Today's Message Index:
----------------------
1. 07:24 AM - Re: GMA-340 installation manual (Jim Stone)
2. 10:02 AM - Re:USPAT/GarminAT Built-in Intercoms (buck)
3. 11:41 AM - wire specs (Henrique Castro)
4. 01:06 PM - Re: wire specs (Wayne Berg)
5. 03:09 PM - Re: wire specs (Robert L. Nuckolls, III)
6. 09:19 PM - Airspeed Indicator (Jim Sower)
7. 09:43 PM - No Electric Starter/System Ques (Don Boardman)
8. 10:12 PM - Re: KI-204 lighting? (James Redmon)
9. 11:04 PM - Re: Airspeed Indicator (Kingsley Hurst)
10. 11:13 PM - Re: Airspeed Indicator (Kingsley Hurst)
Message 1
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| Subject: | GMA-340 installation manual |
--> AeroElectric-List message posted by: "Jim Stone" <jrstone@insightbb.com>
Thanks James,
Your question was identical to mine, perhaps they got confused. Thanks
for taking the time to forward their response.
Jim
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of James
E. Clark
Subject: RE: AeroElectric-List: GMA-340 installation manual
--> AeroElectric-List message posted by: "James E. Clark"
<james@nextupventures.com>
Hmmm.
Maybe they missed it. What address did you use? I wouldn't write them
off so
soon.
I sent them a series of questions and did in fact get answers ...
quickly.
My questions went out Sunday morning and by Monday afternoon I had
answers.
Not bad in my book. Also, the answers were basically consistent with
what I
thought they **should** and would do. My biggest problem is that I did
not
see the SL70(R) in the list of current products found on their website.
Might have just been my (or even their) oversight.
I have posted the reply to my original questions below.
James
p.s. I had asked about the CNX80/MX20/SL70(R)/SL30/SL15 combination. The
three "systems" referenced in the reply, I believe are CNX80/MX20/SL30
========================================================================
====
====================
James,
I expect to see all three systems in question supported for the
forseeable
future. The CNX80 is currently the only WAAS GPS on the market that is
approved under TSO-C146a. It also has a number of other unique features
that will secure its place in the avionics marketplace. It has flight
planning capabilities that allow you to insert a victor or jet airway
into a
flight plan with a single entry. It has an infrared dataport that will
allow users to do IFR flight planning with greater ease than is now
possible. Its display, although smaller than the 530, is equal in
resolution. There are other features I could list as well. In the case
of
the 430 and 530, the success of those products speaks for itself, and
they
will only get better with time.
The GX products will and have been discontinued along with the SL50 and
SL60
but the rest of the Apollo products will continue to be produced and
supported. The discontinued products will also be supported for years to
come.
I hope this answers some of your questions, thank you for your email.
We value your business and your feedback.
GARMIN AT, Inc.
Aviation Account Representative
Bill Lehmanowsky
800.525.6726 Toll Free
503.391.3396 direct
503.391.3947 fax
e-mail: bill.lehmanowsky@garmin.com
[SNIP]
>
> --> AeroElectric-List message posted by: "Jim Stone"
> <jrstone@insightbb.com>
>
> What is going on at Garmin? I sent them two emails over the last
month
> asking questions concerning the CNX-80 and what their intentions are
for
> supporting it and its buyers. Well if there lack of response is the
> answer, I think I will be looking for an alternative for my COM,
> Nav,CPS,and moving map. Perhaps they have gobbled up their only real
> competitor (UPSAT)and feel they now have a monopoly on the
multifunction
> display avionics. I say we ignore them for a while, let them rethink
> the importance of customer satisfaction.
> Jim
>
>
=
==
==
==
==
Message 2
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| Subject: | Re: USPAT/GarminAT Built-in Intercoms |
--> AeroElectric-List message posted by: "buck" <buckaroo_banzai@the-pentagon.com>
Fred,
My SL-30 was wired with a switch to provide the ground for the intercom
function. With the switch off, there is no intercom function but the radio
works fine.
Squelch is adjustable in flight for each of two headsets. Volume can
either be set to automatic (the radio volume knob also adjusts the intercom
volume) or it can be set as a percentage of the volume of the radio
(presumably so radio traffic could "override" talking to your copilot).
Volume is set in the maintenance mode, I believe.
I've found that the squelch needs to be adjusted for each headset. Also,
my SL-30 doesn't seem to like my buddy's Lightspeed ANR headseet very much.
The result is far more annoying than with any other headset I've tried.
Bottom line: it's an adequate intercom but if you've got the panel space
and money I'd recommend you get a more traditional intercom.
Greg
Cozy N76PJ
----------------------------------------------
Original Message
From: "Fred Stucklen"<wstucklen1@cox.net>
Subject: AeroElectric-List: USPAT/GarminAT Built-in Intercoms
>--> AeroElectric-List message posted by: "Fred Stucklen"
<wstucklen1@cox.net>
>
> 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....
>
>
http://www.MyOwnEmail.com
Looking for friendships,romance and more?
http://www.MyOwnFriends.com
Message 3
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--> AeroElectric-List message posted by: "Henrique Castro" <henriquerv9@hotmail.com>
Hi all,
I am building an RV9A and starting wiring the avionics. I know this is maybe a
dummy question, but i would like to know what is the best wire diameter to use
and also if its necessary to be shielded.
If anyone help me asap, i would appreciate that
Regards
Henrique Castro
Henriquerv9@hotmail.com
Message 4
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--> AeroElectric-List message posted by: "Wayne Berg" <wfberg@msn.com>
20 AWG Teflon coated stranded for the most part, some wires must be shielded (audio
and wires going to headset jacks).
Proper grounding is critical.
----- Original Message -----
From: Henrique Castro
Subject: AeroElectric-List: wire specs
--> AeroElectric-List message posted by: "Henrique Castro" <henriquerv9@hotmail.com>
Hi all,
I am building an RV9A and starting wiring the avionics. I know this is maybe a
dummy question, but i would like to know what is the best wire diameter to use
and also if its necessary to be shielded.
If anyone help me asap, i would appreciate that
Regards
Henrique Castro
Henriquerv9@hotmail.com
Message 5
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--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 05:41 PM 12/16/2003 -0200, you wrote:
>--> AeroElectric-List message posted by: "Henrique Castro"
><henriquerv9@hotmail.com>
>
>Hi all,
>
>I am building an RV9A and starting wiring the avionics. I know this is
>maybe a dummy question, but i would like to know what is the best wire
>diameter to use and also if its necessary to be shielded.
>
>If anyone help me asap, i would appreciate that
>
>Regards
Tefzel (Mil-W-22759 or equal) is the insulation of choice
these days . . . not only for avionics but ALL wires in the
airplane. Aircraft Spruce at:
http://www.aircraftspruce.com
and
B&C Specialty Products at:
http://www.bandc.biz
are two good sources. There are others.
Check the installation manuals for your installed
devices. Unless called out otherwise, 22AWG is fine.
95+ percent of avionics wiring can be 22AWG . . .
it's the rare power supply wire that will be called
out on an installation drawing as 20AWG or in very
rare cases, 18AWG.
Both suppliers cited have shielded wire. Again,
FOLLOW INSTRUCTIONS for shielding with particular
attention to how the shields are connected at each
end of the wire.
Bob . . .
Message 6
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| Subject: | Airspeed Indicator |
--> AeroElectric-List message posted by: Jim Sower <canarder@frontiernet.net>
I'm looking for a throwaway airspeed indicator. I'm trying to get my cooling as
optimized as
I can, and need some "acceptably reliable" data on the pressure drop from the plenum
below
the engine to the exit above the engine. It doesn't have to be all that accurate,
but since
I'll hardly be using it after this problem is solved, it has to be VERY affordable.
Anyone have an old beat up no account ASI? .... Jim S.
--
Jim Sower
Crossville, TN; Chapter 5
Long-EZ N83RT, Velocity N4095T
Message 7
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| Subject: | No Electric Starter/System Ques |
--> AeroElectric-List message posted by: Don Boardman <dboardm3@twcny.rr.com>
Hi Bob and All.
I have been pushing these questions around in my head making myself crazy. I
have read the Connection at least once (sections several times). I have been
into the archives. Just for the record, there are 474 postings containing
the words "Battery Bus". I still have questions.
SO I guess it's time to get clarification. I will try and organize it so
that answers can be inserted into the text.
BACKGROUND
Our Moose with the M-14 radial engine uses an air start system and therefore
has no electric starter and no starter contactor. We are setting up the all
electric airplane on a budget using Z-13 as our reference. Z-13 accounts for
the use of a starter, part of my problem. We are using a Skytronics 50 amp
main alternator with their new voltage regulator which incorporates a
voltage protector. A SD-8 is our aux alternator.
BATTERY
We are trying to decide on amp hour rating. In the RG Odessey line we see
12 ah PC545 @ 12 Lbs. 16 ah PC625 @ 13 Lbs. and the 16 ah PC680 @ 15 Lbs.
*Without the need for electric start and having two alternators are we
foolish to
go larger than 12 ah.?
HEAVY WIRES
The battery will be located under the co-pilots seat along with the battery
contactor.
I had anticipated using #4 wire to run my battery ground to the firewall and
to run from the battery contactor to the main bus. The aircraft wire I
purchased is pretty stiff (should have gotten welding cable) The 50 amp
alternator feed on the Skytronics installation schematic shows #6 if bundled
and #8 if in free air. I was planning on the purchase of #6 welding cable.
(and using an anl-60 already purchased)
? Do I need #4 wire from the battery given no starting circuit ? Would the
#6 FLEXIBLE welding
cable do the job? #8 ?
HEAVY WIRE FEEDS, BATTERY AND CONTACTOR
#4 or as determined above.
1. The battery negative cable goes directly to the firewall G2.
2. The battery positive cable goes a short distance to the nearby
contactor's bat terminal.
3. The output cable of the battery contactor goes to the Main Bus Fuse Block
located up under the
instrument panel.
? Is it correct that this cable is to be placed out of harms way and is
not protected with i.e. large fuse or anl?
?Is there any problem with this cable running to the Main Bus past the back
of the radio stack?
MAIN ALTERNATOR OUTPUT
1. ? Without a starter contactor will the output of the main 50 amp
alternator go to the
60-anl on the firewall and then to the post of the Main Bus Fuse
Block?
LOCATION OF THE BATTERY BUS
After spending hours in the archives (slow learner) I understand that the
Battery Bus belongs next to the Battery. At the moment I see only the clock,
CD player keep alive, and possibly s small emergency light on the Bat Bus.
We are talking mA's without the emergency light. The Battery Bus (BB) will
feed the E-Bus which will be supported by the SD-8 alt. Supported by the
SD-8, the E-Bus could have a continuous load of 7-10 amps and short loads to
say 15 amps. This results in an fused extended feeder carrying more than the
recommended 5-7 amps. I read that in these cases a relay, say a S704-1, can
be used like a light contactor to supply the E-Buss from the BB, Links to a
schematic were given. The link did not work for me.
? Does my description above work?
Is there a link to a schematic of the relay installation in this
situation that is current?
? In the above layout can the SD-8's output feed the system using #12 wire
via the BB with,
say, a 15 amp fuse instead of using a fuselink connected to the Bat side
of the contactor?
A MORTAL SIN BUT BARE WITH ME
? Let's say it is determined that the total BB and E-Bus continuous loads
are in the order
of 5-7 amps and the extended feeder to the remote mounted BB was
protected at the battery
with a 5-7 amp FUSE. Would such an installation be sinful?
? In the above scenario would the return feed from the BB to the battery
with its 5-7 amp fuse
preclude bringing the SD-8 output into the system via the remote BB?
Thanks in advance for your time and patience, your help is invaluable.
Regards,
Don Boardman
& Partner, Randy Bowers
Murphy Moose #130 M-14PF 400HP, MT-prop/Beta, Aerocet 3500 amphibs, Rome,
NY
Message 8
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| Subject: | Re: KI-204 lighting? |
--> AeroElectric-List message posted by: "James Redmon" <james@berkut13.com>
OK, as an entry into the "for what it's worth" or "rest of the story"
category:
As I have found with all my used King stuff, the pinouts and/or an install
manual are not all the data you need to make things work. In this case,
indeed pin D is used for +14v lighting input. BUT...what they DON'T tell
you is that pins B and E have to be jumpered....AND they have to be taken to
a separate aircraft ground. Geez....
Now the freak'n thing works. ;-)
-James
> >Can anyone tell me what pins are used for the 14v internal lighting for a
> >King KI-204 indicator?
>
> See:
> http://www.aeroelectric.com/Installation_Data/KI203-204.pdf
>
> Bob . . .
Message 9
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| Subject: | Airspeed Indicator |
--> AeroElectric-List message posted by: "Kingsley Hurst" <khurst@taroom.qld.gov.au>
Jim Sower wrote:-
> I'm trying to get my cooling as optimized as
> can, and need some "acceptably reliable" data on the pressure drop
from the plenum below
the engine to the exit above the engine.
Jim,
How would a simple manometer "U tube" made of plastic tubing be? Very
cheap! I don't have it to hand at this moment, but a few months ago
(could even be up to 12 mths) there was discussion on this list of how
to calibrate same for the checking of ASI's.
Just found the following reference on the web which may be of some
assistance.
http://www.efunda.com/formulae/fluids/manometer.cfm#calc
Regards
Kingsley Hurst
Europa Mono Classic 281
in Oz
About to install third and final window.
Message 10
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| Subject: | Airspeed Indicator |
--> AeroElectric-List message posted by: "Kingsley Hurst" <khurst@taroom.qld.gov.au>
Jim Sower wrote:-
> I'm trying to get my cooling as optimized as
I can, and need some "acceptably reliable" data on the pressure drop
from the plenum below
the engine to the exit above the engine.
Jim,
My apologies. The reference I made to "this list" was incorrect.
The manometer discussion was held on the Europa List.
Regards
Kingsley Hurst
Europa Mono Classic 281
in Oz
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