X-Virus-Scanned: clean according to Sophos on Logan.com X-PolluStop: No license found, only first 5 messages were scanned Return-Path: Sender: To: lml@lancaironline.net Date: Sun, 12 Jun 2005 17:25:09 -0400 Message-ID: X-Original-Return-Path: Received: from imo-m17.mx.aol.com ([64.12.138.207] verified) by logan.com (CommuniGate Pro SMTP 4.3.4) with ESMTP id 993096 for lml@lancaironline.net; Sun, 12 Jun 2005 13:32:31 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.138.207; envelope-from=Sky2high@aol.com Received: from Sky2high@aol.com by imo-m17.mx.aol.com (mail_out_v38_r1.7.) id q.20e.2df7b2e (4254) for ; Sun, 12 Jun 2005 13:31:41 -0400 (EDT) From: Sky2high@aol.com X-Original-Message-ID: <20e.2df7b2e.2fddcb7d@aol.com> X-Original-Date: Sun, 12 Jun 2005 13:31:41 EDT Subject: Re: [LML] Re: S-Tec Autopilots/KX155 Radios X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1118597501" X-Mailer: 9.0 Security Edition for Windows sub 5009 -------------------------------1118597501 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 6/12/2005 11:17:50 A.M. Central Standard Time, glcasey@adelphia.net writes: There is a way around this - Use a Chrysler MAP sensor. It makes a difference which one and I don't have the part number handy, but I can get it if you like. The sensor has a different pressure port, different connector and a different mounting, but that's all small stuff for us experimental types. The Chrysler sensor has a different calibration curve, but that doesn't seem to bother the S-TEC system at all. It is much more resistant to EMI and RFI and it will run on the 9 volts that the system requires. Most 5-volt devices won't do that. I've been using one in my Cessna for a few years with no problems. Gary, I wish I would have known that, It probably doesn't cost anywhere near the many hundreds of dollars for the new S-Tec sensor (in a metal case). The calibration curve can't matter much since a minute pressure change activates the pitch servo. I don't have vertical speed managed by the A/P - That's up to me and what's left of my hand eye coordination. Scott Krueger AKA Grayhawk Lancair N92EX IO320 SB 89/96 Aurora, IL (KARR) -------------------------------1118597501 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
In a message dated 6/12/2005 11:17:50 A.M. Central Standard Time,=20 glcasey@adelphia.net writes:
<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size= =3D2>There is=20 a way around this - Use a Chrysler MAP sensor.  It makes a
differe= nce=20 which one and I don't have the part number handy, but I can get
it if y= ou=20 like.  The sensor has a different pressure port, different
connect= or=20 and a different mounting, but that's all small stuff for us
experimenta= l=20 types.  The Chrysler sensor has a different calibration curve,
but= =20 that doesn't seem to bother the S-TEC system at all.  It is much=20 more
resistant to EMI and RFI and it will run on the 9 volts that the=20 system
requires.  Most 5-volt devices won't do that.  I've be= en=20 using one in my
Cessna for a few years with no=20 problems.

Gary,
 
I wish I would have known that, It probably doesn't cost anywhere near=20= the=20 many hundreds of dollars for the new S-Tec sensor (in a metal case). The=20 calibration curve can't matter much since a minute pressure change activates= the=20 pitch servo.  I don't have vertical speed managed by the A/P - That's u= p to=20 me and what's left of my hand eye coordination.=20
 
Scott Krueger=20 AKA Grayhawk
Lancair N92EX IO320 SB 89/96
Aurora, IL=20 (KARR)



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