Today's Message Index:
----------------------
1. 09:29 AM - KMA20 installation manual or ?? (Greg Puckett)
2. 04:50 PM - CESSNA SPLIT MASTER SWITCH: Something's Backwards (r falstad)
3. 05:21 PM - Re: CESSNA SPLIT MASTER SWITCH: Something's Backwards (Alan Adamson)
4. 08:09 PM - Wiring a stick-grip PTT? (John Swartout)
5. 08:48 PM - Re: Dual Fuel Pumps and EFI (glaesers)
6. 09:29 PM - Re: Re: DC fans problem. (John Swartout)
7. 10:10 PM - Re: Wiring a stick-grip PTT? (Mike Larkin)
8. 10:13 PM - Re: CESSNA SPLIT MASTER SWITCH: Something's Backwards (Mike Larkin)
Message 1
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| Subject: | KMA20 installation manual or ?? |
--> AeroElectric-List message posted by: "Greg Puckett" <rv8er@myawai.com>
Hello,
I'm installing a KMA20 and while I have the pin-out from
aeroelectric.com I need a couple of questions answered.
It appears that the KMA20 has a speaker input and a phone level input
from each Comm. The TKM radio has a speaker output and a Comm. output.
I'm assuming that I should not be connecting both of these, but I'm not
sure.
Does the KMA20 have a speaker level and a phone level input available
just so you can connect a navcom that may only have one or the other.
I'm worried that both of these inputs will be summed if I connect them
both and the overall volume will be twice as loud as it should.
Does anyone have a KMA20 install manual handy that may have the answer
to this?
Thanks,
Greg
Message 2
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| Subject: | CESSNA SPLIT MASTER SWITCH: Something's Backwards |
--> AeroElectric-List message posted by: "r falstad" <bobair8@msn.com>
I'm going to use a Cessna split master switch in my GlaStar. But something is
backwards (either the switch or my head).
When the switch assembly is oriented so that rocking the switches "UP" is "ON",
the left-hand switch will not switch "ON" without engaging and forcing the right-hand
switch "ON", as well. I can switch the right-hand switch "ON" while
leaving the left-hand switch "OFF".
My sense of ergonomics and recollection from flying Cessnas years ago tell me that
the Battery Master switch should be on the left and the Alt. Field switch
on the right. It also seems to me that the interlocking feature of the two switches
is there to make sure that the Alt. Field switch can't be turned on without
the Battery Master switch also being on, but that the Battery Master switch
can be on without having the Alt. Field switch on also.
If my thinking is correct, then the left-hand switch will have to be my Alt. Field
switch and the right-hand switch will have to be the Battery Master.
Is the switch backwards or am I? (I bought the switch from Aircraft Spruce several
years ago but (so far) it is new and unused.)
Best regards,
Bob
Message 3
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| Subject: | CESSNA SPLIT MASTER SWITCH: Something's Backwards |
--> AeroElectric-List message posted by: "Alan Adamson" <aadamson@highrf.com>
It's actually backwards from that.
http://www.highrf.com/gallery/38AL-Panel/DSCN0418
Is the picture of my 2004 Cessna 182 with G1000. You'll see the "red"
rocker switch with Batt on the right and Alt on the left. There is a
lockout, If you press the left switch up, it causes both to go on, if you
press the right switch to on, it will only cause the Batt to turn on, and
the Alt will stay off.
Alan
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of r falstad
Subject: AeroElectric-List: CESSNA SPLIT MASTER SWITCH: Something's
Backwards
--> AeroElectric-List message posted by: "r falstad" <bobair8@msn.com>
I'm going to use a Cessna split master switch in my GlaStar. But something
is backwards (either the switch or my head).
When the switch assembly is oriented so that rocking the switches "UP" is
"ON", the left-hand switch will not switch "ON" without engaging and forcing
the right-hand switch "ON", as well. I can switch the right-hand switch
"ON" while leaving the left-hand switch "OFF".
My sense of ergonomics and recollection from flying Cessnas years ago tell
me that the Battery Master switch should be on the left and the Alt. Field
switch on the right. It also seems to me that the interlocking feature of
the two switches is there to make sure that the Alt. Field switch can't be
turned on without the Battery Master switch also being on, but that the
Battery Master switch can be on without having the Alt. Field switch on
also.
If my thinking is correct, then the left-hand switch will have to be my Alt.
Field switch and the right-hand switch will have to be the Battery Master.
Is the switch backwards or am I? (I bought the switch from Aircraft Spruce
several years ago but (so far) it is new and unused.)
Best regards,
Bob
Message 4
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| Subject: | Wiring a stick-grip PTT? |
--> AeroElectric-List message posted by: "John Swartout" <jgswartout@earthlink.net>
I'm ready to wire my RAC stick grip PTT for pilot headset COM radio
transmission. No co-pilot PTT (My Zenith CH-801 has a center
"Y"-stick.) I'm using an ICOM A200 radio and a PS Engineering PM
1000-II intercom. No audio panel. I don't understand the section of
the intercom installation manual dealing with the PTT switch.
Three possible scenarios are given:
1. The PTT is built into the pilot and copilot yokes....
This would not apply because nothing is "built in" yet, and there will
be only one PTT.
2. Built in PTT only on the pilot side only [sic]. This
configuration requires a modified external PTT switch plugged into the
copilot's mic jack. (See Appendix A) When the copilot's PTT is
depressed, this activiates an internal relay that switches the mic audio
to the aircraft radio from the pilot to the copilot.
3. No built in PTT switch at all. Two built-in PTT must be installed
or two external, modified PTT switches will be required for both the
pilot and copilot. Modifications to the PTT may be required. See
Appendix A.
# 3 seems closest to where I'm starting, but it seems to suggest that I
MUST have a PTT for the copilot. This makes no sense to me because if I
did install a PTT switch for the copilot and then never used it, it
would just be a forever-open circuit that wouldn't affect the operation
of the intercom in any way I can deduce.
(There will be a microphone on the panel that anybody in the airplane
could use if the pilot slumped over on his milk crate.)
Here's Appendix A:
PTT Modifications
When received from the manufacturer, an after-market PTT switch opens
the mic audio path to the "ring" connection of the PTT mic plug. When
the PTT is between the intercom and the headset, the intercom function
will not work until the PTT switch is depressed. A simple modification
can be performed to allow proper intercom operation. NOTE: This mod
does not alter normal operations. The following are sample procedures
for common PTT switches. Contact the PTT manufacturer if you require
more information.
Then modification procedures are given for David Clark, Telex
PT-200, and Telex PT-300 PTT switches. None of them make any sense to
me because they all seem to have, as near as I can tell, three wires in
them, whereas the RAC has only a high and a low and a push button to
connect them. There is no wiring diagram to show what these
modifications accomplish.
On the PS Engineering website, the wiring diagram for the PM1000II
(11902) does not show the complication indicated in the text above. It
simply shows the PTT switch making contact between pin 24 (Pilot Mic
PTT) and pin 11 (Pilot Mic Audio Lo), and, for the copilot, making
contact between pin 22 (Copilot Mic PTT) and pin 10 (Copilot Mic Audio
Lo).
So can't I just run the two wires from the PTT switch to Pins 24
and 11 and be done with it? Or would I have to add a third wire
someplace in the PTT switch so the intercom function will work?
Or, could I avoid the problem described in Appendix A by wiring
the PTT switch someplace NOT between the intercom and the headset?
Any help is appreciated in advance.
John
Message 5
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| Subject: | Re: Dual Fuel Pumps and EFI |
--> AeroElectric-List message posted by: "glaesers" <glaesers@wideopenwest.com>
See the Aux Fuel Pump circuit on the Engine Electrical Architecure diagram
on this page:
http://www.wideopenwest.com/~glaesers/RV7A/RV7A_Electrical.htm
It does exactly what you want - see the explanation in the OPERATION box.
This is an adaptation of the electrical system architecture from the
Eggenfeller Subaru installation manual. Their design uses a single 4PDT
switch to control the power to the engine. I want switch reduncancy, so I
use more (and less expensive) switches.
Eggenfeller supplies the fuel pressure sensor switch. I don't have one yet
so I don't know what kind of sensor it is (mechanical or electronic), but
I've been on their Yahoo list for over a year, and no one has ever reported
problems. I'm sure you could contact Jan Eggenfeller to get the part number
if you are interested.
A transducer is a generic term for converting one form of energy to another
(in this case pressure to electrical). So any pressure switch is a
transducer, but I suspect the comment was about the type of transducer (ie.
mechanical vs. electronic sensor). Dick Tasker (who participates on this
list) would be a good source for info - his company makes sensors.
Dennis Glaeser
RV7A Empennage
--> AeroElectric-List message posted by: "John Burnaby"
<jonlaury@impulse.net>
I want to wire 2 fuel pumps, for an EFI system, into AEC schematic Z-14 so
that
when fuel pressure drops below a preset psi, the secondary pump turns on and
locks on ,and I want to have manual overides.
I was told pressure switches are not that accurate re repeatability and that
I
would be better off with a pressure transducer. I'm not sure what a
transducer
is and how it would be integrated into a switch that would control the
pumps,
but I'm guessing that the pressure sensing device (transducer?) would be
wired
into some sort of locking relay.
I welcome any ideas.
Thanks,
John
Message 6
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| Subject: | Re: DC fans problem. |
--> AeroElectric-List message posted by: "John Swartout" <jgswartout@earthlink.net>
Eric, would you recommend one of these Transient Voltage Suppressors for
a Commercial Aviation Products 12VDC flap actuator (Model D145-00-36-3)?
John
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Eric
M. Jones
Subject: AeroElectric-List: Re: DC fans problem.
--> AeroElectric-List message posted by: "Eric M. Jones"
<emjones@charter.net>
--> AeroElectric-List message posted by: Mickey Coggins
<mick-matronics@rv8.ch>
> ... Make sure you put a Transient Voltage Suppressor across every DC
fan
> and every relay
> and coil and motor unless an oscilloscope says you don't need to.
>What would be the part number for that Transient Voltage Suppressor?
>Do you sell them with a pretty picture like you have for the rest
>of your stuff? Thanks, Mickey
Mickey,
Bidirectional transorb P6KE18CA will do the job and Digikey has them. I
do
sell these in a 12-pack as "SnapJacks"
including shrink tubing and connector lugs and mysterious details
sufficient
to outfit a typical small airplane.
Eric M. Jones
www.PerihelionDesign.com
113 Brentwood Drive
Southbridge
MA 01550-2705
(508) 764-2072
"Democracy is the theory that the common people know what they want and
deserve to get it good and hard." -- H. L. Mencken
Message 7
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| Subject: | Wiring a stick-grip PTT? |
--> AeroElectric-List message posted by: "Mike Larkin" <mlas@cox.net>
All you would have to do is run one side of the pilots PTT switch to pin
11 (pilot audio ground) and the other side of the PTT switch to pin 24
(pilot mic). This will give you transmit function for the pilot's mic
and normal VOX intercom function. The drawing give an option for a loud
cockpit setup that enables you to turn off the vox, this will not be
used in your case. If you should decide to put a PTT on the co-pilot
side then the PTT switch would go from pin 10 (co-pilot audio ground) to
pin 22 (co-pilot mic). That's it...
Mike Larkin
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of John
Swartout
Subject: AeroElectric-List: Wiring a stick-grip PTT?
--> AeroElectric-List message posted by: "John Swartout"
<jgswartout@earthlink.net>
I'm ready to wire my RAC stick grip PTT for pilot headset COM radio
transmission. No co-pilot PTT (My Zenith CH-801 has a center
"Y"-stick.) I'm using an ICOM A200 radio and a PS Engineering PM
1000-II intercom. No audio panel. I don't understand the section of
the intercom installation manual dealing with the PTT switch.
Three possible scenarios are given:
1. The PTT is built into the pilot and copilot yokes....
This would not apply because nothing is "built in" yet, and there will
be only one PTT.
2. Built in PTT only on the pilot side only [sic]. This
configuration requires a modified external PTT switch plugged into the
copilot's mic jack. (See Appendix A) When the copilot's PTT is
depressed, this activiates an internal relay that switches the mic audio
to the aircraft radio from the pilot to the copilot.
3. No built in PTT switch at all. Two built-in PTT must be installed
or two external, modified PTT switches will be required for both the
pilot and copilot. Modifications to the PTT may be required. See
Appendix A.
# 3 seems closest to where I'm starting, but it seems to suggest that I
MUST have a PTT for the copilot. This makes no sense to me because if I
did install a PTT switch for the copilot and then never used it, it
would just be a forever-open circuit that wouldn't affect the operation
of the intercom in any way I can deduce.
(There will be a microphone on the panel that anybody in the airplane
could use if the pilot slumped over on his milk crate.)
Here's Appendix A:
PTT Modifications
When received from the manufacturer, an after-market PTT switch opens
the mic audio path to the "ring" connection of the PTT mic plug. When
the PTT is between the intercom and the headset, the intercom function
will not work until the PTT switch is depressed. A simple modification
can be performed to allow proper intercom operation. NOTE: This mod
does not alter normal operations. The following are sample procedures
for common PTT switches. Contact the PTT manufacturer if you require
more information.
Then modification procedures are given for David Clark, Telex
PT-200, and Telex PT-300 PTT switches. None of them make any sense to
me because they all seem to have, as near as I can tell, three wires in
them, whereas the RAC has only a high and a low and a push button to
connect them. There is no wiring diagram to show what these
modifications accomplish.
On the PS Engineering website, the wiring diagram for the PM1000II
(11902) does not show the complication indicated in the text above. It
simply shows the PTT switch making contact between pin 24 (Pilot Mic
PTT) and pin 11 (Pilot Mic Audio Lo), and, for the copilot, making
contact between pin 22 (Copilot Mic PTT) and pin 10 (Copilot Mic Audio
Lo).
So can't I just run the two wires from the PTT switch to Pins 24
and 11 and be done with it? Or would I have to add a third wire
someplace in the PTT switch so the intercom function will work?
Or, could I avoid the problem described in Appendix A by wiring
the PTT switch someplace NOT between the intercom and the headset?
Any help is appreciated in advance.
John
--
--
Message 8
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| Subject: | CESSNA SPLIT MASTER SWITCH: Something's Backwards |
--> AeroElectric-List message posted by: "Mike Larkin" <mlas@cox.net>
That is normal.....
Mike Larkin
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of r
falstad
Subject: AeroElectric-List: CESSNA SPLIT MASTER SWITCH: Something's
Backwards
--> AeroElectric-List message posted by: "r falstad" <bobair8@msn.com>
I'm going to use a Cessna split master switch in my GlaStar. But
something is backwards (either the switch or my head).
When the switch assembly is oriented so that rocking the switches "UP"
is "ON", the left-hand switch will not switch "ON" without engaging and
forcing the right-hand switch "ON", as well. I can switch the
right-hand switch "ON" while leaving the left-hand switch "OFF".
My sense of ergonomics and recollection from flying Cessnas years ago
tell me that the Battery Master switch should be on the left and the
Alt. Field switch on the right. It also seems to me that the
interlocking feature of the two switches is there to make sure that the
Alt. Field switch can't be turned on without the Battery Master switch
also being on, but that the Battery Master switch can be on without
having the Alt. Field switch on also.
If my thinking is correct, then the left-hand switch will have to be my
Alt. Field switch and the right-hand switch will have to be the Battery
Master.
Is the switch backwards or am I? (I bought the switch from Aircraft
Spruce several years ago but (so far) it is new and unused.)
Best regards,
Bob
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