---------------------------------------------------------- AeroElectric-List Digest Archive --- Total Messages Posted Wed 04/23/08: 16 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 12:17 AM - Lightspeed III & DPS smart Tach, signal issue help? () 2. 06:42 AM - Lightspeed III & DPS smart Tach, signal issue help? (Robert L. Nuckolls, III) 3. 06:43 AM - Re: Re: Brownout Battery System P.S. (Robert L. Nuckolls, III) 4. 06:51 AM - Re: ELT Antenna for Fiberglass aircraft (Robert L. Nuckolls, III) 5. 07:15 AM - Re: ELT Antenna for Fiberglass aircraft (Bill Denton) 6. 08:19 AM - Subject: Re: Re: Brownout Battery System P.S. (Terry Frazier) 7. 09:14 AM - A36 wiring diagram (Greg Young) 8. 10:27 AM - Re: Brownout Battery System P.S. (Nick Gautier) 9. 11:27 AM - Re: Subject: Re: Re: Brownout Battery System P.S. (Robert L. Nuckolls, III) 10. 11:27 AM - Re: A36 wiring diagram (Robert L. Nuckolls, III) 11. 02:26 PM - Re: AeroElectric-List Digest: 25 Msgs - 04/22/08 (CardinalNSB@aol.com) 12. 04:06 PM - Re: Re: AeroElectric-List Digest: 25 Msgs - 04/22/08 (BobsV35B@aol.com) 13. 04:42 PM - Re: Re: AeroElectric-List Digest: 25 Msgs - 04/22/08 (Hinde, Frank George (Corvallis)) 14. 05:24 PM - Re: Re: AeroElectric-List Digest: 25 Msgs - 04/22/08 (Matt Prather) 15. 06:36 PM - Re: AeroElectric-List Digest: 28 Msgs - 04/21/08 (Lee Logan) 16. 08:15 PM - Hope someone can point me in the right direction for troubleshooting. (Bill Bradburry) ________________________________ Message 1 _____________________________________ Time: 12:17:00 AM PST US From: Subject: AeroElectric-List: Lightspeed III & DPS smart Tach, signal issue help? Does any one have experience getting a DSP smart tach to work with a LS Plasma III? I am helping a guy out with his new Lightspeed III ignition. My analysis the LS signal is not compatible in stock form to drive the DPS tach. He wants to use his DPS smart tach (they are out of business BTW). Here is the issue. The new ignition LS Plasma III has a tach signal of a square tooth wave from 0 volt to +10 volts amplitude with a duration of 1.5ms. It fires two times per revolution. OK its a hall effect signal a digital OFF/ON. Here is the issue, the tach was triggered with a sensor in the access hole of a magneto. It detected the internal rotating magnet in the magneto. Unlike a typical magnetic inductive signal (alternating) it states in the installation manual, voltage sits at a constant +5 volts and when the magnet passes the sensor, the voltage momentary drops to 0.70 volts. How it looks on a scope I don't know, probably rounded or spike. I need to go from the LS's positive square wave signal to a volt drop signal that is not so square wave, basically inverting the wave. Is there some easy circuit off the top of your head to convert these two wave forms, condition the signal? I'm thinking an Op amp, diode and a cap and R or two. I'm drawing a blank. The DSP tach does have selection of pulse per rotation. Taking the tach apart to mod it is not on the table (yet). Access to the schematics is not likely. May be it is time he bought a new tach? Thanks George --------------------------------- Be a better friend, newshound, and know-it-all with Yahoo! Mobile. Try it now. ________________________________ Message 2 _____________________________________ Time: 06:42:01 AM PST US From: "Robert L. Nuckolls, III" Subject: AeroElectric-List: Lightspeed III & DPS smart Tach, signal issue help? At 12:12 AM 4/23/2008 -0700, you wrote: >Does any one have experience getting a >DSP smart tach to work with a LS Plasma III? > >I am helping a guy out with his new Lightspeed III ignition. My analysis >the LS signal is not compatible in stock form to drive the DPS tach. > >He wants to use his DPS smart tach (they are out of business BTW). Here is >the issue. > >The new ignition LS Plasma III has a tach signal of a square tooth wave >from 0 volt to +10 volts amplitude with a duration of 1.5ms. It fires two >times per revolution. OK its a hall effect signal a digital OFF/ON. > >Here is the issue, the tach was triggered with a sensor in the access hole >of a magneto. It detected the internal rotating magnet in the magneto. >Unlike a typical magnetic inductive signal (alternating) it states in the >installation manual, voltage sits at a constant +5 volts and when the >magnet passes the sensor, the voltage momentary drops to 0.70 volts. How >it looks on a scope I don't know, probably rounded or spike. > >I need to go from the LS's positive square wave signal to a volt drop >signal that is not so square wave, basically inverting the wave. Was the original DSP sensor a two-wire or three-wire device? I've seen through-the-housing aircraft magneto tach sensors in both formats. The three wire devices are always hall effect sensors that output a digital friendly, square waveform. If it was a two-wire device, then it's probably a variable reluctance sensor . . . a coil of wire wound on a central bias magnet. The the output from these devices is a digitally unfriendly, one-cycle per event ground referenced waveform not unlike that illustrated in Figure 2 of this document. http://cache.national.com/ds/LM/LM1815.pdf Usually, the input circuitry for a device expecting a variable reluctance input signal are capable of properly responding to a single pulse having nicely squared edges. But there may be a DC bias issue presents an offset issue. Put a 1K resistor across the input to the tach and then look at DC voltage on both ends of the resistor. If there is no obvious DC common mode voltage, then check resistance of each end of resistor to ground. Hopefully, one end is tied to ground. If so, then the OTHER end is your real signal input lead. If there is a measurable DC voltage and/or neither end of the sensor input runs at ground, then there's a possibility that the tachometer expects a floating signal sensor with some DC continuity and that unlike the tach chip described above, needs to be spoofed into believing that the ground referenced, digital pulse from LS ignition is a variable reluctance sensor. The easiest way to craft an interface box is on the bench. Set up a signal generator to emulate the output of the LS ignition. The 555 timer based r/c servo tester is also suitable. See page 7 of: http://www.princeton.edu/~mae412/TEXT/NTRAK2002/292-302.pdf . . . except in this case, you want to vary the period of the timing pulses (Adjust R3 in diagram) as opposed to adjusting pulse width (R2). > >Is there some easy circuit off the top of your head to convert these two >wave forms, condition the signal? I'm thinking an Op amp, diode and a cap >and R or two. If the DSP tach expects a dc-continuity through a sensor with floating ground, you might experiment with transformer coupling a buffered version of the LS tach signal. Something like the top sketch at . . . http://www.aeroelectric.com/_temp/LS-DSP_Interface.pdf . . . offers a foundation for a working solution. If all it needs is an inverter, then the lower sketch is a starting point. > >I'm drawing a blank. The DSP tach does have selection of pulse per >rotation. Taking the tach apart to mod it is not on the table (yet). >Access to the schematics is not likely. May be it is time he bought a new tach? That is probably the least expensive in terms of $time$. Even after you solve the electronic problem, there are issues of packaging, installation and the specter of unanticipated future issues with respect to EMC, etc. It's up to all the participants involved to put value on their $time$ and to assess return on investment. Bob . . . ________________________________ Message 3 _____________________________________ Time: 06:43:36 AM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: Re: Brownout Battery System P.S. At 09:02 PM 4/22/2008 -0700, you wrote: >> If you have an SD-8 in addition to the ship's main alternator, >> then you essentially enjoy unlimited e-bus endurance irrespective >> of the capacity of the ship's battery. >> >> Z-13 lets you run a battery until it doesn't crank the engine >> any more. Battery only endurance is not part of the "plan-B". >> >> Bob . . . > >Understood. Per other thread, I do have an SD-20S for backup ALT, so the >plan C,D,E... AUX battery addition here is not compelling, as you suggest. > >However, if I do have to go to the E-bus, perhaps due to a stuck starter, ??? how do you get a stuck starter contactor in flight? > . . .requiring shutdown of the main contactor even with an alternator > still available, then battery endurance may be an issue, even if not a > worry. Other than that, I might want independent capacity for ground ops > (light, audio, radios, gizmos...) in the boonies with this mini bush > plane. Those are probably the only things that would lead me to commit 6 > lbs. (+/-) to an AUX battery system. Agreed. Bob . . . ________________________________ Message 4 _____________________________________ Time: 06:51:08 AM PST US From: "Robert L. Nuckolls, III" Subject: RE: AeroElectric-List: ELT Antenna for Fiberglass aircraft At 10:43 PM 4/22/2008 -0400, you wrote: > >Thanks for the feedback. I found two options at >http://www.wingsandwheels.com/page14.htm One option is to attach a >surface mount BNC connector, add a simple ground plane over the top and >stick on a rubber duck. The fancy option is $108.00 > >Glenn A rubber duck for VHF hand held is optimized for VHF and has no specified/controlled performance at 406 Mhz. One can only guess at the Artex ELT product but one would like to believe that a qualified ELT product includes a multi-frequency antenna. If you're willing to go the VHF comm antenna route, then consider the Morris loop described at: http://aeroelectric.com/articles/Morris_Com_Loop_Antenna.pdf This will out-perform a 125 Mhz optimized rubber duck at all frequencies of interest for ELT performance. Bob . . . ________________________________ Message 5 _____________________________________ Time: 07:15:35 AM PST US From: "Bill Denton" Subject: RE: AeroElectric-List: ELT Antenna for Fiberglass aircraft JFTR: The Artex 406mHz ELT TSO requires the use of one of the Artex antennas. You might want to keep this in mind before deviating... Thanks! Bill Denton bdenton@bdenton.com -----Original Message----- From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Robert L. Nuckolls, III Sent: Wednesday, April 23, 2008 8:48 AM Subject: RE: AeroElectric-List: ELT Antenna for Fiberglass aircraft At 10:43 PM 4/22/2008 -0400, you wrote: > >Thanks for the feedback. I found two options at >http://www.wingsandwheels.com/page14.htm One option is to attach a >surface mount BNC connector, add a simple ground plane over the top and >stick on a rubber duck. The fancy option is $108.00 > >Glenn A rubber duck for VHF hand held is optimized for VHF and has no specified/controlled performance at 406 Mhz. One can only guess at the Artex ELT product but one would like to believe that a qualified ELT product includes a multi-frequency antenna. If you're willing to go the VHF comm antenna route, then consider the Morris loop described at: http://aeroelectric.com/articles/Morris_Com_Loop_Antenna.pdf This will out-perform a 125 Mhz optimized rubber duck at all frequencies of interest for ELT performance. Bob . . . ________________________________ Message 6 _____________________________________ Time: 08:19:03 AM PST US From: "Terry Frazier" Subject: Subject: Re: AeroElectric-List: Re: Brownout Battery System P.S. I'm building a 7A with a somewhat modified z19 system. I'll probably use both 16ah batteries to start, so I am concerned about EFIS (GRT) brownout too. I've been thinking for some time that the brownout situation might be solved with a large capacitor wired to feed the EFIS for a short time. I see very large capacitors (1 Farad for $40) advertised for the car stereo crowd. I think they use them to limit voltage variations while they are trying to blow out everyone's eardrums... What do you think? Terry ________________________________ Message 7 _____________________________________ Time: 09:14:37 AM PST US From: "Greg Young" Subject: AeroElectric-List: A36 wiring diagram Does anyone have a wiring diagram for an A36 Bonanza? I've got a FWF from a 1997 A36 and am putting it in my Navion (STC for the engine/prop). It comes with the 5 engine instruments which all have unique stamped numbers on their harnesses. They were cut when removed and I need to identify those numbers. Aside from reconnecting them to the sensors I need to add them to my wiring diagram. I only need the page or pages that deal with the engine instruments (MP, RPM, Oil Temp/Press, Fuel Flow & EGT/CHT). Any help is appreciated. Regards, Greg Young ________________________________ Message 8 _____________________________________ Time: 10:27:18 AM PST US From: Nick Gautier Subject: AeroElectric-List: Re: Brownout Battery System P.S. Bob, I looked at your Z13-8B(BrownOutBattery).pdf. It seems to me that the only reason not to hook a battery like the Panasonic LC-R127R2P directly to the endurance bus and do away with the brown-out battery relay, alternate feed relay and the E-bus alternate feed switch is that the battery won't charge properly through the diode connecting the main bus to the endurance bus. However, what if you use a shottky diode for the main bus/endurance bus connection? The power shottky on the Perihelion Design site apparently has about 0.2v forward drop. The Panasonic spec sheet you pointed to says, if I read it right, that the battery needs 13.6-13.8 v terminal voltage to trickle charge. So the brown-out battery should stay charged OK if the alternator is regulated to supply more than 14.0 v, which I understand it has to do to keep the main battery charged. Am I missing something simple (or subtle) that makes this not work or a bad idea? Nick Gautier RV-10, in progress At 06:59:06 AM PST US 4/22/2008 you wrote: > I've been pondering this discussion for the last day or so and > I wasn't pleased with the lack of elegance. It seemed that your > design goals were not well served with the present suite of hardware > (too heavy). ~snip~ > So what's a reasonable middle ground? Take a peek at: > > Take a peek at this drawing I did last night: >http://www.aeroelectric.com/PPS/Adobe_Architecture_Pdfs/Z13-8A(BrownOutBattery).pdf > Here I've suggested that you dump the #2 fat battery and > the fat contactors associated with #2 master and crossfeed. > Install a much smaller (7.2 AH, 5.5# 0.04 ohm) "brownout > battery" and a pair of cube power relays wired such that > the e-bus is supported ONLY by the brownout battery during > engine cranking and only while the main bus is loaded so > heavily that it cannot keep the EFIS from resetting. ~snip~ > P.S. Here's an exemplar battery that seems well suited to > this task: >http://aeroelectric.com/Mfgr_Data/Batteries/Panasonic/LC-R127R2P.pdf > Bob . . . ________________________________ Message 9 _____________________________________ Time: 11:27:08 AM PST US From: "Robert L. Nuckolls, III" Subject: Re: Subject: Re: AeroElectric-List: Re: Brownout Battery System P.S. At 08:14 AM 4/23/2008 -0700, you wrote: > > >I'm building a 7A with a somewhat modified z19 system. I'll probably use >both 16ah batteries to start, so I am concerned about EFIS (GRT) brownout >too. I've been thinking for some time that the brownout situation might be >solved with a large capacitor wired to feed the EFIS for a short time. I >see very large capacitors (1 Farad for $40) advertised for the car stereo >crowd. I think they use them to limit voltage variations while they are >trying to blow out everyone's eardrums... > >What do you think? A 1F capacitor impressed with 1A of current flow changes voltage at 1 volt / second. Okay, supporting an EFIS system that draws say 5A from brownout works out to this kind of scenario: Capacitor charge start point 12.5V EFIS barfs at say 9V so assume .5 volt of headroom and we don't want voltage to fall below 9.5 volts for an allowable delta of 3 volts. With a 5 volt per second decay on the support capacitor (5A and 1F) we have 3/5 or 0.6 seconds to get the supply voltage back above 9.5v + 0.7v (diode isolation) = 10.2 volts. Probably not an unreasonable thing to do electrically. The other consideration is weight and volume of the installed capacitor and associated switchgear. A battery is probably smaller and lighter but has a cost of ownership in maintenance. Consider this. What's the real downside for cranking the engine before you start up the EFIS system? The corollary to that question is what's the hazard to hardware or operation of the system by having the EFIS system reboot? This is an excellent illustration of the gyrations that system designers go through in sifting all the combinations of simple-ideas in search of the elegant solution. You define "elegant" any way you like. Now, here's another combination of simple-ideas: http://www.aeroelectric.com/Pictures/Schematics/Brown-Out_Protection_1.pdf I built this device to protect a Unisom electronic ignition system about 10 years ago. It's a simple boost supply that you put in series with the protected system that operates only while the engine is cranking. It's boosts battery-only supply voltage by approximately 3 volts and becomes a passive 0.7 volt constant drop when the engine is not cranking. Let's say you're protecting a 5A load again. This means the power supply is tailored for 15 watts of load. It can be fabricated in less than 3 cubic inches of volume and under 5 ounces. Since it's active only while the engine is cranking, all the DO-160 issues with respect to EMC go away. Perhaps this fits the definition of elegant solution for a variety of projects. Bob . . . ________________________________ Message 10 ____________________________________ Time: 11:27:53 AM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: A36 wiring diagram At 11:09 AM 4/23/2008 -0500, you wrote: >Does anyone have a wiring diagram for an A36 Bonanza? I've got a FWF from >a 1997 A36 and am putting it in my Navion (STC for the engine/prop). It >comes with the 5 engine instruments which all have unique stamped numbers >on their harnesses. They were cut when removed and I need to identify >those numbers. Aside from reconnecting them to the sensors I need to add >them to my wiring diagram. I only need the page or pages that deal with >the engine instruments (MP, RPM, Oil Temp/Press, Fuel Flow & EGT/CHT). Any >help is appreciated. > I can probably get them. They're on the Hawker-Beech dealer data website. In fact, I'm not sure I don't have the a36 drawings in a project file I compiled during a development program some years ago. Let me thrash around and see what I can find. Bob . . . ________________________________ Message 11 ____________________________________ Time: 02:26:26 PM PST US From: CardinalNSB@aol.com Subject: AeroElectric-List: Re: AeroElectric-List Digest: 25 Msgs - 04/22/08 ...B) Decide that violation of 91.217 is an acceptable risk and feed the transponder from the non TSO'd altitude encoder contained in the Dynon unit..... Well, how does one decide that the real physical risk of a non-TSO's over a TSO product is acceptable? How could I, even if I understood all the tso testing and general electronics manufacturing business, make fact based assessments as to the reliability of any electronic equipment unless I had a lab and testing lab essentially? I'm sure there is anecdotal evidence of the Dynon's reliability. And I understand we might want to behave in ways that mitigate against a single failure ruining my day. But in a pinch, what tells me to trust one instrument over another in a serious moment, especially when the error is not so great to be obvious? Skip **************Need a new ride? Check out the largest site for U.S. used car listings at AOL Autos. (http://autos.aol.com/used?NCID=aolcmp00300000002851) ________________________________ Message 12 ____________________________________ Time: 04:06:05 PM PST US From: BobsV35B@aol.com Subject: Re: AeroElectric-List: Re: AeroElectric-List Digest: 25 Msgs - 04/22/08 Good Evening Skip, Do you intend to have only the Dynon for altitude information? I will not be flying IFR without having a standard altimeter for reference, but that is part of my risk assessment. Here is my thought trail. What harm will befall me if the Dynon sends false information to the transponder? Or, --- What harm will befall me if the Dynon does not send any data to the transponder? When I have had a transponder send bad data (From fully certified and TSO'd equipment by the way) to the FEDs, they have told me about it and asked that I turn off the altitude function. So far, that has seemed to be within the acceptable risk that I am willing to take. Whadda Ya think? Happy Skies, Old Bob AKA Bob Siegfried Ancient Aviator 628 West 86th Street Downers Grove, IL 60516 630 985-8502 Stearman N3977A Brookeridge Air Park LL22 In a message dated 4/23/2008 4:28:31 P.M. Central Daylight Time, CardinalNSB@aol.com writes: ...B) Decide that violation of 91.217 is an acceptable risk and feed the transponder from the non TSO'd altitude encoder contained in the Dynon unit..... Well, how does one decide that the real physical risk of a non-TSO's over a TSO product is acceptable? How could I, even if I understood all the tso testing and general electronics manufacturing business, make fact based assessments as to the reliability of any electronic equipment unless I had a lab and testing lab essentially? I'm sure there is anecdotal evidence of the Dynon's reliability. And I understand we might want to behave in ways that mitigate against a single failure ruining my day. But in a pinch, what tells me to trust one instrument over another in a serious moment, especially when the error is not so great to be obvious? Skip **************Need a new ride? Check out the largest site for U.S. used car listings at AOL Autos. (http://autos.aol.com/used?NCID=aolcmp00300000002851) ________________________________ Message 13 ____________________________________ Time: 04:42:57 PM PST US From: "Hinde, Frank George (Corvallis)" Subject: RE: AeroElectric-List: Re: AeroElectric-List Digest: 25 Msgs - 04/22/08 works for me...But so far my Dynon has been flawless... Frank RV7a IFR ________________________________ From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectr ic-list-server@matronics.com] On Behalf Of BobsV35B@aol.com Sent: Wednesday, April 23, 2008 4:01 PM Subject: Re: AeroElectric-List: Re: AeroElectric-List Digest: 25 Msgs - 04/ 22/08 Good Evening Skip, Do you intend to have only the Dynon for altitude information? I will not be flying IFR without having a standard altimeter for reference, but that is part of my risk assessment. Here is my thought trail. What harm will befall me if the Dynon sends false information to the transp onder? Or, --- What harm will befall me if the Dynon does not send any data to the transponder? When I have had a transponder send bad data (From fully certified and TSO'd equipment by the way) to the FEDs, they have told me about it and asked th at I turn off the altitude function. So far, that has seemed to be within the acceptable risk that I am willing to take. Whadda Ya think? Happy Skies, Old Bob AKA Bob Siegfried Ancient Aviator 628 West 86th Street Downers Grove, IL 60516 630 985-8502 Stearman N3977A Brookeridge Air Park LL22 In a message dated 4/23/2008 4:28:31 P.M. Central Daylight Time, CardinalNS B@aol.com writes: ...B) Decide that violation of 91.217 is an acceptable risk and feed the transponder from the non TSO'd altitude encoder contained in the Dynon unit ..... Well, how does one decide that the real physical risk of a non-TSO's over a TSO product is acceptable? How could I, even if I understood all the tso testing and general electronics manufacturing business, make fact based ass essments as to the reliability of any electronic equipment unless I had a l ab and testing lab essentially? I'm sure there is anecdotal evidence of the Dynon's reliability. And I und erstand we might want to behave in ways that mitigate against a single fail ure ruining my day. But in a pinch, what tells me to trust one instrument over another in a serious moment, especially when the error is not so great to be obvious? Skip ________________________________ Need a new ride? Check out the largest site for U.S. used car listings at A OL Autos. ________________________________ Message 14 ____________________________________ Time: 05:24:27 PM PST US Subject: Re: AeroElectric-List: Re: AeroElectric-List Digest: 25 Msgs - 04/22/08 From: "Matt Prather" Right on, Bob.. I would argue that using the Dynon as the Txp encoder lowers overall risk as compared to having a standalone encoder. Even if the baro sensor in the Dynon isn't "as good" as the one from AmeriKing (yeah right..). For one thing, should the Dynon display provide the primary altitude information to the pilot, if the altitude readout gets weird, the pilot will know it fairly quickly under most circumstances. If the airplane has a backup Kohlsmann. With the vast majority of standalone encoders feeding their output only to the Txp, the pilot won't know there's a problem unless ATC complains. Many VFR pilots never talk to ATC, but often their airplanes are equipped and hence must operate transponders squawking altitude. If the encoder fails the day after they leave the radio shop, they'll fly two years reporting the wrong altitude to ATC and TCAS boxes before the problem is detected.. It happens, and apparently it's not generally terribly hazardous. My preference would be a Dynon (or something similar) driving the Txp and a GPS unit that displays altitude data. I realize they won't line up very closely due to temperature issues, but I'm not worried about being +/-300 ft. Another idea (which is likely not new/unique) is to have the EFIS compare the GPS altitude against baro altitude (calculating/compensating for measured temperature) and flash a warning any time there's a noteworthy discrepancy. Easy to implement, and will help keep me from forgetting to enter the proper baro setting into the EFIS (either at flight start or after having flown several hours - through weather systems). And it should catch rare cases where the EFIS's baro sensor has gone south - keeping the Txp data clean. Regards, Matt- > Good Evening Skip, > > > Do you intend to have only the Dynon for altitude information? > > > I will not be flying IFR without having a standard altimeter for > reference, > but that is part of my risk assessment. > > Here is my thought trail. > > > What harm will befall me if the Dynon sends false information to the > transponder? > > Or, --- What harm will befall me if the Dynon does not send any data to > the > transponder? > > When I have had a transponder send bad data (From fully certified and > TSO'd > equipment by the way) to the FEDs, they have told me about it and asked > that > I turn off the altitude function. > > So far, that has seemed to be within the acceptable risk that I am willing > to take. > > Whadda Ya think? > > Happy Skies, > > Old Bob > AKA > Bob Siegfried > Ancient Aviator > 628 West 86th Street > Downers Grove, IL 60516 > 630 985-8502 > Stearman N3977A > Brookeridge Air Park LL22 > > > In a message dated 4/23/2008 4:28:31 P.M. Central Daylight Time, > CardinalNSB@aol.com writes: > > > ...B) Decide that violation of 91.217 is an acceptable risk and feed the > transponder from the non TSO'd altitude encoder contained in the Dynon > unit..... > > > Well, how does one decide that the real physical risk of a non-TSO's over > a > TSO product is acceptable? How could I, even if I understood all the tso > testing and general electronics manufacturing business, make fact based > assessments as to the reliability of any electronic equipment unless I > had a lab and > testing lab essentially? > > I'm sure there is anecdotal evidence of the Dynon's reliability. And I > understand we might want to behave in ways that mitigate against a single > failure > ruining my day. But in a pinch, what tells me to trust one instrument > over > another in a serious moment, especially when the error is not so great to > be > obvious? Skip > > > **************Need a new ride? Check out the largest site for U.S. used > car > listings at AOL Autos. > (http://autos.aol.com/used?NCID=aolcmp00300000002851) > ________________________________ Message 15 ____________________________________ Time: 06:36:52 PM PST US From: "Lee Logan" Subject: AeroElectric-List: Re: AeroElectric-List Digest: 28 Msgs - 04/21/08 Great responses to my inquiry on the utility of a battery bus (or not); thanks to all who contributed. Confirms my suspicions. I don't believe I have any "keep alive" requirements and I have a hot wired "pig tail" routed where I can readily charge the battery and/or power the avionics for extended periods on the ground, if need be. No dome light in a slider canopy, etc. etc. Thanks again for the help... Lee... ________________________________ Message 16 ____________________________________ Time: 08:15:10 PM PST US From: "Bill Bradburry" Subject: AeroElectric-List: Hope someone can point me in the right direction for troubleshooting. I have come upon a problem. My plane is wired per Z-19 with two batteries. Everything has been working fine. A couple of days ago, I started the installation of my radios. To do so, I had to lean my panel forward to gain access to the back. When I next started the engine, I could hear what sounded like a loose strap blowing and hitting against the bottom of the plane. I have since found that this sound is caused by one of the solenoids making a clicking noise. This sound would go away if I turned the alternator off, but the alternator was outputting power when it was on. The next day, I found that I could not get the alternator to output power at all. But.the clicking sound was gone! I removed both the alternator and voltage regulator and had them checked. Both are working.Just not on my plane! I am suspicious that I either have a hot wire loose or a ground has come off. Does it sound to any of you like this could be the problem? I will check for that tomorrow, but then I will be completely out of ideas as to what to try. Maybe someone can help here? Bill B ------------------------------------------------------------------------------------- Other Matronics Email List Services ------------------------------------------------------------------------------------- Post A New Message aeroelectric-list@matronics.com UN/SUBSCRIBE http://www.matronics.com/subscription List FAQ http://www.matronics.com/FAQ/AeroElectric-List.htm Web Forum Interface To Lists http://forums.matronics.com Matronics List Wiki http://wiki.matronics.com Full Archive Search Engine http://www.matronics.com/search 7-Day List Browse http://www.matronics.com/browse/aeroelectric-list Browse Digests http://www.matronics.com/digest/aeroelectric-list Browse Other Lists http://www.matronics.com/browse Live Online Chat! http://www.matronics.com/chat Archive Downloading http://www.matronics.com/archives Photo Share http://www.matronics.com/photoshare Other Email Lists http://www.matronics.com/emaillists Contributions http://www.matronics.com/contribution ------------------------------------------------------------------------------------- These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.