Today's Message Index:
----------------------
1. 07:49 AM - Ray Allen Indicator Light, PTT, More (MikeEasley@aol.com)
2. 09:09 AM - GPS IFR requirements ()
3. 09:24 AM - Re: Ray Allen Indicator Light, PTT, More (Robert L. Nuckolls, III)
4. 10:45 AM - MD200-306 indicator and dual navs ()
5. 12:13 PM - Re: MD200-306 indicator and dual navs (BobsV35B@aol.com)
6. 12:27 PM - Re: Ray Allen Indicator Light, PTT, More (John Schroeder)
7. 05:59 PM - Re: Ray Allen Indicator Light, PTT, More (glong2)
8. 08:42 PM - Dual Alternator single battery question (Tammy Goff)
9. 09:39 PM - Re: Dual Alternator single battery question (Bruce Gray)
Message 1
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| Subject: | Ray Allen Indicator Light, PTT, More |
--> AeroElectric-List message posted by: MikeEasley@aol.com
I think our next step is to pull the indicator out of the panel and
temporarily move it away from the radios. If that works, I would like suggestions
on
shielding the LED indicator.
From all the tests, it appears that the RF is not coming down the wires, but
penetrating the actual LED indicator case. Even if we could wrap the back
of the indicator with lead, it still would leave the face of the indicator
open to RF penetration.
Does anybody see any reason to shield the position sensor?
Live with it?
Mike Easley
Colorado Springs
Message 2
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| Subject: | GPS IFR requirements |
--> AeroElectric-List message posted by: <bakerocb@cox.net>
11/19/2005
Hello Frank, You wrote ".....skip.... and its legal for IFR...as long as I
say so in my OP-lims.....skip...."
A clarification, if I may: The wording of the Operating Limitations, which
are part of the Special Airworthiness Certificate for an amateur built
experimental aircraft, is specified in paragraph 153 "ISSUANCE OF
EXPERIMENTAL AMATEUR-BUILT OPERATING LIMITATIONS" of FAA Order 8130.2F and
is determined by the inspector.
The only variance that the builder has any real control over (other than
suggesting a flight test area) is whether or not the inspector is going to
include paragraph 15 or 16 in the Operating Limitations. Paragraph 15
prohibiting aerobatic flight will be in the Operating Limitations unless the
builder requests paragraph 16 which will permit aerobatic flight.
Paragraph 8 is the relevant paragraph that will eventually permit IFR flight
and it reads: "After completion of phase I flight testing, unless
appropriately equipped for nightand/or instrument flight in accordance with
91.205, this aircraft is to be operated under VFR, day only." This
paragraph will be in each amateur built aircraft Operating Limitations and
the builder has no say so in it being there or what it means.
The builder does have control over what goes into the AFM (Aircraft Flight
Manual).
OC
AeroElectric-List message previously posted by: "Hinde, Frank George
(Corvallis)"
> <frank.hinde@hp.com>
>
> Actually you don't need a "sign off" for IFR work. I will have mine
> inspected for VFR and slide the GNS 430 in later to the preinstalled
> tray...I then have the pitot-static/transponder check don and its legal
> for IFR...as long as I say so in my OP-lims.
>
> I mean what does it say for my auto conversion??..Nothing...:)
>
> Frank
Message 3
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| Subject: | Re: Ray Allen Indicator Light, PTT, More |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <nuckollsr@cox.net>
At 10:45 AM 11/19/2005 -0500, you wrote:
>--> AeroElectric-List message posted by: MikeEasley@aol.com
>
>I think our next step is to pull the indicator out of the panel and
>temporarily move it away from the radios. If that works, I would
>like suggestions on
>shielding the LED indicator.
>
> From all the tests, it appears that the RF is not coming down the
> wires, but
>penetrating the actual LED indicator case. Even if we could wrap the back
>of the indicator with lead, it still would leave the face of the indicator
>open to RF penetration.
>
>
>Does anybody see any reason to shield the position sensor?
I would begin with attaching a .01uF monolithic ceramic
capacitor from each of the indicator's input wires to
the indicator's ground wire. If I recall correctly, the
indicator is not fitted with a connector but instead brings
all it's wires out in a short bundle to which the user
splices extension wires. If I were to modify this
product to live in the real world, I might start with
fabricating some sort of bracketry or short enclosure
that would mount a 9-pin d-sub connector to which the
existing pigtails would be terminated. If this connector
were a solder-cup style device, it would also offer a means
for installing the capacitors cited above.
Bob . . .
Message 4
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| Subject: | MD200-306 indicator and dual navs |
INNOCENT GLOBAL 0.0011 1.0000 -4.4747
--> AeroElectric-List message posted by: <bakerocb@cox.net>
Avionics-List message previously posted by: <bbradburry@allvantage.com>
<<My original plan was to install the Garmin GNS430 and SL30 with one
MD200-306, which would be shared with the two navs. I have been told that
this will not work as the indicator has to be calibrated for each nav and
will be inaccurate with the other one. I now do not know if I have panel
space for the second indicator (not to mention the bucks!)
Two questions...
One - Is this true? Do I really have to have an indicator dedicated to each
nav?
Two - If not true, how do I switch between the two navs on the indicator?
Thanks, Bill Bradburry>>
11/19/2005
Hello Bill, To respond:
<<I have been told that this will not work as the indicator has to be
calibrated for each nav and
will be inaccurate with the other one. One - Is this true? Do I really have
to have an indicator dedicated to each nav?>>
1) Not really. Early on the manufacturer felt the SL-30 was very sensitive
to this calibration issue and wanted the SL-30 to be connected directly to
one indicator. That was the company policy and the word they put out. As
time has gone by more field experience has been gained and SL-30
modifications may also have been made. Now the experts say it is OK to
connect the SL-30 along with another navigation information source to one
indicator. I can dig back into my files for more specifics if you like.
<<Two - If not true, how do I switch between the two navs on the
indicator?..
2) You can do like I did and use a multiple pole switching device such as a
Northern Airborne
Technology RS16-001 GPS/Loran transfer switch to switch between an SL-30 and
a Garmin GNS 430 with a lighted push button switch to control which box
feeds the GI 106A CDI. I have had no calibration problems in over 120 hours
of flight time.
OC
PS: There is a lot of personal technique and potential involved in using the
SL-30 and a GPS such as the GNS 430 with the moving map. Let me give you
just two personal examples:
A) Shooting an ILS approach. The SL-30 is tuned to the localizer and is
feeding the external indicator both localizer and glide slope information.
This is my primary legal IFR navigation source. If there are VOR cross
radials used during the approach the SL-30 can also display that information
on the front of the SL-30.
The GNS 430 has the localizer set in as the direct to destination with the
OBS mode set to the localizer course with the moving map displayin an
extended runway center line. This provides me big picture awareness and
distance to the localizer just as it appears on the approach plate.
B) Shooting a VOR approach: The SL-30 is tuned to the VOR and is feeding the
the external indicator. This is my primary legal IFR approach navigation
source. If there are VOR cross radials used during the approach the SL-30
can also display that information on the front of the SL-30.
The GNS 430 has the "field location" set in as the direct to destination
with the OBS mode set to the runway center line extended with the moving map
displaying an extended runway center line. This provides me big picture
awareness and distance to the field.
Note that field location and runway center line can come in varying degrees
of precision depending upon the information available. You may have runway
end location from a data base and instrument approach quality runway
alignment from an approach plate. You may only have the field location from
a data base or the field lat long printed on an approach plate. You may only
have the numbers painted on the runway for your runway alignment. Regardless
of the source or precision the big picture provided can be of value to you.
Message 5
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| Subject: | Re: MD200-306 indicator and dual navs |
--> AeroElectric-List message posted by: BobsV35B@aol.com
In a message dated 11/19/2005 12:51:17 P.M. Central Standard Time,
bakerocb@cox.net writes:
Note that field location and runway center line can come in varying degrees
of precision depending upon the information available. You may have runway
end location from a data base and instrument approach quality runway
alignment from an approach plate. You may only have the field location from
a data base or the field lat long printed on an approach plate. You may only
have the numbers painted on the runway for your runway alignment. Regardless
of the source or precision the big picture provided can be of value to you.
Good Afternoon OC,
All that you say is consistent with my understanding of the system, but It
may be helpful for folks to realize that you CAN select the site of the
localizer associated DME transceiver.
That is very helpful when shooting an ILS or localizer approach because all
waypoints along that course will be delineated by that DME site.
For the original Garmin units, that site can be found in the waypoint
section listed under the associated identifier. As an example, at Rockford
Illinois (KRFD) LOC (BACK CRS) Rwy 19 approach, the DME site will have IRFD
as the
identifier of the waypoint. I am not sure how they are handling the 480.
When it was an UPSAT unit, they had that waypoint on a dedicated page for such
locations. In any case, the localizer associated DME site will always use
the same four letter identifier as the approach being executed.
The difficulty using airport identifier delineated waypoints (Airport
Reference Point) is that it is difficult to find where that point is at many
airports. Jeppesen posts them on the airport view at some, but not all, airports
as
the ARP. NACO rarely lists them at all other than giving the long/lat.
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
Stearman N3977A
Brookeridge Air Park LL22
Downers Grove, IL 60516
630 985-8503
Message 6
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| Subject: | Re: Ray Allen Indicator Light, PTT, More |
--> AeroElectric-List message posted by: "John Schroeder" <jschroeder@perigee.net>
Mike -
Gene also agrees that since it does not effect the actual operation of the
tab servos, I'm going to live with it. The next step, however is to raise
hell with Ray Allen. Did you see Bob Nuckolls email on the subject? He
also thinks it is the LED indicator itself. And if he can get a diagram of
the circuitry, he can suggest a couple of steps/parts to add that would
eliminate the problem.
Cheers,
John
On Sat, 19 Nov 2005 10:45:21 EST, <MikeEasley@aol.com> wrote:
> Does anybody see any reason to shield the position sensor?
> Live with it?
--
Message 7
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| Subject: | Ray Allen Indicator Light, PTT, More |
--> AeroElectric-List message posted by: "glong2" <glong2@netzero.net>
I like Dave's solution - use it to your advantage. Use the LED's as a
transmit active indicator. If all of your trim LED's are dim/weird and you
are not pushing the transmit key, you know you have a "stuck mic."
Eugene Long
Lancair Super ES
glong2@netzero.net
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of John
Schroeder
Subject: Re: AeroElectric-List: Ray Allen Indicator Light, PTT, More
--> AeroElectric-List message posted by: "John Schroeder"
<jschroeder@perigee.net>
Mike -
Gene also agrees that since it does not effect the actual operation of the
tab servos, I'm going to live with it. The next step, however is to raise
hell with Ray Allen. Did you see Bob Nuckolls email on the subject? He
also thinks it is the LED indicator itself. And if he can get a diagram of
the circuitry, he can suggest a couple of steps/parts to add that would
eliminate the problem.
Cheers,
John
On Sat, 19 Nov 2005 10:45:21 EST, <MikeEasley@aol.com> wrote:
> Does anybody see any reason to shield the position sensor?
> Live with it?
--
Message 8
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| Subject: | Dual Alternator single battery question |
--> AeroElectric-List message posted by: "Tammy Goff" <tngoff@houston.rr.com>
I have a dual alternator (40 amp and a 20 amp from B&C) Z-12 schematic. I have
the OV protective voltage regulators from B&C installed. The fellow that I am
working with would like to wire the system where the silicone diode is left
out and there is no essential bus. There would be a on off switch for each alternator.
My question is what would happen if both alternators were "on" at
the same time? They would both be feeding into the avionics and the regular
bus at the same time. Would those expensive voltage regulators or other part
go up in smoke or would things run without difficulty? Thanks, George
Message 9
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| Subject: | Dual Alternator single battery question |
--> AeroElectric-List message posted by: "Bruce Gray" <Bruce@glasair.org>
Normal setup is to set the voltage for the standby alternator about .5 Volts
below normal buss voltage. If the main alternator dies the voltage sags and
the standby kicks in. B&C have a special regulator for this purpose.
Bruce
www.glasair.org
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Tammy
Goff
Subject: AeroElectric-List: Dual Alternator single battery question
--> AeroElectric-List message posted by: "Tammy Goff"
<tngoff@houston.rr.com>
I have a dual alternator (40 amp and a 20 amp from B&C) Z-12 schematic. I
have the OV protective voltage regulators from B&C installed. The fellow
that I am working with would like to wire the system where the silicone
diode is left out and there is no essential bus. There would be a on off
switch for each alternator. My question is what would happen if both
alternators were "on" at the same time? They would both be feeding into the
avionics and the regular bus at the same time. Would those expensive
voltage regulators or other part go up in smoke or would things run without
difficulty? Thanks, George
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