Today's Message Index:
----------------------
1. 06:41 AM - Re: Leather supplier (glen matejcek)
2. 02:45 PM - Hangar space in SC (Donald Nowakowski)
3. 04:20 PM - Re: AeroElectric-List Digest: 11 Msgs - 08/25/07 (jim-bean@att.net)
4. 04:27 PM - (jim-bean@att.net)
5. 04:53 PM - Another remote compass solution .. (James Clark)
6. 07:11 PM - Another remote compass solution (Oldsfolks@aol.com)
7. 07:59 PM - Re: Another remote compass solution (Larry Pardue)
Message 1
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| Subject: | RE: Leather supplier |
Hi Ted-
>Does anyone know of a source for leather to upholster my seats?
B&B Aircraft used to bring quite a selection to OSH. I don't know anything
about the leather market, but their prices for aircraft hardware and
electrical bits were certainly among the best on the field.
glen matejcek
aerobubba@earthlink.net
Message 2
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| Subject: | Hangar space in SC |
Folks, I am having a Hangar built at Whiteplains airpark in SC (SC99). I
have one space left for a small plane (RV preferably) Hangar should be done
in November. I thought I would let the RV crew know. Let me know if there
is interest. Only 1 space remaining $150/Month.....don
P.S. E-mail me directly if interested or call me on my cell 802-338-0018. I
am out of town this week on vacation so time for reading the list will be
sparse.
Do not archive.
Don Nowakowski , Equipment Engineering Tech
Telephone (802)288-3359,
"More than anything else the sensation
is one of perfect peace mingled with
an excitement that strains every nerve
to the utmost, if you can conceive of such
a combination."
-- Wilbur
Wright
Message 3
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| Subject: | Re: AeroElectric-List Digest: 11 Msgs - 08/25/07 |
hi all,
I have had a non-responding compass since building the plane (RV-8) and finally
decided to do something about it. Removing the compass and walking around with
it shows it to be working OK. Get it within a foot of the roll-over hoop and
it goes nuts. So the hoop is magnetized. I have tried to degauss it with a TV
type degausser without success. I think that the degausser has to surround the
metal to work, thus the hoop would have to be removed or deguassed before installing
it. I am not about to remove it.
Anyway my solution was to install a remote compass. Good solid WW2 technology.
The transmitter sets in a hole cut in the aft part of the baggage compartment
floor. The front indicator is just a needle operated by a servo, connected to
the transmitter by 4 wires. There is a small inverter to supply 25 volts at 400
Hz. Works very well, just kind of pricey. This compass has aggravated me for
so long I am glad to pay it.
Jim Bean
-------------- Original message ----------------------
From: AeroElectric-List Digest Server <aeroelectric-list@matronics.com>
>
> *
>
> =================================================
> Online Versions of Today's List Digest Archive
> =================================================
>
> Today's complete AeroElectric-List Digest can also be found in either of the
> two Web Links listed below. The .html file includes the Digest formatted
> in HTML for viewing with a web browser and features Hyperlinked Indexes
> and Message Navigation. The .txt file includes the plain ASCII version
> of the AeroElectric-List Digest and can be viewed with a generic text editor
> such as Notepad or with a web browser.
>
> HTML Version:
>
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter 0
> 7-08-25&Archive=AeroElectric
>
> Text Version:
>
>
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> -08-25&Archive=AeroElectric
>
>
> ===============================================
> EMail Version of Today's List Digest Archive
> ===============================================
>
>
> ----------------------------------------------------------
> AeroElectric-List Digest Archive
> ---
> Total Messages Posted Sat 08/25/07: 11
> ----------------------------------------------------------
>
>
> Today's Message Index:
> ----------------------
>
> 1. 04:21 AM - Re: KX125 Wiring / Nav Com Question (David & Elaine
> Lamphere)
> 2. 06:26 AM - Re: Shakeup at EAA Sport Aviation ()
> 3. 07:10 AM - Re: KX125 Wiring / Nav Com Question (Deene Ogden)
> 4. 07:36 AM - Re: Re: Shakeup at EAA Sport Aviation (Walter Fellows)
> 5. 09:06 AM - Re: KX125 Wiring / Nav Com Question (David & Elaine
> Lamphere)
> 6. 09:06 AM - Re: KX125 Wiring / Nav Com Question (David & Elaine
> Lamphere)
> 7. 01:13 PM - Blind Encoder Power Connection to Garmin GTX-327 Transponder
> (David & Elaine Lamphere)
> 8. 01:41 PM - Re: Blind Encoder Power Connection to Garmin GTX-327
> Transponder (Mike)
> 9. 02:41 PM - Re: Radio problem! (Travis)
> 10. 03:55 PM - Re: Blind Encoder Power Connection (David & Elaine Lamphere)
> 11. 05:22 PM - Re: Blind Encoder Power Connection to Garmin GTX-327
> Transponder (Ron Quillin)
>
>
>
> ________________________________ Message 1
> _____________________________________
>
>
> Time: 04:21:19 AM PST US
> From: "David & Elaine Lamphere" <lamphere@vabb.com>
> Subject: Re: AeroElectric-List: KX125 Wiring / Nav Com Question
>
>
> Thanks to all that responded. Due to another persons kindness, I obtained an
> installation manual for the KX125. You guys are correct in that the vor/loc
> composite signal pins are used for driving an indicator. What isn't clear or
> mentioned in the manual, is whether these two pins need to be jumpered (even
> if you are not using an external indicator).. if there is an output AND
> input involved, then does the unit need this jumper for it to function
> properly?
>
> I would guess that it won't hurt to put this jumper in anyway.. :-)
>
> Dave
>
> ----- Original Message -----
> From: "Mike" <mlas@cox.net>
> Sent: Friday, August 24, 2007 10:51 PM
> Subject: RE: AeroElectric-List: KX125 Wiring / Nav Com Question
>
>
> >
> > Those pins are used to drive certin CDIs, RMIs or HSIs that accept a
> > single composite line. Older unites require the older style of direct
> > analog signaling. With the composite signal you can send the
> > information over one wire instead of the 6-10 from the analog style.
> > Both sides have to be able to interpret a composite signal. Hope this
> > helps!
> >
> > Mike
> >
> > -----Original Message-----
> > From: owner-aeroelectric-list-server@matronics.com
> > [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of David
> > & Elaine Lamphere
> > Sent: Friday, August 24, 2007 2:55 PM
> > To: aeroelectric-list@matronics.com
> > Subject: AeroElectric-List: KX125 Wiring / Nav Com Question
> >
> > <lamphere@vabb.com>
> >
> > I'm in the process of rewiring the connectors on a used King KX125
> > nav/com
> > and am puzzled by a couple of pins that were previously wired.
> >
> > Connector P501 pins H and J are labeled (according to pinout I got from
> > the
> > aeroelectric website):
> >
> > (H) VOR/LOC COMPOSITE IN and (J) VOR/LOC COMPOSITE OUT
> >
> > These were previously jumpered together with a wire leading off from the
> >
> > pair..
> >
> > Would someone who is familiar with NAV/COMS please explain what these
> > pins
> > are used for and a guess as to where they could have been connected to
> > (in
> > it's previous life)??
> >
> > Thanks,
> >
> > Dave
>
>
> ________________________________ Message 2
> _____________________________________
>
>
> Time: 06:26:32 AM PST US
> From: <gmcjetpilot@yahoo.com>
> Subject: AeroElectric-List: Re: Shakeup at EAA Sport Aviation
>
> >From: "Mike" <mlas@cox.net>
> >Subject: Re: Shakeup at EAA Sport Aviation
> >
> >But today's EAA is just a wanabe competitor to AOPA.
> >
> >Mike
>
> Not sure where you are going, but I did a
> little study of AOPA and EAA and what they
> actually do for experimental amateur built
> and flown planes.
>
> Just for clarity AOPA is a lobby group and
> represents manufactures and small non-
> scheduled commercial operators, as well as
> individual private operators (allegedly).
>
> EAA is non profit and therefore can't lobby
> but they do a lot of legal work clarifying
> the FAR's. If you ever had a DAR tell you
> that your RV-7 needs an A&P sign off because
> the engine is from a certified aircraft, you
> will appreciate what they do.
>
> Since the AOPA is aligned heavily with
> manufactures of certified aircraft and the
> aviation business, the needs of experimental
> aircraft is not a priority for them. The EAA
> is all we have and they are best suited to
> protect our niche of the aviation world.
>
> There are common goals and interest between
> AOPA and EAA, who do work together some
> times, but not always.
>
> In California, LA area an airport banned
> experimental aircraft (tried to) and the Las
> Vegas FSDO tried to restrict experimental's
> from a huge block of air space. Behind the
> scene the EAA solved the issue. Unlike the
> AOPA the EAA did not blow their own horn.
> They like to take a quite approach and not
> embarrass the FAA. They where successful
> in both cases.
>
> EAA is not immune of criticism. This topic
> went around the RV-list. The main complaint
> I had in the past was the magazine was
> dummied down and they dropped the Caf
> Foundation org reports. I was told they
> where too technical for most. They have done
> better in the last year or so, but if you
> want technical info, go to the internet,
> which has replaced most topical print media.
> "Contact" magazine is more technical for the
> real experimenter and tinkerer.
>
> EAA's SA magazine does need contributors. If
> you have an idea for an article write it, they need
> content. Many past articles where "fluff" and seemed
> more like advertisement propaganda than fact.
>
>
> EAA does many things to protect experimental
> plane rights, building and use of airspace, fighting
> made up interpretations of the FAR's by DAR's and
> FAA inspectors.
>
> If you have a question about AD compliance,
> required equip or TSO'ed requirements for
> experimental aircraft, they have brief on it
> for members.
>
> The EAA tax records are public record. Not
> surprising on about $30 mil revenue,
> expenses where almost exactly $30 mil, thus
> non-profit. Not a surprise.
>
> Tom Poberezny makes $418,000, about
> 1/2 million in total compensation a year as
> CEO of the EAA. That seems in-line with CEO
> salaries I suppose, for a $30 organization..
>
> Airventure does bring in lots of money but
> also cost a lot of money to put on.
> The magazine is a huge expense on the budget.
> I guess all the color pictures?
> Dues are the big revenue stream.
>
> The P-51 thing is very old news. It was about his
> dad, Paul, EAA founder and former CEO. There
> was some blow-up I recall about his P-51
> time being paid for by the EAA. That was
> resolved and I recall Paul retired soon
> thereafter. Paul's still on the payroll and
> makes about $80k or $160k a year?
>
> EAA's tax return looks normal to me; the board
> of directors are all volunteers. They spend a
> lot on office space and professional services.
>
> My EAA membership is based on more than the
> magazine and Airventure. They do have good
> programs like young eagles, and the local
> chapters are also a nice thing. If you are active
> in building and flying experimental aircraft the
> EAA is valuable. I have talked to EAA legal
> a few times and they know their stuff, surprisingly
> better than the FAA. There are some old bones
> in the FAA closet that they try to pass as facts.
>
>
> Of all organizations, EAA does the most to protect
> our incredible freedom to build and fly planes we
> make with our own hands. Forces constantly are
> trying to re-write and restrict those freedoms. EAA
> is doing the most of us specifically, IMHO.
>
>
> To be fair AOPA is the only real lobby group on
> capital hill that is representing our "special interest".
> Of course we can always write our DC politicians
> directly. May be we should start a quasi political
> group of all experimental aircraft builders/ owners.
> That would be a good sized voter block. The
> economy of the kit plane business and all the support
> and part companies is substantial.
>
>
> Cheers George EAA member since 1985
>
>
> ---------------------------------
>
> ________________________________ Message 3
> _____________________________________
>
>
> Time: 07:10:15 AM PST US
> From: "Deene Ogden " <deene@austin.rr.com>
> Subject: Re: AeroElectric-List: KX125 Wiring / Nav Com Question
>
> The jumper is required (and I know as I just spend several weeks debugging a
> KX125 installation in which the internal VOR indicator would not work). I
> had to talk to the factory tech guy to get this info as the installation
> schematic shows the jumper as part of a connection to an external indicator
> but DOES NOT have a note indicating that the jumper is required for the
> operation of the internal VOR indicator.
>
>
> Deene Ogden
>
> EAA Tech Counselor/Flight Advisor
>
>
> ________________________________ Message 4
> _____________________________________
>
>
> Time: 07:36:51 AM PST US
> From: "Walter Fellows" <walter.fellows@gmail.com>
> Subject: Re: AeroElectric-List: Re: Shakeup at EAA Sport Aviation
>
> Thanks very much for the clarification.
>
> On 8/25/07, gmcjetpilot@yahoo.com <gmcjetpilot@yahoo.com> wrote:
> >
> > >From: "Mike" <mlas@cox.net>
> > >Subject: Re: Shakeup at EAA Sport Aviation
> > >
> > >But today's EAA is just a wanabe competitor to AOPA.
> > >
> > >Mike
> >
> > Not sure where you are going, but I did a
> > little study of AOPA and EAA and what they
> > actually do for experimental amateur built
> > and flown planes.
> >
> > Just for clarity AOPA is a lobby group and
> > represents manufactures and small non-
> > scheduled commercial operators, as well as
> > individual private operators (allegedly).
> >
> > EAA is non profit and therefore can't lobby
> > but they do a lot of legal work clarifying
> > the FAR's. If you ever had a DAR tell you
> > that your RV-7 needs an A&P sign off because
> > the engine is from a certified aircraft, you
> > will appreciate what they do.
> >
> > Since the AOPA is aligned heavily with
> > manufactures of certified aircraft and the
> > aviation business, the needs of experimental
> > aircraft is not a priority for them. The EAA
> > is all we have and they are best suited to
> > protect our niche of the aviation world.
> >
> > There are common goals and interest between
> > AOPA and EAA, who do work together some
> > times, but not always.
> > In California, LA area an airport banned
> > experimental aircraft (tried to) and the Las
> > Vegas FSDO tried to restrict experimental's
> > from a huge block of air space. Behind the
> > scene the EAA solved the issue. Unlike the
> > AOPA the EAA did not blow their own horn.
> > They like to take a quite approach and not
> > embarrass the FAA. They where successful
> > in both cases.
> >
> > EAA is not immune of criticism. This topic
> > went around the RV-list. The main complaint
> > I had in the past was the magazine was
> > dummied down and they dropped the Caf=E9
> > Foundation org reports. I was told they
> > where too technical for most. They have done
> > better in the last year or so, but if you
> > want technical info, go to the internet,
> > which has replaced most topical print media.
> > "Contact" magazine is more technical for the
> > real experimenter and tinkerer.
> >
> > EAA's SA magazine does need contributors. If
> > you have an idea for an article write it, they need
> > content. Many past articles where "fluff" and seemed
> > more like advertisement propaganda than fact.
> >
> >
> > EAA does many things to protect experimental
> > plane rights, building and use of airspace, fighting
> > made up interpretations of the FAR's by DAR's and
> > FAA inspectors.
> >
> > If you have a question about AD compliance,
> > required equip or TSO'ed requirements for
> > experimental aircraft, they have brief on it
> > for members.
> > The EAA tax records are public record. Not
> > surprising on about $30 mil revenue,
> > expenses where almost exactly $30 mil, thus
> > non-profit. Not a surprise.
> >
> > Tom Poberezny makes $418,000, about
> > 1/2 million in total compensation a year as
> > CEO of the EAA. That seems in-line with CEO
> > salaries I suppose, for a $30 organization..
> >
> > Airventure does bring in lots of money but
> > also cost a lot of money to put on.
> > The magazine is a huge expense on the budget.
> > I guess all the color pictures?
> > Dues are the big revenue stream.
> > The P-51 thing is very old news. It was about his
> > dad, Paul, EAA founder and former CEO. There
> > was some blow-up I recall about his P-51
> > time being paid for by the EAA. That was
> > resolved and I recall Paul retired soon
> > thereafter. Paul's still on the payroll and
> > makes about $80k or $160k a year?
> >
> > EAA's tax return looks normal to me; the board
> > of directors are all volunteers. They spend a
> > lot on office space and professional services.
> >
> > My EAA membership is based on more than the
> > magazine and Airventure. They do have good
> > programs like young eagles, and the local
> > chapters are also a nice thing. If you are active
> > in building and flying experimental aircraft the
> > EAA is valuable. I have talked to EAA legal
> > a few times and they know their stuff, surprisingly
> > better than the FAA. There are some old bones
> > in the FAA closet that they try to pass as facts.
> >
> >
> > Of all organizations, EAA does the most to protect
> > our incredible freedom to build and fly planes we
> > make with our own hands. Forces constantly are
> > trying to re-write and restrict those freedoms. EAA
> > is doing the most of us specifically, IMHO.
> >
> >
> > To be fair AOPA is the only real lobby group on
> > capital hill that is representing our "special interest".
> > Of course we can always write our DC politicians
> > directly. May be we should start a quasi political
> > group of all experimental aircraft builders/ owners.
> > That would be a good sized voter block. The
> > economy of the kit plane business and all the support
> > and part companies is substantial.
> >
> >
> > Cheers George EAA member since 1985
> >
> > *
> >
> ==========
> ==========
> ==========
> >
> > *
> >
> >
>
> ________________________________ Message 5
> _____________________________________
>
>
> Time: 09:06:08 AM PST US
> From: "David & Elaine Lamphere" <lamphere@vabb.com>
> Subject: Re: AeroElectric-List: KX125 Wiring / Nav Com Question
>
> Whoops! Make that thank you Deene
>
> ... eyes must be going!
>
> Dave
>
> ________________________________ Message 6
> _____________________________________
>
>
> Time: 09:06:15 AM PST US
> From: "David & Elaine Lamphere" <lamphere@vabb.com>
> Subject: Re: AeroElectric-List: KX125 Wiring / Nav Com Question
>
> AHAH!!! Thanks Duane!
>
> without an external indicator, there aren't too many connections
> required.
>
> Dave
> ----- Original Message -----
> From: Deene Ogden
> To: aeroelectric-list@matronics.com
> Sent: Saturday, August 25, 2007 10:07 AM
> Subject: Re: AeroElectric-List: KX125 Wiring / Nav Com Question
>
>
> The jumper is required (and I know as I just spend several weeks
> debugging a KX125 installation in which the internal VOR indicator would
> not work). I had to talk to the factory tech guy to get this info as
> the installation schematic shows the jumper as part of a connection to
> an external indicator but DOES NOT have a note indicating that the
> jumper is required for the operation of the internal VOR indicator.
>
>
>
> Deene Ogden
>
> EAA Tech Counselor/Flight Advisor
>
>
>
>
> ________________________________ Message 7
> _____________________________________
>
>
> Time: 01:13:26 PM PST US
> From: "David & Elaine Lamphere" <lamphere@vabb.com>
> Subject: AeroElectric-List: Blind Encoder Power Connection to Garmin GTX-327
> Transponder
>
>
> Anyone have a blind altitude encoder (like an AK-350) that is getting it's
> power from pin 14 (switched power output) on a Garmin GTX327 transponder?
>
> I notice that the schematic for the Garmin says that pin is good for 1.5A
> max. The encoder document says it draws .60 amp for 1 min during warm-up.
>
> This seems to me to be OK, but what puzzles me is that the page in the
> encoder that lists connections for the 320/327 has pin 15 (main power for
> the 327) listed for power.
>
> What have you guys used for powering up the blind encoder??
>
> Thanks,
>
> Dave
>
>
> ________________________________ Message 8
> _____________________________________
>
>
> Time: 01:41:59 PM PST US
> From: "Mike" <mlas@cox.net>
> Subject: RE: AeroElectric-List: Blind Encoder Power Connection to Garmin GTX-327
> Transponder
>
>
> Dave,
>
> You can do it either way! Pin 14 is switched out limited to 1.5 amps
> which is well below the use of the encoder. If you use an avionics
> master you can go to pin 15 which is power into the transponder or you
> could go directly to a circuit breaker.
>
> Mike
>
> -----Original Message-----
> From: owner-aeroelectric-list-server@matronics.com
> [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of David
> & Elaine Lamphere
> Sent: Saturday, August 25, 2007 1:12 PM
> Subject: AeroElectric-List: Blind Encoder Power Connection to Garmin
> GTX-327 Transponder
>
> <lamphere@vabb.com>
>
> Anyone have a blind altitude encoder (like an AK-350) that is getting
> it's
> power from pin 14 (switched power output) on a Garmin GTX327
> transponder?
>
> I notice that the schematic for the Garmin says that pin is good for
> 1.5A
> max. The encoder document says it draws .60 amp for 1 min during
> warm-up.
>
> This seems to me to be OK, but what puzzles me is that the page in the
> encoder that lists connections for the 320/327 has pin 15 (main power
> for
> the 327) listed for power.
>
> What have you guys used for powering up the blind encoder??
>
> Thanks,
>
> Dave
>
>
> 7/29/2007 11:14 PM
>
>
> 7/29/2007 11:14 PM
>
>
> ________________________________ Message 9
> _____________________________________
>
>
> Time: 02:41:04 PM PST US
> Subject: AeroElectric-List: Re: Radio problem!
> From: "Travis" <travishamblen@gmail.com>
>
>
> PROBLEM SOLVED!!! The BNC connector at the antenna was gounding out. I made
a
> whole new cable for good measure, and all the problems are long gone!!! Thanks
> for all the advice....
>
> Travis
>
>
> mprather(at)spro.net wrote:
> > If you speak into the mic while transmitting, do you hear your voice (from
> > the sidetone) through the headphones? Are other stations able to hear
> > your transmission? With good quality? In addition to adjusting the gain,
> > you might be able to adjust the sidetone volume if everything else appears
> > to be working properly.
> >
> >
> > Regards,
> >
> > Matt-
> >
> >
> > >
> > >
> > >
> > > I have an XCom radio in my RV-7A and I am having some problems
> > > transmitting. I seem to receive just fine. When I push the PTT button
on
> > > the pilot control stick I get a static in my headset. If I push the PTT
> > > button on the passenger control stick I get the same static (in the pilot
> > > headset) with the same intensity. When I switch headsets to my backup
> > > headset I don't hear the static when I push the PTT. HOWEVER, the problem
> > > is much worse in flight (possibly due to a louder environment); on the
> > > ground with the engine shut down the static is minimal. I have not tried
> > > the backup headset in flight. I will fly tonight with the other headset
> > > to see if this eliminates the problem, but I don't think it will. Since
> > > it only happens when transmitting I am starting to think there is a
> > > problem with the PTT wiring?? Any ideas to start me out? I will report
> > > back with the results of using a different headset. Could this be a gain
> > > adjustment needed (I can adjust the gain)?
> > >
> > > Travis
> > >
> > >
> > >
> > >
> > > Read this topic online here:
> > >
> > > http://forums.matronics.com/viewtopic.php?p=130771#130771
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> > >
> >
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=131000#131000
>
>
> ________________________________ Message 10
> ____________________________________
>
>
> Time: 03:55:59 PM PST US
> From: "David & Elaine Lamphere" <lamphere@vabb.com>
> Subject: Re: AeroElectric-List: Blind Encoder Power Connection
>
>
> Thanks Mike.
>
> I'll go with pin 14 as it will be easier just to put that wire (from
> encoder-xpndr cable) on a pin and insert it into the transponder socket.
> Otherwize, it would be harder to do (either putting more than one wire in a
> transponder pin or running a wire back from the connector bundle).
>
> Just wanted to be sure I was interpreting the information correctly..
>
> Dave
>
>
> ----- Original Message -----
> From: "Mike" <mlas@cox.net>
> Sent: Saturday, August 25, 2007 4:41 PM
> Subject: RE: AeroElectric-List: Blind Encoder Power Connection to Garmin
> GTX-327 Transponder
>
>
> >
> > Dave,
> >
> > You can do it either way! Pin 14 is switched out limited to 1.5 amps
> > which is well below the use of the encoder. If you use an avionics
> > master you can go to pin 15 which is power into the transponder or you
> > could go directly to a circuit breaker.
> >
> > Mike
> >
> > -----Original Message-----
> > From: owner-aeroelectric-list-server@matronics.com
> > [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of David
> > & Elaine Lamphere
> > Sent: Saturday, August 25, 2007 1:12 PM
> > To: aeroelectric-list@matronics.com
> > Subject: AeroElectric-List: Blind Encoder Power Connection to Garmin
> > GTX-327 Transponder
> >
> > <lamphere@vabb.com>
> >
> > Anyone have a blind altitude encoder (like an AK-350) that is getting
> > it's
> > power from pin 14 (switched power output) on a Garmin GTX327
> > transponder?
> >
> > I notice that the schematic for the Garmin says that pin is good for
> > 1.5A
> > max. The encoder document says it draws .60 amp for 1 min during
> > warm-up.
> >
> > This seems to me to be OK, but what puzzles me is that the page in the
> > encoder that lists connections for the 320/327 has pin 15 (main power
> > for
> > the 327) listed for power.
> >
> > What have you guys used for powering up the blind encoder??
> >
> > Thanks,
> >
> > Dave
> >
> >
> > 7/29/2007 11:14 PM
> >
> >
> > 7/29/2007 11:14 PM
> >
> >
> >
>
>
> ________________________________ Message 11
> ____________________________________
>
>
> Time: 05:22:45 PM PST US
> Subject: Re: AeroElectric-List: Blind Encoder Power Connection to Garmin
> GTX-327
> Transponder
> From: Ron Quillin <rjquillin@gmail.com>
>
>
> At 13:12 8/25/2007, you wrote:
> >Anyone have a blind altitude encoder (like an AK-350) that is
> >getting it's power from pin 14 (switched power output) on a Garmin
> >GTX327 transponder?
>
> Yes
>
> >I notice that the schematic for the Garmin says that pin is good for
> >1.5A max. The encoder document says it draws .60 amp for 1 min during warm-up.
>
> OK, no problem there. 0.6A is far less than 1.5A
>
> >This seems to me to be OK, but what puzzles me is that the page in
> >the encoder that lists connections for the 320/327 has pin 15 (main
> >power for the 327) listed for power.
>
> Yes, that is the supply to the 327, and anything else powered from
> pin 14 as well.
> Your encoder document shows connections to/from the 327?
> Either pin could be used, but should you need/want encoder output
> (perhaps for a GPS/LORAN) while the transponder was off, pin 14 would
> not be a good choice for encoder power.
>
> >What have you guys used for powering up the blind encoder??
> >
> >Thanks,
> >
> >Dave
>
>
>
>
>
>
>
>
>
Message 4
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hi all,
I have had a non-responding compass since building the plane (RV-8) and finally
decided to do something about it. Removing the compass and walking around with
it shows it to be working OK. Get it within a foot of the roll-over hoop and it
goes nuts. So the hoop is magnetized. I have tried to degauss it with a TV type
degausser without success. I think that the degausser has to surround the metal
to work, thus the hoop would have to be removed or deguassed before installing
it. I am not about to remove it.
Anyway my solution was to install a remote compass. Good solid WW2 technology.
The transmitter sets in a hole cut in the aft part of the baggage compartment
floor. The front indicator is just a needle operated by a servo, connected to
the transmitter by 4 wires. There is a small inverter to supply 25 volts at 400
Hz. Works very well, just kind of pricey. This compass has aggravated me for so
long I am glad to pay it.
Jim Bean
Message 5
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| Subject: | Another remote compass solution .. |
This may a bit late to help you but the Ritchie M2 compass has worked great
for us over the last 5 years. Costs about $150.
See: http://www.shipstore.com/SS/HTML/RIT/RITM2WDSP.html
The remote sensor is behind the baggage bulkhead in the RV6.
It does NOT work that well in turns but once the wings are back to level it
quickly swings to the correct heading.
James
On 8/26/07, jim-bean@att.net <jim-bean@att.net> wrote:
>
>
> hi all,
> I have had a non-responding compass since building the plane (RV-8) and
> finally
> decided to do something about it. Removing the compass and walking around
> with
> it shows it to be working OK. Get it within a foot of the roll-over hoop
> and it
> goes nuts. So the hoop is magnetized. I have tried to degauss it with a TV
> type
> degausser without success. I think that the degausser has to surround the
> metal
> to work, thus the hoop would have to be removed or deguassed before
> installing
> it. I am not about to remove it.
>
> Anyway my solution was to install a remote compass. Good solid WW2
> technology.
> The transmitter sets in a hole cut in the aft part of the baggage
> compartment
> floor. The front indicator is just a needle operated by a servo, connected
> to
> the transmitter by 4 wires. There is a small inverter to supply 25 volts
> at 400
> Hz. Works very well, just kind of pricey. This compass has aggravated me
> for so
> long I am glad to pay it.
>
> Jim Bean
>
>
--
This is an alternate email. Please continue to email me at
james@nextupventures.com .
Message 6
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| Subject: | Another remote compass solution |
I found the best solution to the compass problem was my GPS ?? Imagine that
!!!
Bob Olds
http://discover.aol.com/memed/aolcom30tour
Message 7
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| Subject: | Re: Another remote compass solution |
Some GPSs have an internal compass, but no aircraft unit I know of.
Otherwise, the problem is that the GPS does not give heading, which
is what is used in aviation with ATC.
Larry Pardue
Carlsbad, NM
On Aug 26, 2007, at 8:10 PM, Oldsfolks@aol.com wrote:
> I found the best solution to the compass problem was my GPS ??
> Imagine that !!!
>
> Bob Olds
>
>
> www.matronics.com/Navigator?RV-List _-
> ===========================================================
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