aml45_59.pdf
>
>Also, If any of you have a suggestion for a good substitute, I'd like to
>hear about it! I already know about the panels from Aircraft Simulators.
>
>Regards,
>Troy Scott
>tscott1217(at)bellsouth.net
>
>
>
>
________________________________________________________________________________
| Subject: | Re: annunciator lights |
| From: | John Schroeder <jschroeder(at)perigee.net> |
Mark Phillips developed a very nice annunciator panel using 3 LED packaged
lamps from Digikey. Drop him an email and ask him for a copy of his
drawings and pictures. ( fiveonepw(at)aol.com ) I'm building one like it. For
the bezel, I'm looking at having the simulator company do a bezel for it.
( http://www.aircraftsimulators.com/ )
Cheers,
John
________________________________________________________________________________
| Subject: | Re: ELT antenna in Glasair |
In my Glasair I installed a copper foil dipole. I haven't tested it yet
;-)
Jim Oberst
----- Original Message -----
From: "Troy Scott" <tscott1217(at)bellsouth.net>
Subject: Avionics-List: ELT antenna in Glasair
>
> Gentlemen,
>
> What's the consensus on an antenna for the ELT in my Glasair? Should I
> install a dedicated copper foil dipole? Should I just use the portable
> floppy antenna that came with it?
>
> Regards,
> Troy Scott
> tscott1217(at)bellsouth.net
>
>
________________________________________________________________________________
| From: | Hopperdhh(at)aol.com |
| Subject: | Re: ELT antenna in Glasair |
In a message dated 3/17/04 11:16:53 PM US Eastern Standard Time,
joberst@cox-internet.com writes:
>
>
> In my Glasair I installed a copper foil dipole. I haven't tested it yet
> ;-)
>
> Jim Oberst
>
Jim,
How are you going to test it? I would be interested in the SWR, but some
folks say that isn't a good test.
Dan
RV-7A ( still almost done )
________________________________________________________________________________
| From: | "Noel & Yoshie Simmons" <noel(at)blueskyaviation.net> |
"Rv-List(at)Matronics. Com" ,
"Rv9-List(at)Matronics. Com" ,
"Rv8-List(at)Matronics. Com" ,
, ,
, ,
I am posting this to all the RV lists so if you get duplicates dont be
upset.
It is that time for me at Blue Sky Aviation to add another set of
experienced hands. I am looking for someone with prior building experience,
A&P would be nice, along with private pilot ticket. Must be trustworthy,
hard working, reliable, and a good eye for detail.
If you are or know of someone, please have him or her give me a call or drop
me an email. This is a full time permanent position and is available
immediately.
Sincerely,
Noel Simmons
Blue Sky Aviation, Inc.
Phone & Fax: 406-538-6574
noel(at)blueskyaviation.net
www.blueskyaviation.net
________________________________________________________________________________
| Subject: | Re: ELT antenna in Glasair |
Just have a friend turn it on momentarily, while I'm far away (a mile?) with
a handheld receiver. I know it works with a close-by receiver.
It would be nice if we could test ELTs like they test our transponders, with
a receiving antenna that measures the signal strength. But I've never heard
of that.
Jim.
----- Original Message -----
From: <Hopperdhh(at)aol.com>
Subject: Re: Avionics-List: ELT antenna in Glasair
>
> In a message dated 3/17/04 11:16:53 PM US Eastern Standard Time,
> joberst@cox-internet.com writes:
>
> >
<joberst@cox-internet.com>
> >
> > In my Glasair I installed a copper foil dipole. I haven't tested it yet
> > ;-)
> >
> > Jim Oberst
> >
>
> Jim,
> How are you going to test it? I would be interested in the SWR, but some
> folks say that isn't a good test.
> Dan
> RV-7A ( still almost done )
>
>
________________________________________________________________________________
| From: | "Jesse Kluijfhout, PE1RUI" <jessevli(at)zeelandnet.nl> |
| Subject: | Re: ELT antenna in Glasair |
You could also have it tested by using a small signal generator, and receive
it with a receiver with a variable attenuator. In this case you will be able
to compare it with a know to be good antenna.
Jesse
________________________________________________________________________________
| From: | John Mireley <mireley(at)msu.edu> |
| Subject: | Re: ELT antenna in Glasair |
J. Oberst wrote:
>
> Just have a friend turn it on momentarily, while I'm far away (a mile?) with
> a handheld receiver. I know it works with a close-by receiver.
>
> It would be nice if we could test ELTs like they test our transponders, with
> a receiving antenna that measures the signal strength. But I've never heard
> of that.
>
> Jim.
Proper procedure for testing as stated in AC 43-16a
Note 3: Because the ELT radiates on the emergency frequency, the Federal
Communications Commission allows these tests only to be conducted within
the first 5 minutes after any hour and is limited to 3 sweeps of the
transmitter audio modulation.
________________________________________________________________________________
| From: | Hopperdhh(at)aol.com |
| Subject: | Re: ELT antenna in Glasair |
Perhaps you could test on 121.45 and 121.55 to stay off the emergency
frequency. That way the transmitter could be a hand held com radio. This way
you
wouldn't have to limit the testing times, etc.
Dan K9WEK
RV-7A (almost done)
In a message dated 3/19/04 7:26:36 AM US Eastern Standard Time,
mireley(at)msu.edu writes:
>
>
> J. Oberst wrote:
> >
> >Just have a friend turn it on momentarily, while I'm far away (a mile?)
> with
> >a handheld receiver. I know it works with a close-by receiver.
> >
> >It would be nice if we could test ELTs like they test our transponders,
> with
> >a receiving antenna that measures the signal strength. But I've never
> heard
> >of that.
> >
> >Jim.
>
>
> Proper procedure for testing as stated in AC 43-16a
>
> Note 3: Because the ELT radiates on the emergency frequency, the Federal
> Communications Commission allows these tests only to be conducted within
> the first 5 minutes after any hour and is limited to 3 sweeps of the
> transmitter audio modulation.
>
>
>
________________________________________________________________________________
| From: | Doug McNutt <douglist(at)macnauchtan.com> |
| Subject: | Re: ELT antenna in Glasair |
>Perhaps you could test on 121.45 and 121.55 to stay off the emergency
>frequency. That way the transmitter could be a hand held com radio.
Yeah but. . . . Remember that the emergency frequency is really 243 MHz. Half
of that at 121.5 is only added so it can be heard by folks using VHF-only receivers.
--
--> The best programming tool is a soldering iron <--
________________________________________________________________________________
| From: | Hopperdhh(at)aol.com |
| Subject: | Re: ELT antenna in Glasair |
Doug,
I not sure I get you point. There are really two emergency frequencies,
121.5 for VHF and 243 for UHF. Yes, they are harmonically related. But I think
that the receiver in the tower actually receives 121.5 for civilian aircraft.
If your antenna is effective on 121.5 that's good enough. My ELT does say
121.5 and 243, but the antenna is a 1/4 wave vertical cut for 121.5. It would be
a poor antenna at 243 since it is 1/2 wave at that frequency, and therefore
has very high impedance. That means that it would be a poor match for the 50
ohm feedline even if the transmitter has a strong 2nd harmonic at 243.
Dan
In a message dated 3/19/04 9:26:32 AM US Eastern Standard Time,
douglist(at)macnauchtan.com writes:
>
>
> >Perhaps you could test on 121.45 and 121.55 to stay off the emergency
> >frequency. That way the transmitter could be a hand held com radio.
>
> Yeah but. . . . Remember that the emergency frequency is really 243 MHz.
> Half of that at 121.5 is only added so it can be heard by folks using
> VHF-only receivers.
>
> --
> --> The best programming tool is a soldering iron <--
>
>
>
________________________________________________________________________________
| From: | Doug McNutt <douglist(at)macnauchtan.com> |
| Subject: | Re: ELT antenna in Glasair |
>I not sure I get you point. There are really two emergency frequencies,
>121.5 for VHF and 243 for UHF. Yes, they are harmonically related. But I think
>that the receiver in the tower actually receives 121.5 for civilian aircraft.
>If your antenna is effective on 121.5 that's good enough.
It's the receivers in the satellites that count and they were at 243 the last time
I was actually involved - and I admit that was two decades ago. Military aircraft
monitor guard at 243 which is in their usual voice band. Does anyone know
what civilian search crews use for direction finding?
A proper ELT antenna will be tuned for 243 with some attempt to make it work at
121.5 too. Mine, which came from Dorne and Margolin, is quite a bit shorter than
a 1/4 wave comm antenna. I calculate 31 cm (a foot) for 1/4 wave at 243 MHz
in free space.
--
--> As a citizen of the USA if you see a federal outlay expressed in $billion then
multiply it by 4 to get your share in dollars. <--
________________________________________________________________________________
| From: | Hopperdhh(at)aol.com |
| Subject: | Re: ELT antenna in Glasair |
The antenna that came with my Ameri-King AK-450 measures about 23 3/4 inches
which is very close to 1/4 wave at 121.5 MHz. The length (in feet) of a 1/4
wavelength vertical antenna according to the ARRL Antenna Handbook is 234/freq
in MHz. 234*12/121.5=23.111 inches. I checked the SWR with it mounted to an
aluminum plate and it was best at 121.5. I didn't check it at 243 MHz, but I
will when I get time.
Dan K9WEK
In a message dated 3/19/04 12:59:43 PM US Eastern Standard Time,
douglist(at)macnauchtan.com writes:
>
>
> >I not sure I get you point. There are really two emergency frequencies,
> >121.5 for VHF and 243 for UHF. Yes, they are harmonically related. But I
> think
> >that the receiver in the tower actually receives 121.5 for civilian
> aircraft.
> >If your antenna is effective on 121.5 that's good enough.
>
> It's the receivers in the satellites that count and they were at 243 the
> last time I was actually involved - and I admit that was two decades ago.
> Military aircraft monitor guard at 243 which is in their usual voice band. Does
> anyone know what civilian search crews use for direction finding?
>
> A proper ELT antenna will be tuned for 243 with some attempt to make it work
> at 121.5 too. Mine, which came from Dorne and Margolin, is quite a bit
> shorter than a 1/4 wave comm antenna. I calculate 31 cm (a foot) for 1/4 wave
at
> 243 MHz in free space.
>
>
________________________________________________________________________________
| Subject: | Re: ELT antenna in Glasair |
| From: | Jim Ziegler <jcz(at)espllc.com> |
>
> It's the receivers in the satellites that count and they were at 243 the last
time I was actually involved - and I admit that was two decades ago. Military
aircraft monitor guard at 243 which is in their usual voice band. Does anyone
know what civilian search crews use for direction finding?
>
The CAP uses 121.5.....
--
Jim Ziegler jczatesp
________________________________________________________________________________
| From: | Jim S <gjs55(at)yahoo.com> |
Hi all - first time posting. I am installing a Sandia SAE5-35 encoder, a KT-79
transponder and a KLN-94 GPS. The only system that will interface serialized (RS232)
data to the KLN-94, is proprietary with the Shadin Airdata systems, very
expensive and without an HSI, almost useless - already did this homework. So,
I must use the gray code to both the KT-79 & KLN-94. Sandia has confirmed their
units (mode c) output signal is strong enough to drive at least 3 individual
inputs. The question - from a professional point of view, should I parallel
the harness off the encoder (solder cups big enough for double 22 gauge wires)
to each unit or 'daisy chain' from one to the next? Either should work - just
looking for opinions on what might be best (and why). Thanks.
Jim
________________________________________________________________________________
| From: | "Troy Scott" <tscott1217(at)bellsouth.net> |
| Subject: | SL30/SL40 transmit/receive lockout? |
Gentlemen,
I'm about to install an Apollo SL30 nav-com and an Apollo SL40 com into the
same panel using no audio panel. The plan is to use Bob's AeroElectric
Audio Isolation Amplifier and a transmit selector switch labeled Transmit
SL30 / Transmit SL40. I can't find anything in the installation manuals
about a transmit/receive lockout feature to shut off the receiver in one
while the other is transmitting. I'm concerned about this because I read in
the instruction manual for a radio of a different brand (ICOM A200) that
when using two in the same airplane (even with separate antennas) this
transmit/receive interconnect must be accomplished in order to avoid damage
to the receiver sections of the radios. Shed some light here, please!
I spoke with a fellow at GarminAT tech support. He said he knew of no such
feature in these units. Even after I stressed that my concern is for the
receiver sections of the units, he indicated that the problem being
addressed in the ICOM A200 manual is probably related to possible audio
feedback and that audio feedback can somehow expose the OTHER radio's
receiver section to damage?!?!???. However, I'm still confused and
unconvinced. How can AUDIO isolation of the two units protect the RECEIVER
section of one radio from the radiated energy from the other radio's
transmitter?
Regards,
Troy Scott
tscott1217(at)bellsouth.net
________________________________________________________________________________
| From: | <kearnsjoseph(at)yahoo.com> |
| Subject: | Re: Avionics-List Digest: 0 Msgs - 03/23/04 |
Can someone recommend the proper crimper for old Narco Nav-11's? I think that some
of the Kings used these as well. Thanks.
________________________________________________________________________________
| From: | "Cory Emberson" <bootless(at)earthlink.net> |
| Subject: | Santa Maria CA Fly-In (April 30-May 2) |
Hello everyone!
With Matt Dralle's blessing (thank you, Matt!), I'm pleased to post this announcement
for a terrific aviation fly-in weekend. SMXgig (in Santa Maria, CA) has
become the year's largest face-to-face get-together of electronically networked
aviators. (It's also the home of the reowned Avionics West, owned and managed by
Tom Rogers - one of the founders of SMXgig. He and Nina are generally in attendance,
and also provide wonderful raffle prizes!) We hope you'll plan to attend
because we expect this year's gig to
be the best ever.
People come from all over the country (and sometimes overseas) to attend, and most of the sessions qualify for FAA Wings cards. The dates are 4/30-5/2/04 (Friday-Sunday) - it's a lot of fun, and a great chance for pilots from all over to mingle and share aviation stories, ideas, etc. The announcement below contains most of the crucial information, and you can get the rest from the website (www.smxgig.org). If you have any questions at all, just let me know, and thanks!
~~Cory Emberson
KHWD
>>> NOTICE TO AIRMEN! <<<
Announcing the Sixteenth Annual SMXgig
to be held on April 30 - May 2, 2004
at the Radisson on the Santa Maria (CA) Airport (aka SMX)
www.smxgig.org
SMXgig will be April 30 - May 2, 2004, at the Santa Maria Radisson. This year,
our featured speaker after Friday night's dinner will be Rod Machado!
"MACH 2 WITH MACHADO" is the byline Rod Machado has earned for his rapid fire delivery
at his lively safety seminars and keynote speeches. His programs are information-packed,
energetic, and humorous. He has spoken in all fifty of the
United States and in Europe sharing his fresh approach to aviation education.
If you can make it, please do. It's going to be pretty special. More information and the announcement/ registration info is available at www.smxgig.org You may also contact me by email at: cory(at)smxgig.org.
All technical sessions will be held in the Enterprise Ballroom at the SMX Radisson.
Each session will last about an hour. We schedule four tech sessions on Saturday
morning, and four on Sunday morning. Most of the speakers are set (I'm
still firming up a couple of slots - I'm working on a session about Experimentals):
MIKE BUSCH - The Art and Science of Troubleshooting
Your A frequently, that person is you. That's particularly true of problems that
occur only in-flight and/or are intermittent. This session offers methodology
for troubleshooting aimed at aircraft owners who aren't A&Ps.
ED WILLIAMS - GPS - How It Works, and How to Work It
Ed is a nuclear physicist working at Lawrence Livermore Labs. Ed does a
remarkable job of making physics phun!
BRENT BLUE, M.D. - Pilot Medicals: How to Avoid Problems with the FAA
Brent is an AME Advocate, who specializes in helping the tough cases renew their
medicals. He's a former member of EAA's medical advisory committee.
DOUG RITTER - Equipping Yourself To Survive - Personal Survival Gear for Pilots
Doug is a survival evangelist, personally driven to help pilots live through whatever comes next. www.equipped.org
PAUL MILLNER - The Future of Avgas
Paul works with ChevronTexaco, and is right in the middle of the industry developments
regarding our fuel of choice.
MARY DUFFY & UWE LEMKE - Flying in Europe
Mary and Uwe are a Scot and a German who live in the San Francisco Bay Area, but
return "home" often.
As always, each qualifying session will get you a WINGS Safety Session card.
Our Saturday evening event should be a delicious one! At 5:45 p.m., the BFUB (Big Fat Ugly Bus) will arrive at the Santa Maria Radisson to bring us to the Far Western Tavern for dinner in beautiful Guadalupe (www.farwesterntavern.com).
DOLLARS AND CENTS
Just as in previous years, there will be one flat all-encompassing "gig" fee that
covers all events that involve significant out-of-pocket costs for the organizers.
The fee is $160 per person, and will cover:
- Friday afternoon welcome party
- Friday evening dinner banquet
- Saturday and Sunday tech sessions
- Saturday afternoon lunch
- Saturday evening dinner at the Far Western Tavern in Guadalupe
- Meeting rooms and coffee service at the Santa Maria Radisson
- Transportation to (and from) the Far Western Tavern
Lodging at the SMX Radisson will cost $89.00/night for either a single or double
room, which is far below the regular hotel room rate. Be sure you check in as
a SMXgig attendee and get the special rate. We have our definitive preference
listed with the hotel for rampside rooms - early registration can only help,
but of course, the rampside rooms are subject to availability depending on how
many existing guests are in those rooms.
You do not need to register with the hotel - just give me your preferences, and
I will take care of the reservations.
Important: This year, our final rooming lists are due to the hotel on April 11,
2004 (the even of Sun 'n Fun), which will guarantee space and the group rate.
The hotel will accept additional room reservations after that, on a space- and
rate-available basis. They will try their best to accommodate us after that
date, but the hotel is already sold out for the weekend.
The website (www.smxgig.org) has detailed information about the schedule, meals, hotel accommodations, and online registration. If you'd like your own announcement/registration emailed to you, or have any other questions, just let me know. (cory(at)smxgig.org or bootless(at)earthlink.net ).
Thanks, and see you there!
best, Cory Emberson
________________________________________________________________________________
| From: | Dave Durakovich <ddurakovich(at)yahoo.com> |
| Subject: | Bendix-King edge card connectors? |
Anyone have a name/specification/source/??? for the edge card connectors/replacement
contacts that BK uses on their various units?
Connectors as used on the KMA-24, KN-75, etc.
Any help would be appreciated.
Dave Durakovich
RV-4 in progress!
---------------------------------
________________________________________________________________________________
| From: | "David Lloyd" <skywagon(at)charter.net> |
| Subject: | Subject: Garmin 430 and King KX-155 frequency interferrence |
problem...
Problem and panel avionics:
COMM1 is a Garmin 430
COMM2 is a King KX-155
Audio panel is a King KMA-20
When the KMA-20 is switched over to TX on the KX-155, the TX'ing KX-155 activates
the 430 receiver section with audio noise output. It does not matter what
dissimilar freq's are set on either of the COMM units. They can be 10 MHz apart,
but, the 430 receiver will still break squelch.
The 430 squelch has been checked.
Both the 430 and 155 comm's have been swapped out with other units and the problem
stays with the aircraft.
I have had the following advice to check:
1. TX coax cable may have a bad grounding of the shield at the antenna(s).
2. The audio jack connections for the headphones, may have bad grounds at the
jacks.
3. A lead maybe missing from the shop installation of the 430. The lead is from
the 430, pin 14 of P2 connector, to the PTT switch. Garmin calls this the
"Transmit Interloc". I suspect that it drops the sensitivity of the 430 receiver
so that it will not break squelch, but, I have not confirmed this with Garmin.
I will be checking for this possible missing connection soon.
Any suggestions that might help me hunt down this RF problem causing the 430 to
break squelch whenever the KX-155 transmits would be greatly appreciated.
David
________________________________________________________________________________
| From: | "John D. Heath" <altoq(at)direcway.com> |
| Subject: | Re: Subject: Garmin 430 and King KX-155 frequency |
interferrence problem...
Have you swaped out the KMA-20 ????
John D
----- Original Message -----
From: "David Lloyd" <skywagon(at)charter.net>
Subject: Avionics-List: Subject: Garmin 430 and King KX-155 frequency
interferrence problem...
>
> Problem and panel avionics:
>
> COMM1 is a Garmin 430
> COMM2 is a King KX-155
> Audio panel is a King KMA-20
>
> When the KMA-20 is switched over to TX on the KX-155, the TX'ing KX-155
activates the 430 receiver section with audio noise output. It does not
matter what dissimilar freq's are set on either of the COMM units. They can
be 10 MHz apart, but, the 430 receiver will still break squelch.
>
> The 430 squelch has been checked.
> Both the 430 and 155 comm's have been swapped out with other units and
the problem stays with the aircraft.
>
> I have had the following advice to check:
>
> 1. TX coax cable may have a bad grounding of the shield at the
antenna(s).
> 2. The audio jack connections for the headphones, may have bad grounds at
the jacks.
> 3. A lead maybe missing from the shop installation of the 430. The lead
is from the 430, pin 14 of P2 connector, to the PTT switch. Garmin calls
this the "Transmit Interloc". I suspect that it drops the sensitivity of
the 430 receiver so that it will not break squelch, but, I have not
confirmed this with Garmin. I will be checking for this possible missing
connection soon.
>
> Any suggestions that might help me hunt down this RF problem causing the
430 to break squelch whenever the KX-155 transmits would be greatly
appreciated.
> David
>
>
________________________________________________________________________________
| From: | Doug McNutt <douglist(at)macnauchtan.com> |
| Subject: | Re: Bendix-King edge card connectors? |
>Anyone have a name/specification/source/??? for the edge card connectors/replacement
contacts that BK uses on their various units?
>Connectors as used on the KMA-24, KN-75, etc.
They were almost certainly Molex. I think I have a catalog and will check tonight.
--
--> There are 10 kinds of people: those who understand binary, and those who
don't <--
________________________________________________________________________________
| From: | "David Lloyd" <skywagon(at)charter.net> |
| Subject: | Re: Subject: Garmin 430 and King KX-155 frequency interferrence |
problem...
John,
I could not find a KMA-20 to swap out.
However, it is appearing like my list #3 "look at" subject is the problem.
My Garmin 430 was installed without the "Transmit Interlok" connection.
This signal is essential to quiet the 430 receiver front-end when the King
155 is TX'g. It looks like there is also some 430 s/w settings that have to
be adjusted when this connection is made. I am sorting this out as we
speak.
...more later and Thanks very much for your follow-up.
David
skywagon(at)charter.net
----- Original Message -----
From: "John D. Heath" <altoq(at)direcway.com>
Subject: Re: Avionics-List: Subject: Garmin 430 and King KX-155 frequency
interferrence problem...
>
> Have you swaped out the KMA-20 ????
>
> John D
>
>
> ----- Original Message -----
> From: "David Lloyd" <skywagon(at)charter.net>
> To:
> Subject: Avionics-List: Subject: Garmin 430 and King KX-155 frequency
> interferrence problem...
>
>
> >
> > Problem and panel avionics:
> >
> > COMM1 is a Garmin 430
> > COMM2 is a King KX-155
> > Audio panel is a King KMA-20
> >
> > When the KMA-20 is switched over to TX on the KX-155, the TX'ing KX-155
> activates the 430 receiver section with audio noise output. It does not
> matter what dissimilar freq's are set on either of the COMM units. They
can
> be 10 MHz apart, but, the 430 receiver will still break squelch.
> >
> > The 430 squelch has been checked.
> > Both the 430 and 155 comm's have been swapped out with other units and
> the problem stays with the aircraft.
> >
> > I have had the following advice to check:
> >
> > 1. TX coax cable may have a bad grounding of the shield at the
> antenna(s).
> > 2. The audio jack connections for the headphones, may have bad grounds
at
> the jacks.
> > 3. A lead maybe missing from the shop installation of the 430. The
lead
> is from the 430, pin 14 of P2 connector, to the PTT switch. Garmin calls
> this the "Transmit Interloc". I suspect that it drops the sensitivity of
> the 430 receiver so that it will not break squelch, but, I have not
> confirmed this with Garmin. I will be checking for this possible missing
> connection soon.
> >
> > Any suggestions that might help me hunt down this RF problem causing
the
> 430 to break squelch whenever the KX-155 transmits would be greatly
> appreciated.
> > David
> >
> >
>
>
________________________________________________________________________________
| From: | "David Lloyd" <skywagon(at)charter.net> |
| Subject: | Garmin 430 and King KX-155 Freq. Interference problem.... |
Thanks to all that responded to this comm problem.
Thanks to Matt for having this List for our use.
A special Thank you to Jeff Kraudelt. He nailed the problem.
The "transmit interlock" connection was NOT wired when the av shop installed my
Garmin 430!
It is pin 14 of connector P2 of the Garmin. The other end goes to the KX-155 pin
that carries the PTT connection.
Because of the very high receiver sensitivity of the 430, Garmin included a circuit
that would pull down its receiver sensitivity when another transmitter, such
as the KX-155 PTT switch was pressed for TX'g.
I understand that modern audio panels, such as Garmins, handle that control automatically
now, but, the KMA-20 audio panel was not designed for that level of
control.
I was interesting in how I determined if my pin 14 had a connection. The idea
of getting behind the panel to trace the lead was about as appealing as driving
spikes in my forehead. Instead, I pulled the 430 from it's tray and with a
good light and stronger reading glasses, I could "see" all the connector pins
that were used in P2 as well as determine which pins were not used visually, even
though all the wiring was hidden on the other side. The pins used and located
or not located in the P2 sockets were plainly discernable.
David
________________________________________________________________________________
| From: | Charlie & Tupper England <cengland(at)netdoor.com> |
Don Ward ,
aeroelectric list ,
Rotary motors in aircraft ,
"Anderson, Ed" ,
"avionics-list(at)matronics.com" ,
"Berry, Imogene " ,
"bourgeois, Gene (home)" ,
"Boyd, Bill " , "Buchanan, Sam " ,
"Burris, Curt" ,
"Callahan, Michael D. " ,
"Calvert, Jerry " ,
"Canizaro, Paul " ,
"Carter, Tommy Sue Paxton"
| Subject: | Party Time at Slobovia Outernational Airport!! |
Greetings Fellow Aviators,
The Lower Slobovia Outernational Garden Club would like to extend to You
and Yours a cordial invitation to our next effort to cultivate more
frequent pilotage, higher flour bombing accuracy, and an increased
consumption of non plant food matter.
We will be serving lunch to you on Saturday, June 5, 2004.
I'll make available sheet metal tools & aluminum for anyone wanting
their 1st exposure to metal work. For those interested in alternative
engines, I'll try ot hav a Mazda rotary opened up for inspection.
Formation flight teams are invited to attend & demonstrate their skills.
(Mike Stewart, are you listening?) Plaques will be awarde for flour
bombing, longest distance flown, & other categories & as determined by
our totally biased judges.
Anyone wishing to arrive on Friday and/or stay until Sunday is welcome
to do so. Just throw a bedrool in your plane/car & we will find yo a
place to sleep that's out of the heat. There are lots of spare bedrooms,
hangar apartments, floor space, etc. available with the sponsoring
families. We will do continental breakfast stuff in the morning & poll
the participants for evening meal decisions. Some of our pilots actually
consider themselves multitalented & encourage you to bring your musical
instrument of choice for some homegrown music in the evening.
Now for the details:
Disclaimer: Slobovia is a private airport. Pilots operate at their own risk.
You can get complete info about our airport at airnav.com
http://www.airnav.com/airport/MS71
FAA Identifier: MS71
Lat/Long: 32-29-42.508N / 090-17-34.325W
32-29.70847N / 090-17.57208W
32.4951411 / -90.2928681
(estimated)
Elevation: 250 ft. / 76 m (estimated)
Variation: 03E (1985)
From city: 1 mile N of POCAHONTAS, MS (10 miles N of Jackson MS)
Airport Operations
Airport use: Private use. Permission required prior to landing
Activation date: 11/1988
Sectional chart: MEMPHIS
<http://www.airnav.com/ad/click/taHR0cDovL3d3dy5hdnNob3.uY29tL3NlY3Rpb25hbGNoYXJ0cy5odG1sP3Jl+LZj05MyBhdnNob3..>
Control tower: no
ARTCC: MEMPHIS CENTER
FSS: GREENWOOD FLIGHT SERVICE STATION [1-800-WX-BRIEF]
Attendance: UNATNDD
Wind indicator: yes
Segmented circle: no
Lights: RDO REQ
Beacon: unknown
Airport Communications
UNICOM: 122.75
WX ASOS at HKS (10 nm S): 120.625 (601-354-4037)
WX ASOS at JAN (16 nm SE): PHONE 601-932-2822
Nearby radio navigation aids
VOR radial/distance VOR name Freq Var
JAN
<http://www.airnav.com/cgi-bin/navaid-info?id=JAN&type=VORTAC&name=JACKSON>r258/6.4
JACKSON VORTAC
112.60
05E
Runway Information
Runway 15/33
Dimensions: 3540 x 80 ft. / 1079 x 24 m
Surface: turf
RUNWAY 15 RUNWAY 33
Traffic pattern: left
left
Obstructions: 70 ft. trees, 200 ft. from runway
none
If you need driving directions or more info, feel free to email me at
cengland(at)netdoor.com
or call at 601-879-9596.
Charlie
________________________________________________________________________________
| From: | "Mark Taylor" <mtaylo17(at)msn.com> |
| Subject: | EFIS 1 and SL-30 |
Friends,
I have a Blue Mountain EFIS 1 which I'll be interfacing with an Apollo
SL-30. On th e SL-30, I have to set the output to Serial, instead of
resolver, so it can talk to EFIS 1. EFIS 1 will then perform as the display
head for VOR, LOC & G/S, and I can set OBS from EFIS 1, and also radio
frequecies from a the database. Pretty cool.
However, I would like to have a second CDI, just in case of EFIS failure. I
asked the questoin of Blue Mountain if I can do this, and they said yes, but
I wouldn't be able to use the resolver inputs to the SL-30 form the CDI.
My question is (finally) what exactly will I be losing doing this? What is a
resolver anyhow?!
I already have the EFIS and SL-30, SL-70 and an Apollo annunciator to go
with the GX-60 GPS. I just want to have all my bases covered if it all goes
belly up.
Thanks in advance!
Mark Taylor
________________________________________________________________________________
| Subject: | Re: EFIS 1 and SL-30 |
| From: | John Schroeder <jschroeder(at)perigee.net> |
Sounds like a question that the folks at GArmin AT tech support should be
able to answer or work you thru the solution. If it is the same crew as
was there before the buyout, they are super helpful.
Cheers,
John
> However, I would like to have a second CDI, just in case of EFIS
> failure. I
> asked the questoin of Blue Mountain if I can do this, and they said yes,
> but
> I wouldn't be able to use the resolver inputs to the SL-30 form the CDI.
>
> My question is (finally) what exactly will I be losing doing this? What
> is a
> resolver anyhow?!
>
> I already have the EFIS and SL-30, SL-70 and an Apollo annunciator to go
> with the GX-60 GPS. I just want to have all my bases covered if it all
> goes
> belly up.
>
________________________________________________________________________________
| Subject: | EFIS 1 and SL-30 |
| From: | "Swaney, Mark CAPT NAVAIRWARCENWPNDIV Bldg 36, Rm 2305" <mark.swaney(at)navy.mil> |
36, Rm 2305"
Mark,
If you find out something from Garmin AT, let us all know. I'm aware of several
folks that have exactly the same questions/concerns. Thanks.
Mark Swaney
________________________________ Message 1 _____________________________________
From: "Mark Taylor" <mtaylo17(at)msn.com>
Subject: Avionics-List: EFIS 1 and SL-30
Friends,
I have a Blue Mountain EFIS 1 which I'll be interfacing with an Apollo
SL-30. On th e SL-30, I have to set the output to Serial, instead of
resolver, so it can talk to EFIS 1. EFIS 1 will then perform as the display
head for VOR, LOC & G/S, and I can set OBS from EFIS 1, and also radio
frequecies from a the database. Pretty cool.
However, I would like to have a second CDI, just in case of EFIS failure. I
asked the questoin of Blue Mountain if I can do this, and they said yes, but
I wouldn't be able to use the resolver inputs to the SL-30 form the CDI.
My question is (finally) what exactly will I be losing doing this? What is a
resolver anyhow?!
I already have the EFIS and SL-30, SL-70 and an Apollo annunciator to go
with the GX-60 GPS. I just want to have all my bases covered if it all goes
belly up.
Thanks in advance!
Mark Taylor
________________________________________________________________________________
| From: | "Dean Psiropoulos" <deanpsir(at)easystreet.com> |
| Subject: | EFIS 1 and SL-30 |
Years ago:
Actually not as long ago as one might think, aircraft instruments were
electro-mechanical devices (as opposed to TV screens). These
electro-mechanical instruments were driven by analog electronics (instead of
digital computers) and those interfaces were mainly resolver and synchro (as
opposed to RS232 and USB). Resolvers are rotational sensors that are driven
by the little knobs on aircraft mechanical instruments (ie. Omnibearing
selector on the VOR head). Synchros are the little "motors" inside aircraft
mechanical instruments that drive airspeed and altimeter (on old Boeing 727s
for example).
These little critters are something akin to stepper motors that are used in
computer printers today. They are 3 phase devices that can be driven to a
precise position to facilitate accurate pointing of the hands on an airspeed
indicator (on large commercial aircraft, our mechanical airspeed indicators
are of course driven by the pitot static system) or.....sense the
positioning of a knob when someone inputs data into a 727's autopilot for
example. Resolver and synchro use is much more prevalent on large
commercial aircraft however it does filter down into the GA arena (quite a
bit on biz jets, very little on piston singles).
Bottom line for your EFIS dilemma is that you will NOT be able to use a
conventional electromechanical VOR/ILS indicator with the SL-30 set to the
serial mode. You'll need a VOR/ILS indicator that outputs/accepts serial
data in the format that the SL-30 uses it. It may be possible that you can
rig up some kind of relay where you can flip a switch and transfer the
signal to an electromechanical VOR/ILS indicator if the EFIS dies but I
haven't looked into this. And since I bought the Dynon instead of the Blue
Mountain, I won't be needing to solve this problem for my airplane (I also
won't have the cool HSI you all have either). Let us know what you finally
do to solve this one. Thanks.
Dean Psiropoulos
RV-6A, 24907
Canopy is finally on!!!!
________________________________________________________________________________
| From: | "Mark Taylor" <mtaylo17(at)msn.com> |
| Subject: | BMA EFIS1 to SL-30 |
Thanks Dean for the help!
I'm considering ditching the conventional CDI in favour of just using the
EFIS HSI. That way, I think I can make better use of the panel space for a
backup AI. Since I have a GX-60 IFR Cert GPS, I still have some form of nav.
In doing this, my next problem is interfacing the SL-30 and GX-60 with EFIS
through the Apollo Annunciator. I don't know how easy this will be though.
I'll keep everyone posted on how it all works out.
Thanks again!
Mark Taylor
From: "Dean Psiropoulos" <deanpsir(at)easystreet.com>
Subject: Avionics-List: EFIS 1 and SL-30
Years ago:
Actually not as long ago as one might think, aircraft instruments were
electro-mechanical devices (as opposed to TV screens). These
electro-mechanical instruments were driven by analog electronics (instead of
digital computers) and those interfaces were mainly resolver and synchro (as
opposed to RS232 and USB). Resolvers are rotational sensors that are driven
by the little knobs on aircraft mechanical instruments (ie. Omnibearing
selector on the VOR head). Synchros are the little "motors" inside aircraft
mechanical instruments that drive airspeed and altimeter (on old Boeing 727s
for example).
These little critters are something akin to stepper motors that are used in
computer printers today. They are 3 phase devices that can be driven to a
precise position to facilitate accurate pointing of the hands on an airspeed
indicator (on large commercial aircraft, our mechanical airspeed indicators
are of course driven by the pitot static system) or.....sense the
positioning of a knob when someone inputs data into a 727's autopilot for
example. Resolver and synchro use is much more prevalent on large
commercial aircraft however it does filter down into the GA arena (quite a
bit on biz jets, very little on piston singles).
Bottom line for your EFIS dilemma is that you will NOT be able to use a
conventional electromechanical VOR/ILS indicator with the SL-30 set to the
serial mode. You'll need a VOR/ILS indicator that outputs/accepts serial
data in the format that the SL-30 uses it. It may be possible that you can
rig up some kind of relay where you can flip a switch and transfer the
signal to an electromechanical VOR/ILS indicator if the EFIS dies but I
haven't looked into this. And since I bought the Dynon instead of the Blue
Mountain, I won't be needing to solve this problem for my airplane (I also
won't have the cool HSI you all have either). Let us know what you finally
do to solve this one. Thanks.
Dean Psiropoulos
RV-6A, 24907
Canopy is finally on!!!!
Tax headache? MSN Money provides relief with tax tips, tools, IRS forms and
more! http://moneycentral.msn.com/tax/workshop/welcome.asp
________________________________________________________________________________
| Subject: | Re: BMA EFIS1 to SL-30 |
| From: | John Schroeder <jschroeder(at)perigee.net> |
Mark -
Unless I am mistaken that you must have an OBS instrument to legally do
GPS approaches with your GX-60. The EFIS/ONE GPS is not certified so you
cannot do one with EFIS. And as I understand the material on the BMA
Forum, EFIS/ONE can't take an input from an external GPS. WE are doing
EFIS/ONE and the Garmin AT CNX-80 and will be adding and OBS (Garmin 106A)
to do the GPS. Eric Jones has a relay controlled switch to switch all the
signals from GPS to VOR/ILS. This may work for your situation.
John
>
> I'm considering ditching the conventional CDI in favour of just using the
> EFIS HSI. That way, I think I can make better use of the panel space for
> a backup AI. Since I have a GX-60 IFR Cert GPS, I still have some form
> of nav.
>
> In doing this, my next problem is interfacing the SL-30 and GX-60 with
> EFIS through the Apollo Annunciator. I don't know how easy this will be
> though.
>
________________________________________________________________________________
| From: | "Terry Watson" <terry(at)tcwatson.com> |
| Subject: | BMA EFIS1 to SL-30 |
This is from the Blue Mountain website question and answer area. It's not
clear to me whether this answers your concern about GPS approaches or not.
Terry
RV-8A BMA EFIS/one
wiring
Q: Can I fly EFIS/One legally under IFR?
Yes. For an experimental aircraft everything in the EFIS is legal to fly.
When you get your aircraft registered, just tell the DAR that you want it
certified for IFR and he'll tell you what you need to do. Of course you'll
have to comply with CFR 14 91.205(d), which is the list of things your
aircraft must have to be certified for IFR. But everything EFIS/One (or
EFIS/Lite!) has that's on that list is legal to use
Mark -
Unless I am mistaken that you must have an OBS instrument to legally do
GPS approaches with your GX-60. The EFIS/ONE GPS is not certified so you
cannot do one with EFIS. And as I understand the material on the BMA
Forum, EFIS/ONE can't take an input from an external GPS. WE are doing
EFIS/ONE and the Garmin AT CNX-80 and will be adding and OBS (Garmin 106A)
to do the GPS. Eric Jones has a relay controlled switch to switch all the
signals from GPS to VOR/ILS. This may work for your situation.
John
>
> I'm considering ditching the conventional CDI in favour of just using the
> EFIS HSI. That way, I think I can make better use of the panel space for
> a backup AI. Since I have a GX-60 IFR Cert GPS, I still have some form
> of nav.
>
> In doing this, my next problem is interfacing the SL-30 and GX-60 with
> EFIS through the Apollo Annunciator. I don't know how easy this will be
> though.
>
________________________________________________________________________________
| From: | Richard Carden <flywrite(at)erols.com> |
I've got a Garmin GPS Model 35-HVS, which is just the GPS module which
sits atop the cabin or wing. It has 12 feet or so of an 8-conductor plus
ground cable which feeds . . . what? Anybody know of a display that will
accept/display data from this antenna? A Garmin tech support guy said he
thought a number of units were compatible, but didn't know of any
specific unit.
Dick Carden
________________________________________________________________________________
| Subject: | Re: BMA EFIS1 to SL-30 |
| From: | John Schroeder <jschroeder(at)perigee.net> |
Terry -
Unless they changed something in EFIS/ONE, Greg specifically addressed, on
the Forum, the issue of using GPS for IFR. You cannot use EFIS/ONE alone
for GPS navigation on an IFR clearance. You have to have a certified
enroute GPS to use GPS for navigation. EFIS/ONE's GPS is not certified. If
you do not have a VOR or a certified GPS or other FAA approved navigation
equipment, I doubt if you can file and fly IFR enroute under any normal
circumstances with EFIS/ONE.
Now, since you can input VOR/ILS signals to EFIS/ONE, you can legally file
IFR enroute and make approaches. Since you cannot input GPS signals, as of
yet, into EFIS/ONE, you can still navigate enroute with a GPS certified
for enroute use. However, if you want to make a GPS approach, that GPS
must be certified for terminal use and you have to have an OBS instrument.
There was also a discussion about feeding GPS signals from the CNX-80 to
EFIS/ONE via the serial ports on the CNX-80 and EFIS/ONE. The word from
Greg was that UPS/Garmin AT have not activated this feature in a way that
EFIS/ONE can use it. If this becomes the case in the future, I would
expect that the OBS could be dispensed with and one could use EFIS/ONE to
make the approach using the data from the certified CNX-80's GPS.
If anyone has a different take on this, I would appreciate their views and
discussion.
Thanks,
John
>
> This is from the Blue Mountain website question and answer area. It's
> not
> clear to me whether this answers your concern about GPS approaches or
> not.
>
> Terry
> RV-8A BMA EFIS/one
> wiring
>
> Q: Can I fly EFIS/One legally under IFR?
>
> Yes. For an experimental aircraft everything in the EFIS is legal to
> fly.
> When you get your aircraft registered, just tell the DAR that you want it
> certified for IFR and he'll tell you what you need to do. Of course
> you'll
> have to comply with CFR 14 91.205(d), which is the list of things your
> aircraft must have to be certified for IFR. But everything EFIS/One (or
> EFIS/Lite!) has that's on that list is legal to use
>
>
>
> Mark -
>
> Unless I am mistaken that you must have an OBS instrument to legally do
> GPS approaches with your GX-60. The EFIS/ONE GPS is not certified so you
> cannot do one with EFIS. And as I understand the material on the BMA
> Forum, EFIS/ONE can't take an input from an external GPS. WE are doing
> EFIS/ONE and the Garmin AT CNX-80 and will be adding and OBS (Garmin
> 106A)
> to do the GPS. Eric Jones has a relay controlled switch to switch all the
> signals from GPS to VOR/ILS. This may work for your situation.
>
> John
>
>
>>
>> I'm considering ditching the conventional CDI in favour of just using
>> the
>> EFIS HSI. That way, I think I can make better use of the panel space for
>> a backup AI. Since I have a GX-60 IFR Cert GPS, I still have some form
>> of nav.
>>
>> In doing this, my next problem is interfacing the SL-30 and GX-60 with
>> EFIS through the Apollo Annunciator. I don't know how easy this will be
>> though.
>>
>
>
--
________________________________________________________________________________
| From: | Rowland Carson <rowil(at)clara.net> |
| Subject: | electrical interfaces [was: EFIS 1 and SL-30] |
>Years ago
>aircraft instruments were
>electro-mechanical devices
>interfaces were mainly resolver and synchro
Dean - thanks for that good explanation. I wonder if you are the man
to point me in the right direction for some more information which
harks back to the steam-radio era.
I have a S/H air-driven directional gyro which came from a
single-engine aeroplane that wasn't going anywhere any more. It has a
heading bug, and a 4-pole electrical connector on the rear which the
guy breaking the aeroplane assured me was for an autopilot. My tame
gyro expert has given the mechanical parts a clean bill of health,
but I haven't been able to get any info from the (French - Badin
Crouzet) manufacturers on the electrical interface. They seem to have
gone out of the light single business some time back. I am hoping
that the electrical interface on DGs might be standard (or maybe the
French do not think the same!) and that I could perhaps put together
some sort of wing leveller that would work in the Europa I am
building (although the panel is a long way away yet). As a retired
electronic engineer I am happy to get into circuit design if I have
some clue about what is supposed to go in or come out of those 4 pins
on the back of the DG. From my initial careful proddings with a
meter, it appears all pins are connected by some sort of fairly
symmetrical resistive mesh - perhaps a resolver could look like that?
I'll have to look back at my old "servos and control systems" notes
of 40 years ago to remind myself how resolvers & synchros work!
Am I on the right track here? Do you know anything about how heading
bugs on DIs interface to simple autopilots? Or do you know where I
might expect a good answer to this question?
regards
Rowland
--
| Rowland Carson PFA #16532 <http://home.clara.net/rowil/aviation/>
| 660 hours building Europa #435 G-ROWI e-mail
________________________________________________________________________________
| From: | "Martini Luc J.R." <martini(at)foxinternet.net> |
| Subject: | Re: electrical interfaces [was: EFIS 1 and SL-30] |
Hi
I thought I would put two cents worth in here.
I also am an Electronics Engr. type. I happen to have a Dornier Do-27 built
in 1959, that I am restoring. The airplane lives at Crescent City, CA,
which is known for its unpredictable fog, so, I have upgraded it to a
minimum IFR capable bird. To make matters as hard for me as possible, I
wanted to retain to the greatest extent possible, the original not only
INSTRUMENTATION, but AVIONICS as well. The restoration is that of the
Israeli version of the airplane as it existed in the Yom Kippur War of 1973.
To do that, I am replacing only ONE guage on the pilot's instrument panel, a
Course Deviation Meter (AN Beacon type guage) is being replaced with a
SANDEL SN3308 EFIS. That great instrument requires an input from a Gyro
to tell it where to point the heading card .
The original Gyro, was a SPERRY OF LONDON, 5 1/2 inch beauty, combo 3 phase
110VAC Gyro & Indicator. It also was a compensated Gyro, with a Flux
Gate out in the wing, and an old tube Precession Amp and a Lattitude
Correction Box under the back bench of the airplane. No data was available
(although I eventually did find a few things) so I set about building my own
schematic and wiring diagram for the system. I had hoped that I could tap
into the Fluxgate signal to get the input to the EFIS that I needed (3 phase
signal representing North, and a Reference Phase preferably that driving the
Fluxgate). Alas that did not work, for the signal level was way too low. I
got lucky and found a guy that had a Canberra Bomber, which also used a
similar for different model of this Gyro. The Canberra of course had an
autopilot, and indeed this gentleman had acquired several spare resolvers
when he got his Canberra. He also happened to be an Avionics Tech, and
modified my Gyro Instrument by putting in one of these spare Resolvers, and
wiring that to to a few spare pins on one of the connectors. Yep, 4 Wires,
Phases A,B and C which are the Compass Card Position Signal, and a 4th pin
used as the "Reference Phase" which is usually Phase A, which can come
directly off of the Dynamotor ( usually goes directly to the Gyro Drive
Motor Stator as well as the Fluxgate) which feeds these usually 110 VAC
systems. (you then of course use the same "C" pin as the common "Low or
signal ground".
If indeed you already have a resolver in your Gyro Instrument, then you most
likely have it whipped. To test it out, you can buy one of the single
needle ADF gauges (nothing more than a compass rose and a needle) that you
find on e-bay all the time from 1960's era airplanes. The only other thing
you will then need is a 26VAC 3 phase source, which you can probably throw
together with some old radioshack analog chips... and maybe a couple of Q's
to give it about a 1/4 amp current capability.
Careful here, the 110 VAC 3 Phase drives the Gyro, but the Resolver signal
level is 26VAC or less. If you have a Fluxgate, that signal also changes
the frequency (doubles) to 800 cyles.
Luc
----- Original Message -----
From: "Rowland Carson" <rowil(at)clara.net>
Subject: Avionics-List: electrical interfaces [was: EFIS 1 and SL-30]
>
>
> >Years ago
>
> >aircraft instruments were
> >electro-mechanical devices
>
> >interfaces were mainly resolver and synchro
>
> Dean - thanks for that good explanation. I wonder if you are the man
> to point me in the right direction for some more information which
> harks back to the steam-radio era.
>
> I have a S/H air-driven directional gyro which came from a
> single-engine aeroplane that wasn't going anywhere any more. It has a
> heading bug, and a 4-pole electrical connector on the rear which the
> guy breaking the aeroplane assured me was for an autopilot. My tame
> gyro expert has given the mechanical parts a clean bill of health,
> but I haven't been able to get any info from the (French - Badin
> Crouzet) manufacturers on the electrical interface. They seem to have
> gone out of the light single business some time back. I am hoping
> that the electrical interface on DGs might be standard (or maybe the
> French do not think the same!) and that I could perhaps put together
> some sort of wing leveller that would work in the Europa I am
> building (although the panel is a long way away yet). As a retired
> electronic engineer I am happy to get into circuit design if I have
> some clue about what is supposed to go in or come out of those 4 pins
> on the back of the DG. From my initial careful proddings with a
> meter, it appears all pins are connected by some sort of fairly
> symmetrical resistive mesh - perhaps a resolver could look like that?
> I'll have to look back at my old "servos and control systems" notes
> of 40 years ago to remind myself how resolvers & synchros work!
>
> Am I on the right track here? Do you know anything about how heading
> bugs on DIs interface to simple autopilots? Or do you know where I
> might expect a good answer to this question?
>
> regards
>
> Rowland
> --
>
> | Rowland Carson PFA #16532 <http://home.clara.net/rowil/aviation/>
> | 660 hours building Europa #435 G-ROWI e-mail
>
>
________________________________________________________________________________
| From: | Doug McNutt <douglist(at)macnauchtan.com> |
| Subject: | Re: electrical interfaces [was: EFIS 1 and SL-30] |
SNIP
> The only other thing
>you will then need is a 26VAC 3 phase source, which you can probably throw
>together with some old radioshack analog chips... and maybe a couple of Q's
>to give it about a 1/4 amp current capability.
>Careful here, the 110 VAC 3 Phase drives the Gyro, but the Resolver signal
>level is 26VAC or less.
Perhaps it's nitpicking but selsyn angle transmitters are not really "three phase"
in the same sense that 120 VAC 400 Hz 3 phase drives a gyro motor.
The motor depends on a power source in which three sine waves are delivered 120
degrees apart in time. That is used to make a rotating magnetic field that makes
a rotor spin. It's the same as those 60 Hz power wires you dodge at low altitude.
It's also like the nearly 400 Hz generated in an automotive alternator
before it's rectified to 14 VDC.
The selsyn transmitters and receivers use a single phase, almost always low voltage,
source of AC power and it is usually connected to the R1 and R2 terminals.
It acts as a rotatable transformer which couples to the S1, S2, and S3 terminals
in a way that the amplitudes of the three voltages represent the angle of
the shaft. All three voltages have the same 400 Hz phase as the reference voltage
applied. If you look at the amplitudes for a rotating shaft the mathematics
are very much like three phase power but at a much lower frequency.
There are three phase 400 Hz 24 volt sources on the market though I have never
seen one in an airplane. That's not what you want. Single phase with a pretty
good sine waveform is the goal. A Radio Shack speaker amplifier with a 400 Hz
oscillator is, as the man says, appropriate
If you have 400 Hz power at 120 VAC for the gyro it's possible to derive the 24
volt 400 Hz reference from that using a step down transformer on one of the phases.
Better equipment generates its own sine wave reference with a tightly controlled
frequency.
I have a Lear L3 autopilot, well - - - most of the parts of it, that I removed
from my Piper Apache. All vacuum tubes and a lot of selsyn pickup devices with
electronics that handle the outputs. All vacuum tubes with a motor generator
used to create plate voltage. I had most of a manual but I gave up on maintaining
it. The weight is 75 pounds or so and it's at 00V in Colorado Springs. Ask
off line if you're interested.
--
--> In Christianity, man can have only one wife. This is known as monotony. <--
________________________________________________________________________________
| From: | "Mark Taylor" <mtaylo17(at)msn.com> |
Thanks guys for input! It's welcomed!
I've posted the same questions on the BMA discussion board too. Maybe
someone can help me shed some more light on this.
As I understood it, I could use the EHSI in EFIS as the OBS head. The
question now is can EFIS1 utilise the serial info output from the IFR Cert
External GPS and display info on the EHSI?
It's a minefield! I want to get this right, and in order to do this I've
been scouring every source possible.
I'll post any findings here too... It's all good information.
Mark Taylor
________________________________________________________________________________
| From: | Rowland Carson <rowil(at)clara.net> |
| Subject: | Re: electrical interfaces [was: EFIS 1 and SL-30] |
>I have a Lear L3 autopilot
>The weight is 75 pounds or so
Wow! I don't have that much payload to spare, thanks all the same!
regards
Rowland
--
| Rowland Carson PFA #16532 <http://home.clara.net/rowil/aviation/>
| 670 hours building Europa #435 G-ROWI e-mail
________________________________________________________________________________
| From: | Rowland Carson <rowil(at)clara.net> |
| Subject: | Re: electrical interfaces [was: EFIS 1 and SL-30] |
>Careful here, the 110 VAC 3 Phase drives the Gyro, but the Resolver signal
>level is 26VAC or less
My DG is air-driven, so no problem about mixing up the amplitudes of
the AC. Thanks for all your input. Looks like, even provided I can
pin down what it's actually doing, I could have a tricky job
converting the output from the heading bug to something appropriate
to drive a Navaid or similar wing-leveller servo.
regards
Rowland
--
| Rowland Carson PFA #16532 <http://home.clara.net/rowil/aviation/>
| 670 hours building Europa #435 G-ROWI e-mail
________________________________________________________________________________
| From: | "Mark Taylor" <mtaylo17(at)msn.com> |
| Subject: | Apollo ACU Manuals |
I bought a used ACU that came without any documentation. This is about the
only one you cannot download from Garmin's web site!
If anybody is going to SnF over the next days, and has an owner guide and an
install manual for one, I'd like to borrow it if at all possible. I'll be
there Friday and Saturday.
I am available on Family Band Radio at SnF on channel 7-2, or by cell phone
248 area code, then 722, then 0764...
Thanks in advance!
Mark Taylor
________________________________________________________________________________
| From: | "Bob Gibfried" <rfg842(at)cox.net> |
My old Narco AT50 just quit. Was looking to replace it with an AT155 but
several have suggested going with an low end Garmin. Cost of repairs would
probably be as much as buying a new transponder and you would still have an
old box. Later technology and smaller case which would be an advantage.
Any thoughts?
Bob, Wichita
________________________________________________________________________________
| From: | Hopperdhh(at)aol.com |
| Subject: | DVOR Schematic Needed |
Fellow Listers,
I picked up an HT Instruments, Inc., Model DVOR 100 (I think it is) for $10
at Sun-n-Fun, just for hobby purposes. Does anyone happen to have a schematic
or manual for this unit? From date codes on the IC's it looks like it was
made in about 1975.
Thanks,
Dan Hopper K9WEK
RV-7A (almost done) Probably would be done if I didn't get sidetracked by
these little electronical projects!
________________________________________________________________________________
| From: | "Troy Scott" <tscott1217(at)bellsouth.net> |
| Subject: | cell phone antenna |
Gentlemen,
Please excuse this intrusion. The following is not an "avionics" topic, but
you guys are probably better equipped to help than any other group I know.
A year or so ago, I thought I had come up with a marketable idea: a
emergency cell phone antenna elevated by a small helium balloon. The idea
would be to have it "just in case" I get stranded in the wilderness. I know
this sounds a little crazy, but as I soon discovered, our military already
uses this idea. So, it won't be a profitable new invention, but I still
want to build one to use on camping trips. I'm thinking it would take only
about 50 feet of additional elevation to make a substantial difference.
I've been looking for a ready-made super light antenna that I can hang from
the balloon. No luck. I'm thinking I would use 174 coax (or something
even lighter if I can find it) as the combination tether/cable. Does anyone
know of a suitable antenna? Or, does anyone know what the dimensions of a
small dipole (no ground plane) would be? What about toroids?
Any suggestions will be appreciated!
Regards,
Troy Scott
________________________________________________________________________________
| From: | "Denny" <dennymortensen(at)cableone.net> |
| Subject: | cell phone antenna |
This is not by any means a professional answer but you would also have to
factor in the signal loss in the coax, especially in 174. The higher the
frequency the higher the loss per foot, I cant remember what cell phone
frequency is right now but I know it is way up there so your loss would
really be high. Sounds like a neat idea but not sure if you can pull it off.
Might be better and a lot easier to get ham license and go 2 meters.
Just 2 cents worth
Denny
-----Original Message-----
emergency cell phone antenna elevated by a small helium balloon. The idea
would be to have it "just in case" I get stranded in the wilderness.
________________________________________________________________________________
| From: | "Richard E. Tasker" <retasker(at)optonline.net> |
| Subject: | Re: cell phone antenna |
Get a headset and make an extension for it then lift the whole phone.
No coax loss, no designing an antenna.
My $0.02.
Dick Tasker
Denny wrote:
>
>This is not by any means a professional answer but you would also have to
>factor in the signal loss in the coax, especially in 174. The higher the
>frequency the higher the loss per foot, I cant remember what cell phone
>frequency is right now but I know it is way up there so your loss would
>really be high. Sounds like a neat idea but not sure if you can pull it off.
>Might be better and a lot easier to get ham license and go 2 meters.
>Just 2 cents worth
>Denny
>
>-----Original Message-----
> emergency cell phone antenna elevated by a small helium balloon. The idea
>would be to have it "just in case" I get stranded in the wilderness.
>
>
>
>
________________________________________________________________________________
| From: | "Greg Campbell" <GregCampbellUSA(at)earthlink.net> |
| Subject: | Re: cell phone antenna |
I like the headset idea. Thinking outside the box at it's finest!
Not to be a "the glass is half empty" kind of guy, but...
I can almost hear the profanities as the cable slips off
and you watch your cell phone drifting lazily up & out of sight.
(Not to mention the wonder of the person who finds it!)
At least it would give you a great... "and you think you're having a bad day!"
story to tell.
Kind of like the "lawn chair balloonist", the late Larry Walters, who flew back
in 1982.
His 15 minutes of fame is well documented at: http://www.MarkBarry.com/lawnchairman.html
SO... remember to take along your pellet gun before you loft your cell phone!
Plan your flight - fly your plan - then shoot out the balloon as a last resort
;-)
For the truly "life & limb" kind of scenarios - you might want to consider a
"Personal Rescue Beacon", also called a "Personal Locator Beacon"
You can start by reading: http://www.equipped.com/plb_legal.htm
PRB's (aka PLB's) saved over 200 lives in Alaska over a 9 year test period.
They've been using them for more than 12 years in Canada with great success.
They are now legal throughout the United States - average cost is around $600.
They work in areas without cell phone coverage - with much quicker response than
ELT's.
For a lower cost option, an ELT like the Ameri-King AK-450 ($179) with voice transmit
is a good choice as well. Some pilots still monitor 121.5 while cruising along
at high altitudes.
(I once relayed a Mayday call near Crescent City CA - that sure wakes you up!)
With voice transmit you can explain your predicament, and if you leave it on long
enough -
someone will eventually come looking for you after a few days.
http://www.aircraftspruce.com/catalog/avpages/ak450elt.php
My $0.01 ;-)
Greg
Get a headset and make an extension for it then lift the whole phone.
No coax loss, no designing an antenna.
My $0.02.
Dick Tasker
________________________________________________________________________________
| From: | "Mark Taylor" <mtaylo17(at)msn.com> |
Yep.. Bluetooth is wonderful!
Mark Taylor
Get a headset and make an extension for it then lift the whole phone.
No coax loss, no designing an antenna.
My $0.02.
Dick Tasker
Denny wrote:
>
>This is not by any means a professional answer but you would also have to
>factor in the signal loss in the coax, especially in 174. The higher the
>frequency the higher the loss per foot, I cant remember what cell phone
>frequency is right now but I know it is way up there so your loss would
>really be high. Sounds like a neat idea but not sure if you can pull it
>off.
>Might be better and a lot easier to get ham license and go 2 meters. Just 2
>cents worth
>Denny
>
>-----Original Message-----
>emergency cell phone antenna elevated by a small helium balloon. The idea
>would be to have it "just in case" I get stranded in the wilderness.
________________________________________________________________________________
| From: | "Bob Gibfried" <rfg842(at)cox.net> |
| Subject: | Garmin Transponder |
Just purchased a Garmin GTX 320A transponder to replace a Narco 50A which
gave up the ghost.
Can anyone help with the connections to a ACK Technologies Inc. encoder.
Serial No. is 26814.
Have the Garmin plug and tray but no documentation on the AGK.
Thanks
Bob Gibfried
________________________________________________________________________________
| From: | Doug McNutt <douglist(at)macnauchtan.com> |
| Subject: | Re: Garmin Transponder |
>Can anyone help with the connections to a ACK Technologies Inc. encoder.
>Serial No. is 26814.
I have in my hands an ACK manual for their model A-30. 6 x 2.6 x 1.7 inches with
a 15 pin "D" connector. Circa 1989. Seems to start with serial number 24000
If it will help I'll see about scanning it. About seven 8.5 x 11 pages. Ask.
ACK number on the paperwork is 408 295 1712 but it's a bit yellow.
--
--> There are 10 kinds of people: those who understand binary, and those who
don't <--
________________________________________________________________________________
| From: | Pascal Gosselin <pascal(at)aeroteknic.com> |
| Subject: | Re: Garmin Transponder |
At 04:14 PM 4/29/2004, you wrote:
>
>Just purchased a Garmin GTX 320A transponder to replace a Narco 50A which
>gave up the ghost.
>
>Can anyone help with the connections to a ACK Technologies Inc. encoder.
>Serial No. is 26814.
Oh yes I forget.... You could also buy the Garmin Narco AT50 adaptor
($120) and just slide in the GTX-320A with no installation required.
-Pascal
________________________________________________________________________________
| From: | "Gerry Clabots" <gclabots(at)execpc.com> |
| Subject: | GPS Antenna Location |
I am looking at mounting my GPS antenna just of my sliding canopy of my RV-7A,
the coax run looks to be around 20 feet.
Is this length of coax run a problem?
Gerry
________________________________________________________________________________
| From: | Brian Lloyd <brianl(at)lloyd.com> |
| Subject: | Re: GPS Antenna Location |
Gerry Clabots wrote:
>
> I am looking at mounting my GPS antenna just of my sliding canopy of my RV-7A,
the coax run looks to be around 20 feet.
> Is this length of coax run a problem?
Probably not. Most aircraft GPS receivers use active antennas, i.e. they have
a preamp in the antenna to overcome the loss in the coax.
--
Brian Lloyd 6501 Red Hook Plaza
brianl(at)lloyd.com Suite 201
http://www.lloyd.com St. Thomas, VI 00802
+1.340.998.9447 (voice) +1.360.838.9669 (fax)
There is a time to laud one's country and a time to protest.
A good citizen is prepared to do either as the need arises.
________________________________________________________________________________
| From: | "John Rippengal" <j.rippengal(at)cytanet.com.cy> |
| Subject: | Re: GPS Antenna Location |
Probably no problem if you have an 'active' antenna
from a feeder loss point of view.
But I'm just wondering where you are going to put the
comm antenna. You really don't want it anywhere near the
GPS antenna.
John Rippengal
>
> I am looking at mounting my GPS antenna just of my sliding canopy of my
RV-7A, the coax run looks to be around 20 feet.
> Is this length of coax run a problem?
> Gerry
________________________________________________________________________________
| From: | "Bob Gibfried" <rfg842(at)cox.net> |
Thanks Doug & Pascal
Local net member saw my plea and rushed over his manual. Should be able to
finish up now.
Bob, Wichita, KS
________________________________________________________________________________
| From: | "RO" <ozambela(at)hotmail.com> |
| Subject: | Re: GPS Antenna Location |
Please remove me from your lists
----- Original Message -----
From: "Brian Lloyd" <brianl(at)lloyd.com>
Subject: Re: Avionics-List: GPS Antenna Location
>
> Gerry Clabots wrote:
> >
> > I am looking at mounting my GPS antenna just of my sliding canopy of my
RV-7A, the coax run looks to be around 20 feet.
> > Is this length of coax run a problem?
>
> Probably not. Most aircraft GPS receivers use active antennas, i.e. they
have a preamp in the antenna to overcome the loss in the coax.
>
> --
> Brian Lloyd 6501 Red Hook Plaza
> brianl(at)lloyd.com Suite 201
> http://www.lloyd.com St. Thomas, VI 00802
> +1.340.998.9447 (voice) +1.360.838.9669 (fax)
>
> There is a time to laud one's country and a time to protest.
> A good citizen is prepared to do either as the need arises.
>
>
________________________________________________________________________________
| From: | "RO" <ozambela(at)hotmail.com> |
| Subject: | Re: GPS Antenna Location |
please remove mfrom your list
----- Original Message -----
From: "Gerry Clabots" <gclabots(at)execpc.com>
Subject: Avionics-List: GPS Antenna Location
>
> I am looking at mounting my GPS antenna just of my sliding canopy of my
RV-7A, the coax run looks to be around 20 feet.
> Is this length of coax run a problem?
> Gerry
>
>
________________________________________________________________________________
| From: | Brian Lloyd <brianl(at)lloyd.com> |
| Subject: | Re: GPS Antenna Location |
RO wrote:
>
> Please remove me from your lists
Please look at the bottom of each message where it tells you how to do that yourself.
No one else can do it for you. Not to mention that it is rude and annoying
for you to keep sending that message to those of us who cannot help you.
--
Brian Lloyd 6501 Red Hook Plaza
brianl(at)lloyd.com Suite 201
http://www.lloyd.com St. Thomas, VI 00802
+1.340.998.9447 (voice) +1.360.838.9669 (fax)
There is a time to laud one's country and a time to protest.
A good citizen is prepared to do either as the need arises.
________________________________________________________________________________
| From: | Brian Lloyd <brianl(at)lloyd.com> |
| Subject: | Re: GPS Antenna Location |
John Rippengal wrote:
>
> Probably no problem if you have an 'active' antenna
> from a feeder loss point of view.
> But I'm just wondering where you are going to put the
> comm antenna. You really don't want it anywhere near the
> GPS antenna.
Most modern comm radios are very clean with almost no energy left in the GPS band.
Otherwise there would be no combined GPS/comm radios and GPS/comm antennas.
--
Brian Lloyd 6501 Red Hook Plaza
brianl(at)lloyd.com Suite 201
http://www.lloyd.com St. Thomas, VI 00802
+1.340.998.9447 (voice) +1.360.838.9669 (fax)
There is a time to laud one's country and a time to protest.
A good citizen is prepared to do either as the need arises.
________________________________________________________________________________
| From: | TeamGrumman(at)aol.com |
| Subject: | Re: GPS Antenna Location |
In a message dated 04/30/04 5:53:21 AM, gclabots(at)execpc.com writes:
> I am looking at mounting my GPS antenna just of my sliding canopy of my
> RV-7A, the coax run looks to be around 20 feet.
> Is this length of coax run a problem?
> Gerry
>
I've had really good luck mounting it under the windshield near the front of
the glareshield. Before yourun cable and drill holes in your plane. Try
it.
________________________________________________________________________________
| From: | "Dave Ford" <dford(at)michweb.net> |
| Subject: | Re: Avionics-List Digest: 4 Msgs - 05/01/04 |
> I am looking at mounting my GPS antenna just of my sliding canopy of my
> RV-7A, the coax run looks to be around 20 feet.
> Is this length of coax run a problem?
> Gerry
>
I have my GPS antenna mounted on the engine mount just under the fiberglass
cowling. Works great, is out of sight, out of the air flow, and has a short
antenna run.
Dave Ford
RV6
________________________________________________________________________________
| From: | Hopperdhh(at)aol.com |
| Subject: | Info on DVOR Indicator |
Fellow NAV Hobbyists,
At Sun-n-Fun I purchased a digital VOR indicator called a DVOR 100 made about
1975 by HT Instruments, Inc. I have traced out the circuit and repaired the
unit. The circuit has 26 ICs in a compact 3 board layout that fits in a 2 1/4
inch instrument case. The circuit appears to be very well designed with
several innovative features. I have definitely gotten my $10 worth just playing
with this thing.
If anyone has any information or memories of this indicator, please let me
know. I would also be glad to share what I have learned with anyone else who
may be interested.
While flying VFR, I like to tune in VORs and center the needle on FROM to
verify my position with the GPS. With this indicator, you wouldn't have to
bother reaching up to center the needle. In the event of a GPS failure you could
still find a VOR by just holding the course digitally.
Now back to work on the airplane!
Dan Hopper
RV-7A (almost done)
________________________________________________________________________________
| From: | Charlie England <ceengland(at)bellsouth.net> |
| Subject: | Slobovia Outernational Airport BBQ |
Five days to BBQ DAY. Please plan to visit with us, eat some BBQ & talk
airplanes.
Location: Slobovia Outernational Airport (MS71) 10 mi north of Jackson
MS on the Memphis sectional
Approx. 4000' usable with decent approaches.
Email me direct for a map if you are driving. (Don't trust the online
mapping services for this one.)
You are welcome to come for the day, or stay the weekend. Just throw a
bedroll in the plane/car & we'll find you a place to sleep that's out of
the heat. If you plan to overnight, please call us at 601-879-9596 or
drop us an email at ceengland(at)bellsouth.net so we can get breakfast
stuff lined up.
If you've never done any a/c metal work, you can come & play with drills
& rivet guns. Alternative engine discussions will probably revolve
around the Mazda rotary. (Sorry 'bout that. :-) )
No formal seminars, but lots of knowledge is in the air when we have
these events.
Come on down!
Charlie
Slobovia Outernational Airport
________________________________________________________________________________
| From: | CardinalNSB(at)aol.com |
| Subject: | Re: Connector and tols for PS Engineering Audio Panel |
Hello, I need the following for a PS Engineering 7000 audio panel:
Plastic connector "shells" that holds the metal contact pins and the metal
contact pins (are these generic, or manufacturer only), if manufacturer only I
can call PSE, if generic I would appreciate a part number and a good place to
order from
Also, what insertion and extraction tool and crimper is appropriate for these
contacts.
Thank you, Skip Simpson
________________________________________________________________________________
| From: | "John Kenealy" <skortch(at)flashmail.com> |
The tower at my home airport, KBMG often tells me Im "Garbled &
unreadable " I hear a tone in my headset when I transmit.(not feedback).
The other
day when I was calling for landing clearence I cut the power(throtled back)
and they
could understand me. When I am on the ground in taxi they have no
problem either. When the engine is off there is also no problem. I
bought an alternator filter and will install it soon. Any other
sugestions? It is starting to be really irritating after a beautiful
flight to have to deal with the negativity from the tower and the
frustration of the noise. I have a Narco MK 12D NAV/COM with GS.This
only hapens during Transmit. Is there a beter way to ground the radio? I
have replaced the PTT switch twice and
still no diff. Changed headsets no diff. HELP ! Thanks J T Kenealy
Get Your FREE FlashMail Address now at http://www.flashmail.com
It's Free, Easy, & Fun !!!
________________________________________________________________________________
| From: | Bruce Boyes <bboyes(at)systronix.com> |
| Subject: | Re: Transmit Noise |
>
>
>The tower at my home airport, KBMG often tells me Im "Garbled &
>unreadable "
My wife often tells me the same thing. The problem doesn't seem to exist
when communicating with other men.
>I hear a tone in my headset when I transmit.(not feedback).
I have the same problem, even when not wearing the headset. It's really
annoying at times, and frequently makes routine conversation difficult.
After some study, we have determined that this variable tone is in fact
emanating from our two children (ages 2 and 6).
I have not found a solution for either problem. Please advise if you do.
Best of luck,
Bruce
________________________________________________________________________________
| From: | Doug McNutt <douglist(at)macnauchtan.com> |
| Subject: | Re: Transmit Noise |
>I hear a tone in my headset when I transmit.(not feedback).
Have a look at your alternator diodes. The three phase full wave rectifier will
typically produce an AC ripple of 6 X 400 =2400 Hz which is fairly easy to filter,
With one of six diodes failed the alternator will still work but will produce
ripple at 400 Hz which will change with engine speed.
440 Hz is one of the ways the A above middle C is tuned on a piano. Is that the
tome you hear?
A portable oscilloscope on the aircraft power bus should show six equal peaks but
will clearly show one or two bigger than the others if there is a bad diode.
--
--> There are 10 kinds of people: those who understand binary, and those who
don't <--
________________________________________________________________________________
| From: | Num1Pilot(at)aol.com |
| Subject: | Re: Avionics-List Digest: 4 Msgs - 06/04/04 |
Check the antenna. Is there corrosion around it? Sometimes there can be
corrosion or a loose connection at the antenna and that causes that.
Also check the ground to the radio. If it is sketchy, corroded, or not
tight, I can cause noise in the radio.
Seen it on a 1929 airplane and a 1970's vintage airplane.
-Hartley
________________________________________________________________________________
| From: | "Kevin Carey" <kcarey(at)alum.mit.edu> |
Does anyone have a Garmin GDL 49 weather datalink installed (Echo flight)?
How well does it work?
________________________________________________________________________________
| From: | "Ron Curry" <rec(at)curry.org> |
| Subject: | Re: Garmin GDL 49 |
There has been extensive discussion of the GDL-49 over at the Cessna
Pilots Association forum. The fairly unanimous opinion is it's not
recommended. Apparently the reception is poor, the update delay's are
extensive, and the data is frequently inaccurate. I have personally
spoken with Garmin's VP of marketing about this product and they are
aware that it has problems and plan to obsolete it soon and release an
XM satellite based product called the GDL-69.
Nearly all of the owners over at CPA would recommend that you save your
money for something better. The most reliable datalink with the best
data seems to be the WSI right now. It displays on the MX-20 and a
couple of other devices but not on the GNS-530/430.
Regards,
Ron Curry
________________________________________________________________________________
| From: | Walter Stafford <stafford(at)bbri.org> |
Hi,
I am wondering if anyone has thoughts on the new glass
cockpits with Garmin G1000's.
Walter
--
Walter Stafford
mailto:stafford(at)bbri.org
direct dial: 617-658-7808
receptionist: 617-658-7700
________________________________________________________________________________
| From: | "Bruce Gray" <Bruce(at)glasair.org> |
Garmin will not sell the G1000 into the retrofit market!
Bruce
www.glasair.org
-----Original Message-----
From: owner-avionics-list-server(at)matronics.com
[mailto:owner-avionics-list-server(at)matronics.com] On Behalf Of Walter
Stafford
Subject: Avionics-List: Garmin G1000
Hi,
I am wondering if anyone has thoughts on the new glass
cockpits with Garmin G1000's.
Walter
--
Walter Stafford
mailto:stafford(at)bbri.org
direct dial: 617-658-7808
receptionist: 617-658-7700
==
==
==
==
________________________________________________________________________________
| From: | "Ron Koyich" <Ron(at)Koyich.com> |
>>Garmin will not sell the G1000 into the retrofit market!<<
However, rumor/rumour has it that another model (900??), will appear to
fill that void.
________________________________________________________________________________
| From: | "Bruce Gray" <Bruce(at)glasair.org> |
To late for me. I've already bought all my avionics and autopilot. Oh
Well!!!
Bruce
www.glasair.org
-----Original Message-----
From: owner-avionics-list-server(at)matronics.com
[mailto:owner-avionics-list-server(at)matronics.com] On Behalf Of Ron
Koyich
Subject: RE: Avionics-List: Garmin G1000
>>Garmin will not sell the G1000 into the retrofit market!<<
However, rumor/rumour has it that another model (900??), will appear to
fill that void.
==
==
==
==
________________________________________________________________________________
| From: | "Dean Psiropoulos" <deanpsir(at)easystreet.com> |
Before Garmin merged with UPS Aviation technologies (formerly Tommorrow) I
purchased a complete UPS AT Avionics Stack for my RV-6A. In that purchase I
included a GX-65 GPS/COM. This is the non IFR version as, at the time, I
knew WAAS was coming and didn't want to pay the $5000.00 UPS was asking for
the TSO-C129 version (the GX-60 model). So I bought the GX-65 for $2900.00
thinking that I'd upgrade to a WAAS receiver later. Well it's later and the
UPS AT (now Garmin AT) CNX-80 is here and I'm just starting to do my
instrument panel work. Consequently, I'm thinking that if I upgrade now and
sell the GX-65 I won't have to fiddle with my panel later to install WAAS
capability. Anyone interested in a brand new still-in-the-box (panel mount)
GPS/COM for $2200.00?
Dean Psiropoulos
RV-6A 24907
Waiting for my TMX-360
________________________________________________________________________________
| From: | "Peter Mather" <peter(at)mather.com> |
I have a 720 channel KY197 and a 760 channel KY196. Can anybody tell me if
it is possible to swap something between the radios to get a 760 channel 197
and 720 channel 196?
Many Thanks
Peter
________________________________________________________________________________
| From: | "Wayne @ Aircraft Engravers" <wayne(at)engravers.net> |
Peter,
Why would you want to do such a thing. To my understandings it's possible
but you would have to have an avionics shop do the work for around 2 to 3
hundred dollars each.
Wayne
----- Original Message -----
From: "Peter Mather" <peter(at)mather.com>
Subject: Avionics-List: KY197/KY196
>
> I have a 720 channel KY197 and a 760 channel KY196. Can anybody tell me if
> it is possible to swap something between the radios to get a 760 channel
197
> and 720 channel 196?
>
> Many Thanks
>
> Peter
________________________________________________________________________________
| From: | "Ron Koyich" <Ron(at)Koyich.com> |
Dean, here's a response you might explore:
>>He can get a $2,000 trade in credit for the GX-65 towards the CNX-80
from Garmin. See Program Requirements on:
http://www.garmin.com/whatsNew/currentpromotions/#
________________________________________________________________________________
| From: | "qcbccgalley" <cgalley(at)qcbc.org> |
From my Avionics Guru
Cy Galley - Chair, Emergency Aircraft Repair
Safety Programs Editor - TC
EAA Sport Pilot
----- Original Message -----
From: TomHenry3(at)aol.com
Subject: Re: Fw: Avionics-List: KY197/KY196
Cy,
As to swapping things, NO, It won't work.
If memory serves the KY-197 is 14vdc powered and the KY-196 is 28vdc powered.
Service Bulletin KY196-12 changes the channel spacing from 50KHz to 25KHz.
Service Bulletin KY196-16 increases the frequency range up to 138.975MHz.
Service Bulletin KY196-20 increased the frequency range up to 136.975MHz.
Service Bulletin KY197-13 changes channel spacing from 50KHz to 25KHz.
That is all the applicable SB's I was able to find.
The listing of Service Bulletins is searchable in www.bendixking.com.
USA you do not need 760 channel, only in Europe.
At least so far.........we don't use any channel above 135.975.
Best Wishes,
Tom
________________________________________________________________________________
| From: | "Peter Mather" <peter(at)mather.com> |
Thanks for the info
Best Regards
Peter
----- Original Message -----
From: "qcbccgalley" <cgalley(at)qcbc.org>
Subject: Fw: Fw: Avionics-List: KY197/KY196
>
>
> From my Avionics Guru
> Cy Galley - Chair, Emergency Aircraft Repair
> Safety Programs Editor - TC
> EAA Sport Pilot
> ----- Original Message -----
> From: TomHenry3(at)aol.com
> To: cgalley(at)mchsi.com
> Subject: Re: Fw: Avionics-List: KY197/KY196
>
>
> Cy,
>
> As to swapping things, NO, It won't work.
>
> If memory serves the KY-197 is 14vdc powered and the KY-196 is 28vdc
powered.
>
> Service Bulletin KY196-12 changes the channel spacing from 50KHz to 25KHz.
> Service Bulletin KY196-16 increases the frequency range up to 138.975MHz.
> Service Bulletin KY196-20 increased the frequency range up to 136.975MHz.
>
> Service Bulletin KY197-13 changes channel spacing from 50KHz to 25KHz.
>
> That is all the applicable SB's I was able to find.
> The listing of Service Bulletins is searchable in www.bendixking.com.
> USA you do not need 760 channel, only in Europe.
> At least so far.........we don't use any channel above 135.975.
>
> Best Wishes,
> Tom
>
>
________________________________________________________________________________
| From: | "David Lloyd" <skywagon(at)charter.net> |
| Subject: | Bendix King Service Bulletins..... |
Tom,
In regard to your suggestion to visit the Bendix King web page for Service bulletin
review for King avionics.
The path that I took to locate and read on various SB pubs asked me to Log in as
a dealer or similar. Naturally, I could not..as just a lowly customer. Is
there a specific address path or method to use to be able to review the pubs?
I have a specific interest with the KX 155 comm. I am trying to find methods to
quiet RFI or similar that causes my Garmin 430 to break squelch every time the
King is keyed.
Thanks, David
________________________________________________________________________________
| From: | Russell Johnson <entec1(at)pld.com> |
| Subject: | You`ve got 1 VoiceMessage! |
Dear Customer!
You`ve got 1 VoiceMessage from voicemessage.com website!
You can listen your Virtual VoiceMessage at the following link:
http://virt.voicemessage.com/index.listen.php2=35affv
or by clicking the attached link.
Send VoiceMessage! Try our new virtual VoiceMessage Empire!
Best regards: SNAF.Team (R).
________________________________________________________________________________
| From: | Brian Lloyd <brianl(at)lloyd.com> |
| Subject: | Re: Bendix King Service Bulletins..... |
David Lloyd wrote:
> I have a specific interest with the KX 155 comm. I am trying to find methods
to quiet RFI or similar that causes my Garmin 430 to break squelch every time
the King is keyed.
This sounds like an overload problem in the Garmin 430, not a problem in the King.
Many receivers are going to have a problem with a transmitter so close in
the same band. You might consider putting one antenna on the belly and one on
the top of the aircraft to provide more RF isolation.
--
Brian Lloyd 6501 Red Hook Plaza
brianl(at)lloyd.com Suite 201
http://www.lloyd.com St. Thomas, VI 00802
+1.340.998.9447 (voice) +1.360.838.9669 (fax)
There is a time to laud one's country and a time to protest.
A good citizen is prepared to do either as the need arises.
________________________________________________________________________________
| Subject: | Re: Bendix King Service Bulletins..... |
No need to move antennas. You need to verify that the "transmit interlock"
wiring between #1 and #2 Nav/Coms was installed correctly. The purpose of
this wiring is to reduce receiver sensitivity when the other Com radio is
transmitting. Both the KX155 and the 430 have this wiring option.
Mike
----- Original Message -----
From: "Brian Lloyd" <brianl(at)lloyd.com>
Subject: Re: Avionics-List: Bendix King Service Bulletins.....
>
> David Lloyd wrote:
>
> > I have a specific interest with the KX 155 comm. I am trying to find
methods to quiet RFI or similar that causes my Garmin 430 to break squelch
every time the King is keyed.
>
> This sounds like an overload problem in the Garmin 430, not a problem in
the King. Many receivers are going to have a problem with a transmitter so
close in the same band. You might consider putting one antenna on the belly
and one on the top of the aircraft to provide more RF isolation.
>
> --
________________________________________________________________________________
| Subject: | Pin out for DVOR |
| From: | Steven Fingerhut <beechboy(at)nctv.com> |
Hello group.
I finally saved enough money (fun coupons) for a Garmin 530 and 330 to be
installed in my BE35. The avionics shop removed my DVOR, HT instruments
Model DVOR/200 ser#106, and then could not find the pin diagram out to
replace it. They have been looking for several weeks without any luck.
Does anyone have any ideas where to look? One of the people at the avionic
shop looked on the internet but the site was in Spanish and they would have
to sign-up in Spanish to have access to the site which MIGHT contain the
info we need.
Thanks for any help you might have,
Steve
________________________________________________________________________________
| From: | "David Lloyd" <skywagon(at)charter.net> |
| Subject: | Re: Bendix King Service Bulletins..... |
Hi Mike,
I watched the avionics tech install the single wire and verified that he
tied the correct pins. Pin 14 on the Garmin and pin 6 on the King 155. The
effect was essentially nothing.
The 430 is coming out next week and being shipped to Garmin. They are aware
of my problem and want to look at the circuitry. My guess is the logic tied
to the Transmit Interlock line is not doing its job when pulled low by the
155 PTT swt.
I am open for any ideas on this 430 squelch problem. I had the 430 squelch
levels reviewed and adjusted. I have swapped out the King 155 and the
KMA-20 audio and the problem stayed with the plane.
David
----- Original Message -----
From: "Mike" <mike@ferrer-aviation.com>
Subject: Re: Avionics-List: Bendix King Service Bulletins.....
>
> No need to move antennas. You need to verify that the "transmit interlock"
> wiring between #1 and #2 Nav/Coms was installed correctly. The purpose of
> this wiring is to reduce receiver sensitivity when the other Com radio is
> transmitting. Both the KX155 and the 430 have this wiring option.
>
> Mike
>
> ----- Original Message -----
> From: "Brian Lloyd" <brianl(at)lloyd.com>
> To:
> Subject: Re: Avionics-List: Bendix King Service Bulletins.....
>
>
> >
> > David Lloyd wrote:
> >
> > > I have a specific interest with the KX 155 comm. I am trying to find
> methods to quiet RFI or similar that causes my Garmin 430 to break squelch
> every time the King is keyed.
> >
> > This sounds like an overload problem in the Garmin 430, not a problem in
> the King. Many receivers are going to have a problem with a transmitter
so
> close in the same band. You might consider putting one antenna on the
belly
> and one on the top of the aircraft to provide more RF isolation.
> >
> > --
>
>
________________________________________________________________________________
| From: | "Peter Mather" <peter(at)mather.com> |
| Subject: | Re: Pin out for DVOR |
Steve
Pinout is in their brochure
http://www.davtron.com/documents/m903_brochure.pdf
Best regards
Peter
wrote
>
>
>
> Hello group.
>
> I finally saved enough money (fun coupons) for a
Garmin
> 530 and 330 to be
> installed in my BE35. The avionics shop removed my
> DVOR, HT instruments
> Model DVOR/200 ser#106, and then could not find the
pin
> diagram out to
> replace it. They have been looking for several weeks
> without any luck.
>
> Does anyone have any ideas where to look? One of the
> people at the avionic
> shop looked on the internet but the site was in
Spanish
> and they would have
> to sign-up in Spanish to have access to the site which
> MIGHT contain the
> info we need.
>
> Thanks for any help you might have,
> Steve
>
>
>
> Contributions
> any other
Forums.
>
>
> http://www.matronics.com/subscription
> http://www.matronics.com/FAQ/Avionics-List.htm
http://www.matronics.com/photoshare
http://www.matronics.com/emaillists
>
________________________________________________________________________________
| Subject: | Re: Pin out for DVOR |
| From: | Steven Fingerhut <beechboy(at)nctv.com> |
Peter,
Thanks for sending the link. Unfortunatly this will not work for me. I am
looking for the pin out on an HT Instruments model DVOR/200.
Steve
> From: "Peter Mather" <peter(at)mather.com>
> Reply-To: avionics-list(at)matronics.com
> Date: Wed, 16 Jun 2004 00:25:38 -0700 (PDT)
> To: avionics-list(at)matronics.com
> Subject: Re: Avionics-List: Pin out for DVOR
>
>
> Steve
>
> Pinout is in their brochure
>
> http://www.davtron.com/documents/m903_brochure.pdf
>
> Best regards
>
> Peter
>
> wrote
>
>>
>>
>>
>> Hello group.
>>
>> I finally saved enough money (fun coupons) for a
> Garmin
>> 530 and 330 to be
>> installed in my BE35. The avionics shop removed my
>> DVOR, HT instruments
>> Model DVOR/200 ser#106, and then could not find the
> pin
>> diagram out to
>> replace it. They have been looking for several weeks
>> without any luck.
>>
>> Does anyone have any ideas where to look? One of the
>> people at the avionic
>> shop looked on the internet but the site was in
> Spanish
>> and they would have
>> to sign-up in Spanish to have access to the site which
>> MIGHT contain the
>> info we need.
>>
>> Thanks for any help you might have,
>> Steve
>>
>>
>>
>> Contributions
>> any other
> Forums.
>>
>>
>> http://www.matronics.com/subscription
>> http://www.matronics.com/FAQ/Avionics-List.htm
> http://www.matronics.com/photoshare
> http://www.matronics.com/emaillists
>>
>
>
>
>
>
>
>
________________________________________________________________________________
| Subject: | Re: Bendix King Service Bulletins..... |
David,
Sounds like it is a problem with the 430. One more thing you might do is
pull the 430 and verify that pin 14 of P4002 does actually go low (i.e.,
less than 1.9v or less than 375 ohms to gnd) when the KX155 PTT is
activated. If necessary, fabricate a long probe that will plug into pin 14.
Also verify that pin 14 is fully inserted into connector housing and locked
into position.
BTW, did the avionics shop swap out your 430 as a test? That would confirm
the problem is within the 430 before sending it back to the factory.
Mike
----- Original Message -----
From: "David Lloyd" <skywagon(at)charter.net>
Subject: Re: Avionics-List: Bendix King Service Bulletins.....
>
> Hi Mike,
> I watched the avionics tech install the single wire and verified that he
> tied the correct pins. Pin 14 on the Garmin and pin 6 on the King 155.
The
> effect was essentially nothing.
> The 430 is coming out next week and being shipped to Garmin. They are
aware
> of my problem and want to look at the circuitry. My guess is the logic
tied
> to the Transmit Interlock line is not doing its job when pulled low by the
> 155 PTT swt.
> I am open for any ideas on this 430 squelch problem. I had the 430
squelch
> levels reviewed and adjusted. I have swapped out the King 155 and the
> KMA-20 audio and the problem stayed with the plane.
> David
>
>
________________________________________________________________________________
| From: | <bakerocb(at)cox.net> |
| Subject: | vexing comm problem |
6/16/2004
Hello Brian Lloyd, and Other Willing Experts, I have a vexing problem with the
VHF comm portion of my Garmin 430 installed in my KIS TR-1 that I'd like some
help with. Here is the fundamental problem scenario:
1) Start engine, talk to ground control (121.8) using Lightspeed headset, pilot's
push to talk button, and pilot's headset jacks. Everything works normally
so taxi out and make engine run up.
2) Engine run up complete, switch to tower (133.1), try to talk using same arrangement
as in 1). The result is a machine gun like sound when I key the transmitter
-- impossible to transmit coherently. (Rapid intermittent making and breaking
of ground contact for PTT?). Receiver works OK.
3) Put on copilot's headset (David Clark) which is plugged into copilot's jacks,
use copilot's push to talk button and transmit clearly to tower to request and
receive take off clearance.
4) On some rare occasions (tower is familiar with the problem) I get take off clearance
without going to step 2), I take off, switch to departure control (120.82
or 124.65)and have clear communications both directions with departure control
using the equipment in 1).
5) Upon return to home field at the end of a flight where the equipment in 1) above
has worked fine on other frequencies I switch to 133.1 and get the machine
gun effect again when I key the transmitter -- impossible to transmit coherently.
I can solve the problem by using step 3).
Here is what has been tried in the way of trouble shooting or problem solving.
A) Switched headsets between pilot's and copilot's jacks -- problem remains.
B) Extensively worked over pilot's headset jacks to eliminate any intermittent
problems that might exist.
C) Extensively worked over pilots PTT circuit (not button itself) to ensure good
continuity.
The baffling thing seems to be that the only two common items that don't go away
or can not be changed are the frequency of 133.1 and the pilot's PTT button.
When ever these two are combined regardless of what ever else is changed this
machine gun transmit problem may, but not in every instance, exist.
VHF comm antenna is a Bob Archer antenna mounted inside the fuselage side aft of
the copilot's seat.
Any thoughts? Thanks for your help.
'OC' Baker, Builder of KIS TR-1 #116 4/14/97 - 11/17/03
________________________________________________________________________________
| From: | "David Lloyd" <skywagon(at)charter.net> |
| Subject: | Re: Bendix King Service Bulletins..... |
Mike,
We did not have the ability to verify that pin 14 actually goes low when the
PTT swt. is closed. We were working in my hanger with limited access to
optional stuff.
I did verify that the pin 14 and pin 6 "pins" did get seated properly with
the audible click and pull test.
Before I sent the 430 off to Garmin, I will figure a method to piggy-back to
pin 14 with a wire and volt meter and verify that the pin is pulled below 2
volts.
We were not able to swap out the 430 as no other was available. We have a
small avionics shop, one guy, on the field as well as Chief Aircraft. Even
though Chief is on our field, he does not have Garmin and I won't use them
unless desperate.
Thanks for the suggestions. When we finally get this problem solved, I will
post it to the List so others might have the info.
David
----- Original Message -----
From: "Mike" <mike@ferrer-aviation.com>
Subject: Re: Avionics-List: Bendix King Service Bulletins.....
>
> David,
>
> Sounds like it is a problem with the 430. One more thing you might do is
> pull the 430 and verify that pin 14 of P4002 does actually go low (i.e.,
> less than 1.9v or less than 375 ohms to gnd) when the KX155 PTT is
> activated. If necessary, fabricate a long probe that will plug into pin
14.
>
> Also verify that pin 14 is fully inserted into connector housing and
locked
> into position.
>
> BTW, did the avionics shop swap out your 430 as a test? That would confirm
> the problem is within the 430 before sending it back to the factory.
>
> Mike
>
> ----- Original Message -----
> From: "David Lloyd" <skywagon(at)charter.net>
> To:
> Subject: Re: Avionics-List: Bendix King Service Bulletins.....
>
>
> >
> > Hi Mike,
> > I watched the avionics tech install the single wire and verified that he
> > tied the correct pins. Pin 14 on the Garmin and pin 6 on the King 155.
> The
> > effect was essentially nothing.
> > The 430 is coming out next week and being shipped to Garmin. They are
> aware
> > of my problem and want to look at the circuitry. My guess is the logic
> tied
> > to the Transmit Interlock line is not doing its job when pulled low by
the
> > 155 PTT swt.
> > I am open for any ideas on this 430 squelch problem. I had the 430
> squelch
> > levels reviewed and adjusted. I have swapped out the King 155 and the
> > KMA-20 audio and the problem stayed with the plane.
> > David
> >
> >
>
>
________________________________________________________________________________
| Subject: | vexing comm problem |
| From: | "Healy, Joseph" <WJH(at)brplusa.com> |
Do you have electronic ignition? Is the machine gun sound the same
frequency no matter what the engine RPM?...
Power disturbances can be a challenge. If high frequency wires are
contained in a conduit, the interaction of the conduit (or airframe) and
the wires can create an impedance in the circuit. There may be a
harmonic interference at 133.1 for that section of wire leading to the
pilots PTT switch.
What is the difference between the way the co-pilots PTT switch and the
pilots PTT switch is wired? i.e. in conduit with other wires, shorter or
longer lengths etc.?
As a test, you could disconnect the wires from the pilots PTT switch and
run a new set across the cockpit laying in the open. If it works at that
stage then it may be harmonic interference.
Joe Healy
Email: jhealy(at)brplusa.com
-----Original Message-----
6/16/2004
Hello Brian Lloyd, and Other Willing Experts, I have a vexing problem
with the VHF comm portion of my Garmin 430 installed in my KIS TR-1 that
I'd like some help with. Here is the fundamental problem scenario:
1) Start engine, talk to ground control (121.8) using Lightspeed
headset, pilot's push to talk button, and pilot's headset jacks.
Everything works normally so taxi out and make engine run up.
2) Engine run up complete, switch to tower (133.1), try to talk using
same arrangement as in 1). The result is a machine gun like sound when I
key the transmitter -- impossible to transmit coherently. (Rapid
intermittent making and breaking of ground contact for PTT?). Receiver
works OK.
________________________________________________________________________________
| From: | "John Rippengal" <j.rippengal(at)cytanet.com.cy> |
| Subject: | Re: vexing comm problem |
If you mount the antenna in that position then you are really just asking
for trouble. The pick up from the transmission will be several volts of RF
and with any minor non-linearity (eg a transistor, diode or even a switch
contact) rectification can take place. This can feed into the audio ccts or
even the PTT and cause feedback howls or the low frequency 'machine gun '
effect.
The proper solution is to remove the antenna to for example near the tail or
in the tail. You will get better communications and less feedback. You can
also fiddle about with ferrites on the audio wiring including headsets cable
etc and you might cure it. But it's like complaining that your ice cream
melts in a furnace.
John Rippengal
From: <bakerocb(at)cox.net>
.....................................
>
> 2) Engine run up complete, switch to tower (133.1), try to talk using same
arrangement as in 1). The result is a machine gun like sound when I key the
transmitter -- impossible to transmit coherently. (Rapid intermittent making
and breaking of ground contact for PTT?). Receiver works OK.
................................................................
>
> VHF comm antenna is a Bob Archer antenna mounted inside the fuselage side
aft of the copilot's seat.
>
> Any thoughts? Thanks for your help.
>
>
> 'OC' Baker, Builder of KIS TR-1 #116 4/14/97 - 11/17/03
________________________________________________________________________________
| From: | "Paul McAllister" <paul.mcallister(at)qia.net> |
| Subject: | Re: vexing comm problem |
Hi,
I had a problem with my Lightspeed Headsets in my Europa (fiberglass). I
called Lightspeed and they fitted a shielded battery box which fixed the
problem for me.
Paul
----- Original Message -----
From: <bakerocb(at)cox.net>
Subject: Avionics-List: vexing comm problem
>
> 6/16/2004
>
> Hello Brian Lloyd, and Other Willing Experts, I have a vexing problem with
the VHF comm portion of my Garmin 430 installed in my KIS TR-1 that I'd like
some help with. Here is the fundamental problem scenario:
>
> 1) Start engine, talk to ground control (121.8) using Lightspeed headset,
pilot's push to talk button, and pilot's headset jacks. Everything works
normally so taxi out and make engine run up.
>
> 2) Engine run up complete, switch to tower (133.1), try to talk using same
arrangement as in 1). The result is a machine gun like sound when I key the
transmitter -- impossible to transmit coherently. (Rapid intermittent making
and breaking of ground contact for PTT?). Receiver works OK.
>
> 3) Put on copilot's headset (David Clark) which is plugged into copilot's
jacks, use copilot's push to talk button and transmit clearly to tower to
request and receive take off clearance.
>
> 4) On some rare occasions (tower is familiar with the problem) I get take
off clearance without going to step 2), I take off, switch to departure
control (120.82 or 124.65)and have clear communications both directions with
departure control using the equipment in 1).
>
> 5) Upon return to home field at the end of a flight where the equipment in
1) above has worked fine on other frequencies I switch to 133.1 and get the
machine gun effect again when I key the transmitter -- impossible to
transmit coherently. I can solve the problem by using step 3).
>
> Here is what has been tried in the way of trouble shooting or problem
solving.
>
> A) Switched headsets between pilot's and copilot's jacks -- problem
remains.
>
> B) Extensively worked over pilot's headset jacks to eliminate any
intermittent problems that might exist.
>
> C) Extensively worked over pilots PTT circuit (not button itself) to
ensure good continuity.
>
> The baffling thing seems to be that the only two common items that don't
go away or can not be changed are the frequency of 133.1 and the pilot's PTT
button. When ever these two are combined regardless of what ever else is
changed this machine gun transmit problem may, but not in every instance,
exist.
>
> VHF comm antenna is a Bob Archer antenna mounted inside the fuselage side
aft of the copilot's seat.
>
> Any thoughts? Thanks for your help.
>
>
> 'OC' Baker, Builder of KIS TR-1 #116 4/14/97 - 11/17/03
>
>
________________________________________________________________________________
| From: | Jim S <gjs55(at)yahoo.com> |
| Subject: | KX-155 & transmit interlock |
I am installing dual KX-155's and find no pin identified as a 'transmit interlock'
in the schematics. Am I missing something? I do see pin 14 on the Garmin 430
schematic. Is this option available on the KX-155? Thanks.
Jim
No need to move antennas. You need to verify that the "transmit interlock"
wiring between #1 and #2 Nav/Coms was installed correctly. The purpose of
this wiring is to reduce receiver sensitivity when the other Com radio is
transmitting. Both the KX155 and the 430 have this wiring option.
Mike
----- Original Message -----
From: "Brian Lloyd" <brianl(at)lloyd.com>
Subject: Re: Avionics-List: Bendix King Service Bulletins.....
>
> David Lloyd wrote:
>
> > I have a specific interest with the KX 155 comm. I am trying to find
methods to quiet RFI or similar that causes my Garmin 430 to break squelch
every time the King is keyed.
>
> This sounds like an overload problem in the Garmin 430, not a problem in
the King. Many receivers are going to have a problem with a transmitter
so
close in the same band. You might consider putting one antenna on the belly
and one on the top of the aircraft to provide more RF isolation.
>
> --
---------------------------------
________________________________________________________________________________
| From: | "John Rippengal" <j.rippengal(at)cytanet.com.cy> |
| Subject: | vexing comm problem |
> If you mount the antenna in that position then you are really just asking
> for trouble. The pick up from the transmission will be several volts of RF
> and with any minor non-linearity (eg a transistor, diode or even a switch
> contact) rectification can take place. This can feed into the audio ccts
or
> even the PTT and cause feedback howls or the low frequency 'machine gun '
> effect.
> The proper solution is to remove the antenna to for example near the tail
or
> in the tail. You will get better communications and less feedback. You can
> also fiddle about with ferrites on the audio wiring including headsets
cable
> etc and you might cure it. But it's like complaining that your ice cream
> melts in a furnace.
> John Rippengal
>
>
> From: <bakerocb(at)cox.net>
>
> .....................................
>
> >
> > 2) Engine run up complete, switch to tower (133.1), try to talk using
same
> arrangement as in 1). The result is a machine gun like sound when I key
the
> transmitter -- impossible to transmit coherently. (Rapid intermittent
making
> and breaking of ground contact for PTT?). Receiver works OK.
> ................................................................
> >
> > VHF comm antenna is a Bob Archer antenna mounted inside the fuselage
side
> aft of the copilot's seat.
> >
> > Any thoughts? Thanks for your help.
> >
> >
> > 'OC' Baker, Builder of KIS TR-1 #116 4/14/97 - 11/17/03
>
________________________________________________________________________________
| Subject: | Re: KX-155 & transmit interlock |
I thought it had one but I can't find it on the wiring diagram either...
Mike
----- Original Message -----
From: "Jim S" <gjs55(at)yahoo.com>
Subject: Avionics-List: KX-155 & transmit interlock
>
> I am installing dual KX-155's and find no pin identified as a 'transmit
interlock' in the schematics. Am I missing something? I do see pin 14 on the
Garmin 430 schematic. Is this option available on the KX-155? Thanks.
>
> Jim
________________________________________________________________________________
| From: | Hopperdhh(at)aol.com |
| Subject: | Re: Pin out for DVOR |
Steve,
I'm not sure if this will help you or not. I bought an HT Instruments DVOR
100 at Sun-n-Fun. Here is the pinout for the 100, in case its the same as the
200. It has a small hex-shaped blue connector with pins sticking out the back
of the instrument. The hex is about 9/16 inch across the flats. There are
letters beside the pins. I went through all that because I don't know what the
connector style is called, but it is made by Amphenol. Mine was made in
about 1975.
Pin Description
A Anode of D1
B Anode of D2
C GND
D Invert 1
E Invert 2
F Input 1
H Input 2
J Cathodes of D1 and D2
K +12 volts
Invert 1 and Invert 2 are grounded to change that input by 180 degrees. D1
and D2 may be to power up the unit from either VOR receiver, I'm not sure. It
works without them. They are not connected to any other internal circuitry.
All you need is ground, 12 volts, and 1 or 2 audio inputs (high impedance)
from VOR receiver(s). There are 2 level controls and a test point to look at
when setting the levels.
Hope this helps,
Dan Hopper
RV-7A (Waiting for FAA registration -- Register your airplane months before
your project is finished!)
In a message dated 6/16/04 7:17:51 AM US Eastern Standard Time,
beechboy(at)nctv.com writes:
>
> Peter,
>
> Thanks for sending the link. Unfortunatly this will not work for me. I am
> looking for the pin out on an HT Instruments model DVOR/200.
>
> Steve
>
>
________________________________________________________________________________
| Subject: | Re: Pin out for DVOR |
| From: | Steven Fingerhut <beechboy(at)nctv.com> |
Dan,
Thanks SO much for taking the time to pass on this info. I will forward it
to my avionics shop and hope they will be able to deduce the model 200 pin
out from it. The 200 is a dual digital VOR head. Is the 100 is a single
digital VOR head? If this is the case should be able to figure it out.
My VOR head had a sticker on it that said the warranty was valid until
1-26-79, not the newest piece of equipment! Did you buy the Model 100 from a
dealer? Do you remember the dealer's info? If you do I might be able to
contact him and ask if he has info on the 200.
Where are you located?
Thanks again,
Steve
1XS1
Crosby, TX
> From: Hopperdhh(at)aol.com
> Reply-To: avionics-list(at)matronics.com
> Date: Sat, 19 Jun 2004 19:29:37 EDT
> To: avionics-list(at)matronics.com
> Subject: Re: Avionics-List: Pin out for DVOR
>
>
>
> Steve,
>
> I'm not sure if this will help you or not. I bought an HT Instruments DVOR
> 100 at Sun-n-Fun. Here is the pinout for the 100, in case its the same as the
> 200. It has a small hex-shaped blue connector with pins sticking out the back
> of the instrument. The hex is about 9/16 inch across the flats. There are
> letters beside the pins. I went through all that because I don't know what
> the
> connector style is called, but it is made by Amphenol. Mine was made in
> about 1975.
>
> Pin Description
> A Anode of D1
> B Anode of D2
> C GND
> D Invert 1
> E Invert 2
> F Input 1
> H Input 2
> J Cathodes of D1 and D2
> K +12 volts
>
> Invert 1 and Invert 2 are grounded to change that input by 180 degrees. D1
> and D2 may be to power up the unit from either VOR receiver, I'm not sure. It
> works without them. They are not connected to any other internal circuitry.
> All you need is ground, 12 volts, and 1 or 2 audio inputs (high impedance)
> from VOR receiver(s). There are 2 level controls and a test point to look at
> when setting the levels.
>
> Hope this helps,
>
> Dan Hopper
> RV-7A (Waiting for FAA registration -- Register your airplane months before
> your project is finished!)
>
>
> In a message dated 6/16/04 7:17:51 AM US Eastern Standard Time,
> beechboy(at)nctv.com writes:
>
>>
>> Peter,
>>
>> Thanks for sending the link. Unfortunatly this will not work for me. I am
July 08, 2003 - June 20, 2004
Avionics-Archive.digest.vol-ah