---------------------------------------------------------- AeroElectric-List Digest Archive --- Total Messages Posted Sat 12/13/03: 20 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 04:47 AM - Com antenna ground plane (Dan O'Brien) 2. 05:43 AM - Re: tach output converter (Ian) 3. 06:16 AM - Re: Ray Allen (and other) Stick Grips and Servos (Eric M. Jones) 4. 06:42 AM - Dead mike (Curtis Jaussi) 5. 07:57 AM - Installation manuals (Wayne Berg) 6. 08:48 AM - Re: Com antenna ground plane (Dave Morris) 7. 09:11 AM - Re: Re: Transponder coax choice (Robert L. Nuckolls, III) 8. 09:20 AM - Loadmeter Wiring (Ross Mickey) 9. 09:44 AM - Re: Loadmeter Wiring (Robert L. Nuckolls, III) 10. 10:04 AM - Re: Loadmeter Wiring (Ross Mickey) 11. 10:35 AM - Re: Com antenna ground plane (Robert L. Nuckolls, III) 12. 11:05 AM - Re: Com antenna ground plane (Robert L. Nuckolls, III) 13. 11:33 AM - Re: Ray Allen Stick Grips (Gilles.Thesee) 14. 11:43 AM - Re: Com antenna ground plane (John Schroeder) 15. 11:43 AM - Re: Com antenna ground plane (Gilles.Thesee) 16. 12:33 PM - Re: Who knows the TRANSORB 33V ? (Robert L. Nuckolls, III) 17. 02:06 PM - USPAT/GarminAT Built-in Intercoms (Fred Stucklen) 18. 05:19 PM - Stereo (not really) intercoms (Larry Bowen) 19. 07:02 PM - Re: Stereo (not really) intercoms (James E. Clark) 20. 08:53 PM - Re: Stereo (not really) intercoms (Larry Bowen) ________________________________ Message 1 _____________________________________ Time: 04:47:11 AM PST US From: "Dan O'Brien" Subject: AeroElectric-List: Com antenna ground plane --> AeroElectric-List message posted by: "Dan O'Brien" >Ideally, the ground plane should be at a 90 degree or larger angle >to the radiating element. If the angle is less, it will change the >impedance and thus the SWR. It's not catastrophic, but may affect >the range you get and in an extreme case, might reduce the power >output, if the transmitter has high SWR protection. Better to >reduce 4 ground plane foils down to 3 rather than to fold the one >4th one back onto the whip. Dave, thanks for the response. A couple questions. If I were to run one strip **up** the side of the fuselage, it would be at more than 90 degrees to the antenna. Would this be better than leaving it off? Also, for we lay people, what does SWR refer to? Something about range? Thanks, Dan O'Brien Lancair ES ________________________________ Message 2 _____________________________________ Time: 05:43:31 AM PST US From: "Ian " Subject: RE: AeroElectric-List: tach output converter --> AeroElectric-List message posted by: "Ian " Not an expert here, but a Autronic engine management computer will run everything form a lawn mower to a v12. maybe worth having a look at. (mate has one in his Subaru WRX 2L 350Hp) Ian -----Original Message----- From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Mark Means Subject: AeroElectric-List: tach output converter --> AeroElectric-List message posted by: "Mark Means" --> Gentlemen, As I seem to have exhausted the knowledge or willingness of the manufacturers to help me I am throwing this out to you: I have a V8 autoconversion (LS1) which has individual coils for each cylinder driven by two aftermarket Haltech computers (one per 4 cylinders). There is a "tach output" from the computer which is 5V square wave. This apparently has been a problem as new generations of these computers have a 5/12v option (which mine does not ). The Grand Rapids engine monitor will not read the 5v signal and the owner tells me it needs to be 12v. What I am looking for is a simple circuit to convert this 5v pulsed signal to 12v with the same pulses. I have built a few simple Radio Shack circuits but really don't have a good background in electronics. Soooo, if someone knows how to solve make a circuit as described please don't just say "yea, no problem, just use a xxxx12002" cuz I won't know what you're talking about. If you can send me a schematic or detailed description or a place to look that would be great. I realize that there are "tach adaptors" out there. Autometer makes one but it has to be spliced into a coil wiring and they weren't sure it would work) I also have heard about inductive pickups to put on a spark plug wire but can't find a source. This would be the simple solution if anyone knows where I can get one. Thanks. Mark Means = == direct advertising on the Matronics Forums. == == == ________________________________ Message 3 _____________________________________ Time: 06:16:47 AM PST US From: "Eric M. Jones" Subject: AeroElectric-List: Re: Ray Allen (and other) Stick Grips and Servos --> AeroElectric-List message posted by: "Eric M. Jones" We live in a world where product design can evolve at lightning speed if the market exists. Joysticks have gotten the design boost by the interest in computer flight games. About three years ago I started to speculate whether or not computer joysticks could be used instead of the "real kind". Now some of the make-believe kind are almost certainly better than the "real kind". See this for good reason to make a trip to Best Buy today: http://www.saitekusa.com/usa/prod/cyborg_gold.htm (or many other Saitek joysticks...but I have my heart set on these beauties!) Several months ago Thrustmaster (PC game joysticks) introduced a metal, extremely high quality copy of the F-16 HOTAS system for $799.00. You can now buy them for FIVE HUNDRED DOLLARS CHEAPER! In perusing the industrial joysticks I now see more and more "Rugged ABS construction". You really have to believe plastic is a better choice for a joystick anyway (or wood). The very least one should do to the Ray Allen stick and others is to use environmentally-sealed gold contact switches. Watch the current ratings too. Regarding the Ray Allen MAC8--please see my write-up on this device. www.periheliondesign.com/mac8trim.zip Regards, Eric M. Jones www.PerihelionDesign.com 113 Brentwood Drive Southbridge MA 01550-2705 Phone (508) 764-2072 Email: emjones@charter.net "Everything you've learned in school as "obvious" becomes less and less obvious as you begin to study the universe. For example, there are no solids in the universe. There's not even a suggestion of a solid. There are no absolute con- tinuums. There are no surfaces. There are no straight lines." - R. Buckminster Fuller ________________________________ Message 4 _____________________________________ Time: 06:42:00 AM PST US From: Curtis Jaussi Subject: AeroElectric-List: Dead mike --> AeroElectric-List message posted by: Curtis Jaussi I have installed a Garmin 350XL with a PS Engineering CD/Intercom. The intercom works OK--the Comm works OK to receive. When I trigger the mike, signal is transmitted out, but the mike goes completely dead. It does not transmit anything on the comm or the intercom. Any ideas on where to begin looking? Curtis Jaussi Europa XL tri-gear. jaussi@direcway.com ________________________________ Message 5 _____________________________________ Time: 07:57:48 AM PST US From: "Wayne Berg" Subject: AeroElectric-List: Installation manuals --> AeroElectric-List message posted by: "Wayne Berg" Does anyone out there have or have access to installation manuals for KLN-94 and KMA-28. Thanks for any help, Wayne Berg ________________________________ Message 6 _____________________________________ Time: 08:48:46 AM PST US From: Dave Morris Subject: Re: AeroElectric-List: Com antenna ground plane --> AeroElectric-List message posted by: Dave Morris How many ground plane radials do you have? It is typical to have 3 or 4, and if you have to run one of them upward at more than a 90 degree angle to the center whip, it won't matter that much. Some people use a screen as a ground plane, and that screen can be bent around to accomodate the fuselage and other objects. You just don' t want it to be folded back near the radiating element too closely. SWR is standing wave ratio, and refers to a measurement of the difference between the impedance of the antenna versus that if the coax. If the antenna is not tuned properly, is too close to other metal objects, or has other problems, it can cause a mismatch that can produce all sorts of weird symptoms, not the least of which is a reduction of your transmitted signal. A quick check on Google shows several articles on SWR. For instance: http://www.nancymoon.com/swr_soapbox.htm Dave Morris At 06:46 AM 12/13/2003, you wrote: >--> AeroElectric-List message posted by: "Dan O'Brien" > > > >Ideally, the ground plane should be at a 90 degree or larger angle > > >to the radiating element. If the angle is less, it will change the > > >impedance and thus the SWR. It's not catastrophic, but may affect > > >the range you get and in an extreme case, might reduce the power > > >output, if the transmitter has high SWR protection. Better to > > >reduce 4 ground plane foils down to 3 rather than to fold the one > > >4th one back onto the whip. > > >Dave, thanks for the response. A couple questions. If I were to run one >strip **up** the side of the fuselage, it would be at more than 90 degrees >to the antenna. Would this be better than leaving it off? > >Also, for we lay people, what does SWR refer to? Something about range? > > >Thanks, > >Dan O'Brien > >Lancair ES > > ________________________________ Message 7 _____________________________________ Time: 09:11:56 AM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: Re: Transponder coax choice --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" At 08:01 AM 12/12/2003 -0800, you wrote: >--> AeroElectric-List message posted by: f1rocket@telus.net > >Would the RG-400 or RG-142B(I'm guessing B because you mention FEP) good for >the VHF (nav/comm) as well? >Jeff Yes, ANY modern coax with reasonable performance at 1 GHz+ (transponder and GPS) frequencies will also do well at lower (GS/COM/NAV/MB) frequencies. If it were my airplane, RG400 would be used throughout the aircraft. Bob . . . ________________________________ Message 8 _____________________________________ Time: 09:20:26 AM PST US From: "Ross Mickey" Subject: AeroElectric-List: Loadmeter Wiring --> AeroElectric-List message posted by: "Ross Mickey" Bob, Is there any chance that the wiring diagram that came with my loadmeter is incorrect? The reason I ask is this. The wiring diagram shows the Voltmeter hooked up to pins 4 and 5 and the loadmeter to pins 1 and 3. When I put a ammeter accross pins 4 and 5 the loadmeter needle moves and when I put the ammeter accross pins 4 and 5 the voltmeter needle moves. This seems oppisite from the wiring diagram I have. Ross ________________________________ Message 9 _____________________________________ Time: 09:44:37 AM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: Loadmeter Wiring --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" At 09:20 AM 12/13/2003 -0800, you wrote: >--> AeroElectric-List message posted by: "Ross Mickey" > >Bob, > >Is there any chance that the wiring diagram that came with my loadmeter is >incorrect? The reason I ask is this. > >The wiring diagram shows the Voltmeter hooked up to pins 4 and 5 and the >loadmeter to pins 1 and 3. When I put a ammeter . . . do you mean ohmmeter? > . . . accross pins 4 and 5 the >loadmeter needle moves and when I put the ammeter accross pins 4 and 5 the >voltmeter needle moves. This seems oppisite from the wiring diagram I have. > >Ross Hmmmm . . . It appears that your instrument may be internally wired backwards but I'm mystified as to how it left our shop in this condition. The instrument would have been tested with the companion scaling module for calibration and we should have seen the problem before it got out of here. Are you sure you're not confusing the needles? See http://www.aeroelectric.com/Pictures/loadvolt.jpg Notice that the needle extending from the right side of the instrument face points to the left-had LOAD% scale, the needle extending from the left side points to the right-hand VOLTS scale. I suspect you're seeing the right-hand needle move and associating it with the "VOLTS" nomenclature printed on the scale plate right under the needle . . . which would account for a reversed perception of needle function. Bob . . . ________________________________ Message 10 ____________________________________ Time: 10:04:00 AM PST US From: "Ross Mickey" Subject: Re: AeroElectric-List: Loadmeter Wiring --> AeroElectric-List message posted by: "Ross Mickey" > do you mean ohmmeter? Yes. > Are you sure you're not confusing the needles? See > > http://www.aeroelectric.com/Pictures/loadvolt.jpg > No, I am not confusing the needles. The needle located on the right that indicates load on the left moves when I put the ohmmeter accross pins 4 and 5. I did this about 6 times because I know it didn't look right. The only reason I checked it is because I have gone over all of my wiring 4-5 times and can't find anything wrong. When I installed it as per the wiring diagram, the voltmeter appears to work but the loadmeter doesn't move. Could this occur if the instrument is wired backward internally? Ross ________________________________ Message 11 ____________________________________ Time: 10:35:21 AM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: Com antenna ground plane --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" >SWR is standing wave ratio, and refers to a measurement of the difference >between the impedance of the antenna versus that if the coax. If the >antenna is not tuned properly, is too close to other metal objects, or has >other problems, it can cause a mismatch that can produce all sorts of weird >symptoms, not the least of which is a reduction of your transmitted >signal. A quick check on Google shows several articles on SWR. For >instance: http://www.nancymoon.com/swr_soapbox.htm Not a terrible article but not very useful either. See: http://www.aeroelectric.com/articles/Antennas/Popular_Antenna_Lore.pdf Bob . . . ________________________________ Message 12 ____________________________________ Time: 11:05:06 AM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: Com antenna ground plane --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" At 08:01 PM 12/12/2003 -0500, you wrote: >--> AeroElectric-List message posted by: "Dan O'Brien" > >I have an external Comant com antenna that I originally thought would go on >the outside of my Lancair ES (fiberglass). I'd like to put it inside for >asthetics. I have a little shelf on the side of fuselage aft of the >baggage compartment that would be a convenient place to mount it. Can I >mount it there and have the ground plane (say strips of copper tape) on one >side of the antenna run up or down the side of the fuselage? Or does it >need to be mounted closer to the center line of the tail so that the ground >plane is to parallel with mother earth on all sides of the antenna? What you propose will probably work fine. Run ground plane strips out horizontally as far as practical and then bend them up or down the side/bottom of fuselage as practical. It's better to go down than up with ground plane tips. In final analysis, you'll probably see no difference in performance from either ground plane shape or symmetry around the base of the antenna. Wouldn't hurt to "scan" the antenna's electrical performance with an analyzer after installation. Bob . . . ________________________________ Message 13 ____________________________________ Time: 11:33:27 AM PST US From: "Gilles.Thesee" Subject: Re: AeroElectric-List: Ray Allen Stick Grips --> AeroElectric-List message posted by: "Gilles.Thesee" Hi all, > This means that the wiring and contacts on the bottom of the grip head can > come in direct contact with the exposed top of the metal control stick. I'm not quite sure I clearly understand this one. The main problem with those Ray Allen stick grips is that there is no reasonnable room provided for the connections in the grip head. The wires are tightly packed inside the head, putting the wires and solders at risk of being broken. I used a multi conductor wire, and there is no bare wire or connections apart those in the stick heads and those in the connector at the end of the two foot wire, outside the sticks. Tossed the tiny wires supplied by Ray Allen. How did you install your wires ? Regards, Gilles ________________________________ Message 14 ____________________________________ Time: 11:43:12 AM PST US Subject: Re: AeroElectric-List: Com antenna ground plane From: John Schroeder --> AeroElectric-List message posted by: John Schroeder Dave - BTW, The owners of this site recently bought Wheeler Express Aircraft Company. The owner was killed in a crash on the way home from OSH last summer. Their website is a very interesting place vis a vis antennas. Do not archive John ________________________________ Message 15 ____________________________________ Time: 11:43:12 AM PST US From: "Gilles.Thesee" Subject: Re: AeroElectric-List: Com antenna ground plane --> AeroElectric-List message posted by: "Gilles.Thesee" Bob, Got a corrupt file error while trying to open or download the document. Regards, Gilles . See: > > http://www.aeroelectric.com/articles/Antennas/Popular_Antenna_Lore.pdf > > Bob . . . ________________________________ Message 16 ____________________________________ Time: 12:33:41 PM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: Who knows the TRANSORB 33V ? --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" At 08:36 AM 12/12/2003 +0100, you wrote: >--> AeroElectric-List message posted by: "Michel RIAZUELO" > > >Hi all, > >I will use MGL Avionics instruments "Smart Single" line ( >http://www.lightflying.com.au/Stratomaster%20Pages/Smart%20Singles.htm ). > >Wiring diagram always indicate a Transorb 33V protection device witch >seems to work like the OVM. See >http://www.lightflying.com.au/Stratomaster%20Manuals/Transorb%20power%20supply%20surge%20protection.doc >for details. > >Who had heard about that ? >Does it be redundant with OVM ? The Transorb is a close cousin to the zener voltage regulator diode that will go into conduction at some voltage just above its rated value. There have been numerous articles circulated in the OBAM aircraft community advocating use of these devices. The one cited by Michel is typicaL . . . Quoting from the article: ------------------ Transorbs work by clamping any excessive voltage to a certain limit. Transorbs available from MGL Avionics clamp at 33V. They do this by conducting anytime excessive voltage is present between the two terminals. For a short time, the transorb will absorb almost unbelievable amounts of power, should this be required. The transorb also reacts within a few billionth of a second making it far superior to any traditional solution. In order to protect your electronic equipment correctly, it is required to install an inline fuse or fused circuit breaker. Choose a trip current that is sufficient for the supply of all your equipment and do take into account the current requirements of a radio if you are transmitting. We recommend that you create a power rail consisting out of DC plus and minus rails for your electronic equipment and protect this with a single transorb as shown. You can place the transorb close to your equipment. Ensure that you use very short wiring here as this will aid the speed at which your transorb will protect your electronics. ------------------------------------ This is a classic example of a few facts, poorly interpreted stacked on top of still worse assumptions and supported by no real engineering data upon which one might make learned deductions. First, let me call your attention to the published data for typical Transorb characteristics which you can download at: http://www.aeroelectric.com/Mfgr_Data/Semi/15ke.pdf I'll call your attention first to part number 1N63284/1.5KE33 which is typical of the part cited in the article. Note that this device has a "Breakdown Voltage" range of 29.7 to 36.3 volts with a test current of 1.0 mA. It has a "Standoff Voltage" rating of 26.8 volts. A "Maximum Clamping Voltage" rating of 47.7 Volts at the "Peak Current" of 31.4 Amps. Will take the misapplication of a perfectly good part as follows: (1) One selects a Transorb based upon the maximum normal voltage that might be expected in the system plus a little bit of headroom. For example, the article cites a 33v device for a 14v system. Go back to the data sheet and find a part with a Standoff Voltage rating just above that which we might expect as a function of system dynamics. In our case, we have ov protection set for 16 volts and we know that the major energy source capable of pushing the bus above 16 volts for any period of time is the alternator. Assuming a regulator failure, we don't want all the Transorbs to go into conduction at some level below that which we expect the ov system to handle. Soooo . . . I'd look for parts in hte range of 18-20 volts (DO-160 suggests that any part worthy of flight in our airplane should withstand 20v for 1 second). Okay, it looks like a 1N6280/1.5KE24, 24 volt part is really a better choice than the 33v device cited in the article . . . assuming a Transorb of any voltage rating is called for. (2) Any source of high voltage energy other than the alternator MUST be an inductive storage device. Capacitive devices can deliver no more than SYSTEM VOLTAGE but at very high peak CURRENTS. Inductors are the mirror-image of capacitors, they can deliver no more than excitation CURRENT but at higher-than- system PEAK VOLTAGES. So, let us survey the airplane for all inductive components. These fall into a small group: Relay and contactor coils are the single most inductive devices but their currents are limited to no more than 5 amps or so for the meanest one of the bunch - starter contactors. Motors can draw a lot more current but their inductive characteristics are not as wicked as one might think due to the special way motor coils interact internally. Further, rudimentary studies of energy transfers from inductive devices as in: http://www.aeroelectric.com/articles/spike.pdf and http://www.aeroelectric.com/articles/spikecatcher.pdf suggest that taming the potential for these devices to generate spikes is (A) a no-brainer and easy task and (B) the best reason for adding spike suppression to a contactor is to increase longevity of the controlling switch as opposed to "protecting" other system accessories from the ravages of spiking contactors. To date, I have yet to receive any data from any source on a repeatable experiment wherein the author has actually captured a "killer-spike" in the wild. I've hunted these rare specimens for years myself. There have been many papers written (many by folk who sell spike-catcher products) that speak to the POTENTIAL for disaster . . . but these same articles never speak to alternative solutions wherein the spike is best eliminated at the SINGLE source as opposed to sprinkling protection on ALL potential victims. There is a DO-160 test that prescribes hitting your potential victim with a 300 volt spike from a well-charged capacitor through a prescribed network. Turns out that a simple, 10uF electrolytic capacitor across the power input terminals wipes out the spike quite nicely. Even the "experts" suggest that spikes to be routinely expected in aircraft DC power distribution systems are very low energy and easy to deal with using rudimentary and common design techniques. This doesn't mean that Transorbs are not useful in aircraft system and component design . . . I've used them in dozens of applications . . . every one involved going to the lab to see if my product can survive lightning strikes to the aircraft. This is where those gawd-awful values for energy dissipation and peak current ratings begin to make real sense. But designing a system for lightning survivability is simply outside the realm of operation for 99.99% of light aircraft missions . . . There's an interesting observation about virtually all articles in OBAM community that propose Transorbs: They advocate putting a Transorb on every potential victim device. In a small aircraft where the bus is located within a few feet of each device, a SINGLE Transorb on the bus to a low impedance ground would suffice to protect all devices in the aircraft. If someone ever produces data on a repeatable experiment wherein we can identify and justify the need for such devices in our airplanes, you can "bet your sweet bippy" that they'll show up in the Z-Figures in short order. Until that time folks, please view articles suggesting such devices with caution . . . let's talk about it first before you sprinkle your system with flooby-dust. Bob . . . ________________________________ Message 17 ____________________________________ Time: 02:06:28 PM PST US From: "Fred Stucklen" Subject: AeroElectric-List: USPAT/GarminAT Built-in Intercoms --> AeroElectric-List message posted by: "Fred Stucklen" Has anybody tried to utilize the built-in intercom in one of the USPAT/GarminAT radios (SL-40, SL-30, etc..) The installation manual indicates that an input on one of the connectors has to be grounded "to enable the intercom function". I'm interpreting this to be turning ON the intercom for use, not opening up the audio through it. I'm assuming that the internal VOX and Squelch settings will allow it to be used like an ordinary intercom, once it is enabled... If this is indeed the way it works, has anybody had problems setting it up to work correctly (i.e., setting the squelch and audio levels) What about resetting the settings while in flight???? Fred Stucklen RV-6A N926RV 111.5 Hrs since Aug 03.... ________________________________ Message 18 ____________________________________ Time: 05:19:11 PM PST US From: "Larry Bowen" Subject: AeroElectric-List: Stereo (not really) intercoms --> AeroElectric-List message posted by: "Larry Bowen" I have a NAT AA80-001 intercom I'm trying to wire to my RV8. It seems that this intercom (as well as a few others I've researched) accept stereo input -- but have mono output. What's the point of that?! I have stereo headsets, jacks, music in, and music source...but mono coming out of the intercom. Is this a problem, or should I just tie the L and R together at the headset jack and press on? Also, if anyone has a soft copy of the owners/installation manual for the AA80-001, could you forward to me? Thanks. Thanks. - Larry Bowen Larry@BowenAero.com http://BowenAero.com ________________________________ Message 19 ____________________________________ Time: 07:02:31 PM PST US From: "James E. Clark" Subject: RE: AeroElectric-List: Stereo (not really) intercoms --> AeroElectric-List message posted by: "James E. Clark" Not sure if this answers your question but in the **old** days of radio, you would have a "mono both" option at a stereo station. That way if you had mono on only ONE channel, you could supply it to both the "left" and "right" channels. The channels are independent so IF you supplied different signals to each (stereo) that is what you got out. James > -----Original Message----- > From: owner-aeroelectric-list-server@matronics.com > [mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of Larry > Bowen > Sent: Saturday, December 13, 2003 8:17 PM > To: aeroelectric-list@matronics.com > Subject: AeroElectric-List: Stereo (not really) intercoms > > > --> AeroElectric-List message posted by: "Larry Bowen" > > > I have a NAT AA80-001 intercom I'm trying to wire to my RV8. It seems > that this intercom (as well as a few others I've researched) accept > stereo input -- but have mono output. What's the point of that?! I > have stereo headsets, jacks, music in, and music source...but mono > coming out of the intercom. Is this a problem, or should I just tie the > L and R together at the headset jack and press on? > > Also, if anyone has a soft copy of the owners/installation manual for > the AA80-001, could you forward to me? Thanks. > > Thanks. > > - > Larry Bowen > Larry@BowenAero.com > http://BowenAero.com > > ________________________________ Message 20 ____________________________________ Time: 08:53:33 PM PST US From: "Larry Bowen" Subject: RE: AeroElectric-List: Stereo (not really) intercoms --> AeroElectric-List message posted by: "Larry Bowen" I think I understand what you are saying. But there is only one line out for each headset jack. I can supply L and R in at the intercom, but I guess they are combined on the line out. I'll have to connect that single out to both L and R at the headset jack....I think....and then I just have mono. - Larry Bowen Larry@BowenAero.com http://BowenAero.com > -----Original Message----- > From: James E. Clark [mailto:james@nextupventures.com] > Sent: Saturday, December 13, 2003 10:02 PM > To: aeroelectric-list@matronics.com > Subject: RE: AeroElectric-List: Stereo (not really) intercoms > > > --> AeroElectric-List message posted by: "James E. Clark" > --> > > Not sure if this answers your question but in the **old** > days of radio, you would have a "mono both" option at a > stereo station. That way if you had mono on only ONE channel, > you could supply it to both the "left" and "right" channels. > The channels are independent so IF you supplied different > signals to each (stereo) that is what you got out. > > James > > > > -----Original Message----- > > From: owner-aeroelectric-list-server@matronics.com > > [mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of > > Larry Bowen > > Sent: Saturday, December 13, 2003 8:17 PM > > To: aeroelectric-list@matronics.com > > Subject: AeroElectric-List: Stereo (not really) intercoms > > > > > > --> AeroElectric-List message posted by: "Larry Bowen" > > > > > > I have a NAT AA80-001 intercom I'm trying to wire to my > RV8. It seems > > that this intercom (as well as a few others I've researched) accept > > stereo input -- but have mono output. What's the point of > that?! I > > have stereo headsets, jacks, music in, and music source...but mono > > coming out of the intercom. Is this a problem, or should I > just tie > > the L and R together at the headset jack and press on? > > > > Also, if anyone has a soft copy of the owners/installation > manual for > > the AA80-001, could you forward to me? Thanks. > > > > Thanks. > > > > - > > Larry Bowen > > Larry@BowenAero.com > > http://BowenAero.com > > > > > > > =========== > ============ > Matronics Forums. > ============ > ============ > http://www.matronics.com/FAQ/AeroElectric-List.htm > Search Engine: http://www.matronics.com/search > ============ > > > > > >