---------------------------------------------------------- AeroElectric-List Digest Archive --- Total Messages Posted Sat 12/29/12: 15 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 01:06 AM - Re: Load Analysis Feedback Please... (Peter Pengilly) 2. 04:13 AM - Re: Re: RF interference on GRT fuel pressure (bob noffs) 3. 06:08 AM - Re: Re: RF interference on GRT fuel pressure (Tom Chapman) 4. 06:22 AM - Re: Re: RF interference on GRT fuel pressure (Bill Bradburry) 5. 06:25 AM - Re: Re: RF interference on GRT fuel pressure (Bob McCallum) 6. 08:15 AM - Re: Load Analysis Feedback Please... (Jeff Page) 7. 08:16 AM - Re: Re: RF interference on GRT fuel pressure (Tim Andres) 8. 10:12 AM - Re: Re: RF interference on GRT fuel pressure (Robert L. Nuckolls, III) 9. 10:14 AM - Re: Re: RF interference on GRT fuel pressure (Robert L. Nuckolls, III) 10. 01:11 PM - Re: Load Analysis Feedback Please (Speedy11@aol.com) 11. 03:02 PM - Re: Re: RF interference on GRT fuel pressure (Bill Bradburry) 12. 03:24 PM - Re: Switches all upside-down... (eschlanser) 13. 03:36 PM - Re: Re: Switches all upside-down... (bob noffs) 14. 08:07 PM - Re: iCom batteries, was Rejuvenating Ni-MH battery (Glen Matejcek) 15. 08:24 PM - Auto-response (Viorel Nichols) ________________________________ Message 1 _____________________________________ Time: 01:06:13 AM PST US From: Peter Pengilly Subject: Re: AeroElectric-List: Load Analysis Feedback Please... Hi Matt, The only issue that might cause you a problem is the equipment on the battery buss - if you cannot switch most of those items off with the master switch you will drain the battery quickly. Are you sure the EI should not be switched? Are you sure you will always turn off the instrument & compass lights? The remaining comments are details. When I construct a loading table I use the steady state load as the value I'm interested in for load assessment, and the max draw to size the fuse and wire. A wiring diagram showing the feeds to the busbars (not to the individual loads) would also be useful. You appear to have listed the peak load only, for example you have listed an SL-40 taking 2A and a 430 taking 6A, these are probably transmit currents and would be pulled for only short periods. I would use the steady state figure for all the devices for load calculation, but use the peak load to size fuse and wire size. It is usually assumed that the battery will handle any transient loads, such as radio transmit, flap motor, trim or gear motor (if you had one), otherwise the alternator becomes huge. When calculating the size of the battery for alternator out purposes the increase in draw of large loads at the reduced battery voltage can be significant (landing/taxi light, pitot heat) so may be worth listing separately - your battery at 72% charge should be able to support the endurance & battery loads for 30 minutes. As written a PC-680 would not meet this requirement (12Ah available, 22Ah required). Some of your fuse sizes seem low (3A fuse on a 2.5A load, for example EFIS). Fuses protect the wire, double the load at least. Some also seem high (10A fuse on a 2.4A load on the strobes). Wire sizes seem inconsistent, the SL-40, a 2A load, has an 18g wire, but the audio panel, a 2.5A load, has a 22g wire, CO monitor, a 0.1A load, has a 20g wire. Some specific points, - Why 4ga wire of the battery connector, it only pulls 1 amp? If that is the main battery feed is 4ga large enough (2 or 0 is common)? There should be a switch to pull in the battery contactor, often wired with 18ga. - Starter, does that starter contactor take a different load from the battery contactor? - Does the audio panel really pull 2.5A continuously? - Flap motor load is not consistent - Landing light load is high, are you sure it is 100W? If so it will draw 7A on the alternator or 8A on the battery. - Do you not have a back-up battery on at least one of your EFISs? Hope this helps, Peter On 29/12/2012 06:08, idleup wrote: > > Would you guys be so kind as to review my Load Analysis worksheet and tell me if you see anything that looks incorrect or have recommendations to make it better? I have spent quite a bit of time on this but at the end of the day still question whether I know what I am doing and would appreciate some peer review... Thanks. > > > Of if you would prefer to download the PDF: http://www.mattandmel.com/rv/Master_Load_Analysis_v1.pdf > > Thank you much. > > Matt > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=391129#391129 > > ________________________________ Message 2 _____________________________________ Time: 04:13:39 AM PST US Subject: Re: AeroElectric-List: Re: RF interference on GRT fuel pressure From: bob noffs hi all, my led's on my trim display light up when i key the mike. also recently the warning light on my gr eis blinks but i didn't notice if a particular warning was displayed. light stops when i release the key. wonder if i am getting the same thing? bob noffs On Fri, Dec 28, 2012 at 2:28 PM, Tim Andres wrote: > Hi Bob and thanks! > The issue is fuel pressure spikes on transmit with the GRT EIS system. At > least 3 cases I know of. On mine it only occurs at the higher end of the > band using either comm. > GRT suggested a split ferrite over the bundle just before it enters the D B > 25 connector, I have not tried anything yet myself but plan to during my > condition inspection. > These look like a slick way to do what you had suggested earlier, that is > small caps between the pins and ground. My only concern is I know there a re > both gender DB 25 connectors on the back of the unit and I need to > determine if they sell both and or which one I need. > Tim > > Sent from my iPad > > On Dec 28, 2012, at 10:00 AM, "Robert L. Nuckolls, III" < > nuckolls.bob@aeroelectric.com> wrote: > > At 07:28 AM 12/28/2012, you wrote: > > Tim, > > I ordered four units (Their evaluation kit), so will start out by tryin g > just the sensor DB. If that doesn=92t solve the problem, I=92ll add one t o the > TEMP sensor DB input. My fear is that the actual sensor (I have the high > pressure precision unit for a fuel injected engine) is being effected by > the RFI. If this is the case, the signal coming from the sensor would be > bad, causing the EFIS alarms. This type of problem can only be solved by > protecting the sensor with capacitors.** > > > I'm sorry to have been out of the loop on this. > Extended family holiday activities (still going > on) plus a run-in with the flu (grandkids attending > a constellation of schools are veritable dragnets > for viruses) has kept Dr. Dee and myself somewhat, > uh . . indisposed. > > Is this a new, untried combination of hardware? > Is the problem common to other identical installations > or just with your airplane? > > The great RFI/Filter/Ferrite/copper-box hat-dance > to mitigate an RFI issue may have more to do with > conditions outside the affected system. > > Bring me up to date on what's happening, what you've > tried, etc. > > > ** > > Bob . . . > > * > > ======================== ===========ctric.com > >www.buildersbooks.comuilthelp.commatronics.com/contribution > ======================== > st">http://www.matronics.com/Navigator?AeroElectric-List > ======================== ===========cs.com > ======================== > * > > ** > > * > =========== =========== =========== =========== > * > > ________________________________ Message 3 _____________________________________ Time: 06:08:29 AM PST US Subject: Re: AeroElectric-List: Re: RF interference on GRT fuel pressure From: Tom Chapman My turn... My stand alone led low voltage warning light comes on every time I key the m ic. My Dynon D180 shows no effect of keying the mic on the voltage read out. Suggestions on which direction I need go to solve? Tom On Dec 29, 2012, at 6:12 AM, bob noffs wrote: > hi all, > my led's on my trim display light up when i key the mike. also recently t he warning light on my gr eis blinks but i didn't notice if a particular war ning was displayed. light stops when i release the key. wonder if i am getti ng the same thing? > bob noffs > > On Fri, Dec 28, 2012 at 2:28 PM, Tim Andres wrote: >> Hi Bob and thanks! >> The issue is fuel pressure spikes on transmit with the GRT EIS system. At least 3 cases I know of. On mine it only occurs at the higher end of the ba nd using either comm. >> GRT suggested a split ferrite over the bundle just before it enters the D B 25 connector, I have not tried anything yet myself but plan to during my c ondition inspection. >> These look like a slick way to do what you had suggested earlier, that is small caps between the pins and ground. My only concern is I know there are both gender DB 25 connectors on the back of the unit and I need to determin e if they sell both and or which one I need. >> Tim >> >> Sent from my iPad >> >> On Dec 28, 2012, at 10:00 AM, "Robert L. Nuckolls, III" wrote: >> >>> At 07:28 AM 12/28/2012, you wrote: >>>> Tim, >>>> >>>> I ordered four units (Their evaluation kit), so will start out by try ing just the sensor DB. If that doesn=99t solve the problem, I=99 ll add one to the TEMP sensor DB input. My fear is that the actual sensor (I have the high pressure precision unit for a fuel injected engine) is being e ffected by the RFI. If this is the case, the signal coming from the sensor w ould be bad, causing the EFIS alarms. This type of problem can only be solve d by protecting the sensor with capacitors. >>> >>> I'm sorry to have been out of the loop on this. >>> Extended family holiday activities (still going >>> on) plus a run-in with the flu (grandkids attending >>> a constellation of schools are veritable dragnets >>> for viruses) has kept Dr. Dee and myself somewhat, >>> uh . . indisposed. >>> >>> Is this a new, untried combination of hardware? >>> Is the problem common to other identical installations >>> or just with your airplane? >>> >>> The great RFI/Filter/Ferrite/copper-box hat-dance >>> to mitigate an RFI issue may have more to do with >>> conditions outside the affected system. >>> >>> Bring me up to date on what's happening, what you've >>> tried, etc. >>> >>> >>> Bob . . . >>> >>> >>> >>> ========= >>> ctric.com >>> >www.buildersbooks.com >>> uilthelp.com >>> matronics.com/contribution >>> ========= >>> st">http://www.matronics.com/Navigator?AeroElectric-List >>> ========= >>> cs.com >>> ========= >>> >> >> >> _blank">www.aeroelectric.com >> .com" target="_blank">www.buildersbooks.com >> ="_blank">www.homebuilthelp.com >> _blank">http://www.matronics.com/contribution >> ist" target="_blank">http://www.matronics.com/Navigator?AeroElectric-Li st >> tp://forums.matronics.com >> > > > ========================== ========= ========================== ========= ========================== ========= ========================== ========= > ________________________________ Message 4 _____________________________________ Time: 06:22:26 AM PST US From: "Bill Bradburry" Subject: RE: AeroElectric-List: Re: RF interference on GRT fuel pressure Well if we are going to have a throwdown.. My rudder trim position indicator dims and goes to one end when I key the mike. The elevator trim position indicator right beside it is not affected. RAC trim system, Garmin GNS430W radio. Bill B _____ From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Tom Chapman Sent: Saturday, December 29, 2012 9:07 AM Subject: Re: AeroElectric-List: Re: RF interference on GRT fuel pressure My turn... My stand alone led low voltage warning light comes on every time I key the mic. My Dynon D180 shows no effect of keying the mic on the voltage read out. Suggestions on which direction I need go to solve? Tom On Dec 29, 2012, at 6:12 AM, bob noffs wrote: hi all, my led's on my trim display light up when i key the mike. also recently the warning light on my gr eis blinks but i didn't notice if a particular warning was displayed. light stops when i release the key. wonder if i am getting the same thing? bob noffs On Fri, Dec 28, 2012 at 2:28 PM, Tim Andres wrote: Hi Bob and thanks! The issue is fuel pressure spikes on transmit with the GRT EIS system. At least 3 cases I know of. On mine it only occurs at the higher end of the band using either comm. GRT suggested a split ferrite over the bundle just before it enters the DB 25 connector, I have not tried anything yet myself but plan to during my condition inspection. These look like a slick way to do what you had suggested earlier, that is small caps between the pins and ground. My only concern is I know there are both gender DB 25 connectors on the back of the unit and I need to determine if they sell both and or which one I need. Tim Sent from my iPad On Dec 28, 2012, at 10:00 AM, "Robert L. Nuckolls, III" wrote: At 07:28 AM 12/28/2012, you wrote: Tim, I ordered four units (Their evaluation kit), so will start out by trying just the sensor DB. If that doesn't solve the problem, I'll add one to the TEMP sensor DB input. My fear is that the actual sensor (I have the high pressure precision unit for a fuel injected engine) is being effected by the RFI. If this is the case, the signal coming from the sensor would be bad, causing the EFIS alarms. This type of problem can only be solved by protecting the sensor with capacitors. I'm sorry to have been out of the loop on this. Extended family holiday activities (still going on) plus a run-in with the flu (grandkids attending a constellation of schools are veritable dragnets for viruses) has kept Dr. Dee and myself somewhat, uh . . indisposed. Is this a new, untried combination of hardware? Is the problem common to other identical installations or just with your airplane? The great RFI/Filter/Ferrite/copper-box hat-dance to mitigate an RFI issue may have more to do with conditions outside the affected system. Bring me up to date on what's happening, what you've tried, etc. Bob . . . ========= ctric.com >www.buildersbooks.com uilthelp.com matronics.com/contribution ========= st">http://www.matronics.com/Navigator?AeroElectric-List ========= cs.com ========= _blank">www.aeroelectric.com .com" target="_blank">www.buildersbooks.com ="_blank">www.homebuilthelp.com _blank">http://www.matronics.com/contribution ist" target="_blank">http://www.matronics.com/Navigator?AeroElectric-List tp://forums.matronics.com ================================== ctric.com >www.buildersbooks.com uilthelp.com matronics.com/contribution ================================== st">http://www.matronics.com/Navigator?AeroElectric-List ================================== cs.com ================================== ________________________________ Message 5 _____________________________________ Time: 06:25:21 AM PST US From: Bob McCallum Subject: RE: AeroElectric-List: Re: RF interference on GRT fuel pressure Tim; There is no issue with determining the "gender" of the suppression device. It has both a male and a female side and is inserted between the existing "plug" and "socket" therefore the same device does both "genders". There is only one suppressor for each size DB connector (in your case presumably 25 pin) which works in all cases. Bob McC _____ From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Tim Andres Sent: Friday, December 28, 2012 3:29 PM Subject: Re: AeroElectric-List: Re: RF interference on GRT fuel pressure Hi Bob and thanks! The issue is fuel pressure spikes on transmit with the GRT EIS system. At least 3 cases I know of. On mine it only occurs at the higher end of the band using either comm. GRT suggested a split ferrite over the bundle just before it enters the DB 25 connector, I have not tried anything yet myself but plan to during my condition inspection. These look like a slick way to do what you had suggested earlier, that is small caps between the pins and ground. My only concern is I know there are both gender DB 25 connectors on the back of the unit and I need to determine if they sell both and or which one I need. Tim Sent from my iPad On Dec 28, 2012, at 10:00 AM, "Robert L. Nuckolls, III" wrote: At 07:28 AM 12/28/2012, you wrote: Tim, I ordered four units (Their evaluation kit), so will start out by trying just the sensor DB. If that doesn't solve the problem, I'll add one to the TEMP sensor DB input. My fear is that the actual sensor (I have the high pressure precision unit for a fuel injected engine) is being effected by the RFI. If this is the case, the signal coming from the sensor would be bad, causing the EFIS alarms. This type of problem can only be solved by protecting the sensor with capacitors. I'm sorry to have been out of the loop on this. Extended family holiday activities (still going on) plus a run-in with the flu (grandkids attending a constellation of schools are veritable dragnets for viruses) has kept Dr. Dee and myself somewhat, uh . . indisposed. Is this a new, untried combination of hardware? Is the problem common to other identical installations or just with your airplane? The great RFI/Filter/Ferrite/copper-box hat-dance to mitigate an RFI issue may have more to do with conditions outside the affected system. Bring me up to date on what's happening, what you've tried, etc. Bob . . . ================================== ctric.com >www.buildersbooks.com uilthelp.com matronics.com/contribution ================================== st">http://www.matronics.com/Navigator?AeroElectric-List ================================== cs.com ================================== ________________________________ Message 6 _____________________________________ Time: 08:15:03 AM PST US From: Jeff Page Subject: Re: AeroElectric-List: Load Analysis Feedback Please... Matt, You definitely put a lot of work into this :-) You have used maximum currents, although in many cases, actual runtime currents will be much lower. The radios are a good example. The SL-40 is about 0.4A during receive. The Garmin 430 is about 2A for receive + nav. The audio panel probably uses less than 2A too. You decide what really needs to be on the endurance buss, but I would suggest moving the flap motor and landing light to the main buss. Once you have successfully arrived at the airport, you can turn the main buss back on and use the battery reserve to lower the flaps and maybe use the landing light (or just land without it). I would put the lighting controller and compass light on the endurance buss. You are less likely to leave them on accidentally draining the battery. More importantly, if you have an electrical fire, you want to be able to disconnect everything (except the ignition) by turning off the master switch. Using more typical currents, your endurance buss will be below 18A, allowing extended flight with a 20A backup alternator. You didn't mention what your architecture is. Jeff Page Dream Aircraft Tundra #10 > From: "idleup" > > > Would you guys be so kind as to review my Load Analysis worksheet > and tell me if > you see anything that looks incorrect or have recommendations to > make it better? > I have spent quite a bit of time on this but at the end of the day still > question whether I know what I am doing and would appreciate some > peer review... > Thanks. > > > Of if you would prefer to download the PDF: > http://www.mattandmel.com/rv/Master_Load_Analysis_v1.pdf > > Thank you much. > > Matt ________________________________ Message 7 _____________________________________ Time: 08:16:29 AM PST US Subject: Re: AeroElectric-List: Re: RF interference on GRT fuel pressure From: Tim Andres Ok thanks Bob. I guess I had not thought it through...the thing is reversibl e! Tim Sent from my iPad On Dec 29, 2012, at 6:24 AM, Bob McCallum wr ote: > Tim; > > There is no issue with determining the =9Cgender=9D of the sup pression device. It has both a male and a female side and is inserted betwee n the existing =9Cplug=9D and =9Csocket=9D therefore the same device does both =9Cgenders=9D. There is only one supp ressor for each size DB connector (in your case presumably 25 pin) which wor ks in all cases. > > Bob McC > > From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelect ric-list-server@matronics.com] On Behalf Of Tim Andres > Sent: Friday, December 28, 2012 3:29 PM > To: aeroelectric-list@matronics.com > Subject: Re: AeroElectric-List: Re: RF interference on GRT fuel pressure > > Hi Bob and thanks! > The issue is fuel pressure spikes on transmit with the GRT EIS system. At l east 3 cases I know of. On mine it only occurs at the higher end of the band using either comm. > GRT suggested a split ferrite over the bundle just before it enters the DB 25 connector, I have not tried anything yet myself but plan to during my co ndition inspection. > These look like a slick way to do what you had suggested earlier, that is s mall caps between the pins and ground. My only concern is I know there are b oth gender DB 25 connectors on the back of the unit and I need to determine i f they sell both and or which one I need. > Tim > > Sent from my iPad > > On Dec 28, 2012, at 10:00 AM, "Robert L. Nuckolls, III" wrote: > >> At 07:28 AM 12/28/2012, you wrote: >> >> Tim, >> >> I ordered four units (Their evaluation kit), so will start out by tryin g just the sensor DB. If that doesn=99t solve the problem, I=99l l add one to the TEMP sensor DB input. My fear is that the actual sensor (I h ave the high pressure precision unit for a fuel injected engine) is being ef fected by the RFI. If this is the case, the signal coming from the sensor wo uld be bad, causing the EFIS alarms. This type of problem can only be solved by protecting the sensor with capacitors. >> >> I'm sorry to have been out of the loop on this. >> Extended family holiday activities (still going >> on) plus a run-in with the flu (grandkids attending >> a constellation of schools are veritable dragnets >> for viruses) has kept Dr. Dee and myself somewhat, >> uh . . indisposed. >> >> Is this a new, untried combination of hardware? >> Is the problem common to other identical installations >> or just with your airplane? >> >> The great RFI/Filter/Ferrite/copper-box hat-dance >> to mitigate an RFI issue may have more to do with >> conditions outside the affected system. >> >> Bring me up to date on what's happening, what you've >> tried, etc. >> >> >> >> Bob . . . >> >> >> >> ========================= ========= >> ctric.com >> >www.buildersbooks.com >> uilthelp.com >> matronics.com/contribution >> ========================= ========= >> st">http://www.matronics.com/Navigator?AeroElectric-List >> ========================= ========= >> cs.com >> ========================= ========= >> > > > www.buildersbooks.com > http://www.matronics.com/Navigator?AeroElectric-List > http://forums.matronics.com > > > ========================== ========= ========================== ========= ========================== ========= ========================== ========= > ________________________________ Message 8 _____________________________________ Time: 10:12:55 AM PST US From: "Robert L. Nuckolls, III" Subject: RE: AeroElectric-List: Re: RF interference on GRT fuel pressure At 08:24 AM 12/29/2012, you wrote: >Tim; > >There is no issue with determining the "gender" of the suppression >device. It has both a male and a female side and is inserted between >the existing "plug" and "socket" therefore the same device does both >"genders". There is only one suppressor for each size DB connector >(in your case presumably 25 pin) which works in all cases. I would expand on Bob's comments to remind readers that the designers of 'universal' suppression connectors cannot know which, if any, pins within the array are at RF ground. Hence, they MUST assume that all pins are 'hot' and worthy of protection. This means that the connector SHELL is expected to become RF ground for all filters built into the device. When I add capacitors to the connector of a unique 'victim', I am knowing which pins are suitable for grounding the capacitors. I can also focus on one or perhaps a few pins that may be vulnerable . . . i.e. not all pins get caps. So when using a universal 'filtered' connector, make sure your connector's shell gets into a close relationship with RF ground for the device you're trying to protect. Bob . . . ________________________________ Message 9 _____________________________________ Time: 10:14:15 AM PST US From: "Robert L. Nuckolls, III" Subject: RE: AeroElectric-List: Re: RF interference on GRT fuel pressure At 08:21 AM 12/29/2012, you wrote: >Well if we are going to have a throwdown.. > >My rudder trim position indicator dims and goes to one end when I >key the mike. The elevator trim position indicator right beside it >is not affected. >RAC trim system, Garmin GNS430W radio. The RAC trim indicators have always been very vulnerable to ordinary levels of RF in the cockpit. I spoke with the folks at OSH many years ago offering to assist in getting their products RF hardened but they weren't interested. Most folks know that it happens and simply ignores it . . . Bob . . . ________________________________ Message 10 ____________________________________ Time: 01:11:34 PM PST US From: Speedy11@aol.com Subject: AeroElectric-List: Re: Load Analysis Feedback Please Matt, For your Ray Allen trim servos you listed them at 1 amp each. Seems like they would be more like 0.1 amp when in operation (which is not very often). Since they are not used most of the time, I would not include them as part of the load during various phases of flight. By listing them in, say, night IFR with 0.15 amp, you are saying that they will draw 0.15 amp continuously. Or your load analysis is relevant only during that split second in which the trim is being used. I would say the same is true of your SL-40 and 430W. Seems like the full amps on those are correct only during radio transmissions. The amperage draw is much lower during "rest" periods or during receive only operation. I doubt you will run the boost pump continuously during start. I run it for about 10-15 seconds then it is off until takeoff. I also don't turn it on during descent until ready for landing. You have listed your EFISs and radios as being on during start. Personally, I wait until after start to turn on all the avionics except the engine monitor. I have the pitot heat on only when needed. Maybe you are planning for worst case scenario for loading by listing the pitot heat on during several phases of flight. The flap motor draws its max amperage only when air loaded. And it is used only for a few seconds during each flight. So, by listing it in your load plan, you are referring only to that particular moment when the flap motor is running and you are transmitting on the radio and you are adjusting the trim setting - a rare occurrence. There's nothing wrong with planning for that situation - just realize it is for only a few moments of time during a flight. What I did was to plan the load without the items (such as trim) that are momentary loads. You can also build several load sheets that show the load when trim, flaps, radio are not being used and another for when they are. My thoughts. Stan Sutterfield RV-8A Reno Race #84 In a message dated 12/29/2012 3:01:27 A.M. Eastern Standard Time, aeroelectric-list@matronics.com writes: Would you guys be so kind as to review my Load Analysis worksheet and tell me if you see anything that looks incorrect or have recommendations to make it better? I have spent quite a bit of time on this but at the end of the day still question whether I know what I am doing and would appreciate some peer review... Thanks. Of if you would prefer to download the PDF: http://www.mattandmel.com/rv/Master_Load_Analysis_v1.pdf Thank you much. Matt ________________________________ Message 11 ____________________________________ Time: 03:02:51 PM PST US From: "Bill Bradburry" Subject: RE: AeroElectric-List: Re: RF interference on GRT fuel pressure Thanks, Bob. That is exactly what I will do. I called and spoke with someone at RAC about this problem. His response was "Well it works ok except when you transmit doesn't it?" I suspected then that good enough was good enough. Bill B _____ From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Robert L. Nuckolls, III Sent: Saturday, December 29, 2012 1:14 PM Subject: RE: AeroElectric-List: Re: RF interference on GRT fuel pressure At 08:21 AM 12/29/2012, you wrote: Well if we are going to have a throwdown.. My rudder trim position indicator dims and goes to one end when I key the mike. The elevator trim position indicator right beside it is not affected. RAC trim system, Garmin GNS430W radio. The RAC trim indicators have always been very vulnerable to ordinary levels of RF in the cockpit. I spoke with the folks at OSH many years ago offering to assist in getting their products RF hardened but they weren't interested. Most folks know that it happens and simply ignores it . . . Bob . . . ________________________________ Message 12 ____________________________________ Time: 03:24:51 PM PST US Subject: AeroElectric-List: Re: Switches all upside-down... From: "eschlanser" [quote="nuckolls.bob(at)aeroelect"]At 12:56 PM 12/27/2012, you wrote: > > Yes. We had this very same discussion some years back. I think I did a short article suggesting that a 'drill fixture' be fabricated from a strip of aluminum that featured #40 drilled centers for switches and washer tabs. Then use the fixture to match drill a set of pilot holes in the panel. Having a tight-tolerance template makes the job in the airplane go much faster, with greater precision and accommodates locking tabs without having to drill the instrument panel. At one time, I considered offering aluminum strips about 1-1/2" wide center-drilled on a mill to locate the two rows of holes with great precision. I might still do that. Bob . . . > [b] After some searching, I found this thread in the archives about the drilling fixture subject: http://forums.matronics.com/viewtopic.php?t=63686&highlight=switch+hole+drill+fixture I would be interested in a fixture for drilling switch holes. At the least, a template would help me make it myself. Eric Read this topic online here: http://forums.matronics.com/viewtopic.php?p=391183#391183 ________________________________ Message 13 ____________________________________ Time: 03:36:34 PM PST US Subject: Re: AeroElectric-List: Re: Switches all upside-down... From: bob noffs i made one for my installation when i built my panel. i am sure i got the idea on this forum. easy enough and works great, no tiny holes in the panel. bob noffs On Sat, Dec 29, 2012 at 5:24 PM, eschlanser wrote: > eschlanser@yahoo.com> > > [quote="nuckolls.bob(at)aeroelect"]At 12:56 PM 12/27/2012, you wrote: > > > > > > > Yes. We had this very same discussion some years > back. I think I did a short article suggesting that > a 'drill fixture' be fabricated from a strip of > aluminum that featured #40 drilled centers for > switches and washer tabs. Then use the fixture to > match drill a set of pilot holes in the panel. > > Having a tight-tolerance template makes the job > in the airplane go much faster, with greater precision > and accommodates locking tabs without having to > drill the instrument panel. > > At one time, I considered offering aluminum strips about > 1-1/2" wide center-drilled on a mill to locate the two rows > of holes with great precision. I might still do that. > > > Bob . . . > > [b] > > > After some searching, I found this thread in the archives about the > drilling fixture subject: > > > http://forums.matronics.com/viewtopic.php?t=63686&highlight=switch+hole+drill+fixture > > > I would be interested in a fixture for drilling switch holes. At the > least, a template would help me make it myself. > > Eric > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=391183#391183 > > ________________________________ Message 14 ____________________________________ Time: 08:07:04 PM PST US From: Glen Matejcek Subject: AeroElectric-List: Re: iCom batteries, was Rejuvenating Ni-MH battery There is an iCom battery pack available for replaceable, non-rechargeable batteries. As cheap as dry cells are compared to the rechargeables, and as little as I actually use the handheld, that is the way to go for me. Should my usage go up to the point where rechargeables make sense, I can just drop the discrete rechargeables into the same pack- Glen Matejcek ________________________________ Message 15 ____________________________________ Time: 08:24:53 PM PST US From: Viorel Nichols Subject: AeroElectric-List: Auto-response Away on holiday from the 22 December 2012 till 29 January 2013 Wishing you a happy festive season . Merry Christmas and a Happy New Year from Viorel ... ------------------------------------------------------------------------------------- Other Matronics Email List Services ------------------------------------------------------------------------------------- Post A New Message aeroelectric-list@matronics.com UN/SUBSCRIBE http://www.matronics.com/subscription List FAQ http://www.matronics.com/FAQ/AeroElectric-List.htm Web Forum Interface To Lists http://forums.matronics.com Matronics List Wiki http://wiki.matronics.com Full Archive Search Engine http://www.matronics.com/search 7-Day List Browse http://www.matronics.com/browse/aeroelectric-list Browse Digests http://www.matronics.com/digest/aeroelectric-list Browse Other Lists http://www.matronics.com/browse Live Online Chat! http://www.matronics.com/chat Archive Downloading http://www.matronics.com/archives Photo Share http://www.matronics.com/photoshare Other Email Lists http://www.matronics.com/emaillists Contributions http://www.matronics.com/contribution ------------------------------------------------------------------------------------- These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.