Today's Message Index:
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1. 05:55 PM - Re: Factory Certified but is this safe? (Robert L. Nuckolls, III)
2. 08:04 PM - Re: CFI techniques for glass panel pilots (speedy11@aol.com)
3. 08:43 PM - Re: Antenna Ground Plane (Robert L. Nuckolls, III)
4. 10:09 PM - Re: Antenna Ground Plane ()
Message 1
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| Subject: | Re: Factory Certified but is this safe? |
At 08:16 PM 6/18/2019, you wrote:
>Hi all,
>
>
>I am rebuilding and restoring a 1977 factory certified S1-S
>Pitts. The electrical system is pretty basic but there is one
>aspect that I am trying to understand. The battery is located
>behind the pilot's seat. There is a contactor directly adjacent
>that energizes the starter. There is a large wire, #8 or so, that
>goes from the battery that goes down the frame to the console
>between the pilot's legs where the circuit breakers and switches
>reside. That wire goes into an ammeter and from there to the main
>bus, on which the various circuit breakers reside. There is no
>fuse, contactor or other circuit interruption device between the
>battery and the console. If that main feed wire were to erode
>through or otherwise short, there would be nothing to stop the
>welding action until the battery died.
>
>I wired my RV8 per the excellent instructions in the Aeroelectric
>Connection. I feel quite safe about it. There is a very short run
>between the batter and the main contactor but all other wires are
>protected. Not so with the factory Pitts wiring. Should I be
>adding a fuse or contactor or something near the battery to protect
>this circuit?
Do you have a schematic of the system?
How big is the alternator/generator?
I am surprised that a type certificated
airplane would be configured as you've
described because it does not comply
with Part 23 rules for crew management
of power sources.
You could add a battery contactor for
just that feeder . . .but if you're
going to add ANY contactor, why
not wire per 99.9% of other TC
aircraft?
Add a legacy battery contactor
upstream of the starter contactor
then move the 8AWG feeder to
the junction between those
contactors. Of course, you'll
need to add a battery master
to the panel.
What's your situation with respect
to 'mods'? Do you need to execute
a Form 337 Field Approval?
Bob . . .
Message 2
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| Subject: | Re: CFI techniques for glass panel pilots |
Andy,
Good on ya!!=C2- That is exactly the training our current crop of glass-t
rained pilots need.I salute you.
On the 737 Max issue, I am a retired 737 pilot (never flew the Max - but th
en most 73 pilots have not flown it) and there is recent concern that femal
e pilots will not have the upper body strength to turn the manual trim cran
k - on any version.=C2- I often wondered about that very issue since I fo
und turning it to be a challenge.=C2- I'm not sure what the solution will
be except to restrict the jets to a maximum of one female in the cockpit s
o there a male to spin the trim.There is a LOT of bogus "info" being circul
ated so read anything so related with skepticism.
Stan Sutterfield
Time: 07:42:14 AM PST US
From: "Andy Elliott" <a.s.elliott@cox.net>
Subject: AeroElectric-List: CFI techniques for glass panel pilots
I am an ex-military IP and civilian CFI for just over 40 years. (Ancient.)
These
days I mainly do flight reviews and WINGS
instruction in experimentals with experienced pilots.=C2- It is true that
part of
the experimental community is especially enamored of
glass panels and I have seen many panels with *no* back-up instruments.
One technique I find especially good is to have the pilot remove/disable th
e moving
map display(s) and turn off his tablet, then go
to a local airport he has been to many times.=C2- The pilot has to look a
t the map
ahead of time and pick out some visible landmarks,
and find them in flight. Just like 40 years ago!=C2- Autopilot is allowed
(Makes for
much better traffic scanning), but only in the
heading mode.=C2- No course tracking.
Using this technique is especially interesting at night, where the advantag
e of
lit-up towns and highways outside of cities is
counterbalanced by the difficulty in finding things (like runways) in the d
ense
sea of lights in modern cities.=C2- The sighting
differences associated with altitude can be extreme, both favorably and un-
.
Pilots are apprehensive to start, but quickly regain basic flying/navigatin
g skills,
and invariably "find" all kinds of things
enroute that they've been flying over for years and never seen!=C2- Every
single pilot
I've done this with has thought it a valuable
training experience.=C2-
FWIW,
Andy Elliott
Message 3
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| Subject: | Antenna Ground Plane |
At 10:25 AM 6/6/2019, you wrote:
>Thank you very much, I look forward to seeing your test results
>
>Keep well
>
>Mike
>
Mike, if you mounted a Jim Weir ELT
antenna on the side of your fuselage,
how long would the coax need to be to
run from the antenna apex junction
to your ELT?
Bob . . .
Message 4
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| Subject: | Antenna Ground Plane |
Thanks for your help Bob
Shortest run possible is 1 foot and I can put antenna 5 to 6 ft away on
other side of fuselage and run antenna for +/- 8 ft max from current ELT
mount. I can reposition the ELT elsewhere in the fuselage but I imagine one
does not want then too far apart
Hope this helps
I will be away for 5 days so will not be able to respond
Thanks
Mike
From: owner-aeroelectric-list-server@matronics.com
<owner-aeroelectric-list-server@matronics.com> On Behalf Of Robert L.
Nuckolls, III
Sent: June 20, 2019 6:14 PM
Subject: RE: AeroElectric-List: Antenna Ground Plane
At 10:25 AM 6/6/2019, you wrote:
Thank you very much, I look forward to seeing your test results
Keep well
Mike
Mike, if you mounted a Jim Weir ELT
antenna on the side of your fuselage,
how long would the coax need to be to
run from the antenna apex junction
to your ELT?
Bob . . .
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