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1. 04:19 PM - Re: AeroElectric-List Digest: 11 Msgs - 08/25/07 (jim-bean@att.net)
2. 04:31 PM - (jim-bean@att.net)
3. 05:14 PM - Re: Demagnetizing the roll bar (Carl Froehlich)
Message 1
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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>
>
> *
>
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>
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>
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>
> ===============================================
> EMail Version of Today's List Digest Archive
> ===============================================
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>
> ----------------------------------------------------------
> 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 2
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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 3
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| Subject: | RE: Demagnetizing the roll bar |
I used a bulk video tape eraser to solve the problem. I have a standard
van's pedestal mount compass on top of the glare shield. It was more than
30 degrees off when first installed.
To demagnetize the roll bar, I first removed all electronics and the compass
from the plane. I ran the tape eraser over all sides of the roll bar, and
the forward hoop of the canopy frame. It took about 4 runs total.
After reinstalling the compass and making the standard N/S and E/W
adjustments, the compass has no swing error.
I recently installed a Dynon EFIS in the panel. Using the installed EFIS
magnetometer and following the Dynon setup instructions I was able to zero
out the heading error in it as well.
Carl Froehlich
RV-8A (350 hrs)
RV-10 (wings)
-----Original Message-----
From: owner-rv8-list-server@matronics.com
[mailto:owner-rv8-list-server@matronics.com] On Behalf Of jim-bean@att.net
Sent: Sunday, August 26, 2007 7:30 PM
Subject:
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
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