Today's Message Index:
----------------------
1. 02:56 AM - Re: Ground and braded wire. (Johann G.)
2. 06:32 AM - Re: VHF antenna placement wrt transponder (Robert L. Nuckolls, III)
3. 07:03 AM - Re: Ground and braded wire. (Bob Kuc)
4. 08:03 AM - VHF antenna placement wrt transponder antenna (Mickey Coggins)
5. 09:23 AM - Power Contactors (Drdavevk30@aol.com)
6. 09:46 AM - ARINC 429 port and general serial ?'s (Stewart, Michael (ISS Atlanta))
7. 10:11 AM - Re: ARINC 429 port and general serial ?'s (f1rocket@comcast.net)
8. 11:29 AM - Strobe Power supply (John B. Szantho)
9. 11:51 AM - Re: Strobe Power supply (f1rocket@comcast.net)
10. 11:52 AM - Re: Strobe Power supply (Robert L. Nuckolls, III)
11. 01:30 PM - Re: Power Contactors (Robert L. Nuckolls, III)
12. 01:38 PM - Re: Ground and braded wire. (Robert L. Nuckolls, III)
13. 01:51 PM - Re: Strobe Power supply (Bill and Marsha)
14. 01:55 PM - Re: ARINC 429 port and general serial ?'s (David E. Nelson)
15. 02:09 PM - whalen strobe wire size (Bill and Marsha)
16. 03:57 PM - Re: Power Contactors (John Schroeder)
17. 04:03 PM - Re: whalen strobe wire size (John Schroeder)
18. 04:53 PM - Ground plane questions... (Malcolm Thomson)
19. 05:32 PM - LVWM and Kilovac contactors (Gilles Thesee)
20. 06:46 PM - Trim Runaway (Eric M. Jones)
21. 07:36 PM - Re: Trim Runaway (Paul Schattauer)
22. 07:52 PM - Re: Trim Runaway (earl_schroeder@juno.com)
Message 1
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| Subject: | Re: Ground and braded wire. |
--> AeroElectric-List message posted by: "Johann G." <johann@gi.is>
Hello Bob L and Bob McC.
Thank you very much for your advise on the braded wire connection. Not
confused any more.
Best wishes,
Johann G.
Zenith 701
Message 2
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| Subject: | Re: VHF antenna placement wrt transponder |
antenna
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <b.nuckolls@cox.net>
antenna
At 05:36 PM 12/14/2004 +0100, you wrote:
>--> AeroElectric-List message posted by: Mickey Coggins
><mick-matronics@rv8.ch>
>
>Hi,
>
>I've read in the archives that one should place two
>VHF antennas as far apart as possible, and Brian
>recommends one on the top, and one on the bottom.
>
>I also read that Garmin recommends 30 inches distance
>between a VHF Comm antenna and one of their GPS antennas.
The top/bottom scenario is ideal but many systems
have functioned satisfactorily side by side and
with less than 30 inches of separation. See older
Cessnas with dual comm antennas on top of wing.
Do the best you can but don't loose any sleep over
it. Whatever you do has a high probability of
satisfactory operation.
>My question is should a VHF Comm antenna be placed a
>certain distance from a transponder antenna?
No, they are so far apart in frequency and function
as to be of very little hazard to each other.
Bob . . .
Message 3
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| Subject: | Re: Ground and braded wire. |
--> AeroElectric-List message posted by: "Bob Kuc" <bkuc1@tampabay.rr.com>
I remember seeing that when wiring the rear seat jacks that separate wires
should be used or all the wires going to all the jacks should be the same
length. I believe that the reasoning for this was that the audio from the
jacks that are closely connected would be louder than the farthest one.
From the schematic, this does not seem to be the case. In fact, I found it
hard to believe that with the distances that we are using it would be the
case. The only reason I could think of would be a single point of failure
then more than one jack could be affected. Now this was before I started on
this list way back a long time ago. So then my question would be, other than
single point of failure, there should not be any reason to extent the
wirings from one jack to another to another to another?
Bob K
> ground return for the microphone jacks. An example of this
> wiring is illustrated in the schematic for the radio harness
> I used to build for the Microair 760 which you can see
> on page 2.1 of the schematics in:
>
> http://www.aeroelectric.com/Catalog/avionics/760imB.pdf
>
Message 4
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| Subject: | VHF antenna placement wrt transponder antenna |
--> AeroElectric-List message posted by: Mickey Coggins <mick-matronics@rv8.ch>
>>I've read in the archives that one should place two
>>VHF antennas as far apart as possible, and Brian
>>recommends one on the top, and one on the bottom.
>>
>>I also read that Garmin recommends 30 inches distance
>>between a VHF Comm antenna and one of their GPS antennas.
>
> The top/bottom scenario is ideal but many systems
> have functioned satisfactorily side by side and
> with less than 30 inches of separation. See older
> Cessnas with dual comm antennas on top of wing.
>
> Do the best you can but don't loose any sleep over
> it. Whatever you do has a high probability of
> satisfactory operation.
Got it. The radios I will use (Icom IC-A200) have a
"transmit/receive" interlock that is wired between
the two radios, so hopefully this will also help
mitigate any trouble.
>>My question is should a VHF Comm antenna be placed a
>>certain distance from a transponder antenna?
>
> No, they are so far apart in frequency and function
> as to be of very little hazard to each other.
That was my thinking after looking at the
differences in lengths of the antennas, and I am
happy to hear this is true based on your experience.
Thanks a lot for the info.
--
Mickey Coggins
http://www.rv8.ch/
#82007 QB Wings/Fuselage
Message 5
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| Subject: | Power Contactors |
--> AeroElectric-List message posted by: Drdavevk30@aol.com
Dear Bob:
I want to use EV200 contactors made by Kilovac/Tyco for my project ( Cirrus
VK-30). They are sealed and very similar to CAP200 contactors made for
certified aircraft. My problem is that the contactors come with a built in coil
economizer circuit. The coil leads are polarized red/black (pos/neg). I don't know
how to take this into account when using as a substitute for contactors in your
Z-14 system. Specifically, 1) do I need to use separate diodes and, if so,
what polarity. Second, can you help me to decide which lead on the EV200 (red or
black) corresponds to which leads in Z-14.
I have attached the schematic for the coil economizer circuit, the EV200
datasheet, as well as the wave forms of the economizer.
Thanks,
drdavevk30@cs.com
Message 6
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| Subject: | ARINC 429 port and general serial ?'s |
--> AeroElectric-List message posted by: "Stewart, Michael (ISS Atlanta)" <mstewart@iss.net>
Need help in identifying data transfer between units.
I think I have too many computers in my panel. I need an explanation of
the ARINC 429 data stream. Who puts it together, and who wants it, and
for what?
I have a GRT EFIS display as primary EFIS, MX20, 430 for com, 330 for
traffic, BMA G3 lite for backup.
Care to explain the difference between the serial data streams and the
ARINC? Are all serial streams created equal?
The 330 for example, in the installation instructions, has 4 arinc in
ports and serves as a "concentrator" to then send out to the 430. What
is in the ARINC data stream that the 430 would want? It says the EFIS
selected course would come into the 330 from the EFIS, then go out on
the ARINC data stream to the 430. Why would the 430 want the course
heading from the EFIS? My understanding is that the 430 is king when it
come to driving position information. I have no clue what the 430 would
do with a heading number from the EFIS.
I am having difficulty resolving who is doing what and why with all this
data passing around. Serial this, ARINC that. ARGH!
Thanks for your help.
Michael Stewart
S8 Wiring duh!
Do not archive
Message 7
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| Subject: | Re: ARINC 429 port and general serial ?'s |
--> AeroElectric-List message posted by: f1rocket@comcast.net
Michael,
I've got some of the same equipment in my Rocket and here's what I "think" the
answers are. All my wiring stuff is back at the hangar.
If the 330 has the traffic feature, then it is probably using the ARINC interface
to drive the traffic display on the 430. I don't have that option. The 430
gets the heading info from the EFIS because the EFIS is the go between for the
autopilot and the 430. I believe the EFIS has the ability to set up your course
and then send it to the 430, saving you from entering it there. This interface
might be two-way, I don't remember. That means you'll need both the ARINC
IN and ARINC OUT connected.
One thing you didn't mention is that there is a ARINC interface between the 330
and the EFIS so that the EFIS can act as the encoder. You can use the old grayscale
lines to do that, but one ARINC wire will get the same job done that usually
takes 7-9 wires to do.
I probably not cleared up any of the confusion, but I'm going from memory. Maybe
I've said one or two things that help.
Randy
F1 Rocket
www.pflanzer-aviation.com
-------------- Original message --------------
> --> AeroElectric-List message posted by: "Stewart, Michael (ISS Atlanta)"
>
>
> Need help in identifying data transfer between units.
>
> I think I have too many computers in my panel. I need an explanation of
> the ARINC 429 data stream. Who puts it together, and who wants it, and
> for what?
>
>
> I have a GRT EFIS display as primary EFIS, MX20, 430 for com, 330 for
> traffic, BMA G3 lite for backup.
>
>
> Care to explain the difference between the serial data streams and the
> ARINC? Are all serial streams created equal?
>
> The 330 for example, in the installation instructions, has 4 arinc in
> ports and serves as a "concentrator" to then send out to the 430. What
> is in the ARINC data stream that the 430 would want? It says the EFIS
> selected course would come into the 330 from the EFIS, then go out on
> the ARINC data stream to the 430. Why would the 430 want the course
> heading from the EFIS? My understanding is that the 430 is king when it
> come to driving position information. I have no clue what the 430 would
> do with a heading number from the EFIS.
>
>
> I am having difficulty resolving who is doing what and why with all this
> data passing around. Serial this, ARINC that. ARGH!
>
>
> Thanks for your help.
>
>
> Michael Stewart
>
> S8 Wiring duh!
>
> Do not archive
>
>
>
>
>
>
Michael,
I've got some of the same equipment in my Rocket and here's what I "think" the
answers are. All my wiring stuff is back at the hangar.
If the 330 has the traffic feature, then it is probably using the ARINC interface
to drive the traffic display on the 430. I don't have that option. The 430
gets the heading info from the EFIS because the EFIS is the go between for the
autopilot and the 430.I believe the EFIS has the ability to set up your course
and then send it to the 430, saving you from entering it there. This interface
might be two-way, I don't remember. That means you'll need both the ARINC IN
and ARINC OUT connected.
One thing you didn't mention is that there is a ARINC interface between the 330
and the EFIS so that the EFIS can act as the encoder. You can use the old grayscale
lines to do that, but one ARINC wire will get the same job done that usually
takes 7-9 wires to do.
I probably not cleared up any of the confusion, but I'm going from memory. Maybe
I've said one or two things that help.
Randy
F1 Rocket
www.pflanzer-aviation.com
-------------- Original message --------------
-- AeroElectric-List message posted by: "Stewart, Michael (ISS Atlanta)"
<MSTEWART@ISS.NET>
Need help in identifying data transfer between units.
I think I have too many computers in my panel. I need an explanation of
the ARINC 429 data stream. Who puts it together, and who wants it, and
for what?
I have a GRT EFIS display as primary EFIS, MX20, 430 for com, 330 for
traffic, BMA G3 lite for backup.
Care to explain the difference between the serial data streams and the
ARINC? Are all serial streams created equal?
The 330 for example, in the installation instructions, has 4 arinc in
ports and serves as a "concentrator" to then send out to the 430. What
is in the
ARINC data stream that the 430 would want? It says the EFIS
selected course would come into the 330 from the EFIS, then go out on
the ARINC data stream to the 430. Why would the 430 want the course
heading from the EFIS? My understanding is that the 430 is king when it
come to driving position information. I have no clue what the 430 would
do with a heading number from the EFIS.
I am having difficulty resolving who is doing what and why with all this
data passing around. Serial this, ARINC that. ARGH!
Thanks for your help.
Michael Stewart
S8 Wiring duh!
Do not archive
members. You'll never see banner ads or any other
ttp://www.matronics.com/trouble-report
Message 8
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| Subject: | Strobe Power supply |
--> AeroElectric-List message posted by: "John B. Szantho" <szantho@usa.com>
I have the Whelen Remote Strobe Light Power Supply mounted under the baggage
floor
on my RV-9A. Is it better to run the shielded cable from the power supply to
the lights in
the wings without using any connectors or can I cut this cable for the
connectors between the
wings and the fuselage and splice the braided shield together at this point?
I am worried
about noise on the system. The connectors would make installation a bit
easier since I
could run the wires in the conduits in both the wings and the fuselage and
close up everything.
John
RV-9A
Message 9
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| Subject: | Re: Strobe Power supply |
--> AeroElectric-List message posted by: f1rocket@comcast.net
John,
I have a connector installed at the wing root, as you describe. I wired the shield
wire to pins on both sides of the Molex fitting in order to have shield wire
continuity all the way from the strobe fixture in the wing to the power supply
in my baggage compartment.
You'll likely see comments about the need to break your wires at the root because
the wings never come off, etc. I chose to do it for convenience sake during
the build process. I like to wire things up as complete as I can while the
project is still at home in the garage. Then, when I get to the cold airport
hangar, all I need to do is insert the wings, snap together the Molex fittings,
and I'm done. If done properly with the proper tools, I don't see this fitting
as adding any significant complexity or risk to my electrical system.
Randy
F1 Rocket
www.pflanzer-aviation.com
-------------- Original message --------------
> --> AeroElectric-List message posted by: "John B. Szantho"
>
> I have the Whelen Remote Strobe Light Power Supply mounted under the baggage
> floor
>
> on my RV-9A. Is it better to run the shielded cable from the power supply to
> the lights in
>
> the wings without using any connectors or can I cut this cable for the
> connectors between the
>
> wings and the fuselage and splice the braided shield together at this point?
> I am worried
>
> about noise on the system. The connectors would make installation a bit
> easier since I
>
> could run the wires in the conduits in both the wings and the fuselage and
> close up everything.
>
>
> John
>
> RV-9A
>
>
>
>
>
>
John,
I have a connector installed at the wing root, as you describe. I wired the shield
wire topins on both sides of the Molex fittingin order to have shield wire
continuity all the way from the strobe fixture in the wing to the power supply
in my baggage compartment.
You'll likely see comments about the need to break your wires at the root because
the wings never come off, etc. I chose to do it for convenience sake during
the build process. I like to wire things up as complete as I can while the project
is still at home in the garage. Then, when I get to the cold airport hangar,
all I need to do is insert the wings, snap together the Molex fittings, and
I'm done. If done properly with the proper tools, I don't see this fitting
as adding any significant complexity or risk to my electrical system.
Randy
F1 Rocket
www.pflanzer-aviation.com
-------------- Original message --------------
-- AeroElectric-List message posted by: "John B. Szantho" <SZANTHO@USA.COM>
I have the Whelen Remote Strobe Light Power Supply mounted under the baggage
floor
on my RV-9A. Is it better to run the shielded cable from the power supply to
the lights in
the wings without using any connectors or can I cut this cable for the
connectors between the
wings and the fuselage and splice the braided shield together at this point?
I am worried
about noise on the system. The connectors would make installation a bit
easier since I
could run the wires in the conduits in both the wings and the fuselage and
close up everything.
John
RV-9A
.com/archives
Message 10
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| Subject: | Re: Strobe Power supply |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <b.nuckolls@cox.net>
At 12:25 PM 12/15/2004 -0700, you wrote:
>--> AeroElectric-List message posted by: "John B. Szantho" <szantho@usa.com>
>
>I have the Whelen Remote Strobe Light Power Supply mounted under the baggage
>floor
>
>on my RV-9A. Is it better to run the shielded cable from the power supply to
>the lights in
>
>the wings without using any connectors or can I cut this cable for the
>connectors between the
>
>wings and the fuselage and splice the braided shield together at this point?
>I am worried
>
>about noise on the system. The connectors would make installation a bit
>easier since I
>
>could run the wires in the conduits in both the wings and the fuselage and
>close up everything.
You can install wing-root connectors without adversely affecting
performance. I discourage this practice as it adds to numbers of
joints in wires that you will probably wish would stay mated and
functional for the lifetime of the airplane. Having said that,
know that Cessna used AMP mate-n-lock connectors in all the SE
fleet beginning in late 60s and to my knowledge, these have NOT
be a problem.
In the spirit of minimizing parts count I'll suggest that you
leave the wires from tips to root full length to route to the
supply. Coil excess wire up at the root until your very close
to first flight and the wings are likely to stay on for the
duration. Run the wires into the power supply and leave about 6"
of slack before you install connectors to mate with power supply.
If you need to pull the wings later, cut the connector off
(or extract the pins) and pull the cable out. Even if you
cut it off, you'll have plenty of slack for future re-installation
of new connectors which are cheap and easy to install.
Bob . . .
Message 11
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| Subject: | Re: Power Contactors |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <b.nuckolls@cox.net>
At 12:21 PM 12/15/2004 -0500, you wrote:
>--> AeroElectric-List message posted by: Drdavevk30@aol.com
>
>Dear Bob:
>
>I want to use EV200 contactors made by Kilovac/Tyco for my project ( Cirrus
>VK-30). They are sealed and very similar to CAP200 contactors made for
>certified aircraft. My problem is that the contactors come with a built in
>coil
>economizer circuit. The coil leads are polarized red/black (pos/neg). I
>don't know
>how to take this into account when using as a substitute for contactors in
>your
>Z-14 system. Specifically, 1) do I need to use separate diodes and, if so,
>what polarity. Second, can you help me to decide which lead on the EV200
>(red or
>black) corresponds to which leads in Z-14.
Attachements don't propagate through the list server but I was able to
find the data sheet for Tyco-Kilovac EV200 contactors which I've posted
at:
http://www.aeroelectric.com/Mfgr_Data/Tyco_Kilovac/ev200.pdf
I've modified a copy of Figure Z-14 to show how these contactors
would be used. You can eliminate the spike catcher diodes from all
three locations (this is built in on the EV200) but you still
need the two steering diodes on the crossfeed contactor.
Download both of these pages:
http://www.aeroelectric.com/PPS/DCPwr/z14h_EV200_1.pdf
http://www.aeroelectric.com/PPS/DCPwr/z14h_EV200_2.pdf
. . . and cut the lap-edge of
one page with a scissors so that you can overlap the two
pages and have cut ends of features on one page match up
with same features on other page. Use transparent tape to join
the pages into a one-page drawing.
Bob . . .
Message 12
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| Subject: | Re: Ground and braded wire. |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <b.nuckolls@cox.net>
At 10:01 AM 12/15/2004 -0500, you wrote:
>--> AeroElectric-List message posted by: "Bob Kuc" <bkuc1@tampabay.rr.com>
>
>I remember seeing that when wiring the rear seat jacks that separate wires
>should be used or all the wires going to all the jacks should be the same
>length. I believe that the reasoning for this was that the audio from the
>jacks that are closely connected would be louder than the farthest one.
> From the schematic, this does not seem to be the case. In fact, I found it
>hard to believe that with the distances that we are using it would be the
>case.
Correct. It might be a factor with front to rear of cabin on a 747
but not on an RV8. Further, most headsets have volume controls on
the earphone cup so that panel controls can be adjusted for "too much"
audio volume and individual users can adjust their own headset levels
as needed.
> The only reason I could think of would be a single point of failure
>then more than one jack could be affected. Now this was before I started on
>this list way back a long time ago. So then my question would be, other than
>single point of failure, there should not be any reason to extent the
>wirings from one jack to another to another to another?
Yeah, this might be an issue but it's pretty small. There are
many other single points of failure for both sets of jacks
in the audio system. This is why P1.10 of the schematics
in:
http://www.aeroelectric.com/Catalog/AEC/9009/9009-700E.pdf
suggest "failsafe" jacks be installed in some out-of-the-way-
but-accessible place in the cockpit. If the audio system craps,
the pilot still has direct access to the comm transceiver's
headset and microphone circuits.
Bob . . .
Message 13
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| Subject: | Re: Strobe Power supply |
--> AeroElectric-List message posted by: "Bill and Marsha" <docyukon@ptcnet.net>
----- Original Message -----
From: <f1rocket@comcast.net>
Subject: Re: AeroElectric-List: Strobe Power supply
> --> AeroElectric-List message posted by: f1rocket@comcast.net
>
> John,
>
> I have a connector installed at the wing root, as you describe. I wired
the shield wire to pins on both sides of the Molex fitting in order to have
shield wire continuity all the way from the strobe fixture in the wing to
the power supply in my baggage compartment.
>
> You'll likely see comments about the need to break your wires at the root
because the wings never come off, etc. I chose to do it for convenience
sake during the build process. I like to wire things up as complete as I
can while the project is still at home in the garage. Then, when I get to
the cold airport hangar, all I need to do is insert the wings, snap together
the Molex fittings, and I'm done. If done properly with the proper tools, I
don't see this fitting as adding any significant complexity or risk to my
electrical system.
>
> Randy
> F1 Rocket
> www.pflanzer-aviation.com
>
> -------------- Original message --------------
>
> > --> AeroElectric-List message posted by: "John B. Szantho"
> >
> > I have the Whelen Remote Strobe Light Power Supply mounted under the
baggage
> > floor
> >
> > on my RV-9A. Is it better to run the shielded cable from the power
supply to
> > the lights in
> >
> > the wings without using any connectors or can I cut this cable for the
> > connectors between the
> >
> > wings and the fuselage and splice the braided shield together at this
point?
> > I am worried
> >
> > about noise on the system. The connectors would make installation a bit
> > easier since I
> >
> > could run the wires in the conduits in both the wings and the fuselage
and
> > close up everything.
> >
> >
> > John
> >
> > RV-9A
> >
> >
> >
> >
> >
> >
>
> John,
>
> I have a connector installed at the wing root, as you describe. I wired
the shield wire topins on both sides of the Molex fittingin order to have
shield wire continuity all the way from the strobe fixture in the wing to
the power supply in my baggage compartment.
>
> You'll likely see comments about the need to break your wires at the root
because the wings never come off, etc. I chose to do it for convenience sake
during the build process. I like to wire things up as complete as I can
while the project is still at home in the garage. Then, when I get to the
cold airport hangar, all I need to do is insert the wings, snap together the
Molex fittings, and I'm done. If done properly with the proper tools, I
don't see this fitting as adding any significant complexity or risk to my
electrical system.
>
> Randy
> F1 Rocket
> www.pflanzer-aviation.com
>
> -------------- Original message --------------
>
> -- AeroElectric-List message posted by: "John B. Szantho"
<SZANTHO@USA.COM>
>
> I have the Whelen Remote Strobe Light Power Supply mounted under the
baggage
> floor
>
> on my RV-9A. Is it better to run the shielded cable from the power supply
to
> the lights in
>
> the wings without using any connectors or can I cut this cable for the
> connectors between the
>
> wings and the fuselage and splice the braided shield together at this
point?
> I am worried
>
> about noise on the system. The connectors would make installation a bit
> easier since I
>
> could run the wires in the conduits in both the wings and the fuselage
and
> close up everything.
>
>
> John
>
> RV-9A
>
>
> .com/archives
>
>
Message 14
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| Subject: | Re: ARINC 429 port and general serial ?'s |
12/15/2004 03:59:37 PM,
Serialize by Router on MailServ59-US/AUS/H/NIC(Release 6.5.1|January 21,
2004) at
12/15/2004 03:59:39 PM,
Serialize complete at 12/15/2004 03:59:39 PM
--> AeroElectric-List message posted by: "David E. Nelson" <david.nelson@pobox.com>
Hi Michael,
I found this:
http://www.condoreng.com/support/downloads/tutorials/ARINCTutorial.PDF
It may be a little technical for some but thought I'd submit for the archives,
at least.
Regards,
/\/elson
Austin, TX
Right Wing/Tank
On Wed, 15 Dec 2004, Stewart, Michael (ISS Atlanta) wrote:
> --> AeroElectric-List message posted by: "Stewart, Michael (ISS Atlanta)" <mstewart@iss.net>
>
> Need help in identifying data transfer between units.
>
> I think I have too many computers in my panel. I need an explanation of
> the ARINC 429 data stream. Who puts it together, and who wants it, and
> for what?
>
>
> I have a GRT EFIS display as primary EFIS, MX20, 430 for com, 330 for
> traffic, BMA G3 lite for backup.
>
>
> Care to explain the difference between the serial data streams and the
> ARINC? Are all serial streams created equal?
>
> The 330 for example, in the installation instructions, has 4 arinc in
> ports and serves as a "concentrator" to then send out to the 430. What
> is in the ARINC data stream that the 430 would want? It says the EFIS
> selected course would come into the 330 from the EFIS, then go out on
> the ARINC data stream to the 430. Why would the 430 want the course
> heading from the EFIS? My understanding is that the 430 is king when it
> come to driving position information. I have no clue what the 430 would
> do with a heading number from the EFIS.
>
>
> I am having difficulty resolving who is doing what and why with all this
> data passing around. Serial this, ARINC that. ARGH!
Message 15
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| Subject: | whalen strobe wire size |
--> AeroElectric-List message posted by: "Bill and Marsha" <docyukon@ptcnet.net>
How do you calculate wire size for flash tubes? I'm useing a HDACF
Whalen power suply with A610 wingtip tubes and a A500 series taillight
assy. Max. joules will be 42. Thanks Bill S. Pulsar III
Message 16
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| Subject: | Re: Power Contactors |
--> AeroElectric-List message posted by: "John Schroeder" <jschroeder@perigee.net>
Bob -
Could you also post the .DWG Auto CAD file.
Many thanks,
John
On Wed, 15 Dec 2004 15:28:58 -0600, Robert L. Nuckolls, III
<b.nuckolls@cox.net> wrote:
> --> AeroElectric-List message posted by: "Robert L. Nuckolls, III"
> <b.nuckolls@cox.net>
>
> At 12:21 PM 12/15/2004 -0500, you wrote:
>> --> AeroElectric-List message posted by: Drdavevk30@aol.com
>>
>> Dear Bob:
>>
>> I want to use EV200 contactors made by Kilovac/Tyco for my project
>> ( Cirrus
>> VK-30). They are sealed and very similar to CAP200 contactors made for
>> certified aircraft. My problem is that the contactors come with a built
>> in
>> coil
>> economizer circuit. The coil leads are polarized red/black (pos/neg). I
>> don't know
>> how to take this into account when using as a substitute for contactors
>> in
>> your
>> Z-14 system. Specifically, 1) do I need to use separate diodes and, if
>> so,
>> what polarity. Second, can you help me to decide which lead on the EV200
>> (red or
>> black) corresponds to which leads in Z-14.
>
> Attachements don't propagate through the list server but I was able to
> find the data sheet for Tyco-Kilovac EV200 contactors which I've
> posted
> at:
>
> http://www.aeroelectric.com/Mfgr_Data/Tyco_Kilovac/ev200.pdf
>
> I've modified a copy of Figure Z-14 to show how these contactors
> would be used. You can eliminate the spike catcher diodes from all
> three locations (this is built in on the EV200) but you still
> need the two steering diodes on the crossfeed contactor.
>
> Download both of these pages:
>
> http://www.aeroelectric.com/PPS/DCPwr/z14h_EV200_1.pdf
> http://www.aeroelectric.com/PPS/DCPwr/z14h_EV200_2.pdf
>
> . . . and cut the lap-edge of
> one page with a scissors so that you can overlap the two
> pages and have cut ends of features on one page match up
> with same features on other page. Use transparent tape to join
> the pages into a one-page drawing.
>
> Bob . . .
>
>
--
Message 17
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| Subject: | Re: whalen strobe wire size |
--> AeroElectric-List message posted by: "John Schroeder" <jschroeder@perigee.net>
Why not just buy the cabling from Whelen and not worry about the wire
size. :-))
There was a thread on this awhile back. It should be in the archives.
John
On Wed, 15 Dec 2004 16:07:32 -0600, Bill and Marsha <docyukon@ptcnet.net>
wrote:
> --> AeroElectric-List message posted by: "Bill and Marsha"
> <docyukon@ptcnet.net>
>
> How do you calculate wire size for flash tubes? I'm useing a HDACF
> Whalen power suply with A610 wingtip tubes and a A500 series taillight
> assy. Max. joules will be 42. Thanks Bill S. Pulsar III
>
Message 18
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|
| Subject: | Ground plane questions... |
--> AeroElectric-List message posted by: "Malcolm Thomson" <mdthomson@attglobal.net>
I'm building a Thunder Mustang which is almost 100% carbon fiber. My
questions are:
1. Do antennas which receive only (ILS/VOR/Marker) need ground planes
and if so what size.
2. Can a "spray-on" metal coating be used?
3. For Com antenna's how big must the ground plane be (minimum and
preferred sizes)?
4. If the ground plane is on the inside of the aircraft (opposite side
of the carbon skin than the antenna) does it still work?
5. Does the ground plane have to be made of sheet metal and be shaped
round, square or do strips of copper tape work?
Thanks
Malcolm.
Message 19
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|
| Subject: | LVWM and Kilovac contactors |
--> AeroElectric-List message posted by: "Gilles Thesee" <Gilles.Thesee@ac-grenoble.fr>
Bob,
Some time ago I asked questions about problems with my low voltage warning.
My diagram is as per figure Z16 with two batteries and ABMM.
The main battery is monitored by the ABMM, and the auxiliary battery voltage
is monitored by a Low Voltage Warning Module with switching functionality to
light a panel light when the Aux battery is not online.
To prevent the LVWM from draining the Aux battery, it is powered through a
small relay energized by the E-bus.
I hope my description is clear enough.
Now here is my problem :
When the ship is powered by a bench supply via the 'cold' contact of the
main battery contactor, everyhing works as expected.
But when the Kilovac EV 200 main contactor is energized, the LVWM fails to
annunciate.
To make a long story short, I came to the conclusion the relay was the
culprit. When the Kilovac contactor comes on line, the small relay opens,
isolating the LVWM.
I conducted some tests with another relay with the same result. I borrowed a
standard Cutler-Hammer contactor and used it with jumpers in the airplane :
no problem with the LVWM.
The Kilovac has a special economizer circuit, but how can it disturb this
particular relay, and only this one ? After all a contactor is a contactor,
and everything else is working.
Have you heard about such a problem with the Kilovac EV 200 contactors, or
do you have an idea as to how to work around the problem ?
Thanks for your help,
Regards,
Gilles
Message 20
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--> AeroElectric-List message posted by: "Eric M. Jones" <emjones@charter.net>
I have a question regarding the spooky runaway trim--
My suspicion is that stuck buttons on the joystick are the culprit.
Does anyone have the real gospel on the problem?
Regards,
Eric M. Jones
www.PerihelionDesign.com
113 Brentwood Drive
Southbridge MA 01550-2705
Phone (508) 764-2072
Email: emjones@charter.net
When trouble arises and things look bad, there is always one individual
who perceives a solution and is willing to take command.
Very often, that individual is crazy.
--Dave Barry
Message 21
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--> AeroElectric-List message posted by: "Paul Schattauer" <chasm711@msn.com>
Eric
Could be the button, could be the relay, could be the servo/wiring. If you
use a china hat for the stick control get a good quality one. This has been
chewed over before and there is some good stuff in the archives. Basically
it's just a trim tab not the whole stabilizer and you can over power it
fairly easily. But if you want the belt and suspenders approach try this.
Get a three position switch with one side spring loaded to center. Wire the
up position normal on, center off and down (spring loaded off) reverse. If
you get a stuck relay or switch you can turn it off (center) and "bump" it
back to where you want it with the spring loaded down (reverse).
Paul Schattauer
RV8 808PS
>From: "Eric M. Jones" <emjones@charter.net>
>Reply-To: aeroelectric-list@matronics.com
>To: <aeroelectric-list@matronics.com>
>Subject: AeroElectric-List: Trim Runaway
>Date: Wed, 15 Dec 2004 21:49:41 -0500
>
>--> AeroElectric-List message posted by: "Eric M. Jones"
><emjones@charter.net>
>
>I have a question regarding the spooky runaway trim--
>
>My suspicion is that stuck buttons on the joystick are the culprit.
>
>Does anyone have the real gospel on the problem?
>
>Regards,
>Eric M. Jones
>www.PerihelionDesign.com
>113 Brentwood Drive
>Southbridge MA 01550-2705
>Phone (508) 764-2072
>Email: emjones@charter.net
>
>
>When trouble arises and things look bad, there is always one individual
>who perceives a solution and is willing to take command.
>Very often, that individual is crazy.
> --Dave Barry
>
>
Message 22
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|
| Subject: | Re: Trim Runaway |
--> AeroElectric-List message posted by: earl_schroeder@juno.com
Or another possible solution is to have another set of switches available
to 'override' the coolie hat. Since my ailerons are only spring biased
in trim and easily overridden I don't need one for that but I do have one
for the elevator trim. Other than the coolie hat switch which works
'nearly' all the time, I really like my infinity stick grips. Earl
On Wed, 15 Dec 2004 22:33:42 -0500 "Paul Schattauer" <chasm711@msn.com>
writes:
> --> AeroElectric-List message posted by: "Paul Schattauer"
> <chasm711@msn.com>
>
> Eric
>
> Could be the button, could be the relay, could be the servo/wiring.
> If you
> use a china hat for the stick control get a good quality one. This
> has been
> chewed over before and there is some good stuff in the archives.
> Basically
> it's just a trim tab not the whole stabilizer and you can over power
> it
> fairly easily. But if you want the belt and suspenders approach try
> this.
> Get a three position switch with one side spring loaded to center.
> Wire the
> up position normal on, center off and down (spring loaded off)
> reverse. If
> you get a stuck relay or switch you can turn it off (center) and
> "bump" it
> back to where you want it with the spring loaded down (reverse).
>
> Paul Schattauer
> RV8 808PS
>
>
> >From: "Eric M. Jones" <emjones@charter.net>
> >Reply-To: aeroelectric-list@matronics.com
> >To: <aeroelectric-list@matronics.com>
> >Subject: AeroElectric-List: Trim Runaway
> >Date: Wed, 15 Dec 2004 21:49:41 -0500
> >
> >--> AeroElectric-List message posted by: "Eric M. Jones"
> ><emjones@charter.net>
> >
> >I have a question regarding the spooky runaway trim--
> >
> >My suspicion is that stuck buttons on the joystick are the
> culprit.
> >
> >Does anyone have the real gospel on the problem?
> >
> >Regards,
> >Eric M. Jones
> >www.PerihelionDesign.com
> >113 Brentwood Drive
> >Southbridge MA 01550-2705
> >Phone (508) 764-2072
> >Email: emjones@charter.net
> >
> >
> >When trouble arises and things look bad, there is always one
> individual
> >who perceives a solution and is willing to take command.
> >Very often, that individual is crazy.
> > --Dave Barry
> >
> >
>
>
> http://www.matronics.com/FAQ/AeroElectric-List.htm
>
>
>
>
>
>
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