Today's Message Index:
----------------------
1. 07:14 AM - NavWorx (rampil)
2. 07:16 AM - Re: Impossible problem (rampil)
3. 07:18 AM - Re: GNS 430 question (Chris Stone)
4. 07:39 AM - Re: Impossible problem (Robert L. Nuckolls, III)
5. 07:42 AM - Re: Impossible problem (Robert L. Nuckolls, III)
6. 07:58 AM - Re: [Probable SPAM] NavWorx ()
7. 08:10 AM - Re: NavWorx (Bob Leffler)
8. 10:39 AM - Re: Impossible problem (jaybannist@cs.com)
9. 11:02 AM - Re: [Probable SPAM] NavWorx (rampil)
10. 11:50 AM - Re: 400W/420W/430W Power cable (Bill Mauledriver Watson)
11. 11:53 AM - Re: Impossible problem (Robert L. Nuckolls, III)
12. 01:13 PM - Re: Impossible problem (jaybannist@cs.com)
13. 03:00 PM - Re: 400W/420W/430W Power cable (BobsV35B@aol.com)
14. 06:37 PM - Re: 400W/420W/430W Power cable (Paula Andres)
15. 06:43 PM - Has anyone increased setpoint voltage on Rotax /Ducati regulator? (rparigor@SUFFOLK.LIB.NY.US)
16. 07:04 PM - Re: 400W/420W/430W Power cable (currydon@bellsouth.net)
17. 07:04 PM - Re: 400W/420W/430W Power cable (Bruce Gray)
18. 08:26 PM - Re: 400W/420W/430W Power cable (BobsV35B@aol.com)
19. 08:32 PM - Re: Impossible problem (Robert L. Nuckolls, III)
20. 08:32 PM - Re: 400W/420W/430W Power cable (BobsV35B@aol.com)
21. 08:32 PM - Re: Has anyone increased setpoint voltage on Rotax /Ducati regulator? (Robert L. Nuckolls, III)
22. 08:43 PM - Re: 400W/420W/430W Power cable (BobsV35B@aol.com)
23. 08:51 PM - Re: 400W/420W/430W Power cable (Paula Andres)
24. 11:02 PM - Official AeroElectric-List FAQ (Frequently Asked Questions) (Matt Dralle)
25. 11:08 PM - Official AeroElectric-List Usage Guidelines (Matt Dralle)
Message 1
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Does anyone yet have any direct experience with the new NavWorx
ADSB-in system? Their web site is kind of scant on detail.
I'd like interface data like are they providing straight DO-282A out?
It's a great idea. Free broadcast traffic, weather, and airspace.
For a $1000. I'd rather buy their product than dink around with modifying
an old analog TV sat receiver and a demodulator.
--------
Ira N224XS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=237200#237200
Message 2
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Subject: | Re: Impossible problem |
This may or may not be helpful, but problems like your are most
frequently due to the actual wiring in the airframe being different from
whats on paper. The most profitable thing to do is to voltage and
continuity test to assure conformance to your design.
--------
Ira N224XS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=237202#237202
Message 3
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Subject: | GNS 430 question |
Bob...
You are absolutely right. I now see what Garmin is communicating with their schematic.
Maybe a bit unconventional.
Thanks!
Chris
-----Original Message-----
>From: Robert McCallum <robert.mccallum2@sympatico.ca>
>Sent: Apr 1, 2009 12:59 AM
>To: aeroelectric-list@matronics.com
>Subject: RE: AeroElectric-List: GNS 430 question
>
>
>Chris;
>
>This is a case of misinterpretation of the information shown. First the diagram
you attached does NOT show a CB in the ground wire. The labeling specifying
the two ground wires shows an amperage for a CB because the wire gauge required
changes depending upon which CB is used in the wire connected to pins 11,12
immediately above (based on 14 or 28 volt systems) but no CB is shown in the ground
wires. The ground wire label is simply guiding you as to correctly determine
the wire gauge required for these wires.
>
>Bob McC
>
>-----Original Message-----
>From: owner-aeroelectric-list-server@matronics.com
>[mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of Chris
>Stone
>Sent: Tuesday, March 31, 2009 9:04 AM
>To: aeroelectric-list@matronics.com
>Subject: RE: AeroElectric-List: GNS 430 question
>
>
>Bob...
>
>This is the corect page from the Garmin IM 190-00356-02 Rev B November 2006
>
>Chris
>
>>
>>
>>Chris;
>>
>>Not sure what you're looking at Chris. Rev M of the install manual Figure F-10 on page F-21 is the schematic for the typical installation of a GNS 430 and shows power through a 5A CB to pins 19, 20 on connector p4001 , power through a CB to pins 11, 12 of connector P4002(5A 28V or 10A 14V), and then pins 21, 22 of P4002, 77,78 of P4001, and 41 of P4006 all grounded. (no CB's) Where do you see CB's in the grounds? See page 108 of 132 at the following link. http://tinyurl.com/ccfsyq
>>
>>Bob McC
>>
>>-----Original Message-----
>>From: owner-aeroelectric-list-server@matronics.com
>>[mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of Chris
>>Stone
>>Sent: Sunday, March 29, 2009 10:36 PM
>>To: aeroelectric-list@matronics.com
>>Subject: AeroElectric-List: GNS 430 question
>>
>>
>>
>>Hello Garmin experts...
>>
>>In reviewing the Garmin 430 install manual the power wiring diagram shows two
5 amp CBs on the 2 of 3 grounds. This is in addition to CBs on all the positive
power supply lines. What does this accomplish? I can find nothing in the
text that provides an explanation.
>>
>>Chris Stone
>>RV-8
>>Newberg, OR
>>
>>>
>>>
>>>
>>>
>>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 4
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Subject: | Re: Impossible problem |
At 03:38 PM 3/31/2009, you wrote:
>HELP !!
>
>I there anyone out there willing to dig in hand
>help me with an impossible problem ?
>
>I have a Zodiac 601XL with a Corvair engine. I
>have dual fuel pumps and dual ignition coils.
>The airplane has flown. I designed my electrical
>system (Scheme 1) thinking that alternators and
>regulators were mostly bullet proof. Since
>discovering that was a bad assumption, I decided
>to power the fuel pumps and coils from the
>battery bus (Scheme 2). That is the only thing
>I changed. Now, fuel pump 2 won=99t run when I
>select it with the switch. I tested the fuel
>pump with a portable battery and it runs. I
>tested each tab of both switches (Switch
>analysis). I have continuity between tab 3 of
>the fuel pump switch and the connector on the
>fuel pump. I have zero volts on the fuel pump
>connector. How can that be? And why? Today I
>changed the wiring to place tabs 2 and 5 of the
>fuel pump switch to the battery bus and tabs 2
>and 5 of the coil switch to the battery
>bus. Still no joy. I also found that selecting
>the fuel pump switch either up or down lights
>the alternator warning light. That obviously
>shouldn't happen. Surely I am overlooking
>something, Could I have a bad fuel pump switch? Or what?
If it were my airplane, I'd have each of the 4 systems
control through it's own switch and battery bus fuss.
Using -10 switch for BOTH sets of pumps/coils puts a single
point of failure in both pairs of devices. Further,
each device should get it's own fuse at the battery bus.
The 25A fuse and downstream wiring becomes another single
point of failure for two devices. Those are really fat
feeders and fuses . . . how much current do each of these
systems draw?
I'm wondering about the PMR1C rectifier/regulator teamed
with the 20A John Deere PM alternator. The B&C website
speaks to use of the PMR1C with their line of 10A alternators.
Even so, their installation data speaks to a maximum operating
case temperature of 175F and cautions about paying attention
to heating with YOUR installation particulars. See:
http://bandc.biz/PMR1C_Install_DWG.pdf
If I extrapolate their measured temperature values up
to a 20A operating load, you'll be bumping the 175F
limit. Their measured values were probably on the bench
in still air at room temp. Your installation will
no doubt have more air movement but perhaps hotter
environment. It's worth investigating with a measurement
of temperature in flight and at full load.
A useful data point: I'm told that John Deere makes
a PM alternator rectifier-regulator that is compatible
with both their 20 and 35 amp machines. Part No is
AM101406. Pictures of the John Deere products are
seen in
http://home.hiwaay.net/~langford/corvair/dynamo.html
Should you discover that the PMR1C runs a bit too toasty
for comfort, the JD product may offer a plan-b solution.
You have too much "stuff" on your e-bus which prompts
a really fat feeder for the alternate feed path. This
suggests some rethinking on switching of the alternate
feed path feeder to a Z-32 configuration?
Are the position lights LED devices? 2A is light for
feeding incandescent lamps.
Bob . . .
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Subject: | Re: Impossible problem |
At 03:38 PM 3/31/2009, you wrote:
>HELP !!
>
>I there anyone out there willing to dig in hand
>help me with an impossible problem ?
>
>I have a Zodiac 601XL with a Corvair engine. I
>have dual fuel pumps and dual ignition coils.
>The airplane has flown. I designed my electrical
>system (Scheme 1) thinking that alternators and
>regulators were mostly bullet proof. Since
>discovering that was a bad assumption, I decided
>to power the fuel pumps and coils from the
>battery bus (Scheme 2). That is the only thing
>I changed. Now, fuel pump 2 won=99t run when I
>select it with the switch. I tested the fuel
>pump with a portable battery and it runs. I
>tested each tab of both switches (Switch
>analysis). I have continuity between tab 3 of
>the fuel pump switch and the connector on the
>fuel pump. I have zero volts on the fuel pump
>connector. How can that be? And why? Today I
>changed the wiring to place tabs 2 and 5 of the
>fuel pump switch to the battery bus and tabs 2
>and 5 of the coil switch to the battery
>bus. Still no joy. I also found that selecting
>the fuel pump switch either up or down lights
>the alternator warning light. That obviously
>shouldn't happen. Surely I am overlooking
>something, Could I have a bad fuel pump switch? Or what?
Okay, assuming no modifications to the architecture
are being considered, let's consider what you've obseved.
There is no connection on your drawing between the fuel pump
selection switch and the alternator warning light. This
suggests a wiring error.
Bob . . .
Message 6
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Ira,
I agree in terms of the trade-off for cobbling one together. Looks like
their best deal at $1500 is almost a no-brainer. I disagree on the
motive for this equipment as this is primarily aimed at big-brother
tactics. The government driven mentality is by default completely
un-American. Whether you realize it this year or in 5 years, they are
pinning the tail on your donkey. They'll do it anyway, I just refuse to
help them.
I'll keep the $1500 in my pocket and use if for fuel to get to a great
trout fishing stream where by-the-way ADSB has no coverage.
Glenn
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
rampil
Sent: Wednesday, April 01, 2009 10:13 AM
Subject: [Probable SPAM] AeroElectric-List: NavWorx
Does anyone yet have any direct experience with the new NavWorx
ADSB-in system? Their web site is kind of scant on detail.
I'd like interface data like are they providing straight DO-282A out?
It's a great idea. Free broadcast traffic, weather, and airspace.
For a $1000. I'd rather buy their product than dink around with
modifying
an old analog TV sat receiver and a demodulator.
--------
Ira N224XS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=237200#237200
Message 7
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A good write up by Tim Olson......
http://www.myrv10.com/N104CD/upgrades/20081025/index.html
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of rampil
Sent: Wednesday, April 01, 2009 10:13 AM
Subject: AeroElectric-List: NavWorx
Does anyone yet have any direct experience with the new NavWorx
ADSB-in system? Their web site is kind of scant on detail.
I'd like interface data like are they providing straight DO-282A out?
It's a great idea. Free broadcast traffic, weather, and airspace.
For a $1000. I'd rather buy their product than dink around with modifying
an old analog TV sat receiver and a demodulator.
--------
Ira N224XS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=237200#237200
Message 8
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Subject: | Re: Impossible problem |
-----Original Message-----
From: Robert L. Nuckolls, III <nuckolls.bob@aeroelectric.com>
Sent: Wed, 1 Apr 2009 9:38 am
Subject: Re: AeroElectric-List: Impossible problem
At 03:38 PM 3/31/2009, you wrote:
HELP !!
I there anyone out there willing to dig in hand help me with an
impossible problem ?
I have a Zodiac 601XL with a Corvair engine.=C2- I have dual fuel pumps
and dual ignition coils. The airplane has flown. I designed my electrical
system (Scheme 1) thinking that alternators and regulators were mostly
bullet proof.=C2- Since discovering that was a bad assumption, I
decided to power the fuel pumps and coils from the battery bus (Scheme
2).=C2- That is the only thing I changed.=C2- Now, fuel pump 2
won=C3=A2=82=AC=84=A2t run when I select it with the switch.=C2- I t
ested the fuel
pump with a portable battery and it runs.=C2- I tested each tab of both
switches (Switch analysis). I have continuity between tab 3 of the fuel
pump switch and the connector on the fuel pump.=C2- I have zero volts
on the fuel pump connector. How can that be? And why?=C2- Today I
changed the wiring to place tabs 2 and 5 of the fuel pump switch to the
battery bus and tabs 2 and 5 of the coil switch to the battery bus.=C2-
Still no joy. I also found that selecting the fuel pump switch either up
or down lights the alternator warning light. That obviously shouldn't
happen. Surely I am overlooking something, Cou
ld I have a bad fuel pump
switch? Or what?
=C2-=C2- If it were my airplane, I'd have each of the 4 systems
=C2-=C2- control through it's own switch and battery bus fuss.
=C2-=C2- Using -10 switch for BOTH sets of pumps/coils puts a
single
=C2-=C2- point of failure in both pairs of devices. Further,
=C2-=C2- each device should get it's own fuse at the battery
bus.
=C2-=C2- The 25A fuse and downstream wiring becomes another
single
=C2-=C2- point of failure for two devices. Those are really fat
=C2-=C2- feeders and fuses . . . how much current do each of
these
=C2-=C2- systems draw?
The way it is currently wired, should one of the 25A fuses blow,
I should still have power to both switches.=C2- I do plan to install a
larger battery bus fuse block and run 4 wires to these switches.
I will use 10A fuses and run 16AWG wires to the switches.
I simply don't have room for two more switches, so I will have to
risk failure of the -10 switches.
=C2-=C2- I'm wondering about the PMR1C rectifier/regulator
teamed
=C2-=C2- with the 20A John Deere PM alternator. The B&C
website
=C2-=C2- speaks to use of the PMR1C with their line of 10A
alternators.
=C2-=C2- Even so, their installation data speaks to a maximum
operating
=C2-=C2- case temperature of 175F and cautions about paying
attention
=C2-=C2- to heating with YOUR installation particulars. See:
=C2-=C2-
http://bandc.biz/PMR1C_Install_DWG.pdf
=C2-=C2- If I ex
trapolate their measured temperature values
up
=C2-=C2- to a 20A operating load, you'll be bumping the 175F
=C2-=C2- limit. Their measured values were probably on the bench
=C2-=C2- in still air at room temp. Your installation will
=C2-=C2- no doubt have more air movement but perhaps hotter
=C2-=C2- environment. It's worth investigating with a
measurement
=C2-=C2- of temperature in flight and at full load.
I have that regulator mounted on the aft side of the firewall,
away from electronic heat loads.=C2- I will still be keeping an eye on it.
=C2-=C2- A useful data point: I'm told that John Deere makes
=C2-=C2- a PM alternator rectifier-regulator that is compatible
=C2-=C2- with both their 20 and 35 amp machines. Part No is
=C2-=C2- AM101406. Pictures of the John Deere products are
=C2-=C2- seen in
=C2-=C2-
http://home.hiwaay.net/~langford/corvair/dynamo.html
=C2-=C2- Should you discover that the PMR1C runs a bit too
toasty
=C2-=C2- for comfort, the JD product may offer a plan-b
solution.
=C2-=C2- You have too much "stuff" on your e-bus which
prompts
=C2-=C2- a really fat feeder for the alternate feed path. This
=C2-=C2- suggests some rethinking on switching of the alternate
=C2-=C2- feed path feeder to a Z-32 configuration?
The largest current draw on the e-bus is the flap motor.
In case I have to switch to the e-bus, I will have all comm
and nav available and will probably shut those down before
using flaps.
I wanted the fat wiring in case someone other than
me who didn't understand the system and used everything at once.
=C2-=C2- Are the position lights LED devices? 2A is light for
=C2-=C2- feeding incandescent lamps.
That is a typo.=C2- I actually have a 5A circuit breaker
on the nav light circuit.
My MAIN source of concern is that EVERYTHING
worked properly before I made this change; and the
ONLY thing I changed was the source of power to
the coil and fuel pump switches.
Jay
________________________________________________________________________
Email message sent from CompuServe - visit us today at http://www.cs.com
Message 9
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Subject: | Re: [Probable SPAM] NavWorx |
Hi Glenn,
I agree its about money, but you got it wrong, I myself heard the
FAA Administrator herself say that shutting down the ground based radar
facilities and using ADSB would save so much on labor costs that
she could give a UAT and display to every pilot in the country in the
first year and still save tens of billions of dollars in that year and more
later!
PS The FAA owns you whether they ping you with radar or with an ADSB
pulse
--------
Ira N224XS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=237251#237251
Message 10
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Subject: | Re: 400W/420W/430W Power cable |
Thanks Bob. I forgot about that feature once the box was in the plane.
Given the critical role of the external annunciator panel and the
interaction with my single CDI head, the things I always need to review
require the whole panel.
It's a nice box for it's time. The thing it really does easily and well
is a full GPS non-precision approach - the T shaped kind. No vectors.
Short of vectors to an ILS, it's about the simplest thing to do with my
setup if the brain starts to tumble.
Did you ever think you'd be able to call a GPS panel in a Stearman
'ancient'? As in,
"wow, this thing doesn't even have synthetic vision...."
"it doesn't have windows either, just stick your head out!"
Bill Watson
"collector of fine Stearman cheesecake shots"
do not archive
BobsV35B@aol.com wrote:
> Good Evening Bill,
>
> All it takes is power. There is one of those little quarter inch or so
> plugs just for that purpose. I use a universal Radio Shack 12 volt DC
> power source.
>
> There is a simulator mode. It tells all about it in the operators
> manual. I just sit it on my desk, plug in the power cord and shoot
> approaches as much as I want. It isn't as nice as a good computer
> program, but it does allow me to practice the steps needed for an
> approach. Since my Stearman is not legal for IFR, it is just a toy,
> but If I ever got stuck, I just might use it to find a place to land!
>
> I have shot a few approaches under the hood with a safety pilot in the
> front pit. Actually works quite well. However, as you say, if you
> don't use it much, it is easy to forget the required steps.
>
> 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 3/31/2009 7:40:40 P.M. Central Daylight Time,
> MauleDriver@nc.rr.com writes:
>
> I'm curious... what is available for the 300XL to enable practice
> at home?
>
> I have a 300XL in my Maule. I got the instrument ticket with it and
> flew it IFR quite a bit but using it well is always a challenge
> if not
> more than current.
>
>
> ------------------------------------------------------------------------
> *A Good Credit Score is 700 or Above. See yours in just 2 easy steps!
>
> *
>
>
> *
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Subject: | Re: Impossible problem |
At 12:37 PM 4/1/2009, you wrote:
>My MAIN source of concern is that EVERYTHING
>worked properly before I made this change; and the
>ONLY thing I changed was the source of power to
>the coil and fuel pump switches.
>
>Jay
Understand. Without being able to put my
hands on the problem, the most I (or anyone
else) can do is hypothesize about a lot
of things . . . the majority of which will
be irrelevant/wrong.
The laws of physics do not shift their
effects to confound us. There is a specific
reason why you are experiencing the problem
you cited. If you've ever played the board game
Clue, you'll understand that arriving at root
cause is a distillation of facts first to
eliminate those that do not fit into an
explanation of effects and finally identify the
order in which remaining facts explain the
cause for symptoms you've identified.
Snip off the tie wraps, check the wires, follow
the path from bus to appliance with a voltmeter
probe . . . nobody sez it's easy . . . but it
works every time.
Bob . . .
Message 12
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Subject: | Re: Impossible problem |
Bob,
Thanks. I had about decided that the laws of physics HAD been repealed, or that
I was losing my ever-lovin' mind !? Now that you have confirmed that those laws
are still intact;? I know that my next step is to take all the wiring off those
two switches.? Then I will positively identify each wire before I reinstall
it on the switch.? I'll let you know if that fixes the problem.
Thanks again - Jay
-----Original Message-----
From: Robert L. Nuckolls, III <nuckolls.bob@aeroelectric.com>
Sent: Wed, 1 Apr 2009 1:53 pm
Subject: Re: AeroElectric-List: Impossible problem
At 12:37 PM 4/1/2009, you wrote:
My MAIN source of concern
is that EVERYTHING
worked properly before I made this change; and the
ONLY thing I changed was the source of power to
the coil and fuel pump switches.
Jay
??? Understand. Without being able to put my
? hands on the problem, the most I (or anyone
? else) can do is hypothesize about a lot
? of things . . . the majority of which will
? be irrelevant/wrong.
? The laws of physics do not shift their
? effects to confound us. There is a specific
? reason why you are experiencing the problem
? you cited. If you've ever played the board game
? Clue, you'll understand that arriving at root
? cause is a distillation of facts first to
? eliminate those that do not fit into an
? explanation of effects and finally identify the
? order in which remaining facts explain the
? cause for symptoms you've identified.
? Snip off the tie wraps, check the wires, follow
? the path from bus to appliance with a voltmeter
? probe . . . nobody sez it's easy . . . but it
? works every time.
? Bob . . .
________________________________________________________________________
Email message sent from CompuServe - visit us today at http://www.cs.com
Message 13
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Subject: | Re: 400W/420W/430W Power cable |
Good Afternoon Bill,
I did wire up a series of lights and switches so that I am able to use all
GPS Approach functions in the Stearman even though I do not have a classic C
DI
or annunciator panel. Consequently, just playing with it at my work table
does allow me to practice my approaches.
I think Garmin dropped the ball when they acquiesced to one stupid FED who
insisted that Garmin add the resolver and the annunciator. Fortunately for a
ll
of us, that FED was replaced with a more sensible inspector, but the damage
was already done and we are still stuck with a deal we don't need. Such is
life!
Happy Skies
Old Bob
In a message dated 4/1/2009 1:52:16 P.M. Central Daylight Time,
MauleDriver@nc.rr.com writes:
Thanks Bob. I forgot about that feature once the box was in the plane.
Given the critical role of the external annunciator panel and the
interaction with my single CDI head, the things I always need to review
require the whole panel.
**************New Low Prices on Dell Laptops =93 Starting at $399
ttp:%2F%2Fad.doubl
eclick.net%2Fclk%3B213540506%3B35046329%3Bx)
Message 14
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Subject: | Re: 400W/420W/430W Power cable |
Bob, I thought the 430's had an anuciator built in. So an anuciator will be
required for IFR flight? Do any of the EFIS dispalys perform this function
?=0AThanks, Tim=0A=0A=0A=0A=0A________________________________=0AFrom: "Bob
sV35B@aol.com" <BobsV35B@aol.com>=0ATo: aeroelectric-list@matronics.com=0AS
ent: Wednesday, April 1, 2009 2:55:55 PM=0ASubject: Re: AeroElectric-List:
400W/420W/430W Power cable=0A=0AGood Afternoon Bill,=0A=0AI did wire up a s
eries of lights and switches so that I am able to use all GPS Approach func
tions in the Stearman even though I do not have a classic CDI or annunciato
r panel. Consequently, just playing with it at my work table does allow me
to practice my approaches.- =0A=0AI think Garmin dropped the ball when th
ey acquiesced to one stupid FED who insisted that Garmin add the resolver a
nd the annunciator. Fortunately for all of us, that FED was replaced with a
more sensible inspector, but the damage was already done and we are still
stuck with a deal we don't need. Such is life!=0A=0AHappy Skies=0A=0AOld Bo
b=0A=0AIn a message dated 4/1/2009 1:52:16 P.M. Central Daylight Time, Maul
eDriver@nc.rr.com writes:=0AThanks Bob.- I forgot about that feature once
the box was in the plane. =0A=0AGiven the critical role of the external an
nunciator panel and the =0Ainteraction with my single CDI head, the things
I always need to review =0Arequire the whole panel.=0A=0A=0A=0A____________
===============
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Subject: | Has anyone increased setpoint voltage on Rotax /Ducati |
regulator?
Has anyone increased setpoint voltage on a Ducati regulator for Rotax 4
stroke?
13.7 or 13.8 volts is not ideal for an Odyssey battery.
14.7 is better.
Has anyone done something like install a diode
in series with the sense wire (C) ofthe Ducati regulator?
Information and experience welcomed.
Thx.
Ron
Parigoris
Message 16
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Subject: | Re: 400W/420W/430W Power cable |
Message 17
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Subject: | 400W/420W/430W Power cable |
No annunciator is needed if the 430 is mounted within 14 inches of the
centerline of the six pack (that number is from memory but it's spelled
out in the install manual).
Bruce
WWW.Glasair.org
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Paula
Andres
Sent: Wednesday, April 01, 2009 9:35 PM
Subject: Re: AeroElectric-List: 400W/420W/430W Power cable
Bob, I thought the 430's had an anuciator built in. So an anuciator will
be required for IFR flight? Do any of the EFIS dispalys perform this
function?
Thanks, Tim
_____
From: "BobsV35B@aol.com" <BobsV35B@aol.com>
Sent: Wednesday, April 1, 2009 2:55:55 PM
Subject: Re: AeroElectric-List: 400W/420W/430W Power cable
Good Afternoon Bill,
I did wire up a series of lights and switches so that I am able to use
all GPS Approach functions in the Stearman even though I do not have a
classic CDI or annunciator panel. Consequently, just playing with it at
my work table does allow me to practice my approaches.
I think Garmin dropped the ball when they acquiesced to one stupid FED
who insisted that Garmin add the resolver and the annunciator.
Fortunately for all of us, that FED was replaced with a more sensible
inspector, but the damage was already done and we are still stuck with a
deal we don't need. Such is life!
Happy Skies
Old Bob
In a message dated 4/1/2009 1:52:16 P.M. Central Daylight Time,
MauleDriver@nc.rr.com writes:
Thanks Bob. I forgot about that feature once the box was in the plane.
Given the critical role of the external annunciator panel and the
interaction with my single CDI head, the things I always need to review
require the whole panel.
http://wwtronics.com/" target=_blank
rel=nofollow>http://forums.matronics.com
Message 18
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Subject: | Re: 400W/420W/430W Power cable |
Good Evening Tim,
If the 400 or 500 series box is located in the pilot's primary viewing area
,
no annunciator is required. Not sure whether or not that applies to
homebuilt aircraft. For a certificated aircraft, the dimensions are quite s
pecific
and are based on the pilot's eye location. I am absolutely certain that if
a
homebuilt location meets the certificated specifications, no annunciator is
needed.
Not sure about the various EFIS units, but I wouldn't be at all surprised i
f
they did.
Does that help any?
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 4/1/2009 8:38:41 P.M. Central Daylight Time,
tim2542@sbcglobal.net writes:
Bob, I thought the 430's had an annunciator built in. So an annunciator wil
l
be required for IFR flight? Do any of the EFIS displays perform this
function?
Thanks, Tim
**************New Low Prices on Dell Laptops =93 Starting at $399
ttp:%2F%2Fad.doubl
eclick.net%2Fclk%3B213540506%3B35046329%3Bx)
Message 19
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Subject: | Re: Impossible problem |
At 03:08 PM 4/1/2009, you wrote:
>Bob,
>
>Thanks. I had about decided that the laws of physics HAD been
>repealed, or that I was losing my ever-lovin' mind ! Now that you
>have confirmed that those laws are still intact; I know that my
>next step is to take all the wiring off those two switches. Then I
>will positively identify each wire before I reinstall it on the
>switch. I'll let you know if that fixes the problem.
In particular, you need to identify the "mystery"
connection between pump switches and your alternator
warning light behavior.
Bob . . .
----------------------------------------)
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
----------------------------------------
Message 20
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Subject: | Re: 400W/420W/430W Power cable |
Good Evening Once Again Tim,
My primary gripe with the stupid FED was his insistence on having a resolve
r
function for the standalone GPS units. For a combo GPS/VOR like the 400 or
500 series, the resolver is a non issue. It is needed for the VOR portion.
For
the other early GPS only sets, we could have a thousand bucks per
installation had the resolver not been required. Not only that, the set woul
d have been
easier to use, but that is all water over the dam now!
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 4/1/2009 8:38:41 P.M. Central Daylight Time,
tim2542@sbcglobal.net writes:
Bob, I thought the 430's had an annunciator built in. So an annunciator wil
l
be required for IFR flight? Do any of the EFIS displays perform this
function?
Thanks, Tim
**************New Low Prices on Dell Laptops =93 Starting at $399
ttp:%2F%2Fad.doubl
eclick.net%2Fclk%3B213540506%3B35046329%3Bx)
Message 21
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Subject: | Re: Has anyone increased setpoint voltage on Rotax |
/Ducati regulator?
At 08:40 PM 4/1/2009, you wrote:
>Has anyone increased setpoint voltage on a Ducati regulator for
>Rotax 4 stroke?
>
>13.7 or 13.8 volts is not ideal for an Odyssey battery. 14.7 is better.
>
>Has anyone done something like install a diode in series with the
>sense wire (C) of the Ducati regulator?
From what we think we understand about how the Ducati
regulator works, your suggestion fits. Give it a try
and let us know how it works!
Bob . . .
----------------------------------------)
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
----------------------------------------
Message 22
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Subject: | Re: 400W/420W/430W Power cable |
Darn!
I said: "we could have a thousand bucks per installation"
Meant to say: "we could have SAVED a thousand bucks per installation"
Sorry 'bout that!
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 4/1/2009 10:33:37 P.M. Central Daylight Time,
BobsV35B@aol.com writes:
we could have a thousand bucks per installation
**************New Low Prices on Dell Laptops =93 Starting at $399
ttp:%2F%2Fad.doubl
eclick.net%2Fclk%3B213540506%3B35046329%3Bx)
Message 23
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Subject: | Re: 400W/420W/430W Power cable |
Yes thanks. I thought it did but wasn't sure. =0ATim=0A=0A=0A=0A=0A________
________________________=0AFrom: "BobsV35B@aol.com" <BobsV35B@aol.com>=0ATo
: aeroelectric-list@matronics.com=0ASent: Wednesday, April 1, 2009 8:23:52
PM=0ASubject: Re: AeroElectric-List: 400W/420W/430W Power cable=0A=0AGood E
vening Tim,=0A=0AIf the 400 or 500 series box is located in the pilot's pri
mary viewing area, no annunciator is required. Not sure whether or not that
applies to homebuilt aircraft. For a certificated aircraft, the dimensions
are quite specific and are based on the pilot's eye location.- I am abso
lutely certain that if a homebuilt location meets the certificated specific
ations, no annunciator is needed.=0A=0ANot sure about the various EFIS unit
s, but I wouldn't be at all surprised if they did.=0A=0ADoes that help any?
=0A=0AHappy Skies=0A=0AOld Bob=0AAKA=0ABob Siegfried=0AAncient Aviator=0A62
8 West 86th Street=0ADowners Grove, IL 60516=0A630 985-8502 =0AStearman N39
77A=0ABrookeridge Air Park LL22 =0A=0AIn a message dated 4/1/2009 8:38:41 P
.M. Central Daylight Time, tim2542@sbcglobal.net writes:=0ABob, I thought t
he 430's had an annunciator built in. So an annunciator will be required fo
r IFR flight? Do any of the EFIS displays perform this function?=0AThanks,
=======================
Message 24
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Subject: | Official AeroElectric-List FAQ (Frequently Asked Questions) |
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2) Your Full Name.
3) Your Email Address.
4) One line Subject description.
5) Multi-line, multi-paragraph description of topic.
6-x) One-line Description of each photo or file
Prior to public availability of the files and photos, each will be scanned
for viruses. Please also note that the process of making the files and
photos available on the web site is a pseudo-manual process, and I try to
process them every few days.
Following the availability of the new Photoshare, an email message will be
sent to the Email Lists enumerated in 1) above indicating that the new
Share is available and what the direct URL to it is.
For a current list of available Photoshares, have a look at the Main
Index Page:
http://www.matronics.com/photoshare
**************************
*** List Archive CDROM ***
**************************
A complete Matronics Email List Archive CD is available that contains
all of the archives since the beginning of each of the Lists. The archives
for all of the Lists are included on the CD along with a freeware search
engine written by a list member. The CD is burned the day you order it
and will contain archive received up to the last minute. They make
great gifts!
http://www.matronics.com/ArchiveCDROM
**********************************
*** List Support Contributions ***
**********************************
The Matronics Lists are run *completely* through the support of it members.
You won't find any PopUpAds, flashing Banner ads, or any other form of
annoying commercialism on either the Email Messages or the List web pages
associated with the Matronics Email Lists. Every year during November
I run a low-key, low-pressure "Fund Raiser" where, throughout the month,
I ask List members to make a Contribution in any amount with which they
are comfortable.
I will often offer free gifts with certain contribution levels during the
Fund Raiser to increase the participation. The gifts are usually donated
by companies that are themselves List members.
Your Contributions go directly to supporting the operation of the Lists
including the high-speed, business-class Internet connection, server
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Generally Contributions range from $20 to $100 and are completely voluntary
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value from them, that they make a Contribution of equal magnitude.
Contributions are accepted throughout the year, and if you've just
subscribed, feel free to make a Contribution when you've settled in.
The website for making SSL Secure Contributions is listed below. There are
a variety of payment methods including Visa and MasterCard, PayPal, and
sending a personal check.
If you enjoy and value the List, won't you make a Contribution today to
support its continued operation?
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Thank you!
Matt Dralle
Email List Administrator
******************************************************************************
AeroElectric-List Usage Guidelines
******************************************************************************
The following details the official Usage Guidelines for the AeroElectric-List.
You are encouraged to read it carefully, and to abide by the rules therein.
Failure to use the AeroElectric-List in the manner described below may result
in the removal of the subscribers from the List.
AeroElectric-List Policy Statement
The purpose of the AeroElectric-List is to provide a forum of discussion for
things related to this particular discussion group. The List's goals
are to serve as an information resource to its members; to deliver
high-quality content; to provide moral support; to foster camaraderie
among its members; and to support safe operation. Reaching these goals
requires the participation and cooperation of each and every member of
the List. To this end, the following guidelines have been established:
- Please keep all posts related to the List at some level. Do not submit
posts concerning computer viruses, urban legends, random humor, long
lost buddies' phone numbers, etc. etc.
- THINK carefully before you write. Ask yourself if your post will be
relevant to everyone. If you have to wonder about that, DON'T send it.
- Remember that your post will be included for posterity in an archive
that is growing in size at an extraordinary rate. Try to be concise and
terse in your posts. Avoid overly wordy and lengthy posts and
responses.
- Keep your signature brief. Please include your name, email address,
aircraft type/tail number, and geographic location. A short line
about where you are in the building process is also nice. Avoid
bulky signatures with character graphics; they consume unnecessary
space in the archive.
- DON'T post requests to the List for information when that info is
easily obtainable from other widely available sources. Consult the
web page or FAQ first.
- If you want to respond to a post, DO keep the "Subject:" line of
your response the same as that of the original post. This makes it
easy to find threads in the archive.
- When responding, NEVER quote the *entire* original post in your
response. DO use lines from the original post to help "tune in" the
reader to the topic at hand, but be selective. The impact that
quoting the entire original post has on the size of the archive
can not be overstated!
- When the poster asks you to respond to him/her personally, DO NOT
then go ahead and reply to the List. Be aware that clicking the
"reply" button on your mail package does not necessarily send your
response to the original poster. You might have to actively address
your response with the original poster's email address.
- DO NOT use the List to respond to a post unless you have something
to add that is relevant and has a broad appeal. "Way to go!", "I
agree", and "Congratulations" are all responses that are better sent
to the original poster directly, rather than to the List at large.
- When responding to others' posts, avoid the feeling that you need to
comment on every last point in their posts, unless you can truly
contribute something valuable.
- Feel free to disagree with other viewpoints, BUT keep your tone
polite and respectful. Don't make snide comments, personally attack
other listers, or take the moral high ground on an obviously
controversial issue. This will only cause a pointless debate that
will hurt feelings, waste bandwidth and resolve nothing.
- Occasional posts by vendors or individuals who are regularly
subscribed to a given List are considered acceptable. Posts by
List members promoting their respective products or items for sale
should be of a friendly, informal nature, and should not resemble
a typical SPAM message. The List isn't about commercialism, but
is about sharing information and knowledge. This applies to
everyone, including those who provide products to the entire
community. Informal presentation and moderation should be the
operatives with respect to advertising on the Lists.
-------
[This is an automated posting.]
do not archive
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Subject: | Official AeroElectric-List Usage Guidelines |
Dear Listers,
Please read over the AeroElectric-List Usage Guidelines below. The complete
AeroElectric-List FAQ including these Usage Guidelines can be found at the
following URL:
http://www.matronics.com/FAQs/AeroElectric-List.FAQ.html
Thank you,
Matt Dralle
Matronics Email List Administrator
******************************************************************************
AeroElectric-List Usage Guidelines
******************************************************************************
The following details the official Usage Guidelines for the AeroElectric-List.
You are encouraged to read it carefully, and to abide by the rules therein.
Failure to use the AeroElectric-List in the manner described below may result
in the removal of the subscribers from the List.
AeroElectric-List Policy Statement
The purpose of the AeroElectric-List is to provide a forum of discussion for
things related to this particular discussion group. The List's goals
are to serve as an information resource to its members; to deliver
high-quality content; to provide moral support; to foster camaraderie
among its members; and to support safe operation. Reaching these goals
requires the participation and cooperation of each and every member of
the List. To this end, the following guidelines have been established:
- Please keep all posts related to the List at some level. Do not submit
posts concerning computer viruses, urban legends, random humor, long
lost buddies' phone numbers, etc. etc.
- THINK carefully before you write. Ask yourself if your post will be
relevant to everyone. If you have to wonder about that, DON'T send it.
- Remember that your post will be included for posterity in an archive
that is growing in size at an extraordinary rate. Try to be concise and
terse in your posts. Avoid overly wordy and lengthy posts and
responses.
- Keep your signature brief. Please include your name, email address,
aircraft type/tail number, and geographic location. A short line
about where you are in the building process is also nice. Avoid
bulky signatures with character graphics; they consume unnecessary
space in the archive.
- DON'T post requests to the List for information when that info is
easily obtainable from other widely available sources. Consult the
web page or FAQ first.
- If you want to respond to a post, DO keep the "Subject:" line of
your response the same as that of the original post. This makes it
easy to find threads in the archive.
- When responding, NEVER quote the *entire* original post in your
response. DO use lines from the original post to help "tune in" the
reader to the topic at hand, but be selective. The impact that
quoting the entire original post has on the size of the archive
can not be overstated!
- When the poster asks you to respond to him/her personally, DO NOT
then go ahead and reply to the List. Be aware that clicking the
"reply" button on your mail package does not necessarily send your
response to the original poster. You might have to actively address
your response with the original poster's email address.
- DO NOT use the List to respond to a post unless you have something
to add that is relevant and has a broad appeal. "Way to go!", "I
agree", and "Congratulations" are all responses that are better sent
to the original poster directly, rather than to the List at large.
- When responding to others' posts, avoid the feeling that you need to
comment on every last point in their posts, unless you can truly
contribute something valuable.
- Feel free to disagree with other viewpoints, BUT keep your tone
polite and respectful. Don't make snide comments, personally attack
other listers, or take the moral high ground on an obviously
controversial issue. This will only cause a pointless debate that
will hurt feelings, waste bandwidth and resolve nothing.
- Occasional posts by vendors or individuals who are regularly
subscribed to a given List are considered acceptable. Posts by
List members promoting their respective products or items for sale
should be of a friendly, informal nature, and should not resemble
a typical SPAM message. The List isn't about commercialism, but
is about sharing information and knowledge. This applies to
everyone, including those who provide products to the entire
community. Informal presentation and moderation should be the
operatives with respect to advertising on the Lists.
-------
[This is an automated posting.]
do not archive
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