---------------------------------------------------------- AeroElectric-List Digest Archive --- Total Messages Posted Sat 11/05/11: 10 ---------------------------------------------------------- Today's Message Index: ---------------------- 0. 12:23 AM - Fund Raiser List of Contributors - Please Make A Contribution Today! (Matt Dralle) 1. 05:09 AM - Fw: Re: E-Bus Circuit Protection (Buckley William) 2. 06:11 AM - Re: System Design (dj45) 3. 11:40 AM - Re: Emergency Locator Transmitters (jonlaury) 4. 12:26 PM - Re: Emergency Locator Transmitters (Tundra10) 5. 12:45 PM - Re: Re: Emergency Locator Transmitters (B Tomm) 6. 03:08 PM - test setup for encoder (Janet Amtmann) 7. 03:22 PM - Re: test setup for encoder (earl_schroeder@juno.com) 8. 03:58 PM - Re: test setup for encoder (Joe Dubner) 9. 05:32 PM - Re: System Design (user9253) ________________________________ Message 0 _____________________________________ Time: 12:23:38 AM PST US From: Matt Dralle Subject: AeroElectric-List: Fund Raiser List of Contributors - Please Make A Contribution Today! Each year at the end of the List Fund Raiser, I post a message acknowledging everyone that so generously made a Contribution to support the Lists. Its sort of my way of publicly thanking everyone that took a minute to show their appreciation for the Lists. Won't you take a moment and assure that your name is on that List of Contributors (LOC)? As a number of members have pointed out over the years, the List seems at least - if not a whole lot more - valuable as a building/flying/recreating/entertainment tool as your typical magazine subscription! Please take minute and assure that your name is on this year's LOC! Show others that you appreciate the Lists. Making a Contribution to support the Lists is fast and easy using your Credit card or Paypal on the Secure Web Site: http://www.matronics.com/contribution or by dropping a personal check in the mail to: Matt Dralle / Matronics 581 Jeannie Way Livermore CA 94550 I would like to thank everyone that has so generously made a Contribution thus far in this year's List Fund Raiser! Remember that its YOUR support that keeps these Lists going and improving! Don't forget to include a little comment about how the Lists have helped you! Best regards, Matt Dralle Matronics Email List Administrator ________________________________ Message 1 _____________________________________ Time: 05:09:10 AM PST US From: Buckley William Subject: Fw: AeroElectric-List: Re: E-Bus Circuit Protection Good info. Thanks for the extra help. William --- On Sat, 11/5/11, Robert L. Nuckolls, III wrote: > From: Robert L. Nuckolls, III > Subject: AeroElectric-List: Re: E-Bus Circuit Protection > To: aeroelectric-list@matronics.com > Date: Saturday, November 5, 2011, 1:42 AM > --> AeroElectric-List message > posted by: "Robert L. Nuckolls, III" > > At 02:18 PM 11/4/2011, you wrote: > William > > > > Gents, > > Feedback very much appreciate. A bit more work to do > on my end. Circling back to one of the original questions: > for circuit protect of the ebus supply line, any harm in > doing it with a fusible-link (14ga for 10ga supply)? > > > > William > > Not recommended. Fusible links (like current > limiters) > are intended to protect HEAVY feeders subject to > large, > short time transients (like downstream breaker > trips). > > There's no sin in fusing a wire for less than rated > capability. I've often used upsized wires to get a > lower > voltage drop . . . without upsizing the protection. > > If your goal is to embrace the original design > goals > for the e-bus, then total loads need to be reduced > to > some value that affords HOURS of endurance battery > only. What size batteries do you plan to carry? > Just as an example: > > http://www.aeroelectric.com/Pictures/Curves/17AH_12V_Capacity_vs_Load.gif > > This set of performance curves for an 18 a.h. > battery > suggest that a NEW battery will carry a 5 amp e-bus > for 2 hours. If you need that 2 hour goal to be met > at an 80% end of service life, then you'd need to > downsize to about 4 amps e-bus load. > > Your batteries need to be selected as a trade-off > between equipment really necessary for comfortable > en route operations and the amount of lead and > plastic you're willing to drag around. This study > in energy management illustrates the value in > adding > the SD-8 standby alternator. It's good for 8A for > ANY number of hours thus saving limited energy > in SMALLER batteries for approach to landing > and arrival. That 3.5 pound alternator can replace > a whole lot more pounds of lead. > > One battery and two alternators is a lot more > attractive than one alternator and any number/size > of batteries. > > > Bob . . . > > Lists This Month -- > Some AWESOME FREE Gifts!) > Raiser. Click on > out more about > Gifts provided > AeroElectric www.aeroelectric.com > www.buildersbooks.com > -Matt > Dralle, List Admin. > AeroElectric-List Email Forum - > FAQ, > - MATRONICS WEB FORUMS - > List Contribution Web Site - > -Matt > Dralle, List Admin. > > > > ________________________________ Message 2 _____________________________________ Time: 06:11:24 AM PST US Subject: AeroElectric-List: Re: System Design From: "dj45" Joe Gores, I see that you have been posting on the Viking site some. Do you see any reason that Bob's Z19 won't work with this engine? Thanks for any advise. -------- Do not archive Dan Stanton N801S CH 801 N226BS CH701 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=357016#357016 ________________________________ Message 3 _____________________________________ Time: 11:40:39 AM PST US Subject: AeroElectric-List: Re: Emergency Locator Transmitters From: "jonlaury" Great post, Jeff. I don't know where I can get 30" away from antennas or 12 sq ft of ground plane in a Glasair, but it's always good to have a goal :? Attached is Trans Canada, Part IV, 605.38. For US operators wishing to fly in Canada, but not wishing to upgrade their US legal 121.5 ELT's, look at 605.38, (3) (c) (i) & (ii). I read this as an OK to use a 121.5 ELT in Canada. John Read this topic online here: http://forums.matronics.com/viewtopic.php?p=357032#357032 Attachments: http://forums.matronics.com//files/part_vi__general_operating_and_flight_rules__transport_canada_724.pdf ________________________________ Message 4 _____________________________________ Time: 12:26:07 PM PST US Subject: AeroElectric-List: Re: Emergency Locator Transmitters From: "Tundra10" John, What you attached is the law as it applies now. In Canada 121.5 and 406 are both permitted. Notice the date is 2002. The proposed new regulations were published in the Canada Gazette Volume 142, No. 32 and were to take effect in 2009, provided it was passed into law. A change of government later and it still has not. When/if it does, it may/may not be the original proposal. As originally proposed there was a transition period requiring all aircraft (except some that never required ELTs anway, like ultralights and balloons) to equip with 406. No provision was included for non-Canadian aircraft to be exempt. What will happen is anyone's guess. Know that someday, there is a good chance that a 406 will be required to fly a US registered aircraft in Canada. My planning suggestions were the installation requirements per my Artec ME406 Installation Manual. I thought the ground plane was pretty big too, but that's what is called for. They are happy if you run 1" strips in all directions, rather than a solid piece. Most tailcones are not that wide. My personal recommendation is that relying on a single device to alert search and rescue is insufficient. I always file a flight plan, even if going for a 30 minute tour around the patch, since I want someone to miss me if I don't return. I carry a SPOT also. Also, be aware of the limitations of the 406 system. While it is nice that the system broadcasts your aircraft ID, so SAR knows who they are looking for, that signal is picked up only by satellites over the equator. So in Canada, if you land on the north side of a big hill, that signal will not be received. The system will still triangulate your location, since a number of moving satellites do that. Also, no 406 signals are broadcast for 50 seconds. This allows you to test the 121.5 signal as before with earlier ELTs. What that means, is at the first sign of engine trouble, pull out the carb heat with one hand and manually activate the 406 with the other. It will likely take more than 50 seconds to glide to earth. That way the signal will get through and they know to go looking before the antenna is broken off in the "landing". Jeff Page Dream Aircraft Tundra #10 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=357034#357034 ________________________________ Message 5 _____________________________________ Time: 12:45:51 PM PST US From: "B Tomm" Subject: RE: AeroElectric-List: Re: Emergency Locator Transmitters Beware too of the limitations of SPOT. It's doesn't work very well in the mountains of BC at ground level. Probably works well at altitude (I haven't tried it cause I let the subscription run out now). Planning for APRS. BT -----Original Message----- From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Tundra10 Sent: Saturday, November 05, 2011 12:23 PM Subject: AeroElectric-List: Re: Emergency Locator Transmitters John, What you attached is the law as it applies now. In Canada 121.5 and 406 are both permitted. Notice the date is 2002. The proposed new regulations were published in the Canada Gazette Volume 142, No. 32 and were to take effect in 2009, provided it was passed into law. A change of government later and it still has not. When/if it does, it may/may not be the original proposal. As originally proposed there was a transition period requiring all aircraft (except some that never required ELTs anway, like ultralights and balloons) to equip with 406. No provision was included for non-Canadian aircraft to be exempt. What will happen is anyone's guess. Know that someday, there is a good chance that a 406 will be required to fly a US registered aircraft in Canada. My planning suggestions were the installation requirements per my Artec ME406 Installation Manual. I thought the ground plane was pretty big too, but that's what is called for. They are happy if you run 1" strips in all directions, rather than a solid piece. Most tailcones are not that wide. My personal recommendation is that relying on a single device to alert search and rescue is insufficient. I always file a flight plan, even if going for a 30 minute tour around the patch, since I want someone to miss me if I don't return. I carry a SPOT also. Also, be aware of the limitations of the 406 system. While it is nice that the system broadcasts your aircraft ID, so SAR knows who they are looking for, that signal is picked up only by satellites over the equator. So in Canada, if you land on the north side of a big hill, that signal will not be received. The system will still triangulate your location, since a number of moving satellites do that. Also, no 406 signals are broadcast for 50 seconds. This allows you to test the 121.5 signal as before with earlier ELTs. What that means, is at the first sign of engine trouble, pull out the carb heat with one hand and manually activate the 406 with the other. It will likely take more than 50 seconds to glide to earth. That way the signal will get through and they know to go looking before the antenna is broken off in the "landing". Jeff Page Dream Aircraft Tundra #10 Read this topic online here: http://forums.matronics.com/viewtopic.php?p=357034#357034 ________________________________ Message 6 _____________________________________ Time: 03:08:02 PM PST US Subject: AeroElectric-List: test setup for encoder From: Janet Amtmann Has anyone published a test circuit to determine whether an encoder is working? I have an (new 10 years ago) ACK A-30 Mod 2 connected to my UPSAT transponder. The transponder has an altitude readout that is not giving a readout (just flashing dashes). ACK no longer services or checks the Mod 2. I made a completely new harness and checked everything on the bench, the transponder works and the readout still flashes dashes. Before investing in a new encoder, I'd like to make sure that mine is truly defective. How do I check it? J=FCrgen Amtmann, RV6A jgamtmann2@gmail.com ________________________________ Message 7 _____________________________________ Time: 03:22:40 PM PST US From: "earl_schroeder@juno.com" Subject: Re: AeroElectric-List: test setup for encoder Jim Weir (RST Engineering, Grass Valley, CA) has sold a kit to do this. I haven't completed my wiring yet to test it.Earl ---------- Original Message ---------- From: Janet Amtmann Subject: AeroElectric-List: test setup for encoder Has anyone published a test circuit to determine whether an encoder is w orking? �I have an (new 10 years ago) ACK A-30 Mod 2 connected to my UPSAT transponder. �The transponder has an altitude readout t hat is not giving a readout (just flashing dashes). �ACK no longe r services or checks the Mod 2. �I made a completely new harness and checked everything on the bench, the transponder works and the reado ut still flashes dashes. �Before investing in a new encoder, I'd like to make sure that mine is truly defective. �How do I check i t? ======================== ======================== ======================== ======================== ======================== ======================== ======================== ======================== ________________________________ Message 8 _____________________________________ Time: 03:58:21 PM PST US From: Joe Dubner Subject: Re: AeroElectric-List: test setup for encoder Jrgen, A few years ago I built an encoder tester based on and inspired by information posted on Jim Weir's web site. See http://mail2600.com/EncoderConverter/EncoderTester.jpg It was part of a project to convert the serial output of my then-new Dynon EFIS-D10 to parallel Gray code for my even-then-old Narco transponder. (Nowadays Dynon sells such a converter but back then nothing was available.) See (http://mail2600.com/EncoderConverter/EncoderConverter.html) Good luck with your troubleshooting. Best, Joe Independence, OR http://www.mail2600.com/position http://www.mail2600.com/cgi-bin/webcam.cgi Janet Amtmann wrote: > Has anyone published a test circuit to determine whether an encoder is > working? I have an (new 10 years ago) ACK A-30 Mod 2 connected to my UPSAT > transponder. The transponder has an altitude readout that is not giving a > readout (just flashing dashes). ACK no longer services or checks the Mod > 2. I made a completely new harness and checked everything on the bench, > the transponder works and the readout still flashes dashes. Before > investing in a new encoder, I'd like to make sure that mine is truly > defective. How do I check it? > > Jrgen Amtmann, RV6A > jgamtmann2@gmail.com > ________________________________ Message 9 _____________________________________ Time: 05:32:01 PM PST US Subject: AeroElectric-List: Re: System Design From: "user9253" > I see that you have been posting on the Viking site some. > Do you see any reason that Bob's Z19 won't work with this engine? The reason that I took an interest in the Viking engine is that my brother is building a 601XL and intends to install a Viking engine. Z-19 should work with some minor changes. The Viking alternator has a built-in regulator, so an external one is not needed. The Viking electronic ignition has an ECU-select wire that is either connected to a positive voltage (from the ECU) or to ground, using a relay or switch. I am basing these statements on the limited information available on the Viking website. It is my understanding that modern aircraft batteries have the same chance of suddenly failing as do the wing spars, as long as good workmanship is used on the electrical connections. Weight can be saved by using one larger battery rather than two smaller ones. And a single battery system is less complicated. And so I modified one of Bob's drawings for use with the Viking engine. My PDF drawing can be downloaded from here: https://docs.google.com/open?id=0B7ZTG2VpCuDRZWI3ZDI0ZmUtZmI1Mi00NDQ3LWFkODEtZTMwZGM1MTVmOTY1 I am not claiming that my schematic is any better than Bob's. His schematics have been proven over time. Mine has not. In fact, I drew mine without having the engine and ECU in hand. No matter how you wire your plane, look at each component and ask, "If this part fails, what is the backup to keep the engine running?" Eggenfellner says that the ECU will run from alternator power with the battery disconnected. http://www.vikingaircraftengines.com/Wiring%20page.html So the battery backs up the alternator and vise-versa. My drawing has diodes to steer voltage from the highest source to the ECU and fuel pump. Use at your own risk. Joe Gores -------- Joe Gores Read this topic online here: http://forums.matronics.com/viewtopic.php?p=357046#357046 ------------------------------------------------------------------------------------- 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.