Today's Message Index:
----------------------
1. 06:13 AM - Encoder Certification ()
2. 06:51 AM - Re: Encoder Certification (bobsv35b@aol.com)
3. 07:16 AM - Re: Encoder Certification (Sam Hoskins)
4. 08:43 AM - Re: Encoder Certification (speedy11@aol.com)
5. 08:54 AM - Re: Encoder Certification (speedy11@aol.com)
6. 09:21 AM - CbOV-14_Installation_A (jonlaury)
7. 09:36 AM - Re: Re: Encoder Certification (Steve Thomas)
8. 10:01 AM - Re: Encoder Certification (David & Elaine Lamphere)
9. 10:43 AM - Re: Encoder Certification (Ian)
10. 01:04 PM - Re: Encoder Certification ()
11. 07:15 PM - Re: CbOV-14_Installation_A (Robert L. Nuckolls, III)
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| Subject: | Encoder Certification |
1/17/2009
Hello Steve Thomas, You wrote:
1) "Can I fly somewhere else to get it done once I have flown off my hours?"
Here is what 14 CFR says:
"91.215 ATC transponder and altitude reporting equipment and use.
(d) ATC authorized deviations. Requests for ATC authorized deviations must
be made to the ATC facility having jurisdiction over the concerned airspace
within the time periods specified as follows:
(2) For operation of an aircraft with an inoperative transponder to the
airport of ultimate destination, including any intermediate stops, or to
proceed to a place where suitable repairs can be made or both, the request
may be made at any time."
So you see that it is possible to fly your airplane without an operating
transponder where one is required if you obtain ATC permission to do so. Why
not do some research to:
A) Determine how amenable your local ATC coverage people are to letting you
make a one time flight without a transponder IAW 91.215 (d) (2) above.
B) Find a facility that will do your transponder cert and design your flight
test area to include that facility. Then make your request to ATC and on a
flight subsequent to your first flight fly to that location to have the
certification done. (I recommend that the first test flight be just a 20-30
minute orbit over the originating field.)
It would not be reasonable to expect permission to perform the entire Phase
one testing without a transponder unless you were able to do the testing in
airspace that did not require a transponder.
2) "Do I need a transponder cert for my DAR inspection?"
The regulations do not require this -- see 91.215 (d) (2). But a DAR, or FAA
inspector, has wide discretion and the power of the FAA Administrator in
that original airworthiness inspection and he may choose to require one.
If you have not already established some contact and level of rapport with
your prospective inspector you should start now -- and ask him that
question. An FAA inspector would be my first choice. How are you doing with
the program letter and all of the other paperwork required?
'OC' Says: "The best investment we can make is the effort to gather and
understand knowledge."
========================================================
Time: 10:04:13 AM PST US
From: Steve Thomas <lists@stevet.net>
Subject: AeroElectric-List: Encoder Certification
A message to Stan Sutterfield:
You wrote last June:
> This may not be the ideal forum for asking this question, but I'll try
it
> anyway.
>
> I want to certify my RV-8 for IFR flight. I know the FARs - I've
looked at
> them.
>
> I have the Blue Mountain EFIS One as primary instrumentation.
> I have the Blue Mountain EFIS Lite as a backup.
> Both EFISs are on different electrical busses - the main and the
standby.
> -
> which can be tied together, if needed.
>
> I asked a local avionics guy about doing a pitot-static and
transponder
>
> check for IFR. He said I would have to install a separate altimeter
and
>
> encoder in order to get IFR certification. The EFIS has a built-in
encod
> er.
>
> Has anyone else encountered this obstacle?
>
> Stan Sutterfield
There were several replies that mostly focused on finding the right
avionics guy. I have the exact same setup in my panel as do you and am
ready for certification. Can you share your experience? Are you
certified and flying? Who did you use for your certification and how
did you go about getting it?
I am in Southern California, and anyone else who can offer any advice on
this topic will be welcome. My local shop mostly deals with biz jets
and large non-jets. I don't think they will be very helpful with an
experimental. Also, exorbitantly expensive. Do I need a transponder
cert for my DAR inspection? Can I fly somewhere else to get it done
once I have flown off my hours?
Steve Thomas
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| Subject: | Re: Encoder Certification |
Good Morning O.C. and Steve Thomas,
You (O.C.) have given your usual very accurate listing of current rules and
you did use language saying that there is airspace where the transponder
is not required. However, I get the feeling that Steve may not realize that
the use of a transponder is NOT required in the vast majority of airspace
within the United States of America. I want to emphasize that point
I also recognize that he does wish to fly IFR and doing so does increase
the likelihood of his wanting to have a certified operational transponder.
As long as he is operating in a space where no transponder is required,
there should be no rush to get it checked.
The DAR has no need to evaluate the suitability of the aircraft for IFR
flight. He should just use the canned language that the aircraft is to be
flown day VFR only unless it is equipped -- etc. It is up to the operator
to make the IFR and night suitability determination.
Please DO NOT ask the DAR to list it any way other than as recommended. It
will just muddy up the water.
Have I once again placed my foot in my mouth?
Happy Skies,
Old Bob
AKA
Bob Siegfried
Downers Grove, IL
Stearman N3977A
In a message dated 1/17/2010 8:14:44 A.M. Central Standard Time,
bakerocb@cox.net writes:
--> AeroElectric-List message posted by: <bakerocb@cox.net>
1/17/2009
Hello Steve Thomas, You wrote:
1) "Can I fly somewhere else to get it done once I have flown off my
hours?"
Here is what 14 CFR says:
"91.215 ATC transponder and altitude reporting equipment and use.
(d) ATC authorized deviations. Requests for ATC authorized deviations must
be made to the ATC facility having jurisdiction over the concerned
airspace
within the time periods specified as follows:
(2) For operation of an aircraft with an inoperative transponder to the
airport of ultimate destination, including any intermediate stops, or to
proceed to a place where suitable repairs can be made or both, the request
may be made at any time."
So you see that it is possible to fly your airplane without an operating
transponder where one is required if you obtain ATC permission to do so.
Why
not do some research to:
A) Determine how amenable your local ATC coverage people are to letting
you
make a one time flight without a transponder IAW 91.215 (d) (2) above.
B) Find a facility that will do your transponder cert and design your
flight
test area to include that facility. Then make your request to ATC and on a
flight subsequent to your first flight fly to that location to have the
certification done. (I recommend that the first test flight be just a
20-30
minute orbit over the originating field.)
It would not be reasonable to expect permission to perform the entire
Phase
one testing without a transponder unless you were able to do the testing
in
airspace that did not require a transponder.
2) "Do I need a transponder cert for my DAR inspection?"
The regulations do not require this -- see 91.215 (d) (2). But a DAR, or
FAA
inspector, has wide discretion and the power of the FAA Administrator in
that original airworthiness inspection and he may choose to require one.
If you have not already established some contact and level of rapport with
your prospective inspector you should start now -- and ask him that
question. An FAA inspector would be my first choice. How are you doing
with
the program letter and all of the other paperwork required?
'OC' Says: "The best investment we can make is the effort to gather and
understand knowledge."
Message 3
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| Subject: | Re: Encoder Certification |
Without looking at the regs, I seem to recall that if the aircraft is
equipped with an operating transponder, it must be turned on. My simple
minded solution would to pull the transponder and stuff it into a flight
bag. You could even apply a sticker that says "INOP".
Fly to the shop, then install it for the test.
Sam
On Sun, Jan 17, 2010 at 8:49 AM, <bobsv35b@aol.com> wrote:
> Good Morning O.C. and Steve Thomas,
>
> You (O.C.) have given your usual very accurate listing of current rules and
> you did use language saying that there is airspace where the transponder is
> not required. However, I get the feeling that Steve may not realize that the
> use of a transponder is NOT required in the vast majority of airspace within
> the United States of America. I want to emphasize that point
>
> I also recognize that he does wish to fly IFR and doing so does increase
> the likelihood of his wanting to have a certified operational transponder.
>
> As long as he is operating in a space where no transponder is required,
> there should be no rush to get it checked.
>
> The DAR has no need to evaluate the suitability of the aircraft for IFR
> flight. He should just use the canned language that the aircraft is to be
> flown day VFR only unless it is equipped -- etc. It is up to the operator
> to make the IFR and night suitability determination.
>
> Please DO NOT ask the DAR to list it any way other than as recommended. It
> will just muddy up the water.
>
> Have I once again placed my foot in my mouth?
>
> Happy Skies,
>
> Old Bob
> AKA
> Bob Siegfried
> Downers Grove, IL
> Stearman N3977A
>
> In a message dated 1/17/2010 8:14:44 A.M. Central Standard Time,
> bakerocb@cox.net writes:
>
>
> 1/17/2009
>
> Hello Steve Thomas, You wrote:
>
> 1) "Can I fly somewhere else to get it done once I have flown off my
> hours?"
>
> Here is what 14 CFR says:
>
> "91.215 ATC transponder and altitude reporting equipment and use.
>
> (d) ATC authorized deviations. Requests for ATC authorized deviations must
> be made to the ATC facility having jurisdiction over the concerned airspace
>
> within the time periods specified as follows:
>
> (2) For operation of an aircraft with an inoperative transponder to the
> airport of ultimate destination, including any intermediate stops, or to
> proceed to a place where suitable repairs can be made or both, the request
> may be made at any time."
>
> So you see that it is possible to fly your airplane without an operating
> transponder where one is required if you obtain ATC permission to do so.
> Why
> not do some research to:
>
> A) Determine how amenable your local ATC coverage people are to letting you
>
> make a one time flight without a transponder IAW 91.215 (d) (2) above.
>
> B) Find a facility that will do your transponder cert and design your
> flight
> test area to include that facility. Then make your request to ATC and on a
> flight subsequent to your first flight fly to that location to have the
> certification done. (I recommend that the first test flight be just a 20-30
>
> minute orbit over the originating field.)
>
> It would not be reasonable to expect permission to perform the entire Phase
>
> one testing without a transponder unless you were able to do the testing in
>
> airspace that did not require a transponder.
>
> 2) "Do I need a transponder cert for my DAR inspection?"
>
> The regulations do not require this -- see 91.215 (d) (2). But a DAR, or
> FAA
> inspector, has wide discretion and the power of the FAA Administrator in
> that original airworthiness inspection and he may choose to require one.
>
> If you have not already established some contact and level of rapport with
> your prospective inspector you should start now -- and ask him that
> question. An FAA inspector would be my first choice. How are you doing with
>
> the program letter and all of the other paperwork required?
>
> 'OC' Says: "The best investment we can make is the effort to gather and
> understand knowledge."
>
> *
>
>
> *
>
>
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| Subject: | Re: Encoder Certification |
All of this is correct, but why does ATC need to be involved? Unless you
will be flying under airspace that requires a transponder, then there is no
need to contact ATC unless you want them to check your transponder code and
mode C. If you are transiting under class B, then coordinate with
approach control by phone for instructions.
My DAR did not ask for proof of pitot-static or transponder certification -
although I had them available.
Stan Sutterfield
Do not archive
1/17/2009
Hello Steve Thomas, You wrote:
1) "Can I fly somewhere else to get it done once I have flown off my
hours?"
Here is what 14 CFR says:
"91.215 ATC transponder and altitude reporting equipment and use.
(d) ATC authorized deviations. Requests for ATC authorized deviations must
be made to the ATC facility having jurisdiction over the concerned
airspace
within the time periods specified as follows:
(2) For operation of an aircraft with an inoperative transponder to the
airport of ultimate destination, including any intermediate stops, or to
proceed to a place where suitable repairs can be made or both, the request
may be made at any time."
So you see that it is possible to fly your airplane without an operating
transponder where one is required if you obtain ATC permission to do so.
Why
not do some research to:
A) Determine how amenable your local ATC coverage people are to letting
you
make a one time flight without a transponder IAW 91.215 (d) (2) above.
B) Find a facility that will do your transponder cert and design your
flight
test area to include that facility. Then make your request to ATC and on a
flight subsequent to your first flight fly to that location to have the
certification done. (I recommend that the first test flight be just a
20-30
minute orbit over the originating field.)
It would not be reasonable to expect permission to perform the entire
Phase
one testing without a transponder unless you were able to do the testing
in
airspace that did not require a transponder.
2) "Do I need a transponder cert for my DAR inspection?"
The regulations do not require this -- see 91.215 (d) (2). But a DAR, or
FAA
inspector, has wide discretion and the power of the FAA Administrator in
that original airworthiness inspection and he may choose to require one.
If you have not already established some contact and level of rapport with
your prospective inspector you should start now -- and ask him that
question. An FAA inspector would be my first choice. How are you doing
with
the program letter and all of the other paperwork required?
'OC' Says: "The best investment we can make is the effort to gather and
understand knowledge."
========================================================
Time: 10:04:13 AM PST US
From: Steve Thomas <lists@stevet.net>
Subject: AeroElectric-List: Encoder Certification
A message to Stan Sutterfield:
You wrote last June:
> This may not be the ideal forum for asking this question, but I'll try
it
> anyway.
>
> I want to certify my RV-8 for IFR flight. I know the FARs - I've
looked at
> them.
>
> I have the Blue Mountain EFIS One as primary instrumentation.
> I have the Blue Mountain EFIS Lite as a backup.
> Both EFISs are on different electrical busses - the main and the
standby.
> -
> which can be tied together, if needed.
>
> I asked a local avionics guy about doing a pitot-static and
transponder
>
> check for IFR. He said I would have to install a separate altimeter
and
>
> encoder in order to get IFR certification. The EFIS has a built-in
encod
> er.
>
> Has anyone else encountered this obstacle?
>
> Stan Sutterfield
There were several replies that mostly focused on finding the right
avionics guy. I have the exact same setup in my panel as do you and am
ready for certification. Can you share your experience? Are you
certified and flying? Who did you use for your certification and how
did you go about getting it?
I am in Southern California, and anyone else who can offer any advice on
this topic will be welcome. My local shop mostly deals with biz jets
and large non-jets. I don't think they will be very helpful with an
experimental. Also, exorbitantly expensive. Do I need a transponder
cert for my DAR inspection? Can I fly somewhere else to get it done
once I have flown off my hours?
Steve Thomas
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| Subject: | Re: Encoder Certification |
Steve,
I believe that your assessment of your local avionics shops is correct -
that is, they service jets and large piston aircraft - and thus, they are
unlikely to be interested in doing a low dollar certification for you.
However, I have to agree with Bob and recommend that you at least ask
them. I've talked to the shop floor guys in large aviation businesses and
found that often they are very interested in doing an experimental cert - if for
no other reason than to say they've done it.
Ask them - you have nothing to lose.
Stan Sutterfield
Do not archive
You wrote: << My local shop ... I don't think they will be very helpful
with an experimental. Also, exorbitantly expensive. >>
Never let what you think prevent you from asking. If you don't ask your
local shop it's a 0% chance they will calibrate your system at a reasonable
price. If you do ask them all they can say is yes or no so you've got a
50%
chance they will help you at a reasonable price. Your odds of success are
50 times better if you ask!
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| Subject: | CbOV-14_Installation_A |
In that I don't see a voltage regulator in the wiring diagram on page 3 for CbOV-14_Installation_A
on the AEC site, may I assume that this diagram is for an
IR alternator?
Thanks,
John
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=281929#281929
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| Subject: | Re: Encoder Certification |
A discussion is already underway. What is most important to me is to
know the facts. You cannot argue with "experts" if you don't know the
facts. Being able to do my own pitot-static check will also get me a
long way to being able to discuss with some authority. Being able to
calibrate my BMA EFIS ahead of time will be a giant step in the right
direction.
Thanks to all of you for this invaluable help! I will report back and
detail my experience.
Steve Thomas
________________________________________________________________________
On Jan 17, 2010, at 8:52 AM, Speedy11@aol.com wrote:
> Steve,
> I believe that your assessment of your local avionics shops is correct
- that is, they service jets and large piston aircraft - and thus, they
are unlikely to be interested in doing a low dollar certification for
you.
> However, I have to agree with Bob and recommend that you at least ask
them. I've talked to the shop floor guys in large aviation businesses
and found that often they are very interested in doing an experimental
cert - if for no other reason than to say they've done it.
> Ask them - you have nothing to lose.
> Stan Sutterfield
> Do not archive
Message 8
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| Subject: | Re: Encoder Certification |
When I requested my airworthiness inspection from the FAA inspector on
my Wittman Tailwind , he insisted that I get my
pitot/static/transponder/encoder system checked by a certified shop to
FAR 91.413, FAR43 App F - IFR standards - FIRST before he would come
out - even tho the plane was not going to be used in IFR conditions. I
found a guy that was setup to do this at my hangar (Don Hendrix) and did
a fine job. We found some leaks in the static system partway through the
tests that I corrected before the test could be completed. He made some
adjustments in the process of the tests also.
The FAA inspector felt that it was the safe thing to do on a newly built
plane and would eliminate one cause for first flight problems later.
I agree, - - - now.. :-)
Dave
----- Original Message -----
From: bobsv35b@aol.com
To: aeroelectric-list@matronics.com
Sent: Sunday, January 17, 2010 9:49 AM
Subject: Re: AeroElectric-List: Encoder Certification
Good Morning O.C. and Steve Thomas,
You (O.C.) have given your usual very accurate listing of current
rules and you did use language saying that there is airspace where the
transponder is not required. However, I get the feeling that Steve may
not realize that the use of a transponder is NOT required in the vast
majority of airspace within the United States of America. I want to
emphasize that point
I also recognize that he does wish to fly IFR and doing so does
increase the likelihood of his wanting to have a certified operational
transponder.
As long as he is operating in a space where no transponder is
required, there should be no rush to get it checked.
The DAR has no need to evaluate the suitability of the aircraft for
IFR flight. He should just use the canned language that the aircraft is
to be flown day VFR only unless it is equipped -- etc. It is up to
the operator to make the IFR and night suitability determination.
Please DO NOT ask the DAR to list it any way other than as
recommended. It will just muddy up the water.
Have I once again placed my foot in my mouth?
Happy Skies,
Old Bob
AKA
Bob Siegfried
Downers Grove, IL
Stearman N3977A
Message 9
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| Subject: | Re: Encoder Certification |
I'd also agree. Having both the pitot and the static system tested by a
mechanic with the right equipment is very important. After my own
experience, I'd say VITAL to safe first flight testing. Having done
what I thought was a very good job of building my aircraft we discovered
five separate tiny leaks in the system. Finding them would have been a
lot more complicated without the expert help. Ian Brown, RV-9A
clip
When I requested my airworthiness inspection from the FAA inspector on
my Wittman Tailwind , he insisted that I get my
pitot/static/transponder/encoder system checked by a certified shop to
FAR 91.413, FAR43 App F - IFR standards - FIRST before he would come
out - even tho the plane was not going to be used in IFR conditions. I
found a guy that was setup to do this at my hangar (Don Hendrix) and did
a fine job. We found some leaks in the static system partway through the
tests that I corrected before the test could be completed. He made some
adjustments in the process of the tests also.
Message 10
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| Subject: | Re: Encoder Certification |
1/17/2010
Hello Stan Sutterfield, You wrote:
1) "All of this is correct, but why does ATC need to be involved?"
Valid question. ATC does not need to be involved in approving non
transponder flight operations if one is not flying in airspace where the
aircraft must be transponder equipped.
Note my wording copied from below "......where one is required....".
See 14 CFR 91.215 (b) (1) through (5) for a description of the airspace
where the aircraft must be transponder equipped. We are assuming an aircraft
that has been originally certificated with an engine-driven electrical
system.
2) "Unless you will be flying under airspace that requires a transponder,
then there is no
need to contact ATC ..........skip....."
I agree, providing the word "under" is changed to the word "in" as "in" is a
more inclusive word and also the wording used in 14 CFR 91.215.
3) "........... coordinate with approach control by phone for
instructions."
Approach Control is part of the ATC (Air Traffic Control) system. When you
talk to approach control you are talking to ATC.
4) "My DAR did not ask for proof of pitot-static or transponder
certification ..........."
Good, I think that is the way that it should be done. However, as I
mentioned earlier the inspector during the initial airworthiness inspection
is endowed with the power of the Administrator and some inspectors swing a
too heavy hammer. If one disagrees with the inspector one is left with
either swallowing that disagreement or going over the inspector's head
within the FAA.
One should proceed with caution in going over the inspector's head on a
specific item because the inspector may find other areas to show that he is
really the boss. I recall a particularly stubborn DAR that required
direction from FAA Headquarters, at my request, through the supervising FSDO
before he would yield on an inspection issue. He got so mad when he was over
ruled that he refused to acknowledge to me that he had been wrong.
'OC' Says: "The best investment we can make is the effort to gather and
understand knowledge."
==========================================
----- Original Message -----
From: <speedy11@aol.com>
<avionics-list@matronics.com>; <lists@stevet.net>
Sent: Sunday, January 17, 2010 11:40 AM
Subject: Re: Encoder Certification
>
> All of this is correct, but why does ATC need to be involved? Unless you
> will be flying under airspace that requires a transponder, then there is
> no
> need to contact ATC unless you want them to check your transponder code
> and
> mode C. If you are transiting under class B, then coordinate with
> approach control by phone for instructions.
> My DAR did not ask for proof of pitot-static or transponder
> certification -
> although I had them available.
> Stan Sutterfield
> ================================================
>
> 1/17/2009
>
> Hello Steve Thomas, You wrote:
>
> 1) "Can I fly somewhere else to get it done once I have flown off my
> hours?"
>
> Here is what 14 CFR says:
>
> "91.215 ATC transponder and altitude reporting equipment and use.
>
> (d) ATC authorized deviations. Requests for ATC authorized deviations
> must
> be made to the ATC facility having jurisdiction over the concerned
> airspace
> within the time periods specified as follows:
>
> (2) For operation of an aircraft with an inoperative transponder to the
> airport of ultimate destination, including any intermediate stops, or to
> proceed to a place where suitable repairs can be made or both, the
> request
> may be made at any time."
>
> So you see that it is possible to fly your airplane without an operating
> transponder where one is required if you obtain ATC permission to do so.
> Why
> not do some research to:
>
> A) Determine how amenable your local ATC coverage people are to letting
> you
> make a one time flight without a transponder IAW 91.215 (d) (2) above.
>
> B) Find a facility that will do your transponder cert and design your
> flight
> test area to include that facility. Then make your request to ATC and on
> a
> flight subsequent to your first flight fly to that location to have the
> certification done. (I recommend that the first test flight be just a
> 20-30
> minute orbit over the originating field.)
>
> It would not be reasonable to expect permission to perform the entire
> Phase
> one testing without a transponder unless you were able to do the testing
> in
> airspace that did not require a transponder.
>
> 2) "Do I need a transponder cert for my DAR inspection?"
>
> The regulations do not require this -- see 91.215 (d) (2). But a DAR, or
> FAA
> inspector, has wide discretion and the power of the FAA Administrator in
> that original airworthiness inspection and he may choose to require one.
>
> If you have not already established some contact and level of rapport
> with
> your prospective inspector you should start now -- and ask him that
> question. An FAA inspector would be my first choice. How are you doing
> with
> the program letter and all of the other paperwork required?
>
> 'OC' Says: "The best investment we can make is the effort to gather and
> understand knowledge."
>
> ========================================================
>
> Time: 10:04:13 AM PST US
> From: Steve Thomas <lists@stevet.net>
> Subject: AeroElectric-List: Encoder Certification
>
> A message to Stan Sutterfield:
>
> You wrote last June:
>
>> This may not be the ideal forum for asking this question, but I'll try
> it
>> anyway.
>>
>> I want to certify my RV-8 for IFR flight. I know the FARs - I've
> looked at
>> them.
>>
>> I have the Blue Mountain EFIS One as primary instrumentation.
>> I have the Blue Mountain EFIS Lite as a backup.
>> Both EFISs are on different electrical busses - the main and the
> standby.
>> -
>> which can be tied together, if needed.
>>
>> I asked a local avionics guy about doing a pitot-static and
> transponder
>>
>> check for IFR. He said I would have to install a separate altimeter
> and
>>
>> encoder in order to get IFR certification. The EFIS has a built-in
> encod
>> er.
>>
>> Has anyone else encountered this obstacle?
>>
>> Stan Sutterfield
>
> There were several replies that mostly focused on finding the right
> avionics guy. I have the exact same setup in my panel as do you and am
> ready for certification. Can you share your experience? Are you
> certified and flying? Who did you use for your certification and how
> did you go about getting it?
>
> I am in Southern California, and anyone else who can offer any advice on
> this topic will be welcome. My local shop mostly deals with biz jets
> and large non-jets. I don't think they will be very helpful with an
> experimental. Also, exorbitantly expensive. Do I need a transponder
> cert for my DAR inspection? Can I fly somewhere else to get it done
> once I have flown off my hours?
>
>
> Steve Thomas
>
>
>
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| Subject: | Re: CbOV-14_Installation_A |
At 11:19 AM 1/17/2010, you wrote:
>
>In that I don't see a voltage regulator in the wiring diagram on
>page 3 for CbOV-14_Installation_A on the AEC site, may I assume that
>this diagram is for an IR alternator?
Correct. See also . . .
http://www.aeroelectric.com/PPS/Adobe_Architecture_Pdfs/Z24-Interim.pdf
http://www.aeroelectric.com/PPS/Adobe_Architecture_Pdfs/Z24A.pdf
Bob . . .
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