Today's Message Index:
----------------------
1. 08:03 AM - Re: Re: Powering the Ignition and Fuel Injectors on Egg. Subaru ()
2. 08:40 AM - Re: Powering the Ignition and Fuel Injectors on Egg. Subaru (mikef)
3. 11:54 AM - Re: Re: Noisy Microphone. (Bob Christensen)
4. 05:44 PM - Re: Compass Requirements in Experimental Aircraft (updated) (MauleDriver)
5. 06:01 PM - Re: Compass (MauleDriver)
6. 07:13 PM - Re: Compass Requirements in Experimental Aircraft (updated) (Jim Baker)
7. 10:05 PM - Re: Compass Requirements in Experimental Aircraft (updated) (Matt Prather)
8. 10:32 PM - Re: Powering the Ignition and Fuel Injectors on Egg. Subaru (marcausman)
9. 11:03 PM - Re: Compass Requirements in Experimental Aircraft (updated) (Ed)
Message 1
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Subject: | Re: Powering the Ignition and Fuel Injectors on |
Egg. Subaru
If you guys are that far behind, why not abandon the ExpBus? It's not
like there is 1K's of $$ wrapped up in that stuff. If it were worth that
easy, you'd already be flying. It will take you about 2 hours to rip out
and toss the Expbus and replace it with a few ATC's at 1/4 the cost.
There are too many limitations with that device to offset the supposed
benefit of those silly breaker switchy things they use. I thought about
it initially too, but after some due diligence I won't let that thing in
the same room as my 2.5.
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
Carlos Trigo
Sent: Tuesday, January 01, 2008 12:45 PM
Subject: RE: AeroElectric-List: Re: Powering the Ignition and Fuel
Injectors on Egg. Subaru
--> <trigo@mail.telepac.pt>
Bob
I add my voice to those (and there are hundreds more out there) who will
be very pleased (and will thank you) if you address this issue USING the
ExpBus. Of course, it will be better if you do both (with and without
the ExpBus).
Carlos
> -----Original Message-----
> From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-
> server@matronics.com] On Behalf Of ronburnett@charter.net
> Sent: segunda-feira, 31 de Dezembro de 2007 20:57
> To: aeroelectric-list@matronics.com
> Subject: AeroElectric-List: Re: Powering the Ignition and Fuel
> Injectors
on Egg.
> Subaru
>
>
> Bob and all,
> It is true that Jan no longer requires using the EXP BUS but there are
still some of
> us slow pokes who purchased one and are installing it with our H-4
> engines
that
> are not yet flying. I went to Bob's course twice and would love to
> see
his rec. using
> the EXP BUS which in my case, will be installed with their brackets
attached to
> ensure no abnormal stress on componets or switches.
> Ron Burnett
> RV-6A with Eggenfellner H-4
Message 2
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Subject: | Re: Powering the Ignition and Fuel Injectors on Egg. |
Subaru
I will second longg's comment about tossing the ExpBus. When I started all things
electrical was pretty clueless. I too thought the ExpBus would be a salvation.
Using Bob's book and reading this list helped a lot. Also talked with local
EAA technical advisors. I came to realize, for my aircraft, the Expbus was
actually very limited.
I have a much more flexible system design, and it is exactly what I want/need.
The ExpBus would have been very limiting in delivering the things I want.
So read up and ask questions, plenty of good folks here to help.
Fly Safe,
Mike
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=155552#155552
Message 3
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Subject: | Re: Noisy Microphone. |
Have you tried a different mic?
I sound like the mic you are using has too much drive if you had to set your
mic gain to 1?
Regards,
Bob C.
On Dec 30, 2007 4:36 AM, Chris Byrne <jack.byrne@bigpond.com> wrote:
> jack.byrne@bigpond.com>
>
>
> Thanks to everyone who gave advice.
>
> Results
> I switched antenna's, no joy.
> Checked earths and found a lose earth, no joy
> Adjusted microphone gain on headset, no joy
>
> All the while the transmission on the GNC300XL has been great as has the
> reception on the SL30.
>
> Transmission on the SL30 has been full of background noise and unreadable.
>
> Fixed it.
> The SL30 has its own microphone gain that is easy to adjust. It has a
> range
> of 1 to 256 and is preset at 128.
> To get a good transmission I had to wind it back to 1.
>
> Its fine now.
>
> Chris Byrne
> SYDNEY
>
>
Message 4
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Subject: | Re: Compass Requirements in Experimental Aircraft |
(updated)
Robert Feldtman wrote:
> Secondly - most of us use our GPS to set our DG anyway - not the compass.
>
Is that true? I am under the impression that it continues to be
necessary to set the DG relative to magnetic north in order to correctly
respond to vectors.
I believe that ATC gives only magnetic heading vectors (though it seems
that it's time to go to true headings). It's an important issue in IFR
ops but still relevant in VFR. Usually it doesn't make much of a
difference but I just did 400 miles in 45knot winds at 8,000 and below
it really did make a difference. (BTW, it was a glorious tailwind!)
Do many of you use the GPS to set your DG? I navigate with by GPS,
follow vectors using my DG, use my compass to set my DG, and constantly
try to discern the meaning of the difference between the two.
Perhaps I can simplify things a bit. Thinking it through, I could
easily keep my DG set to my desired GPS course. But I would then have
to remember to reset it or at least check it when getting vectors. I
usually only get vectors at the beginning and end of flights. But I
guess I've just learned to use my GPS as primary during point to point
navigation and use my DG as primary during vectors and put up with the
difference between the two.
Bill "can't wait to get that 45 knots all the time when I move to an
RV10" Watson
>
>
>
> On 12/28/07, *Tim Olson* <Tim@myrv10.com <mailto:Tim@myrv10.com>> wrote:
>
> <mailto:Tim@MyRV10.com> >
>
> Another builder asked me to forward this because he's on
> vacation, but wanted to join in the thread:
>
> "But another very important issue regarding magnetism is that the
> steel
> parts in the plane can pick up residual magnetism from permanent
> magnets
> and it can be a real problem to sniff out and get rid of with a
> magnaflux (I think he means degaussing -Tim) tool. I believe a I
> made
> a complete posting regarding this in the RV10-list archive. But even
> the helical steel coil in scat tubing is capable of causing totally
> eronous compass readings. I had this occur when we re-did the
> instrument panel in our glastar. I even avoid using magnetic tip
> tools
> now that I've seen how difficult it can be to solve the residual
> magnetism problem.
>
> -bob newman
>
>
> Tim Olson wrote:
> <Tim@MyRV10.com <mailto:Tim@MyRV10.com>>
> >
> > So one of the morals to the story is that magnetic base antennas
> > have no place in an airplane. They won't just screw with your
> > nearby compass but can screw with your much more sensitive EFIS
> > magnetometer as well. Any antenna with a magnet should be cut
>
>
> *
>
>
> *
Message 5
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|
Well, as a data point, I just finished a flight where that would not
have worked at all. The winds were too high, the flight too long, and
the precessing was worse than usual (I think) due to lee wave
conditions. 5b2 to 8nc8 1/2/07.
It occurs to me that like many things in aviation, there are time tested
reasons for the basic procedure. Modifying them should be done with
excess caution.
Can't wait to get to the remote magnetometer.
Bill Watson
Ed wrote:
> You can, in fact, set your DG accurately with a GPS while taxiing.
> Sure it will precess, but by that time you've got a pretty good idea
> if the winds aloft are a factor. Better yet - throw the DG away and
> get an EFIS with a remote magnetometer.
>
> Pax,
>
> Ed Holyoke
>
>
>> On 12/29/07, *Dawson-Townsend,Timothy * <tdawson-townsend@aurora.aero
>> <mailto:tdawson-townsend@aurora.aero>> wrote:
>>
>>
>>
>> bobf wrote:
>>
>> "Secondly - most of us use our GPS to set our DG anyway - not the
>> compass."
>>
>>
>>
>> Let's not get track (what a GPS gives you) confused with heading
>> (what your compass gives you). We've all seen those cross wind
>> days where track and heading differ by 30 degrees. That's the
>> beauty of the EFIS systems that compare magnetic-driven heading
>> (your magnetometer being essentially a compass) to GPS track,
>> then do the math, and tell you the wind magnitude and direction.
>>
>>
>>
>> TDT
>>
>>
>>
>>
>>
>> Tim Dawson-Townsend
>>
>> tdt@aurora.aero <mailto:tdt@aurora.aero>
>>
>> 617-500-4812 (office)
>>
>>
>> *
>> *
>
> *
>
>
> *
Message 6
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Subject: | Re: Compass Requirements in Experimental Aircraft |
(updated)
X-mailer: Pegasus Mail for Windows (4.41)
X-SpamReason %%SpamReason%%:
> I believe that ATC gives only magnetic heading vectors (though it seems that
it's time to go to
> true headings).
I'll second that. My current job is a contract procedures
development specialist for the FAA and the things we see with
facility Mag Var issues would make most folks cry.
A lot of the facility Mag Vars go back to the 60s, 70s and 80s.
Consider what happens when you have an NDB with a 60s Mag
Var, a nearby VORTAC with a 70s Mag Var, and an ILS with an
80s Mag Var.
ZZV ZANESVILLE VOR/DME Variation: 06W (1990)
TVT TIVERTON VOR/DME Variation: 03W (1965)
Only 32 miles from each other. If you saw how much havoc
changing just one Mag Var causes, which you really can't do
efficiently because of the ripple effect....change one, you'd better
be prepared to change a lot of them. That's why Mag Vars don't
get changed often.
Personally, I'm hoping for the pole reversal........
Jim Baker
580.788.2779
Elmore City, OK
Message 7
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Subject: | Re: Compass Requirements in Experimental Aircraft |
(updated)
Seems like ATC doesn't ever try to "thread the needle" with vectoring
traffic. Usually they get everybody pointed in general directions such
that no sheet metal will be bent. If while watching the scope a few
sweeps they think somebody needs a correction, they issue new vectors as
necessary. As long as the pilots aren't changing reference in midstream,
I don't think it's ever a big issue. I hear on the radio all the time
"N12345 fly heading 245" and then later "N12345 turn 10 degrees right."
And even "N12345 say heading." Another thing is if they have you cruising
on a heading that's crosswind and then issue you a climb instruction, your
ground speed is going to come down (in anything most of us are flying) and
hence the crosswind is going to change your ground track.. I don't think
it's like "Pushing Tin."
Regards,
Matt-
> Robert Feldtman wrote:
>> Secondly - most of us use our GPS to set our DG anyway - not the
>> compass.
>>
> Is that true? I am under the impression that it continues to be
> necessary to set the DG relative to magnetic north in order to correctly
> respond to vectors.
>
> I believe that ATC gives only magnetic heading vectors (though it seems
> that it's time to go to true headings). It's an important issue in IFR
> ops but still relevant in VFR. Usually it doesn't make much of a
> difference but I just did 400 miles in 45knot winds at 8,000 and below
> it really did make a difference. (BTW, it was a glorious tailwind!)
>
> Do many of you use the GPS to set your DG? I navigate with by GPS,
> follow vectors using my DG, use my compass to set my DG, and constantly
> try to discern the meaning of the difference between the two.
>
> Perhaps I can simplify things a bit. Thinking it through, I could
> easily keep my DG set to my desired GPS course. But I would then have
> to remember to reset it or at least check it when getting vectors. I
> usually only get vectors at the beginning and end of flights. But I
> guess I've just learned to use my GPS as primary during point to point
> navigation and use my DG as primary during vectors and put up with the
> difference between the two.
>
> Bill "can't wait to get that 45 knots all the time when I move to an
> RV10" Watson
>
>>
>>
>>
>> On 12/28/07, *Tim Olson* <Tim@myrv10.com <mailto:Tim@myrv10.com>> wrote:
>>
>> <mailto:Tim@MyRV10.com> >
>>
>> Another builder asked me to forward this because he's on
>> vacation, but wanted to join in the thread:
>>
>> "But another very important issue regarding magnetism is that the
>> steel
>> parts in the plane can pick up residual magnetism from permanent
>> magnets
>> and it can be a real problem to sniff out and get rid of with a
>> magnaflux (I think he means degaussing -Tim) tool. I believe a I
>> made
>> a complete posting regarding this in the RV10-list archive. But
>> even
>> the helical steel coil in scat tubing is capable of causing totally
>> eronous compass readings. I had this occur when we re-did the
>> instrument panel in our glastar. I even avoid using magnetic tip
>> tools
>> now that I've seen how difficult it can be to solve the residual
>> magnetism problem.
>>
>> -bob newman
>>
>>
>>
>> Tim Olson wrote:
>> <Tim@MyRV10.com <mailto:Tim@MyRV10.com>>
>> >
>> > So one of the morals to the story is that magnetic base antennas
>> > have no place in an airplane. They won't just screw with your
>> > nearby compass but can screw with your much more sensitive EFIS
>> > magnetometer as well. Any antenna with a magnet should be cut
>>
>>
>>
>> *
>>
>>
>> *
>
>
Message 8
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Subject: | Re: Powering the Ignition and Fuel Injectors on Egg. |
Subaru
We recently updated our Subaru wiring diagrams to support the latest Subaru engine
and wiring recommendations from Jan. The Vertical Power VP-100 and VP-200
can both be used with the Subaru engine. The VP-200 switch panel is now available
in a special version that replaces the mag switch with an aux battery switch.
Also, we are now developing the engine gauges specific to the Subaru engine.
More info here (at bottom of page): http://www.verticalpower.com/documents.html
and in this thread: http://www.verticalpower.com/forums/showthread.php?t=21
--------
Marc Ausman
http://www.verticalpower.com
RV-7 IO-390 Flying
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=155686#155686
Message 9
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Subject: | Re: Compass Requirements in Experimental Aircraft |
(updated)
Hmmm, it never occurred to me to setup the GPS for true instead of
magnetic. I can see how it would be confusing. Every moving map GPS I've
ever played with has some sort of setup page where you can decide
between true and magnetic as well as North up or track up. My preference
is magnetic and track up.
It has been quite a while since I last drew a line on a chart, used a
plotter to find the true course and then converted it to magnetic using
the local variation. I tend to use a flight planning program which gives
my course bearing in magnetic, figures the time enroute and fuel burn
and even takes into account winds aloft at my planned altitude. Even
then, I just enter the destination in the GPS and go direct most of the
time. If the track and the direct to numbers are the same, my heading is
correct no matter what the DG or compass may say. As long as the ETE +
45 minutes and the time remaining on the fuel totalizer jibe, it's all
going to be OK.
When ATC issues a vector, I turn to it on the EIFS (DG to those who have
'em). It usually isn't that different from the GPS track, but I can see
how it might be off a ways if there are strong crosswinds (or lots of
precession). ATC really doesn't care a whole bunch about what your
actual heading is. They can't tell anyway. When they tell you to fly a
heading, they are looking for a resultant radar track. If that track is
not what they want from you, they'll ask for another 10 or 15 degrees of
heading change from you. The whole concept of flying headings came from
a time when you had no realtime way of knowing what your track was, but
track is what we are always trying to accomplish. Knowing the difference
between actual track and heading tells use what the winds are doing, but
staying on course is all about track. Heading is still the language that
ATC is required to use, but they'd probably be happier dealing with
track since that is what they display. I have often heard ATC ask folks
what their "heading" would be to such and such destination, and you can
bet that the pilots look at the direct to bearing on the GPS for the
answer. Armed with that, the controller knows, with some degree of
confidence, what the radar track will be and whether it will conflict
with other traffic.
Pax,
Ed Holyoke
MauleDriver wrote:
> Robert Feldtman wrote:
>
>> Secondly - most of us use our GPS to set our DG anyway - not the compass.
>>
>
> Is that true? I am under the impression that it continues to be
> necessary to set the DG relative to magnetic north in order to
> correctly respond to vectors.
>
> I believe that ATC gives only magnetic heading vectors (though it
> seems that it's time to go to true headings). It's an important issue
> in IFR ops but still relevant in VFR. Usually it doesn't make much of
> a difference but I just did 400 miles in 45knot winds at 8,000 and
> below it really did make a difference. (BTW, it was a glorious tailwind!)
>
> Do many of you use the GPS to set your DG? I navigate with by GPS,
> follow vectors using my DG, use my compass to set my DG, and
> constantly try to discern the meaning of the difference between the two.
>
> Perhaps I can simplify things a bit. Thinking it through, I could
> easily keep my DG set to my desired GPS course. But I would then have
> to remember to reset it or at least check it when getting vectors. I
> usually only get vectors at the beginning and end of flights. But I
> guess I've just learned to use my GPS as primary during point to point
> navigation and use my DG as primary during vectors and put up with the
> difference between the two.
>
> Bill "can't wait to get that 45 knots all the time when I move to an
> RV10" Watson
>
>>
>>
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