Today's Message Index:
----------------------
1. 09:43 AM - Voltmeter Scaling Module (Rogers, Bob J.)
2. 09:43 AM - Re: attitude indicator on E-Buss or Main Buss?? (Greg.Puckett@united.com)
3. 03:22 PM - Re: attitude indicator on E-Buss or Main Buss?? (T.B.)
4. 04:44 PM - What display? (Richard Carden)
5. 05:15 PM - Re: What display? (Matt Prather)
6. 05:57 PM - Re: What display? (Greg Young)
7. 07:27 PM - Re: Re: attitude indicator on E-Buss or Main Buss?? (flyv35b)
8. 09:12 PM - Re:Keyed Master Switch? (GMC)
9. 09:19 PM - Re: What display? (Hal / Carol Kempthorne)
10. 10:02 PM - Re: Re: attitude indicator on E-Buss or (Mickey Coggins)
Message 1
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| Subject: | Voltmeter Scaling Module |
--> AeroElectric-List message posted by: "Rogers, Bob J." <BRogers@fdic.gov>
This is a follow-up to an earlier question to and response from Bob Nuckolls
regarding the Voltmeter/Loadmeter with a Voltmeter Scaling Module ("VSM"),
which was at one time offered by the AeroElectric Connection (Catalog item
VLM-14). The installation instructions at:
http://www.aeroelectric.com/Catalog/AEC/9021/9021704F.pdf
<http://www.aeroelectric.com/Catalog/AEC/9021/9021704F.pdf>
are color coded, and the instructions make it clear that the magenta portion
of the instructions are not applicable to permanent magnet alternators
(although I do not understand why).
In our earlier exchange on this subject, Mr. Nuckolls said, "If it [the
alternator] has an internal regulator, then the magenta wiring and magenta
instructions are not applicable to your alternator. I took this comment to
mean that any alternator with an internal regulator could not take advantage
of the auto switching feature or the alternator press-to-test diagnostics
feature of the VSM, without regard for whether the alternator was permanent
magnet or otherwise.
If so, why is an internally regulated alternator not capable of using the
auto switching features and the diagnostic features of the VSM?
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Voltmeter Scaling Module
This is a follow-up to an earlier question to and response from Bob Nuckolls regarding
the Voltmeter/Loadmeter with a Voltmeter Scaling Module (VSM), which was
at one time offered by the AeroElectric Connection (Catalog item VLM-14). The
installation instructions at:
http://www.aeroelectric.com/Catalog/AEC/9021/9021704F.pdf
are color coded, and the instructions make it clear that the magenta portion of
the instructions are not applicable to permanent magnet alternators (although
I do not understand why).
In our earlier exchange on this subject, Mr. Nuckolls said, If it [the alternator]
has an internal regulator, then the magenta wiring and magenta
instructions are not applicable to your alternator. I took this comment to mean
that any alternator with an internal regulator could not take advantage of the
auto switching feature or the alternator press-to-test diagnostics feature of
the VSM, without regard for whether the alternator was permanent magnet or otherwise.
If so, why is an internally regulated alternator not capable of using the auto
switching features and the diagnostic features of the VSM?
Message 2
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| Subject: | Re: attitude indicator on E-Buss or Main Buss?? |
--> AeroElectric-List message posted by: Greg.Puckett@united.com
>you wrote:
>Would it also be a good idea not to put the attitude indicator and turn
coordinator
>on the same fuse=3F=3F - I would think one would want both on the
e-buss=3F=3F
>I'd like NOT to have another switch - how can I avoid one for the
attitude indicator.
>I'm of the understanding that I ask myself "is it essential for the
completion
>of the flight" if so I put it on the e-buss. Well then I would think
instrument
>lights, radios, gps, electric booster pump, attitude indicator, would
all go
>on the e-buss - am I right here=3F=3F
There are, of course, many opinions on how "essential" equipment should
be powered. Personally, I'm not a big fan of putting everything I deem
"essential" on the same buss, fuse, switch ... I would never want
equipment I've already deemed essential to share any common failure
point.
IMHO, do NOT even consider putting the two of the best pieces of
equipment you have for keeping the greasy side down on the same fuse. I
would not even put them on the same buss. The idea is to keep any single
failure from causing you to loose items that have no backup for and that
the loss of will cause you to "break a sweat" getting back on the ground
safely. I realize the odds are very remote but, the E-buss is a common
failure point. Maybe our working definition of "essential" needs to be
clarified. If I've deemed a piece of equipment essential for safe flight
in the planned scenario, it must have a backup. That backup should not
share any recourses with the equipment it is backing up. So, both pieces
are not essential. One OR the other is essential.
Greg
Message 3
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| Subject: | Re: attitude indicator on E-Buss or Main Buss?? |
--> AeroElectric-List message posted by: "T.B." <tb1115@cox.net>
You may consider adding circuit breakers instead of fuses for instruments you want
to turn off. Due to your long list of "essential" items, you may be better
served by incorporating a "non-essential" bus that you can turn off in the event
of an alternator failure and put everything you consider essential on the
main bus.
Good luck with your project!
Trevor
Message 4
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--> AeroElectric-List message posted by: Richard Carden <flywrite@erols.com>
I've got a Garmin GPS Model 35-HVS, which is just the GPS module which
sits atop the cabin or wing. It has 12 feet or so of an 8-conductor plus
ground cable which feeds . . . what? Anybody know of a display that will
accept/display data from this antenna? A Garmin tech support guy said he
thought a number of units were compatible, but didn't know of any
specific unit.
Dick Carden
Message 5
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| Subject: | Re: What display? |
--> AeroElectric-List message posted by: "Matt Prather" <mprather@spro.net>
Here's a link to that GPS:
http://www.gpscity.com/gps/brados/10131.7.12725572757114954794/oem35hvs.html
Beware the long URL (paste the whole thing).
The description says that it uses an RS232 (serial) interface, and NMEA
com protocol. To me this says that any of the Palm Pilots with the early
style serial port (not USB) should work when connected with a correctly
wired plug. Then you could use one of the Palm GPS programs to control
the box.
Other computers that have serial ports could easily be made to work as
well (including IPAQ's, etc).
Link to Palm GPS Software:
http://www.gpsinformation.org/dale/Palm/pilotgps.htm#soft
Regards,
Matt-
N34RD
> --> AeroElectric-List message posted by: Richard Carden
> <flywrite@erols.com>
>
> I've got a Garmin GPS Model 35-HVS, which is just the GPS module which
> sits atop the cabin or wing. It has 12 feet or so of an 8-conductor plus
> ground cable which feeds . . . what? Anybody know of a display that will
> accept/display data from this antenna? A Garmin tech support guy said he
> thought a number of units were compatible, but didn't know of any
> specific unit.
> Dick Carden
>
>
Message 6
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--> AeroElectric-List message posted by: "Greg Young" <gyoung@cs-sol.com>
The GPS 35 is the unit Control Vision is/was selling to feed their Anywhere
Map software running on a PDA (Ipaq & others). The "HVS" is one of several
variants. I don't know which flavor CV uses but it plugs into an adapter box
that provides a cig. lighter plug and power/serial cable to the PDA. I
looked at buying one from a generic source but couldn't easily decipher the
variants and the small price difference wasn't worth the effort. I already
had the adapter box but then decided to spend a few extra bucks and got
their new version that has the power plug and PDA cable built in. It
eliminates some cables and makes a much neater installation. IMHO it was
worth the extra cost. BTW, it's an excellent receiver. Good luck.
Regards,
Greg Young - Houston (DWH)
RV-6 N6GY ...project Phoenix
Navion N5221K - just an XXL RV-6A
> --> AeroElectric-List message posted by: Richard Carden
> --> <flywrite@erols.com>
>
> I've got a Garmin GPS Model 35-HVS, which is just the GPS
> module which sits atop the cabin or wing. It has 12 feet or
> so of an 8-conductor plus ground cable which feeds . . .
> what? Anybody know of a display that will accept/display data
> from this antenna? A Garmin tech support guy said he thought
> a number of units were compatible, but didn't know of any
> specific unit. Dick Carden
>
Message 7
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| Subject: | Re: attitude indicator on E-Buss or Main Buss?? |
--> AeroElectric-List message posted by: "flyv35b" <flyv35b@ashcreekwireless.com>
I realize the odds are very remote but, the E-buss is a common
> failure point.
Just curious, would you care to elaborate about this. Why would the E-buss
be any more prone to failure than the main buss for instance. And what
would be the failure mode? Blown fuse, failed switch or circuit breaker,
etc.?
Cliff
----- Original Message -----
From: <Greg.Puckett@united.com>
Subject: AeroElectric-List: Re: attitude indicator on E-Buss or Main Buss??
> --> AeroElectric-List message posted by: Greg.Puckett@united.com
>
> >you wrote:
>
> >Would it also be a good idea not to put the attitude indicator and turn
> coordinator
> >on the same fuse=3F=3F - I would think one would want both on the
> e-buss=3F=3F
>
> >I'd like NOT to have another switch - how can I avoid one for the
> attitude indicator.
>
> >I'm of the understanding that I ask myself "is it essential for the
> completion
> >of the flight" if so I put it on the e-buss. Well then I would think
> instrument
> >lights, radios, gps, electric booster pump, attitude indicator, would
> all go
> >on the e-buss - am I right here=3F=3F
>
> There are, of course, many opinions on how "essential" equipment should
> be powered. Personally, I'm not a big fan of putting everything I deem
> "essential" on the same buss, fuse, switch ... I would never want
> equipment I've already deemed essential to share any common failure
> point.
>
> IMHO, do NOT even consider putting the two of the best pieces of
> equipment you have for keeping the greasy side down on the same fuse. I
> would not even put them on the same buss. The idea is to keep any single
> failure from causing you to loose items that have no backup for and that
> the loss of will cause you to "break a sweat" getting back on the ground
> safely. I realize the odds are very remote but, the E-buss is a common
> failure point. Maybe our working definition of "essential" needs to be
> clarified. If I've deemed a piece of equipment essential for safe flight
> in the planned scenario, it must have a backup. That backup should not
> share any recourses with the equipment it is backing up. So, both pieces
> are not essential. One OR the other is essential.
>
>
> Greg
>
>
Message 8
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| Subject: | RE:Keyed Master Switch? |
--> AeroElectric-List message posted by: "GMC" <gmcnutt@uniserve.com>
First time I have seen this modification (in 1947 Stinson) and thought it
was an interesting solution to the problem of forgetting to turn off the
master switch after flight. The master switch was a keyed lock switch and
the key must be removed (master off) to lock the door after flight.
Anyone see any downside to this idea?
Do not archive
George in Langley
Message 9
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| Subject: | Re: What display? |
--> AeroElectric-List message posted by: Hal / Carol Kempthorne <kempthornes@earthlink.net>
At 05:15 PM 4/9/2004, you wrote:
>--> AeroElectric-List message posted by: "Matt Prather" <mprather@spro.net>
>
>The description says that it uses an RS232 (serial) interface, and NMEA
>com protocol. To me this says that any of the Palm Pilots with the early
>style serial port (not USB) should work when connected with a correctly
>wired plug.
Be careful here. RS232 is an electrical standard - each pin has a very
specific function and parameters. 'Serial port' or 'serial interface' may
mean RS232 but unless it guarantees adherence to that standard, it may not
match at all. Think of a serial interface as bits in single file as
opposed to parallel interface in which the bits are side by side.
Mind, I'm not saying these things won't work together only that you need to
tread with knowledge that they haven't always. Mfrs are much better than
they were back when Hewlett Packard used a DB25 so-called serial interface
to burn out my friend's Compaq computer. Okay, it was about 20 years ago.
K. H. (Hal) Kempthorne
RV6-a N7HK - Three trips to OSH now.
PRB (El Paso de Robles, CA)
Message 10
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| Subject: | Re: attitude indicator on E-Buss or |
Main Buss??
--> AeroElectric-List message posted by: Mickey Coggins <mick-matronics@rv8.ch>
I read this as "if the e-bus fails, several things go
down with it" not that it fails often.
Mickey
At 05:24 10-04-04, flyv35b wrote:
-----Start of Original Message-----
>--> AeroElectric-List message posted by: "flyv35b" <flyv35b@ashcreekwireless.com>
>
>I realize the odds are very remote but, the E-buss is a common
>> failure point.
>
>Just curious, would you care to elaborate about this. Why would the E-buss
>be any more prone to failure than the main buss for instance. And what
>would be the failure mode? Blown fuse, failed switch or circuit breaker,
>etc.?
--
Mickey Coggins
http://www.rv8.ch/
#82007 QB Wings/Fuselage
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