Today's Message Index:
----------------------
1. 06:23 AM - No Sidetone (David & Elaine Lamphere)
2. 06:43 AM - Re: Switch Failures (peter laurence)
3. 08:26 AM - Re: Switch Failures (nuckollsr)
4. 09:55 AM - Re: AeroElectric-List Digest: 6 Msgs - 07/27/09 (Janet Amtmann)
5. 10:20 AM - Re: Re: AeroElectric-List Digest: 6 Msgs - 07/27/09 (Dj Merrill)
6. 10:27 AM - Re: Re: AeroElectric-List Digest: 6 Msgs - 07/27/09 (Dwight Frye)
7. 10:35 AM - Re: Re: AeroElectric-List Digest: 6 Msgs - 07/27/09 (Matt Prather)
8. 10:45 AM - Re: what is Emacs (Ralph Finch)
9. 01:09 PM - Re: AeroElectric-List Digest: 6 Msgs - 07/27/09 (nuckollsr)
10. 01:28 PM - Re: Re: AeroElectric-List Digest: 6 Msgs - 07/27/09 (Dj Merrill)
11. 05:43 PM - Z-20: Fuse Links, Master Switch, Alt OV Disc. and OVM (messydeer)
Message 1
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I have an interesting problem with my newly installed King KX125.
While everything seems to be working correctly and I am clearly received
when I transmit, there is no sidetone during transmission (I do not hear
myself in the head set). I have eliminated the intercom completely, using an
older handheld mike and phones only - same symptoms - rx clear, tx clear, no
sidetone. Could it be that I have not installed some jumper not shown?? Or
is there a pot somewhere I need to tweek?
I have attached the section of the schematic that pertains to this.
I do not have any connections to pin 501-16 nor do I have a switch on the
mike jack as shown.
The applicable notes refer to switching 100-H to 501-16 and opening up 100-8
to prevent your audio from being transmitted.
Any clues or hints as to what I have missed doing??
Message 2
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| Subject: | Re: Switch Failures |
Vern
Can you post the product number for the Honeywell switches?
Peter
On Wed, Jul 29, 2009 at 1:22 AM, Vern Little <rv-9a-online@telus.net> wrote:
> rv-9a-online@telus.net>
>
> Approximately 100 hours ago, I replaced all of my Carling toggle switches
> with Honeywell/Microswitch switches in my RV-9A. I had experienced
> multiple failures with the Carling switches in the first 150 hours due to
> loose terminals and overheating leading to charred terminals and wiring.
> There is a long thread on this topic, including some failure analysis by
> Bob.
>
> At this point, I have had no additional switch failures after switching to
> the Honeywell switches. At the time, Bob postulated that the lack of
> decoupling loops in the wiring may have contributed. I was not so sure, so
> I made no other changes other than replacing the switches.
>
> While not conclusive, I would say the root cause of failure was the loose
> riveted terminals on the Carling Switches. The lack of decoupling loops in
> the wiring may have contributed, but it appears that a higher quality switch
> is an effective solution.
>
> I had two failures on the Strobe circuit, one on the Landing light circuit
> and one on the progressive-transfer Master Switch in the first 150 hours
> with the Carling Switches.
>
> So, if anyone thinks that this is just a characteristic of our OBAM
> aircraft being built with "substandard" components, look at this:
>
> ======================
>
> FAA Issues Airworthiness Bulletin For Cessna GA Aircraft
> Tue, 28 Jul '09
>
> SAIB Affects 100, 200, 300 Series Cessna Aircraft
> The FAA has issued a Special Airworthiness Information Bulletin (SAIB) to
> advise pilots and owners of an airworthiness concern on mandatory
> replacement intervals of Cessna Landing Light, Beacon Light, and Taxi Light
> switches on Cessna 100, 200, and 300 series airplanes, specified in Cessna
> service bulletins MEB09-3 and SEB09-6 dated May 11, 2009.
>
> Cessna 100, 200, and 300 series airplanes utilize switches in the Landing
> Light, Beacon Light, and Taxi Light circuits that have been reported failing
> in the field causing overheating and smoke in the cockpit. There have been
> reports of burned insulation on the wiring terminals to the switch. On at
> least one occasion, there was a small fire in the cockpit. The failure in
> these applications can be attributed to contact erosion leading to irregular
> arcing and eventual failure of the switch. The contact erosion has been
> shown to occur after approximately 4,000 cycles of operation.
>
> Cessna service bulletins SEB09-6 and MEB09-3, initial release, dated May
> 11, 2009, specify the following:
>
> .An inspection to determine time-in-service for the switches.
> .Replacement of switches that have been in service for four or more years
> with the month and year of the installation written on the new replacement
> switch.
> .The month and year of the initial installation written on switches that
> have been in service for less than four years.
> The FAA recommends that owners, operators, and maintenance technicians act
> on the above-referenced service bulletins within the next 400 hours of
> operation, 12 months, or the next annual inspection, whichever comes first.
>
> ======
> Vern Little
> Vx Aviation
>
>
> ----- Original Message ----- From: "Thruster87" <alania@optusnet.com.au>
> To: <aeroelectric-list@matronics.com>
> Sent: Monday, July 27, 2009 11:05 PM
> Subject: AeroElectric-List: Re: Icom A-210 intercom
>
>
>> alania@optusnet.com.au>
>>
>> I did the 2 second push on the Dual button and the screen shows the ics as
>> on and still no go.Spoke to Icom techi with whom we went thru the menu but
>> still no go . Might look at putting a intercom in. Cheers Alan
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=254978#254978
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
Message 3
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| Subject: | Re: Switch Failures |
"The failure in these applications can be attributed to contact erosion leading
to irregular arcing and eventual failure of the switch. The contact erosion has
been shown to occur after approximately 4,000 cycles of operation."
I'm away from my office for a couple of days. I'll have a more extensive response
when I get back "to the hills".
It would be interesting/enlightening to see the failed switches. For all of the
Carling failures I examined, there was no evidence of contact erosion. In fact,
all failure examples displayed evidence of heating effects that began away
from the contacts . . . most notably at the riveted joins for the fast-on tabs.
It would also be interesting to know how the problem aircraft were flown. I've
flown dozens of Cessna aircraft fitted with switches where the factory original
switches were 40+ years old. I also recall testing the the lab at Cessna
East (single engine) on the Carling rocker switches were tens of thousands of
cycles were impressed on the switches before they were deemed suited to the task.
I suspect that root cause for this rash of failures is yet to be deduced and understood.
Action taken by the regulators was predictable. Write an $AD$ that demands
replacing a $2 switch with the one that's been re-labeled with Cessna's
$Standard-Part$ number.
I don't know if any of the gray-beards are still working out there. I'll have to
call around and see what I can discover.
Bob . . .
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=255100#255100
Message 4
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| Subject: | Re: AeroElectric-List Digest: 6 Msgs - 07/27/09 |
Can someone enlighten me what the word "Emacs" means?
J=FCrgen Amtmann <jgamtmann2@gmail.com>
On Mon, Jul 27, 2009 at 11:55 PM, AeroElectric-List Digest Server <
aeroelectric-list@matronics.com> wrote:
> *
>
> ========================
> Online Versions of Today's List Digest Archive
> ========================
>
> Today's complete AeroElectric-List Digest can also be found in either of
> the
> two Web Links listed below. The .html file includes the Digest formatted
> in HTML for viewing with a web browser and features Hyperlinked Indexes
> and Message Navigation. The .txt file includes the plain ASCII version
> of the AeroElectric-List Digest and can be viewed with a generic text
> editor
> such as Notepad or with a web browser.
>
> HTML Version:
>
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=html&
Chapter 09-07-27&Archive=AeroElectric
>
> Text Version:
>
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&C
hapter 09-07-27&Archive=AeroElectric
>
>
> ========================
=======================
> EMail Version of Today's List Digest Archive
> ========================
=======================
>
>
> ----------------------------------------------------------
> AeroElectric-List Digest Archive
> ---
> Total Messages Posted Mon 07/27/09: 6
> ----------------------------------------------------------
>
>
> Today's Message Index:
> ----------------------
>
> 1. 08:56 AM - Crossfeed (Sam Hoskins)
> 2. 09:07 AM - Re: Re: Icom A-210 intercom (Robert L. Nuckolls, III)
> 3. 09:59 AM - Re: Re: Icom A-210 intercom (Jay Hyde)
> 4. 01:27 PM - Icom 200 (luigit@freemail.it)
> 5. 10:23 PM - Icom 200 (luigit@freemail.it)
> 6. 11:07 PM - Re: Icom A-210 intercom (Thruster87)
>
>
> ________________________________ Message 1
> _____________________________________
>
>
> Time: 08:56:38 AM PST US
> Subject: AeroElectric-List: Crossfeed
> From: Sam Hoskins <sam.hoskins@gmail.com>
>
> I have an all electric plane and have attempted to emulate Z19-RB.
>
> Both batteries are the same size, but I am intending on starting on the
> main
> battery only. My alternator-out load analysis shows around 17 amps to ke
ep
> it in the air, though I think I can drop that to 10.
>
> The "keep the engine running" components may run off either bus, but the
> endurance bus is just connected to the main.
>
> Could I install a crossfeed switch between the main and engine batteries,
> without a contactor? It would allow me to use the engine battery for the
> endurance bus, to supplement the main battery. That would also allow me
to
> simultaneously charge both batteries without engaging the engine battery
> contactor.
>
> I'll try and attach a pdf.
>
> BTW, after a year and a half, I am somewhat back in the air, though many
> bugs remain.
>
> Sam
> www.samhoskins.blogspot.com
>
> ________________________________ Message 2
> _____________________________________
>
>
> Time: 09:07:28 AM PST US
> From: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
> Subject: Re: AeroElectric-List: Re: Icom A-210 intercom
>
> At 05:00 PM 7/25/2009, you wrote:
> >
> >Hi Bob,I was expecting it to just activate [intercom] without a
> >separate button,so one just speaks and the other person hears
> >you.Pressing the PTT it transmits OK and the passenger can also hear
> >what you say and both can hear just fine the incoming calls.I have
> >not tried connecting the intercom switch to pin 10 Intercom IN and
> >joining to pin 9 PTT + as I understand it,it should not require
> >this switch to operate as a VOX intercom. Cheers Alan [610xl builder
> >almost ready to start taxi run testing]
>
> After reading through the available installation data
> on the Icom IC-A210 I've discovered that the 210 is
> a head-n-shoulders upgrade from the 200. Most noteworthy
> are extensive audio management features with functions
> and gains set by software using a front panel menu
> system.
>
> Another interesting feature is what appears to be
> rear connector plate options. The stock input/output
> connector plate works with the same Molex wires-to-
> ecb style of harnes connector . . . same as the A200.
> The A210 install kit comes with an "MB-113" adapter
> module to convert the legacy molex connnector interface
>
> Emacs!
>
>
> To the more robust Dsub 15 connector.
> Emacs!
>
>
> If we look at the A210 installation data . . .
>
> http://tinyurl.com/nxw5jm
>
> . . . we see that half of the 30 wires available
> in the Molex pin-out are available in Dsub
> pinout and in different combinations. For example,
> only 2 of the 6 power/gnd connections are available
> in the Dsub. The Molex doesn't offer the RS232
> GPS interface option. The Molex connection offers
> 3 aux audio inputs, the Dsub offers only one.
>
> Certainly, the Dsub pinouts offer enough
> features to accomplish a perfectly useful installation
> in an airplane.
>
> Getting back to the intercom issue, we see that
> there's a raft of menu driven audio performance
> setup features. Further, pin 10 (intercom enable)
> in the Molex connector does not appear on the
> Dsub connector. Admittedly, with out a schematic
> of the MB-113 adapter, we don't know if Molex 10
> is simply ignored or is tied to ground by the
> adapter. Further, functionality of the intercom
> ground to activate connection is not explained. It's
> illustrated in the Molex wiring as a useful thing
> to attache to an intercom PTT button, but in the
> user's manual . . .
>
> http://tinyurl.com/nsvye4
>
> the use of this push button is not explained. However,
> on the description of panel controls we see that
> item (1) DUAL SWITCH has a time-based function
> (hold for 2+ seconds) to turn the intercom function
> ON or OFF.
>
> It would be nice if the manuals were more complete in
> this regard. I'll keep an eye open for the service
> manual on this radio. Schematics are VERY useful in
> figuring out how things work. Does anyone on the List
> have an A210 installed and working who can help Alan
> sort through this radio's intercom functionality?
>
>
> Bob . . .
>
> ---------------------------------------
> ( . . . a long habit of not thinking )
> ( a thing wrong, gives it a superficial )
> ( appearance of being right . . . )
> ( )
> ( -Thomas Paine 1776- )
> ---------------------------------------
>
>
> ________________________________ Message 3
> _____________________________________
>
>
> Time: 09:59:18 AM PST US
> From: "Jay Hyde" <jay@horriblehyde.com>
> Subject: RE: AeroElectric-List: Re: Icom A-210 intercom
>
> I have installed one of these (A210) in conjunction with a PM1000II
> intercom
> (from PS-Engineering) on a 4 seater aircraft where there I need more than
2
> intercom stations. It was a bit of nightmare; I couldn't get the two
> systems working- the headphones worked fine but the mic circuits wouldn't
> work properly (I am still busy with that project). Recently I had to
> install the PM1000II on the Sling (that little aircraft that is making it
s
> way between the Virgin Islands and Florida as I write!) where it interfac
ed
> to a Garmin SL30 nav/ comm radio.
>
>
> This time I called PS themselves and checked up on a few things. One of
> the
> things that I discovered was that one must not put an 'aux PTT' in the sa
me
> way that they call for 'aux mic and phone jacks'. I have yet to test the
> A210/ PM1000 system after removing this item but I can tell you that the
> SL30/ PM1000 combination worked just fine when I left the 'aux PTT' out-
so
> perhaps that's one of the problems?
>
>
> As a matter of interest, PS Eng told me that the PTT's are hard wired
> through so that, even if (in the unlikely event of failure, ladies and
> gentleman.) there is a failure with PM1000 the PTT's will still work.
>
>
> Jay
>
>
> ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
>
> Jay Hyde
>
> HH Enterprises
>
> Aircraft Manufacture, Engineering and Flying
>
> <mailto:jay@horriblehyde.com> jay@horriblehyde.com
>
> Mobile phone: 083 300 8675
>
> International: +27 83 300 8675
>
> ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
>
> _____
>
> From: owner-aeroelectric-list-server@matronics.com
> [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Robert
> L.
> Nuckolls, III
> Sent: 27 July 2009 06:06 PM
> Subject: Re: AeroElectric-List: Re: Icom A-210 intercom
>
>
> At 05:00 PM 7/25/2009, you wrote:
>
>
> <alania@optusnet.com.au>
>
> Hi Bob,I was expecting it to just activate [intercom] without a separate
> button,so one just speaks and the other person hears you.Pressing the PTT
> it
> transmits OK and the passenger can also hear what you say and both can he
ar
> just fine the incoming calls.I have not tried connecting the intercom
> switch
> to pin 10 Intercom IN and joining to pin 9 PTT + as I understand it,it
> should not require this switch to operate as a VOX intercom. Cheers Alan
> [610xl builder almost ready to start taxi run testing]
>
>
> After reading through the available installation data
> on the Icom IC-A210 I've discovered that the 210 is
> a head-n-shoulders upgrade from the 200. Most noteworthy
> are extensive audio management features with functions
> and gains set by software using a front panel menu
> system.
>
> Another interesting feature is what appears to be
> rear connector plate options. The stock input/output
> connector plate works with the same Molex wires-to-
> ecb style of harnes connector . . . same as the A200.
> The A210 install kit comes with an "MB-113" adapter
> module to convert the legacy molex connnector interface
>
> Emacs!
>
>
> To the more robust Dsub 15 connector.
> Emacs!
>
> If we look at the A210 installation data . . .
>
> http://tinyurl.com/nxw5jm
>
> . . . we see that half of the 30 wires available
> in the Molex pin-out are available in Dsub
> pinout and in different combinations. For example,
> only 2 of the 6 power/gnd connections are available
> in the Dsub. The Molex doesn't offer the RS232
> GPS interface option. The Molex connection offers
> 3 aux audio inputs, the Dsub offers only one.
>
> Certainly, the Dsub pinouts offer enough
> features to accomplish a perfectly useful installation
> in an airplane.
>
> Getting back to the intercom issue, we see that
> there's a raft of menu driven audio performance
> setup features. Further, pin 10 (intercom enable)
> in the Molex connector does not appear on the
> Dsub connector. Admittedly, with out a schematic
> of the MB-113 adapter, we don't know if Molex 10
> is simply ignored or is tied to ground by the
> adapter. Further, functionality of the intercom
> ground to activate connection is not explained. It's
> illustrated in the Molex wiring as a useful thing
> to attache to an intercom PTT button, but in the
> user's manual . . .
>
> http://tinyurl.com/nsvye4
>
> the use of this push button is not explained. However,
> on the description of panel controls we see that
> item (1) DUAL SWITCH has a time-based function
> (hold for 2+ seconds) to turn the intercom function
> ON or OFF.
>
> It would be nice if the manuals were more complete in
> this regard. I'll keep an eye open for the service
> manual on this radio. Schematics are VERY useful in
> figuring out how things work. Does anyone on the List
> have an A210 installed and working who can help Alan
> sort through this radio's intercom functionality?
>
>
> Bob . . .
>
> ---------------------------------------
> ( . . . a long habit of not thinking )
> ( a thing wrong, gives it a superficial )
> ( appearance of being right . . . )
> ( )
> ( -Thomas Paine 1776- )
> ---------------------------------------
>
>
> ________________________________ Message 4
> _____________________________________
>
>
> Time: 01:27:48 PM PST US
> From: luigit@freemail.it
> Subject: AeroElectric-List: Icom 200
>
> --- MIME Errors - No Plain-Text Section Found ---
>
> A message with no text/plain MIME section was received.
> The entire body of the message was removed. Please
> resend the email using Plain Text formatting.
>
> HOTMAIL is notorious for only including an HTML section
> in their client's default configuration. If you're using
> HOTMAIL, please see your email application's settings
> and switch to a default mail option that uses "Plain Text".
>
> --- MIME Errors No Plain-Text Section Found ---
>
>
> ________________________________ Message 5
> _____________________________________
>
>
> Time: 10:23:15 PM PST US
> From: luigit@freemail.it
> Subject: AeroElectric-List: Icom 200
>
> --- MIME Errors - No Plain-Text Section Found ---
>
> A message with no text/plain MIME section was received.
> The entire body of the message was removed. Please
> resend the email using Plain Text formatting.
>
> HOTMAIL is notorious for only including an HTML section
> in their client's default configuration. If you're using
> HOTMAIL, please see your email application's settings
> and switch to a default mail option that uses "Plain Text".
>
> --- MIME Errors No Plain-Text Section Found ---
>
>
> ________________________________ Message 6
> _____________________________________
>
>
> Time: 11:07:24 PM PST US
> Subject: AeroElectric-List: Re: Icom A-210 intercom
> From: "Thruster87" <alania@optusnet.com.au>
>
>
> I did the 2 second push on the Dual button and the screen shows the ics a
s
> on and
> still no go.Spoke to Icom techi with whom we went thru the menu but still
> no
> go . Might look at putting a intercom in. Cheers Alan
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=254978#254978
>
>
===========
===========
===========
===========
>
>
Message 5
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| Subject: | Re: AeroElectric-List Digest: 6 Msgs - 07/27/09 |
On 07/29/2009 11:56 AM, Janet Amtmann wrote:
> Can someone enlighten me what the word "Emacs" means?
http://www.gnu.org/software/emacs/
"GNU Emacs is an extensible, customizable text editorand more."
fyi
-Dj
--
Dj Merrill - N1JOV
Glastar Sportsman 2+2 Builder #7118 N421DJ
http://deej.net/sportsman/
"Many things that are unexplainable happen during the construction of an
airplane." --Dave Prizio, 30 Aug 2005
Message 6
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| Subject: | Re: AeroElectric-List Digest: 6 Msgs - 07/27/09 |
On Wed Jul 29 11:56:59 2009, Janet Amtmann wrote :
>Can someone enlighten me what the word "Emacs" means?
Emacs is the name of a very popular (in some circles) text editor. It
was authored in 1976 by Richard Stallman, initially together with Guy
L. Steele, Jr. It is most often found on Unix/Linux type systems, but
has been ported to other environments as well.
For more information that most non-geeks would care to know about Emacs
see the following URLs :
http://en.wikipedia.org/wiki/Emacs
http://www.gnu.org/software/emacs/
Why Bob's posts seem to regularly include the "Emacs!" exclaimation is
a mystery I've long puzzled over.
-- Dwight
Message 7
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| Subject: | Re: AeroElectric-List Digest: 6 Msgs - 07/27/09 |
Great question! I've been meaning to ask Bob about that for a while..
To me, emacs is a text editing program originally used on computers
running Unix OS.. I use it at work. I wonder if Bob edits his email
using emacs and maybe these sneak into his messages. Sometimes it seems
like links he intends to post get sub'ed with "Emacs!".
If it's not Bob, maybe it's Dralle..
Matt-
> Can someone enlighten me what the word "Emacs" means?
> Jrgen Amtmann <jgamtmann2@gmail.com>
>
> On Mon, Jul 27, 2009 at 11:55 PM, AeroElectric-List Digest Server <
> aeroelectric-list@matronics.com> wrote:
>
>> *
>>
>> ========================
>> Online Versions of Today's List Digest Archive
>> ========================
>>
>> Today's complete AeroElectric-List Digest can also be found in either of
>> the
>> two Web Links listed below. The .html file includes the Digest
>> formatted
>> in HTML for viewing with a web browser and features Hyperlinked Indexes
>> and Message Navigation. The .txt file includes the plain ASCII version
>> of the AeroElectric-List Digest and can be viewed with a generic text
>> editor
>> such as Notepad or with a web browser.
>>
>> HTML Version:
>>
>>
>> http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter 09-07-27&Archive=AeroElectric
>>
>> Text Version:
>>
>>
>> http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter 09-07-27&Archive=AeroElectric
>>
>>
>> ===============================================
>> EMail Version of Today's List Digest Archive
>> ===============================================
>>
>>
>> ----------------------------------------------------------
>> AeroElectric-List Digest Archive
>> ---
>> Total Messages Posted Mon 07/27/09: 6
>> ----------------------------------------------------------
>>
>>
>> Today's Message Index:
>> ----------------------
>>
>> 1. 08:56 AM - Crossfeed (Sam Hoskins)
>> 2. 09:07 AM - Re: Re: Icom A-210 intercom (Robert L. Nuckolls, III)
>> 3. 09:59 AM - Re: Re: Icom A-210 intercom (Jay Hyde)
>> 4. 01:27 PM - Icom 200 (luigit@freemail.it)
>> 5. 10:23 PM - Icom 200 (luigit@freemail.it)
>> 6. 11:07 PM - Re: Icom A-210 intercom (Thruster87)
>>
>>
>>
>> ________________________________ Message 1
>> _____________________________________
>>
>>
>> Time: 08:56:38 AM PST US
>> Subject: AeroElectric-List: Crossfeed
>> From: Sam Hoskins <sam.hoskins@gmail.com>
>>
>> I have an all electric plane and have attempted to emulate Z19-RB.
>>
>> Both batteries are the same size, but I am intending on starting on the
>> main
>> battery only. My alternator-out load analysis shows around 17 amps to
>> keep
>> it in the air, though I think I can drop that to 10.
>>
>> The "keep the engine running" components may run off either bus, but the
>> endurance bus is just connected to the main.
>>
>> Could I install a crossfeed switch between the main and engine
>> batteries,
>> without a contactor? It would allow me to use the engine battery for
>> the
>> endurance bus, to supplement the main battery. That would also allow me
>> to
>> simultaneously charge both batteries without engaging the engine battery
>> contactor.
>>
>> I'll try and attach a pdf.
>>
>> BTW, after a year and a half, I am somewhat back in the air, though many
>> bugs remain.
>>
>> Sam
>> www.samhoskins.blogspot.com
>>
>> ________________________________ Message 2
>> _____________________________________
>>
>>
>> Time: 09:07:28 AM PST US
>> From: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
>> Subject: Re: AeroElectric-List: Re: Icom A-210 intercom
>>
>> At 05:00 PM 7/25/2009, you wrote:
>> >
>> >Hi Bob,I was expecting it to just activate [intercom] without a
>> >separate button,so one just speaks and the other person hears
>> >you.Pressing the PTT it transmits OK and the passenger can also hear
>> >what you say and both can hear just fine the incoming calls.I have
>> >not tried connecting the intercom switch to pin 10 Intercom IN and
>> >joining to pin 9 PTT + as I understand it,it should not require
>> >this switch to operate as a VOX intercom. Cheers Alan [610xl builder
>> >almost ready to start taxi run testing]
>>
>> After reading through the available installation data
>> on the Icom IC-A210 I've discovered that the 210 is
>> a head-n-shoulders upgrade from the 200. Most noteworthy
>> are extensive audio management features with functions
>> and gains set by software using a front panel menu
>> system.
>>
>> Another interesting feature is what appears to be
>> rear connector plate options. The stock input/output
>> connector plate works with the same Molex wires-to-
>> ecb style of harnes connector . . . same as the A200.
>> The A210 install kit comes with an "MB-113" adapter
>> module to convert the legacy molex connnector interface
>>
>> Emacs!
>>
>>
snip
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| Subject: | RE: what is Emacs |
Emacs is a text editor. Well, that=92s like saying the Airbus A380 is
an
airplane. Anyway it=92s more used in the Linux/Unix world, though
versions
exist for windows.
Ralph Finch
Davis CA
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Janet
Amtmann
Sent: Wednesday, July 29, 2009 8:57 AM
Subject: AeroElectric-List: Re: AeroElectric-List Digest: 6 Msgs -
07/27/09
Can someone enlighten me what the word "Emacs" means?
J=FCrgen Amtmann <jgamtmann2@gmail.com>
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| Subject: | Re: AeroElectric-List Digest: 6 Msgs - 07/27/09 |
Why Bob's posts seem to regularly include the "Emacs!" exclaimation is
a mystery I've long puzzled over.
Beats me. I wasn't even aware of it until it popped up
on the List just now . . . and I see it on the webmail
access to the forums. When I get back to the Gyp Hills,
I'll search my ingoing and outgoing archives to see if
it shows up.
Bob . . .
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=255137#255137
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| Subject: | Re: AeroElectric-List Digest: 6 Msgs - 07/27/09 |
On 07/29/2009 04:07 PM, nuckollsr wrote:
> Beats me. I wasn't even aware of it until it popped up
> on the List just now
Ah, and here I was hoping you were a closet Emacs fan... :-)
-Dj
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| Subject: | Z-20: Fuse Links, Master Switch, Alt OV Disc. and OVM |
Hello :-)
First, thanks to Bob his dedication to helping build dependable electronic systems
for homebuilts. I am building a Sonex powered by a Jabiru 3300. I've read
through the book and have some questions below. Unless noted otherwise, I am
referring directly to your Z-20 diagram.
18awg and 16awg Fuse Link to Starter Contactor
On Z-20, connecting to the starter contactor is a 14awg wire from the Alt OV disconnect
relay that has an 18awg fuse link inline with it. Although it meets
the criterion of being 2 steps smaller than the 14awg, it also say to contact
Bob about making them any bigger than with a 22awg line (protececting 18awg).
Same issue occurs above this in the diagram with a 16awg fuse link called out
to protect the 12awg master power line.
Are these fuse links of a different type? On the diagram, it says to refer to Note
4, which doesn't shed any light on this issue.
DC Master Power Switch (S1)
"Up" (keyway) position: As I understand it, the 2-10 switch is a 3-position dpdt
switch. The top position (oriented according to the diagram) would connect terminal
2 to 1, connecting the main power distribution bus to the battery via
a starter contactor terminal. At the same time, terminal 5 would connect to 4,
where it connects both to the crowbar OVM and the alternator OV disconnect relay,
and if then eventually, if all is well in the world, to the PM alternator.
This would be the 'normal' position for regular flying, right?
"Center" position: Toggling the switch to the center position would still connect
terminal 2 to 1 (I had originally thought it made it open), and terminal 5
goes to 6, disconnecting the OVM and cutting power to the alt OV disconnect relay.
The alt OV disconnect magnetic field collapses, causing the NO switch to
move to the NC position.
Moving the toggle to the center position manually takes the alternator offline.
"Down" (opposite) position: Moving this switch to the down (opposite) position
disconnects terminal 2, cutting off the connection to the battery. And terminal
5 is the same as the 'center' position, disconnecting the alternator.
ALT 5A Fuse: Current will flow through the 22awg wire between terminals 2 and 5
only when the switch is in the "Up" (keyway) position, i.e. both the alternator
and battery are online. The fuse will blow when more than 5A passes through
it, caused by an overvoltage condition. But if there is an OV condition, wouldn't
the crowbar OVM take the alternator offline? Is this just redundancy, or
am I missing something? Maybe so when the OV condition returns to normal it will
keep the alternator permanently offline, instead of going off and on and off,
etc, caused by the crowbar OVM cycling off and on?
Crowbar OVM
In Z-20, the crowbar OVM is shown sharing terminal 4 of the master power switch
with the line to the alternator. For me, the crowbar OVM is a black box. All
I need to understand is what the 'net' function of it is. When it senses a voltage
above a certain value, does it allow a current path to be completed through
it to the panel ground? If so, then there would be no current going to the
alt OV disconnect relay, which would then take the alternator offline. Is that
how it works?
Alternator OV Disconnect Relay
Am I right in assuming that in the normal engine operation with the power master
switch in the 'up' position, the power is applied through the switch to the
alternator OV disconnect relay, whose magnetic field then pulls down the alt OV
switch from the N.C. position to the N.O. position? That had me confused at
first, cuz I figured 'normal' operation is when both the alternator and battery
are connected. I think I can interpret 'Normally Open, Normally Closed' as being
the 'unenergized' switch position, right?
Dynamo, aka PM Alternator
Z-20 shows just two wire coming off the alternator. One connects to the voltage
regulator at terminal 3, the other at terminal 1. There is also a tach signal
wire spliced into the terminal 1 wire. So both of these wires are carrying current
generated by the alternator to the voltage regulator? If so, why have two
leads instead of one, and shouldn't there be a ground someplace?
Capacitor
Is the capicitor after the regulator for filtering out noise to the radio? I know
of someone who wired according to Z-20, but left out the capacitor. I'm not
sure why.
Cheers,
Dan
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