Today's Message Index:
----------------------
1. 10:02 AM - Engraved overlay and S700-2-10 terminals (RURUNY@aol.com)
2. 10:06 AM - Re: Cessna SB on transients. (Eric M. Jones)
3. 12:31 PM - Load Analysis (details) (Jim.Piavis@sybase.com)
4. 12:31 PM - where to find steady state power usage for avionics (Jim.Piavis@sybase.com)
5. 12:42 PM - Re: Engraved overlay and S700-2-10 terminals (Glaeser, Dennis A)
6. 12:42 PM - Metric vs. Imperial (Fergus Kyle)
7. 01:30 PM - Re: Re: Engraved overlay and S700-2-10 (Gerry Holland)
8. 08:21 PM - Re: Load Analysis (details) (Hinde, Frank George (Corvallis))
9. 09:05 PM - Wiring question ()
Message 1
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| Subject: | Engraved overlay and S700-2-10 terminals |
--> AeroElectric-List message posted by: RURUNY@aol.com
I'm drilling holes for the switches at this time and noticed that the
S700-2-10 switch from B&C I'm using for the Master (OFF/BATT/ALT) has the upper
left terminal marked 1 looking from the rear with the keyway up. Z-16 shows
number 1 at the bottom left terminal in the same orientation. Should I use the
no
1 on the switch?
The post below shows a post from Bob in Jan in response to a switch keyway
question.
My question here is where are engraved overlays for switch labeling
available, are they custom or do it yourself kits?
My plan for labeling after panel drilling is complete is to paint it with
dark grey rustoleum,
use rub on transfer letters and numbers from Tower Hobbies, then use
rustoleum flat clear
over panel. Any better sugestions within a reasonable budget other than
stickers from a label
maker?
Thanks
Brian
_http://www.zenithair.com/bldrlist/profiles/bunruh/_
(http://www.zenithair.com/bldrlist/profiles/bunruh/)
>I strongly suspect mounting the washer on the front side of the panel is
>best, but am wondering if anyone has tried putting them on the back side.
- I always put them on the back side. If your switch panel includes
- an engraved overlay, then holes in the panel for the tabs can go
- all the way through . . . and tabs on washers sanded to insure they
- are flush or under flush to the panel surface. Others have suggested
- a rear overlay of sheet metal but I prefer the engraved overlay for
- switch labeling that covers the tab holes in the panel.
-
- Bob . . .
Message 2
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| Subject: | Re: Cessna SB on transients. |
--> AeroElectric-List message posted by: "Eric M. Jones" <emjones@charter.net>
This is from 2002 ForPilots.com. I think it is of general interest to the
discussion.
My question is--Where do I get an online copy of the SB?
> >(Mike wrote):
> >The key to eliminating spike-induced damage to avionics and/or the OVP/VR
> >is having said equipment off line at the instant the spikes are
generated,
> >and also by installing "catch" diodes across the starter and master
solenoids,
> >as well as having a "transorb" (MOV or Zener) across the main bus...
> Peter wrote:
> Is there a US STC for these devices? Or are any "FAA-certified"? I am
> in the UK and cannot do anything although if there is a STC the UK CAA
> respects that (in trivial mods like this).
>Cessna realized that they screwed up by producing aircraft from
>the 1950s thru the 1980s with no catch diodes across the master,
>starter, and external power solenoid, and they issued Service
>Bulletins instructing owners to install a Cessna Part
>No xxxxx diode(s) across the coils of the solenoid(s).
>As I recall, the diodes turned out to be 1N4007...
>My mechanic installed the diode per the service bulletin instructions
>and maked a log entry "complied with SBxxxx" in the airfame log.
>In the US, an AP mechanic can also make a "minor" mod, like adding a
>transorb or a catch diode, and just make a log entry to return the
>aircraft to service. My mechanic let me install other spike
>catching components, and then just took care of the logs.
>The spikes I recorded in my 1968 Skylane (14V) during cranking,
>(prior to installing a catch diode across the starter solenoid)
>were more than 400 V peak to peak, sort of a highly-damped sine
>wave, that lasted about 10msec. My Skylane came out of the factory
>with a catch diode on the master solenoid, but not on the aux
>power solenoid or the starter solenoid.
>It also had a factory-installed normally-closed relay which shut
>off all of the avionics while the key switch is held in the
>START position. However, the avionics relay reclosed before the
>Starter Solenoid released as the key switch is returned to the
>BOTH position, making it ineffective in protecting the avionics
>from the transient. It did "unload" the battery during cranking,
>however...
>MikeM
Regards,
Eric M. Jones
www.PerihelionDesign.com
113 Brentwood Drive
Southbridge MA 01550-2705
Phone (508) 764-2072
Email: emjones@charter.net
"Every act of conscious learning requires the willingness to suffer an
injury to one's self-esteem...."
-Thomas Szasz
Message 3
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| Subject: | Load Analysis (details) |
05/23/2005 10:26:28 AM
--> AeroElectric-List message posted by: Jim.Piavis@sybase.com
As I'm continuing the saga of my load analysis, I've come to this point and
would appreciate any feedback. The assumption is that the aircraft is going
to be used for IFR and I'm planning on using the "All Electric on a Budget"
diagrams (60 Amp alt with SD-8 secondary). At this time I'm planning dual
electronic ignition. Sorry for the lengthy list, but here's the equipment
listing and average loads. The big question for those smarter than I on the
subject; does this make sense? The main issue is the -530 on the E-Buss. It
draws about 3.6A for main power, plus another half Amp for nav and comm
sides. This will be coupled to the CDI and autopilot and I hate to pull it
out but I could swap the SL-30 for it. The down side is that I lose AP and
CDI (SL-30 ties to the BMA G3 Lite in HSI mode).
MAIN DC BUSS
Alt Field (1A)
Lights- LND (9A)
Lights - Taxi (9A)
Lights - Nav (6A)
Lights - Strobe (3A)
Pitot Heat (8A)
Flap Motor (3A - intermittent)
AP - Pitch (1A)
AP - Roll (1A)
AP- Control Head (.5A)
Total: (32.5A worst case for night Take Off)
E-BUSS
Alt Field (1A)
BMA G3 #1 ADI (1.3A)
BMA G3 #2 HSI (1.3A)
Trim - Roll (.2A - intermittent)
Trim - Pitch (.2A - intermittent)
GNS-530 (Main Power) (3.6A)
GNS-530 (Nav) (.25)
GNS-530 (Com) (.15)
Transponder (1A)
Total (8.6A - consistant across all senarios)
BATTERY BUSS
Main Battery Contactor (1A)
Fuel Pump (4A - intermittent)
Starter
Starter Contactor (1A - Intermittent)
Engine Monitor (3A)
Audio Panel (.1A)
SL-30 (Comm) (.32A)
SL-30 (Nav) (.27A)
EI# Left (2A)
EI#Right (2A)
Turn Coordinator (.35A)
Lights - Interior (1A)
Clock (.25A)
Total: 9.25A most flight senarios, 13.3A for landing)
Jim
RV-7 Fuse
Mountain View, CA
Message 4
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| Subject: | where to find steady state power usage for avionics |
05/23/2005 11:20:13 AM
--> AeroElectric-List message posted by: Jim.Piavis@sybase.com
Colyn,
The only source I found was the 530 Install Manual which I was able to find
on the web.
Main Power: 3.6A
NAV: .25 steady
Com: .15 steady, .3 max
Jim
RV-7 Fuse
Message 5
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| Subject: | Re: Engraved overlay and S700-2-10 terminals |
--> AeroElectric-List message posted by: "Glaeser, Dennis A" <dennis.glaeser@eds.com>
I suggest you go visit a local Trophy shop and ask them about engraving
a plastic overlay. I think you'll find the price quite reasonable and a
LOT less work than rub-on transfers. Of course you can also find plenty
of folks who do this on-line...
Dennis Glaeser
--> AeroElectric-List message posted by: RURUNY@aol.com
<snip>
My question here is where are engraved overlays for switch labeling
available, are they custom or do it yourself kits? My plan for labeling
after panel drilling is complete is to paint it with dark grey
rustoleum, use rub on transfer letters and numbers from Tower Hobbies,
then use rustoleum flat clear over panel. Any better suggestions within
a reasonable budget> other than stickers from a label maker?
Thanks Brian
Message 6
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| Subject: | Metric vs. Imperial |
--> AeroElectric-List message posted by: "Fergus Kyle" <VE3LVO@rac.ca>
I know I'm late (I was away), but am re mnded of the dear old gal in UK when
they went Metric:
"We're too old for a new system......why don't they wait till we're dead?"
Ferg
Europa A064
Message 7
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terminals
| Subject: | Re: Engraved overlay and S700-2-10 |
terminals
--> AeroElectric-List message posted by: Gerry Holland <gnholland@onetel.com>
I used the following Company:
Wayne Cahoon
Aircraft Engravers
(860) 653-2780
(860) 653-7324 Fax
http://www.engravers.net
Very pleased with results and furthermore Wayne will create from the back of
a cigarette packet sketch if necessary, no complex CAD stuff if you dont
want.
Look at the Website.
Regards
Gerry
Message 8
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| Subject: | Load Analysis (details) |
--> AeroElectric-List message posted by: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com>
Thanks for the list Jim,
Can you tell me...Have you actually measured the current drawn by the
fuel pump?...I am planning a dual electric fuel pump (no mechanical
pump) and was wondering if the SD-8 had enough oomph to run an Emag and
and one fuel pump at minimum.
If your numbers are correct it should be big enough....The EMAg is
supposed to run at 1 amp If I remember correctly??
Thanks
Frank
Do not archive
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
Jim.Piavis@sybase.com
Subject: AeroElectric-List: Load Analysis (details)
--> AeroElectric-List message posted by: Jim.Piavis@sybase.com
As I'm continuing the saga of my load analysis, I've come to this point
and would appreciate any feedback. The assumption is that the aircraft
is going to be used for IFR and I'm planning on using the "All Electric
on a Budget"
diagrams (60 Amp alt with SD-8 secondary). At this time I'm planning
dual electronic ignition. Sorry for the lengthy list, but here's the
equipment listing and average loads. The big question for those smarter
than I on the subject; does this make sense? The main issue is the -530
on the E-Buss. It draws about 3.6A for main power, plus another half Amp
for nav and comm sides. This will be coupled to the CDI and autopilot
and I hate to pull it out but I could swap the SL-30 for it. The down
side is that I lose AP and CDI (SL-30 ties to the BMA G3 Lite in HSI
mode).
MAIN DC BUSS
Alt Field (1A)
Lights- LND (9A)
Lights - Taxi (9A)
Lights - Nav (6A)
Lights - Strobe (3A)
Pitot Heat (8A)
Flap Motor (3A - intermittent)
AP - Pitch (1A)
AP - Roll (1A)
AP- Control Head (.5A)
Total: (32.5A worst case for night Take Off)
E-BUSS
Alt Field (1A)
BMA G3 #1 ADI (1.3A)
BMA G3 #2 HSI (1.3A)
Trim - Roll (.2A - intermittent)
Trim - Pitch (.2A - intermittent)
GNS-530 (Main Power) (3.6A)
GNS-530 (Nav) (.25)
GNS-530 (Com) (.15)
Transponder (1A)
Total (8.6A - consistant across all senarios)
BATTERY BUSS
Main Battery Contactor (1A)
Fuel Pump (4A - intermittent)
Starter
Starter Contactor (1A - Intermittent)
Engine Monitor (3A)
Audio Panel (.1A)
SL-30 (Comm) (.32A)
SL-30 (Nav) (.27A)
EI# Left (2A)
EI#Right (2A)
Turn Coordinator (.35A)
Lights - Interior (1A)
Clock (.25A)
Total: 9.25A most flight senarios, 13.3A for landing)
Jim
RV-7 Fuse
Mountain View, CA
Message 9
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--> AeroElectric-List message posted by: <bakerocb@cox.net>
AeroElectric-List message previously posted by: "Darwin N. Barrie"
<ktlkrn@cox.net>
<<....skip.....Avionics that will be installed......skip......
Garmin 340 audio panel - two power wires labeled as 5amp
Garmin 430 GPS - Two power wires labeled 10 amps 3 power wires labeled 5
amps
SL 30 - one power wire labled 5 amps
Garmin 330S transponder - two power wires no label but believed to be 5
amps.
.....skip.......Darwin N. Barrie>>
5/23/2005
Hello Darwin, I am curious. What are you using in the way of external CDI's
for your Garmin 430 and SL-30? How are you connecting to or shifting
connections to any of these CDI's. Thanks.
OC
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