Today's Message Index:
----------------------
1. 04:53 AM - Re: Infinity Stick Grip - Flap Switch. (Jim Stone)
2. 05:47 AM - Re: Re: It mustn't continue.............. (Harold Kovac)
3. 05:52 AM - Re: It mustn't continue.............. (Harold Kovac)
4. 08:49 AM - Re: Re: exploding Jet-A (Dennis O'Connor)
5. 09:33 AM - Re: Re: runaway, self regulated alternators//FMEA (Paul Messinger)
6. 09:41 AM - Re: Infinity Stick Grip - Computer games joystick?! (Carlos Sa)
7. 10:04 AM - It mustn't continue (Fergus Kyle)
8. 10:10 AM - Re: Infinity Stick Grip - Computer games (richard@riley.net)
9. 10:14 AM - E-Buss Switch (Julia)
10. 10:18 AM - E-Buss - switched vs. non-switched items (Julia)
11. 10:25 AM - Re: Infinity Stick Grip - Computer games joystick?! (Gerry Holland)
12. 10:58 AM - Re: Infinity Stick Grip - Computer games joystick?! (Jim Jewell)
13. 11:55 AM - Re: Infinity Stick Grip - Flap Switch. (Jim V. Wickert)
14. 12:01 PM - Re: It mustn't continue (HCRV6@aol.com)
15. 12:03 PM - Re: Re: Microair radio (Rino)
16. 12:15 PM - Re: It mustn't continue (richard@riley.net)
17. 03:57 PM - Re: E-Buss Switch (Ed Holyoke)
18. 04:18 PM - GPS antenna location (Julia)
19. 04:26 PM - Re: It mustn't continue (rv6tc)
20. 04:38 PM - Re: E-Buss Switch (Kevin Horton)
21. 05:08 PM - Push to Talk Switch Wiring (Tom & Cathy Ervin)
22. 05:47 PM - pre-made wiring harnesses (Julia)
23. 06:41 PM - Re: It mustn't continue (Ageless Wings)
24. 07:17 PM - Re: pre-made wiring harnesses (Dan Checkoway)
25. 07:28 PM - Re: It mustn't continue (Harold Kovac)
26. 07:57 PM - Re: It mustn't continue (Tony Babb)
Message 1
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| Subject: | Re: Infinity Stick Grip - Flap Switch. |
--> AeroElectric-List message posted by: "Jim Stone" <jrstone@insightbb.com>
Great point Jim,
Do you know of such a vender, that sells a great grip?
Jim
HRII
Do not archive
----- Original Message -----
From: "Jim V. Wickert" <JimW_btg@compuserve.com>
Subject: Re: AeroElectric-List: Infinity Stick Grip - Flap Switch.
> --> AeroElectric-List message posted by: "Jim V. Wickert"
<JimW_btg@compuserve.com>
>
> Hi Julia,
>
> For Flap control one question you must ask yourself with the type aircraft
> are there only two flap positions needed one being in the take off and the
> other being in the landing positions. If you do not need additional
> positions for various loading conditions etc. then the simple switch and
> two limit switch is all you will require.
>
> Major question I would have with anyone I am spending my hard earned cash
> with to purchase their product and there are some options that could be
> critical to the application and they had the attitude " indicate they are
> busy and dont want to be pestered with questions", I would question even
> purchasing from them. Its their product and they should be the expert on
> its application and want the customer to end up with the proper
> installation. I would look some where else with that attitude.
>
> Maybe we are spoiled from working with Steve Rahm at Vision Aricraft or
Bob
> at Aeroelectric,these guys are the best, but I know there are several
other
> companies in the EXP market that would be very happy to work with you in
> order to get your business. Just think wha the responce will be if you
> have a problem with the product quality of functionality?????
>
> Jim Wickert
> Vision #159
>
>
Message 2
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| Subject: | Re: It mustn't continue.............. |
--> AeroElectric-List message posted by: "Harold Kovac" <kayce@sysmatrix.net>
But first you have to know what a contraction is .....
harold
----- Original Message -----
From: "nhulin" <nhulin@hotmail.com>
Subject: AeroElectric-List: Re: It mustn't continue..............
> --> AeroElectric-List message posted by: "nhulin" <nhulin@hotmail.com>
>
> All that you Americans need now is a proper dictionary so that you can
learn
> to spell.
>
> Please, just kidding... ;-)
>
> ...neil
>
> --> AeroElectric-List message posted by: "Harold Kovac"
> <kayce@sysmatrix.net>
>
> Amen, I've often wondered what has happened to our educational system. I
see
> non native users with better english skills than some of our native born
> writers
>
> Do Not Archive
>
>
Message 3
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| Subject: | Re: It mustn't continue.............. |
--> AeroElectric-List message posted by: "Harold Kovac" <kayce@sysmatrix.net>
In this context the US, rarely from some other nation where English is the
principal language
----- Original Message -----
From: "John Slade" <sladerj@bellsouth.net>
Subject: RE: AeroElectric-List: It mustn't continue..............
> --> AeroElectric-List message posted by: "John Slade"
<sladerj@bellsouth.net>
>
> > I see non native users with better english skills than some of our
native
> born
> > writers
>
> And where, exactly, does a "native born" ENGLISH writer come from?
> John Slade
> English, and proud of it, but proud also to live in the 'other' land of
the
> free.
>
>
Message 4
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| Subject: | Re: exploding Jet-A |
--> AeroElectric-List message posted by: "Dennis O'Connor" <doconnor@chartermi.net>
It was supposedly dead empty - who knows... I had banned using a torch on
drums 18 months before that... He also was supposed to fill it with water
before cutting any metal... But if you know anything about millwrights they
are long on getting a bigger hammer and short on listening...
As far as fuel tanks in aircraft, they are vented or you wouldn't be able to
remove the fuel... And, oxygen is one of the most pervasive gases in getting
where you don't want it... Just try keeping oxygen out of any container and
you will notice that fact...
Add heat from the air conditioner pack against the floor of the tank, add an
overheated fuel pump that is supposed to be immersed for cooling but isn't,
add a spark from wiring running through the tank - fer gawds sake - and you
get a boom...
Denny
----- Original Message -----
From: "John Rourke" <jrourke@allied-computer.com>
Subject: Re: AeroElectric-List: Re: exploding Jet-A
> --> AeroElectric-List message posted by: John Rourke
<jrourke@allied-computer.com>
>
> But, did it have any liquid fuel in it? If not, the air-fuel mixture
> could get to a stoichiometric level to support combustion.
>
> Plus, in using the air chisel you are introducing an opening through
> which air can enter, which can certainly allow it to achieve the proper
> air-fuel ratio for combustion (even if there was alittle liquid in the
> bottom), AND providing the spark for ignition... baaaad idea!
>
> But, a sealed fuel tank does not provide the same scenario as far as I
> can tell.
>
> -John
>
>
> Dennis O'Connor wrote:
> > --> AeroElectric-List message posted by: "Dennis O'Connor"
<doconnor@chartermi.net>
> >
> > Fine Bob... Not wanting to get into a hoohaa over it...
> > In a previous lifetime I happened to hang around the plant engineering
> > department of a small, multinational automobile corporation... One of
our
> > perenniel problems was the exploding 55 gallon, steel drum... One in
> > particular I remember was a millwright that managed to blow up a
kerosene
> > drum (similar to Jet A) that he was chiseling the top off from, with an
> > airpowered chisel... At that point I issued an absolute ban on reusing
55
> > gallon drums, which cost us some money but saved a lot more in the long
> > run...
> >
> > Denny
> > ----- Original Message -----
> > From: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
> > To: <aeroelectric-list@matronics.com>
> > Subject: AeroElectric-List: Re: exploding Jet-A
> >
> >
> >
> >>--> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
> >
> > <bob.nuckolls@cox.net>
> >
> >>At 12:16 PM 3/20/2003 -0600, you wrote:
> >>
> >>>--> AeroElectric-List message posted by: John Rourke
> >>><jrourke@allied-computer.com>
> >>>
> >>>I believe you are referring to a 737 in Manila in May 1990?
> >>>
> >>>Although explosive residue was not found, the possibility remains - I
> >>>read a report where the passenger decking being pushed upwards was
> >>>claimed to not be consistent with a fuel-tank explosion... but I
haven't
> >>>read much on it, just wanted to mention that the root cause of that one
> >>>is still debated.
> >>>
> >>>No other fuel-tank explosions are known in 80 years of airline
> >>>recordkeeping, according to the same reports.
> >>>
> >>>-John R.
> >>
> >>>Dennis O'Connor wrote:
> >>>
> >>>>--> AeroElectric-List message posted by: "Dennis O'Connor"
> >>>
> >>><doconnor@chartermi.net>
> >>>
> >>>>And the center tank that exploded and burned on the ramp in Bahrain in
> >>>
> >>>front
> >>>
> >>>>of cameras and witnesses was bogus also?
> >>>>(I think it was Bahrain - if not feel free to correct the location)
> >>>
> >> There has been an exhaustive study of public data on
> >> the TWA800 incident. I've read quite a bit of it with
> >> particular interest discussions illuminated with
> >> logic and good physics. Like all such cases, there
> >> are plenty of "fog generators" in the discussion
> >> including conspiracy theorists and (not the least
> >> of which) are agencies of government with competing
> >> agendas.
> >>
> >> The tank in question had to have unusable and/or
> >> unused liquid fuel in it. I am mystified as to how
> >> the vapor-space in any closed volume with liquid in
> >> the bottom, dilutes what would normally be a nearly
> >> saturated mixture of fuel/air down to a
> >> stoichiometric ratio required for combustion with
> >> a high release of energy with any fuel, much less
> >> Jet-A. This is but ONE of many questions which I
> >> find puzzling.
> >>
> >> You're free to evaluate for yourself. There are
> >> many reasons to be suspicious of the engineering
> >> and investigative techniques . . . but be prepared
> >> to spend some time looking through the details.
> >>
> >> check out www.twa800.com
> >> http://home.earthlink.net/~neteagle/
> >>
> >> Here's but one of many examples of logical, detailed and
> >> independent analysis to be found with a bit of
> >> websearching . . .
> >>
> >> http://www.compassionateweb.net/~missiletwa800/mann.htm
> >>
> >> and as a tip of the iceberg . . .
> >>
> >> http://www.worldnetdaily.com/news/article.asp?ARTICLE_ID=24075
> >> http://twa800.com/news/Stalcup.htm
> >> http://www.flight800.org/sketch.htm
> >> http://www.multipull.com/twacasefile/second649.html
> >> http://twa800.com/images/exhibit22c_radar.pdf
> >>
> >> It's a complex puzzle but in the final analysis, only
> >> the RIGHT pieces fit together into the real picture.
> >> I've found the reasoning of a number of folks to
> >> be compelling and in direct contradiction with
> >> the officially published accounts.
> >>
> >> If you feel compelled to learn and/or enjoy putting
> >> big puzzles together one could do worse than study
> >> what's out there on TWA800.
> >>
> >> Bob . . .
> >>
> >>
> >
> >
> >
> >
> >
> >
> >
> >
> >
>
>
Message 5
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| Subject: | Re: runaway, self regulated alternators//FMEA |
--> AeroElectric-List message posted by: "Paul Messinger" <paulm@tenforward.com>
Bob,
One last try as I do not seem to have a reply from you that addresses my
failure mode (remember, its what I think you say, not what you think you are
saying :-) ). The following discussion is generic in nature and does not
address specific design details in a real alternator. Alternators have
several different internal winding and diode designs and its not reasonable
to address them all, nor is it reasonable to assume all will fail in the
same way with the same external conditions.
For the readers who do not want to get into the details read the final
paragraph (s) of conclusions.
First, I believe you are saying that disconnecting the "B" lead to a
uncontrolled (failed internal regulator in the failed "FULL ON" mode)
alternator will result in the alternator's output voltage (with no external
load) will rise to around 100V and that will produce some 25 amps thru the
22 G field winding which will fuse open in several seconds and the result is
no excess heat and a safe shutdown of the alternator. The "B" lead contactor
will open unloading the alternator and prevent external OV. I agree that
externally that will happen. Internally I do not agree however.
You have a nice theory (that the internal voltage will go to 100V and stay
for several seconds while the field winding fuses) but just how does the
alternator voltage magically go to 100V and stay there while the field fuses
open? What is the internal alternator design (and common to ALL alternator
designs as you state the failure mode result is common to all) that limits
the voltage to some value below the internal diode voltage failure rating
that my failure mode suggests?
Consider the following (mostly for the non technical members of the list).
The alternator is a current source and is also a current amplifier. IE: IF 1
amp of field current will produce, for example, 15 amps of current to the
"B" lead. Then 2 amps of field current will produce 30 amps of "B" lead
current etc. The regulator simply looks at the "B" lead VOLTAGE and controls
the field current as needed to keep the voltage at the set point of say 14V.
If field current control is lost and the field current goes higher than the
resulting external current load can handle the output voltage increases
until the "B" lead current is externally loaded to the produced current. The
alternator voltage will increase as much as needed to keep the field
controlled "B" current flowing. If the field current max is 4 amps from the
above example the alternator will increase the output voltage as needed
until the load is sinking 60 amps. Thus I am saying the "B" lead voltage
will rise (and extremely fast) to the point where the load current matches
the generated current. If this is 60 amps and the load is suddenly
disconnected the voltage rises in a very small fraction of one second to
what is needed to load the "B" current. As there is no internal load to
handle that 60 amp current, the voltage rises to the point of internal diode
failure short(I believe this will be the primary or most common first
failure). As the diodes are rated to handle the current there is no fast
burning open of the shorted diodes (at least in the short term). Thus the
voltage is now controlled by the shorted windings that can handle the
current and that drops the generated voltage to an relatively low value and
thus there is no 100V and 25 amps thru the field and no 10 seconds to burn
out the field and keep the main current thru the shorted windings from
producing internal heat. The internal alternator heats up and may burn the
field open first or may get really hot as my real experience showed. What
fails first at this point depends on the specific alternator design and what
additional internal failures happen.
Simply stated, a high uncontrolled field current produces a high "B" current
that must be loaded to prevent the voltage from rising to what ever voltage
is needed to provide the current load. Something will eventually fail.
Perhaps it will be the field fusing open and perhaps it will be the diodes
failing short or perhaps something else but the internal unloaded voltage
will rise until something cuts the field current and or provides the needed
load. My contention is the internal unloaded voltage will rise in a few
milliseconds (not seconds) to the diode failure point. Then the shorted
windings take the current load and produce internal heat. My contention is
based on a real failure and the resulting failure analysis of three
professional engineers who were employed in a major company's failure
analysis engineering department. No specific conclusions could be made due
to the extreme damage to the alternator (including charred Field and power
windings as well as shorted diodes and partially melted aluminum case). I am
ignoring the inductance and resistance etc of the "REAL" circuit as it is a
second order effect to my point.
For the interested (not really relevant to the discussion in my opinion) The
failure was on a LYC powered experimental aircraft with a fuse on the "B"
output and a bus OV that opened the 12V to the alternator control. At the
time, the owner builder assumed the regulator could not fall such that the
field current went on full (this is a widespread belief among auto service
people). We were told the OV tripped (opening the 12V supply to the
alternator) and the "B" fuse opened (opening the "B" lead). There is no
timing or sequence of events available. The builder noted no alternator
output from the above indicators and on inspection discovered the alternator
smoked and the drive belt heat damaged. Nothing was damaged in the aircraft
but then as far as the pilot remembered nothing was on including any
avionics so the only external load was the battery.
While you have suggested a Failure Modes and Effects (FMEA), I have never
seen a proper FMEA on the subject from anyone outside large industry. A
proper FMEA on an alternator's failure modes would be long and complex and
likely to exceed 100 different failure modes, most of which assessed as very
unlikely. Each alternator design would require some part of the FMEA to be
unique to that alternator so no common to all FMEA is possible.
CONCLUSIONS:
I believe the only way to safely shut down an uncontrolled alternator is to
stop the field current. As long as there is field current there will be
uncontrolled "B" current and uncontrolled current going somewhere. I
disagree the runaway voltage will always be controlled to a voltage that is
below diode ratings and thus will allow time for the field to burn open from
excessive current. One or more shorted diodes can result in greatly reduced
internal voltage and thus reduced field current while providing an internal
load that creats heat. Its reasonably easy to short out the field externally
(bring out a brush lead) with an internally regulated alternator in addition
to the "B" lead contactor for those who insist in using such an alternator.
Given the many different alternator designs in production there is too many
variables to count on the safe internal fusing of the field current.
For an External regulated alternator, there is no connection from the "B" to
the field and cutting the power to the field (regulator) is simple and does
the job in all cases.
For the internally regulated alternator its an entirely different case. Here
load removal FORCES a second failure (field current removal) to occur before
the alternator is 'safe'. This is where we disagree in that I do not agree
the field will always fuse open soon enough to prevent overheating of the
entire alternator. I am assuming the external load was disconnected at the
time of the initial failure.
The above referenced partial "expert " failure analysis demonstrated to me
that at least in some cases simple load removal was not enough (and frankly
none of my peers {experienced electronics engineers} can understand how the
removal of the load will result in magically limiting the voltage to less
than the internal diode max voltage rating. All felt the voltage would rise
and start shorting diodes in well under 1/10 of a second and the resulting
voltage would then be clamped at a relative low value which is determined by
the specific alternator design and what diode(s) shorted).
Considering how simple it is to use an alternator that is easy to convert or
needs no conversion (to an external regulator) I feel there is no reason not
to do it. As such alternators are available in similar weight,size, and amp
ratings there need not be a weight penalty.
Paul
----- Original Message -----
From: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
Subject: AeroElectric-List: Re: runaway, self regulated alternators
> --> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
<bob.nuckolls@cox.net>
>
> At 08:52 AM 3/21/2003 -0800, you wrote:
> >--> AeroElectric-List message posted by: "Paul Messinger"
> ><paulm@tenforward.com>
> >
>
Message 6
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| Subject: | Infinity Stick Grip - Computer games joystick?! |
--> AeroElectric-List message posted by: Carlos Sa <carlosfsa@yahoo.com>
Hello, all
Why not use one of those cool joysticks used for computer games? A whole bunch
of
switches on them, pre-wired and all, available at the nearest computer store.
They are probably very sturdy, to withstand the many hours of game-playing in the
hands of teenagers...
Did anyone consider one of those?
Carlos
--- Ed Holyoke <bicyclop@pacbell.net> wrote: > --> AeroElectric-List message posted
by: Ed Holyoke <bicyclop@pacbell.net>
>
> On the other hand, I recently e-mailed some questions and got a response
> from JD the next day. I've got one of these grips and it is a good
> product. The switches are all wired up with a nice cable. It makes for a
> very clean installation. I went with the momentary switch on both up and
> down for simplicity and so that I wouldn't forget and leave it running.
> I don't think it would be that hard to solder in a new switch if I hate
> it that way. I haven't flown it so I'll have to wait and see if I made
> the right choice.
>
> If you don't use the momentary, and you don't like the idea of a limit
> switch, you could put an indicator light on the panel to remind you to
> turn it off when you're done with the go around.
>
Post your free ad now! http://personals.yahoo.ca
Message 7
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| Subject: | It mustn't continue |
--> AeroElectric-List message posted by: "Fergus Kyle" <VE3LVO@rac.ca>
AND THE WINNER IS:
For best response to a post. RSwanson (most constructive)
Runners-up:
Jim Jewell, James Freeman - (least offensive retort)
Harry Crosby, LarryRobertHelming - (best spellers)
Passing Grade:
Keith - 67%, for 'your' & 'you're', but not 'yore'
Helming - 67%, for 'their' & 'there', but not 'they're'.
It was in 1507 that Martin Waldseemuller (or his collaborator, Matthias
Ringman) in their book, "Cosmographiae introductio" suggested that Columbus'
new continent be named after Americus Vesputius [Latin book], since both
Europa and Asia were named for women. However by 1527, Franciscus Monarchus
produced the first known map of the new continents and "America" appears in
northern Brazil.
Therefore, it must be that the cousins from Britain are actually
in conflict with the grammar of Portugal, and not as we note here, those of
south-central North America.
Next semester will be 'dampening vs. damping'.
Ferg
PS: apologies to Matt Dralle for Off Topic
Message 8
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| Subject: | Infinity Stick Grip - Computer games |
joystick?!
--> AeroElectric-List message posted by: richard@riley.net
The best ones, if you go that route, are the Thrustmaster B8 style. In
fact, JD's early sticks were injected urethane foam surplus Thrustmasters
(I know, I bought a dozen of them).
The Thrustmaster "Top Gun" stick is slightly smaller - the same size at
JD's - the "Fighter X" is a full size B8. Neither one is made anymore, but
you can get them on EBay for about $20. The later Top Guns and all the
Fighter Xs have soft neoprene inserts where the checkering is, which is
also where your hand contacts the stick.
The coolie hat switch they use is the same one JD uses, but the pushbuttons
are really too light for aircraft use. It's best to drill them out and
replace them.
At 12:40 PM 3/23/03 -0500, you wrote:
>--> AeroElectric-List message posted by: Carlos Sa <carlosfsa@yahoo.com>
>
>Hello, all
>
>Why not use one of those cool joysticks used for computer games? A whole
>bunch of
>switches on them, pre-wired and all, available at the nearest computer store.
>
>They are probably very sturdy, to withstand the many hours of game-playing
>in the
>hands of teenagers...
>
>Did anyone consider one of those?
>
>Carlos
>
>
> --- Ed Holyoke <bicyclop@pacbell.net> wrote: > --> AeroElectric-List
> message posted
>by: Ed Holyoke <bicyclop@pacbell.net>
> >
> > On the other hand, I recently e-mailed some questions and got a response
> > from JD the next day. I've got one of these grips and it is a good
> > product. The switches are all wired up with a nice cable. It makes for a
> > very clean installation. I went with the momentary switch on both up and
> > down for simplicity and so that I wouldn't forget and leave it running.
> > I don't think it would be that hard to solder in a new switch if I hate
> > it that way. I haven't flown it so I'll have to wait and see if I made
> > the right choice.
> >
> > If you don't use the momentary, and you don't like the idea of a limit
> > switch, you could put an indicator light on the panel to remind you to
> > turn it off when you're done with the go around.
> >
>
>Post your free ad now! http://personals.yahoo.ca
>
>
Message 9
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--> AeroElectric-List message posted by: Julia <wings97302@yahoo.com>
with bob's wiring diagram for the main buss and e-buss & internal regular Z-xx
previously labeled.
there is a master switch with Off/Bat/Alt. - positions.
there is then an E-Buss switch
under normal proceedures you would get in the airplane, turn the master to Alternator
- then start up. The E-Buss gets powered from a diode off the main buss
- so would you normally leave the E-Buss switch off - untill you had a situation
where you had an alternator failure - then you would flip the master switch
to Bat. power and turn on the E-Buss. Is that correct?
Also, does the OVM module CAUSE the Alternator field to shut off - or does it just
allow some of the voltage to go to ground in order to keep the voltage from
spiking? Is it the case that you still need to turn the master to Bat or OFF
- to get the alternator contactor to shut off?
thanks
---------------------------------
Message 10
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| Subject: | E-Buss - switched vs. non-switched items |
--> AeroElectric-List message posted by: Julia <wings97302@yahoo.com>
I read somewhere that all items run off the E-Buss should have a switch on them
- I notice the diagrams call for a turn coordinator to run off the e-buss - there
is no switcfh on that. also I have an electric attitude indicator -so I
assume that would run off the e-buss as well? are both of these items ok if they
don't have an on/off switch on them?
if these are ok -how about other low powered items - like instrument lights?
thanks
---------------------------------
Message 11
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| Subject: | Re: Infinity Stick Grip - Computer games joystick?! |
--> AeroElectric-List message posted by: Gerry Holland <gnholland@onetel.com>
Carlos Hi!
Someone here in UK has done this very well. Just had to adapt from
about 3/4" to 1"+ to fit Joystick.
The Aircraft is a very well equipped Europa owned by a X777 Pilot for
BA.
Regards
Gerry
Gerry Holland
mailto://gnholland@onetel.com
+44 7808 402404
Europa XS 384
G-FIZY
The greatest enjoyment from existence is living dangerously....
Friedrich Nietzsche
Message 12
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| Subject: | Re: Infinity Stick Grip - Computer games joystick?! |
--> AeroElectric-List message posted by: "Jim Jewell" <jjewell@telus.net>
Hi Carlos,
CH products Manufactures game controls etc. go to
http://www.chproducts.com/retail/hi_res_images.html
They have a new product for homebuilt aircraft builders that looks to be
just what you describe. They are sending information in the mail on request
Jim in Kelowna
----- Original Message -----
From: "Carlos Sa" <carlosfsa@yahoo.com>
Subject: RE: AeroElectric-List: Infinity Stick Grip - Computer games
joystick?!
> --> AeroElectric-List message posted by: Carlos Sa <carlosfsa@yahoo.com>
>
> Hello, all
>
> Why not use one of those cool joysticks used for computer games? A whole
bunch of
> switches on them, pre-wired and all, available at the nearest computer
store.
>
> They are probably very sturdy, to withstand the many hours of game-playing
in the
> hands of teenagers...
>
> Did anyone consider one of those?
>
> Carlos
>
>
> --- Ed Holyoke <bicyclop@pacbell.net> wrote: > --> AeroElectric-List
message posted
> by: Ed Holyoke <bicyclop@pacbell.net>
> >
> > On the other hand, I recently e-mailed some questions and got a response
> > from JD the next day. I've got one of these grips and it is a good
> > product. The switches are all wired up with a nice cable. It makes for a
> > very clean installation. I went with the momentary switch on both up and
> > down for simplicity and so that I wouldn't forget and leave it running.
> > I don't think it would be that hard to solder in a new switch if I hate
> > it that way. I haven't flown it so I'll have to wait and see if I made
> > the right choice.
> >
> > If you don't use the momentary, and you don't like the idea of a limit
> > switch, you could put an indicator light on the panel to remind you to
> > turn it off when you're done with the go around.
> >
>
> Post your free ad now! http://personals.yahoo.ca
>
>
Message 13
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| Subject: | Re: Infinity Stick Grip - Flap Switch. |
--> AeroElectric-List message posted by: "Jim V. Wickert" <JimW_btg@compuserve.com>
Hi Julia,
Yes I do. CH Products. They supply both commercial joy sticks for
Industrial applications this is where I came accross them and they provide
top qulity control sticks for the game industry.
They now have a control stick for the Home built aircraft market, with
picturers of an installation in both a Lancair and RV.
The stick I am going to use is one found in thier retail Gameport section
not the USB section of products. They have two sticks that I am now
looking into. The Game Stick 3D Right or Left hand with 4 single press
buttons and a 4 way hat switch they have them on special now for $39.95
remove the base and the rest is ready to use. This the unit they have
installed in the Home built pictures
They also have the CH Flight stick that has a few less buttons and again
right or left hand also $39.95. I have seen these units and they are good
quality.
CH Products
970 Park Center Dr.
Vista, CA 92083
760-598-2518
www.chproducts.com
Go to Retail section
Good luck, happy building
Jim Wickert
Vision #159
Message 14
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| Subject: | Re: It mustn't continue |
--> AeroElectric-List message posted by: HCRV6@aol.com
In a message dated 3/23/03 10:05:22 AM Pacific Standard Time, VE3LVO@rac.ca
writes:
<< Next semester will be 'dampening vs. damping'. >>
And then will we take up "aluminium vs aluminum?"
Do Not Archive
Harry Crosby
Pleasanton, California
RV-6, firewall forward
Message 15
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| Subject: | Re: RE: Microair radio |
--> AeroElectric-List message posted by: Rino <lacombr@nbnet.nb.ca>
Thanks Lonnie,
I got in touch with www.xcom760.com
Lonnie Benson wrote:
> Rino,
>
> Just incase you never received an answer to your question, try
> www.xcom760.com. or www.becker-avionics.com.
Message 16
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| Subject: | Re: It mustn't continue |
--> AeroElectric-List message posted by: richard@riley.net
At 02:59 PM 3/23/03 -0500, you wrote:
>--> AeroElectric-List message posted by: HCRV6@aol.com
>
>In a message dated 3/23/03 10:05:22 AM Pacific Standard Time, VE3LVO@rac.ca
>writes:
>
><< Next semester will be 'dampening vs. damping'. >>
>
>And then will we take up "aluminium vs aluminum?"
And then flammable vs inflammable?
Do Not Archive
Message 17
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--> AeroElectric-List message posted by: Ed Holyoke <bicyclop@pacbell.net>
Julia,
In case of alternator failure, you would turn the e-bus on and then turn
the master off to save the amp or so that the contactor draws. Depending
on how much fuel you've got left, you might even want to turn off some
of the stuff on the e-bus to make sure you've got enough battery left
for arrival.
If the alternator overvolts, the OVM causes the field breaker to blow
shutting down the alternator. You should then have a blinking light to
warn you of low voltage and follow procedure above. I think that's how
it works anyway.
Ed Holyoke
> -----Original Message-----
> From: owner-aeroelectric-list-server@matronics.com [mailto:owner-
> aeroelectric-list-server@matronics.com] On Behalf Of Julia
> Sent: Sunday, March 23, 2003 10:13 AM
> To: aeroelectric-list@matronics.com
> Subject: AeroElectric-List: E-Buss Switch
>
> --> AeroElectric-List message posted by: Julia <wings97302@yahoo.com>
>
>
> with bob's wiring diagram for the main buss and e-buss & internal
regular
> Z-xx previously labeled.
>
> there is a master switch with Off/Bat/Alt. - positions.
>
> there is then an E-Buss switch
>
> under normal proceedures you would get in the airplane, turn the
master to
> Alternator - then start up. The E-Buss gets powered from a diode off
the
> main buss - so would you normally leave the E-Buss switch off - untill
you
> had a situation where you had an alternator failure - then you would
flip
> the master switch to Bat. power and turn on the E-Buss. Is that
correct?
>
> Also, does the OVM module CAUSE the Alternator field to shut off - or
does
> it just allow some of the voltage to go to ground in order to keep the
> voltage from spiking? Is it the case that you still need to turn the
> master to Bat or OFF - to get the alternator contactor to shut off?
>
> thanks
>
>
> ---------------------------------
>
>
>
>
>
>
Message 18
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| Subject: | GPS antenna location |
--> AeroElectric-List message posted by: Julia <wings97302@yahoo.com>
is it ok to mount the GPS antenna in a wing tip? I was going to mount it under
the engine cowl - but the wing tip is relatively empty when compared with under
the engine cowl. Also if I had to find another reason, perhhaps it might
be argued that if you flew upside down - the reception would be just as good
with the wing tip location - whereas it you mounted it under the engine cowl
and flew upside down, you'd have the engine blocking the GPS signal?
What arguements are there for NOT mounting it in the wing tip? Do strobe signals
interfere with GPS at all?
I"m using a wing tip COMM antenna in one tip and thought I'd put the GPS in the
other tip. My transponder antenna is underneath the seats and my ELT antenna
is in the tail - I think that's all the antennas I need.
---------------------------------
Message 19
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| Subject: | Re: It mustn't continue |
--> AeroElectric-List message posted by: "rv6tc" <rv6tc@earthlink.net>
By the way...... while we are waaaaaaayyyy off topic......
Is it "nuclear" or "nucular"? These talking heads on TV are driving me
nuts.
Keith Hughes
Denver
Do not archive
----- Original Message -----
From: <HCRV6@aol.com>
Subject: Re: AeroElectric-List: It mustn't continue
> --> AeroElectric-List message posted by: HCRV6@aol.com
>
> In a message dated 3/23/03 10:05:22 AM Pacific Standard Time,
VE3LVO@rac.ca
> writes:
>
> << Next semester will be 'dampening vs. damping'. >>
>
> And then will we take up "aluminium vs aluminum?"
>
> Do Not Archive
>
> Harry Crosby
> Pleasanton, California
> RV-6, firewall forward
>
>
Message 20
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| Subject: | Re: E-Buss Switch |
--> AeroElectric-List message posted by: Kevin Horton <khorto1537@rogers.com>
>--> AeroElectric-List message posted by: Julia <wings97302@yahoo.com>
>
>
>with bob's wiring diagram for the main buss and e-buss & internal
>regular Z-xx previously labeled.
>
>there is a master switch with Off/Bat/Alt. - positions.
>
>there is then an E-Buss switch
>
>under normal proceedures you would get in the airplane, turn the
>master to Alternator - then start up. The E-Buss gets powered from
>a diode off the main buss - so would you normally leave the E-Buss
>switch off - untill you had a situation where you had an alternator
>failure - then you would flip the master switch to Bat. power and
>turn on the E-Buss. Is that correct?
1. I would do a test of the E-Buss switch prior to any flight where
this function was important - i.e. an night or IFR flight, assuming
your engine is not electrically dependent. If your engine is
electrically dependent I would recommend doing a test of the E-Buss
switch prior to every flight. The test would basically be: prior to
selecting the master switch to ON, select the E-Buss switch to ON and
confirm that there is power to the E-Bus. Then select the master
switch to ON, and the E-Buss switch to OFF. Once you are close to
the airport where you will land, you could power everything else back
up if desired by selecting the master to Bat. power.
2. If you had an alternator failure, you would select the E-Buss
switch to ON, then select the master switch to OFF. Now your battery
is only powering the E-Buss loads, to maximize the electrical
endurance. If you left the master to the Bat power position as you
suggest the battery is powering everything, and it will run down
quicker. This is OK if you are close to the airport where you will
land, but you might run the battery to exhaustion otherwise.
>Also, does the OVM module CAUSE the Alternator field to shut off -
>or does it just allow some of the voltage to go to ground in order
>to keep the voltage from spiking? Is it the case that you still
>need to turn the master to Bat or OFF - to get the alternator
>contactor to shut off?
If you have an externally regulated alternator, the OVM shorts out
the line to alternator field, causing the field CB to pop. This
kills the alternator. If you have an internally regulated
alternator, the OVM has to be wired to open a relay in the alternator
output, as there is no access to the field power.
--
Kevin Horton RV-8 (finishing kit)
Ottawa, Canada
http://go.phpwebhosting.com/~khorton/rv8/
Message 21
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| Subject: | Push to Talk Switch Wiring |
--> AeroElectric-List message posted by: "Tom & Cathy Ervin" <tcervin@valkyrie.net>
List,
I have my Audio Panel PS-4000 wiring harness in place but they didn't
make up separate wires for the Push to Talk Buttons?
One wire I know is the ground but wouldn't the other wire go to the
"Key Wire" on the Microphone jack that the headset plugs into? Thanks for any
help as the wiring is just about done.
Tom in Ohio
Message 22
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| Subject: | pre-made wiring harnesses |
--> AeroElectric-List message posted by: Julia <wings97302@yahoo.com>
in case anyone is not interested in doing alot of wiring - check out www.approach-systems.com
- they made my harness to go from Transponder to altitude encoder
and one from intercom system to COMM radio and wow did that save alot of time.
I'm impressed. I never have liked working with those small computer pins.
---------------------------------
Message 23
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| Subject: | It mustn't continue |
--> AeroElectric-List message posted by: "Ageless Wings" <harley@agelesswings.com>
Keith...
>>By the way...... while we are waaaaaaayyyy off topic......
Is it "nuclear" or "nucular"? <<
Atomic....
Harley
Message 24
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| Subject: | Re: pre-made wiring harnesses |
--> AeroElectric-List message posted by: "Dan Checkoway" <dan@rvproject.com>
You might also want to check into Stark Avionics. John Stark quoted me the
absolute lowest prices on all of my avionics (UPSAT stuff), and his prices
for wiring harnesses are incredibly inexpensive. Why bother with a "black
box" if you don't need to...
http://www.mindspring.com/~jts7/index.htm
)_( Dan
RV-7 N714D (canopy)
http://www.rvproject.com
----- Original Message -----
From: "Julia" <wings97302@yahoo.com>
Subject: AeroElectric-List: pre-made wiring harnesses
> --> AeroElectric-List message posted by: Julia <wings97302@yahoo.com>
>
>
> in case anyone is not interested in doing alot of wiring - check out
www.approach-systems.com - they made my harness to go from Transponder to
altitude encoder and one from intercom system to COMM radio and wow did that
save alot of time. I'm impressed. I never have liked working with those
small computer pins.
>
>
> ---------------------------------
>
>
Message 25
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| Subject: | Re: It mustn't continue |
--> AeroElectric-List message posted by: "Harold Kovac" <kayce@sysmatrix.net>
While we're at it, how many of you have been told to taxi to the "tarmac"
(ramp) by ATC.
as to nukular, half the (or more) of US congress and the news media can't
pronounce the word
harold
----- Original Message -----
From: "rv6tc" <rv6tc@earthlink.net>
Subject: Re: AeroElectric-List: It mustn't continue
> --> AeroElectric-List message posted by: "rv6tc" <rv6tc@earthlink.net>
>
> By the way...... while we are waaaaaaayyyy off topic......
>
> Is it "nuclear" or "nucular"? These talking heads on TV are driving me
> nuts.
>
> Keith Hughes
> Denver
>
> Do not archive
>
> ----- Original Message -----
> From: <HCRV6@aol.com>
> To: <aeroelectric-list@matronics.com>
> Subject: Re: AeroElectric-List: It mustn't continue
>
>
> > --> AeroElectric-List message posted by: HCRV6@aol.com
> >
> > In a message dated 3/23/03 10:05:22 AM Pacific Standard Time,
> VE3LVO@rac.ca
> > writes:
> >
> > << Next semester will be 'dampening vs. damping'. >>
> >
> > And then will we take up "aluminium vs aluminum?"
> >
> > Do Not Archive
> >
> > Harry Crosby
> > Pleasanton, California
> > RV-6, firewall forward
> >
> >
>
>
Message 26
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| Subject: | Re: It mustn't continue |
--> AeroElectric-List message posted by: "Tony Babb" <tonybabb@alejandra.net>
not to mention the correct pronunciation of nuclear
> ><< Next semester will be 'dampening vs. damping'. >>
> >
> >And then will we take up "aluminium vs aluminum?"
>
> And then flammable vs inflammable?
>
Do Not Archive
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