Today's Message Index:
----------------------
1. 12:08 AM - Schematic Review (matronics.20.swinn@xoxy.net)
2. 04:41 AM - D-sub pins for MAC servo connection (The Minearts)
3. 05:57 AM - Re: ARINC 429 port and general serial ?'s (Stewart, Michael (ISS Atlanta))
4. 06:54 AM - Re: D-sub pins for MAC servo connection (Robert L. Nuckolls, III)
5. 07:02 AM - Battery Charger (desulfator) (WRBYARS@aol.com)
6. 08:19 AM - Re: Schematic Review (Robert L. Nuckolls, III)
7. 08:44 AM - Trim Runaway ()
8. 09:13 AM - Re: whalen strobe wire size (Bill and Marsha)
9. 04:31 PM - Trim Relay Deck (D Fritz)
10. 04:46 PM - Re: Trim Relay Deck (John Schroeder)
11. 04:51 PM - Re: Trim Relay Deck (Denis Walsh)
12. 05:00 PM - Santa Maria (CA) Fly-in Weekend (April 22-24 2005) - SMXgig (Cory Emberson)
13. 08:24 PM - Re: Trim Relay Deck (Robert L. Nuckolls, III)
Message 1
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| Subject: | Schematic Review |
--> AeroElectric-List message posted by: matronics.20.swinn@xoxy.net
Group:
I have prepared a schematic for the Long-EZ project I am working on.
The aircraft will be utilizing lightweight starter, alternator and the
SD-8 as a backup power source. The engine is a Lycoming with dual
electronic ignition, so reliability and redundancy are my biggest goals.
Also very important is to make the electrical system as easy to use as
possible. I have combined some ideas from the various architectures
described in the 'Connection and have come up with the following Dual
Alternator, Dual battery system. The system is essentially Z-13, but
adds a second battery. The only feature that I think is new is the
Essential Bus feed select switch is a 2-1, allowing the essential bus to
be powered from either the main or alternate battery. Further, this
switch also couples the SD-8 alternator to the battery that is selected
so that the pilot won't accidentally connect it to the wrong battery.
I have two additional thoughts on this circuit:
1. I thought about powering the Aux Battery contactor from the DC Power
Master switch instead of a separate switch. This simplifies the system
and I only see one disadvantage, in the event of a battery failure, the
Main Bus can't be isolated and connected to the remaining battery.
2. I could eliminate the Aux Alternator Power switch and switch it
ON/OFF from the E-Buss switch. I'm not sure what kind of switch would
work for this along with it's existing duties, but then the E-Bus alt
feed switch would automatically setup the E-Bus with one operation by
the pilot. A possible disadvantage here is that the e-bus switch is
becoming a concentrated point of failure for three functions.
I'm offering up this schematic for critical review; it can be found at
the following URL:
http://66.159.252.83/PowerDistribution.jpg
I do have one question as well: The batteries and contactors will be in
the nose. That means the 2AWG wire running to the starter will be 12
feet long or so. Do I need to put some king of protection on this wire
as it leaves the Contactor? It doesn't seem like a good idea to have a
2AWG wire running the length of the aircraft with no over-current
protection.
Thanks!
-Scott
San Diego, CA
Message 2
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| Subject: | D-sub pins for MAC servo connection |
--> AeroElectric-List message posted by: "The Minearts" <smineart@kdsi.net>
I was thinking of using Bob's method for using the D-sub connectors for the servo
wires. Am I missing something, or would it make a more reliable connection
to substitute machined, crimped pins for the solder connections in Bob's illustration?
Steve Mineart, CH601XL
Message 3
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| Subject: | ARINC 429 port and general serial ?'s |
--> AeroElectric-List message posted by: "Stewart, Michael (ISS Atlanta)" <mstewart@iss.net>
Thanks for this great response Brian!
Mike
PS, my parents owned Ellingtons restaurant in Cruz Bay for 15 years. I
have been to Red Hook Many Many times.
Do not archive.
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Brian
Lloyd
Subject: Re: AeroElectric-List: ARINC 429 port and general serial ?'s
--> AeroElectric-List message posted by: Brian Lloyd <brianl@lloyd.com>
On Dec 15, 2004, at 1:43 PM, 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?
Perhaps the first answer is why you might want it. The nice thing
about ARINC 429 is that it multiplexes a lot of different data on to
one set of data lines. In the olden days you had separate wiring for
almost every knob in the aircraft. For instance, the heading bug and
OBS each required four wires. Each needle and flag in an indicator
required two wires. Slaving information for your remote compass
required four wires. The horizontal gyro needs five wires for its
synchro output. Now imagine a remotely slaved HSI with CDI, VDI, a
flag for each, heading bug, OBS, and remote horizontal gyro. Now you
know why it has a wire bundle coming out the back that is as thick as
your thumb.
All that can be carried on a single pair of wires when using ARINC 429.
Instead of each set of wires carrying its own special signal, now you
can digitally transmit the same information and share the same pair of
wires for all the data. The wires carry the electronic message
equivalent of "heading 045 degrees," "OBS set to 317 degrees," "CDI is
1.5 dots left," "GS needle is one dot low," "ground track is 043
degrees," "altitude is 4,575 feet," "altitude hold set to 4,500 feet,"
etc.
Once you get an idea of the messages that *can* be sent over an ARINC
429 data stream you can begin to get an idea of who generates it and
who might want it.
> 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?
No, they are not. There are many different ways to transmit data
serially. RS-232 is one physical specification and then you can layer
things like async, HDLC/SDLC, and other higher-layer protocols on top
of that. ARINC 429 has its own electrical and data format that is not
like anything else (surprise!). Ethernet is yet another serial
protocol. There are boatloads of ways to send data serially and many
of them are incompatible.
> 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?
Well, I can imagine the 430 and MX20 wanting heading data from the
slaved gyro compass to orient the moving map display. You want the
moving map to orient to your heading so the map on the screen looks
like the ground even if there is a wind correction angle. The 430,
also being a VOR receiver, wants to know what your OBS is set to. If
there is traffic that information needs to find its way to the
display(s).
> 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.
As I indicated earlier, you want it for map orientation.
> I am having difficulty resolving who is doing what and why with all
> this
> data passing around. Serial this, ARINC that. ARGH!
Well, neither ARINC 429 nor RS-232 (NMEA-0183 for that matter) are
designed to allow two data sources to coexist. Consider that your EFIS
is providing heading and OBS data while your GPS is providing position
and track data to your MX20. You have two data sources and one data
sink. Either the MX20 must have a separate input for each device that
sources data (impractical) or you can have various devices accepting
multiple inputs and then combine them on a single output. A device
that does this is a 'concentrator'.
ARINC 429 is actually being phased out. The 'only one talker' rule is
a real pain-in-the-butt, especially given that having multiple talkers
and listeners on the same buss is common now. Ethernet is a good
example. Airbus has standardized on switched 100Mbps Ethernet as the
standard flight instrumentation buss now. And ARINC 429's data rate of
100Kbps makes it 1000 times slower than Ethernet.
This is pretty simplistic but hopefully it provides a glimmer of why
one might want to use ARINC 429.
Brian Lloyd 6501 Red Hook Plaza
brianl@lloyd.com Suite 201
+1.340.998.9447 St. Thomas, VI 00802
There is a time to laud one's country and a time to protest. A good
citizen is prepared to do either as the need arises.
Message 4
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| Subject: | Re: D-sub pins for MAC servo connection |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <b.nuckolls@cox.net>
At 06:39 AM 12/17/2004 -0600, you wrote:
>--> AeroElectric-List message posted by: "The Minearts" <smineart@kdsi.net>
>
>I was thinking of using Bob's method for using the D-sub connectors for
>the servo wires. Am I missing something, or would it make a more reliable
>connection to substitute machined, crimped pins for the solder connections
>in Bob's illustration?
You can go either way. The solder-cup connectors are not
especially "weaker" than the machined pin connectors. The
machined pins are easier to install and if you get one
in the wrong hole, you can pull it out and move it. The
fine wires on a MAC actuator would probably like to be
doubled back to insure enough copper in the crimp of a
machined pin but which ever connector is most attractive
to you will work fine.
Bob . . .
--------------------------------------------------------
< Throughout history, poverty is the normal condition >
< of man. Advances which permit this norm to be >
< exceeded -- here and there, now and then -- are the >
< work of an extremely small minority, frequently >
< despised, often condemned, and almost always opposed >
< by all right-thinking people. Whenever this tiny >
< minority is kept from creating, or (as sometimes >
< happens) is driven out of a society, the people >
< then slip back into abject poverty. >
< >
< This is known as "bad luck". >
< -Lazarus Long- >
<------------------------------------------------------>
http://www.aeroelectric.com
--
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Checked by AVG Anti-Virus.
Message 5
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| Subject: | Battery Charger (desulfator) |
--> AeroElectric-List message posted by: WRBYARS@aol.com
Greetings to all,
I wanted to share this item with every body. I've had one of these for a
couple of years and can say that it works on most "old " batteries. I keep it
on
my Luscombe T8F as a trickle charge when I'm not flying much, it has an auto
shut off so you don't over charge.
Cheers
Bill Byars
1949 T8F
http://www.northerntool.com/webapp/wcs/stores/servlet/ProductDisplay?storeId=6
970&productId=197012&R=197012&cmemid=EFP090501p01c01
Message 6
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| Subject: | Re: Schematic Review |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <b.nuckolls@cox.net>
At 12:08 AM 12/17/2004 -0800, you wrote:
Before we get into specifics of your proposal, can you
explain where you find figure Z-13 deficient to your
design and the missions you plan to use it in? In other
words, what manner of in-flight failures are you trying
to mitigate?
Please understand, this is NOT an instance of "not invented
here" syndrome. I perceive this as an excellent example case
for conducting an FMEA . . . failure modes effects analysis
where:
1. How many ways can a part fail?
2. How will each failure affect system operation?
3. How will I know it failed in flight?
4. Is the failure preflight detectable?
5. Is failure of this part, in any failure mode, likely to create
a hazard to flight?
6. Will failure of this part be likely to overtax my piloting
skills for comfortably terminating the flight?
For review, I did a Google on FMEA and Preflight and this item
was at the top of the first page:
http://www.gatm.com/flying/electrical/introduction.html
I was gratified to see that someone understood and embraced the
concepts of failure tolerance and expanded on those to fit his/her
particular situation in the modification of a Grumman Tiger. 95%
of the words in this piece are my own.
The goal of this exercise is two-fold. (1) to assist you in
achieving your acknowledged goal of simple system reliability
and (2) identify ways in which anything I've published can
be improved upon. The first edition of Appendix Z was significantly
different in many ways . . . all the changes were improvements
deduced in studies similar to that which I am proposing for
task before you.
A good place to begin is to figure out which Z-drawing is
most attractive to your goals, figure out where it's deficient
and modify it to correct the deficiencies. There are many
new readers to the List since the last time we conducted this
exercise . . . obviously, you can wire your airplane any way
you wish but I'd be pleased if you would indulge me in some
good critical review of ALL the ideas before us with the goal
of passing these skills on to others.
Bob . . .
>--> AeroElectric-List message posted by: matronics.20.swinn@xoxy.net
>
>
>Group:
>
>I have prepared a schematic for the Long-EZ project I am working on.
>The aircraft will be utilizing lightweight starter, alternator and the
>SD-8 as a backup power source. The engine is a Lycoming with dual
>electronic ignition, so reliability and redundancy are my biggest goals.
>Also very important is to make the electrical system as easy to use as
>possible. I have combined some ideas from the various architectures
>described in the 'Connection and have come up with the following Dual
>Alternator, Dual battery system. The system is essentially Z-13, but
>adds a second battery. The only feature that I think is new is the
>Essential Bus feed select switch is a 2-1, allowing the essential bus to
>be powered from either the main or alternate battery. Further, this
>switch also couples the SD-8 alternator to the battery that is selected
>so that the pilot won't accidentally connect it to the wrong battery.
>
>I have two additional thoughts on this circuit:
>1. I thought about powering the Aux Battery contactor from the DC Power
>Master switch instead of a separate switch. This simplifies the system
>and I only see one disadvantage, in the event of a battery failure, the
>Main Bus can't be isolated and connected to the remaining battery.
>
>2. I could eliminate the Aux Alternator Power switch and switch it
>ON/OFF from the E-Buss switch. I'm not sure what kind of switch would
>work for this along with it's existing duties, but then the E-Bus alt
>feed switch would automatically setup the E-Bus with one operation by
>the pilot. A possible disadvantage here is that the e-bus switch is
>becoming a concentrated point of failure for three functions.
>
>I'm offering up this schematic for critical review; it can be found at
>the following URL:
>
>http://66.159.252.83/PowerDistribution.jpg
>
>I do have one question as well: The batteries and contactors will be in
>the nose. That means the 2AWG wire running to the starter will be 12
>feet long or so. Do I need to put some king of protection on this wire
>as it leaves the Contactor? It doesn't seem like a good idea to have a
>2AWG wire running the length of the aircraft with no over-current
>protection.
>
>Thanks!
>
>-Scott
>San Diego, CA
--
No virus found in this outgoing message.
Checked by AVG Anti-Virus.
Message 7
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--> AeroElectric-List message posted by: <bakerocb@cox.net>
AeroElectric-List message previously posted by: "Eric M. Jones"
<emjones@charter.net>
> ....skIp.......Then I started to add features.
>
> 1) I added an "In Transit" line to show an LED on the instrument panel
> when
> the trim motor is ON.
>
> 2) Then I added a line to feed the MAC-RAC LED bar graph (since I am using
> the internal pot for feedback).
>
> 3) Then I figured--I would put in a circuit to send the trim back to some
> set position if the power lead or ground or control lead to the trim
> opened.
> That is to say, if you disconnected the trim servo, the servo will return
> to
> neutral (or wherever).
>
> I would appreciate comments on this. I've got a few square millimeters
> left
> on the PCB on two more pins available in the socket. Regards, Eric M.
> Jones
12/17/2004
Hello Eric, You could add a report on the latest Dow Jones Industrial
Average. Should be of equivalent value to other features added.
OC
DO NOT ARCHIVE
Message 8
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| Subject: | Re: whalen strobe wire size |
--> AeroElectric-List message posted by: "Bill and Marsha" <docyukon@ptcnet.net>
----- Original Message -----
From: "Bill and Marsha" <docyukon@ptcnet.net>
Subject: whalen strobe wire size
> 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 9
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DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws;
s=s1024; d=yahoo.com;
b=VvfsK3CTj0cJ767AUMkBh2DxUd8LFq5pfWWSJS6TRvvN1MNlVw5i39zpSmUMwqMHV+8m15qo48NatSL12h7N5iN0aWsCUa7SDWL2PETsR6aO9GDOrOTZsDDF10xWmusTqlRoHXJPbqXJ3nbFFBZpsWrSqhay2eztRVNkGMjvThY=
;
--> AeroElectric-List message posted by: D Fritz <dfritzj@yahoo.com>
Does anyone know of an inexpensive relay deck that will allow control via two sticks
while avoiding any issues with both sticks controlling the trim in opposite
directions? Or perhaps a roll-your-own solution? It'd be nice to have trim
speed control as well. And while I'm asking for the moon, how about a trim
override feature in case of runaway trim. I've read some of the old discussion
on this in the archives, but haven't found any diagrams showing some ideas
of how to do it. Thanks folks, for all the input and responses on this and the
other questions, this list is GREAT!
Dan Fritz
Velocity
Message 10
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| Subject: | Re: Trim Relay Deck |
--> AeroElectric-List message posted by: "John Schroeder" <jschroeder@perigee.net>
Dan -
Bob Nuckolls shows one of these critters in some of his schematics of trim
systems. He may be able to post it. If not, email me and I'll send a copy
from one of his on-line drawings.
Cheers,
John
> Does anyone know of an inexpensive relay deck that will allow control
> via two sticks while avoiding any issues with both sticks controlling
> the trim in opposite directions? Or perhaps a roll-your-own solution?
Message 11
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| Subject: | Re: Trim Relay Deck |
--> AeroElectric-List message posted by: Denis Walsh <denis.walsh@comcast.net>
I believe our host, Matronics still sells the combo speed controller
and multi trim switch box for a reasonable price. I have been using
one for 7.5 years (1400 hrs) with no malfunction. It is light weight
and can be mounted almost anywhere. I highly recommend it. I added
a pullable circuit breaker to disenable it should an electrical problem
ever arise.
You can add as many trim switches as you like. The first user gets
control, so you have to be able to manually disable the co pilot if
this is required.
Denis RV-6A
On Dec 17, 2004, at 5:30 PM, D Fritz wrote:
> --> AeroElectric-List message posted by: D Fritz <dfritzj@yahoo.com>
>
> Does anyone know of an inexpensive relay deck that will allow control
> via two sticks while avoiding any issues with both sticks controlling
> the trim in opposite directions? Or perhaps a roll-your-own solution?
> It'd be nice to have trim speed control as well. And while I'm
> asking for the moon, how about a trim override feature in case of
> runaway trim. I've read some of the old discussion on this in the
> archives, but haven't found any diagrams showing some ideas of how to
> do it. Thanks folks, for all the input and responses on this and the
> other questions, this list is GREAT!
>
> Dan Fritz
> Velocity
>
Message 12
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| Subject: | Santa Maria (CA) Fly-in Weekend (April 22-24 2005) |
- SMXgig
--> AeroElectric-List message posted by: "Cory Emberson" <bootless@earthlink.net>
Hello everyone!
With Matt Dralle's blessing (thank you, Matt!), I'm pleased to post this
announcement for a terrific aviation fly-in weekend. SMXgig (in Santa Maria,
CA) has become the year's largest face-to-face get-together of
electronically networked aviators. We hope you'll plan to attend because we
expect this year's gig to be the best ever.
People come from all over the country (and sometimes overseas) to attend,
and most of the sessions qualify for FAA Wings cards. The dates are April
22-24, 2005 (Friday-Sunday). It's a lot of fun, and a great chance for
pilots from all over to mingle and share aviation stories, ideas, etc.
I have had quite a few inquiries about SMXgig, especially from several
groups, so I anticipate that it's going to fill up this year.
The sessions are still being developed, but I will post an update when we
have the roster of speakers and their sessions.
The announcement below contains most of the crucial information, and you can
get the rest from the website (www.smxgig.org). If you have any questions at
all, just let me know, and thanks!
~Cory Emberson
KHWD
cory@smxgig.org
>>>NOTICE TO AIRMEN<<<
The Seventeenth Annual SMXgig
April 22-24, 2005
PRE-REGISTRATION
SMXgig 2005 will be held from April 22-24, 2005, at the Santa Maria, CA,
Radisson, right on the airport ramp. Because of the anticipated demand,
we'll start registration soon, and are now taking pre-registration
reservations with a small ($50 per person) deposit. The deposit may be paid
by check, PayPal, and all major credit cards. Of course, if the unexpected
occurs and you're not able to make SMXgig after all (sniff!), your deposit
will be fully refundable within the refund window (usually about two weeks
before the gig).
Your pre-registration and deposit will guarantee your SMXgig reservation. As
soon as I have the rest of the program finalized, we'll start the regular
registration process. If you believe you can make it, please reserve your
spot with this pre-registration form. First come, first served! The hotel is
otherwise sold out during that weekend, so it will be nice to know you've
got a place in line. You do *not* need to register with the hotel - just
give me your preferences, and
I will take care of the reservations.
SUPERSONIC SURVIVOR
Hanging in the straps of his parachute and feeling the cold night air on his
face, Brian Udell felt as if a freight train had collided with his body. As
he struggled to inflate his life preserver before plunging into the icy
waters of the Atlantic Ocean, he realized it had shredded with the force of
the supersonic windblast.
With his teeth and one functioning arm, Brian feverishly retrieved a one-man
life raft that hung from a fifteen-foot lanyard off his right hip only
seconds before entering the water. After popping back to the surface like a
bobber on a fishing line, the salt water made him painfully aware of the
open wounds, cuts, and scrapes that were strewn over his broken body. The
thought of blood pouring into the water inviting sharks for a late night
meal motivated him to attempt to get into the partially inflated raft.
As he kicked his legs, Brian's lower limbs felt as though only a thread
attached them. Exhausted and unable to enter the raft, thoughts of death
quickly consumed his mind. Knowing he would be unable to survive the night
under the extreme conditions, Brian began to pray. The next several hours of
survival and the many months of excruciating rehabilitation deliver an
almost unbelievable story.
Brian holds the record for surviving the highest speed ejection from a U.S.
Fighter Aircraft at nearly 800 MPH. He survived four grueling hours 65 miles
off the Atlantic Coast in 60-degree water, 5-foot seas, and 15 MPH winds at
night. Brian's determination, perseverance, faith, and sheer will to survive
is unparalleled. His story of survival, recovery, and return to the Strike
Eagle is an inspiration to everyone.
Brian is a very accomplished aviator. He began flying at age nine and took
his first cross-country flight at age ten. Since that time he has
accumulated over 4000 hours in a variety of both civil and military
aircraft.
He was one of only sixty candidates across the United States selected to
attend the Euro-NATO Joint Jet Pilot Training program. Brian graduated
number one in his class and was awarded the Air Training Command -
Commanders Cup Trophy. Brian was one of the first Lieutenants selected to
fly the F-15E Strike Eagle. He graduated from Strike Eagle training and
received the top academic award. Brian went on to his operational unit where
he became an Instructor, Mission Commander, and Air to Ground Top Gun
winner. He has flown over 100 combat missions in Southwest Asia and logged
nearly 2000 hours in the Strike Eagle.
Brian received four Air Medals and three Aerial Achievement Medal for combat
missions over the skies of Iraq. Brian's military career spanned ten years.
He left the Air Force in 1999 and he is currently a pilot with Southwest
Airlines.
"Brian Udell kept us spellbound for 45 minutes. You could hear a pin drop,
except when he made everyone laugh. The story of his four-hour ordeal was
gripping and moving. He certainly won the audience."
T. Karr, President
Carolina Aero Club
Just as in previous years, there will be one flat all-encompassing "gig" fee
that covers all events that involve significant out-of-pocket costs for the
organizers. The fee will be determined with the events is finalized (it
should be about $170), and will cover:
- Friday afternoon welcome party
- Friday evening dinner banquet, featuring Capt. Brian Udell, Supersonic
Survivor
- Saturday and Sunday tech sessions
- Saturday SMX-style BBQ lunch
- Saturday evening events (to be announced)
- Saturday evening movie extravaganza
- Meeting rooms and coffee service at the Santa Maria Radisson
- BFUB transportation to (and from) the Saturday evening event
Lodging at the SMX Radisson will cost $89.00/night for either a single or
double room, which is far below the regular hotel room rate. Be sure you
check in as a SMXgig attendee and get the special rate. We have our
definitive preference listed with the hotel for rampside rooms - early
registration can only help, but of course, the rampside rooms are subject to
availability depending on how many existing guests are in those rooms.
>>>SMXgig 2005<<<
April 22-24, 2005
ELECTRONIC PRE-REGISTRATION FORM
When you send your pre-registration, receipt of your deposit will be noted,
and your registration updated when the full registration process begins. The
credit card information for your hotel reservation will be requested at that
time.
Please fill in as completely as possible and send to Cory Emberson via:
1. Email at registration@smxgig.org .
2. Fax at: 510.782.0415
3. Regular mail to:
Cory Emberson - SMXgig
20511 Skywest Drive
Hayward, CA 94541
If youre making your deposit by credit card, and dont feel comfortable
emailing that information, please feel free to call me at 510.783.4410. If
you get my voicemail, I will return your call. Otherwise, both regular mail
or fax are safe.
GENERAL INFORMATION
Your name: _____________________________
Your email address: ____________________
Your daytime phone: (___) ___-____
Your evening phone: (___) ___-____
This form is: _ an original pre-registration
_ an amended pre-registration
_ a cancellation
How confident are you of attending?:
__ almost certain
__ probably
__ maybe
Anticipated arrival date and time: ________ at about ____
Departure date and time: ________ at about ____
How are you getting to SMX?:
__ Own plane, type __ N#_____
__ Hitching with_____________
__ Airline flight into_____
Number of attendees in your group: __
Names of others in your group:______________________________
HOTEL RESERVATION INFO
Number of rooms: __
Number of persons: __
Special requests:
__ King bed
__ Queen/Queen bed
__ Double/Double bed
__ Smoking
__ Non-smoking
__ Other:____________________
Sharing room with:_____________________________
CREDIT CARD INFO:
Card #__________________________ exp.______
PayPal address: bootless@earthlink.net
ANTICIPATED EVENT ATTENDANCE
Number of people in my party who I expect to attend the following events:
Friday afternoon welcome party ___
Friday evening dinner banquet: __
Saturday morning technical sessions: __
Saturday lunch barbecue: __
Saturday evening event (TBD): __
Sunday morning technical sessions: __
We look forward to seeing you there!
Message 13
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| Subject: | Re: Trim Relay Deck |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <b.nuckolls@cox.net>
At 07:46 PM 12/17/2004 -0500, you wrote:
>--> AeroElectric-List message posted by: "John Schroeder"
><jschroeder@perigee.net>
>
>Dan -
>
>Bob Nuckolls shows one of these critters in some of his schematics of trim
>systems. He may be able to post it. If not, email me and I'll send a copy
> from one of his on-line drawings.
All of my page-per-system drawings available fro publication are
posted at http://www.aeroelectric.com/PPS
This link takes you to the top of the directory. Go to any directory
below by major subject and you'll find combinations of .pdf and
.dwg files with drawings that fit the category. For example,
drop into "Flight" for sub directories on "Trim" and "Flaps"
drop into those directories for what ever is currently available
in those categories. As time permits, I'll be publishing a suite
of page-per-system drawings from which builder can choose to
configure their own wirebooks.
Bob . . .
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