---------------------------------------------------------- AeroElectric-List Digest Archive --- Total Messages Posted Mon 02/13/06: 36 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 01:41 AM - Re: Re: Icom A200-Help! (Bill Maxwell) 2. 03:35 AM - Over-voltage event w/ IR alternator () 3. 03:38 AM - Re: Panel lighting questions (Sam Chambers) 4. 04:21 AM - Re: Over-voltage event w/ IR alternator (Mickey Coggins) 5. 05:06 AM - Re: Over-voltage event w/ IR alternator (Robert L. Nuckolls, III) 6. 05:18 AM - Re: Satellite versus Cell Phone, Was: AeroElectric-List D... (BobsV35B@aol.com) 7. 05:30 AM - Re: Panel lighting questions (Bill Denton) 8. 05:36 AM - Re: Over-voltage event w/ IR alternator () 9. 05:42 AM - Re: Strobe power supplies was Wiring issues (Charlie Kuss) 10. 06:57 AM - Re: Satellite versus Cell Phone, Was: AeroElectric-List D... (Dave Morris \) 11. 06:57 AM - Re: Panel lighting questions (Greg Campbell) 12. 07:36 AM - Re: Satellite versus Cell Phone, Was: AeroElectric-List D... (Brian Lloyd) 13. 07:54 AM - Re: Satellite versus Cell Phone, Was: AeroElectric-List D... (Dan Checkoway) 14. 08:28 AM - Re: Satellite versus Cell Phone, Was: AeroElectric-List D... (Brian Lloyd) 15. 08:49 AM - Re: Panel lighting questions (John Schroeder) 16. 08:57 AM - Re: Panel lighting questions (John Schroeder) 17. 09:24 AM - (mchristian@canetics.com) 18. 09:48 AM - Re: Re: Icom A200-Help! (errata of first draft wiring diagrams) () 19. 10:48 AM - Main and E-Bus () 20. 10:51 AM - Single point ground? () 21. 11:07 AM - Re: Main and E-Bus (Hinde, Frank George (Corvallis)) 22. 12:15 PM - Re: Main and E-Bus (Fiveonepw@aol.com) 23. 01:04 PM - Re: AeroElectric-List Digest: 33 Msgs - 02/12/06 (Lee Logan) 24. 01:07 PM - Re: ICOM A200 (joelrhaynes@aol.com) 25. 01:11 PM - Re: subject line (Charlie England) 26. 01:19 PM - Re: Main and E-Bus (Ron) 27. 01:38 PM - ANR Headset Connector (Larry E. James) 28. 01:52 PM - Re: ANR Headset Connector (Bill Denton) 29. 02:02 PM - Re: Plane-Power alternators (Gordon or Marge Comfort) 30. 02:35 PM - Re: Re: ICOM A200 (Robert L. Nuckolls, III) 31. 02:41 PM - Re: Main and E-Bus (Robert L. Nuckolls, III) 32. 03:12 PM - Re: ANR Headset Connector (Alan K. Adamson) 33. 04:48 PM - ANL Current Limiter more than 6 inches from starter contactor (STEVE MASSARI) 34. 05:31 PM - Re: Re: Plane-Power alternators (Tim Olson) 35. 06:15 PM - Re: Re: Plane-Power alternators (Gordon or Marge Comfort) 36. 09:04 PM - cell phone range to cell tower (Brian Lloyd) ________________________________ Message 1 _____________________________________ Time: 01:41:04 AM PST US From: "Bill Maxwell" Subject: Re: AeroElectric-List: Re: Icom A200-Help! --> AeroElectric-List message posted by: "Bill Maxwell" That peek required a magnifying glass Bob, plus a bright light and a glass of scotch. The dimming circuit doesn't rate a mention in the specifications at all, beyond a "+14v (input)" description in section 5-2 when describing the Molex connector pins. According to the schematic, the input flows through an LC filter, the coil value unspecified but described as EXC-ELDR25C and is a component used in several other parts of the schematic; the capacitor is 0.0047 uF. The input is picked off at the L and C junction. Test voltages at that point are called out as 13.5V both in Tx and Rx. It then leads to 2 "lamps" on the Main Unit pcb, drawn as incandescent bulbs but described in the parts list as LEDs, via an 8.2 ohm resistor. Those 2 are wired in parallel between the tail of that resistor and ground. They backlight the front panel push switches. Test voltages at the junction of the tail of the 8.2 ohm res and the paralleled leds is 12.5V, both in Rx and Tx. A branch before the 8.2 ohm resistor also feeds a further 6 "lamps", again drawn as incandescent lamps but again described in the parts list as LEDs, via an 18 ohm resistor. These 6 backlight the LCD display panel, wired 3 in series, the 2 series networks then wired in parallel between the tail of the 18 ohm Res. and ground. These obviously backlight the LCD display on the Front Unit. Test voltages at the junction of the led networks and the 18ohm are called out as 10.0V on both transmit and receive.. Nothing furter mentioned anywhere but I hope this little helps. It seems to me to be a fairly straightforward linear circuit, lending itself readily to dimming by varying the input voltage below the 13.8 volt rail? Bill ----- Original Message ----- From: "Robert L. Nuckolls, III" Sent: Monday, February 13, 2006 3:47 PM Subject: Re: AeroElectric-List: Re: Icom A200-Help! > --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" > > > At 02:39 PM 2/12/2006 +1100, you wrote: > >>--> AeroElectric-List message posted by: "Bill Maxwell" >> >> >>I was an Icom dealer at the time I got my service Manual but I suggest >>that >>you contact Icom US and ask for a copy. I suspect they will know who you >>are and of your influence in our movement. If not, they would be well >>advised to find out! >> >>I'll take a look at your drawing after I clear this email backlog. > > Take a peek at the dimming input. Can you confirm that it > simply drive panel lamps? Also, does it call out normal > input current to this pin? > > Bob . . . > > > ________________________________ Message 2 _____________________________________ Time: 03:35:25 AM PST US From: Subject: AeroElectric-List: Over-voltage event w/ IR alternator --> AeroElectric-List message posted by: Yesterday morning on the way to church I noticed the alternator idiot light come on. A quick check of the volt meter indicated 18 volts. I was driving my son's 1990 Ford F-150 with an IR alternator. It took me about thirty seconds to figure out what to do. There was not enough time left before church to make a forced landing so I kept flying. I started turning on anything electrical to absorb the extra electrons that were smashing the battery. When I remembered the off road driving lights my son recently installed and turned them on I was down to 13 volts. The voltage would varry with RPM and as long as I kept everything on and the RPM below 1500 I could keep the voltage under 14 volts. As the truck accelerated away from a stop and the transmission was in lower gears the idiot light would come on each time the voltage was above 16 volts which happened around 2000 RPM. Once in high gear the RPM would settle around 1200 and the voltage would be around 13 volts. In thirty years of driving I would guess that I have had five or six alternator failures. This is the first time it has been a high voltage failure. All of the other times it has been low output failures. Conclusions: 1. some IR alternators out there will detect an overvoltage event (turn on the idiot light) and yet do nothing about it (continue to produce 18 volts). 2. one event does not make conclusive scinece 3. a check list for OV events would have solved this problem quicker - I need a plan for low frequency failures with simple solutions. 4. z-13 would have handled this problem in my airplane as the main alternator would have tripped the OV module; the low voltage tone in my earphones would alert me to turn on the standby alternator and flight would have continued to destination. 5. what I learned from conclusions 1, 3, and 4 is worth the risk of starting another IR alternator e-mail flood. 6. I'm glad I removed the IR regulator from my plane's alternator and replaced it with an external unit and OV module. Just remember, everything I say could be wrong - or right? Regards, Bob Lee KR2 N52BL 91% done only 63% to go! ________________________________ Message 3 _____________________________________ Time: 03:38:19 AM PST US From: "Sam Chambers" Subject: Re: AeroElectric-List: Panel lighting questions --> AeroElectric-List message posted by: "Sam Chambers" Dean wrote: > Trying to resolve some nagging instrument lighting control issues here: > > 3) Electronic International FL-2CA fuel gauge (capacitive fuel sensing > with > display of 2 tanks at once) has both LEDs (which form an analog bar graph > to > show fuel levels in both tanks simultaneously) and an LCD digital readout > (which can be switched between each tank to give a digital indication of > fuel remaining). The instructions show a connection to the dimming > control > that allows varying the intensity of the LED bar graph lights. The LCD > backlight shows only a +12 volt connection with no dimming capability. > For > those of you that have one of these gauges, could a dimmer be connected to > the LCD backlight 12 volt input to provide a dimming of the LCD backlight? > Is dimming the LCD backlight worth-wile or even needed at all? Or..have > you > just connect the +12 volts and lived with the LCD backlight being on all > the > time? Also for the LED bar graphs that are dimmable...does anyone know if > that takes a variable voltage input (ala B&C dimmer controller)or do I > need > a variable resistance to ground? Dean, I can't help with the other issues, but the EI gage, I can. The LEDs are dimmed with 12 vdc applied at the specified pin (unless they have changed something) and at max brightness with no voltage. If you don't connect the backlight to keep it on all the time, you will wish you did. Sam Chambers Long-EZ N775AM Glasgow, KY ________________________________ Message 4 _____________________________________ Time: 04:21:16 AM PST US From: Mickey Coggins Subject: Re: AeroElectric-List: Over-voltage event w/ IR alternator --> AeroElectric-List message posted by: Mickey Coggins > Yesterday morning on the way to church I noticed the alternator idiot light > come on. A quick check of the volt meter indicated 18 volts. ... Was that the standard voltmeter that is installed in the car? What is the scale of the gauge? What brand of IR alternator are we talking about? > 5. what I learned from conclusions 1, 3, and 4 is worth the risk of > starting another IR alternator e-mail flood. I'm not sure I agree with you! :-) Thanks, Mickey -- Mickey Coggins http://www.rv8.ch/ #82007 finishing do not archive ________________________________ Message 5 _____________________________________ Time: 05:06:57 AM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: Over-voltage event w/ IR alternator --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" At 06:34 AM 2/13/2006 -0500, you wrote: >--> AeroElectric-List message posted by: > >Yesterday morning on the way to church I noticed the alternator idiot light >come on. A quick check of the volt meter indicated 18 volts. I was driving >my son's 1990 Ford F-150 with an IR alternator. It took me about thirty >seconds to figure out what to do. There was not enough time left before >church to make a forced landing so I kept flying. I started turning on >anything electrical to absorb the extra electrons that were smashing the >battery. When I remembered the off road driving lights my son recently >installed and turned them on I was down to 13 volts. The voltage would >varry with RPM and as long as I kept everything on and the RPM below 1500 I >could keep the voltage under 14 volts. As the truck accelerated away from a >stop and the transmission was in lower gears the idiot light would come on >each time the voltage was above 16 volts which happened around 2000 RPM. >Once in high gear the RPM would settle around 1200 and the voltage would be >around 13 volts. > >In thirty years of driving I would guess that I have had five or six >alternator failures. This is the first time it has been a high voltage >failure. All of the other times it has been low output failures. > >Conclusions: > 1. some IR alternators out there will detect an overvoltage event (turn >on the idiot light) and yet do nothing about it (continue to produce 18 >volts). > 2. one event does not make conclusive scinece > 3. a check list for OV events would have solved this problem quicker - I >need a plan for low frequency failures with simple solutions. > 4. z-13 would have handled this problem in my airplane as the main >alternator would have tripped the OV module; the low voltage tone in my >earphones would alert me to turn on the standby alternator and flight would >have continued to destination. > 5. what I learned from conclusions 1, 3, and 4 is worth the risk of >starting another IR alternator e-mail flood. > 6. I'm glad I removed the IR regulator from my plane's alternator and >replaced it with an external unit and OV module. > >Just remember, everything I say could be wrong - or right? The things you've offered are reasonable deductions based on irrefutable observation and an understanding of the simple ideas upon which the failed system functions. Using these tools, the probability of having good ideas to offer is quite high. I can find no faults in your narration. The most profound observation I would offer is that because of your willingness to learn, understand, observe, react and craft a Plan-B on the fly (load it up and keep rpm low) is gratifying to me. As engineer I KNOW that ALL alternator/regulator combinations have operating/failure modes wherein there is benefit for crafting the automatic (or at least a rapid-response manual) control philosophy. The difficult task is as teacher to share that knowledge in ways that impart understanding. If what you've shared with us today is based at least in part on understanding you've acquired here on the List, then you've made my day sir. Know that there are ways to add positive, low stress control to an IR alternator and the hardware for doing that will be available in due course. Thank you for sharing your contribution with us. I'm off to class today. RAC offered me a short course (35 hours) from KU on flight testing. I'm sure that most of the course materials have to do with the investigation of an airplane's aerodynamics and structural integrity which is way out of my field of expertise. But the most successful test programs are those which are well instrumented and supported by tools for evaluating data. You ought to see how Eclipse has conducted their flight tests! I'm looking forward to a week of immersion in, as #5 would say, "input". This is going to be a good week. Bob . . . ________________________________ Message 6 _____________________________________ Time: 05:18:50 AM PST US From: BobsV35B@aol.com Subject: Re: AeroElectric-List: Satellite versus Cell Phone, Was: AeroElectric-List D... --> AeroElectric-List message posted by: BobsV35B@aol.com In a message dated 2/13/2006 12:52:55 A.M. Central Standard Time, brian-yak@lloyd.com writes: The two systems with which I am familiar are Iridium and Globalstar. They seem quite pricey when compared to cellular/PCS service here in the US but the key is that they work just about anywhere in the world (Iridium) with no roaming charges. OTOH they cost like paying roaming charges for normal service. Expect to pay about $1(US) per minute for air time. Thank You Brian. That certainly has possibilities. Do Not Archive Happy Skies, Old Bob AKA Bob Siegfried Ancient Aviator Stearman N3977A Brookeridge Air Park LL22 Downers Grove, IL 60516 630 985-8503 ________________________________ Message 7 _____________________________________ Time: 05:30:58 AM PST US From: "Bill Denton" Subject: RE: AeroElectric-List: Panel lighting questions --> AeroElectric-List message posted by: "Bill Denton" You posted: "1) MAC (?Ray Allen?) trim servo position INDICATOR(LED bar graph type). The MAC drawings show a white wire (used for dimming control) connected to the INPUT side of the aircraft's dimmer pot (the side of the pot connected to +12 volts). Is this diagram correct and do I have to connect this wire to the input side of the dimmer control? Or can I connect it to the OUTPUT side of a B&C solid state dimmer? The connection drawing also shows separate power and ground connections to the indicator so I'm not sure if the dimming action needs a variable resistance to ground or a variable input voltage!? Also...anyone know how much current these draw at full intensity?" The Ray Allen indicators do not have "variable" lighting; they simply have a full intensity state and a dimmed state. Applying a voltage to the white wire causes the LED's to dim; removing that voltage causes them to operate with full intensity. You would not want to put them on the "output" side of a dimmer. The rationale for connecting the white wire to the "input" side of the dimmer is that you would normally not have a voltage there unless the panel lights were turned on, either via the NAV light switch or a separate PANEL light switch. So, with the panel lights OFF, no voltage would be applied to either the "input" side of the dimmer switch, nor to the white wire connected there, and the LED's would operate with full brightness. Turning the panel lights ON would apply a voltage to the "input" side of the dimmer switch, and to the white wire connected there, which would dim the LED's. Hope this is helpful... -----Original Message----- From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of DEAN PSIROPOULOS Sent: Monday, February 13, 2006 12:25 AM Subject: AeroElectric-List: Panel lighting questions --> AeroElectric-List message posted by: "DEAN PSIROPOULOS" Trying to resolve some nagging instrument lighting control issues here: 1) MAC (?Ray Allen?) trim servo position INDICATOR(LED bar graph type). The MAC drawings show a white wire (used for dimming control) connected to the INPUT side of the aircraft's dimmer pot (the side of the pot connected to +12 volts). Is this diagram correct and do I have to connect this wire to the input side of the dimmer control? Or can I connect it to the OUTPUT side of a B&C solid state dimmer? The connection drawing also shows separate power and ground connections to the indicator so I'm not sure if the dimming action needs a variable resistance to ground or a variable input voltage!? Also...anyone know how much current these draw at full intensity? 2)Mid Content Instruments MD200-306 VOR/ILS indicator internal light dimming. Thanks for giving me the scoop on the connections here. NOW.....I need to know how much current the internal lighting needs at maximum brightness. Anybody know the answer to this one? Can't seem to locate an answer in the manual I have. I need to know this so I can determine the current capacity of the dimming control circuit. 3) Electronic International FL-2CA fuel gauge (capacitive fuel sensing with display of 2 tanks at once) has both LEDs (which form an analog bar graph to show fuel levels in both tanks simultaneously) and an LCD digital readout (which can be switched between each tank to give a digital indication of fuel remaining). The instructions show a connection to the dimming control that allows varying the intensity of the LED bar graph lights. The LCD backlight shows only a +12 volt connection with no dimming capability. For those of you that have one of these gauges, could a dimmer be connected to the LCD backlight 12 volt input to provide a dimming of the LCD backlight? Is dimming the LCD backlight worth-wile or even needed at all? Or..have you just connect the +12 volts and lived with the LCD backlight being on all the time? Also for the LED bar graphs that are dimmable...does anyone know if that takes a variable voltage input (ala B&C dimmer controller)or do I need a variable resistance to ground? 4)For dimming control on the EZ Pilot and AFS AOA indicators, a momentary push button switch is used that temporarily grounds one pin on the connector. Is there a way to control these two instruments with an potentiometer style instrument panel dimmer control or do we have to use the buttons? Is such precise dimming control of these instruments worth-wile or even needed at all? 5)Non related to panel lights but related to Lightspeed Plasma II+ electronic ignition. I got this one because it uses the aircraft style key switch to turn it on and off. I didn't find any key switch depicted or specified in the manual. I'm using the STD aircraft A510 key switch that grounds the P leads to shutoff the mags (I have one mag on the left side). Is this the correct switch or do I need a car style that makes a connection to enable the electronic ignition? I would also like to install an annunciator light that will turn on when I have the ignition turned on at the key switch and turn off when the key is off...anyone done this or know how to accomplish it? Thanks much. Dean Psiropoulos RV-6A N197DM Autocad-21 drawings so far ________________________________ Message 8 _____________________________________ Time: 05:36:42 AM PST US From: Subject: RE: AeroElectric-List: Over-voltage event w/ IR alternator --> AeroElectric-List message posted by: Mickey asked: [answers in [] brackets] Was that the standard voltmeter that is installed in the car? [Ford Factory] What is the scale of the gauge? [8 to 18 volts in 1 volt incriments] What brand of IR alternator are we talking about? [Stock Ford] > 5. what I learned from conclusions 1, 3, and 4 is worth the risk of > starting another IR alternator e-mail flood. I'm not sure I agree with you! :-) [like I said, everything I said could be wrong!] Regards, Bob Lee KR2 N52BL 91% done only 63% to go! ________________________________ Message 9 _____________________________________ Time: 05:42:24 AM PST US From: Charlie Kuss Subject: Re: AeroElectric-List: Strobe power supplies was Wiring issues --> AeroElectric-List message posted by: Charlie Kuss You might want to consult your Whelen manual regarding using this power pack for 3 or 4 strobe heads. What is your power supply model? Most Whelen and Nova power supplies only supply rated power to HALF the number of heads. Most units only supply half power when using more than half the maximum number of strobe heads. My Nova 904 can run up to 6 heads. However, this means that each capacitor must power 2 heads rather than 1. This cuts the charging time (and therefore the power output) for each head, in half. This could become an issue when your DAR makes his/her inspection. Charlie Kuss >--> AeroElectric-List message posted by: "rlnelson5" > >Hello > Redoing my lower dash panel. > > 1 I have a Whalen strobe powerpack that can handle either 1,2,3 > or 4 strobes. It is 14v 7a unit . I have 2 wingtip , 1 tail and 1 > red strobe/ beacon. > > My question is if I could use a [ 2-10 ?] switch to control this > strobe power unit and have the red beacon turn on the middle switch > position and then add the other 3 strobes at the top switch position? > If that would not do it is there some other arrangment to do it? > >2 I have the B + C instrament lighting dimmer setup . > I have Inst. lights, couple of post lights Radio lights ,Lower > dash panel lights , and 2 over the shoulder lights. I have a cabin > ovhd light as well. > > I am using Fiber light units on most instraments and on the lower > dash. The lower dash units are a long fiber optic strip that has > lettering on them to label the lower dash panel items. > > How should I handle this whole setup? > I only have one dimmer pot . >Do I need some type of rotary switch? > Regular switches or wire the ovhd to a seperate switch? ? wire > them all together? > >Any ideas would be helfull > > thanks l > > >Read this topic online here: > >http://forums.matronics.com/viewtopic.php?p=11546#11546 > > ________________________________ Message 10 ____________________________________ Time: 06:57:21 AM PST US From: "Dave Morris \"BigD\"" AeroElectric-List D... Subject: Re: AeroElectric-List: Satellite versus Cell Phone, Was: AeroElectric-List D... --> AeroElectric-List message posted by: "Dave Morris \"BigD\"" AeroElectric-List D... I have some shares of Iridium if someone wants to buy them **cheap** I'll sell them for what I paid for them (smirk smirk) :) Dave Morris At 07:17 AM 2/13/2006, you wrote: >--> AeroElectric-List message posted by: BobsV35B@aol.com > > >In a message dated 2/13/2006 12:52:55 A.M. Central Standard Time, >brian-yak@lloyd.com writes: > >The two systems with which I am familiar are Iridium and Globalstar. They >seem quite pricey when compared to cellular/PCS service here in the US >but the key is that they work just about anywhere in the world (Iridium) >with no roaming charges. OTOH they cost like paying roaming charges for >normal service. Expect to pay about $1(US) per minute for air time. > > >Thank You Brian. That certainly has possibilities. > >Do Not Archive > >Happy Skies, > >Old Bob >AKA >Bob Siegfried >Ancient Aviator >Stearman N3977A >Brookeridge Air Park LL22 >Downers Grove, IL 60516 >630 985-8503 > > ________________________________ Message 11 ____________________________________ Time: 06:57:21 AM PST US Subject: Re: AeroElectric-List: Panel lighting questions From: Greg Campbell --> AeroElectric-List message posted by: Greg Campbell I'll take a shot at Question #1) The white wire is a "logic input" to control a dimmer built into the LED trim indicator. The two "logic states" are "FULL Brightness" and "HALF Brightness", controlled by the voltage supplied to the white wire as a "command" to the built in dimmer. If you don't apply any voltage to the white wire, (or if you don't bother connecting it), then you are commanding FULL Brightness whenever the trim display is powered up. If you apply anything from 12v down to some "threshold voltage" (which can be determined), then the display will be at "HALF Brightness". If you apply some voltage, but less than the "threshold voltage", then the display will again be at "FULL brightness". (Essentially treating it the same as applying no voltage to it.) So the simplest thing is to hook the white wire up to the INPUT side of your panel lights dimmer. If you've turned on the panel lights - then the trim display will sense 12v on the white wire and go to HALF Brightness and stay there regardless of how low you turn the panel lights. However, if you hook the white wire to the OUTPUT side of your dimmer - then the trim indicator will probably go to HALF Brightness when you turn your panel lights ON, but it may go back up to FULL Brightness when you turn your panel lights way down low. This would happen if the OUTPUT voltage from the panel dimmer is below the switching threshold of the trim indicator's "dimmer input" circuit. It won't hurt anything to try - it's just a logic input. You might be able to "get away" with hooking the white wire up to the OUTPUT side. It will add a miniscule load to the dimmer's load - and worst case you'll see your trim indicators get brighter when you turn the panel dimmer all the way down low. Maybe you see that as a feature, not a bug ;-) A reminder that you have the panel lights turned down low. A FEW OTHER NOTES: The MAC / Ray Allen trim indicators rely on a simple 5K potentiometer inside the servo. The three colored wires coming out of a Servo are connected to the three terminals of the pot. You can figure out which is which by using an Ohmmeter across them. Two wires will have a 5,000 ohm resistance regardless of the position of the servo. The other wire is the "tap" - and the readings from the "tap" to each "end" should add up to 5,000 Ohms. In normal use, the indicator applies some "reference voltage" (probably 5v regulated) across the ends of the potentiometer, and the tap returns a voltage proportional to the servo's position. The 5K potentiometer inside the servo will handle 12v applied across the "ends" of the pot regardless of the position of the servo arm. However, if you have the servo arm at one end or the other - the resistance from the tap to that end of the potentiometer can be fairly low. Inadvertently applying 12v across the tap and that end could smoke the potentiometer inside the servo. I can't think of any good reason to be applying 12v to the servo potentiometer lines - but it's something to keep in mind. Similarly, you shouldn't apply 12v to the Trim Indicator wires (other than the red & black). To do so could smoke a diode inside the RP2 indicator, or possibly damage the RP3 indicator. See this link for more details: www.RayAllenCompany.com/RACmedia/instructionsT2andT3.pdf Another comment is the availability of the "needle type" RP2 trim indicators. See: www.AircraftSpruce.com/catalog/elpages/racindicators.php I find the green LED from the (RP3) trim indicator gives some strong reflections in the cockpit that turn up on the windshield at night. And sometimes I have to shade the LED indicator with my hand to read it in direct sunlight. (Mine is a few years old though.) So. you might want to consider the analog RP2 meter version of the trim indicator. I'm not sure if it has a built in light - but for $75 I'm hoping it does. Hope it helps, Greg ________________________________ Message 12 ____________________________________ Time: 07:36:52 AM PST US From: Brian Lloyd Subject: Re: AeroElectric-List: Satellite versus Cell Phone, Was: AeroElectric-List D... --> AeroElectric-List message posted by: Brian Lloyd BobsV35B@aol.com wrote: > brian-yak@lloyd.com writes: > > The two systems with which I am familiar are Iridium and Globalstar. They > seem quite pricey when compared to cellular/PCS service here in the US > but the key is that they work just about anywhere in the world (Iridium) > with no roaming charges. OTOH they cost like paying roaming charges for > normal service. Expect to pay about $1(US) per minute for air time. > > > > Thank You Brian. That certainly has possibilities. If you need telephone service while flying your airplane, this is certainly the way to go. Most of the expensive yachts have these. These phones also offer low-speed (9600 bps) access to the Internet. For those of you interested in having someone know where you are should you go down and not have to pay an arm and a leg for it, I would suggest you consider getting your amateur radio license and put your airplane into the APRS network. APRS works by broadcasting your GPS-derived position to the rest of the APRS network on the ham bands. (This is similar in approach to ADS-B that the FAA is rolling out.) There are lots of people out there listening and an airplane has a great deal of advantage in that its VHF transmitter will cover a lot of territory. Odds are high that another ham on the network will hear and forward your position information. BTW, they also use APRS on the HF (short-wave) bands which give world-wide coverage. (My call is WB6RQN - extra) -- Brian Lloyd 361 Catterline Way brian-yak at lloyd dot com Folsom, CA 95630 +1.916.367.2131 (voice) +1.270.912.0788 (fax) I fly because it releases my mind from the tyranny of petty things . . . - Antoine de Saint-Exupery ________________________________ Message 13 ____________________________________ Time: 07:54:00 AM PST US From: "Dan Checkoway" Subject: Re: AeroElectric-List: Satellite versus Cell Phone, Was: AeroElectric-List D... --> AeroElectric-List message posted by: "Dan Checkoway" I recently did some research on satellite phone rentals. You can rent sat phones by the week, month, whatever. I occasionally fly through a section of Mexico between Mexicali and Punta Penasco that is desolate to say the least. My ELT is worthless, and I'm not a big believer in PLBs. By contrast, to pay $60 or $70 for a week of satellite phone rental appeals to me...go down in a desolate area, and at least you can call in your own search party. Google "satellite phone rental" and you'll find tons of options. do not archive )_( Dan RV-7 N714D (800+ hours) http://www.rvproject.com ----- Original Message ----- From: "Dave Morris "BigD" AeroElectric-List D..." Sent: Monday, February 13, 2006 6:51 AM Subject: Re: AeroElectric-List: Satellite versus Cell Phone, Was: AeroElectric-List D... > --> AeroElectric-List message posted by: "Dave Morris \"BigD\"" > AeroElectric-List D... > > I have some shares of Iridium if someone wants to buy them **cheap** I'll > sell them for what I paid for them (smirk smirk) :) > > Dave Morris > > At 07:17 AM 2/13/2006, you wrote: >>--> AeroElectric-List message posted by: BobsV35B@aol.com >> >> >> >>In a message dated 2/13/2006 12:52:55 A.M. Central Standard Time, >>brian-yak@lloyd.com writes: >> >>The two systems with which I am familiar are Iridium and Globalstar. They >>seem quite pricey when compared to cellular/PCS service here in the US >>but the key is that they work just about anywhere in the world (Iridium) >>with no roaming charges. OTOH they cost like paying roaming charges for >>normal service. Expect to pay about $1(US) per minute for air time. >> >> >> >>Thank You Brian. That certainly has possibilities. >> >>Do Not Archive >> >>Happy Skies, >> >>Old Bob >>AKA >>Bob Siegfried >>Ancient Aviator >>Stearman N3977A >>Brookeridge Air Park LL22 >>Downers Grove, IL 60516 >>630 985-8503 >> >> >> >> >> >> >> >> >> >> > > > ________________________________ Message 14 ____________________________________ Time: 08:28:11 AM PST US From: Brian Lloyd Subject: Re: AeroElectric-List: Satellite versus Cell Phone, Was: AeroElectric-List D... --> AeroElectric-List message posted by: Brian Lloyd Dave Morris "BigD" AeroElectric-List D... wrote: > --> AeroElectric-List message posted by: "Dave Morris \"BigD\"" AeroElectric-List D... > > I have some shares of Iridium if someone wants to buy them **cheap** I'll > sell them for what I paid for them (smirk smirk) :) Yeah, it was a financial bust for the original investors. The technology was good but no one bothered to wonder if, when everyone else was paying 25 cents per minute for cell service, would anyone bother to pay a dollar a minute (or more). Iridium went belly up but all those beautiful satellites were still up there. They were even going to de-orbit the birds! Fortunately someone bought them at fire-sale prices and the network remained. You can run the network pretty cheaply if you don't have to pay to build and launch the satellites. Of course this begs the question: is it profitable to replace satellites that die? My guess is that they probably can keep it going but I haven't looked at their books. -- Brian Lloyd 361 Catterline Way brian-yak at lloyd dot com Folsom, CA 95630 +1.916.367.2131 (voice) +1.270.912.0788 (fax) I fly because it releases my mind from the tyranny of petty things . . . - Antoine de Saint-Exupery ________________________________ Message 15 ____________________________________ Time: 08:49:48 AM PST US Subject: Re: AeroElectric-List: Panel lighting questions From: "John Schroeder" --> AeroElectric-List message posted by: "John Schroeder" Dean - Answer is yes. That is the way they dim the led's in that indicator. If you have the input to your dimmer switched, you can take the dimmer input to the same pole on the switch or from its connection to the input side of the dimmer. John On Mon, 13 Feb 2006 01:24:43 -0500, DEAN PSIROPOULOS wrote: > 1) MAC (?Ray Allen?) trim servo position INDICATOR(LED bar graph type). > The > MAC drawings show a white wire (used for dimming control) connected to > the > INPUT side of the aircraft's dimmer pot (the side of the pot connected to > +12 volts). Is this diagram correct and do I have to connect this wire > to > the input side of the dimmer control? -- ________________________________ Message 16 ____________________________________ Time: 08:57:42 AM PST US Subject: Re: AeroElectric-List: Panel lighting questions From: "John Schroeder" --> AeroElectric-List message posted by: "John Schroeder" Dean - We have the same instrument and did not bother with the current flow. It is very low and I'm guessing that it is no more than 0.2 amps. Am sending you two .pdf pages to your email address from my wirebook showing the trim setup and the MD200 feed. John On Mon, 13 Feb 2006 01:24:43 -0500, DEAN PSIROPOULOS wrote: > 2)Mid Content Instruments MD200-306 VOR/ILS indicator internal light > dimming. Thanks for giving me the scoop on the connections here. > NOW.....I > need to know how much current the internal lighting needs at maximum > brightness. Anybody know the answer to this one? Can't seem to locate an > answer in the manual I have. I need to know this so I can determine the > current capacity of the dimming control circuit. -- ________________________________ Message 17 ____________________________________ Time: 09:24:18 AM PST US From: mchristian@canetics.com --> AeroElectric-List message posted by: mchristian@canetics.com I just finished the installation of the ACS FlyCam in my taildragger Shekari. I am putting the low light capable Sony CCD in the cowl pointing level in taxi config. The dimmable 6.8" TFT LCD will allow me to get a better view of what I can't see due to the cowl at night and day. In flight, the camera will be pointing down at an angle to expose the area I can not see due to the cowl. I am sanding and filling prior to paint, so I can't say yet how it will work out. Camera tests in low level light though show great resolution. Mike ________________________________ Message 18 ____________________________________ Time: 09:48:56 AM PST US From: Subject: AeroElectric-List: Re: Re: Icom A200-Help! (errata of first draft wiring diagrams) --> AeroElectric-List message posted by: Basic ICOM A200 wiring (corrected). Forgot a jumper in the first draft. Also shown is my interpretation of how to wire the "HOT" mic intercom built into the ICOM. I have heard from two folks that used the ICOM internal intercom. It works but is low on volumn, and it was suggest even a cheap Flightcom or similar low cost VOX intercom would be better. http://img486.imageshack.us/img486/8466/icoma2004lh.jpg Below is my two ICOM's with no audio panel idea's. I show three ways to wire. Disclaimer is I never wired this up before, but think it will work fine. I have great memories of my OLD Piper Apache with two King KX170's that did not have an audio panel. It just had a switch to select the transmitter. The ADF was wired thru one of the KX170s aux input ( I think) and individual volumn control was used to listen or silence the radio/nav of choice. The mixer is a common electronic kit that takes 3 or 4 inputs and mixes it thru a preamp to one output. http://img486.imageshack.us/img486/3088/icomblock5xg.jpg George --------------------------------- ________________________________ Message 19 ____________________________________ Time: 10:48:51 AM PST US Subject: AeroElectric-List: Main and E-Bus From: --> AeroElectric-List message posted by: Anyone have pictures of what a Main Bus and E-Bus can look like? I know what they look like on a schematic, and what B+C sells as Bus Bar Stock which is .025" x .5" x 12" brass. I can see if you have breakers in a row you can screw to the brass. What if you have switches, fuses and breakers? Can you solder Faston tabs like B+Cs Tab ground kit? Thx. Ron Parigoris ________________________________ Message 20 ____________________________________ Time: 10:51:08 AM PST US Subject: AeroElectric-List: Single point ground? From: --> AeroElectric-List message posted by: Hmmmm, this bounced back to me?? Have a question on B+C 24/48-Tab Firewall Ground Kit: Is it desirable to put a phospher bronze internal star washer under head of bolt and ground bus, and under nut and other ground bus, and under nut that captures ground lugs? Or?? Thx. Ron Parigoris ________________________________ Message 21 ____________________________________ Time: 11:07:41 AM PST US Subject: RE: AeroElectric-List: Main and E-Bus From: "Hinde, Frank George (Corvallis)" --> AeroElectric-List message posted by: "Hinde, Frank George (Corvallis)" The busses really are the fuse boxes...At least mine are. Frank -----Original Message----- From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of rparigor@SUFFOLK.LIB.NY.US Sent: Monday, February 13, 2006 10:45 AM Subject: AeroElectric-List: Main and E-Bus --> AeroElectric-List message posted by: Anyone have pictures of what a Main Bus and E-Bus can look like? I know what they look like on a schematic, and what B+C sells as Bus Bar Stock which is .025" x .5" x 12" brass. I can see if you have breakers in a row you can screw to the brass. What if you have switches, fuses and breakers? Can you solder Faston tabs like B+Cs Tab ground kit? Thx. Ron Parigoris ________________________________ Message 22 ____________________________________ Time: 12:15:51 PM PST US From: Fiveonepw@aol.com Subject: Re: AeroElectric-List: Main and E-Bus --> AeroElectric-List message posted by: Fiveonepw@aol.com In a message dated 2/13/06 12:51:29 PM Central Standard Time, rparigor@SUFFOLK.LIB.NY.US writes: > Anyone have pictures of what a Main Bus and E-Bus can look like? >> Hi Ron- Here's a look at mine- http://websites.expercraft.com/n51pw/index.php?q=log_entry&log_id=5003 click on the foto for larger view &let me know if ya have any questions... Mark Phillips - Columbia, TN All-electric RV-6A, 280 hours do not archive ________________________________ Message 23 ____________________________________ Time: 01:04:24 PM PST US From: Lee Logan Subject: AeroElectric-List: Re: AeroElectric-List Digest: 33 Msgs - 02/12/06 --> AeroElectric-List message posted by: Lee Logan "You make this implicit assumption on which to base an argument to change the FAA's mind: "I am conscious and able to turn on my blackberry or cell phone, and to connect and to describe my location ... ". If you are not capable of the above and need rescue to stay alive, or your family needs your body for closure, the whole process needs to be automatic and more accurate. That's the answer the FAA will send back. Now, how to do what they want in a way that will be far more reliable than the method mandated now, and will not break our banks, is the problem at hand. There is a much better solution, but it costs a lot more and so far, a lot of folks have rejected it because of cost. John Schroeder" All good points, I think. I was not aware cell towers have to be within 3 miles for cell phones to work. How do they do it in Cambodia? I was there a couple of years ago and reception was outstanding---surprised me no end. Never saw a cell tower anywhere. The problem with ELT's (assuming the stats given are right) is that they aren't very reliable either (12% of the time). If you are incapacitated you may be out of luck either way. Satcom is nice but expensive. Oh well. 406, here I come, I guess. Regards, Lee... ________________________________ Message 24 ____________________________________ Time: 01:07:47 PM PST US From: joelrhaynes@aol.com Subject: AeroElectric-List: Re: ICOM A200 --> AeroElectric-List message posted by: joelrhaynes@aol.com Bob, Having just recently wired my ICOM A200, I recognized that you reversed pins 9 and J on your schematic below. Pin 9 is the PTT and pin J is mic input HI. A real service manual! I'd love to get a copy. The latest wiring on the ICOM website shows two normally open, pull-downs to ground for those two functions. I needed a break from some other things I was supposed to be doing today and threw a little drawing package together. It's posted at http://www.aeroelectric.com/Installation_Data/IC-A200_Icom_Installation_Wiring.pdf If folks would care to review it and ask any questions that are not answered, suggest additional materials be added or have spotted errors, I'd be delighted to get he feedback. I've already found a goof. I'd intended to show how to "dummy load" the speaker output with an inset on page 2. I also note that the real model number is IC-A200 which ought to be fixed in several places. Dee and I are off to dinner with some old friends who used to work with us at Videmation when I was rummaging around in train wrecks instead of building airplanes. Bob . . . ________________________________ Message 25 ____________________________________ Time: 01:11:56 PM PST US From: Charlie England Subject: AeroElectric-List: Re: subject line --> AeroElectric-List message posted by: Charlie England I'm not trying to play list cop, but it is helpful to use a subject line in posts. With viruses running rampant, I'm prone to delete anything I don't recognize & I'd bet others are, as well. thanks, Charlie ________________________________ Message 26 ____________________________________ Time: 01:19:44 PM PST US From: "Ron" Subject: RE: AeroElectric-List: Main and E-Bus --> AeroElectric-List message posted by: "Ron" Look at my web site as I made a slide out fuse panel that houses the main- e-bus and main battery bus, the link is at the bottom of this page. Ron Triano http://bld01.ipowerweb.com/contentmanagement/websites/rtrianoc/page10.html -----Original Message----- From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Fiveonepw@aol.com Sent: Monday, February 13, 2006 12:11 PM Subject: Re: AeroElectric-List: Main and E-Bus --> AeroElectric-List message posted by: Fiveonepw@aol.com In a message dated 2/13/06 12:51:29 PM Central Standard Time, rparigor@SUFFOLK.LIB.NY.US writes: > Anyone have pictures of what a Main Bus and E-Bus can look like? >> Hi Ron- Here's a look at mine- http://websites.expercraft.com/n51pw/index.php?q=log_entry&log_id=5003 click on the foto for larger view &let me know if ya have any questions... Mark Phillips - Columbia, TN All-electric RV-6A, 280 hours do not archive ________________________________ Message 27 ____________________________________ Time: 01:38:55 PM PST US From: "Larry E. James" Subject: AeroElectric-List: ANR Headset Connector --> AeroElectric-List message posted by: "Larry E. James" Can anyone steer me to the proper connector to accept a ship-powered ANR headset ?? If I go this route (and I prefer not having a battery flopping around the cockpit) are there options for me to adapt to standard dual-plug headsets also ?? thanks in advance, -- Larry E. James Harmon Rocket II Seattle, WA ________________________________ Message 28 ____________________________________ Time: 01:52:55 PM PST US From: "Bill Denton" Subject: RE: AeroElectric-List: ANR Headset Connector --> AeroElectric-List message posted by: "Bill Denton" Bose sells them ($31.95 IIRC), and I believe Lightspeed uses the same connector... -----Original Message----- From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of Larry E. James Sent: Monday, February 13, 2006 3:37 PM Subject: AeroElectric-List: ANR Headset Connector --> AeroElectric-List message posted by: "Larry E. James" Can anyone steer me to the proper connector to accept a ship-powered ANR headset ?? If I go this route (and I prefer not having a battery flopping around the cockpit) are there options for me to adapt to standard dual-plug headsets also ?? thanks in advance, -- Larry E. James Harmon Rocket II Seattle, WA ________________________________ Message 29 ____________________________________ Time: 02:02:42 PM PST US From: "Gordon or Marge Comfort" Subject: AeroElectric-List: Re: Plane-Power alternators --> AeroElectric-List message posted by: "Gordon or Marge Comfort" At the risk of starting another disputatious thread about alternators, is there any field experience with Plane-Power? They appear to have addressed some of the concerns that have been expressed over the last months and they are now selling into the experimental market. According to a spokesperson their units have improved cooling fans, internal regulation with external control via the field circuit, overvoltage protection mounted on the alternator, balanced rotating parts, machined drive pulley, low voltage warning light and all the parts needed to mount the system on a Lycoming (for instance). Apparently the regulator is set to 14.3volts plus or minus. I do not know who manufactures the basic unit. Does anyone out there know these people or have operational experience with their equipment? They apparently sell through distributors which include Aircraft Spruce and Chief. Prices are not extremely low but are substantially lower than B&C's 60A with LR3. Comments please. Thank you. Gordon Comfort N363GC ________________________________ Message 30 ____________________________________ Time: 02:35:54 PM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: Re: ICOM A200 --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" At 04:06 PM 2/13/2006 -0500, you wrote: >--> AeroElectric-List message posted by: joelrhaynes@aol.com > > Bob, >Having just recently wired my ICOM A200, I recognized that you reversed >pins 9 and J on your schematic below. Pin 9 is the PTT and pin J is mic >input HI. > Got it fixed. Thanks! Bob . . . ________________________________ Message 31 ____________________________________ Time: 02:41:47 PM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: Main and E-Bus --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" At 06:45 PM 2/13/2006 +0000, you wrote: >--> AeroElectric-List message posted by: > >Anyone have pictures of what a Main Bus and E-Bus can look like? If you use breakers, then they look something like http://www.aeroelectric.com/Pictures/Breakers/Bus_Bar_Not_1.jpg . . . except the breakers are more modern. If you use fuse blocks, the bus bars are built into the fuse block assembly . . . http://www.aeroelectric.com/Pictures/Fuses/fuseblks.jpg Nothing to build, just bolt it in and start wiring up. >I know what they look like on a schematic, and what B+C sells as Bus Bar >Stock which is .025" x .5" x 12" brass. That works well for breakers . . . >I can see if you have breakers in a row you can screw to the brass. yup . . . >What if you have switches, fuses and breakers? Can you solder Faston tabs >like B+Cs Tab ground kit? Perhaps you were unaware that the bus is built into the fuse holders. Use the fuseblocks as supplied and your bus bars are already done. They run right down the middle of the fuseblock and you wire them with a wire to the fat screw at the end of the fuseblock. Bob . . . ________________________________ Message 32 ____________________________________ Time: 03:12:14 PM PST US From: "Alan K. Adamson" Subject: RE: AeroElectric-List: ANR Headset Connector --> AeroElectric-List message posted by: "Alan K. Adamson" Spruce sell the bose one with a wiring bundle already attached for $30ish... DC uses a different connector I believe, there is a 6 pin and an 8 pin version.. Alan -----Original Message----- From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Bill Denton Sent: Monday, February 13, 2006 4:51 PM Subject: RE: AeroElectric-List: ANR Headset Connector --> AeroElectric-List message posted by: "Bill Denton" --> Bose sells them ($31.95 IIRC), and I believe Lightspeed uses the same connector... -----Original Message----- From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of Larry E. James Sent: Monday, February 13, 2006 3:37 PM Subject: AeroElectric-List: ANR Headset Connector --> AeroElectric-List message posted by: "Larry E. James" Can anyone steer me to the proper connector to accept a ship-powered ANR headset ?? If I go this route (and I prefer not having a battery flopping around the cockpit) are there options for me to adapt to standard dual-plug headsets also ?? thanks in advance, -- Larry E. James Harmon Rocket II Seattle, WA ________________________________ Message 33 ____________________________________ Time: 04:48:48 PM PST US From: STEVE MASSARI Subject: AeroElectric-List: ANL Current Limiter more than 6 inches from starter contactor --> AeroElectric-List message posted by: STEVE MASSARI All of the Aeroelectric 'Z' diagrams show the ANL current limiter mounted within 6 inches of the starter contactor. I would like to mount mine on the right side of the battery on a RV9. What wire size would you use ? I am using the B&C base with a 60A fuse. ________________________________ Message 34 ____________________________________ Time: 05:31:11 PM PST US From: Tim Olson Subject: Re: AeroElectric-List: Re: Plane-Power alternators --> AeroElectric-List message posted by: Tim Olson I have a very little experience with Plane-Power, both customer service and flying. I was one of the first to receive an experimental unit, right after their certified models were certified. They were extremely nice and sent me proto's of both the 60 and 70A so I could see which one fits the RV-10. (The answer is both) The 70A runs cooler due to a bigger pulley, so I bought it. Since this was their first experience selling to that market, and there are so many varieties of engine block styles, there was a small issue originally. On my engine, there was a spot on the block that interfered with their mounting swingarm. They were extremely interested in making it perfect, so they got measurements from me and literally had hundreds of arms made that would conform to this engine block. I thought that was exceptional customer service that they would make sure that the arms fit perfect with no shimming or other cobble jobs to make them work...and it was very nice to help improve a product for a bigger market. Mine does have dual fans, and the front and back both pull towards the inside, and it exhausts out the center. Mine also came with a blast tube mount, which I did hook up. It has Overvoltage protection and low voltage warning lights (they do work with 12V LED's too). Yesterday I had my first flight and today I flew again in my RV-10. The alternator charged just fine and everything worked great from first glance. There's not enough experience yet from me to give a ton of info, but I can tell you that I think my alternator was putting out 13.8-13.9V. All in all, I looked at it as a great savings, having the built-in regulator, and knowing how hard they worked to get FAA/PMA approval on their certified units, I felt reassured that they tested their experimental OV protected units too. I hope I never have the opportunity to test it first hand. In addition, they aren't just rebuilt units, and they do use things like special brushes or something like that that work at high altitudes. I was happy enough with them that I plan to buy a future standby or Aux alternator if they get one developed and out to market. They are also just very nice people in general, which is always worth a couple of points in my book. Tim Olson -- Flying RV-10 #40170 do not archive Gordon or Marge Comfort wrote: > --> AeroElectric-List message posted by: "Gordon or Marge Comfort" > > > > At the risk of starting another disputatious thread about alternators, is > there any field experience with Plane-Power? They appear to have addressed > some of the concerns that have been expressed over the last months and they > are now selling into the experimental market. According to a spokesperson > their units have improved cooling fans, internal regulation with external > control via the field circuit, overvoltage protection mounted on the > alternator, balanced rotating parts, machined drive pulley, low voltage > warning light and all the parts needed to mount the system on a Lycoming > (for instance). Apparently the regulator is set to 14.3volts plus or minus. > I do not know who manufactures the basic unit. Does anyone out there know > these people or have operational experience with their equipment? They > apparently sell through distributors which include Aircraft Spruce and > Chief. Prices are not extremely low but are substantially lower than B&C's > 60A with LR3. Comments please. > > Thank you. > > Gordon Comfort > N363GC ________________________________ Message 35 ____________________________________ Time: 06:15:04 PM PST US From: "Gordon or Marge Comfort" Subject: RE: AeroElectric-List: Re: Plane-Power alternators --> AeroElectric-List message posted by: "Gordon or Marge Comfort" -----Original Message----- From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Tim Olson Sent: Monday, February 13, 2006 8:29 PM Subject: Re: AeroElectric-List: Re: Plane-Power alternators I was happy enough with them that I plan to buy a future standby or Aux alternator if they get one developed and out to market. They are also just very nice people in general, which is always worth a couple of points in my book. Tim Olson -- Flying RV-10 #40170 do not archive Thank you, Tim. That is very helpful. It certainly would simplify the wiring. Gordon ________________________________ Message 36 ____________________________________ Time: 09:04:34 PM PST US From: Brian Lloyd Subject: AeroElectric-List: cell phone range to cell tower --> AeroElectric-List message posted by: Brian Lloyd Lee Logan wrote: > All good points, I think. I was not aware cell towers have to be within 3 > miles for cell phones to work. How do they do it in Cambodia? I was there > a couple of years ago and reception was outstanding---surprised me no end. > Never saw a cell tower anywhere. You will have greater range under ideal line-of-sight conditions but with the power and antenna limitations here in the US, you aren't likely to get a whole lot more than that, I would say 10 mi tops. Throw in trees and terrain and you may not even get 3 miles. Point is, don't count on a cell phone if you are off the beaten path. -- Brian Lloyd 361 Catterline Way brian-yak at lloyd dot com Folsom, CA 95630 +1.916.367.2131 (voice) +1.270.912.0788 (fax) I fly because it releases my mind from the tyranny of petty things . . . - Antoine de Saint-Exupery