Today's Message Index:
----------------------
1. 12:07 AM - Re: Switching On with Lightspeed (Dan Checkoway)
2. 12:14 AM - Re: OBAM vs. Certified thread (Gerry Holland)
3. 05:10 AM - Re: dimmer circuit (plaurence@the-beach.net)
4. 05:16 AM - Re: dimmer circuit (plaurence@the-beach.net)
5. 05:16 AM - Re: dimmer circuit (Larry Bowen)
6. 06:20 AM - Re: dimmer circuit (Gary Liming)
7. 06:21 AM - Re: dimmer circuit (mstewart@qa.butler.com)
8. 07:30 AM - Re: What does the OV light have to do with (Robert L. Nuckolls, III)
9. 07:54 AM - Re: Wire runs/clamps and AEC Bond Studs (Robert L. Nuckolls, III)
10. 07:56 AM - Re: Switching On with Lightspeed (Robert L. Nuckolls, III)
11. 07:58 AM - Re: Radio switching (Robert L. Nuckolls, III)
12. 08:05 AM - Re: ELT ground plane (Robert L. Nuckolls, III)
13. 08:14 AM - Re: Switching On with Lightspeed (Matt Prather)
14. 09:40 AM - Re: Switching On with Lightspeed (Greg Grigson)
15. 10:15 AM - Re: Switching On with Lightspeed (Freddie Freeloader)
16. 10:44 AM - Hall sensor problem??? (Charles Brame)
17. 10:55 AM - Re: Switching On with Lightspeed (mstewart@qa.butler.com)
18. 10:57 AM - Re: Switching On with Lightspeed (Scot Stambaugh)
19. 11:07 AM - Re: Hall sensor problem??? (David Swartzendruber)
20. 11:55 AM - Re: What does the OV light have to do with engine monitor (Werner Schneider)
21. 12:01 PM - Re: Hall sensor problem??? (Robert L. Nuckolls, III)
22. 12:03 PM - Re: Switching On with Lightspeed (Robert L. Nuckolls, III)
23. 01:01 PM - Re: Switching On with Lightspeed (Matt Prather)
24. 01:23 PM - Starting with LSE only (Greg Grigson)
25. 01:36 PM - Re: Switching On with Lightspeed (Scott Bilinski)
26. 02:34 PM - Re: Switching On with Lightspeed (Cy Galley)
27. 03:23 PM - Re: Starting with LSE only (Robert L. Nuckolls, III)
28. 06:24 PM - Re: Radio switching (Richard Sipp)
29. 08:11 PM - Re: Radio switching (Charlie & Tupper England)
Message 1
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| Subject: | Re: Switching On with Lightspeed |
--> AeroElectric-List message posted by: "Dan Checkoway" <dan@rvproject.com>
Just curious, why not start with *both* the impulse mag and the LSE hot?
That's what I've got -- Slick impulse-coupled mag on the bottom plugs, LSE
Plasma II on the top plugs. I just flip everything on and crank it. Well,
at least that's the plan.
)_( Dan
RV-7 N714D
http://www.rvproject.com
----- Original Message -----
From: "Greg Grigson" <iflyhawaii2@yahoo.com>
Subject: AeroElectric-List: Switching On with Lightspeed
> --> AeroElectric-List message posted by: Greg Grigson
<iflyhawaii2@yahoo.com>
>
> Fellow Listers:
> What type of toggle switches is recommended with one impulse magneto and
the Lightspeed Plasma II ignition system that produces a similar
Aeroelectric Connection-type "lockout" feature for impulse-only starting.
Also what failure mode would suggest a 5A CB vs an in-line fuse off the hot
battery bus as directed by the installation manual. Breakers bug me.
>
> As always thanks for the intelligent support.
>
> Greg Grigson
> Honolulu
>
>
> ---------------------------------
>
>
Message 2
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| Subject: | Re: OBAM vs. Certified thread |
--> AeroElectric-List message posted by: Gerry Holland <gnholland@onetel.com>
>>
>> Gas here in California is $2.15 for cheap stations and up to $2.95 for full
>> serve.
>
> ENJOY!
>
> The equivalent here in UK is at least $3.85 without any bloody service at
> all!!
>
TYPO! Equivalent cost here $4.85 and still with no bloody service!! So enjoy
even more!
Now you see why European Aviation likes the Diesel. We can use Jet A1 at
about 24 cents per litre or 90 cents per US Gallon.
Do not archive
Regards
Gerry
Gerry Holland
Europa 384
G-FIZY
+44 7808 402404
gnholland@onetel.com
Message 3
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| Subject: | Re: dimmer circuit |
--> AeroElectric-List message posted by: plaurence@the-beach.net
A while back, there was reply on the list the gave a web site for a multichannel
dimmer. Does anyone remember who this was?
Peter
On 28 Aug 2003 at 10:40, Dj Merrill wrote:
> --> AeroElectric-List message posted by: Dj Merrill <deej@deej.net>
>
> Hi all,
> I've probably missed this looking over the aeroelectric site.
> Does anyone know where I can find a circuit diagram for a good light
> dimming circuit that can be used for instrument lighting? I actually
> want to dim 3 separate circuits, post lights, back lighting on some
> instruments, and a chart light.
>
> Thanks!
>
> -Dj
>
>
> advertising on the Matronics Forums.
> List members.
> ==
>
>
>
>
>
Message 4
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| Subject: | Re: dimmer circuit |
--> AeroElectric-List message posted by: plaurence@the-beach.net
DJ
Try looking at www.a-and-t-labs.com/K11_Dimmer/index.htm
Peter
On 28 Aug 2003 at 10:40, Dj Merrill wrote:
> --> AeroElectric-List message posted by: Dj Merrill <deej@deej.net>
>
> Hi all,
> I've probably missed this looking over the aeroelectric site.
> Does anyone know where I can find a circuit diagram for a good light
> dimming circuit that can be used for instrument lighting? I actually
> want to dim 3 separate circuits, post lights, back lighting on some
> instruments, and a chart light.
>
> Thanks!
>
> -Dj
>
>
> advertising on the Matronics Forums.
> List members.
> ==
>
>
>
>
>
Message 5
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| Subject: | Re: dimmer circuit |
--> AeroElectric-List message posted by: "Larry Bowen" <Larry@BowenAero.com>
Yes, I accomplished this last night. The trims and fuel indicators now
function as they should. The AP is wired as described below, and still
acts a little querky. Maybe I'll ask TruTrak. It's the DF200VS.
Thanks!!
-
Larry Bowen
Larry@BowenAero.com
http://BowenAero.com
Chris Good said:
> --> AeroElectric-List message posted by: "Chris Good"
> <chrisjgood@lycos.com>
>
> Larry,
>
> Some devices are dimmed by applying 12v to the appropriate pin, rather
> than a variable output from a dimmer control. It's usually recommended to
> wire these to the nav light switch, so that they dim when the nav lights
> are switched on. The EI fuel gauge & the MAC servo indicators function
> this way.
>
> I was looking at a Trutrak wiring diagram last night & you have to ground
> one pin & wire the dimmer to another to make it work. I'm not sure which
> model that was for & yours may be different.
>
> Regards,
>
> Chris Good,
> West Bend, WI
> RV-6A http://www.rv.supermatrix.com
>
> --------- Original Message ---------
>
> DATE: Thu, 28 Aug 2003 10:54:08
> From: "Larry Bowen" <Larry@BowenAero.com>
> To: aeroelectric-list@matronics.com
>
>>--> AeroElectric-List message posted by: "Larry Bowen"
>> <Larry@BowenAero.com>
>>
>>If you are successful, let me know the secret.
>>
>>I have two dimmers from Van's. One is for cabin/panel/post lights the
>>other is for things in the panel. One post light works like I hoped it
>>would. But that's all. The TruTrak AP backlight dims down, then goes
>>full bright. The EI fuel guage does nothing. The trim indicators just
>>spaz as the dim is adjusted, etc, etc.
>>
>>What's the trick?
>>
>>-
>>Larry Bowen
>>Larry@BowenAero.com
>>http://BowenAero.com
Message 6
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| Subject: | Re: dimmer circuit |
--> AeroElectric-List message posted by: Gary Liming <gary@liming.org>
At 08:09 AM 8/29/2003 -0400, you wrote:
>--> AeroElectric-List message posted by: plaurence@the-beach.net
>
>
>A while back, there was reply on the list the gave a web site for a
>multichannel
>dimmer. Does anyone remember who this was?
I posted about a 3 channel dimmer.
Gary Liming
Message 7
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tests=AWL,BAYES_01,NO_REAL_NAME,ORIGINAL_MESSAGE,
USER_IN_WHITELIST
autolearn=ham version=2.53
--> AeroElectric-List message posted by: mstewart@qa.butler.com
Chris.. You rock!
Thanks for that info. 1000 hours and that item has been bugging(read
blinding) me!
Mike Stewart
-----Original Message-----
From: Chris Good [mailto:chrisjgood@lycos.com]
Subject: Re: AeroElectric-List: dimmer circuit
--> AeroElectric-List message posted by: "Chris Good" <chrisjgood@lycos.com>
Larry,
Some devices are dimmed by applying 12v to the appropriate pin, rather than
a variable output from a dimmer control. It's usually recommended to wire
these to the nav light switch, so that they dim when the nav lights are
switched on. The EI fuel gauge & the MAC servo indicators function this
way.
Message 8
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| Subject: | Re: What does the OV light have to do with |
engine monitor
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 07:31 AM 7/23/2003 +0200, you wrote:
>--> AeroElectric-List message posted by: "Werner Schneider"
><wernerschneider@compuserve.com>
>
>Hello Everybody,
>
>Monday was the first time I've powered up my panel, did put up part by part
>by adding fuse after fuse. The good thing, no smoke! I had one or two
>mistakes to correct and a non functioning oil pressure switch. What puzzeled
>me was the readout of the engine monitor temps which showed powered from
>e-bus only, normal 25 deg C, but powered from the main bus via diode came
>down to 3 deg C for CHT.
>
>I've started to shut down item after item and shutting off the OV light
>brought the temps back to normal.
>
>I have an LR-3B, just instead of the inasendent bulb I have a LED with the
>two resistors according Bob's layout, which works perfect.
>
>Any idea what could causing this behaviour? BTW engine is not running during
>this test and OV light is on the main bus, engine monitor on the e-bus.
>
>Thankful for any idea.
>
>Many thanks
Werner, did you slay this dragon? Sorry to take so long
to respond to this but I didn't have any good ideas.
Wondering if you discovered the cause.
Bob . . .
Message 9
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| Subject: | Re: Wire runs/clamps and AEC Bond Studs |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 11:57 PM 8/25/2003 -0400, you wrote:
>--> AeroElectric-List message posted by: "Dean Psiropoulos"
><deanpsir@easystreet.com>
>
>A couple quick questions:
>
>
>I'm looking (finally) at running some wire out to the back end of my RV-6
>before I rivet the aft top skins on. I drilled some holes in the bulkheads
>and Van's supplies lots of grommets which I installed. The dilemma I have
>now is how to secure that wire. For the tefzel wire we use, what should I
>use to secure it, adel clamps, zip ties or what? How would I fasten those
>clamps along the floor of the airplane, don't want to drill a hole in the
>skin, double sided tape likely won't stick to the primer or at least stay on
>so.. any suggestions? Also how often should I secure the wire, every 3
>inches every 6 inches, every foot, what? Thanks.
>
>
>Dean Psiropoulos
Dean, I'm just about done with testing of adhesives to
make an adequate attachment of the bond studs I mentioned
last week. The surplus dealer was also able to dig up about
800 of the critters I illustrated at
http://216.55.140.222/Pictures/Bond_Stud_A.jpg
and
http://216.55.140.222/Pictures/Bond_Stud_B.jpg
If these look like a practical solution to your installation
question, I can make these available to you immediately.
I'll be putting them up on my website catalog page this
weekend. The adhesive of choice would be Eclectic Products
E-6000 stocked in many hardware and craft stores. I
bought my tube from Hobby Lobby.
The bond studs could be placed every 12" or so and used with
ADEL clamps to secure a run of Nylaflo tubing from the
hardware store. This becomes a conduit to run any number of
wires. Conversely, if you have grommet protected holes in
bulkheads, consider running the nylon tubing through these
grommets and then simply push your wire(s) through the
the tubing.
Bob . . .
Message 10
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| Subject: | Re: Switching On with Lightspeed |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 10:59 PM 8/28/2003 -0700, you wrote:
>--> AeroElectric-List message posted by: Greg Grigson <iflyhawaii2@yahoo.com>
>
>Fellow Listers:
>What type of toggle switches is recommended with one impulse magneto and
>the Lightspeed Plasma II ignition system that produces a similar
>Aeroelectric Connection-type "lockout" feature for impulse-only
>starting. Also what failure mode would suggest a 5A CB vs an in-line fuse
>off the hot battery bus as directed by the installation manual. Breakers
>bug me.
>
>As always thanks for the intelligent support.
If it were my airplane, two S700-1-3 switches (or equal) would simply
control OFF/ON for both systems. Both would be ON for cranking.
The electronic ignition would run from a battery bus fuse or
fusible link right from the hot side of battery contactor.
Bob . . .
Message 11
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| Subject: | Re: Radio switching |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 06:40 PM 8/28/2003 +0200, you wrote:
>--> AeroElectric-List message posted by: "Gianni Zuliani"
><gianni.zuliani@bluewin.ch>
>
>Hi Bob,
>I'm planning to install one NAV/COM and one GPS/COM, none of which has the
>nice feature to monitor the stand-by communication frequency. Doing away
>with an audio panel, how about parallel the two receive-audios and use a
>simple toggle switch for transmit-audios and keyline? Would it be useful
>and feasible, in your opinion? How? What would happen when double receiving?
>I'd appreciate your opinion and suggestions.
>Gianni
That will probably work just fine.
Bob . . .
Message 12
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| Subject: | Re: ELT ground plane |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 11:41 AM 8/28/2003 -0400, you wrote:
>--> AeroElectric-List message posted by: "John Slade" <sladerj@bellsouth.net>
>
>As one of the last items, after the upholstery, I'm installing an ELT in my
>Cozy IV.
>The ELT book says it wants a 3 ft ground plane - 6 * 18 inch legs of copper
>foil tape on a horizontal surface. Yea right!
>
>I thought of using the stainlesss steel firewall, which is of course is
>vertical, but I guess this way I'd only get found if I was stuck in the
>ground nose first.
>
>Any suggestions?
Do you have "the book"? Radials are always the best way
to "ground" a comm antenna on a plastic airplane. They don't
have to be flat. I'd go for the copper tape or foil. You
can buy copper foil from Hobby Lobby or many craft stores.
Cut the radials as wide as practical. 4 radials
is enough but if you can put in more, fine. You can't have
too many. Even if you find tape with an adhesive coating,
I'd make sure they stay connected to the airplane by glassing
over them. Bring radials to a copper or brass disk in center
where you drill a central hole for the antenna and solder
the radials.
Bob . . .
Message 13
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| Subject: | Re: Switching On with Lightspeed |
--> AeroElectric-List message posted by: "Matt Prather" <mprather@spro.net>
That's how I fly mine. The LSE is really pretty good at getting
the timing right for starting. Maybe Greg has a NON-impulse coupled
mag and needs to disable it for starting (leaving only the LSE
sparking)?
do not archive
MAP
N34RD
> --> AeroElectric-List message posted by: "Dan Checkoway"
> <dan@rvproject.com>
>
> Just curious, why not start with *both* the impulse mag and the LSE hot?
>
> That's what I've got -- Slick impulse-coupled mag on the bottom plugs,
> LSE Plasma II on the top plugs. I just flip everything on and crank it.
> Well, at least that's the plan.
>
> )_( Dan
> RV-7 N714D
> http://www.rvproject.com
>
> ----- Original Message -----
> From: "Greg Grigson" <iflyhawaii2@yahoo.com>
> To: "Aeroelectric List" <aeroelectric-list@matronics.com>
> Subject: AeroElectric-List: Switching On with Lightspeed
>
>
>> --> AeroElectric-List message posted by: Greg Grigson
> <iflyhawaii2@yahoo.com>
>>
>> Fellow Listers:
>> What type of toggle switches is recommended with one impulse magneto
>> and
> the Lightspeed Plasma II ignition system that produces a similar
> Aeroelectric Connection-type "lockout" feature for impulse-only
> starting. Also what failure mode would suggest a 5A CB vs an in-line
> fuse off the hot battery bus as directed by the installation manual.
> Breakers bug me.
>>
>> As always thanks for the intelligent support.
>>
>> Greg Grigson
>> Honolulu
>>
>>
>> ---------------------------------
>>
>>
>
>
Message 14
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| Subject: | Re: Switching On with Lightspeed |
--> AeroElectric-List message posted by: Greg Grigson <iflyhawaii2@yahoo.com>
At this time I am in the process of purchasing a new Slick mag to compliment the
LSE system. Because of the additional low-tech moving parts in the impulse
system (and the potential for engine damage if one of those parts breaks loose
inside) I was wondering if it is a problem to start the engine without an impulse
mag with the LSE system. If so how would one go about doing that?
Greg
Honolulu
Matt Prather <mprather@spro.net> wrote:
--> AeroElectric-List message posted by: "Matt Prather"
That's how I fly mine. The LSE is really pretty good at getting
the timing right for starting. Maybe Greg has a NON-impulse coupled
mag and needs to disable it for starting (leaving only the LSE
sparking)?
do not archive
MAP
N34RD
> --> AeroElectric-List message posted by: "Dan Checkoway"
>
>
> Just curious, why not start with *both* the impulse mag and the LSE hot?
>
> That's what I've got -- Slick impulse-coupled mag on the bottom plugs,
> LSE Plasma II on the top plugs. I just flip everything on and crank it.
> Well, at least that's the plan.
>
> )_( Dan
> RV-7 N714D
> http://www.rvproject.com
>
> ----- Original Message -----
> From: "Greg Grigson"
> To: "Aeroelectric List"
> Subject: AeroElectric-List: Switching On with Lightspeed
>
>
>> --> AeroElectric-List message posted by: Greg Grigson
>
>>
>> Fellow Listers:
>> What type of toggle switches is recommended with one impulse magneto
>> and
> the Lightspeed Plasma II ignition system that produces a similar
> Aeroelectric Connection-type "lockout" feature for impulse-only
> starting. Also what failure mode would suggest a 5A CB vs an in-line
> fuse off the hot battery bus as directed by the installation manual.
> Breakers bug me.
>>
>> As always thanks for the intelligent support.
>>
>> Greg Grigson
>> Honolulu
>>
>>
>> ---------------------------------
>>
>>
>
>
---------------------------------
Message 15
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| Subject: | Re: Switching On with Lightspeed |
--> AeroElectric-List message posted by: Freddie Freeloader <lists@stevet.net>
Hello Greg,
Friday, August 29, 2003, 9:39:49 AM, you wrote:
GG> At this time I am in the process of purchasing a new Slick mag to compliment
the LSE system.
Why buy a magneto? Why not use dual LSEs on separate electrical
busses? Doesn't seem to make sense to buy such old technology.
--
Best regards,
Freddie mailto:lists@stevet.net
Message 16
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| Subject: | Hall sensor problem??? |
--> AeroElectric-List message posted by: Charles Brame <charleyb@earthlink.net>
I have about completed the wiring on my all electric -6A, to the point
where I have powered everything up. All instruments and avionics appear
to work and there's been no smoke. Yea!
I haven't started the engine yet, so the alternator and circuitry havn't
been tested. In leiu of the alternator, I hooked a 13.8v/10amp regulated
power supply to the the alternator lead with the ground on the engine
near the alternator
My VM-1000 reads 13.4 volts coming from the power supply but drops to
12.7 when the battery is turned on. Everything works at either voltage
so I am not concerned.
My question really concerns the amperage reading I am getting from the
VM-1000. The VM-1000 uses a Hall Sensor to monitor alternator amperage.
With everything on (avionics, NavAid, instruments, instrument lights,
fuel boost pump, etc.) the amp gage on the VM-1000 reads zero. It reads
one amp with the instrument lights turned off. Turning off some or all
of the electrical equipment doesn't seem to have any effect. By my
calculations, I should be seeing around 7 or 8 amps with everything on.
I don't have the landing lights, nav lights or the pitot heat hooked up
yet so I can't see what happens with some real amp eating devices turned
on.
Do I have a problem, or am I doing something wrong?
Charlie Brame
RV-6A N11CB
San Antonio
Message 17
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| Subject: | Switching On with Lightspeed |
tests=AWL,BAYES_01,NO_REAL_NAME,ORIGINAL_MESSAGE,
QUOTED_EMAIL_TEXT,USER_IN_WHITELIST
autolearn=ham version=2.53
--> AeroElectric-List message posted by: mstewart@qa.butler.com
Using a std aviation switch, it would be no problem.
Many installs are this way. You wire the switch so that the switch is
grounding the p-lead of the mag you want to NOT fire during ignition start.
This would also work fine for a "mag" check during normal operation.
I have 2 LSE's now, but went 400hours starting on BOTH the LSE and mag. And
200 hours starting on mag alone. Bout the same except on cold starts, the
lse does a much better job. One blade instead of 4 on an lse start.
It will start just fine on one lse alone.
I would not be worried about the excessive impulse mag parts.
Mike Stewart
-----Original Message-----
From: Greg Grigson [mailto:iflyhawaii2@yahoo.com]
Subject: Re: AeroElectric-List: Switching On with Lightspeed
--> AeroElectric-List message posted by: Greg Grigson
<iflyhawaii2@yahoo.com>
At this time I am in the process of purchasing a new Slick mag to compliment
the LSE system. Because of the additional low-tech moving parts in the
impulse system (and the potential for engine damage if one of those parts
breaks loose inside) I was wondering if it is a problem to start the engine
without an impulse mag with the LSE system. If so how would one go about
doing that?
Greg
Honolulu
Matt Prather <mprather@spro.net> wrote:
--> AeroElectric-List message posted by: "Matt Prather"
That's how I fly mine. The LSE is really pretty good at getting
the timing right for starting. Maybe Greg has a NON-impulse coupled
mag and needs to disable it for starting (leaving only the LSE
sparking)?
do not archive
MAP
N34RD
> --> AeroElectric-List message posted by: "Dan Checkoway"
>
>
> Just curious, why not start with *both* the impulse mag and the LSE hot?
>
> That's what I've got -- Slick impulse-coupled mag on the bottom plugs,
> LSE Plasma II on the top plugs. I just flip everything on and crank it.
> Well, at least that's the plan.
>
> )_( Dan
> RV-7 N714D
> http://www.rvproject.com
>
> ----- Original Message -----
> From: "Greg Grigson"
> To: "Aeroelectric List"
> Subject: AeroElectric-List: Switching On with Lightspeed
>
>
>> --> AeroElectric-List message posted by: Greg Grigson
>
>>
>> Fellow Listers:
>> What type of toggle switches is recommended with one impulse magneto
>> and
> the Lightspeed Plasma II ignition system that produces a similar
> Aeroelectric Connection-type "lockout" feature for impulse-only
> starting. Also what failure mode would suggest a 5A CB vs an in-line
> fuse off the hot battery bus as directed by the installation manual.
> Breakers bug me.
>>
>> As always thanks for the intelligent support.
>>
>> Greg Grigson
>> Honolulu
>>
>>
>> ---------------------------------
>>
>>
>
>
---------------------------------
Message 18
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| Subject: | Re: Switching On with Lightspeed |
--> AeroElectric-List message posted by: Scot Stambaugh <sstambaugh@qualcomm.com>
I may have this backwards but the LSE retards the timing to zero for easy
starting while the mag is fixed at 25 deg BTDC. With both ON for starting
won't the mag fire 25 degrees before the LSE, defeating the easy-start
features that the LSE provides? Now you have the same "hard starting"
characteristics of a magneto-only system that has fixed timing at 25 deg BTDC.
scot
At 09:55 AM 8/29/2003 -0500, you wrote:
>--> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
><bob.nuckolls@cox.net>
>
>At 10:59 PM 8/28/2003 -0700, you wrote:
> >--> AeroElectric-List message posted by: Greg Grigson
> <iflyhawaii2@yahoo.com>
> >
> >Fellow Listers:
> >What type of toggle switches is recommended with one impulse magneto and
> >the Lightspeed Plasma II ignition system that produces a similar
> >Aeroelectric Connection-type "lockout" feature for impulse-only
> >starting. Also what failure mode would suggest a 5A CB vs an in-line fuse
> >off the hot battery bus as directed by the installation manual. Breakers
> >bug me.
> >
> >As always thanks for the intelligent support.
>
> If it were my airplane, two S700-1-3 switches (or equal) would simply
> control OFF/ON for both systems. Both would be ON for cranking.
> The electronic ignition would run from a battery bus fuse or
> fusible link right from the hot side of battery contactor.
>
> Bob . . .
>
>
Message 19
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| Subject: | Hall sensor problem??? |
--> AeroElectric-List message posted by: "David Swartzendruber" <dswartzendruber@earthlink.net>
Charlie,
Do you have the wire going through the hall sensor the wrong way?
Negative current will be displayed as zero.
Dave in Wichita
> I haven't started the engine yet, so the alternator and circuitry
havn't
> been tested. In leiu of the alternator, I hooked a 13.8v/10amp
regulated
> power supply to the the alternator lead with the ground on the engine
> near the alternator
>
> My question really concerns the amperage reading I am getting from the
> VM-1000. The VM-1000 uses a Hall Sensor to monitor alternator
amperage.
> With everything on (avionics, NavAid, instruments, instrument lights,
> fuel boost pump, etc.) the amp gage on the VM-1000 reads zero. It
reads
> one amp with the instrument lights turned off. Turning off some or all
> of the electrical equipment doesn't seem to have any effect. By my
> calculations, I should be seeing around 7 or 8 amps with everything
on.
>
> Do I have a problem, or am I doing something wrong?
>
> Charlie Brame
> RV-6A N11CB
> San Antonio
>
Message 20
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| Subject: | Re: What does the OV light have to do with engine |
monitor
--> AeroElectric-List message posted by: "Werner Schneider" <wernerschneider@compuserve.com>
Hello Bob,
no problem you've so many things to take care for so such things can happen.
> >Monday was the first time I've powered up my panel, did put up part by
part
> >by adding fuse after fuse. The good thing, no smoke! I had one or two
> >mistakes to correct and a non functioning oil pressure switch. What
puzzeled
> >me was the readout of the engine monitor temps which showed powered from
> >e-bus only, normal 25 deg C, but powered from the main bus via diode came
> >down to 3 deg C for CHT.
> >
> >I've started to shut down item after item and shutting off the OV light
> >brought the temps back to normal.
>
> Werner, did you slay this dragon? Sorry to take so long
> to respond to this but I didn't have any good ideas.
> Wondering if you discovered the cause.
On the first time I've tried to start the engine, I found out, that my
ground to the engine case was no good (I did not remove enough paint on the
engine case). I do not know what the interaction between this and the
regulator might be, but since I fixed this everything is fine.
Had my final inspection from the Swiss FAA (FOCA) on Monday, the Inspector
was impressed from the three bus approach and all the redundancy, but did
not like the fuseblocks not accessible during flight. I gave the link to the
list.
He did like the regulator and was asking if there is a TSO'd version
available.
Message 21
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| Subject: | Re: Hall sensor problem??? |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 12:43 PM 8/29/2003 -0500, you wrote:
>--> AeroElectric-List message posted by: Charles Brame
><charleyb@earthlink.net>
>
>I have about completed the wiring on my all electric -6A, to the point
>where I have powered everything up. All instruments and avionics appear
>to work and there's been no smoke. Yea!
>
>I haven't started the engine yet, so the alternator and circuitry havn't
>been tested. In leiu of the alternator, I hooked a 13.8v/10amp regulated
>power supply to the the alternator lead with the ground on the engine
>near the alternator
>
>My VM-1000 reads 13.4 volts coming from the power supply but drops to
>12.7 when the battery is turned on. Everything works at either voltage
>so I am not concerned.
>
>My question really concerns the amperage reading I am getting from the
>VM-1000. The VM-1000 uses a Hall Sensor to monitor alternator amperage.
>With everything on (avionics, NavAid, instruments, instrument lights,
>fuel boost pump, etc.) the amp gage on the VM-1000 reads zero. It reads
>one amp with the instrument lights turned off. Turning off some or all
>of the electrical equipment doesn't seem to have any effect. By my
>calculations, I should be seeing around 7 or 8 amps with everything on.
>I don't have the landing lights, nav lights or the pitot heat hooked up
>yet so I can't see what happens with some real amp eating devices turned
>on.
>
>Do I have a problem, or am I doing something wrong?
I believe there are but three things that will foul
up the hall sensor . . . having it on backwards which
will make it read minus amps for alternator output,
a wire unhooked (reading not predictable without
knowing more details of the design) and bad sensor
where again, the reading would be hard to predict.
Your experimental setup for checking this out is sound.
Bob . . .
Message 22
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| Subject: | Re: Switching On with Lightspeed |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 10:56 AM 8/29/2003 -0700, you wrote:
>--> AeroElectric-List message posted by: Scot Stambaugh
><sstambaugh@qualcomm.com>
>
>I may have this backwards but the LSE retards the timing to zero for easy
>starting while the mag is fixed at 25 deg BTDC. With both ON for starting
>won't the mag fire 25 degrees before the LSE, defeating the easy-start
>features that the LSE provides? Now you have the same "hard starting"
>characteristics of a magneto-only system that has fixed timing at 25 deg BTDC.
I presumed he was talking about leaving the impulse coupled
magneto on which would deliver usefully timed ignition pulses
along with the LSE system. When getting the critter running,
you can't have too many sparks as long as they're all at or
after TDC.
Bob . . .
Message 23
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| Subject: | Re: Switching On with Lightspeed |
--> AeroElectric-List message posted by: "Matt Prather" <mprather@spro.net>
You don't have it backwards, but have understated the
requirement. If a magneto that doesn't have an impulse
coupling is enabled during cranking, it will fire the
cylinders before reaching top dead center and kickback,
likely damaging the starter (or your hands). Not a good
idea.
MAP
N34RD
> --> AeroElectric-List message posted by: Scot Stambaugh
> <sstambaugh@qualcomm.com>
>
> I may have this backwards but the LSE retards the timing to zero for
> easy starting while the mag is fixed at 25 deg BTDC. With both ON for
> starting won't the mag fire 25 degrees before the LSE, defeating the
> easy-start features that the LSE provides? Now you have the same "hard
> starting" characteristics of a magneto-only system that has fixed
> timing at 25 deg BTDC.
>
> scot
>
>
> At 09:55 AM 8/29/2003 -0500, you wrote:
>>--> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
>> <bob.nuckolls@cox.net>
>>
>>At 10:59 PM 8/28/2003 -0700, you wrote:
>> >--> AeroElectric-List message posted by: Greg Grigson
>> <iflyhawaii2@yahoo.com>
>> >
>> >Fellow Listers:
>> >What type of toggle switches is recommended with one impulse magneto
Message 24
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| Subject: | Starting with LSE only |
--> AeroElectric-List message posted by: Greg Grigson <iflyhawaii2@yahoo.com>
Originally I was thinking of the starting question with/without LSE coupled
with impulse mag.
But, the responses sparked a follow on thought: What about starting with
the LSE and then switching to both ignition sources (non-impulse mag). The thought
of eliminating the annual impulse inspection ADs and those extra parts spinning
around seems attractive. If it can work this way...
Aloha,
Greg
---------------------------------
Message 25
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| Subject: | Re: Switching On with Lightspeed |
--> AeroElectric-List message posted by: Scott Bilinski <bilinski@kyocera-wireless.com>
Just short of 100 years old!!!!!
At 10:13 AM 8/29/03 -0700, you wrote:
>--> AeroElectric-List message posted by: Freddie Freeloader <lists@stevet.net>
>
>Hello Greg,
>
>Friday, August 29, 2003, 9:39:49 AM, you wrote:
>
>GG> At this time I am in the process of purchasing a new Slick mag to
>compliment the LSE system.
>
>
>Why buy a magneto? Why not use dual LSEs on separate electrical
>busses? Doesn't seem to make sense to buy such old technology.
>
>--
>
>Best regards,
> Freddie mailto:lists@stevet.net
>
>
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
Message 26
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| Subject: | Re: Switching On with Lightspeed |
--> AeroElectric-List message posted by: "Cy Galley" <cgalley@qcbc.org>
The impulse also retards!
Cy Galley, TC - Chair, Emergency Aircraft Repair, Oshkosh
Editor, EAA Safety Programs
cgalley@qcbc.org or experimenter@eaa.org
Always looking for articles for the Experimenter
----- Original Message -----
From: "Scot Stambaugh" <sstambaugh@qualcomm.com>
Subject: Re: AeroElectric-List: Switching On with Lightspeed
> --> AeroElectric-List message posted by: Scot Stambaugh
<sstambaugh@qualcomm.com>
>
> I may have this backwards but the LSE retards the timing to zero for easy
> starting while the mag is fixed at 25 deg BTDC. With both ON for starting
> won't the mag fire 25 degrees before the LSE, defeating the easy-start
> features that the LSE provides? Now you have the same "hard starting"
> characteristics of a magneto-only system that has fixed timing at 25 deg
BTDC.
>
> scot
>
>
> At 09:55 AM 8/29/2003 -0500, you wrote:
> >--> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
> ><bob.nuckolls@cox.net>
> >
> >At 10:59 PM 8/28/2003 -0700, you wrote:
> > >--> AeroElectric-List message posted by: Greg Grigson
> > <iflyhawaii2@yahoo.com>
> > >
> > >Fellow Listers:
> > >What type of toggle switches is recommended with one impulse magneto
and
> > >the Lightspeed Plasma II ignition system that produces a similar
> > >Aeroelectric Connection-type "lockout" feature for impulse-only
> > >starting. Also what failure mode would suggest a 5A CB vs an in-line
fuse
> > >off the hot battery bus as directed by the installation manual.
Breakers
> > >bug me.
> > >
> > >As always thanks for the intelligent support.
> >
> > If it were my airplane, two S700-1-3 switches (or equal) would simply
> > control OFF/ON for both systems. Both would be ON for cranking.
> > The electronic ignition would run from a battery bus fuse or
> > fusible link right from the hot side of battery contactor.
> >
> > Bob . . .
> >
> >
>
>
Message 27
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| Subject: | Re: Starting with LSE only |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 01:22 PM 8/29/2003 -0700, you wrote:
>--> AeroElectric-List message posted by: Greg Grigson <iflyhawaii2@yahoo.com>
>
> Originally I was thinking of the starting question with/without LSE
> coupled with impulse mag.
>
> But, the responses sparked a follow on thought: What about starting
> with the LSE and then switching to both ignition sources (non-impulse
> mag). The thought of eliminating the annual impulse inspection ADs and
> those extra parts spinning around seems attractive. If it can work this way...
>
>Aloha,
>Greg
It's a toss up. Every engine should start just fine with an electronic
ignition only. If you have an impulse coupled mag to go with it, fine . . .
it can be ON for cranking too. If the second ign is a non-impulse coupled
mag, then it should be OFF until the engine starts.
As to dual electronic ign propose by other readers, I've oft suggested
that since (1) most engines come with TWO mags, (2) the supplier won't
given you a fair market discount for shipping an engine sans mags and
(3) 95% of operational improvement due to electronic ignition installation
comes from installing the first electronic system, why not get your money's
worth and use up the mags before you add the second electronic system?
Bob . . .
Message 28
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| Subject: | Re: Radio switching |
--> AeroElectric-List message posted by: "Richard Sipp" <rsipp@earthlink.net>
My RV-4 is wired exactly this way: one toggle switch to select transmitter.
Both recievers play into the headset simultaniously. I vary the two volume
controls on the radios as needed operationally. This set up has worked fine
for 400 hours and has proven to very convenient and does not require an
audio panel.
The shop that provided the radios did the prewiring cables and did not
provide a diagram so, unfortunately, I can't explaing exactly how it was
done.
Dick Sipp
RV4-250DS
----- Original Message -----
From: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
Subject: Re: AeroElectric-List: Radio switching
> --> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
<bob.nuckolls@cox.net>
>
> At 06:40 PM 8/28/2003 +0200, you wrote:
> >--> AeroElectric-List message posted by: "Gianni Zuliani"
> ><gianni.zuliani@bluewin.ch>
> >
> >Hi Bob,
> >I'm planning to install one NAV/COM and one GPS/COM, none of which has
the
> >nice feature to monitor the stand-by communication frequency. Doing away
> >with an audio panel, how about parallel the two receive-audios and use a
> >simple toggle switch for transmit-audios and keyline? Would it be useful
> >and feasible, in your opinion? How? What would happen when double
receiving?
> >I'd appreciate your opinion and suggestions.
> >Gianni
>
> That will probably work just fine.
>
> Bob . . .
>
>
Message 29
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| Subject: | Re: Radio switching |
--> AeroElectric-List message posted by: Charlie & Tupper England <cengland@netdoor.com>
Richard Sipp wrote:
>--> AeroElectric-List message posted by: "Richard Sipp" <rsipp@earthlink.net>
>
>My RV-4 is wired exactly this way: one toggle switch to select transmitter.
>Both recievers play into the headset simultaniously. I vary the two volume
>controls on the radios as needed operationally. This set up has worked fine
>for 400 hours and has proven to very convenient and does not require an
>audio panel.
>
>The shop that provided the radios did the prewiring cables and did not
>provide a diagram so, unfortunately, I can't explaing exactly how it was
>done.
>
>Dick Sipp
>RV4-250DS
>
The conventional way to do it is a 'passive' summing circuit. A
resistor is tied to each radio's output. The other ends of the
resistors are tied together & routed to the headphone jack. The
resistors should be approx. the same impedance as the load (~600 ohms
each). There will be around a 3 dB loss in output from each radio, but
that's rarely a problem.
Charlie
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