Today's Message Index:
----------------------
1. 07:06 AM - MINIMUM INSTRUMENT AND EQUIPMENT REQUIREMENTS ()
2. 07:59 AM - Re: SL30 nav com radio (Mike)
3. 08:10 AM - Re: TDR-950 transponder connector ()
4. 12:19 PM - Re: Mil-W-5088L Wire Size Calculator spreadsheet (jayb)
5. 07:57 PM - Re: Re: Mil-W-5088L Wire Size Calculator spreadsheet (Ernest Christley)
6. 08:25 PM - Z-25 (Self-excitation) Question (John Swartout)
7. 08:55 PM - Re: Z-25 (Self-excitation) Question (John Swartout)
8. 10:13 PM - Re: Re: Mil-W-5088L Wire Size Calculator spreadsheet (Tim Andres)
Message 1
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| Subject: | MINIMUM INSTRUMENT AND EQUIPMENT REQUIREMENTS |
2/6/2008
Hello Raymond, You wrote "....prepare for the worst." Not a bad slogan for
someone living in Minnesota, particularly this time of year. I spent the
first 17 years of my life as a Minnesota farm boy before I enlisted in the
US Navy in 1950 and vowed to never return to Minnesota in the winter time
again. Of course going through boot camp in the winter time at Great Lakes
Naval Recruit Training Center in Illinois did not endear me to that state
either.
Now to your question -- You wrote: "After skimming 91.205 and 8130.2F I was
not able to find anything that confirms or conflicts with the equipment
requirements listed in your table for experimental airworthiness certified
aircraft operating in VFR day conditions. Could (you) cite your supporting
information?"
The FAR's are written in a denial or forbidden format (lawyerese). The
sections state "No person may ........." and then go on to say what no
person is permitted to do at all or unless some specific criteria is met.
Essentially if one cannot find something in the FAR's that forbid one to do
something then that something is permitted to be done.
So the permission, if one is inclined to use that concept, to fly an amateur
built experimental aircraft in day VFR conditions with absolutely none of
the FAR 91.205** listed equipment or instruments installed is found here in
this statement in that aircraft's Operating Limitations portion of its
Special Airworthiness Certificate:
"After completion of Phase I flight testing, unless appropriately equipped
for night and/or instrument flight in accordance with 91.205, this aircraft
is to be operated under VFR, day only."
This is a very backward and awkward way, to normal people, for the
bureaucrats and lawyers to say it is OK to fly day VFR with nothing
required, but if you fly night or instruments you must look to 91.205 for
what is required.
If one thinks back to the early days of the amateur built experimental
aircraft movement you can realize that this freedom to fly with essentially
nothing in the way of equipment was not unreasonable. Look at the Breezy
http://www.aircraftspruce.com/catalog/kitspages/breezy.php for example --
pretty hard to put much in the way of instrumentation or equipment in that
airplane.
'OC' Says: "The best investment we can make is the effort to gather and
understand knowledge."
**PS: FAR Sec. 91.205 is not the whole story regarding equipping amateur
built experimental aircraft. Here is a quote from the latest version of my
table"
"However, depending upon other portions of the FAR's, certain items in
certain circumstances must not only be installed in amateur built
experimental aircraft, but must interface properly with ATC (Air Traffic
Control) equipment, other aircraft, or other entities external to the
aircraft. Altitude encoders, Transponders, communication radios, exterior
lighting, some IFR navigation equipment, and ELT's (Emergency Locator
Transmitters) are examples of such equipment. Usually TSO performance
criteria are cited to ensure this compatibility compliance. The FAR's must
be consulted for proper compliance in these arenas.
Therefore, the builder could expect that evidence that this type of
equipment in the aircraft is acceptable to the FAA could be required at some
point. The burden for complying with the provisions of the aircraft's
Special Airworthiness Certificate (which includes the Operating
Limitations), and the relevant FAR's, rests with the builder / pilot. "
----------------------------------------------------------
----- Original Message -----
From: "raymondj" <raymondj@frontiernet.net>
Sent: Wednesday, February 06, 2008 8:33 AM
Subject: Re: MINIMUM INSTRUMENT AND EQUIPMENT REQUIREMENTS
> Greetings,
>
> Thanks for sending me the instrument and equipment requirement list.
>
> After skimming 91.205 and 8130.2F I was not able to find anything that
> confirms or conflicts with the equipment requirements listed in your table
> for experimental airworthiness certified aircraft operating in VFR day
> conditions. Could cite your supporting information?
>
> Thanks,
> Raymond Julian
> Kettle River, MN.
Message 2
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| Subject: | SL30 nav com radio |
I would think that using two antennas would be a much easier solution
plus you won't have to deal with the antenna switcher that will
certainly fail (5 failures to date on 5 different airplanes). Pulse it
is much less expensive then the switcher arrangement.
Mike
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
Jeffrey W. Skiba
Sent: Tuesday, February 05, 2008 8:23 AM
Subject: RE: AeroElectric-List: SL30 nav com radio
<jskiba@icosa.net>
<mprather@spro.net>
>
>It would be relatively easy to setup a relay to provide power to the
SL30.
> The 28V bus provides the control signal for the relay - driving the
coil.
> The relay switching the 14V feed to the COM. If 28V power is lost,
the
>relay opens, disabling the COM portion of the radio.
>
>Since COM functionality isn't really a safety of flight issue, I
wouldn't
>be concerned about the added parts count associated with having an
extra
>relay in the circuit.
>
>You could also (instead) use 28V to control a relay in line with the
PTT
>circuit on the COM portion of the radio. Drive the power input to the
COM
>portion straight through with 14V. Then even after loss of 28V power
you
>could still safely receive on the COM - the transmitter would be
disabled
>- possibly useful.
>
>
>Matt-
Good thinking!
Bob . . .
Well, I got a hold of the AT guys at garmin per Matt's info (thanks
again
Matt)
They advised that you CAN NOT power the com and nav sides from different
voltages, if you do you radio will let out all the "magic smoke" and no
longer function.
So I will be doing something like the above to safe guard the DC50 box.
Thanks again to all.
10/2/2007 11:10 AM
10/2/2007 11:10 AM
Message 3
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| Subject: | Re: TDR-950 transponder connector |
Any avionics shop can help you. It's a standard (for avionics) Molex deal. Try
local at first, if not call any of the big Internet avionics shops, Gulf Coast,
Pacific Coast, Avionics West Inc.
For Collins parts (which is out of production), call S-TEC; They own the transponder
product line. However S-TEC sold the parts business, the existing inventory
of ONS - Old New Stock. Call S-TEC (autopilots) if you need parts. They
can direct you to who has parts. However like I said the connector pin is a standard
deal.
I bought a used TDR-950 and needed the nylon part and pins. A local avionics
shop had a used connector laying around in a drawer, and new pins where in stock.
It cost me a few bucks. George
>From: "Michael Hinchcliff" <cfi@conwaycorp.net>
>Subject: AeroElectric-List: TDR-950 Contacts
>Can somebody tell me where I can find replacement contacts for a
>Collins TDR-950 transponder connector?
>
>Thanks! Michael H.
---------------------------------
Message 4
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| Subject: | Re: Mil-W-5088L Wire Size Calculator spreadsheet |
Weight? Who cares? The point is that one can use the spreadsheet to quickly compute
Wire Size given Current (amps) and Length.
Jay
> Life is an estimate. This is one of those things that looks useful up
> front, but it's like counting calories. Naturally, the total weight of
> all your wire before the install will differ greatly after the install.
> The best approach might be to use this at the end. Collect all your
> receipts for wire purchases, subtract the waste and enter the balance.
> Ok, you'll have your estimated wire weight and now you can decide
> whether using that #2 cable for the #19 rear battery install was too
> heavy and then rip it all out :)
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=162731#162731
Message 5
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| Subject: | Re: Mil-W-5088L Wire Size Calculator spreadsheet |
jayb wrote:
>
> Weight? Who cares? The point is that one can use the spreadsheet to quickly compute
Wire Size given Current (amps) and Length.
>
> Jay
>
>
>> Life is an estimate. This is one of those things that looks useful up
>> front, but it's like counting calories. Naturally, the total weight of
>> all your wire before the install will differ greatly after the install.
>> The best approach might be to use this at the end. Collect all your
>> receipts for wire purchases, subtract the waste and enter the balance.
>> Ok, you'll have your estimated wire weight and now you can decide
>> whether using that #2 cable for the #19 rear battery install was too
>> heavy and then rip it all out :)
It's not inconceivable that some builders would want to use the smallest
wire possible, but I would think that it would be to keep large bundles
to a manageable size more than weight concerns. To insure that I didn't
sell myself short, or waste wire, I created the spreadsheet at
http://ernest.isa-geek.org/Delta/Library/WireSelection.ods
You first input your ship's nominal voltage. Then for each device, you
input the round-trip wire run length and the amount of current the
device draws. It displays how much voltage will be available to the
device for each of several wire AWG sizes. The "best" size will drop
between 2% and 4% of the voltage in the wire. These choices are shown
as green. Those choices highlighted in yellow will drop between 4% and
5%. Anything that would drop more than 5% of the voltage in the wire is
likely to overheat, and is shown in red.
--
http://www.ronpaultimeline.com
Message 6
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| Subject: | Z-25 (Self-excitation) Question |
If the self-excitation feature (Figure Z-25) for the SD-8 means that the SD-8 is
"on" whenever the engine is running, what purpose does the Aux Alt Off/On switch
serve? Further, would that switch have to be "On" in order for the crowbar
over voltage module to be able to function?
Message 7
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| Subject: | Re: Z-25 (Self-excitation) Question |
One more thing...
In Z-25 and in Z-13/8, it appears to me that if the Aux Alt switch is "On," an
over-voltage event--whether caused by the main alternator or the auxiliary alternator--could
cause either the main crowbar or the aux crowbar--or both--to trip,
and you wouldn't necessarily know which was the offending alternator. If
both crowbars tripped, you would be on the battery until you reset one of the
circuit breakers--the correct one. Is this correct?
Message 8
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| Subject: | Re: Mil-W-5088L Wire Size Calculator spreadsheet |
What file format is that? EXEL won't open it.
Thanks
Tim Andres
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Ernest
Christley
Sent: Wednesday, February 06, 2008 7:57 PM
Subject: Re: AeroElectric-List: Re: Mil-W-5088L Wire Size Calculator
spreadsheet
<echristley@nc.rr.com>
jayb wrote:
>
> Weight? Who cares? The point is that one can use the spreadsheet to
quickly compute Wire Size given Current (amps) and Length.
>
> Jay
>
>
>> Life is an estimate. This is one of those things that looks useful up
>> front, but it's like counting calories. Naturally, the total weight
of
>> all your wire before the install will differ greatly after the
install.
>> The best approach might be to use this at the end. Collect all your
>> receipts for wire purchases, subtract the waste and enter the
balance.
>> Ok, you'll have your estimated wire weight and now you can decide
>> whether using that #2 cable for the #19 rear battery install was too
>> heavy and then rip it all out :)
It's not inconceivable that some builders would want to use the smallest
wire possible, but I would think that it would be to keep large bundles
to a manageable size more than weight concerns. To insure that I didn't
sell myself short, or waste wire, I created the spreadsheet at
http://ernest.isa-geek.org/Delta/Library/WireSelection.ods
You first input your ship's nominal voltage. Then for each device, you
input the round-trip wire run length and the amount of current the
device draws. It displays how much voltage will be available to the
device for each of several wire AWG sizes. The "best" size will drop
between 2% and 4% of the voltage in the wire. These choices are shown
as green. Those choices highlighted in yellow will drop between 4% and
5%. Anything that would drop more than 5% of the voltage in the wire is
likely to overheat, and is shown in red.
--
http://www.ronpaultimeline.com
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