jakej

Hi Snow Can you give me the details of the "tacho pulse off alternator" please ? Jake J

and .... the person who started the weight issue is a lame, just like the person who stirred up the instrument/avionics issues for Experimental. Maybe they are looking for more business Jake J

jetjr - correct, their system uses 978 mHz which we will never use here. Just need to be mindful of ANY gadgets made overseas. Jake J

you must have 'sticky' keyboard flying f = old fart Jake J

Dave It may be a good time for you to enlighten us about rolling G - would you ? Jake J

My question re number of probes was to make a point or three - Why were/are only 1 or 2 CHT probes fitted on 3300 Jabbies & are they on coolest or hottest cylinders ? Is is because of cost ? Most of the aircraft I have seen have had the CHT/EGT loom only connected to 2 cyl - curious that because when you order a standard engine sensor kit for the Jabby it includes ALL 6 of each. What is the sense of having an engine monitoring capability if you don't monitor ALL CHT's as those temps are one of the most important parameters needed to be maintained at a level to ensure reliable ops by keeping an eye on Oil press, Temp & CHT's. TREND monitoring & downloadable data capture is a feature of many EMS systems when analysed can prevent grenade events. Dave, Dynon & others offer the same but generally better quality but not as cheaply, YGWYPF Jake J

As I don't have the time to read through the now 82 pages on this subject, has there been mention of why a lot of Jabby's have only 2 x CHT probes fitted ? Jake J

Too late to change it now Mike, I'm getting old so wouldn't be able to handle the pace Jake J

Thanks Mike - it's Jansen, I figure you just made a typo Jake Jansen

yeah guys, the emphasis is on using a calibrated test gauge - it doesn't have to be a new one. Jake J

Kaz I'm based out of Aldinga (SA) & travel all over OZ - recent jobs were/are in Albany, Mackay, SA & Wee Waa, will be over east of your way wiring up a Lightning sometime soon I'll pm you . Jake J

or..... an even simpler check is to clean the headset lead plugs, if these are making a poor ground contact the symptoms can be the same. Also test with another headset. If you are using a Lightspeed Headset then try adjusting the mic gain (adjustment pot isaccessed at forward side of mic behind the tiny plug). These ideas should be tried first. Why ?, because they are easy & cost nothing to check. . Jake J Avionics/wiring installer.

no mystery re the Lightspeed gain adjustment - there is a very small plug on the forward side of microphone, when this is removed you will see a fitting (pot) with a phillips head slot that is turned (VERY carefully, as it's very lightweight in construction) to change gain settings. BNC antenna connector - they usually either click in place or not - most times if not then it's because the hole for the fitting through the skin is too small which prevents the BNC from seating properly, may or may not have happened in this case. Just saying so that others can look out for that scenario to possibly prevent hours of unnecessary troubleshooting. Chris - glad for you that your 'issues' are fixed:smile: Jake J

..and don't buy the single pointer types of Altimeters (not approved) as any Instrument test guy worth their money won't give it the tick of approval. Same sort of thing goes with the Falcon or Wultrad units, can't be legally repaired when they fail, which is only a matter of time - very short time as I've seen them failed straight out of the box. Jake J

Amen !!! Jake J

Geoffreywh, this is a generalisation & doesn't necessarily apply to your situation. As an aside - how many check that what the gauge reads is accurate ? Oh yeah I forgot, someone said to me once that it's a new one (temperature) so must be ok That guy went to a lot of trouble modifying the cowls, filling gaps, installing a bigger oil cooler & then had dual coolers fitted:doh: Turns out the EMS was overreading by 20 degrees C due to a 'bug' in the software, software fixed & problem went away & using only 1 cooler in the end. Moral of the story - don't fix a problem by replacing parts (unless they are obviously broken), confirm that what you are seeing is true by using some other method eg calibrated instruments:cheezy grin: Jake J

....and that applies to all pressure sensors & Fuel Flow units ie don't mount then directly to the engine due the damage that high frequency vibrations can do. BTW if you have a Dynon EMS system with the VDO sensors then I'd change them over to the much better more accurate Kavlico ones. Jake J

Whoooaa Dafydd, please back off here, the direction of this post is starting to sound like some LAMEs who don't want us to work on the aircraft that WE built. Some have actually approached CASA about this. We are NOT FAR 23 aircraft & never will be, however that is not to say we shouldn't use best industry practice where possible. IMO (and industry practice, etc,etc) simply put, the Starter should have a Solenoid & the Battery have it's Isolator (switch, toggle or otherwise) too. IF anyone has essential equipment that needs to be on all the time eg EFI systems, then one method could be to have switched/fused power direct from the battery so that when the battery Isolator is off the required systems to keep the engine running are still powered up. In an emergency, or if a Starter is stuck on, then disconnecting the battery for other items like flaps, lights & even radios are not really needed in most cases. Jake J

Thanks Dave, I :sorry:missed it Jake J

Just heard that there was a "termination" at SAAA - anyone know what's going on ? Jake J

So why not just use the Battery Solenoid switch which then can cut power to the Starter as is possible in a LOT of aircraft ?? Jake J

I'd suggest Bob Nucholls book 'The Aero Electric Connection' & the Advisory Circular "FAA AC 43.13-1B" (Acceptable Methods, Technique & Practices) should be mandatory reading - it sure could stop a lot of misinformation/misconceptions out there. For those who won't, or don't want to spend the money on items like Battery Isolators (which should be mounted within 150mm of battery) I'll ask this question -- Why do you have a fuel Tap ? What are the 2 main sources of fire in an aircraft ? Answer -- Fuel & Electricity (battery). Most have a Fuel Tap (I hope) so why not have a tap (Isolator) for the battery, it's standard practice in GA aircraft & makes good sense IMO. Some RA Aus aircraft manufacturers seem the think that what is good design practice elsewhere doesn't apply to them so they cut costs by not including, what is considered essential equipment by others, in the design of theirs. Another argument for a Battery Isolator is what happens if your Starter switch/solenoid (without battery isolator) stays stuck on ? You'd have to sit there watching the propellor turning until the battery runs flat - not a good look I have seen 2 homebuilt aircraft set up to do just that & they were 'certified' 101.28 types. Jake J

Too true Matty - it seems to be the case that if you 'want justice you better be able to afford it', I know that from experience. Jake J

Maybe I have something to learn about Avatars but I could not see or find what it was before