Today's Message Index:
----------------------
1. 07:39 AM - Re: AeroElectric-List Digest: 6 Msgs - 06/30/26 (Judson)
2. 08:35 AM - Re: I think I'm back . . . (Paul Fisher)
3. 08:44 AM - Re: Starter spikes redux (Robert L. Nuckolls, III)
4. 10:08 AM - Re: I think I'm back . . . (esco)
5. 12:07 PM - DO-160 (Robert L. Nuckolls, III)
6. 11:03 PM - Official AeroElectric-List FAQ (Frequently Asked Questions) (Matt Dralle)
7. 11:23 PM - Official AeroElectric-List Usage Guidelines (Matt Dralle)
Message 1
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| Subject: | Re: AeroElectric-List Digest: 6 Msgs - 06/30/26 |
Bob, So gald you are back. I've missed you!
On 01-Jul-26 12:31 AM, AeroElectric-List Digest Server wrote:
> *
>
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> ---
> Total Messages Posted Tue 06/30/26: 6
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>
> Today's Message Index:
> ----------------------
>
> 1. 10:33 AM - I think I'm back . . . (Robert L. Nuckolls, III)
> 2. 10:58 AM - Re: I think I'm back . . . (Jim Hausch)
> 3. 04:59 PM - Re: I think I'm back . . . (Eric Page)
> 4. 05:48 PM - Re: I think I'm back . . . (Sebastien)
> 5. 05:59 PM - Re: I think I'm back . . . (Eric Page)
> 6. 07:53 PM - Re: I think I'm back . . . (user9253)
>
>
>
> ________________________________ Message 1 _____________________________________
>
>
> Time: 10:33:05 AM PST US
> From: "Robert L. Nuckolls, III"<nuckolls.bob@aeroelectric.com>
> Subject: AeroElectric-List: I think I'm back . . .
>
> I owe you guys an apology for my absence . . . Our
> household experienced an extra ordinary constellation
> of family matters that kinda took all the fun
> out of my fun-stuff. I won't burden you all with
> the soap opera. Suffice it to say that major issues
> are mitigated and only a few minor issues remain.
>
> Dr. Dee is retired as of April 1. We've got a list
> of fix-up projects around the house that's about
> a mile long but they're all little things that
> can be picked off one at a time.
>
> I've not been completely 'disconnected' from technical
> matters. There are a number of things to share in due
> course.
>
> I put the crowbar ovm project back on the
> bench along with a sort-of next-generation
> alternative. The original 'crow-bar' version
> forced a breaker open served it's purpose
> grandly for about 30 years! That technology
> is still being manufactured on a constellation
> of products for TC aircraft.
>
> The problem I perceive now is that our
> favorite miniature circuit breaker has become
> more expensive than the ov module itself! The
> rational for the crowbar architecture was
> based on the fact that the circuit breaker
> already existed in virtually every TC
> aircraft . . . the ov module was a stand-alone
> add-on.
>
> I sincerely hope that the majority of our
> builders are using fuse blocks . . . the legacy
> circuit breaker panel is expensive, labor intensive,
> and a poor use of panel space given that 99.9+
> percent of all breakers installed in airplanes
> go to the bone-yard never having been called upon
> to keep a wire from catching fire.
>
> So this begs the question, is there now a
> practical way to corral an runaway alternator
> by OPENING the field supply without deliberately
> forcing a breaker open? I.e. can the breaker
> be replaced with a fuse setting along side other
> fusess in the block? The answer is yes.
> We can discus that in detail in due course.
>
> I've also acquired some sodium ion cells to
> put through their paces on the battery bench.
>
> You're probably all aware of Matt's move from
> Oregon to Washington state which generated
> an outage on the aeroelectric website and email
> services. We've had some teething pains with
> the move that had the 'Connection's business
> activities in a tizzy. I think those issues
> are now resolved.
>
> In the mean time, bring me up to date. Is the
> List still intact if somewhat diminished? Anyone
> have issues I could ponder?
>
> Thank you for your patience . . .
>
>
> Bob . . .
>
> ////
> (o o)
> ===========o00o=(_)=o00o=======
> < Go ahead, make my day . . . >
> < show me where I'm wrong. >
> ===============================
>
> In the interest of creative evolution
> for the-best-we-know-how-to-do based
> on physics and repeatable experiment.
>
> ________________________________ Message 2 _____________________________________
>
>
> Time: 10:58:06 AM PST US
> From: Jim Hausch<jimhausch@gmail.com>
> Subject: Re: AeroElectric-List: I think I'm back . . .
>
> Hi Bob
>
> Great to see a message from you. Glad to hear the home honey-do list isn't
> anything major.
>
> As this heat dome settles over the land and since you asked for thoughts on
> projects.... I've always wondered how light of a portable air-conditioning
> unit could be built if you ran it off its own, dedicated pad-mounted
> alternator.
>
> The idea being that since this is an isolated system, could one make the
> operating voltage much higher and conductors/motors smaller....perhaps even
> make it Alternating Current?
>
> I do wonder what rpm limitations might be, since we'd want it to work at
> idle speeds on the ground.
>
> I also wonder if some sort of super-cap or other power storage device could
> be tapped for compressor starts.
>
> No immediate project at hand, just curiosity.
>
> -Jim
>
> On Tue, Jun 30, 2026, 12:37=AFPM Robert L. Nuckolls, III< nuckolls.bob@aeroelectric.com>
wrote:
>
>> I owe you guys an apology for my absence . . . Our
>> household experienced an extra ordinary constellation
>> of family matters that kinda took all the fun
>> out of my fun-stuff. I won't burden you all with
>> the soap opera. Suffice it to say that major issues
>> are mitigated and only a few minor issues remain.
>>
>> Dr. Dee is retired as of April 1. We've got a list
>> of fix-up projects around the house that's about
>> a mile long but they're all little things that
>> can be picked off one at a time.
>>
>> I've not been completely 'disconnected' from technical
>> matters. There are a number of things to share in due
>> course.
>>
>> I put the crowbar ovm project back on the
>> bench along with a sort-of next-generation
>> alternative. The original 'crow-bar' version
>> forced a breaker open served it's purpose
>> grandly for about 30 years! That technology
>> is still being manufactured on a constellation
>> of products for TC aircraft.
>>
>> The problem I perceive now is that our
>> favorite miniature circuit breaker has become
>> more expensive than the ov module itself! The
>> rational for the crowbar architecture was
>> based on the fact that the circuit breaker
>> already existed in virtually every TC
>> aircraft . . . the ov module was a stand-alone
>> add-on.
>>
>> I sincerely hope that the majority of our
>> builders are using fuse blocks . . . the legacy
>> circuit breaker panel is expensive, labor intensive,
>> and a poor use of panel space given that 99.9+
>> percent of all breakers installed in airplanes
>> go to the bone-yard never having been called upon
>> to keep a wire from catching fire.
>>
>> So this begs the question, is there now a
>> practical way to corral an runaway alternator
>> by OPENING the field supply without deliberately
>> forcing a breaker open? I.e. can the breaker
>> be replaced with a fuse setting along side other
>> fusess in the block? The answer is yes.
>> We can discus that in detail in due course.
>>
>> I've also acquired some sodium ion cells to
>> put through their paces on the battery bench.
>>
>> You're probably all aware of Matt's move from
>> Oregon to Washington state which generated
>> an outage on the aeroelectric website and email
>> services. We've had some teething pains with
>> the move that had the 'Connection's business
>> activities in a tizzy. I think those issues
>> are now resolved.
>>
>> In the mean time, bring me up to date. Is the
>> List still intact if somewhat diminished? Anyone
>> have issues I could ponder?
>>
>> Thank you for your patience . . .
>>
>> Bob . . .
>>
>> ////
>> (o o)
>> ===========o00o=(_)=o00o=====
> =
>> < Go ahead, make my day . . . >
>> < show me where I'm wrong. >
>> ======================
> ========
>> In the interest of creative evolution
>> for the-best-we-know-how-to-do based
>> on physics and repeatable experiment.
>>
> ________________________________ Message 3 _____________________________________
>
>
> Time: 04:59:43 PM PST US
> Subject: AeroElectric-List: Re: I think I'm back . . .
> From: "Eric Page"<edpav8r@yahoo.com>
>
>
> Bob! It's great to see you posting here again. I'm sure I speak for many here
> when I say that I was worried about you. I'm very glad to see that you're back
> in the saddle.
>
> Re the Matronics move, I was happy to learn that Matt and his bride are now my
> neighbors; they're two doors up the street from me! Due to my work schedule
and
> general laziness, we have yet to meet face-to-face, but I look forward to fixing
> that. The neighbor between us tells me that they're wonderful people.
>
> -----
>
> It may interest you to look at a few threads that rolled by in your absence.
I
> very much hope that I haven't stepped on any toes...
>
> 1. I took the liberty of working on your OVM-14 Mk III design while you were
away.
> I drew a schematic and circuit board design, built some prototypes, tweaked
> some resistor values experimentally and posted the results here:
>
> http://forums.matronics.com/viewtopic.php?p=515351&sid=2c07cec97e78d88c2157d6d0d419c306#513215
>
> 2. The topic of low voltage monitoring came up at some point and I recalled seeing
> one of your schematics that addressed the problem. I dug it up from your
> archive, turned it into a circuit board, tested it and posted that as well:
>
> http://forums.matronics.com/viewtopic.php?t=16783530&sid=2c07cec97e78d88c2157d6d0d419c306
>
> 3. I adapted the OVM-14 Mk III design to suit my specific application (controlling
> the 3-phase stator feed from a Rotax 9-series engine). I added some features
> that I wanted and documented the results here:
>
> http://forums.matronics.com/viewtopic.php?t=16783524&sid=2c07cec97e78d88c2157d6d0d419c306
>
> -----
>
> I have fully built prototypes for the OVM-14 Mk III and for my adaptation of
it.
> I don't have any of the Low Voltage Monitor prototypes left, but I do have
> a bare circuit board available. If you'd like one or all of these for your own
> testing, just let me know; I'd be happy to provide them.
>
> Cheers, and welcome back!
>
> Eric
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=517202#517202
>
>
> ________________________________ Message 4 _____________________________________
>
>
> Time: 05:48:22 PM PST US
> From: Sebastien<cluros@gmail.com>
> Subject: Re: AeroElectric-List: I think I'm back . . .
>
> Hello Bob, good to read you again. I've been busy with other priorities
> myself but always happy to keep up to date on the latest state of the art
> for amateur built electrical systems.
>
> One topic of interest, last year on AOPA's Ask the A&Ps podcast I
> questioned the validity of needing to have avionics off for startup because
> of "voltage spikes" and all three experts were sincere in their insistence
> that these spikes could damage avionics despite thousands of recorded
> starts never showing a single "spike". They said the one second sample rate
> was too long an interval to record the spike. Has anyone recorded an engine
> startup with oscilloscope quality voltage data? Do we know what these
> starts in fact look like voltage wise?
>
> Regards,
>
> Sebastien
>
> On Tue, Jun 30, 2026 at 10:37=AFAM Robert L. Nuckolls, III< nuckolls.bob@aeroelectric.com>
wrote:
>
>> I owe you guys an apology for my absence . . . Our
>> household experienced an extra ordinary constellation
>> of family matters that kinda took all the fun
>> out of my fun-stuff. I won't burden you all with
>> the soap opera. Suffice it to say that major issues
>> are mitigated and only a few minor issues remain.
>>
>> Dr. Dee is retired as of April 1. We've got a list
>> of fix-up projects around the house that's about
>> a mile long but they're all little things that
>> can be picked off one at a time.
>>
>> I've not been completely 'disconnected' from technical
>> matters. There are a number of things to share in due
>> course.
>>
>> I put the crowbar ovm project back on the
>> bench along with a sort-of next-generation
>> alternative. The original 'crow-bar' version
>> forced a breaker open served it's purpose
>> grandly for about 30 years! That technology
>> is still being manufactured on a constellation
>> of products for TC aircraft.
>>
>> The problem I perceive now is that our
>> favorite miniature circuit breaker has become
>> more expensive than the ov module itself! The
>> rational for the crowbar architecture was
>> based on the fact that the circuit breaker
>> already existed in virtually every TC
>> aircraft . . . the ov module was a stand-alone
>> add-on.
>>
>> I sincerely hope that the majority of our
>> builders are using fuse blocks . . . the legacy
>> circuit breaker panel is expensive, labor intensive,
>> and a poor use of panel space given that 99.9+
>> percent of all breakers installed in airplanes
>> go to the bone-yard never having been called upon
>> to keep a wire from catching fire.
>>
>> So this begs the question, is there now a
>> practical way to corral an runaway alternator
>> by OPENING the field supply without deliberately
>> forcing a breaker open? I.e. can the breaker
>> be replaced with a fuse setting along side other
>> fusess in the block? The answer is yes.
>> We can discus that in detail in due course.
>>
>> I've also acquired some sodium ion cells to
>> put through their paces on the battery bench.
>>
>> You're probably all aware of Matt's move from
>> Oregon to Washington state which generated
>> an outage on the aeroelectric website and email
>> services. We've had some teething pains with
>> the move that had the 'Connection's business
>> activities in a tizzy. I think those issues
>> are now resolved.
>>
>> In the mean time, bring me up to date. Is the
>> List still intact if somewhat diminished? Anyone
>> have issues I could ponder?
>>
>> Thank you for your patience . . .
>>
>> Bob . . .
>>
>> ////
>> (o o)
>> ===========o00o=(_)=o00o=====
> =
>> < Go ahead, make my day . . . >
>> < show me where I'm wrong. >
>> ======================
> ========
>> In the interest of creative evolution
>> for the-best-we-know-how-to-do based
>> on physics and repeatable experiment.
>>
> ________________________________ Message 5 _____________________________________
>
>
> Time: 05:59:34 PM PST US
> Subject: AeroElectric-List: Re: I think I'm back . . .
> From: "Eric Page"<edpav8r@yahoo.com>
>
>
> cluros(at)gmail.com wrote:
>> Has anyone recorded an engine startup with oscilloscopequality voltage data?
> Do we know what these starts in fact look like voltage wise?
>
> I haven't done so in an airplane, but I did sample an engine start in my car
using
> a high-sample-rate data acquisition module. There were no spikes of any kind.
> Just the voltage dip you would expect during cranking, then a small rise
> when the alternator went to work. The car was a 4-cylinder 1998 Honda Accord.
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=517204#517204
>
>
> Attachments:
>
> http://forums.matronics.com//files/engine_start_151.png
>
>
> ________________________________ Message 6 _____________________________________
>
>
> Time: 07:53:13 PM PST US
> Subject: AeroElectric-List: Re: I think I'm back . . .
> From: "user9253"<fransew@gmail.com>
>
>
> Welcome back Bob. Like others, I suspected that health issues kept you away.
>
> It is great to hear that you are alright.
> As for an alternative to crowbar over voltage protection, you might want to talk
>
> to Brian Decker from Georgetown Texas. He is very knowledgeable about
> alternator construction and repair. If you are interested, I could try to get
> his
> contact information.
>
> --------
> Joe Gores
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=517205#517205
>
>
>
>
>
>
>
>
Message 2
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| Subject: | Re: I think I'm back . . . |
Hi Bob. The list has been extremely quiet the last few months. I'm glad
to hear you've gotten things under control on the home front. I hope to
hear more on your shop projects.
Paul
On Tue, Jun 30, 2026, 13:37 Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
> I owe you guys an apology for my absence . . . Our
> household experienced an extra ordinary constellation
> of family matters that kinda took all the fun
> out of my fun-stuff. I won't burden you all with
> the soap opera. Suffice it to say that major issues
> are mitigated and only a few minor issues remain.
>
> Dr. Dee is retired as of April 1. We've got a list
> of fix-up projects around the house that's about
> a mile long but they're all little things that
> can be picked off one at a time.
>
> I've not been completely 'disconnected' from technical
> matters. There are a number of things to share in due
> course.
>
> I put the crowbar ovm project back on the
> bench along with a sort-of next-generation
> alternative. The original 'crow-bar' version
> forced a breaker open served it's purpose
> grandly for about 30 years! That technology
> is still being manufactured on a constellation
> of products for TC aircraft.
>
> The problem I perceive now is that our
> favorite miniature circuit breaker has become
> more expensive than the ov module itself! The
> rational for the crowbar architecture was
> based on the fact that the circuit breaker
> already existed in virtually every TC
> aircraft . . . the ov module was a stand-alone
> add-on.
>
> I sincerely hope that the majority of our
> builders are using fuse blocks . . . the legacy
> circuit breaker panel is expensive, labor intensive,
> and a poor use of panel space given that 99.9+
> percent of all breakers installed in airplanes
> go to the bone-yard never having been called upon
> to keep a wire from catching fire.
>
> So this begs the question, is there now a
> practical way to corral an runaway alternator
> by OPENING the field supply without deliberately
> forcing a breaker open? I.e. can the breaker
> be replaced with a fuse setting along side other
> fusess in the block? The answer is yes.
> We can discus that in detail in due course.
>
> I've also acquired some sodium ion cells to
> put through their paces on the battery bench.
>
> You're probably all aware of Matt's move from
> Oregon to Washington state which generated
> an outage on the aeroelectric website and email
> services. We've had some teething pains with
> the move that had the 'Connection's business
> activities in a tizzy. I think those issues
> are now resolved.
>
> In the mean time, bring me up to date. Is the
> List still intact if somewhat diminished? Anyone
> have issues I could ponder?
>
> Thank you for your patience . . .
>
> Bob . . .
>
> ////
> (o o)
> ===========o00o=(_)=o00o========
> < Go ahead, make my day . . . >
> < show me where I'm wrong. >
> ================================
>
> In the interest of creative evolution
> for the-best-we-know-how-to-do based
> on physics and repeatable experiment.
>
Message 3
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| Subject: | Re: Starter spikes redux |
>
>cluros(at)gmail.com wrote:
>Has anyone recorded an engine startup with oscilloscope
>quality voltage data? Do we know what these starts in fact
>look like voltage wise?
Excellent question!
Been there, done that, many times. Spent 45 years
wrangling electrons in aircraft of all sizes from
Rotax ultralights to Hawker 4000 . . . not to
mention studies conducted on instrumented test
benches.
Startup 'spikes' simply do not exist.
>Eric wrote: I haven't done so in an airplane, but I did sample an engine start
>in my car using a high-sample-rate data acquisition module.
>There were no spikes of any kind. Just the voltage dip you would
>expect during cranking, then a small rise when the alternator
>went to work. The car was a 4-cylinder 1998 Honda Accord.
Bingo!
The universe of 'common knowledge' in physics
is badly contaminated with erroneous notions
re-enforced by a dearth of data and exacerbated
by random definitions of vocabulary amongst
the debaters.
First a definition:
When qualifying an appliance for suitability
to task in certified aircraft, one is obliged
to conduct tests where the device under
study is subjected to . . .
SPIKES: These excursions from normal bus voltage
are very low energy, short duration events (100
microseconds or so) but they can be 'alarmingly'
large (40 volts in a 14v system). These
events are invariably generated by the collapse
of magnetic fields in inductors. Relay coils,
solenoid valves, generator/alternator fields,
etc. The fact that they are so short an generated
by high resistance devices (low energy) makes
them easy to mitigate with rudimentary techniques
(catch diodes, transorbs, snubbing capacitors, etc.)
One would THINK that the biggest electromagnetic
device on the airplane charged with perhaps
200 amps of supply current would be a disaster
in hiding poised to annihilate ship's
delicate electronics. Doesn't happen.
Motors of any style are NOT significant sources
of spikes. Yes, they have lots of wires wound
on magnetic cores but . . . when the supply
voltage to a motor is interrupted, the motor
is spinning and generating a counter-emf
(voltage) that greatly reduces the differential
voltage across the spreading contact of the
controlling device. By the time the motor's
magnetics have a chance to couple any significant
energy back into the source, the contacts are
sufficiently gapped to prevent propagation
of mischief.
My first job in GA was as a tech writer
at Cessna's single-engine facility in Wichita
circa 1965. Cessna's house brand of
avionics were just beginning to include
those new 'solid state' thingys in the
audio and power supply sections while
the remainder was still vacuum tubes.
There was an 'airplane patch' east of
the plant were delivery ready aircraft
were parked. Sometimes a hundred new
airplanes were tied down out there.
They all had the best lead-acid batteries
of the time (ugh!). To make matters
worse, the state of charge could
be anything. None of these airplanes
had much time on them and they were
short flights.
These latest-and-greatest radios
were often left ON when the airplane
was parked. When a delivery pilot
hopped in to fly it away, it was not
uncommon for a radio to be inoperative
after the engine was started. A breaker
would pop and the radio had to be pulled
for repairs before the airplane could
be delivered.
Aha! Must be 'spikes' from the starter
whacking these delicate chunks of
GERMANIUM buried in the bowels of
the radio.
This was the situation that birthed
the AVIONICS MASTER SWITCH. Sho 'nuf.
If that switch was OFF when the engine
was started, the radio would still be
working when the switch was turned ON.
None of our electrical/avionics design
staff had ANY experience with transistors
yours truly included. In fact, Cessna
hired a Wichita University EE professor
to conduct a several weeks seminar
on 'industrial applications of
transistors'. I got to take the course.
Didn't learn squat about the physics
that would explain the radio failures.
In years since, we came to understand
that the rather delicate, germanium
power transistors of the time . . . while
'rated' for 30v max applied voltage . . .
were NOT being killed by an over voltage
event generated by starters.
It was LOW VOLTAGE condition caused
by cranking the engine with a soggy
battery. Power supply transistors would
come out of saturation and go into
'second breakdown' (melt).
Our lack of understanding generated
(1) a band-aid Master Switch and
(2) launched the myth that starters
were radio killers.
In years since, I've designed dozens
of solid state appliances for aircraft
where NONE had to hide from starters
behind any sort of 'spike wall'.
Batteries are much improved as are
the electronics. We know how to make
transistors sit in the bleachers and
taunt the ship's electro-gremlins.
Significant 'spikes' simply do not
exist in vehicular DC power systems.
Now, surges and over voltage (alternator
runaway) are HIGH energy conditions
also addressed with application of
stone-simple design techniques and
modern components. That's another
topic.
Bob . . .
////
(o o)
===========o00o=(_)=o00o========
< Go ahead, make my day . . . >
< show me where I'm wrong. >
================================
In the interest of creative evolution
for the-best-we-know-how-to-do based
on physics and repeatable experiment.
Message 4
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| Subject: | Re: I think I'm back . . . |
Bob: Welcome back, glad to hear you & Dr. Dee are ok!
Missed you mightily; I've have mined the list for your input on many topics.
Thank you for all you've shared-- you make us better and safer.
Ron
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=517209#517209
Message 5
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At 07:47 PM 6/30/2026, you wrote:
>One topic of interest, last year on AOPA's Ask the A&Ps podcast I questioned
>the validity of needing to have avionics off for startup because of
>"voltage spikes" and all three experts were sincere in their insistence
>that these spikes could damage avionics despite thousands of recorded
>starts never showing a single "spike". They said the one second sample
>rate was too long an interval to record the spike.
Yeeaahh but . . .
True, the sample rate for panel mounted
data gathering is indeed too slow to
to quantify any 'spike' . . . but they
failed to consider the what we've learned
over the past 50 or 60 years.
After my earlier post this morning I went
to the archives to refresh (and correct)
my recollections: Here's an article I wrote
a few years back that speaks to contemporary
performance protocols and definitions of
various stimuli:
Your browser may balk at downloading
this from an 'insecure' site but be
aware that Matt decided not to
spend buckets of cash for the certification
that pronounces his servers 'golden'.
Go ahead and hit the 'download anyhow'
button.
https://tinyurl.com/DO-160Story
This is a compendium of tests I was
asked to conduct on every device I
was offering to the TC aircraft
industry.
I mis-spoke about the nature of the
inductive field collapse spike.
The unloaded 'spike' intensity was 300
volts for 100 MICROseconds delivered
through a 50 ohm resistor.
A stupidly easy test to pass. We built
a fixture to generate this stimulus
and was chagrined to find that
including a little capacitor
across the supply line quashes
the stress.
Always included the capacitor and never
ran the test again.
The high energy events were based
on worst case stresses generated
by runaway alternator or generator
where some allowances were made
for response times typical of
overvoltage protection schemes
of the time. These SURGE values
for the 14v system were 20 v for
1 second, 40v for 100 MILIseconds.
What is missing from this well crafted
series of tests is any stimulus that
one might identify as a starter-generated
'spike'. What DO-160 DOES test for
is (C) Interruptions. This was exactly
the stress that was killing Cessna's
pride-n-joy, NavCom 300's right off
the production line.
NOT a problem with the airplanes.
The problem was with the radio design
for not proving that various
kinds of missing or low voltage
was deleterious to their product.
Bob . . .
////
(o o)
===========o00o=(_)=o00o========
< Go ahead, make my day . . . >
< show me where I'm wrong. >
================================
In the interest of creative evolution
for the-best-we-know-how-to-do based
on physics and repeatable experiment.
Message 6
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| Subject: | Official AeroElectric-List FAQ (Frequently Asked Questions) |
Dear Listers,
Please read over the AeroElectric-List Frequently Asked Questions (FAQ) below.
The
complete AeroElectric-List FAQ including the Usage Guidelines can be found at the
following URL:
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Thank you,
Matt Dralle
Matronics Email List Administrator
[ Note: This FAQ was designed to be displayed with a fixed width font such as
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AeroElectric-List Usage Guidelines
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Failure to use the AeroElectric-List in the manner described below may result
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do not archive
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| Subject: | Official AeroElectric-List Usage Guidelines |
Dear Listers,
Please read over the AeroElectric-List Usage Guidelines below. The complete
AeroElectric-List FAQ including these Usage Guidelines can be found at the
following URL:
http://www.matronics.com/FAQs/AeroElectric-List.FAQ.html
Thank you,
Matt Dralle
Matronics Email List Administrator
******************************************************************************
AeroElectric-List Usage Guidelines
******************************************************************************
The following details the official Usage Guidelines for the AeroElectric-List.
You are encouraged to read it carefully, and to abide by the rules therein.
Failure to use the AeroElectric-List in the manner described below may result
in the removal of the subscribers from the List.
AeroElectric-List Policy Statement
The purpose of the AeroElectric-List is to provide a forum of discussion for
things related to this particular discussion group. The List's goals
are to serve as an information resource to its members; to deliver
high-quality content; to provide moral support; to foster camaraderie
among its members; and to support safe operation. Reaching these goals
requires the participation and cooperation of each and every member of
the List. To this end, the following guidelines have been established:
- Please keep all posts related to the List at some level. Do not submit
posts concerning computer viruses, urban legends, random humor, long
lost buddies' phone numbers, etc. etc.
- THINK carefully before you write. Ask yourself if your post will be
relevant to everyone. If you have to wonder about that, DON'T send it.
- Remember that your post will be included for posterity in an archive
that is growing in size at an extraordinary rate. Try to be concise and
terse in your posts. Avoid overly wordy and lengthy posts and
responses.
- Keep your signature brief. Please include your name, email address,
aircraft type/tail number, and geographic location. A short line
about where you are in the building process is also nice. Avoid
bulky signatures with character graphics; they consume unnecessary
space in the archive.
- DON'T post requests to the List for information when that info is
easily obtainable from other widely available sources. Consult the
web page or FAQ first.
- If you want to respond to a post, DO keep the "Subject:" line of
your response the same as that of the original post. This makes it
easy to find threads in the archive.
- When responding, NEVER quote the *entire* original post in your
response. DO use lines from the original post to help "tune in" the
reader to the topic at hand, but be selective. The impact that
quoting the entire original post has on the size of the archive
can not be overstated!
- When the poster asks you to respond to him/her personally, DO NOT
then go ahead and reply to the List. Be aware that clicking the
"reply" button on your mail package does not necessarily send your
response to the original poster. You might have to actively address
your response with the original poster's email address.
- DO NOT use the List to respond to a post unless you have something
to add that is relevant and has a broad appeal. "Way to go!", "I
agree", and "Congratulations" are all responses that are better sent
to the original poster directly, rather than to the List at large.
- When responding to others' posts, avoid the feeling that you need to
comment on every last point in their posts, unless you can truly
contribute something valuable.
- Feel free to disagree with other viewpoints, BUT keep your tone
polite and respectful. Don't make snide comments, personally attack
other listers, or take the moral high ground on an obviously
controversial issue. This will only cause a pointless debate that
will hurt feelings, waste bandwidth and resolve nothing.
- Occasional posts by vendors or individuals who are regularly
subscribed to a given List are considered acceptable. Posts by
List members promoting their respective products or items for sale
should be of a friendly, informal nature, and should not resemble
a typical SPAM message. The List isn't about commercialism, but
is about sharing information and knowledge. This applies to
everyone, including those who provide products to the entire
community. Informal presentation and moderation should be the
operatives with respect to advertising on the Lists.
-------
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do not archive
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