---------------------------------------------------------- AeroElectric-List Digest Archive --- Total Messages Posted Wed 04/08/09: 20 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 04:00 AM - Garmin radio & transpnder installation manuals (Gilles Thesee) 2. 04:50 AM - Brass vs copper () 3. 04:50 AM - Re: Garmin radio & transpnder installation manuals (ROGER & JEAN CURTIS) 4. 05:09 AM - Re: Garmin radio & transpnder installation manuals (Floyd) 5. 05:43 AM - Re: Brass vs copper (Robert L. Nuckolls, III) 6. 06:14 AM - Re: Affixing an Engine Ground () 7. 06:42 AM - Re: Re: Polyfuses () 8. 07:00 AM - Re: Brass vs copper () 9. 07:00 AM - Re: Garmin radio & transpnder installation manuals (Ron Quillin) 10. 07:53 AM - Re: Fw: Re: IVOPROP Magnum installation instructions (Richard Girard) 11. 09:14 AM - Re: Garmin radio & transpnder installation manuals (Gilles Thesee) 12. 10:00 AM - Re: Affixing an Engine Ground (Jim Berry) 13. 11:58 AM - Re: IVOPROP Magnum (Robert L. Nuckolls, III) 14. 12:00 PM - My SD-8 Experience (Ken Harrill) 15. 12:43 PM - Re: Re: IVOPROP Magnum (Richard Girard) 16. 02:21 PM - Re: Trio altitude hold system (franz@lastfrontierheli.com) 17. 02:49 PM - Re: Brass vs copper (rparigor@SUFFOLK.LIB.NY.US) 18. 08:20 PM - AeroElectric Connection Fig. 17.6 Dual Battery Installation (Angier M. Ames) 19. 09:32 PM - Re: Trio altitude hold system () 20. 10:08 PM - Re: Trio altitude hold system (Franz Fux) ________________________________ Message 1 _____________________________________ Time: 04:00:18 AM PST US From: Gilles Thesee Subject: AeroElectric-List: Garmin radio & transpnder installation manuals Hi all, A buddy bought a Garmin SL30 Nav/Comm and a Garmin GTX 328 transponder and asked me to install them, but to date I am unable to locate the installation manuals. Does anyone happen to have them or know a convenient location ? Any input appreciated, Thanks in advance, Best regards, -- Gilles http://contrails.free.fr ________________________________ Message 2 _____________________________________ Time: 04:50:06 AM PST US From: Subject: AeroElectric-List: Brass vs copper Whem building bus bars and ground points, are there any significant reasons to use one over the other? Thanks, Gene ________________________________ Message 3 _____________________________________ Time: 04:50:13 AM PST US From: "ROGER & JEAN CURTIS" Subject: RE: AeroElectric-List: Garmin radio & transpnder installation manuals Gilles, I just saw an SL30 installation manual on Ebay. The present bid is $5.00. Roger -----Original Message----- From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Gilles Thesee Sent: Wednesday, April 08, 2009 6:56 AM Subject: AeroElectric-List: Garmin radio & transpnder installation manuals Hi all, A buddy bought a Garmin SL30 Nav/Comm and a Garmin GTX 328 transponder and asked me to install them, but to date I am unable to locate the installation manuals. Does anyone happen to have them or know a convenient location ? Any input appreciated, Thanks in advance, Best regards, -- Gilles http://contrails.free.fr ________________________________ Message 4 _____________________________________ Time: 05:09:05 AM PST US From: "Floyd" Subject: Re: AeroElectric-List: Garmin radio & transpnder installation manuals The are here for free http://www.bomar.biz/ Floyd Wilkes ----- Original Message ----- From: "Gilles Thesee" Sent: Wednesday, April 08, 2009 5:55 AM Subject: AeroElectric-List: Garmin radio & transpnder installation manuals > > > Hi all, > > A buddy bought a Garmin SL30 Nav/Comm and a Garmin GTX 328 transponder and > asked me to install them, but to date I am unable to locate the > installation manuals. > Does anyone happen to have them or know a convenient location ? > > Any input appreciated, > Thanks in advance, > > Best regards, > -- > Gilles > http://contrails.free.fr > > > ________________________________ Message 5 _____________________________________ Time: 05:43:47 AM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: Brass vs copper At 06:46 AM 4/8/2009, you wrote: > >Whem building bus bars and ground points, are there any significant >reasons to use one over the other? Brass comes in a variety of alloys and can have an electrical conductivity of perhaps 20% that of pure copper. But brass is generally easier to work with in terms of drilling clean holes. It's also a bit less reactive and subject to corrosion than copper. That relatively low conduction value is significant if you were making wire . . . and needing to efficiently carry energy long distances. But for compact parts like bus bars, either material can be considered. While making the same part from copper might offer 1/5th the electrical losses, losses in a copper bus bar are very small . . . and 5x very small is still small. How are you intending to build ground blocks? Bob . . . ----------------------------------------) ( . . . a long habit of not thinking ) ( a thing wrong, gives it a superficial ) ( appearance of being right . . . ) ( ) ( -Thomas Paine 1776- ) ---------------------------------------- ________________________________ Message 6 _____________________________________ Time: 06:14:10 AM PST US Subject: RE: AeroElectric-List: Affixing an Engine Ground From: Ah yes, thought of that. I ground off just under the bolt, so as to keep up with appearances. Thanks -----Original Message----- From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Bret Smith Sent: Tuesday, April 07, 2009 11:19 AM Subject: Re: AeroElectric-List: Affixing an Engine Ground Glenn, I would grind the paint off where you have attached the ground in order to ensure a good connection... Bret Smith RV-9A "Finishing" Blue Ridge, GA www.FlightInnovations.com ----- Original Message ----- From: Sent: Tuesday, April 07, 2009 8:14 AM Subject: RE: AeroElectric-List: Affixing an Engine Ground On closer inspection of my Lycoming I found there are two pre-determined grounding locations on the IO-360 engine. Those bearing the Dynafocal mount setup have a purpose built hole on the ear of lower mounting tabs. I've attached a few pics. Thanks, Glenn -----Original Message----- From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Robert L. Nuckolls, III Sent: Saturday, February 14, 2009 7:53 AM Subject: Re: AeroElectric-List: Affixing an Engine Ground At 09:49 AM 2/13/2009, you wrote: >I have a new IO-360 and I am at a loss as to the best place to bolt >the ground wire. Do any of you have a suggestion? A picture may be >valuable here. > >Along the same lines, my craft is fiberglass and I am wondering if >it's smart to have two such ground running from the firewall to the engine. One is sufficient. Assemblies on airplanes held together with big bolts are generally considered failure free if assembled per instructions. Even if the airplane is metal, the engine sits on non-conductive shock mounts. Some designers have called for conductive bonding straps around the shock mounts for the purpose of electrically connecting the engine to the engine mount and ultimately to the airframe at the firewall. But if you plot out all the series and paralleled connections in such an array of conductors, it becomes apparent that the most effective and simple process is the fat-wire or braided ground jumper from the crankcase to a high-quality ground on the firewall, i.e. forest-of-tabs or equal. I'd be pleased to have photos of good connections to the crankcase on various engines. I'll publish them on the website. Bob . . . ----------------------------------------) ( . . . a long habit of not thinking ) ( a thing wrong, gives it a superficial ) ( appearance of being right . . . ) ( ) ( -Thomas Paine 1776- ) ---------------------------------------- ________________________________ Message 7 _____________________________________ Time: 06:42:53 AM PST US Subject: RE: AeroElectric-List: Re: Polyfuses From: I've all but completed the installation of the dual Lightspeed and I'm attach a few pics for those still on the road. I used Bob's idea of backing up the main leads to the 5 amp Potter breaker-switches with 30 amp in line fuses. I won't advocate one approach over another so, this is how I did it and I'm sticking to it. I bring a lead in from the hot side of the battery contactor and secure it to a terminal block I picked up at Stein. This makes the distribution a breeze and leaves me a spare hot terminal for the next gadget. On the panel view the two green switch covered items are the breakers. Their lines come directly off the power feeders and the loads to the plasma boxes. >From my point of view attaching the wire to the hot side of the battery contactor is just as good as going directly to the battery. If the battery lead falls off my lead will also, so what's the point. If the contactor lead falls off, I'll use my backup battery to feed the terminal bar. If any of that happens and I'm still around I'm going to torque the bolts onto the battery and the contactor and then epoxy the threads so they never come off again. I expect no issues. I talked to an Plasma III owner last night who had one of the ignition boxes fail in flight. He did not say if the internal OVP kicked off or what the problem was but they continued the flight safely. LS replaced the box, but not before trying a new coil, wires and so on. The main problem was getting a replacement module at the off-site location and ferrying back and forth to install the parts. One caveat of these things is that Pep Boys doesn't carry them. If you are lucky enough to live in SO Cal, you will have better access to their source. One note on the in-line fuses. Don't buy them from B & C - they are poorly made. The terminals inside are not strait and the plastic is rock hard. I damaged more than one fuse trying to get them in. Threw them away and went to Napa. TG for Napa. The ignition system will have a backup battery at some point - I'm still pondering how best to work it into Z-13/8. Some pictures here... http://n661gl.blogspot.com/ Glenn -----Original Message----- From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Robert L. Nuckolls, III Sent: Tuesday, March 17, 2009 10:11 PM Subject: RE: AeroElectric-List: Re: Polyfuses --> At 11:01 AM 3/16/2009, you wrote: > >Jose, > >Would you bet your life on a floppy adaptation on your Lightspeed >ignition? Perhaps yours is just cursory interest. I'm sure you can jam >pennies in there if you like. There's no reason that would not work. > >Right now I am using Bob's proposed schematic which adds two in-line 30 >amp fuses in front of two 5 amp breakers. He also considered two relays >in place of the 30 amp ATC's. > >I guess my deal is how am I going to get at those 30 amp in-line fuses >and still keep my eye on flying the airplane. I suppose if you blow two >30 amp fuses behind the two five amp breakers suggested by LSA, you're >already in deep doo-doo. > >I wanted to ask Bob why the 30 amp fuse? Couldn't we get-a-way with >something lighter, say 20 amp? No . . . well . . . depends. When you compare the various time-to-trip curves for over-current protection, there's a often overlooked consideration - response time. Magnetic breakers and electronic breakers can be exceedingly fast. Most thermal devices are tailored to a design goal. For example, you can get 5A fast blow fuses and 5A slow blow fuses. Thermal breakers as a class of circuit protector are generally VERY slow compared to a fuse of the same ratings. So, hook a 5A breaker in series with a 5A fuse and hit the feeder with a short. The fuse opens every time. Keep increasing the fuse size and you'll find that it probably takes a 20A fuse to out-muscle a 5A breaker. So for good headroom in the design, we make the upstream protection MUCH more robust than the downstream protection. This is why ANL limiters are exceedingly robust. They are intended to be part of a distribution system wherein no single downstream feeder protection can trip an upstream feeder protection . . . even if the upstream feeder is running say 100% of system average. See: http://aeroelectric.com/Mfgr_Data/Fuses_and_Current_Limiters/Bussman/ANL _Specs.pdf Note that the "rating" for a current limiter includes enough headroom that it can be loaded to 100% of rating and still stand off a downstream breaker or fuse trip. I'm working and accident right now wherein redundant feeders to a common bus were protected with fuses and not current limiters with an unfortunate outcome. This is IMPORTANT. This is why my 5A crowbar breaker feed is protected upstream with a fusible link. The breaker will always open before the fusible link. Bob . . . >What I would like to see is a polyfuse mounted into an ATC fuse shell, >preferably one of those ATC types that have the LED already built in to >indicate a fault. By so doing, you could use the readily available ATC >fuse blocks, thereby retaining the option to simply pull the Polyfuse >out when you need to. For my first attempt, I was going to try a little >surgery on an ATC fuse package and epoxy a Polyfuse to it..., but I >have not yet taken the chance to play with this. My guess is that it >may be only a matter of time before some Taiwanese manufacturer starts >putting polyfuses in the ATC fuse format. Read the discussions on my website about the downside for having self resetting circuit protection. The Polyfuse is not a drop-in replacement for fuses or breakers. The design task I'm working right now goes to a very specific application of the Polyfuse. Similarly, fusible links are not to be used in place of breakers or fuses without sifting all the simple ideas and making sure design goals are being met. Polyfuses ARE used in automobiles. Seat adjuster motors and widow riser motors are commonly protected with Polyfuses. But you can be sure that if there were good value in using them everywhere, the car guys would have ditched the fuse block a long time ago. They ARE NOT directly interchangeable technologies. Bob . . . ________________________________ Message 8 _____________________________________ Time: 07:00:08 AM PST US Subject: RE: AeroElectric-List: Brass vs copper From: Gene, Both B & C and Stein sell brass buss bar stock (what do they know?). The thought is that copper is softer and may give under torque loads. Personally I find copper to be a solid alternative. If you look at the buss on the electrical panel in your house (and everyone else's), you find mostly aluminum, albeit rather thick aluminum. The panel in your house doesn't normally move or vibrate, so that is a primary reason for using brass in airplanes which has good torque ratings. If we took a class in metallurgy, we would likely find there are not yet tried superior metals. You would also find that the service life of one over the other will extend long after we're gone. I took calculus and we applied it to metal failure in widgets (makes you feel like it's really useful in life). The difference between copper and brass used on a tool over their life were something like 10 log -> 2 power as applied to charted figures. This basically meant you would never outlive the life of either if you rubbed it 100 times a day for the rest of your life. Interesting stuff. Silver is a great conductor, but too soft to torque bolts too. Aluminum is also thought to be too soft. Back in the sixties the old guys tried aluminum in house wire, but later found the mice had screwdrivers and were always loosening the connections. One nice thing about brass is that if your really worried the mounting bolts can be brazed (lightly) such that they will never come loose. Glenn -----Original Message----- From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of gdaub@cox.net Sent: Wednesday, April 08, 2009 7:47 AM Subject: AeroElectric-List: Brass vs copper Whem building bus bars and ground points, are there any significant reasons to use one over the other? Thanks, Gene ________________________________ Message 9 _____________________________________ Time: 07:00:12 AM PST US From: Ron Quillin Subject: Re: AeroElectric-List: Garmin radio & transpnder installation manuals If you're installing into a non-certified A/C, contact GarminAT support and they will supply current manuals. Ron Q. At 03:55 4/8/2009, you wrote: >Hi all, > >A buddy bought a Garmin SL30 Nav/Comm and a Garmin GTX 328 >transponder and asked me to install them, but to date I am unable to >locate the installation manuals. >Does anyone happen to have them or know a convenient location ? > >Any input appreciated, >Thanks in advance, > >Best regards, ________________________________ Message 10 ____________________________________ Time: 07:53:53 AM PST US Subject: Re: AeroElectric-List: Fwd: Re: IVOPROP Magnum installation instructions From: Richard Girard Gosh Bob, you haven't even begun to bed in the prop blades, yet. The fun is just beginning. Rick On Tue, Apr 7, 2009 at 8:07 PM, Robert L. Nuckolls, III < nuckolls.bob@aeroelectric.com> wrote: > nuckolls.bob@aeroelectric.com> > > To: ivoprop@pacbell.net > Subject: IVOPROP Magnum installation instructions > > By way of introduction, I'm a retired electrical engineer > with 40+ years in aviation and other venues. I write and > publish the AeroElectric Connection, a guide for the > crafting of modern electrical systems in owner built and > maintained aircraft. I support a website at > > Http://aeroelectric.com > > and moderate an aviation electrical systems discussion > group with over 1800 subscribers on Matronics. com > > One of my readers tells me that instructions for > one of your products calls for installing a wire > harness in its as-supplied length. When he asked about > cutting it to length, he tells me that your service > folks told him that the wiring resistance was part of > a critical calculation for the sizing of circuit breakers > . . . or some such. > > I'm mystified by his understanding of the assertion. I > offered to write to your directly and inquire as to the > elements of physics that control your wire sizing and > why he is advised to install so much extra wire that > is not useful to his project. > > I hope you can clear this up for me. Thanks! > > > Dear Robert, The elements of physics are not available. >> The wire harness is used as a resistor. If shortened, too much current >> goes into the unit causing the carrier, gears, leadscrew, etc. to break. >> Once the spool reaches the stop, if the switch is continued >> to be held the circuit breaker should pop within 5-7 seconds. It would be >> possible to shorten the wire >> and put in its place a resistor that would cause the circuit >> breaker to pop in the same amount of time. We do not encourage this >> because if there is a mistake, >> parts will break and the factory sealed unit will need to be returned to >> our factory for repair. If the wire is too long it is best to just coil it >> up. Regards, Ron >> >> > Ron, > > Hmmmm . . . I'm sorry to hear this. I would > have wished that design goals and demonstrable > robustness for this product were in closer > agreement with commercial aviation practices. > > A motor driven gear train at risk for > damage by hitting mechanical stops could > not be qualified for use on a type certificated > aircraft. If limit switches and/or mechanical > torque limiters were not part of the basic > design, then some form of electrical torque > limiting is called for by tailoring the speed/ > torque curve of the motor -AND- limiting energy > stored on the motor's armature when mechanical > limits are reached. > > Is there a brake on the motor? What happens if the > prop mechanism becomes disconnected from the motor? > Will the mechanism back-drive? What pitch state does > the prop go if the drive train becomes disconnected? > It is stable in that state? > > What is the maximum expected operating current for > the motor? What is it's expected stall current at > 14.5V with the lead lengths as-supplied? What is > the as-supplied wire size? What is the size and > manufacturer's part number for the supplied breaker? > > > Bob . . . > > ----------------------------------------) > ( . . . a long habit of not thinking ) > ( a thing wrong, gives it a superficial ) > ( appearance of being right . . . ) > ( ) > ( -Thomas Paine 1776- ) > ---------------------------------------- > > ________________________________ Message 11 ____________________________________ Time: 09:14:55 AM PST US From: Gilles Thesee Subject: Re: AeroElectric-List: Garmin radio & transpnder installation manuals Thank you to everyone who responded on-list as well as off-list. I now have everything I need. Thanks again, Best regards, -- Gilles http://contrails.free.fr ________________________________ Message 12 ____________________________________ Time: 10:00:37 AM PST US Subject: AeroElectric-List: Re: Affixing an Engine Ground From: "Jim Berry" Van's method for grounding the IO-540 in the RV10 is to use the accessory case bolts just below the upper Lord mounts. Jim Berry 40482 N15JB Read this topic online here: http://forums.matronics.com/viewtopic.php?p=238342#238342 ________________________________ Message 13 ____________________________________ Time: 11:58:59 AM PST US From: "Robert L. Nuckolls, III" Subject: AeroElectric-List: Re: IVOPROP Magnum At 09:48 AM 4/8/2009, you wrote: >Gosh Bob, you haven't even begun to bed in the prop blades, yet. The >fun is just beginning. > >Rick "bed in"??? You'll have to help me out here. I herd electrons for a living. Bob . . . ----------------------------------------) ( . . . a long habit of not thinking ) ( a thing wrong, gives it a superficial ) ( appearance of being right . . . ) ( ) ( -Thomas Paine 1776- ) ---------------------------------------- ________________________________ Message 14 ____________________________________ Time: 12:00:53 PM PST US Subject: AeroElectric-List: My SD-8 Experience From: "Ken Harrill" This is empirical data with a sample of one. It is not a statement of what is true or fact. The experience of others may be entirely different. A little over a year ago my airplane, an RV-6, was grounded for a month while I tried to make the self-excitation circuit work with my installed SD-8 standby alternator. I was not successful. The self excitation circuit, wired according to Z-25, would trip its overvoltage circuit. I experimented with different size capacitors and resistors to no avail. I was tired of not flying so I gave up and went back to my previous setup (see the attached circuit diagram). Except for this period of experimentation, the standby alternator circuit on my plane (configured per the attachment) has worked reliably for six years and 800 hours. It is a modification of Z-13 that allows the standby system to be completely independent of the main bus and battery system (in order to avoid a single point of failure). If the engine is running the standby system will provide power. The only negative to this configuration is that it requires a small (0.8 AH) battery. The battery is the size of a deck of cards, weighs less than a pound, costs about $25 and is commonly available at the local battery store (Power Patrol SLA 1000; Power Sonic PS-1208WL; or Universal Power Group UB 1208). I change the battery at three year intervals. I hope someone will find this helpful. -------- Ken Harrill RV-6 Columiba, SC Read this topic online here: http://forums.matronics.com/viewtopic.php?p=238364#238364 Attachments: http://forums.matronics.com//files/standby_alternator_circuit_150.pdf ________________________________ Message 15 ____________________________________ Time: 12:43:45 PM PST US Subject: Re: AeroElectric-List: Re: IVOPROP Magnum From: Richard Girard Bob, The IVO prop mounts composite blades between knurled plates bolted together. The bedding process is done bringing the bolts up to torque as the knurling bites into the base of the blade. It's an interesting idea in theory, but becomes very labor intensive, very quickly, in practice. Rick On Wed, Apr 8, 2009 at 1:56 PM, Robert L. Nuckolls, III < nuckolls.bob@aeroelectric.com> wrote: > nuckolls.bob@aeroelectric.com> > > At 09:48 AM 4/8/2009, you wrote: > >> Gosh Bob, you haven't even begun to bed in the prop blades, yet. The fun >> is just beginning. >> >> Rick >> > > > "bed in"??? You'll have to help me out here. > I herd electrons for a living. > > > Bob . . . > > ----------------------------------------) > ( . . . a long habit of not thinking ) > ( a thing wrong, gives it a superficial ) > ( appearance of being right . . . ) > ( ) > ( -Thomas Paine 1776- ) > ---------------------------------------- > > ________________________________ Message 16 ____________________________________ Time: 02:21:19 PM PST US Subject: Re: AeroElectric-List: Trio altitude hold system From: franz@lastfrontierheli.com This was my first area of checking, all is very solid, probably over build, I also tried out the system without connecting the static line, no change as well Franz ------Original Message------ From: Etienne Phillips Sender: owner-aeroelectric-list-server@matronics.com ReplyTo: aeroelectric-list@matronics.com Subject: Re: AeroElectric-List: Trio altitude hold system Sent: Apr 7, 2009 21:26 On 08 Apr 2009, at 12:57 AM, Franz Fux wrote: > Hi all, > Maybe one of you has come across the same problem that I have > encountered. Hi Franz Have you checked for play in the linkage between the servo arm and the control mechanism, or more generally, any play between the servo and elevator? Control systems usually exhibit the symptom you describe if there's backlash or play... Etienne ________________________________ Message 17 ____________________________________ Time: 02:49:30 PM PST US Subject: Re: AeroElectric-List: Brass vs copper From: rparigor@SUFFOLK.LIB.NY.US As Bob stated brass does not conduct very good. Copper 101 or 110 does not machine very good. Now that is not the case for copper 1451 It machines terrific. Go to www.mcmaster.com search: "about copper" "copper 145" Here is technical info: http://www.mcmaster.com/#8964kac/=1czbjr Although not quite as conductive as 101, not bad. Ron Parigoris ________________________________ Message 18 ____________________________________ Time: 08:20:11 PM PST US From: "Angier M. Ames" Subject: AeroElectric-List: AeroElectric Connection Fig. 17.6 Dual Battery Installation Hello, I am finalizing a single alt dual battery installation in my Lancair 360 and generally following the diagram in figure 17.6. According to this diagram, with both the aux bat and main bat contactors open, the aux battery is isolated from the endurance bus and essentially reduces total endurance by half. Why not tie both batteries together to feed the endurance bus through the E-Bus Alt Feed Switch? Not only do you have both batteries working for you, but the current drain from the aux bat contactor is eliminated. I'm definitely electrically challenged so what am I missing here? Thanks Angier Ames N4ZQ ________________________________ Message 19 ____________________________________ Time: 09:32:15 PM PST US From: Subject: Re: AeroElectric-List: Trio altitude hold system I must have missed the beginning of the thread...but whoever started it - stop typing, pick up the phone and call Trio. Their support is top-shelf and I'm sure there is a quick and simple fix for your application (dead-band and gain settings). In my opinion, you are simply wasting time on the forums for this kind of issue...go to the source. James Redmon Berkut #013/Race 13 www.berkut13.com ----- Original Message ----- From: "Bruce Gray" Sent: Wednesday, April 08, 2009 12:05 AM Subject: RE: AeroElectric-List: Trio altitude hold system > > Or if the servo is not fast enough to stop the natural plungoid pitch > cycle and makes it divergent. We have the same issue in Glasairs with > STEC AP's the servo is too slow and the aircraft just keeps pitching > up/down in ever increasing cycles. The cure is to increase the servo > response time. In an STEC it means changing out a resistor, I don't know > how it's done on the Trio. > > Bruce > WWW.Glasair.org ________________________________ Message 20 ____________________________________ Time: 10:08:36 PM PST US Subject: Re: AeroElectric-List: Trio altitude hold system From: Franz Fux Good advice, but useless. I have been talking to them for the last three months, they can not figure it out, Franz On 08/04/09 9:26 PM, "berkut13@berkut13.com" wrote: > > I must have missed the beginning of the thread...but whoever started it - > stop typing, pick up the phone and call Trio. > > Their support is top-shelf and I'm sure there is a quick and simple fix for > your application (dead-band and gain settings). In my opinion, you are > simply wasting time on the forums for this kind of issue...go to the source. > > James Redmon > Berkut #013/Race 13 > www.berkut13.com > > > ----- Original Message ----- > From: "Bruce Gray" > To: > Sent: Wednesday, April 08, 2009 12:05 AM > Subject: RE: AeroElectric-List: Trio altitude hold system > > >> >> Or if the servo is not fast enough to stop the natural plungoid pitch >> cycle and makes it divergent. We have the same issue in Glasairs with >> STEC AP's the servo is too slow and the aircraft just keeps pitching >> up/down in ever increasing cycles. The cure is to increase the servo >> response time. In an STEC it means changing out a resistor, I don't know >> how it's done on the Trio. >> >> Bruce >> WWW.Glasair.org > > > > > ------------------------------------------------------------------------------------- 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 Full Archive Search Engine http://www.matronics.com/search 7-Day List Browse http://www.matronics.com/browse/aeroelectric-list Browse 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.