---------------------------------------------------------- AeroElectric-List Digest Archive --- Total Messages Posted Wed 05/19/10: 17 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 08:39 AM - Issues with getting Lightspeed RPM readout posted to Dynon EFIS () 2. 09:28 AM - Re: Issues with getting Lightspeed RPM readout posted to Dynon EFIS (Werner Schneider) 3. 09:41 AM - Re: Issues with getting Lightspeed RPM readout posted to Dynon EFIS (Sam Hoskins) 4. 10:10 AM - Re: Issues with getting Lightspeed RPM readout posted to Dynon EFIS () 5. 10:33 AM - GRT Avionics (ROGER & JEAN CURTIS) 6. 10:51 AM - Re: GRT Avionics (Bill Mauledriver Watson) 7. 11:05 AM - Re: GRT Avionics (Bill Boyd) 8. 12:01 PM - 24 volt and 12 volt Sharing Common Ground? (Dennis Johnson) 9. 12:26 PM - Re: 24 volt and 12 volt Sharing Common Ground? (Robert L. Nuckolls, III) 10. 12:30 PM - GRT Avionics (ROGER & JEAN CURTIS) 11. 01:04 PM - Bussman ATC fuse terminal removal tool (Chris Stone) 12. 01:16 PM - Re: 24 volt and 12 volt Sharing Common Ground? (Dennis Johnson) 13. 02:06 PM - Re: Dual EFI circuit(s) questions (creightonious) 14. 05:22 PM - Re: Flap Motor Circuit using Bosch Ice Cube relays (Robert L. Nuckolls, III) 15. 05:33 PM - Another Aeroelectric success story (Richard Girard) 16. 06:12 PM - Re: Re: Dual EFI circuit(s) questions (Robert L. Nuckolls, III) 17. 06:15 PM - Re: Issues with getting Lightspeed RPM readout posted to Dynon EFIS (Gilles St-Pierre) ________________________________ Message 1 _____________________________________ Time: 08:39:23 AM PST US Subject: AeroElectric-List: Issues with getting Lightspeed RPM readout posted to Dynon EFIS From: I have a dual Lightspeed Plasma III ignition and a D180 EFIS on which I would like to display the RPM output supposedly provided by the Lightspeed box. I've wired the L & R pin 6 outputs to the D180 L & R RPM inputs and the Lightspeed pin 13 output to the EFIS ground. Continuity is good. I have setup the EFIS to meet the output parameters of the Lightspeed. 2 pulses/revs. Signal output is not verified. I do not have a scope to check the pulses. Not a smirk of activity happening on the EFIS. Engine starts and runs correctly. I have the optional display which provides an RMP readout, albeit on a separate display. Just wondering if anyone has crossed this bridge yet. Thanks, Glenn ________________________________ Message 2 _____________________________________ Time: 09:28:32 AM PST US From: Werner Schneider Subject: Re: AeroElectric-List: Issues with getting Lightspeed RPM readout posted to Dynon EFIS Glenn, did you try the Dynon Forum?! I'm not sure but I believe the signal voltage needs to be above a certain value (>10V) for the Dynon to see your lightspeed. What voltage do you see on that pin 6? But I guess we have someone been there done that on that group. br Werner On 19.05.2010 17:36, longg@pjm.com wrote: > I have a dual Lightspeed Plasma III ignition and a D180 EFIS on which I > would like to display the RPM output supposedly provided by the > Lightspeed box. > > Ive wired the L & R pin 6 outputs to the D180 L & R RPM inputs and the > Lightspeed pin 13 output to the EFIS ground. > > Continuity is good. I have setup the EFIS to meet the output parameters > of the Lightspeed. 2 pulses/revs. Signal output is not verified. I do > not have a scope to check the pulses. > > Not a smirk of activity happening on the EFIS. Engine starts and runs > correctly. I have the optional display which provides an RMP readout, > albeit on a separate display. > > Just wondering if anyone has crossed this bridge yet. > > Thanks, > > Glenn > > * > > > * ________________________________ Message 3 _____________________________________ Time: 09:41:26 AM PST US Subject: Re: AeroElectric-List: Issues with getting Lightspeed RPM readout posted to Dynon EFIS From: Sam Hoskins I tried to do something similar, with my D180, but with a RWS EC3 EFI & a single mag. It didn't like the combination and so I have just the EFI tied in and that works just fine. I would strongly suggest you post your message on the Dynon support forum. You get direct answers from the Dynon staff - from the horses' mouth, so to speak. Sam On Wed, May 19, 2010 at 10:36 AM, wrote: > I have a dual Lightspeed Plasma III ignition and a D180 EFIS on which I > would like to display the RPM output supposedly provided by the Lightspee d > box. > > I=92ve wired the L & R pin 6 outputs to the D180 L & R RPM inputs and the > Lightspeed pin 13 output to the EFIS ground. > > > Continuity is good. I have setup the EFIS to meet the output parameters o f > the Lightspeed. 2 pulses/revs. Signal output is not verified. I do not ha ve > a scope to check the pulses. > > > Not a smirk of activity happening on the EFIS. Engine starts and runs > correctly. I have the optional display which provides an RMP readout, alb eit > on a separate display. > > > Just wondering if anyone has crossed this bridge yet. > > > Thanks, > > > Glenn > > * > =========== =========== =========== =========== > * > > ________________________________ Message 4 _____________________________________ Time: 10:10:52 AM PST US Subject: RE: AeroElectric-List: Issues with getting Lightspeed RPM readout posted to Dynon EFIS From: Thanks All, Good point Werner. I will check the signal output voltage and post at Dynon. Glenn E. Long -----Original Message----- From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Werner Schneider Sent: Wednesday, May 19, 2010 12:27 PM Subject: Re: AeroElectric-List: Issues with getting Lightspeed RPM readout posted to Dynon EFIS Glenn, did you try the Dynon Forum?! I'm not sure but I believe the signal voltage needs to be above a certain value (>10V) for the Dynon to see your lightspeed. What voltage do you see on that pin 6? But I guess we have someone been there done that on that group. br Werner On 19.05.2010 17:36, longg@pjm.com wrote: > I have a dual Lightspeed Plasma III ignition and a D180 EFIS on which I > would like to display the RPM output supposedly provided by the > Lightspeed box. > > I've wired the L & R pin 6 outputs to the D180 L & R RPM inputs and the > Lightspeed pin 13 output to the EFIS ground. > > Continuity is good. I have setup the EFIS to meet the output parameters > of the Lightspeed. 2 pulses/revs. Signal output is not verified. I do > not have a scope to check the pulses. > > Not a smirk of activity happening on the EFIS. Engine starts and runs > correctly. I have the optional display which provides an RMP readout, > albeit on a separate display. > > Just wondering if anyone has crossed this bridge yet. > > Thanks, > > Glenn > > * > > > * ________________________________ Message 5 _____________________________________ Time: 10:33:18 AM PST US From: "ROGER & JEAN CURTIS" Subject: AeroElectric-List: GRT Avionics Does anyone know if there is a GRT Avionics forum on the web?? ________________________________ Message 6 _____________________________________ Time: 10:51:14 AM PST US From: Bill Mauledriver Watson Subject: Re: AeroElectric-List: GRT Avionics http://groups.yahoo.com/group/GRT_EFIS/ Bill ROGER & JEAN CURTIS wrote: > > Does anyone know if there is a GRT Avionics forum on the web?? > > * > > > * ________________________________ Message 7 _____________________________________ Time: 11:05:05 AM PST US Subject: Re: AeroElectric-List: GRT Avionics From: Bill Boyd I think GRT_EFIS@yahoogroups.com might be the 'droid you're looking for. It's for the benefit of owners/users, not for prospective adopters, wanna-be's, window shoppers and tire-kickers. Criticism of the product, questions from prospective users, and comparisons to other brands seem to be generally frowned upon, so YMMV - I know mine already has. Bill B On Wed, May 19, 2010 at 1:29 PM, ROGER & JEAN CURTIS < mrspudandcompany@verizon.net> wrote: > Does anyone know if there is a GRT Avionics forum on the web?? > > * > > * > > ________________________________ Message 8 _____________________________________ Time: 12:01:55 PM PST US Subject: AeroElectric-List: 24 volt and 12 volt Sharing Common Ground? From: "Dennis Johnson" This isn't an airplane application, but the answer may also be helpful for people with mixed 24 volt and 12 volt systems on their airplanes. I'm building a generator to help charge a large (2,500 pounds) stationary 24 volt battery pack. I have a small, single cylinder, air cooled, diesel engine that will drive a 24 volt truck alternator via "V" belt and pulleys. The diesel engine has a 12 volt starting battery, 12 volt starter, and a 12 volt alternator. It is negative ground, through the crankcase. The truck alternator is nominal 24 volts, 70 amps. It is negative ground, through its case. The output of the alternator will charge only the large stationary battery pack, not the engine's 12 volt starting battery. It is driven by a rubber "V" belt and pulley from the diesel engine. Both the 12 volt and 24 volt systems are negative ground. Both the diesel engine and the truck alternator will be bolted to the same steel rack. If I don't do something to separate the grounds, both will be grounded to the same rack. Is it okay for them to share a common ground? The large battery pack, the large diesel generator, and my 120/240 volt AC house circuits are all grounded to the earth (as in planet earth) in compliance with US electrical codes. It seems like the 24 volt and 12 volt systems sharing a common ground should be okay, since everything else is happy to share connection with the earth, but some 24 volt alternators are supplied with an insulated ground terminal so that the case is not grounded. That makes it seem like sharing a common ground might be a problem. Note: This may not be an ideal use of either the engine or the alternator, but my main purpose is the fun of learning something new and if I happen to get something useful out of it, that's even better! Double note: The large battery pack is normally charged by solar photovoltaic panels with a large diesel generator for backup. This new generator system I'm building will not be the primary charging source; it's a backup to the backup. Thanks for your help, Dennis Lancair Legacy, Z 13-8, with over 300 hours. Read this topic online here: http://forums.matronics.com/viewtopic.php?p=298208#298208 ________________________________ Message 9 _____________________________________ Time: 12:26:45 PM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: 24 volt and 12 volt Sharing Common Ground? At 02:00 PM 5/19/2010, you wrote: This isn't an airplane application, but the answer may also be helpful for people with mixed 24 volt and 12 volt systems on their airplanes. I'm building a generator to help charge a large (2,500 pounds) stationary 24 volt battery pack. I have a small, single cylinder, air cooled, diesel engine that will drive a 24 volt truck alternator via "V" belt and pulleys. The diesel engine has a 12 volt starting battery, 12 volt starter, and a 12 volt alternator. It is negative ground, through the crankcase. Is it okay for them to share a common ground? Absolutely . . . The large battery pack, the large diesel generator, and my 120/240 volt AC house circuits are all grounded to the earth (as in planet earth) in compliance with US electrical codes. It seems like the 24 volt and 12 volt systems sharing a common ground should be okay, since everything else is happy to share connection with the earth, but some 24 volt alternators are supplied with an insulated ground terminal so that the case is not grounded. That makes it seem like sharing a common ground might be a problem. Note: This may not be an ideal use of either the engine or the alternator, but my main purpose is the fun of learning something new and if I happen to get something useful out of it, that's even better! Double note: The large battery pack is normally charged by solar photovoltaic panels with a large diesel generator for backup. This new generator system I'm building will not be the primary charging source; it's a backup to the backup. Your "earth ground" analogy is a good one. "Ground" simply implies a common reference. There ARE specialized instances where one MIGHT want to operate an alternator (-) terminal at something other than common ground . . . A few years ago, one of my builders wanted to have a 14/28v aircraft with robust support of two batteries in series. In this case, one 14v alternator was operated in the conventional configuration. The second alternator/battery combination was stacked on top of the first. Thus the "top" alternator's (-) connections needed to be isolated. Haven't heard from this guy in many years. I don't know if his project was ever finished. Bob . . . ________________________________ Message 10 ____________________________________ Time: 12:30:57 PM PST US From: "ROGER & JEAN CURTIS" Subject: AeroElectric-List: GRT Avionics Does anyone know if there is a GRT Avionics forum on the web?? http://groups.yahoo.com/group/GRT_EFIS/ Thanks guys, Roger ________________________________ Message 11 ____________________________________ Time: 01:04:10 PM PST US From: Chris Stone Subject: AeroElectric-List: Bussman ATC fuse terminal removal tool Cooper-Bussman panel mount ATC fuse blocks: The BUSSMAN part number for the terminal removal tool is HT15710-01. See attached Bussman document. I purchased mine from Waytek http://order.waytekwire.com/ Also see: http://tinyurl.com/2f6exx3 which is: http://www.kirbyrisk.com/index.jsp?path=product&part=547215&ds=dept&N=0&Nf=&D=HT15710-01&Dx=mode+matchpartial&Nty=1&Ntx=mode+matchpartial&Ntk=primary&Ntt=HT15710-01&Ne=10000&No=0# Also attached is a drawing for making your own tool. chris stone RV-8 Oregon -----Original Message----- >From: Heinz Staehli >Sent: May 18, 2010 7:20 PM >To: rv8iator@earthlink.net >Subject: terminal removal tool > >Hello Chris, > >I am wiring my GlaStar panel right now and my fingers still hurt from >removing fast ons ... >So it was a great relief reading in Your AeroElectric-List post that a >terminal removal tool exists ! Would You be so kind and give me a hint where >I can order it ? Is "terminal removal tool" the correct name for searching >it ? > >Thank You very much for Your help Heinz > >Heinz Staehli >Hauptstr. 44 >8872 Weesen SG >Switzerland > >Tel: ++41 55 616 1828 >Cell: ++41 79 616 1071 > > > > >Time: 06:25:11 AM PST US >From: Chris Stone >Subject: AeroElectric-List: Bussmann fuse blocks > > >Jef... > >The Bussman fuse blocks use separate terminals that are crimped to the wire >then >inserted into the fuse block. This requires the use of the appropriate >crimper. >The terminal is what determines the wire size. The terminals are sized >for a range of wire sizes. Most of the connections require the 18-22 size >terminals >as most feeders are in this range. The max. wire size terminals are #10 >which is typically fused at 30 amps which is more suitably fused with a >separate >maxi fuse or fusable link. The 10-16 size terminal crimp to #16 wire very >well. The only problem I had was crimping #22. The tabs that form the >crimp >on the terminal are too large to reliably crimp this small a wire. I >carefully >soldered the end of the wire opposite the end that exits the terminal being >careful not to allow solder to wick down the wire past the end of the >terminal. >(This will cause the wire to become solid and drastically increase the >likelihood of fatigue failure at the terminal/wire interface). >There are no installation instructions as to the insertion of the terminals >into >the block. For me it required trial and error with a couple of spare >terminals >to figure out the correct insertion orientation. Be sue to get the terminal >removal tool (it looks like a very small (10mm wide) two pronged fork). > ________________________________ Message 12 ____________________________________ Time: 01:16:28 PM PST US Subject: AeroElectric-List: Re: 24 volt and 12 volt Sharing Common Ground? From: "Dennis Johnson" Hi Bob, Thanks for the speedy reply! I've got the wire feed welder ready to go and I'll finish welding the frame together. Not having to isolate the ground on the 24 volt truck alternator will make things a little easier. Thanks, Dennis Read this topic online here: http://forums.matronics.com/viewtopic.php?p=298216#298216 ________________________________ Message 13 ____________________________________ Time: 02:06:49 PM PST US Subject: AeroElectric-List: Re: Dual EFI circuit(s) questions From: "creightonious" Bob, To answer your questions on the EFI Rotax 912: 1) The stock Permagnet alternator is no longer in place,having been replaced by a Hall effect pickoff and the alternator pulley. 2) I agree that 12 amps sounds like a lot, but the hp pump (walbro) seems to draw about 7.2 amps @ 40psi (SDSEFI's figures) but I don't know what the flow through the regulator and the return to the tank will be and how that will affect the amperage. The computer is supposed to draw 0.11amps and the injectors draw 2.2@80 percent duty cycle and the coil pack draws3.2amps @6000rpm. For a total of 12.71amps. Granted this is at (presumably) max sea level T.O. power but since cruise is 5200rpm not a lot of coil load decrease can be expected. The greatest load shed @ cruise is maybe an amp from the injectors. So maybe 11amps but in all cases we must add an amp for the battery contactor. Ergo 12amps. A manual switch appears possible. I suspect the pump will be semi-stalled at any cruise flow and I saw a Walbro graph predicting 5amps @ 5gph and 40psi. So maybe 10 amps? But...GIGO applies since no hard data. I wish I had some. Regards, Creighton Smith Read this topic online here: http://forums.matronics.com/viewtopic.php?p=298220#298220 ________________________________ Message 14 ____________________________________ Time: 05:22:59 PM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: Flap Motor Circuit using Bosch Ice Cube relays At 11:20 AM 5/15/2010, you wrote: > >Came across this: Simple tidy and inexpensive. > >http://www.electricscooterparts.com/relays.html > >and then look at "Wiring instructions" I'm mystified as to how the designer of this circuit intends the circuit to be used. There is no OFF for the motor . . . only FWD and REV. The classic reversing system for PM motors looks more like this. http://www.aeroelectric.com/PPS/Flight/Flaps/Flaps_3.pdf You use the same SPDT relay as the diagram cited earlier but the control switch is a CENTER OFF device that allows BOTH relays to be relaxed in the OFF or no-motion mode. Note that in the OFF position, both relays are relaxed and the wiring places a dead short across the motor. This is ESPECIALLY useful in PM motors to supply electro-dynamic braking to the motor. Coasting is reduced to a small fraction of what you get when you simply open the motor's power circuit to shut it off. When the center-off switch is moved to either extreme, one of the two relays is energized causing one lead of the motor to be connected to DC power while the other remains at ground. Powering the motor with opposite polarity by energizing the other relay produces oposite direction of rotation. Bob . . . ________________________________ Message 15 ____________________________________ Time: 05:33:20 PM PST US Subject: AeroElectric-List: Another Aeroelectric success story From: Richard Girard Bob, The remote PTT switch circuit you drew up for my Vertex 220 works perfectly. I haven't checked it for interference because of the fine weather we're having on the Great Plains today, but I should be able to do that Friday if the weather guessers are correct in their forecast. Now for those who might be interested in this project, I found that Pilot Shop (http://www.pilotshop.com) offers a universal PTT (part no. RTRE050) for just $14.21. When I went researching for 206/210 plugs and sockets I could not buy them for less than what Pilot Shop offers, much less adding shielded wire and a switch. I was considering building two units so I could move the radio back and forth from my airplane to my trike. I bought one from them and it too works great (even with USPS Priority shipping it was under $20 and was here in two days). Here's the complete address for the PTT: http://www.pilotshop.com/push-talk-switch-p-761.html?cPath=232_138 Thanks again Bob, Rick Girard ________________________________ Message 16 ____________________________________ Time: 06:12:25 PM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: Re: Dual EFI circuit(s) questions At 04:04 PM 5/19/2010, you wrote: > >Bob, >To answer your questions on the EFI Rotax 912: >1) The stock Permagnet alternator is no longer in place,having been >replaced by a Hall effect pickoff and the alternator pulley. Does this mean that the original PM powered ignition coils are gone too? I've seen some rear pulley installations on the 912 engines that still had their PM alternators installed. Boy, given this engine's special needs for electrons, it would REALLY be nice if a main alternator failure wasn't an emergency . . . or a condition that requires dragging around 15# extra lead. >2) I agree that 12 amps sounds like a lot, but the hp pump (walbro) >seems to draw about 7.2 amps @ 40psi (SDSEFI's figures) but I don't >know what the flow through the regulator and the return to the tank >will be and how that will affect the amperage. A manual switch >appears possible. Hmmmm . . . what do the guys who SELL this engine recommend for system architecture and operating philosophy? Bob . . . ________________________________ Message 17 ____________________________________ Time: 06:15:30 PM PST US From: Gilles St-Pierre Subject: RE: AeroElectric-List: Issues with getting Lightspeed RPM readout posted to Dynon EFIS for your info it has 2 pulse per rev=2C and works OK gilles bsl aviation > Subject: RE: AeroElectric-List: Issues with getting Lightspeed RPM readou t posted to Dynon EFIS > Date: Wed=2C 19 May 2010 13:09:23 -0400 > From: longg@pjm.com > To: aeroelectric-list@matronics.com > > > Thanks All=2C > > Good point Werner. I will check the signal output voltage and post at > Dynon. > > Glenn E. Long > > > -----Original Message----- > From: owner-aeroelectric-list-server@matronics.com > [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of > Werner Schneider > Sent: Wednesday=2C May 19=2C 2010 12:27 PM > To: aeroelectric-list@matronics.com > Subject: Re: AeroElectric-List: Issues with getting Lightspeed RPM > readout posted to Dynon EFIS > > > > > Glenn=2C > > did you try the Dynon Forum?! I'm not sure but I believe the signal > voltage needs to be above a certain value (>10V) for the Dynon to see > your lightspeed. What voltage do you see on that pin 6? > > But I guess we have someone been there done that on that group. > > br > > Werner > > On 19.05.2010 17:36=2C longg@pjm.com wrote: > > I have a dual Lightspeed Plasma III ignition and a D180 EFIS on which > I > > would like to display the RPM output supposedly provided by the > > Lightspeed box. > > > > I've wired the L & R pin 6 outputs to the D180 L & R RPM inputs and > the > > Lightspeed pin 13 output to the EFIS ground. > > > > Continuity is good. I have setup the EFIS to meet the output > parameters > > of the Lightspeed. 2 pulses/revs. Signal output is not verified. I do > > not have a scope to check the pulses. > > > > Not a smirk of activity happening on the EFIS. Engine starts and runs > > correctly. I have the optional display which provides an RMP readout=2C > > albeit on a separate display. > > > > Just wondering if anyone has crossed this bridge yet. > > > > Thanks=2C > > > > Glenn > > > > * > > > > > > * > > > > > > =========== =========== =========== =========== > > > _________________________________________________________________ MSN Dating: Find someone special. 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