Today's Message Index:
----------------------
1. 01:14 AM - Re: Airworthiness Directives (william mills)
2. 05:30 AM - Re: Re: Bendix King Skyforce IIIC GPS battery (Chuck Jensen)
3. 05:58 AM - Re: Advance release of new Rev 11 Z-figure. (Charlie Kuss)
4. 06:05 AM - Re: EMags (Gary Casey)
5. 06:23 AM - Re: Re: EMags (Harley)
6. 06:41 AM - Re: Airworthiness Directives (cgalley)
7. 06:53 AM - Re: Airworthiness Directives (BobsV35B@aol.com)
8. 06:56 AM - Re: Airworthiness Directives (Joel Harding)
9. 07:13 AM - Re: Re: Bendix King Skyforce IIIC GPS battery (Jim Stone)
10. 07:29 AM - Re: Airworthiness Directives (Kent Ashton)
11. 07:48 AM - Re: Airworthiness Directives (cgalley)
12. 07:55 AM - Re: Re: Bendix King Skyforce IIIC GPS battery (Paul Messinger)
13. 07:59 AM - Re: Re: Bendix King Skyforce IIIC GPS battery (Chuck Jensen)
14. 08:05 AM - Re: Re: Bendix King Skyforce IIIC GPS battery (Paul Messinger)
15. 08:15 AM - Re: Airworthiness Directives (Lloyd, Daniel R.)
16. 08:42 AM - Re: Re: Re: Bendix King Skyforce IIIC GPS battery ()
17. 08:50 AM - Re: Airworthiness Directives (erie)
18. 08:50 AM - Airworthiness Directives ()
19. 08:51 AM - Re: Re: Bendix King Skyforce IIIC GPS battery (kurt schrader)
20. 08:56 AM - Re: Airworthiness Directives (BobsV35B@aol.com)
21. 09:15 AM - Re: Re: Bendix King Skyforce IIIC GPS battery (kurt schrader)
22. 09:23 AM - Re: Re: Bendix King Skyforce IIIC GPS battery (kurt schrader)
23. 09:34 AM - [Fw: Re: I think we need some advice here.] (Harley)
24. 09:40 AM - airworthiness (Leo J. Corbalis)
25. 09:41 AM - Re: Advance release of new Rev 11 Z-figure (Robert L. Nuckolls, III)
26. 09:51 AM - Re: Re: EMags (Robert L. Nuckolls, III)
27. 11:18 AM - Re: Re: Bendix King Skyforce IIIC GPS battery (Chuck Jensen)
28. 02:28 PM - IPod connectivity (Werner Schneider)
29. 02:51 PM - Re: IPod connectivity (Walter Tondu)
30. 02:54 PM - Re: IPod connectivity (John Grosse)
31. 04:02 PM - Re: IPod connectivity (Dan Checkoway)
32. 07:21 PM - Figure Z-16 (Kingsley Hurst)
Message 1
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| Subject: | Re: Airworthiness Directives |
--> AeroElectric-List message posted by: william mills <courierboy@earthlink.net>
>--> AeroElectric-List message posted by: Bobby Hester
><bhester@hopkinsville.net>
>
>If your engine was certified and an AD came out on it and you did not
>comply with the AD then won't that now make your engine uncertified -
>experimental?
Can't remember if it was John Larsen or Ron Alexander who said, at an
Alexander SportAir workshop, that you may de-certify your Lyc or
Continental by removing the engine data plate and sending it to the
FAA (or somesuch) with a declaration that the engine will no longer
be operated as certificated. I don't know if AD notes apply if you
don't send in the data plate. It's been a long time since I learned
of this so this info may no longer be accurate.
Bill
Message 2
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| Subject: | RE: Bendix King Skyforce IIIC GPS battery |
--> AeroElectric-List message posted by: Chuck Jensen <cjensen@dts9000.com>
I just changed out the battery in a Skyforce IIIC. The battery is soldered
in but with a little care, it's not too difficult. I ordered it from
McMaster-Carr, Part No. 6951K999. It cost (hold your breath--drum roll
please) $13.46. It is not a stock item but they will order it and it'll get
to you in 2-3 days.
I'm selling my Skyforce GPS, if anyone is interested. It's a very good VFR
GPS, but I just installed a certified IFR GPS, so I don't really have a use
for it.
Chuck
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of kurt
schrader
Subject: Re: AeroElectric-List: RE: Bendix King Skyforce IIIC GPS
battery
--> AeroElectric-List message posted by: kurt schrader
<smokey_bear_40220@yahoo.com>
Hi Folks,
My name is Kurt Schrader. I have a KitFox 5 that I
just finished building and flight testing. I am
primarily a member of the KitFox matronics list, but I
wonder if anyone here can help me with an electronics
problem.
I have a Bendix/King Skymap IIIC moving map GPS and
the internal battery went dead just before my first
cross country flight. King wants $135 and 2 weeks
just to change this battery. I went to their web site
and they have the battery changing instructions, but
you have to be a dealer to get access.
Does anyone here have experience with this GPS unit,
or access to Bendix King info to pass on about
replacing this battery?
You are supposed to change the battery every 3 years.
I would like to remove the battery and install leads
to an external battery holder, if that is feasable.
This would seem a far better solution than a $135
battery change and 2 weeks down time every 3 years.
Thanks in advance,
Kurt S.
__________________________________
Message 3
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chaztuna@adelphia.net
| Subject: | Re: Advance release of new Rev 11 Z-figure. |
0.00 FORGED_RCVD_HELO Received: contains a forged HELO
--> AeroElectric-List message posted by: Charlie Kuss <chaztuna@adelphia.net> 0.00
FORGED_RCVD_HELO Received: contains a forged HELO
>--> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
><b.nuckolls@cox.net>
>
>I have a builder who wants to use the SD-20 as the vacuum pump driven
>alternator in a single battery airplane. Figure Z-12 is the contemporary
>approach for an airplane already flying . . . Z-12 mirrors the STC'ed
>installation on many single-engine ariplanes.
>
>Figure Z-10 was crafted to support the main-bus/e-bus architecture
>of Z-13 and other published drawings. One may download this drawing
>for review at:
>
>http://www.aeroelectric.com/articles/Appendix_Z_Drawings/z10A.pdf
>
>The AutoCAD version is posted there also at:
>
>http://www.aeroelectric.com/articles/Appendix_Z_Drawings/z10A.dwg
>
>
> Bob . . .
Bob
I just tried the link to download the AutoCAD version of the drawing. I'm
getting a
Not Found
The requested URL was not found on this server.
message. Am I just to quick on the draw here?
Charlie Kuss
Message 4
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--> AeroElectric-List message posted by: "Gary Casey" <glcasey@adelphia.net>
Bob said:
<<There may be some marketing hype
differences between them concerning length of spark, multi-sparks, etc.
but I suspect the benefits derived from these features are small
compared to the benefit of having a hotter, single spark that rivals
a magneto -AND- advances to compensate for low manifold pressures too
-AND- is hotter for cranking -AND- runs self powered after the engine
is running -AND- won't barf during starter motor brownout -AND-
costs about the same as a "first generation" system.>>
I've been hearing all the hype about "multi-spark" for many years and in the
past have tried to quantify the benefits. Note that there is a big
difference between "CD" systems and "inductive", or "Kettering" systems.
For a number of reasons the CD system produce a short-duration high-current
spark while the inductive systems produce a longer-duration, lower-current
spark. CD systems have traditionally had troubles igniting a poorly-mixed
charge (read cold start), but have the advantage of being able to rapidly
build up a charge to try it again. For starting this works okay. It takes
a significant length of time to recharge the cap to be able to re-strike and
I have measured about 1.5 milliseconds for that to happen. In other words,
the spark isn't continuous, but a series of very short (less than 100
micro-seconds compared to the 1-3 msec from an inductive system) sparks
separated by about 1.5 msec. At 2400 rpm 1.5 msec is 21.6 degrees and the
second spark following the initial correctly-timed spark by 22 degrees
doesn't do much good. It may light the fire if the first one missed, but
the power produced would be much reduced. Another anecdotal data point -
out of the millions of "certified" cars (and planes for that matter)
produced every year to my knowledge not a single one has a CD ignition
system. And it's not because they've just ignored the technology. 2-stroke
outboards often have CD systems because they are trying to fire oil-fouled
plugs and the CD spark characteristic does that better.
I'm not sure if it's the best thing since sliced bread or buttered toast,
but either way the E/P-mag looks cool. Problem is I need a 6-cylinder
system and that is a lot more difficult. Are they working on such a thing?
Gary Casey
Message 5
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--> AeroElectric-List message posted by: Harley <harley@agelesswings.com>
>>Problem is I need a 6-cylinder system and that is a lot more
difficult. Are they working on such a thing?<<
I've forwarded copies of some of these emails regarding the E-Mag/P-Mag
questions to Brad Dement at E-Mag. I mentioned that it would probably
be a good idea if he started monitoring this list. Best to get the
answers straight from the horses mouth instead of guessing.
Not sure if he will reply or not, but I'll let you all know what his
answers are, if he chooses not to reply to the list.
Harley Dixon
www.agelesswings.com
Gary Casey wrote:
>--> AeroElectric-List message posted by: "Gary Casey" <glcasey@adelphia.net>
>
>Bob said:
>
><<There may be some marketing hype
> differences between them concerning length of spark, multi-sparks, etc.
>but I suspect the benefits derived from these features are small
> compared to the benefit of having a hotter, single spark that rivals
> a magneto -AND- advances to compensate for low manifold pressures too
> -AND- is hotter for cranking -AND- runs self powered after the engine
> is running -AND- won't barf during starter motor brownout -AND-
> costs about the same as a "first generation" system.>>
>
>I've been hearing all the hype about "multi-spark" for many years and in the
>past have tried to quantify the benefits. Note that there is a big
>difference between "CD" systems and "inductive", or "Kettering" systems.
>For a number of reasons the CD system produce a short-duration high-current
>spark while the inductive systems produce a longer-duration, lower-current
>spark. CD systems have traditionally had troubles igniting a poorly-mixed
>charge (read cold start), but have the advantage of being able to rapidly
>build up a charge to try it again. For starting this works okay. It takes
>a significant length of time to recharge the cap to be able to re-strike and
>I have measured about 1.5 milliseconds for that to happen. In other words,
>the spark isn't continuous, but a series of very short (less than 100
>micro-seconds compared to the 1-3 msec from an inductive system) sparks
>separated by about 1.5 msec. At 2400 rpm 1.5 msec is 21.6 degrees and the
>second spark following the initial correctly-timed spark by 22 degrees
>doesn't do much good. It may light the fire if the first one missed, but
>the power produced would be much reduced. Another anecdotal data point -
>out of the millions of "certified" cars (and planes for that matter)
>produced every year to my knowledge not a single one has a CD ignition
>system. And it's not because they've just ignored the technology. 2-stroke
>outboards often have CD systems because they are trying to fire oil-fouled
>plugs and the CD spark characteristic does that better.
>
>I'm not sure if it's the best thing since sliced bread or buttered toast,
>but either way the E/P-mag looks cool. Problem is I need a 6-cylinder
>system and that is a lot more difficult. Are they working on such a thing?
>
>Gary Casey
>
>
>
>
Message 6
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| Subject: | Re: Airworthiness Directives |
--> AeroElectric-List message posted by: "cgalley" <cgalley@qcbc.org>
Do NOT remove data plate as it is required by FAR.
----- Original Message -----
From: "william mills" <courierboy@earthlink.net>
Subject: Re: AeroElectric-List: Airworthiness Directives
> --> AeroElectric-List message posted by: william mills
<courierboy@earthlink.net>
>
> >--> AeroElectric-List message posted by: Bobby Hester
> ><bhester@hopkinsville.net>
> >
> >If your engine was certified and an AD came out on it and you did not
> >comply with the AD then won't that now make your engine uncertified -
> >experimental?
>
> Can't remember if it was John Larsen or Ron Alexander who said, at an
> Alexander SportAir workshop, that you may de-certify your Lyc or
> Continental by removing the engine data plate and sending it to the
> FAA (or somesuch) with a declaration that the engine will no longer
> be operated as certificated. I don't know if AD notes apply if you
> don't send in the data plate. It's been a long time since I learned
> of this so this info may no longer be accurate.
> Bill
>
>
Message 7
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| Subject: | Re: Airworthiness Directives |
--> AeroElectric-List message posted by: BobsV35B@aol.com
In a message dated 10/25/2004 8:42:32 AM Central Standard Time,
cgalley@qcbc.org writes:
Do NOT remove data plate as it is required by FAR.
Good Morning Cy,
Is a data plate required on an experimental engine?
The way I see things, I could build an engine entirely from parts and use it
as an experimental engine on my experimental airplane. No data plate
included or maybe, I could make one of my own stating that the engine is
experimental.
Now, if I happened to have a "legal" name plate hanging around, it seems to
me that I could buy a bunch of new or rebuilt certified parts and use them to
repair the engine that was missing from the nameplate.
I would then have a perfectly legal certified engine would I not?
Would I be in violation of any FAR should I do that?
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Airpark LL22
Downers Grove, IL 60516
630 985-8502
Message 8
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| Subject: | Re: Airworthiness Directives |
--> AeroElectric-List message posted by: Joel Harding <cajole76@ispwest.com>
I don't think non compliance with issued AD's changes the certification
status of your engine. You would need to modify it from the production
configuration.
On Oct 24, 2004, at 8:33 PM, Bobby Hester wrote:
> --> AeroElectric-List message posted by: Bobby Hester
> <bhester@hopkinsville.net>
>
> Joel Harding wrote:
>
>> <>--> AeroElectric-List message posted by: Joel Harding
>> <cajole76@ispwest.com>
>>
>> OC, please send me a copy of the chart. When I had my inspection done
>> a few weeks ago the guy said that if my engine had been certified
>> instead of experimental, because of the high compression pistons, that
>> the AD"s would have applied. It looks like he was wrong.
>>
>> Thanks,
>>
>> Joel Harding
>>
> If your engine was certified and an AD came out on it and you did not
> comply with the AD then won't that now make your engine uncertified -
> experimental?
>
> --
> Surfing the Web from Hopkinsville, KY
> Visit my web site at: http://www.geocities.com/hester-hoptown/RVSite/
> RV7A Slowbuild wings-QB Fuse :-)
>
>
> _-
> =======================================================================
> _-
> =======================================================================
> _-
> =======================================================================
> _-
> =======================================================================
> >
>
>
Message 9
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| Subject: | RE: Bendix King Skyforce IIIC GPS battery |
--> AeroElectric-List message posted by: "Jim Stone" <jsto1@tampabay.rr.com>
Re: AeroElectric-List: RE: Bendix King Skyforce IIIC GPS battery
Kert,
I agree it's a bummer, having just gone through the process myself. I
also did some investigations inside the box. It is NOT a standard
identifiable battery as one would expect. This is probably a legacy of
the unit originally being designed and built in Great Britain, then the
company was bought by Bendix/King.
Since the battery is used to keep the RAM alive, an external battery
would still be required.
Mine lasted over 5 years before the message poped up.
Good Luck,
Jim Stone
Message 10
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| Subject: | Re: Airworthiness Directives |
--> AeroElectric-List message posted by: Kent Ashton <kjashton@vnet.net>
The way I understand it, when you mate up a prop/engine combo which is not
certified, or install auto plugs or a non-certified part, or a noncertifed
mechanic works on the engine, or you don't comply with any required
inspections, it is no longer a certified engine and would have to be torn
down, inspected and reassembled according to regs to be certified again.
So . . . most of us homebuilders are flying non-certified engines by
default, therefore, the presence of a data plate is irrelevant. I would
leave them on, simply to identify the basis for the engine. It also makes
some potential buyers more comfortable, who put stock in such things.
--Kent
> From: william mills <courierboy@earthlink.net>
> Reply-To: aeroelectric-list@matronics.com
> Date: Mon, 25 Oct 2004 01:12:59 -0700
> To: aeroelectric-list@matronics.com
> Subject: Re: AeroElectric-List: Airworthiness Directives
>
> --> AeroElectric-List message posted by: william mills
> <courierboy@earthlink.net>
>
>> --> AeroElectric-List message posted by: Bobby Hester
>> <bhester@hopkinsville.net>
>>
>> If your engine was certified and an AD came out on it and you did not
>> comply with the AD then won't that now make your engine uncertified -
>> experimental?
>
> Can't remember if it was John Larsen or Ron Alexander who said, at an
> Alexander SportAir workshop, that you may de-certify your Lyc or
> Continental by removing the engine data plate and sending it to the
> FAA (or somesuch) with a declaration that the engine will no longer
> be operated as certificated. I don't know if AD notes apply if you
> don't send in the data plate. It's been a long time since I learned
> of this so this info may no longer be accurate.
> Bill
>
>
>
>
>
>
Message 11
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| Subject: | Re: Airworthiness Directives |
--> AeroElectric-List message posted by: "cgalley" <cgalley@qcbc.org>
I believe that the FAA requires a "fireproof" data tag on your engine. You
do not have to remove the Certified Data tag when you maintain it as
experimental. I understand it must be completely torn down to re-certify an
engine that has been used on an experimental.
If you certify a non-conforming engine as certified, the FAA would be
looking at your mechanic's license. But you already knew that.
Although some say you have to remove the tag, It is my opinion that the tag
contains valuable information about the engine and should not be separated
from the engine. I remember all too well when I threw away the little data
tag under a screw on my car's carb, that I threw away the information to set
up that carb. It was trial and error from there one as my carb had about 25
variations.
Finding the correct data for an airplane is much the same way. It does
change and by losing or using the wrong tag, the device might not be set up
correctly.
Old Lay Mechanic
----- Original Message -----
From: <BobsV35B@aol.com>
Subject: Re: AeroElectric-List: Airworthiness Directives
> --> AeroElectric-List message posted by: BobsV35B@aol.com
>
>
> In a message dated 10/25/2004 8:42:32 AM Central Standard Time,
> cgalley@qcbc.org writes:
>
> Do NOT remove data plate as it is required by FAR.
>
>
> Good Morning Cy,
>
> Is a data plate required on an experimental engine?
>
> The way I see things, I could build an engine entirely from parts and use
it
> as an experimental engine on my experimental airplane. No data plate
> included or maybe, I could make one of my own stating that the engine is
> experimental.
>
> Now, if I happened to have a "legal" name plate hanging around, it seems
to
> me that I could buy a bunch of new or rebuilt certified parts and use
them to
> repair the engine that was missing from the nameplate.
>
> I would then have a perfectly legal certified engine would I not?
>
> Would I be in violation of any FAR should I do that?
>
> Happy Skies,
>
> Old Bob
> AKA
> Bob Siegfried
> Ancient Aviator
> Stearman N3977A
> Brookeridge Airpark LL22
> Downers Grove, IL 60516
> 630 985-8502
>
>
Message 12
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| Subject: | Re: RE: Bendix King Skyforce IIIC GPS battery |
--> AeroElectric-List message posted by: "Paul Messinger" <paulm@olypen.com>
Do you know what it does?
Did you need to have power applied during replacement to keep something
active?
I have a IIIC and likely will need to replace my battery soon.
Thanks for the battery source info.
Paul
----- Original Message -----
From: "Chuck Jensen" <cjensen@dts9000.com>
Subject: RE: AeroElectric-List: RE: Bendix King Skyforce IIIC GPS battery
> --> AeroElectric-List message posted by: Chuck Jensen
<cjensen@dts9000.com>
>
> I just changed out the battery in a Skyforce IIIC. The battery is
soldered
> in but with a little care, it's not too difficult. I ordered it from
> McMaster-Carr, Part No. 6951K999. It cost (hold your breath--drum roll
> please) $13.46. It is not a stock item but they will order it and it'll
get
> to you in 2-3 days.
>
> I'm selling my Skyforce GPS, if anyone is interested. It's a very good
VFR
> GPS, but I just installed a certified IFR GPS, so I don't really have a
use
> for it.
>
> Chuck
>
> -----Original Message-----
> From: owner-aeroelectric-list-server@matronics.com
> [mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of kurt
> schrader
> To: aeroelectric-list@matronics.com
> Subject: Re: AeroElectric-List: RE: Bendix King Skyforce IIIC GPS
> battery
>
>
> --> AeroElectric-List message posted by: kurt schrader
> <smokey_bear_40220@yahoo.com>
>
> Hi Folks,
>
> My name is Kurt Schrader. I have a KitFox 5 that I
> just finished building and flight testing. I am
> primarily a member of the KitFox matronics list, but I
> wonder if anyone here can help me with an electronics
> problem.
>
> I have a Bendix/King Skymap IIIC moving map GPS and
> the internal battery went dead just before my first
> cross country flight. King wants $135 and 2 weeks
> just to change this battery. I went to their web site
> and they have the battery changing instructions, but
> you have to be a dealer to get access.
>
> Does anyone here have experience with this GPS unit,
> or access to Bendix King info to pass on about
> replacing this battery?
>
> You are supposed to change the battery every 3 years.
> I would like to remove the battery and install leads
> to an external battery holder, if that is feasable.
> This would seem a far better solution than a $135
> battery change and 2 weeks down time every 3 years.
>
> Thanks in advance,
>
> Kurt S.
>
>
> __________________________________
>
>
Message 13
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| Subject: | RE: Bendix King Skyforce IIIC GPS battery |
--> AeroElectric-List message posted by: Chuck Jensen <cjensen@dts9000.com>
You're right. It is not a standard issue battery that you can buy from
Batteries-R-Us, but we matched the size and specs exactly with the
McMaster-Carr battery. After installing it, it held ram in memory and
operated in the conventional fashion. If it is not an exact replacement, it
certainly seems to be an equivalent replacement and works fine. The unit is
normally powered by the external cig lighter and is not intended to run on
internal batteries for any period of time.
Chuck
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of Jim
Stone
Subject: RE: AeroElectric-List: RE: Bendix King Skyforce IIIC GPS
battery
--> AeroElectric-List message posted by: "Jim Stone" <jsto1@tampabay.rr.com>
Re: AeroElectric-List: RE: Bendix King Skyforce IIIC GPS battery
Kert,
I agree it's a bummer, having just gone through the process myself. I
also did some investigations inside the box. It is NOT a standard
identifiable battery as one would expect. This is probably a legacy of
the unit originally being designed and built in Great Britain, then the
company was bought by Bendix/King.
Since the battery is used to keep the RAM alive, an external battery
would still be required.
Mine lasted over 5 years before the message poped up.
Good Luck,
Jim Stone
Message 14
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| Subject: | Re: RE: Bendix King Skyforce IIIC GPS battery |
--> AeroElectric-List message posted by: "Paul Messinger" <paulm@olypen.com>
I just talked to Mc Master and they say they need a lot more info like a
battery description besides physical size to order it. The 999 at the end of
the part # only means its special order and the rest of the needed info is
battery description and ideally some part # off the battery.
So can you help with more info of battery specs etc?
Paul
----- Original Message -----
From: "Chuck Jensen" <cjensen@dts9000.com>
Subject: RE: AeroElectric-List: RE: Bendix King Skyforce IIIC GPS battery
> --> AeroElectric-List message posted by: Chuck Jensen
<cjensen@dts9000.com>
>
> I just changed out the battery in a Skyforce IIIC. The battery is
soldered
> in but with a little care, it's not too difficult. I ordered it from
> McMaster-Carr, Part No. 6951K999. It cost (hold your breath--drum roll
> please) $13.46. It is not a stock item but they will order it and it'll
get
> to you in 2-3 days.
>
> I'm selling my Skyforce GPS, if anyone is interested. It's a very good
VFR
> GPS, but I just installed a certified IFR GPS, so I don't really have a
use
> for it.
>
> Chuck
>
> -----Original Message-----
> From: owner-aeroelectric-list-server@matronics.com
> [mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of kurt
> schrader
> To: aeroelectric-list@matronics.com
> Subject: Re: AeroElectric-List: RE: Bendix King Skyforce IIIC GPS
> battery
>
>
> --> AeroElectric-List message posted by: kurt schrader
> <smokey_bear_40220@yahoo.com>
>
> Hi Folks,
>
> My name is Kurt Schrader. I have a KitFox 5 that I
> just finished building and flight testing. I am
> primarily a member of the KitFox matronics list, but I
> wonder if anyone here can help me with an electronics
> problem.
>
> I have a Bendix/King Skymap IIIC moving map GPS and
> the internal battery went dead just before my first
> cross country flight. King wants $135 and 2 weeks
> just to change this battery. I went to their web site
> and they have the battery changing instructions, but
> you have to be a dealer to get access.
>
> Does anyone here have experience with this GPS unit,
> or access to Bendix King info to pass on about
> replacing this battery?
>
> You are supposed to change the battery every 3 years.
> I would like to remove the battery and install leads
> to an external battery holder, if that is feasable.
> This would seem a far better solution than a $135
> battery change and 2 weeks down time every 3 years.
>
> Thanks in advance,
>
> Kurt S.
>
>
> __________________________________
>
>
Message 15
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| Subject: | Airworthiness Directives |
--> AeroElectric-List message posted by: "Lloyd, Daniel R." <LloydDR@wernerco.com>
I asked the IA at our local FBO, he states that as soon as a non-AP
works on the engine it is experimental rather than certified, so even if
you buy a certified engine and maintain it yourself, if it is not signed
off by an AP then your engine is not certified any longer. He then
clarified that it was not to say your engine could not be brought back
into compliance, by having the inspection done by a certified AP/IA,
just that during the time you maintained it was out. I asked about the
repairman cert, this cert lets you maintain your own aircraft and do
condition inspections, but has not bearing on maintaining a status of a
certified engine. So in his opinion there was very little difference in
the experimental market as to certified engines versus non-certified.
Remember this was one IA's opinion, an it was probably worth what I paid
(Doughnuts and coffee, but they were Krispy Kreme!)
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Kent
Ashton
Subject: Re: AeroElectric-List: Airworthiness Directives
--> AeroElectric-List message posted by: Kent Ashton <kjashton@vnet.net>
The way I understand it, when you mate up a prop/engine combo which is
not certified, or install auto plugs or a non-certified part, or a
noncertifed mechanic works on the engine, or you don't comply with any
required inspections, it is no longer a certified engine and would have
to be torn down, inspected and reassembled according to regs to be
certified again.
So . . . most of us homebuilders are flying non-certified engines by
default, therefore, the presence of a data plate is irrelevant. I would
leave them on, simply to identify the basis for the engine. It also
makes some potential buyers more comfortable, who put stock in such
things.
--Kent
> From: william mills <courierboy@earthlink.net>
> Reply-To: aeroelectric-list@matronics.com
> Date: Mon, 25 Oct 2004 01:12:59 -0700
> To: aeroelectric-list@matronics.com
> Subject: Re: AeroElectric-List: Airworthiness Directives
>
> --> AeroElectric-List message posted by: william mills
> <courierboy@earthlink.net>
>
>> --> AeroElectric-List message posted by: Bobby Hester
>> <bhester@hopkinsville.net>
>>
>> If your engine was certified and an AD came out on it and you did not
>> comply with the AD then won't that now make your engine uncertified -
>> experimental?
>
> Can't remember if it was John Larsen or Ron Alexander who said, at an
> Alexander SportAir workshop, that you may de-certify your Lyc or
> Continental by removing the engine data plate and sending it to the
> FAA (or somesuch) with a declaration that the engine will no longer be
> operated as certificated. I don't know if AD notes apply if you don't
> send in the data plate. It's been a long time since I learned of this
> so this info may no longer be accurate.
> Bill
>
>
>
>
>
>
==
==
==
==
Message 16
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| Subject: | Re: RE: Bendix King Skyforce IIIC GPS battery |
--> AeroElectric-List message posted by: <chaztuna@adelphia.net>
Chuck,
How about a part number for your "solution" battery?
Charlie Kuss
>
> From: Chuck Jensen <cjensen@dts9000.com>
> Date: 2004/10/25 Mon AM 11:09:30 EDT
> To: "'aeroelectric-list@matronics.com'" <aeroelectric-list@matronics.com>
> Subject: RE: AeroElectric-List: RE: Bendix King Skyforce IIIC GPS battery
>
>
Message 17
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| Subject: | Re: Airworthiness Directives |
--> AeroElectric-List message posted by: erie <erie@shelbyvilledesign.com>
Bob,
That's pretty much what any rebuild shop does, remove the tag, block
cleaned, zyyglo'd, etc. possibly new
crank, cam, .... sometimes the case is junk and gets changed, guess what
tag they use? your old one. The engine
serial number is really only applicable to the tag, everything else can
be changed.
erie
>The way I see things, I could build an engine entirely from parts and use it
>as an experimental engine on my experimental airplane. No data plate
>included or maybe, I could make one of my own stating that the engine is
>experimental.
>
>Now, if I happened to have a "legal" name plate hanging around, it seems to
>me that I could buy a bunch of new or rebuilt certified parts and use them to
>repair the engine that was missing from the nameplate.
>
>I would then have a perfectly legal certified engine would I not?
>
>
>
>
Message 18
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| Subject: | Airworthiness Directives |
--> AeroElectric-List message posted by: <bakerocb@cox.net>
AeroElectric-List message previously posted by: Bobby Hester <bhester@hopkinsville.net>
<<If your engine was certified and an AD came out on it and you did not
comply with the AD then won't that now make your engine uncertified -
experimental?>>
10/25/2004
Hello Bobby, You are jumbling together the concepts of type certification, airworthiness,
and airworthiness directives. Lets see if we can sort them out.
1) A type certificated engine is installed in a type certificated airplane and
an AD (Airworthiness Directive) is issued by the FAA for that engine. Once that
engine is in violation of that AD then the engine is no longer considered airworthy
by the FAA. But that does not mean that the engine has lost its type certification.
2) A type certificated engine is installed in an experimental aircraft. By virtue
of that installation (and presumably operation) that engine is no longer considered
by the FAA to meet its type certification and instead is considered to
be an experimental engine.
3) Now lets say that an AD was issued by the FAA for the type certificated version
of that engine in paragraph 2) above. By virtue of the fact that the engine
is now considered experimental that AD does not apply to that engine and the
engine does not become legally unairworthy simply because it is in violation
of the AD.
4) Now lets say that the engine in 2) above is removed from the experimental aircraft
with the intention of installing it into its intended type certificated
aircraft. An inspection of that engine must be conducted to determine that the
engine does meet its type certification and is airworthy before it can be installed
and flown in its intended type certificated .
I would like to emphasize that just because an AD does not legally apply to the
experimental engine in your experimental aircraft that the AD should be ignored.
Instead the prudent builder uses the information in the AD to the best of
his ability, including obtaining professional help if needed, to ensure that his
engine and aircraft is safe and airworthy.
Much of what I have written above has come out of past practices and cannot be
explicitly found in the regulations. For more on this subject I recommend reading
an article by Ron Alexander on page 62 of the March 2002 issue of Sport Aviation
magazine.
OC
Message 19
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| Subject: | Re: RE: Bendix King Skyforce IIIC GPS battery |
--> AeroElectric-List message posted by: kurt schrader <smokey_bear_40220@yahoo.com>
Hi Paul,
The battery holds the current position, date and time,
and any user waypoints and flight plans in memory with
the unit off. It does not power the unit itself.
With the battery dead, you get a couple of warnings on
startup and the gps needs 10 minutes or so to find
itself in time and position. Then you have to reenter
any flight plans you want to use now. It all is lost
again when you shut the unit down.
If the battery died in flight, you wouldn't know until
the next startup, so it is not a safety issue.
I have installed the gps in my panel and power it off
the plane's power. My internal battery lasted right
at 5 years like Jim Stone's.
Kurt S.
--- Paul Messinger <paulm@olypen.com> wrote:
> Do you know what it does?
>
> Did you need to have power applied during
> replacement to keep something active?
>
> I have a IIIC and likely will need to replace my
> battery soon.
>
> Thanks for the battery source info.
>
> Paul
Message 20
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| Subject: | Re: Airworthiness Directives |
--> AeroElectric-List message posted by: BobsV35B@aol.com
In a message dated 10/25/2004 10:51:22 AM Central Standard Time,
erie@shelbyvilledesign.com writes:
Bob,
That's pretty much what any rebuild shop does, remove the tag, block
cleaned, zyyglo'd, etc. possibly new
crank, cam, .... sometimes the case is junk and gets changed, guess what
tag they use? your old one. The engine
serial number is really only applicable to the tag, everything else can
be changed.
erie
Good Morning erie,
Precisely my point. I have an IO-520-BA that has been converted to an
IO-550-B. The ONLY thing that was used of the original engine was the name plate.
Everything else has been replaced.
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Airpark LL22
Downers Grove, IL 60516
630 985-8502
Message 21
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|
| Subject: | RE: Bendix King Skyforce IIIC GPS battery |
--> AeroElectric-List message posted by: kurt schrader <smokey_bear_40220@yahoo.com>
Hey Chuck,
Well, that is a good bit better than $135!
Can you give me a discription of how to get at the
battery and its discription? I opened mine, but don't
want to break anything going in the wrong direction or
miss a fastener and crack a board. Well, actually I
have 2 boards apart, but the third with the antenna
and power strip is still in and I suppose that one has
the battery? Do I have to remove it?
Kurt S.
--- Chuck Jensen <cjensen@dts9000.com> wrote:
> I just changed out the battery in a Skyforce IIIC.
> The battery is soldered
> in but with a little care, it's not too difficult.
> I ordered it from McMaster-Carr, Part No. 6951K999.
> It cost (hold your breath--drum roll
> please) $13.46. It is not a stock item but they
> will order it and it'll get to you in 2-3 days.
>
> I'm selling my Skyforce GPS, if anyone is
> interested. It's a very good VFR
> GPS, but I just installed a certified IFR GPS, so I
> don't really have a use for it.
>
> Chuck
_______________________________
Declare Yourself - Register online to vote today!
http://vote.yahoo.com
Message 22
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| Subject: | RE: Bendix King Skyforce IIIC GPS battery |
--> AeroElectric-List message posted by: kurt schrader <smokey_bear_40220@yahoo.com>
Hi Jim,
What I meant to say is that I wanted to mount the
replacement battery on the outside to avoid opening
the unit again next time. My main power comes off the
aircraft system. An external battery could be of any
diminsions and not have to fit the inside space. It
could be larger or maybe a cheaper substitute? Or
just a radio shack substitute that is easier to get.
How's that for thinking out of the box? :-) Ok, if
it isn't too hard to do, I'll just stick with the
matching substitute.
Kurt S.
--- Jim Stone <jsto1@tampabay.rr.com> wrote:
> Re: AeroElectric-List: RE: Bendix King Skyforce
> IIIC GPS battery
>
> Kert,
>
> I agree it's a bummer, having just gone through the
> process myself. I
> also did some investigations inside the box. It is
> NOT a standard
> identifiable battery as one would expect. This is
> probably a legacy of
> the unit originally being designed and built in
> Great Britain, then the
> company was bought by Bendix/King.
>
> Since the battery is used to keep the RAM alive, an
> external battery would still be required.
>
> Mine lasted over 5 years before the message poped
up.
>
> Good Luck,
>
> Jim Stone
__________________________________
Message 23
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|
| Subject: | [Fwd: RE: I think we need some advice here.] |
0.12 HTML_TITLE_EMPTY BODY: HTML title contains no text
0.00 FORGED_RCVD_HELO Received: contains a forged HELO
--> AeroElectric-List message posted by: Harley <harley@agelesswings.com>
Group...
Just got this from Brad at Emag, in reply to my earlier message....
He has changed the website a bit to reflect some of the questions...
Also...he asks anyone with a question to please just ask...and
congratulates Bob for his good responses.
Harley Dixon
-------- Original Message --------
Subject: RE: I think we need some advice here.
From: Brad Dement <brad@proplink.org>
Mornin Harley....
Thanks for the heads up. I do occasionally watch that group. I am just
wary about launching another full time career (I have 4 already)
responding to discussion groups. I figure that if someone has a burning
question they need an answer to, they will ask. I spend almost half my
time responding to calls and emails as it is.
So that you will have good data:
Mag Mode is an option, not a requirement, when running in tandem with a
magneto. If you want simultaneous firing from both plugs, Mag Mode will
do that but you will loose the benefit of timing advance, In Advance
Mode, the timing will vary but you no longer have simultaneous firing of
both plugs (if you care about that). Mag Mode simply gives the owner a
choice. I just added some language to the web site installation
instructions to clarify this point.
I am not clear on who is asking the questions and who is responding in
the attachment below, but it seems whoever is responding is doing a
pretty good job, and likely with more credibility than the "factory".
As much as possible, I'd like the products to speak for themselves. The
first batch of ignitions are now being installed by customers.
I'll keep watching.
Kindest Regards,
Brad Dement
Message 24
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--> AeroElectric-List message posted by: "Leo J. Corbalis" <leocorbalis@sbcglobal.net>
Why not ask the FAA ? Why did I have to fly 40 hrs off for my Rotax912UL and
an identical Zodiac with an O-200 would have to fly only 25 hrs.
Leo Corbalis
Message 25
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|
| Subject: | Re: Advance release of new Rev 11 Z-figure |
0.00 FORGED_RCVD_HELO Received: contains a forged HELO
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <b.nuckolls@cox.net>
At 08:58 AM 10/25/2004 -0400, you wrote:
>--> AeroElectric-List message posted by: Charlie Kuss
><chaztuna@adelphia.net> 0.00 FORGED_RCVD_HELO Received: contains a
>forged HELO
>
>
> >--> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
> ><b.nuckolls@cox.net>
> >
> >I have a builder who wants to use the SD-20 as the vacuum pump driven
> >alternator in a single battery airplane. Figure Z-12 is the contemporary
> >approach for an airplane already flying . . . Z-12 mirrors the STC'ed
> >installation on many single-engine ariplanes.
> >
> >Figure Z-10 was crafted to support the main-bus/e-bus architecture
> >of Z-13 and other published drawings. One may download this drawing
> >for review at:
> >
> >http://www.aeroelectric.com/articles/Appendix_Z_Drawings/z10A.pdf
> >
> >The AutoCAD version is posted there also at:
> >
> >http://www.aeroelectric.com/articles/Appendix_Z_Drawings/z10A.dwg
> >
> >
> > Bob . . .
>
>Bob
> I just tried the link to download the AutoCAD version of the drawing. I'm
>getting a
>
>
>Not Found
>
>The requested URL was not found on this server.
>
>message. Am I just to quick on the draw here?
No, I had a typo in the file name as uploaded to the server.
Try again. Thanks for the heads-up.
Bob . . .
---
Message 26
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|
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <b.nuckolls@cox.net>
>
>I've been hearing all the hype about "multi-spark" for many years and in the
>past have tried to quantify the benefits. Note that there is a big
>difference between "CD" systems and "inductive", or "Kettering" systems.
<snip>
>I'm not sure if it's the best thing since sliced bread or buttered toast,
>but either way the E/P-mag looks cool. Problem is I need a 6-cylinder
>system and that is a lot more difficult. Are they working on such a thing?
>
>Gary Casey
The last time I talked with them, a 6-cyl system is "in the works" but
I don't recall a target date to market.
One of things I find a little disingenuous for all of the marketing
hype on electronic ignitions is the idea that "my flame thrower is
better than his blowtorch" when in fact, 99% of the improvements
come from being several hundred percent better than a candle (magneto)
such that cranking is much improved, automotive spark plugs can be
used (here where the REAL $savings$ happens) and oh yeah, if you spend
hours and hours at full throttle cruise at 8,000 feet or more you
get some fuel savings.
Just about anything one can do to ditch the mags will get you
most of what you need, all the rest is infomercial trying to
get you to choose one product over another. Current market
offerings have done pretty well for the last 15 years but it
may be that Emag Ignition's offerings have the better value
due to ease of installation and the fact that they did their
homework with respect to starter brown-out.
I wish them well and hope we get lots of happy feedback
from their first couple of years worth of customers.
Bob . . .
---
Message 27
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| Subject: | RE: Bendix King Skyforce IIIC GPS battery |
--> AeroElectric-List message posted by: Chuck Jensen <cjensen@dts9000.com>
For all the DIYs. The disassembly is not difficult but as you work your way
down through the board levels, just remove the screws and clips as you go.
The battery leads are soldered directly onto the board. Use a solder-sucker
to desolder the pigtail joints. Put the new battery pigtails in place,
soldered it (not too many close-by components to be heat damaged) and
reassemble. Plug in, turn on and allow internal battery to charge up.
Cycle unit off/on. The database will likely be corrupted (it's probably a
Political Database). If the memory is corrupted, go into SETUP and clear
memory. The code to clear memory is either 3-3-3-3 or 1-2-3-4. When the
memory is cleared, your pin number is reset to 1-2-3-4. You will lose all
your saved flight plans and/or waypoints, but that's not the end of the
world!
Kurt, an external battery may get disconnected, or not charged; each time
resulting in loss of your memory and corrupted database. Replacing the
internal battery is a once-every-5-year project and takes less than an
hour...2 hours for the dexterity-challenged. Not a big deal.
As to the battery itself, the McMaster-Carr P/N is 6951K999 and the
description is "disposable lithium battery Hawker Entercell 3.7V TO6/8AA TCL
with one wire pigtail each end." Price was $13.46 with $3.45 shipping.
Chuck
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of kurt
schrader
Subject: RE: AeroElectric-List: RE: Bendix King Skyforce IIIC GPS
battery
--> AeroElectric-List message posted by: kurt schrader
<smokey_bear_40220@yahoo.com>
Hi Jim,
What I meant to say is that I wanted to mount the
replacement battery on the outside to avoid opening
the unit again next time. My main power comes off the
aircraft system. An external battery could be of any
diminsions and not have to fit the inside space. It
could be larger or maybe a cheaper substitute? Or
just a radio shack substitute that is easier to get.
How's that for thinking out of the box? :-) Ok, if
it isn't too hard to do, I'll just stick with the
matching substitute.
Kurt S.
--- Jim Stone <jsto1@tampabay.rr.com> wrote:
> Re: AeroElectric-List: RE: Bendix King Skyforce
> IIIC GPS battery
>
> Kert,
>
> I agree it's a bummer, having just gone through the
> process myself. I
> also did some investigations inside the box. It is
> NOT a standard
> identifiable battery as one would expect. This is
> probably a legacy of
> the unit originally being designed and built in
> Great Britain, then the
> company was bought by Bendix/King.
>
> Since the battery is used to keep the RAM alive, an
> external battery would still be required.
>
> Mine lasted over 5 years before the message poped
up.
>
> Good Luck,
>
> Jim Stone
__________________________________
Message 28
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| Subject: | IPod connectivity |
--> AeroElectric-List message posted by: "Werner Schneider" <glastar@gmx.net>
It just happend, that I've got a brand new ipod. Now the big question where
to get an adapter cable to wire it to my GMA 340 Audio Panel and where to
get the power adapter for wiring directly to the 12V source of my ship?
I've seen a Belkin Car Adapter but nothing for the Audio connection.
Any help appreciated
Werner
Message 29
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| Subject: | Re: IPod connectivity |
--> AeroElectric-List message posted by: Walter Tondu <walter@tondu.com>
On 10/25 11:26, Werner Schneider wrote:
> --> AeroElectric-List message posted by: "Werner Schneider" <glastar@gmx.net>
>
> It just happend, that I've got a brand new ipod. Now the big question where
> to get an adapter cable to wire it to my GMA 340 Audio Panel and where to
> get the power adapter for wiring directly to the 12V source of my ship?
I connected the stereo headphone jack of the ipod to one of
the music inputs of my GMA340 intercom. It takes a 3.5mm
stereo jack (left, right and common) on both ends. I wired
the music 1 output to a stereo jack on the panel.
You can find this type of cable at radio shack.
see entry dated 10/17
http://www.rv7-a.com/avionics_panel_3.htm
--
Walter Tondu
http://www.rv7-a.com
Message 30
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| Subject: | Re: IPod connectivity |
--> AeroElectric-List message posted by: John Grosse <grosseair@ameritech.net>
Try Radio Shack. That's where I got mine.
John
Werner Schneider wrote:
>--> AeroElectric-List message posted by: "Werner Schneider" <glastar@gmx.net>
>
>It just happend, that I've got a brand new ipod. Now the big question where
>to get an adapter cable to wire it to my GMA 340 Audio Panel and where to
>get the power adapter for wiring directly to the 12V source of my ship?
>
>I've seen a Belkin Car Adapter but nothing for the Audio connection.
>
>Any help appreciated
>
>Werner
>
>
>
>
Message 31
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| Subject: | Re: IPod connectivity |
--> AeroElectric-List message posted by: "Dan Checkoway" <dan@rvproject.com>
Not directly an answer to your question, but... I've mentioned this before
on this list and want to reiterate it...so your music experience is as
robust as possible. 8-)
There's a 10x gain select feature on the GMA-340. Slap a jumper from some
pin to ground and there you go. Believe it's called "High Music Gain
Select" (pin 15?). Only later models with mods 2 & 5 have it, I believe.
This is a MUST for most entertainment devices. It's a built-in boost that
eliminates the need for any external amplification.
Also I encourage using the ICS Mute Inhibit feature -- same sort of
pin-jumped-to-ground setup (pin 13?) -- so you can talk over the music
without interrupting it (transmissions do still interrupt).
It's all outlined in the GMA-340's install manual.
http://images.rvproject.com/garmin/GMA340AudioPanel_InstallationManual.pdf
See 2.6.6 and the end of 3.1.11.
I've probably posted this at least twice on this list. Sorry if it's
annoying. I just feel it makes a huge difference, and it's free!
Hope this helps,
)_( Dan
RV-7 N714D
http://www.rvproject.com
----- Original Message -----
From: "Werner Schneider" <glastar@gmx.net>
Subject: AeroElectric-List: IPod connectivity
> --> AeroElectric-List message posted by: "Werner Schneider"
<glastar@gmx.net>
>
> It just happend, that I've got a brand new ipod. Now the big question
where
> to get an adapter cable to wire it to my GMA 340 Audio Panel and where to
> get the power adapter for wiring directly to the 12V source of my ship?
>
> I've seen a Belkin Car Adapter but nothing for the Audio connection.
>
> Any help appreciated
>
> Werner
>
>
Message 32
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--> AeroElectric-List message posted by: "Kingsley Hurst" <khurst@taroom.qld.gov.au>
Bob,
Regarding Figure Z-16 (for rotax) I am unable to understand why the wire
from the capacitor to the starter contactor thru the OV disconnect relay
does not have any protection (F.L. ?) at the capacitor end, this being
the hot end during normal operations when the alternator is charging.
Can you help please ?
Regards
Kingsley Hurst
Europa Mono 281 in Oz.
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