Today's Message Index:
----------------------
1. 03:01 AM - Re: Avionics master switch/relay (Steve Glasgow)
2. 05:56 AM - My iPaq and Anywhere Map is on eBay. (Harley)
3. 06:27 AM - Semi-Custom Products (Ken)
4. 12:20 PM - http://smartaircraftsystems.com/ (Jerry2DT@aol.com)
5. 12:48 PM - Re:EGT sensor installation location (Jerry2DT@aol.com)
6. 02:14 PM - Re: Avionics master switch/relay (Peter Pengilly)
7. 03:55 PM - Re: EGT sensor installation location (jdalton77)
8. 04:46 PM - Double-shielded coax (Andrew Olech)
9. 05:56 PM - Re: Perihelion Power Protector Proposal ()
10. 09:58 PM - Firewall shields (DEAN PSIROPOULOS)
11. 11:20 PM - Re: DG Short (Nick1)
Message 1
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Subject: | Re: Avionics master switch/relay |
Why not make the endurance bus and the avionics bus one and the same.
On a friends RV7 we are doing this. He has a 60 A B&C alternator and a
20 A B&C standby alternator. The avionics/endurance bus is fed from the
Main Bus through a diode and a S704-1 B&C relay switching circuit.
Additionally, the avionics/endurance bus can be fed from the Battery Bus
through another S704-1 relay switching circuit.
Schematics available on request.
Steve Glasgow-Cappy
N123SG RV-8
Cappy's Toy
Message 2
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Subject: | My iPaq and Anywhere Map is on eBay. |
Morning, everyone...
Being the impulse buyer that I am, I couldn't resist getting the latest
and greatest from
Control Vision. And since it came bundled with Anywhere Map installed,
built in GPS, two mounts and all the other bells and whistles that I
already have with the previous Anywhere Map system I got from them, I
now have two almost identical units.
So, I am selling the older iPaq on eBay, with everything that I got with
it, and more, to hope to offset the cost of the new system by a dollar
or two. Still works perfectly (used it last week) and the database is up
to date.
No reserve, starting at $10, so have a look for all the details ...most
of your questions will be answered by the extensive listing and the
links I've provided there. If you or someone you know is interested,
it'll be selling in 10 days.
You can find it here: http://tinyurl.com/yvsha3
Harley Dixon
Long EZ N28EZ
Canandaigua, NY
Message 3
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Subject: | Semi-Custom Products |
Bob
This may not fit into your philosophy of versatility but FWIW if I were
in the market for the LV/OV control board I would prefer to see the
lights and switch already mounted within the module. Second best would
be a pre-wired remote panel of lights and switch or at least the option
of purchasing those unassembled parts at the same time. I have learned
that it is nice to have all such remote assemblies of switches or lights
easily removeable as a unit for serviceability rather than mounted in
individual holes in the instrument panel. In addition where I've used a
single DB connector on a device for both power and a remote panel, I've
found it difficult to remove the remote panel for service or
modification since the connector is also hardwired to the aircraft.
We have completed 130 flight hours with our Z-14 wired subaru now
without any nuisance OV trips. The only electrical issue is that I
recently purchased a comfortable David Clarke headset and with our
fairly quiet engine, I now hear weak but annoying strobe whine that I
couldn't hear in cruise with other headsets. I have already followed
most of your wiring recommendations so it may take me awhile to solve
this one especially since the strobes operate off a different alternator
and battery as the radio and intercom.
Ken
>Time: 09:49:43 AM PST US
>From: "Robert L. Nuckolls, III" <nuckollsr@cox.net>
>Subject: AeroElectric-List: Semi-Custom Products
>
>
>I've been working on a line of new products for the
>AeroElectric Connection website that will be unique
>to AEC. We're going to resist being a dealer for other
>folks products.
>
>One project utilizes an ECB and enclosure that has
>features described in these two illustrations:
>
>http://www.aeroelectric.com/DIY/A15_Package.jpg
>
>http://www.aeroelectric.com/DIY/Do-Much_Board_Schematic.pdf
>
>
>The schematic would never have ALL components installed,
>and in some cases, components left of are replaced with
>solid jumpers. However, depending on what parts are installed,
>their values, and what software is installed in the microcontroller,
>we can craft a variety of products with 98% commonality
>of bill of materials.
>
>The first product to be offered under this design and
>marketing philosophy is described at:
>
>http://www.aeroelectric.com/Catalog/AEC/9011/9011-700-1C.pdf
>
>. . . except that it will have a 15-pin connector on it
>instead of a 9-pin.
>
>I'm publishing the schematic for the more technically
>inclined. Perhaps the architecture will suggest an application
>close to your own wishes for a smart black box to do some
>task. If so, let's talk about it and see if my software
>guy can't whip it out in reasonably short order and save
>you a lot of development time to craft a nicely packaged
>electro-whizzy. Or, if you want to do your own byte-pudding
>I could offer you a kit of ECB and enclosure from which
>you could move your project ahead.
>
>
> Bob . . .
>
>
Message 4
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List,
This new product just popped up on the radar. What do you all think, does it
show potential?
Jerry Cochran
Here is the web site for the new Smart Aircraft Management Systems, "SAMS"
_http://smartaircrafhttp://smhttp_ (http://smartaircraftsystems.com/)
Still preliminary and lots of housekeeping and text editing but its
basically complete.
This is a all solid state electrical system with no relays mechanical CB,
fuses, or contactors in the power path from the battery (s) to the end user
equipment, Integrated into this system is a complete fault detection and
warning system that includes relational logic to detect and warn if two or
more monitored conditions exist that alone is not a fault but the specific
combination of conditions will generate a fault. Both Visual and Audible
warnings are available. This fault detection system includes the ability to
have different levels of limit checking and the modules are interconnected
using the automotive type CAN serial bus. This fault system is independent
of the hardwired electrical power system for reliability. With solid state
switches and built in over current protection the result is a simple to wire
electrical system. Its been in work for several years.
Feel free to ask questions.
Paul
************************************** Get a sneak peek of the all-new AOL at
http://discover.aol.com/memed/aolcom30tour
Message 5
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Subject: | Re:EGT sensor installation location |
I put mine all about 1.5" down from the exhaust flange. I would angle them
back about 45 deg. I didn't and it's easy to bump then when doing maint.
Jerry Cochran
Time: 08:50:28 PM PST US
Subject: AeroElectric-List: EGT sensor installation location
From: ruruny@aol.com
Looking at the 2 attached pics of the left and right side of my engine, what
would
be the best place to install the EGT sensors.
Just thought I'd get some input from anyone who might know if there is a
best way
to do it.?There are 4 of them for my GRT EIS.
Thanks
Brian
701Builder.com
************************************** Get a sneak peek of the all-new AOL at
http://discover.aol.com/memed/aolcom30tour
Message 6
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Subject: | Avionics master switch/relay |
Ed,
If you still want to use an avionics master after reading all Bob has
written you could try using 2 avionics buses, each energized by a relay
both of which are switched by one double pole switch. Put your essential
avionics on one bus and provide that with power direct from the battery
via an emergency switch and diode. If the emergency switch is a double
pole item also it could control power to your essential/endurance, non
avionic, bus as well. Please be aware that the parts count has gone up
and reliability has probably gone down, and I have not tried this set
up.
Yours, Peter
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
jedwood@earthlink.net
Sent: 21 July 2007 15:57
Subject: AeroElectric-List: Avionics master switch/relay
I am wanting to use an avionics master switch or relay with my
electrical system. My question is: Do I need to put all of my avionics
on a separate bus then control the power to that bus by the avionics
master? Also,what if I want just a portion of my avionics on my
endurance bus? I have looked at all of the Z figures and cannot find an
example.
Thanks in advance for your help.
Ed
RV-7
About to hang the engine
Message 7
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Subject: | Re: EGT sensor installation location |
Brian,
I just had some installed on my 0-320 and the A&P said they had to be
within 4 inches of the block.
Jeff
Wings
----- Original Message -----
From: ruruny@aol.com
To: zenith-list@matronics.com ; aeroelectric-list@matronics.com
Sent: Saturday, July 21, 2007 11:49 PM
Subject: AeroElectric-List: EGT sensor installation location
Looking at the 2 attached pics of the left and right side of my
engine, what would be the best place to install the EGT sensors.
Just thought I'd get some input from anyone who might know if there is
a best way to do it. There are 4 of them for my GRT EIS.
Thanks
Brian
701Builder.com
-------------------------------------------------------------------------
-----
Message 8
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Subject: | Double-shielded coax |
Can someone explain the benefits of double-shielded coax cable?
A friend of mine mentioned it's either a requirement or strongly suggested
when doing the GNS430 WAAS upgrade - so what happens, does it help reduce
line loss and/or does it really reduce EMI?
Also, we were discussing whether it'd be beneficial to use double shielded
from the mag p-lead -> key switch -> mag ground and then subsequently
grounding the outer-most shield to the airframe. I wasn't sure where to
stand with this concept as I thought the idea of using a single shielded
wire isolated from the A/C ground enabled current pulses going opposite ways
to cancel most noise.
Any thoughts will be appreciated!
-Andy
RV-7 FWF
Message 9
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Subject: | Re: Perihelion Power Protector Proposal |
>From: "Eric M. Jones" <\">emjones@charter.net>\
>
>Planning the wiring of a small aircraft involves installing systems
>to safeguard the buses against failure of the alternator.
Nice I like it. Here are a couple of things may be to incorporate?
How about 100% isolation/protection 100% of the time?
The idea is an "A" system and a full time isolated "B" system.
I was thinking about a DC-DC battery charger & second battery.
This would make an independent "B" system from the "A" main bat
and alternator system. The "B" battery charger/battery whould give
continuous protection, as long as the charger did not go crazy or the
"B" battery did not explode, which is unlikely. If the charger failed the
battery should still be there.
http://www.powerstream.com/DCC.htm
No mater what happens with the alternator the battery charger will
isolate. Down side is 3.3 lbs, cost, plus 2nd battery weight.
You should install a manual relay to by-pass the charger and
bring the "protected" "B" system on-line with the main "A" system
as a back up.
Jets use battery chargers for similar reasons and also because
the main "A" system or systems are AC not DC. However battery
chargers do isolate the DC system.
** The SECOND jewel I came across: "BatteyLink" ACR (tm) **
http://bluesea.com/category/2/products/7600
Before you all poo-poo it, it's NOT a parallel battery bank diode.
It is a smart/logic controlled auto charge relay (ACR), and it
isolates and protect for low and high voltage.
Voltage is user settable. Click on the tabs & the hyper links
(the hyper text is monochrome and not obviously hyper links
at least on my screen, so hunt around the link about).
This would be instead of a battery DC-DC charger.
Here's the instructions:
http://bluesea.com/files/resources/instructions/6330.pdf
With optional switch you can override. It's not made to parallel
for starting, but it can in a pinch up to 60amps. There's many
ways you can incorporate this ACR into a protected essential
"B" system in your wiring hierarchy.
Just thoughts, Cheers George
---------------------------------
Boardwalk for $500? In 2007? Ha!
Message 10
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Subject: | Firewall shields |
Question on stainless steel firewall shields. I'm using two of them, one
covers my EGT/CHT harness (8 cables each containing two individual insulated
thermocouple wires surrounded by a yellow or brown cover of, I believe,
tefzel). The second one covers my VM-1000 sensor cables (half dozen 4
conductor with foil shield and tefzel outer cover).
The CHT/EGT hole in the stainless firewall has a plastic busing installed
and the harness fits through this bushing slightly snug and the firewall
shield just fits around the whole thing without having to squeeze the shield
against the wires.
The sensor cables make use of a hole I originally cut through the firewall
for an eye-ball control cable mount. The hole is quite large and a bushing
would still leave the harness not centered in the firewall shield and
sitting on the thin firewall shield material.
I've cleaned up the shear marks and smoothed the edges on the firewall
shields but am still a bit nervous about the thin material chaffing the
wires, especially the large sensor wire hole. Any thoughts/ideas on this?
Am I being too paranoid? Since we can no longer procure asbestos to make
gaskets to go under the shield what is everyone doing here? Are you using
some sort of grommet over the edges of the stainless shields to protect your
cables from chaffing....or? Thanks.
Dean Psiropoulos
RV-6A N197DM
Last of the wiring.
Message 11
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Charlie,
Could you give please P/N and the manufacturer of your DG?
Nick
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=125298#125298
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