---------------------------------------------------------- AeroElectric-List Digest Archive --- Total Messages Posted Fri 08/29/03: 29 ---------------------------------------------------------- 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 _____________________________________ Time: 12:07:11 AM PST US From: "Dan Checkoway" Subject: Re: AeroElectric-List: Switching On with Lightspeed --> 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" 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 2 _____________________________________ Time: 12:14:37 AM PST US Subject: Re: AeroElectric-List: OBAM vs. Certified thread From: Gerry Holland --> AeroElectric-List message posted by: Gerry Holland >> >> 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 _____________________________________ Time: 05:10:17 AM PST US From: plaurence@the-beach.net Subject: Re: AeroElectric-List: 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 > > 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 _____________________________________ Time: 05:16:03 AM PST US From: plaurence@the-beach.net Subject: Re: AeroElectric-List: 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 > > 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 _____________________________________ Time: 05:16:07 AM PST US Subject: Re: AeroElectric-List: dimmer circuit From: "Larry Bowen" --> AeroElectric-List message posted by: "Larry Bowen" 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" > > > 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" > To: aeroelectric-list@matronics.com > >>--> AeroElectric-List message posted by: "Larry Bowen" >> >> >>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 _____________________________________ Time: 06:20:53 AM PST US From: Gary Liming Subject: Re: AeroElectric-List: dimmer circuit --> AeroElectric-List message posted by: Gary Liming 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 _____________________________________ Time: 06:21:38 AM PST US From: mstewart@qa.butler.com Subject: RE: AeroElectric-List: dimmer circuit 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" 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 _____________________________________ Time: 07:30:59 AM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: What does the OV light have to do with engine monitor --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" At 07:31 AM 7/23/2003 +0200, you wrote: >--> AeroElectric-List message posted by: "Werner Schneider" > > >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 _____________________________________ Time: 07:54:53 AM PST US From: "Robert L. Nuckolls, III" Subject: AeroElectric-List: Re: Wire runs/clamps and AEC Bond Studs --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" At 11:57 PM 8/25/2003 -0400, you wrote: >--> AeroElectric-List message posted by: "Dean Psiropoulos" > > >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 ____________________________________ Time: 07:56:33 AM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: Switching On with Lightspeed --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" At 10:59 PM 8/28/2003 -0700, you wrote: >--> 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. 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 ____________________________________ Time: 07:58:35 AM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: Radio switching --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" At 06:40 PM 8/28/2003 +0200, you wrote: >--> AeroElectric-List message posted by: "Gianni Zuliani" > > >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 ____________________________________ Time: 08:05:34 AM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: ELT ground plane --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" At 11:41 AM 8/28/2003 -0400, you wrote: >--> AeroElectric-List message posted by: "John Slade" > >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 ____________________________________ Time: 08:14:09 AM PST US Subject: Re: AeroElectric-List: Switching On with Lightspeed From: "Matt Prather" --> 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 14 ____________________________________ Time: 09:40:53 AM PST US From: Greg Grigson Subject: Re: AeroElectric-List: Switching On with Lightspeed --> AeroElectric-List message posted by: Greg Grigson 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 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 ____________________________________ Time: 10:15:08 AM PST US From: Freddie Freeloader Subject: Re: AeroElectric-List: Switching On with Lightspeed --> AeroElectric-List message posted by: Freddie Freeloader 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 ____________________________________ Time: 10:44:30 AM PST US From: Charles Brame Subject: AeroElectric-List: Hall sensor problem??? --> AeroElectric-List message posted by: Charles Brame 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 ____________________________________ Time: 10:55:37 AM PST US From: mstewart@qa.butler.com Subject: RE: AeroElectric-List: 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 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 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 ____________________________________ Time: 10:57:10 AM PST US From: Scot Stambaugh Subject: Re: AeroElectric-List: Switching On with Lightspeed --> AeroElectric-List message posted by: Scot Stambaugh 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" > > >At 10:59 PM 8/28/2003 -0700, you wrote: > >--> 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. > > 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 ____________________________________ Time: 11:07:58 AM PST US From: "David Swartzendruber" Subject: RE: AeroElectric-List: Hall sensor problem??? --> AeroElectric-List message posted by: "David Swartzendruber" 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 ____________________________________ Time: 11:55:33 AM PST US From: "Werner Schneider" Subject: Re: AeroElectric-List: What does the OV light have to do with engine monitor --> AeroElectric-List message posted by: "Werner Schneider" 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 ____________________________________ Time: 12:01:55 PM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: Hall sensor problem??? --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" At 12:43 PM 8/29/2003 -0500, you wrote: >--> AeroElectric-List message posted by: Charles Brame > > >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 ____________________________________ Time: 12:03:36 PM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: Switching On with Lightspeed --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" At 10:56 AM 8/29/2003 -0700, you wrote: >--> AeroElectric-List message posted by: Scot Stambaugh > > >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 ____________________________________ Time: 01:01:20 PM PST US Subject: Re: AeroElectric-List: Switching On with Lightspeed From: "Matt Prather" --> AeroElectric-List message posted by: "Matt Prather" 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 > > > 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" >> >> >>At 10:59 PM 8/28/2003 -0700, you wrote: >> >--> AeroElectric-List message posted by: Greg Grigson >> >> > >> >Fellow Listers: >> >What type of toggle switches is recommended with one impulse magneto ________________________________ Message 24 ____________________________________ Time: 01:23:48 PM PST US From: Greg Grigson Subject: AeroElectric-List: Starting with LSE only --> AeroElectric-List message posted by: Greg Grigson 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 ____________________________________ Time: 01:36:41 PM PST US From: Scott Bilinski Subject: Re: AeroElectric-List: Switching On with Lightspeed --> AeroElectric-List message posted by: Scott Bilinski Just short of 100 years old!!!!! At 10:13 AM 8/29/03 -0700, you wrote: >--> AeroElectric-List message posted by: Freddie Freeloader > >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 ____________________________________ Time: 02:34:50 PM PST US From: "Cy Galley" Subject: Re: AeroElectric-List: Switching On with Lightspeed --> AeroElectric-List message posted by: "Cy Galley" 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" Subject: Re: AeroElectric-List: Switching On with Lightspeed > --> AeroElectric-List message posted by: Scot Stambaugh > > 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" > > > > > >At 10:59 PM 8/28/2003 -0700, you wrote: > > >--> 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. > > > > 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 ____________________________________ Time: 03:23:57 PM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: Starting with LSE only --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" At 01:22 PM 8/29/2003 -0700, you wrote: >--> AeroElectric-List message posted by: Greg Grigson > > 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 ____________________________________ Time: 06:24:58 PM PST US From: "Richard Sipp" Subject: Re: AeroElectric-List: Radio switching --> AeroElectric-List message posted by: "Richard Sipp" 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" Subject: Re: AeroElectric-List: Radio switching > --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" > > At 06:40 PM 8/28/2003 +0200, you wrote: > >--> AeroElectric-List message posted by: "Gianni Zuliani" > > > > > >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 ____________________________________ Time: 08:11:50 PM PST US From: Charlie & Tupper England Subject: Re: AeroElectric-List: Radio switching --> AeroElectric-List message posted by: Charlie & Tupper England Richard Sipp wrote: >--> AeroElectric-List message posted by: "Richard Sipp" > >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