AeroElectric-List Digest Archive

Wed 01/02/08


Total Messages Posted: 9



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


  • INDEX
  • Back to Main INDEX
  • NEXT
  • Skip to NEXT Message
  • LIST
  • Reply to LIST Regarding this Message
  • SENDER
  • Reply to SENDER Regarding this Message
    Time: 08:03:51 AM PST US
    Subject: Re: Powering the Ignition and Fuel Injectors on
    Egg. Subaru
    From: <longg@pjm.com>
    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


  • INDEX
  • Back to Main INDEX
  • PREVIOUS
  • Skip to PREVIOUS Message
  • NEXT
  • Skip to NEXT Message
  • LIST
  • Reply to LIST Regarding this Message
  • SENDER
  • Reply to SENDER Regarding this Message
    Time: 08:40:58 AM PST US
    Subject: Re: Powering the Ignition and Fuel Injectors on Egg.
    Subaru
    From: "mikef" <mikefapex@gmail.com>
    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


  • INDEX
  • Back to Main INDEX
  • PREVIOUS
  • Skip to PREVIOUS Message
  • NEXT
  • Skip to NEXT Message
  • LIST
  • Reply to LIST Regarding this Message
  • SENDER
  • Reply to SENDER Regarding this Message
    Time: 11:54:48 AM PST US
    From: "Bob Christensen" <flyboy.bob@gmail.com>
    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


  • INDEX
  • Back to Main INDEX
  • PREVIOUS
  • Skip to PREVIOUS Message
  • NEXT
  • Skip to NEXT Message
  • LIST
  • Reply to LIST Regarding this Message
  • SENDER
  • Reply to SENDER Regarding this Message
    Time: 05:44:33 PM PST US
    From: MauleDriver <MauleDriver@nc.rr.com>
    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


  • INDEX
  • Back to Main INDEX
  • PREVIOUS
  • Skip to PREVIOUS Message
  • NEXT
  • Skip to NEXT Message
  • LIST
  • Reply to LIST Regarding this Message
  • SENDER
  • Reply to SENDER Regarding this Message
    Time: 06:01:04 PM PST US
    From: MauleDriver <MauleDriver@nc.rr.com>
    Subject: Re: Compass
    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


  • INDEX
  • Back to Main INDEX
  • PREVIOUS
  • Skip to PREVIOUS Message
  • NEXT
  • Skip to NEXT Message
  • LIST
  • Reply to LIST Regarding this Message
  • SENDER
  • Reply to SENDER Regarding this Message
    Time: 07:13:18 PM PST US
    From: "Jim Baker" <jlbaker@msbit.net>
    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


  • INDEX
  • Back to Main INDEX
  • PREVIOUS
  • Skip to PREVIOUS Message
  • NEXT
  • Skip to NEXT Message
  • LIST
  • Reply to LIST Regarding this Message
  • SENDER
  • Reply to SENDER Regarding this Message
    Time: 10:05:44 PM PST US
    Subject: Re: Compass Requirements in Experimental Aircraft
    (updated)
    From: "Matt Prather" <mprather@spro.net>
    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


  • INDEX
  • Back to Main INDEX
  • PREVIOUS
  • Skip to PREVIOUS Message
  • NEXT
  • Skip to NEXT Message
  • LIST
  • Reply to LIST Regarding this Message
  • SENDER
  • Reply to SENDER Regarding this Message
    Time: 10:32:26 PM PST US
    Subject: Re: Powering the Ignition and Fuel Injectors on Egg.
    Subaru
    From: "marcausman" <marc@verticalpower.com>
    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


  • INDEX
  • Back to Main INDEX
  • PREVIOUS
  • Skip to PREVIOUS Message
  • NEXT
  • Skip to NEXT Message
  • LIST
  • Reply to LIST Regarding this Message
  • SENDER
  • Reply to SENDER Regarding this Message
    Time: 11:03:51 PM PST US
    From: Ed <bicyclop@pacbell.net>
    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 > >> >>




    Other Matronics Email List Services

  • Post A New Message
  •   aeroelectric-list@matronics.com
  • UN/SUBSCRIBE
  •   http://www.matronics.com/subscription
  • List FAQ
  •   http://www.matronics.com/FAQ/AeroElectric-List.htm
  • Web Forum Interface To Lists
  •   http://forums.matronics.com
  • Matronics List Wiki
  •   http://wiki.matronics.com
  • 7-Day List Browse
  •   http://www.matronics.com/browse/aeroelectric-list
  • Browse AeroElectric-List Digests
  •   http://www.matronics.com/digest/aeroelectric-list
  • Browse Other Lists
  •   http://www.matronics.com/browse
  • Live Online Chat!
  •   http://www.matronics.com/chat
  • Archive Downloading
  •   http://www.matronics.com/archives
  • Photo Share
  •   http://www.matronics.com/photoshare
  • Other Email Lists
  •   http://www.matronics.com/emaillists
  • Contributions
  •   http://www.matronics.com/contribution

    These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.

    -- Please support this service by making your Contribution today! --