Today's Message Index:
----------------------
1. 04:17 AM - Panel Equipment (BAKEROCB@aol.com)
2. 05:35 AM - Re: Possible leak through filter diode ? (Gilles.Thesee)
3. 05:57 AM - Re: Panel Input (Alex Peterson)
4. 07:51 AM - Re: Panel Input (James E. Clark)
5. 08:00 AM - Re: Panel Equipment (John Schroeder)
6. 10:38 AM - Re: Z-13 problem (Charles Brame)
7. 10:53 AM - Re: Panel Input (Treff, Arthur)
8. 11:35 AM - Re: panel input (cary rhodes)
9. 11:35 AM - Re: Re: Panel Input (BobsV35B@aol.com)
10. 11:57 AM - Poor VOR Range (Gabe A Ferrer)
11. 12:27 PM - Re: Z-13 problem (Robert L. Nuckolls, III)
12. 12:29 PM - S-700 2-10 Switch Numbering ()
13. 12:39 PM - Re: S-700 2-10 Switch Numbering ()
14. 12:44 PM - Re: S-700 2-10 Switch Numbering ()
15. 03:03 PM - Rotax regulator pictures (Gilles.Thesee)
16. 05:00 PM - Re: Rotax regulator pictures (Robert L. Nuckolls, III)
17. 05:03 PM - Re: S-700 2-10 Switch Numbering (Robert L. Nuckolls, III)
18. 05:26 PM - Re: Poor VOR Range (Robert L. Nuckolls, III)
19. 05:31 PM - Off to Watsonville . . . (Robert L. Nuckolls, III)
Message 1
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--> AeroElectric-List message posted by: BAKEROCB@aol.com
AeroElectric-List message previously posted by: "Darwin N. Barrie"
<ktlkrn@cox.net>
Bob and I conversed off list and he wanted me to post to the list for some
input
from the group. The following is my proposed panel. Much of it was selected
to minimize the wiring time. Wiring and everything associated has me
paranoid.
I think I'd rather have a root canal. Your input is greatly appreciated.
Equipment list as follows:
Garmin 340 audio panel
Garmin 430 GPS/Comm
Garmin 106A CDI
Garmin 330S transponder
UPS SL 40 Comm
Trutrak 2 axis AP (not sure which one yet)
Dynon EFIS
ACS2002 engine monitor
Approach systems wiring hub
EXP buss switch panel.
Some sort of CD player
Back up stuff will be 2.25" airspeed, altimeter, and T&B.
Fire away, Nomex on!! Thanks in advance. Darwin N. Barrie>>
10/06/2003
Hello Darwin, Why not go with the more capable UPS SL 30 VHF Nav Comm?
Selectively feed the 106A CDI from either the Garmin 430 or the SL 30.
I'm with Bob on the EXP Buss. You are both overpaying and limiting yourself
on that choice.
Once you get the proper tools and materials and do a little practicing you
will find that wiring is tremendously satisfying. There is absolutely no better
way to learn and know your system than to wire it yourself.
If you really are determined to avoid as much wiring as possible hire some
one like Avionics Systems to build your panel. You will save much time and the
labor cost is acceptable compared to the quality and cost of the equipment you
have chosen.
'OC' Baker, Builder of KIS TR-1 #116 4/14/97 - ?/?/?
Message 2
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| Subject: | Re: Possible leak through filter diode ? |
--> AeroElectric-List message posted by: "Gilles.Thesee" <Gilles.Thesee@ac-grenoble.fr>
>My question is, COULD a leak through the Zener diode drain the battery ?
> >Or is this leak current so small as not to be a threat ?
>
> The zener should not conduct at any normal operating voltage and
> is not a load-threat to your battery in a parked airplane.
>
> Bob . . .
>
Thanks Bob,
Gilles
Message 3
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--> AeroElectric-List message posted by: "Alex Peterson" <alexpeterson@usjet.net>
>
> --> AeroElectric-List message posted by: "Darwin N. Barrie"
> --> <ktlkrn@cox.net>
>
> Bob and I conversed off list and he wanted me to post to the
> list for some input from the group. The following is my
> proposed panel. Much of it was selected to minimize the
> wiring time. Wiring and everything associated has me
> paranoid. I think I'd rather have a root canal. Your input is
> greatly appreciated.
>
> Equipment list as follows:
>
> Garmin 340 audio panel
> Garmin 430 GPS/Comm
> Garmin 106A CDI
> Garmin 330S transponder
> UPS SL 40 Comm
> Trutrak 2 axis AP (not sure which one yet)
> Dynon EFIS
> ACS2002 engine monitor
> Approach systems wiring hub
> EXP buss switch panel.
> Some sort of CD player
>
> Back up stuff will be 2.25" airspeed, altimeter, and T&B.
Darwin, it looks like you will not have much wiring, as I see you are
using the Approach Systems stuff. While there will still be many wires
to run, without their system you would be into the hundreds of wires. I
believe that the main advantage of their system is the flexibility to
modify the panel in the future without too much wiring hassle.
I too, as another poster mentioned, would not recommend the EXP buss.
Not because of anything wrong with it, I just don't like having all the
switches in a row. Group the switches logically, with IFR flight in
mind. You don't want to be studying switch labels while trying to fly.
My philosophy on switches, knobs, etc., is to design their layout so
that they (functionally) would not need to be labelled.
Alex Peterson
Maple Grove, MN
RV6-A N66AP 397 hours
www.usfamily.net/web/alexpeterson
Message 4
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--> AeroElectric-List message posted by: "James E. Clark" <james@nextupventures.com>
Darwin, there have been a couple of "I wouldn't use the EXP Bus" comments so
here is a different perspective.
In the 6 my partner and I built, we used the EXPBUS. In the 6A I am
building, I plan to use the "Nuckolls approach".
Different airplanes with different goals.
The EXPBUS was used in the first plane in order to have a straightforward
well packaged "system in a box". It has performed just as advertised as far
as I am concerned and the switches have NOT been a problem after about 240
hours in about a year. I may hit the nav light switch vs the strobe light
when I don't look at the label but that would occur with any others.
My take ... for the most flexibility of design, use the Nuckolls approach.
if your plane/panel is straightforward and is well covered by the EXPBUS
then go for it! It works!
I was able to set it up so that Autopilot/AUX powwer feed/Clearance delivery
can be switched on without the master being on. I ran a SEPERATE switch to
power the Jeff Rose EI and put it near the start/mag switch. If you get it,
make sure and get the indicator, I think it is worth it.
DISCLAIMER!!!!!! Our plane (N996PJ ... Red/White RV6) was chosen by
ControlVision to be "on display" at their booth in OSHKOSH in order to show
our installation of the EXPBUS. This was NOT for hire, I was asked and
agreed to do it. They watched over the plane and kept it roped off. They
gave me (and my passenger) a booth pass but that was a surprised **AFTER THE
FACT**. We decided we would then come by often and explain stuff.
Now, why the Nuckolls approach in my next plane ...
In this plane, I plan all electric (EFIS), dual alternator, dual battery
etc. Just as Z-14 shows it. Simply put, I don't think there is a better
approach out there for what I need.
Summary: Evaluate *your* need and choose the one *you* feel happy (and
comfortable) with installing. Obviously this is not about cost for you. You
will regret neither and the faster you get in the air the HAPPIER you will
be.
James
p.s. I agree that you should consider including the SL30. At a MINIMUM, wire
everything up for it NOW so that if you decide to get it later, you can
slide out the SL40 and slide in the SL30. THat is what I did in wiring our
6.
> -----Original Message-----
> From: owner-aeroelectric-list-server@matronics.com
> [mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of Alex
> Peterson
> Sent: Thursday, November 06, 2003 8:55 AM
> To: aeroelectric-list@matronics.com
> Subject: RE: AeroElectric-List: Panel Input
>
>
> --> AeroElectric-List message posted by: "Alex Peterson"
> <alexpeterson@usjet.net>
>
> >
> > --> AeroElectric-List message posted by: "Darwin N. Barrie"
> > --> <ktlkrn@cox.net>
> >
> > Bob and I conversed off list and he wanted me to post to the
> > list for some input from the group. The following is my
> > proposed panel. Much of it was selected to minimize the
> > wiring time. Wiring and everything associated has me
> > paranoid. I think I'd rather have a root canal. Your input is
> > greatly appreciated.
> >
> > Equipment list as follows:
> >
> > Garmin 340 audio panel
> > Garmin 430 GPS/Comm
> > Garmin 106A CDI
> > Garmin 330S transponder
> > UPS SL 40 Comm
> > Trutrak 2 axis AP (not sure which one yet)
> > Dynon EFIS
> > ACS2002 engine monitor
> > Approach systems wiring hub
> > EXP buss switch panel.
> > Some sort of CD player
> >
> > Back up stuff will be 2.25" airspeed, altimeter, and T&B.
>
> Darwin, it looks like you will not have much wiring, as I see you are
> using the Approach Systems stuff. While there will still be many wires
> to run, without their system you would be into the hundreds of wires. I
> believe that the main advantage of their system is the flexibility to
> modify the panel in the future without too much wiring hassle.
>
> I too, as another poster mentioned, would not recommend the EXP buss.
> Not because of anything wrong with it, I just don't like having all the
> switches in a row. Group the switches logically, with IFR flight in
> mind. You don't want to be studying switch labels while trying to fly.
> My philosophy on switches, knobs, etc., is to design their layout so
> that they (functionally) would not need to be labelled.
>
> Alex Peterson
> Maple Grove, MN
> RV6-A N66AP 397 hours
> www.usfamily.net/web/alexpeterson
>
>
Message 5
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| Subject: | Re: Panel Equipment |
--> AeroElectric-List message posted by: John Schroeder <jschroeder@perigee.net>
Darwin -
Since you are going with Garmin, they require that the harnesses be done
by an avionics shop/dealer. I understand that Approach Systems does this
for you, but at a greater cost and not much more ease of installation than
other solutions. Most of the avionics dealers will do the wiring between
the avionics boxes with custom cabling. They will include any pigtails and
interconnects with other panel equipment and also power leads. All you
have to do is furnish the pinouts of items they do not sell you in their
package (eg. Tru Trak AP)and any other data they may need from the
installation manuals and it's done. Most of the quotes I've gotten range
from $500 to $850 for this. Compare this to the Approach Systems product.
However, I've seen their product and it appears to be very high quality.
Also, a lot of the avionics products are talking to each other via serial
ports (Garmin AT CNX-80-to-SL-30-to-Blue Mountain EFIS ONE, etc.) This
enhances what you can get from interconnecting boxes. I would check to see
how Approach Systems handles this.
Cheers,
John
> Bob and I conversed off list and he wanted me to post to the list for
> some
> input
> from the group. The following is my proposed panel. Much of it was
> selected
> to minimize the wiring time. Wiring and everything associated has me
> paranoid.
> I think I'd rather have a root canal. Your input is greatly appreciated.
>
> Equipment list as follows:
>
> Garmin 340 audio panel
> Garmin 430 GPS/Comm
> Garmin 106A CDI
> Garmin 330S transponder
> UPS SL 40 Comm
> Trutrak 2 axis AP (not sure which one yet)
> Dynon EFIS
> ACS2002 engine monitor
> Approach systems wiring hub
> EXP buss switch panel.
> Some sort of CD player
>
> Back up stuff will be 2.25" airspeed, altimeter, and T&B.
>
> Fire away, Nomex on!! Thanks in advance. Darwin N. Barrie>>
>
Message 6
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| Subject: | Re: Z-13 problem |
--> AeroElectric-List message posted by: Charles Brame <charleyb@earthlink.net>
Problem solved.
As a result of my original post, I got a message from Tim Hedding, the
engineer at B&C. He confirmed that wiring the diode backwards would
cause the CB to pop and then added that the diode was really unnecessary
for the application. Despite my contention to the contrary, the diode
was wired backwards. I removed the diode and the CB no longer pops.
Once I thought things out, a reversed diode provides a dead short in a
hot circuit. So, it should have been obvious that was the problem.
For the record, the CB popped with only the alternator switch turned on.
As the power to the SD-8 contactor comes from the Battery Bus, the
Battery Master was not a player. I do have a regulated power supply, but
wasn't using it, so the overvoltage module should not have been causing
the problem.
My thanks for your reply and for the back channel response from the B&C guys.
Charlie
-------------------------------------
> Time: 06:07:34 AM PST US
> From: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
> Subject: Re: AeroElectric-List: Z-13 problem
>
> --> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
> <bob.nuckolls@cox.net>
>
> At 05:39 PM 11/4/2003 -0600, you wrote:
> >--> AeroElectric-List message posted by: Charles Brame
> ><charleyb@earthlink.net>
> >
> >Bob, et.al.,
> >
> >I just finished wiring my SD-8 alternator with its accompanying
> >regulator and S704-1 Contactor. Haven't run the engine yet, so haven't
> >checked out the alternator. But turning on the standby alternator switch
> >pops the standby alternator circuit breaker - and I cannot figure out
> why.
> >
> >My double checked rigging is identical to Z-13 except I installed a
> >diode as shown on the B&C site for the S704-1 contactor.
> >
> >--Since the diode isn't shown on Z-13, was adding it a mistake?
> >
> >--The diode and the overvoltage module are both wired across the
> >contactor's primary terminals. I am pretty sure I wired the diode
> >correctly - but will wiring it backward cause the circuit breaker to
> >pop?
> >
> >Can anyone offer any solutions?
>
> Try turning the Aux Alternator switch ON before turning
> the Battery Master switch ON and see if it pops. Wiring
> it backwards shouldn't cause the crowbar module to open
> the breaker but the ov module may have slipped voltage
> calibration. Do you have a bench power supply that's
> adjustable over a range of 12-18v?
>
> Bob . . .
Message 7
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--> AeroElectric-List message posted by: "Treff, Arthur" <Arthur.Treff@Smartm.com>
Darwin sez:
Equipment list as follows:
Garmin 340 audio panel
Garmin 430 GPS/Comm
Garmin 106A CDI
Garmin 330S transponder
UPS SL 40 Comm
Trutrak 2 axis AP (not sure which one yet)
Dynon EFIS
ACS2002 engine monitor
Approach systems wiring hub
EXP buss switch panel.
Some sort of CD player
Back up stuff will be 2.25" airspeed, altimeter, and T&B.
Fire away, Nomex on!!
No fireproof clothes necessary, you're among friends here. Good stuff. I've recently
gone thru the same decision path for my RV-8. Here's my comments I send
to you with the utmost respect. They are my opinions only, not law. My mission
profile and needs may be vastly differen t from yours. Here goes:
Instead of the SL40, you may want to consider the ICOM A-200 comm for a backup.
Can be had for approx $750 rather than $1380 for the SL-40.
As to the Approach Systems Hub, I think it's a great product, but I looked at their pricing and the fact that I didn't think I was going to keep upgrading the panel (which a modular approach begs for), and the price for my panel, even with an OSH discount was in the neighborhood of $1300 just for avionics wiring, not to mention that you have to find a place to put the hub. I have contracted with Stark Avionics http://www.mindspring.com/~jts7/index.htm to pre wire my racks. Mr Stark is wiring the trays only. ONce I'm all done and ready to fly, I'll then plunk down the 10-large for the Garmin boxes. This way, my $$ isn't tied up in radios I cannot use and when I do buy, I hopefully will have the latest datacards and software revs. He charges me up front for the racks, connectors, materials, and his labor BUT when I buy the radios from him (and he has the lowest prices I have found) he credits me back the prices on the racks. After it's all said and done, his matls and labor to wire the whole stack is approx $500. I also paid him extra for a full functional check. Others who have used him have had good things to say. I also got a quote from Pacific Coast Avionics, and they were comparable to Stark, but did not credit back any tray and connector $$. If you're buying your radios at the same time, this would be a non issue. Another friend also used PCA and had great things to say about them as well. Approach looks like a stellar product too.
Exp bus: look on this list's archives and the Aeroelectric website for a rousing
discussion of this manufacturer's merits. I woudn't do it if it were my plane.
CD Player? I've recently changed on that one, I"ll not mess around with CD's when
for a few more $$ you can put a portable 40GB hard drive to store approx
500 CD's and carry it around with you. Why agonize over which CD to take along,
when you can have all the music that's important to you (or your whole collection
for that matter) with you in the car, in the plane, on the airlines, at
a friends house. Do a Google search on the word "iPod". It's made by Apple.
Just a 1/8" entertainment jack next to the headphone and mic input to my stereo
intercom, and I'll also put a power plug in place as well as an IPod docking
station in the plane. BTW, VW is shipping their Bugs with an IPod dock, that
may give you an indication of the acceptance of the device. Besides, it's
tiny compared to a CD player.
You appear to be gearing up for IFR flight. Based on that, have you a backup plan if the D-10 goes south in the clag? I'm going with the D-10 but am using the Micro EFIS-3 from PC Flight systems. http://pcflightsystems.com/ At $1200, it's less costly than a TSO'd electric AI, weighs less and draws less power. Aviation Consumer gave it rave reviews this month, including flying acro in a Decathalon. The solid state gyros did not lose lock even after 5 aileron rolls to the left followed by 5 to the right. I applaud your decision to put standard TC as well as altimeter and AS for backup.
I too thought about 2 1/4 pitot static instruments, but I do not relish flying
IFR with reference to non-TSO'd altimeter and airspeeds. If there are TSO'd little
gages out there, please let me know, I'll change my panel layout asap.
Van's panel is so close, I wish all my gages were smaller. The 3 1/8 gages look
huge when I sit in my RV. Oh well.
Good call on the Trutrack. Friends who fly IFR regularly in their 6's and 8's report
good reviews on the Trutrak stuff, and they recommend an A/P for herding
an rv in IMC in the bumps.
ON the Garmin 330? Are you going with the traffic aviodance feature? If so, I'm
jealous. Of not, why not consider the 327? You'll save $$.
In general, I too was avioding the wiring part like the plague. I quickly relaized
that there is no off the shelf wiring that will suit my plans. I plagerized
others work from their websites, etc. Then I realized that I would just have
to knuckle down and draw my own. What I did not re-draw was Bob's Z-13: All
Electric Airplane on a Budget. I made a few minor changes to switches, but
nothing that forced me into re drawing it. Went to Kinko's and had it blown
up as far as I could go. I also suggest getting the wiring drawings that come
with their pre fabbed wiring kit. They are really useful for knowing where
to put wires thru spars, etc. I think they charged me $3.00 or something. Also
buy the optional drawing for the firewall forward. That will help you decide
where to put stuff like ground blocks, heat valves, transducer mounts for your
ACS monitro. I left the planning until the last minute, but I read Bob's
book and hacked away at my simple hand drawn wiring diagrams and wire label spreadsheets
all last winter while on business trips. Now that I"m 85% done, I
look back at the project and feel a great satisfaction in my design and execution.
I also realize that I've really enjoyed the wiring process, an unexpected
response. Best advice from an RV-6 builder who did a full IFR panel like I'm
doing was, "If you think you may want it, put it in now. It's far easier to
wire up a circuit now, only to find out that you don't need it after you're flying."
I concur. Also, don't launch into wiring without a plan, even rudimentary
drawings will make it go so much easier. Every time I've tried to 'wing'
it on the fly instead of drawing a diagram, it ends up taking much longer to
install. So, keep planning, do your alternator load analyis, do a FMEA (failure
mode effects analysis) for your instrumentation and your power distribution.
Keep picking away at it, and just like riveting your wing skins, it'll be
done before you know it. This list is the best place to start. Have fun, call
me or email me d
Art Treff
RV-8 Fastback (wiring)
Message 8
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--> AeroElectric-List message posted by: cary rhodes <rhodeseng@yahoo.com>
darwin
I have a similar setup. I used the exp bus and the
approach systems hub also
Haven't flown yet.
The only negative to the EXP bus IMO is the number of
outputs. I had to add a couple of 'busses' on the
subpanel to have enough places to connect 12V to the
various components.
I believe I counted 25 items that needed a source for
12V.
The Approach Hub sure is easy. And Cabe in Salt Lake
City is most accomodating.
I have smoke tested most everything and no suprizes.
cary rhodes
__________________________________
Message 9
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--> AeroElectric-List message posted by: BobsV35B@aol.com
In a message dated 11/6/03 12:55:26 PM Central Standard Time,
Arthur.Treff@Smartm.com writes:
Do a Google search on the word "iPod". It's made by Apple. Just a 1/8"
entertainment jack next to the headphone and mic input to my stereo intercom, and
I'll also put a power plug in place as well as an IPod docking station in the
plane. BTW, VW is shipping their Bugs with an IPod dock, that may give you an
indication of the acceptance of the device. Besides, it's tiny compared to a
CD player.
Good Afternoon Arthur,
The primary complaint (in fact, the only complaint!) I have heard about the
Ipod is that it may not work above ten thousand feet and that attempting to use
it higher than that could ruin the mechanism. Evidently, it floats or
something and gets messed up when operated at less than normal atmospheric pressure.
If you are not planning on visiting the oxygen altitudes, no sweat at all!
If you are, satellite radio is probably the way to go.
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Message 10
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--> AeroElectric-List message posted by: "Gabe A Ferrer" <ferrergm@bellsouth.net>
Bob and all:
The range on my VOR is typically less than 30 miles (at "high altitudes"). I think
that it should be close to 100 miles.
I bought an MFJ-259B and would like to check the SWR of my VOR.
The two questions are:
1) How do you hook up the VOR's coaxial connector to the MFJ-259B?
The MFJ-259B just has two posts on it. No coax cable mating connector.
2) If the SWR is "bad" (greater than 3, I think) how can one improve it?
I have a "cat whiskers" VOR antenna mounted on the empennage under the tail.
Thanks
Gabe A Ferrer
RV6 N2GX 83 hours
South Florida
Email: ferrergm@bellsouth.net
Cell: 561 758 8894
Night Phone: 561 622 0960
Fax: 561 622 0960
Message 11
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| Subject: | Re: Z-13 problem |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 11:26 AM 11/6/2003 -0600, you wrote:
>--> AeroElectric-List message posted by: Charles Brame
><charleyb@earthlink.net>
>
>Problem solved.
>
>As a result of my original post, I got a message from Tim Hedding, the
>engineer at B&C. He confirmed that wiring the diode backwards would
>cause the CB to pop and then added that the diode was really unnecessary
>for the application. Despite my contention to the contrary, the diode
>was wired backwards. I removed the diode and the CB no longer pops.
aha! my mistake. I thought we were talking about the ov module
being wired backwards.
>Once I thought things out, a reversed diode provides a dead short in a
>hot circuit. So, it should have been obvious that was the problem.
quite correct.
>For the record, the CB popped with only the alternator switch turned on.
>As the power to the SD-8 contactor comes from the Battery Bus, the
>Battery Master was not a player. I do have a regulated power supply, but
>wasn't using it, so the overvoltage module should not have been causing
>the problem.
Sure, What I was trying to explore was the possibility that relay
coil spiking during contact bounce on closure of the switch was
triggering the SCR in the ov module. In about 1% of installations
to date, we've identified this as a problem. The idea was that if
you could close the switch BEFORE the battery master was turned on,
there would be no contact bounce involving this particular part of
the system.
>My thanks for your reply and for the back channel response from the B&C guys.
No problem, pleased that it worked out. Simple-ideas prevailed
once more.
Bob . . .
Message 12
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| Subject: | S-700 2-10 Switch Numbering |
--> AeroElectric-List message posted by: <315@cox.net>
Hi Bob,
I have you 2-10 switch and am going to use it to add flashers to my 2
wingtip landing lights. I would like it to be off in the down position,
flasher on in the center position, and constant on in the up position.
I have your fig 11-17 and 11-18 to see how to wire however, my switch has
only one label which looks to be a 3 in one of the corners.
What is the numbering of the other terminals ?
Thanks,
Ned
Message 13
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| Subject: | Re: S-700 2-10 Switch Numbering |
--> AeroElectric-List message posted by: <315@cox.net>
Never Mind. I see now from Fig 11-11 how the switch is configured.
Ned
----- Original Message -----
From: <315@cox.net>
Subject: AeroElectric-List: S-700 2-10 Switch Numbering
> Hi Bob,
>
> I have you 2-10 switch and am going to use it to add flashers to my 2
> wingtip landing lights. I would like it to be off in the down position,
> flasher on in the center position, and constant on in the up position.
>
> I have your fig 11-17 and 11-18 to see how to wire however, my switch has
> only one label which looks to be a 3 in one of the corners.
>
> What is the numbering of the other terminals ?
>
> Thanks,
> Ned
>
Message 14
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| Subject: | Re: S-700 2-10 Switch Numbering |
--> AeroElectric-List message posted by: <315@cox.net>
Now I am really confused. Fig 11-11 shows 3 top left with bushing keyway
positioned up. My switch has 3 bottom right with bushing keyway positioned
up??? Help
----- Original Message -----
From: <315@cox.net>
Subject: Re: AeroElectric-List: S-700 2-10 Switch Numbering
> Never Mind. I see now from Fig 11-11 how the switch is configured.
>
> Ned
>
>
> ----- Original Message -----
> From: <315@cox.net>
> To: <aeroelectric-list@matronics.com>
> Sent: Thursday, November 06, 2003 2:30 PM
> Subject: AeroElectric-List: S-700 2-10 Switch Numbering
>
>
> > Hi Bob,
> >
> > I have you 2-10 switch and am going to use it to add flashers to my 2
> > wingtip landing lights. I would like it to be off in the down position,
> > flasher on in the center position, and constant on in the up position.
> >
> > I have your fig 11-17 and 11-18 to see how to wire however, my switch
has
> > only one label which looks to be a 3 in one of the corners.
> >
> > What is the numbering of the other terminals ?
> >
> > Thanks,
> > Ned
> >
Message 15
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| Subject: | Rotax regulator pictures |
--> AeroElectric-List message posted by: "Gilles.Thesee" <Gilles.Thesee@ac-grenoble.fr>
Hi Bob and all,
Anyone interested in photos of the innards of a Rotax rectifier/regulator ?
Regards
Gilles
Message 16
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| Subject: | Re: Rotax regulator pictures |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 12:02 AM 11/7/2003 +0100, you wrote:
>--> AeroElectric-List message posted by: "Gilles.Thesee"
><Gilles.Thesee@ac-grenoble.fr>
>
>Hi Bob and all,
>
>Anyone interested in photos of the innards of a Rotax rectifier/regulator ?
>
>Regards
>
>Gilles
Sure! you can't post attachments to the list but if you send them
to me direct I'd be pleased to put them up on my server.
Bob . . .
Message 17
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| Subject: | Re: S-700 2-10 Switch Numbering |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 02:44 PM 11/6/2003 -0600, you wrote:
>--> AeroElectric-List message posted by: <315@cox.net>
>
>Now I am really confused. Fig 11-11 shows 3 top left with bushing keyway
>positioned up. My switch has 3 bottom right with bushing keyway positioned
>up??? Help
If you bought the switch from B&C, then ignore any numbers
on the switch and go by the figure at
http://www.aeroelectric.com/articles/Carling_Micro/Carling_Micro.pdf
The numbers in this figure should match the numbers on our
published drawings.
Bob . . .
Message 18
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| Subject: | Re: Poor VOR Range |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 02:54 PM 11/6/2003 -0500, you wrote:
>--> AeroElectric-List message posted by: "Gabe A Ferrer"
><ferrergm@bellsouth.net>
>
>Bob and all:
>
>The range on my VOR is typically less than 30 miles (at "high altitudes").
>I think that it should be close to 100 miles.
>
>I bought an MFJ-259B and would like to check the SWR of my VOR.
>
>The two questions are:
>
>1) How do you hook up the VOR's coaxial connector to the MFJ-259B?
You'll need an adapter or series of adapters that fit
the connectors that fit the back of your radios.
>The MFJ-259B just has two posts on it. No coax cable mating connector.
MY MFJ-259B has a top panel that looks like this
http://www.aeroelectric.com/Pictures/mfj259_top.jpg
here you see a female BNC adapter installed on the
"Antenna" connector.
http://www.aeroelectric.com/Pictures/mfj259_adapter.jpg
This adapter mates the 259B with with the majority of
systems I work on. You can make a short jumper cable
from coax and appropriate connectors to do this adaption
as well.
The manual for operating the 259 can be downloaded at:
http://www.hy-gain.com/man/mfjpdf/MFJ-259B.pdf
>2) If the SWR is "bad" (greater than 3, I think) how can one improve it?
>
>I have a "cat whiskers" VOR antenna mounted on the empennage under the tail.
If it's not 3:1 or better, it's more likely that you have
broken coax connections. Do a sweep of the 108-118 vor/loc
frequency range and see what the readings are every 1.0 MHz
and report those back to the list.
Bob . . .
Message 19
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| Subject: | Off to Watsonville . . . |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
We're just about all packed for a morning launch to Watsonville
for our annual seminar in AirCrafters very nice facilities on
the Watsonville airport. There's plenty of room if anyone wants
to drop-in at the last minute. Will be off the list until
Tuesday morning, 11/11.
Bob . . .
--------------------------------------------
( Knowing about a thing is different than )
( understanding it. One can know a lot )
( and still understand nothing. )
( C.F. Kettering )
--------------------------------------------
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