Today's Message Index:
----------------------
1. 07:28 AM - Old hangar tales . . . (Robert L. Nuckolls, III)
2. 10:13 AM - Re: OS Wig-Wag Project (gregmchugh)
3. 10:43 AM - Re: Old hangar tales . . . (Richard Girard)
4. 11:47 AM - Re: Old hangar tales . . . (Jeff Luckey)
5. 02:40 PM - GPS Database Updates Availability (Jeff Luckey)
6. 02:57 PM - Re: GPS Database Updates Availability (Bill Bradburry)
7. 02:59 PM - Re: Latching Relay Redux (Jeff Page)
8. 03:11 PM - Re: GPS Database Updates Availability (BobsV35B@aol.com)
9. 03:42 PM - Re: GPS Database Updates Availability (John Morgensen)
10. 06:53 PM - avipak strobes not firing during flight (tomhanaway)
11. 07:38 PM - Re: Latching Relay Redux (user9253)
12. 08:13 PM - Re: Latching Relay Redux (Tundra10)
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Subject: | Old hangar tales . . . |
-------------------- Original Query to Garmin -------------------
Good morning,
By way of introduction, I'm an electrical engineer retired
from a 45 year career in aviation related electrics and
electronics. My last 13-year stint was with Hawker-Beechcraft
where most of my job focused on environmental robustness and
DO-160 certification issues. The last 5 years at HBC included
the duties of Lead Subject Matter Expert for Electrical Systems.
A client of mine forwarded an email from your address wherein
it was suggested that certain 'spikes' present on the electrical
system during engine cranking might be damaging to your SL-40
product.
I was surprised by this assertion for two reasons:
(1) DO-160 Qualification Protocols have evolved over the last 50+
years to assist designers and manufacturers in the production
of products immune to the worst case stresses that one might
expect on the DC power system of an airplane (or any other vehicle).
(2) In years of watching instrumented DC power conditions under
all operating conditions on everything from Cessna 150s through
the Hawker 800, I've never had occasion to capture a transient event
(other than gross over-voltage) that would offer a threat
to an artfully crafted and qualified piece of avionics. During
engine cranking, the bus is remarkably free of transients that
exceed energy levels to which every qualified device is subjected
during DO-160 testing.
The assertion made in your email to my client gives one pause
to wonder if Garmin is (1) aware of some design deficiency that would
make the product vulnerable to normal and expected DC bus transients
or (2) some new and heretofore undiscovered threat has been identified
that exceeds DO-160 qualification requirements.
I've been teaching my students that we no longer need be
concerned about such matters for devices qualified to DO-160.
Indeed, I've either designed or been cognizant of dozens of
'fragile', micro-processor based devices which are connected
to the ship's main bus under all conditions including
engine cranking. None of these devices requires extra-ordinary
protection for start-up transients. I'm curious about differences
in the SL-40 that prompts Garmin to assert some value in
disconnecting the radio during engine cranking.
The idea is contrary to my own understanding of the physics
involved and argues with what I have been teaching in my
classes for the last 25 years. If I'm in error, I'd really
need to be aware of any enlightenment one of your engineers
might offer. Thanks!
Kindest regards,
Robert L. Nuckolls, III
AeroElectric Connection
P.O. Box 130
Medicine Lodge, Kansas 67104
(316)209-7528
--------------- Response received 7-3-12 ------------
Service Record Details
Service Record Number: 88142
Subject: Service Record Number 87343
Last update: 07/02/2012 08:03:23
Name:
Phone:
Email: nuckolls.bob@aeroelectric.com
Brief description of the problem:
It is true that system is designed to operate through all DO-160
testing However I would recommendd not running the radio during
engine start unless you need to for some other requirement.
During engine start you typically want as much battery power
available to the starter motor as possible, so unless you need the
radio at that time, it make more sense to turn it off.
Cranking the engine reduces the buss voltage significantly; in some
extremes, this could cause a brown out condition, which causes the
radio to reset This is not a big deal since the boot time is about
one second in the SL40.
It is not likely that any failure of the system could be traced back
to an odd voltage spike, hence if the system were under warranty
Garmin would pay to repair it, but if it was out of warranty the
customer would need to pay that bill.
This is similar to adding a FAN to some of the other Garmin
equipment, like the GTX330 transponder. It is not required, but
it is a good idea.
If any of the above information is incorrect, please reply to this
email with corrected contact information. You may also contact Garmin
Aviation Product Support at 866-739-5687 and provide the information
to the agent who assists you. For the latest news about Garmin
products and services, please visit our Web site at www.garmin.com.
----------------- Commentary -------------------
I was initially tempted to engage this writer in further
conversation but really don't have time for it. Garmin's
response is typical of exchanges I've had with avionics
OEMs in years gone by, "Yeah, we're fully DO-160 compliant
but there's nothing like the belt/suspenders approach to
protecting one's radios from the "odd voltage spike".
To date, none were willing/able to come forward with an
origin, amplitude, duration, or source impedance for any
"odd voltage spike" that would (1) exceed DO-160 requirements
or (2) justify negating a warranty.
Similarly, I've been aware anecdotally of dozens of claims
by some bench technicians who have asserted that "a spike
got it" but without offering a clue as to where that spike
came from and just how large it had to be to trash the
radio.
'nuf said
Bob . . .
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Subject: | Re: OS Wig-Wag Project |
Bob,
Below is the memory usage summary. As shown, the PRO compiler
($1195) provides optimization compared to the free LITE version I am
using.
Currently I am using 22.9% of the 2K bytes of program memory and
39% of the 128 bytes of data memory. Not using any of the 256
bytes of EEPROM memory at the moment.
Lots of ways to reduce memory usage if you get near the limit but
we probably will not get near it for most of the types of applications
we have discussed so far.
Greg McHugh
-------------------------------------
Memory Summary:
Program space used 1D4h ( 468) of 800h words ( 22.9%)
Data space used 32h ( 50) of 80h bytes ( 39.1%)
EEPROM space used 0h ( 0) of 100h bytes ( 0.0%)
Configuration bits used 1h ( 1) of 1h word (100.0%)
ID Location space used 0h ( 0) of 4h bytes ( 0.0%)
Running this compiler in PRO mode, with Omniscient Code Generation
enabled, produces code which is typically 40% smaller than in Lite mode.
The HI-TECH C PRO compiler output for this code could be 187 words
smaller.
--------------------------------
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=377157#377157
Message 3
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Subject: | Re: Old hangar tales . . . |
Bob, It seems it's still easy to baffle with BS rather than blind with
brilliance. Garmin's answer is pretty much what I used to get when I
questioned some edict by my Grandmother, "Because I said so, that's why".
Rick Girard
On Tue, Jul 3, 2012 at 9:27 AM, Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
> -------------------- Original Query to Garmin -------------------
>
> Good morning,
>
> By way of introduction, I'm an electrical engineer retired
> from a 45 year career in aviation related electrics and
> electronics. My last 13-year stint was with Hawker-Beechcraft
> where most of my job focused on environmental robustness and
> DO-160 certification issues. The last 5 years at HBC included
> the duties of Lead Subject Matter Expert for Electrical Systems.
>
> A client of mine forwarded an email from your address wherein
> it was suggested that certain 'spikes' present on the electrical
> system during engine cranking might be damaging to your SL-40
> product.
>
> I was surprised by this assertion for two reasons:
>
> (1) DO-160 Qualification Protocols have evolved over the last 50+
> years to assist designers and manufacturers in the production
> of products immune to the worst case stresses that one might
> expect on the DC power system of an airplane (or any other vehicle).
>
> (2) In years of watching instrumented DC power conditions under
> all operating conditions on everything from Cessna 150s through
> the Hawker 800, I've never had occasion to capture a transient event
> (other than gross over-voltage) that would offer a threat
> to an artfully crafted and qualified piece of avionics. During
> engine cranking, the bus is remarkably free of transients that
> exceed energy levels to which every qualified device is subjected
> during DO-160 testing.
>
> The assertion made in your email to my client gives one pause
> to wonder if Garmin is (1) aware of some design deficiency that would
> make the product vulnerable to normal and expected DC bus transients
> or (2) some new and heretofore undiscovered threat has been identified
> that exceeds DO-160 qualification requirements.
>
> I've been teaching my students that we no longer need be
> concerned about such matters for devices qualified to DO-160.
> Indeed, I've either designed or been cognizant of dozens of
> 'fragile', micro-processor based devices which are connected
> to the ship's main bus under all conditions including
> engine cranking. None of these devices requires extra-ordinary
> protection for start-up transients. I'm curious about differences
> in the SL-40 that prompts Garmin to assert some value in
> disconnecting the radio during engine cranking.
>
> The idea is contrary to my own understanding of the physics
> involved and argues with what I have been teaching in my
> classes for the last 25 years. If I'm in error, I'd really
> need to be aware of any enlightenment one of your engineers
> might offer. Thanks!
>
> Kindest regards,
>
> Robert L. Nuckolls, III
> AeroElectric Connection
> P.O. Box 130
> Medicine Lodge, Kansas 67104
>
> (316)209-7528
>
> --------------- Response received 7-3-12 ------------
>
>
> Service Record Details
> Service Record Number: 88142
> Subject: Service Record Number 87343
> Last update: 07/02/2012 08:03:23
> Name:
> Phone:
> Email: nuckolls.bob@aeroelectric.com
>
> Brief description of the problem:
>
> It is true that system is designed to operate through all DO-160 testing
> However I would recommendd not running the radio during engine start unless
> you need to for some other requirement.
>
> During engine start you typically want as much battery power available to
> the starter motor as possible, so unless you need the radio at that time,
> it make more sense to turn it off.
>
> Cranking the engine reduces the buss voltage significantly; in some
> extremes, this could cause a brown out condition, which causes the radio to
> reset This is not a big deal since the boot time is about one second in
> the SL40.
>
> It is not likely that any failure of the system could be traced back to an
> odd voltage spike, hence if the system were under warranty Garmin would pay
> to repair it, but if it was out of warranty the customer would need to pay
> that bill.
>
> This is similar to adding a FAN to some of the other Garmin equipment,
> like the GTX330 transponder. It is not required, but it is a good idea.
>
> If any of the above information is incorrect, please reply to this email
> with corrected contact information. You may also contact Garmin Aviation
> Product Support at 866-739-5687 and provide the information to the agent
> who assists you. For the latest news about Garmin products and services,
> please visit our Web site at www.garmin.com.
>
> ----------------- Commentary -------------------
>
> I was initially tempted to engage this writer in further
> conversation but really don't have time for it. Garmin's
> response is typical of exchanges I've had with avionics
> OEMs in years gone by, "Yeah, we're fully DO-160 compliant
> but there's nothing like the belt/suspenders approach to
> protecting one's radios from the "odd voltage spike".
>
> To date, none were willing/able to come forward with an
> origin, amplitude, duration, or source impedance for any
> "odd voltage spike" that would (1) exceed DO-160 requirements
> or (2) justify negating a warranty.
>
> Similarly, I've been aware anecdotally of dozens of claims
> by some bench technicians who have asserted that "a spike
> got it" but without offering a clue as to where that spike
> came from and just how large it had to be to trash the
> radio.
>
> 'nuf said
>
> Bob . . .
>
> *
>
> *
>
>
--
Zulu Delta
Mk IIIC
Thanks, Homer GBYM
It isn't necessary to have relatives in Kansas City in order to be unhappy.
- Groucho Marx
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Subject: | Old hangar tales . . . |
These non-answer CYA responses are kind of frustrating. It seems as though
these answers get filtered thru the legal dept before getting to us - thus
omitting the details we are seeking. We all know that there are several
engineers on their staff who designed the power supplies and have intimate
knowledge of this subject. Why can't we get a response from one of them.
Anecdote:
I recently queried a manufacturer regarding performance of one of their
products in a specific environment (I'm being deliberately vague). The
person on the other end of the phone kept saying "we have not tested for
that condition". This person was obviously technical in nature, and I got
the feeling that he knew more info but was restricted by corporate policy
from giving me anything more than the canned response. Frustrating!
Referring back to the previous topic "What's wrong w/ this circuit..". It
occurs to me that using isolation diodes in that manner would help mitigate
"brown-out" condition on the main bus. If you are cranking w/ Batt A and
feeding the bus w/ both Batts A & B, the Batt B would be able to maintain
bus voltage when Batt A's voltage sags during crank. Food for thought.
_____
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Richard
Girard
Sent: Tuesday, July 03, 2012 10:43
Subject: Re: AeroElectric-List: Old hangar tales . . .
Bob, It seems it's still easy to baffle with BS rather than blind with
brilliance. Garmin's answer is pretty much what I used to get when I
questioned some edict by my Grandmother, "Because I said so, that's why".
Rick Girard
On Tue, Jul 3, 2012 at 9:27 AM, Robert L. Nuckolls, III
<nuckolls.bob@aeroelectric.com> wrote:
-------------------- Original Query to Garmin -------------------
Good morning,
By way of introduction, I'm an electrical engineer retired
from a 45 year career in aviation related electrics and
electronics. My last 13-year stint was with Hawker-Beechcraft
where most of my job focused on environmental robustness and
DO-160 certification issues. The last 5 years at HBC included
the duties of Lead Subject Matter Expert for Electrical Systems.
A client of mine forwarded an email from your address wherein
it was suggested that certain 'spikes' present on the electrical
system during engine cranking might be damaging to your SL-40
product.
I was surprised by this assertion for two reasons:
(1) DO-160 Qualification Protocols have evolved over the last 50+
years to assist designers and manufacturers in the production
of products immune to the worst case stresses that one might
expect on the DC power system of an airplane (or any other vehicle).
(2) In years of watching instrumented DC power conditions under
all operating conditions on everything from Cessna 150s through
the Hawker 800, I've never had occasion to capture a transient event
(other than gross over-voltage) that would offer a threat
to an artfully crafted and qualified piece of avionics. During
engine cranking, the bus is remarkably free of transients that
exceed energy levels to which every qualified device is subjected
during DO-160 testing.
The assertion made in your email to my client gives one pause
to wonder if Garmin is (1) aware of some design deficiency that would
make the product vulnerable to normal and expected DC bus transients
or (2) some new and heretofore undiscovered threat has been identified
that exceeds DO-160 qualification requirements.
I've been teaching my students that we no longer need be
concerned about such matters for devices qualified to DO-160.
Indeed, I've either designed or been cognizant of dozens of
'fragile', micro-processor based devices which are connected
to the ship's main bus under all conditions including
engine cranking. None of these devices requires extra-ordinary
protection for start-up transients. I'm curious about differences
in the SL-40 that prompts Garmin to assert some value in
disconnecting the radio during engine cranking.
The idea is contrary to my own understanding of the physics
involved and argues with what I have been teaching in my
classes for the last 25 years. If I'm in error, I'd really
need to be aware of any enlightenment one of your engineers
might offer. Thanks!
Kindest regards,
Robert L. Nuckolls, III
AeroElectric Connection
P.O. Box 130
Medicine Lodge, Kansas 67104
(316)209-7528 <tel:%28316%29209-7528>
--------------- Response received 7-3-12 ------------
Service Record Details
Service Record Number: 88142
Subject: Service Record Number 87343
Last update: 07/02/2012 08:03:23
Name:
Phone:
Email: nuckolls.bob@aeroelectric.com
Brief description of the problem:
It is true that system is designed to operate through all DO-160 testing
However I would recommendd not running the radio during engine start unless
you need to for some other requirement.
During engine start you typically want as much battery power available to
the starter motor as possible, so unless you need the radio at that time, it
make more sense to turn it off.
Cranking the engine reduces the buss voltage significantly; in some
extremes, this could cause a brown out condition, which causes the radio to
reset This is not a big deal since the boot time is about one second in
the SL40.
It is not likely that any failure of the system could be traced back to an
odd voltage spike, hence if the system were under warranty Garmin would pay
to repair it, but if it was out of warranty the customer would need to pay
that bill.
This is similar to adding a FAN to some of the other Garmin equipment, like
the GTX330 transponder. It is not required, but it is a good idea.
If any of the above information is incorrect, please reply to this email
with corrected contact information. You may also contact Garmin Aviation
Product Support at 866-739-5687 and provide the information to the agent who
assists you. For the latest news about Garmin products and services, please
visit our Web site at www.garmin.com <http://www.garmin.com/> .
----------------- Commentary -------------------
I was initially tempted to engage this writer in further
conversation but really don't have time for it. Garmin's
response is typical of exchanges I've had with avionics
OEMs in years gone by, "Yeah, we're fully DO-160 compliant
but there's nothing like the belt/suspenders approach to
protecting one's radios from the "odd voltage spike".
To date, none were willing/able to come forward with an
origin, amplitude, duration, or source impedance for any
"odd voltage spike" that would (1) exceed DO-160 requirements
or (2) justify negating a warranty.
Similarly, I've been aware anecdotally of dozens of claims
by some bench technicians who have asserted that "a spike
got it" but without offering a clue as to where that spike
came from and just how large it had to be to trash the
radio.
'nuf said
Bob . . .
ist" target="_blank">http://www.matronics.com/Navigator?AeroElectric-List
tp://forums.matronics.com
_blank">http://www.matronics.com/contribution
--
Zulu Delta
Mk IIIC
Thanks, Homer GBYM
It isn't necessary to have relatives in Kansas City in order to be unhappy.
- Groucho Marx
No virus found in this message.
Checked by AVG - www.avg.com
Message 5
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Subject: | GPS Database Updates Availability |
I'm considering buying a used Garmin GNC-300XL GPS/Comm. I want to know how
long database updates will be available for that model. I emailed Garmin
and they said that since Jeppesen handles the Database Subscriptions that I
should contact them.
I just spoke w/ Jeppsen and you'll never guess what they said. Yup, you
guessed it! Jeppesen said it was up to Garmin to decide how long to support
any given unit.
I pushed a little harder and was told that Jeppesen supplies the Master
database to Garmin & other manufacturers. Each manufacturer then messages
that data into whatever format their hardware needs. Then the manufacturer
provides the specially-formatted file to Jeppesen for use with Jeppesen's
subscription service.
I had another service rep @ Jeppesen tell me that there is no official
policy on sun-setting databases and that it was essentially a decision that
is made year-to-year based upon demand.
Two versions of the Truth - go to love it!
3 Questions:
1. What do people who own them think of the 300XL?
2. Does anyone have any better info on the availability of database
updates? (I can't be the only one with this question)
3. Does anyone have an idea of how many 300XLs were sold? ( this info
might help us make our own projections as to availability)
Jeff Luckey
Message 6
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Subject: | GPS Database Updates Availability |
I have a KMD 150 made by Bendix King. It is a moving map with GPS in it.
The most recent database update was in Feb of 2005!
So this MFD has not been supported for a long time!
This brings up a question that I hope someone on the list can answer.
I have this KMD 150 moving map and also the Garmin GNS430W. The KMD can be
used with either the internal GPS or with an external GPS. Both Honeywell
and Garmin agree that the KMD should be able to read the GNS, however, I
have been unable to make this happen. The KMD works fine if I use the
internal GPS, but if I switch it to external it can not read the GNS. I
have contacted both Garmin and Honeywell. Garmin thinks it is a Honeywell
problem and Honeywell, well, they just don't seem to care. Probably because
they don't really support the unit anymore.
I would really like to have the KMD get its input from the GNS430W because
it is still being updated. Has anyone on the list integrated these two
devices before or can tell me how to do it?
I can provide the install manual for both units if anyone would need to look
at them.
Bill B
_____
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Jeff
Luckey
Sent: Tuesday, July 03, 2012 5:35 PM
Subject: AeroElectric-List: GPS Database Updates Availability
I'm considering buying a used Garmin GNC-300XL GPS/Comm. I want to know how
long database updates will be available for that model. I emailed Garmin
and they said that since Jeppesen handles the Database Subscriptions that I
should contact them.
I just spoke w/ Jeppsen and you'll never guess what they said. Yup, you
guessed it! Jeppesen said it was up to Garmin to decide how long to support
any given unit.
I pushed a little harder and was told that Jeppesen supplies the Master
database to Garmin & other manufacturers. Each manufacturer then messages
that data into whatever format their hardware needs. Then the manufacturer
provides the specially-formatted file to Jeppesen for use with Jeppesen's
subscription service.
I had another service rep @ Jeppesen tell me that there is no official
policy on sun-setting databases and that it was essentially a decision that
is made year-to-year based upon demand.
Two versions of the Truth - go to love it!
3 Questions:
1. What do people who own them think of the 300XL?
2. Does anyone have any better info on the availability of database
updates? (I can't be the only one with this question)
3. Does anyone have an idea of how many 300XLs were sold? ( this info
might help us make our own projections as to availability)
Jeff Luckey
Message 7
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Subject: | Re: Latching Relay Redux |
Joe,
Not shown in your diagram is the spike shunting diode on the contactor
to protect the FET.
Jeff Page
Dream Aircraft Tundra #10
> Time: 08:51:57 AM PST US
> Subject: AeroElectric-List: Re: Latching Relay Redux
> From: "user9253" <fran4sew@banyanol.com>
>
> Attached is an untried circuit to reduce contactor current using PWM.
> The TC648 costs less than $2. It will start up at 100 percent duty
> cycle to pull
> in the master contactor. Then it will hold with PWM at reduced current. The
> progressive transfer type switch will normally be operated in the
> center position
> but can be full up to bypass the PWM circuit.
> Joe
>
> --------
> Joe Gores
Message 8
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Subject: | Re: GPS Database Updates Availability |
Good Afternoon Jeff,
There is no way I can give you an answer as to how long the database will
be available, but I will try to answer a few of your questions.
I have a GNC300XL installed and find that it works very well.
It IS IFR approvable.
No idea how many were built, but I do see quite a few around.
Chances are you will have to have some sort of heading resolver and some
sort of panel annunciator, but that is not certain. Each FAA FSDO is a
Fiefdom unto itself and they vary widely on their interpretations of the
applicable regulations. On top of that, most avionics shops have derived a
method
of compliance that satisfies their supervising FAA inspector. May or may
not be an economical installation!
I find the GPS set to be very reliable and relatively easy to use. The
comm unit works well.
The box is much shorter than most panel mount units which makes it a lot
easier to mount than most other similar sets. The compact nature of the box
is what sold me on the GNC300XL.
I think the databases will be available for quite some time. Garmin
massages the data that goes to Jepp so they do make a few extra bucks on ev
ery
update. Easy money as far as I can tell.
Unfortunately, I do NOT have much confidence in Garmin's attitude toward
repair. They have a history of dumping the product once it is no longer bei
ng
sold new.
Jeppesen is very reliable and I am positive that the only limiting factor
will be Garmin.
I have a couple of Trimbles in other airplanes. Free Flight now owns the
rights to the Trimble line and they have been very good about keeping the
boxes working and supplying Jeppesen with the needed data.
The only draw back I see with the GNC300XL is the fact that it was made by
Garmin. Good box, lousy company.
Happy Skies,
Old Bob
In a message dated 7/3/2012 4:43:13 P.M. Central Daylight Time,
JLuckey@pacbell.net writes:
I=99m considering buying a used Garmin GNC-300XL GPS/Comm. I want t
o know
how long database updates will be available for that model. I emailed
Garmin and they said that since Jeppesen handles the Database Subscription
s that
I should contact them.
I just spoke w/ Jeppsen and you=99ll never guess what they said. Yu
p, you
guessed it! Jeppesen said it was up to Garmin to decide how long to
support any given unit.
I pushed a little harder and was told that Jeppesen supplies the Master
database to Garmin & other manufacturers. Each manufacturer then messages
that data into whatever format their hardware needs. Then the manufacture
r
provides the specially-formatted file to Jeppesen for use with Jeppesen
=99s
subscription service.
I had another service rep @ Jeppesen tell me that there is no official
policy on sun-setting databases and that it was essentially a decision tha
t is
made year-to-year based upon demand.
Two versions of the Truth =93 go to love it!
3 Questions:
1. What do people who own them think of the 300XL?
2. Does anyone have any better info on the availability of database
updates? (I can=99t be the only one with this question)
3. Does anyone have an idea of how many 300XLs were sold? ( this info
might help us make our own projections as to availability)
Jeff Luckey
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Subject: | Re: GPS Database Updates Availability |
Bill,
I think you are on the wrong track. If you can get the KMD to read the
GNS, it will still be getting the raw GPS location the same as the
internal GPS. In other words, the communication from the GPS has nothing
to do with the map.
sorry,
john
On 7/3/2012 2:56 PM, Bill Bradburry wrote:
>
> I have a KMD 150 made by Bendix King. It is a moving map with GPS in
> it. The most recent database update was in Feb of 2005!
>
> So this MFD has not been supported for a long time!
>
> This brings up a question that I hope someone on the list can answer.
>
> I have this KMD 150 moving map and also the Garmin GNS430W. The KMD
> can be used with either the internal GPS or with an external GPS. Both
> Honeywell and Garmin agree that the KMD should be able to read the
> GNS, however, I have been unable to make this happen. The KMD works
> fine if I use the internal GPS, but if I switch it to external it can
> not read the GNS. I have contacted both Garmin and Honeywell. Garmin
> thinks it is a Honeywell problem and Honeywell, well, they just don't
> seem to care. Probably because they don't really support the unit anymore.
>
> I would really like to have the KMD get its input from the GNS430W
> because it is still being updated. Has anyone on the list integrated
> these two devices before or can tell me how to do it?
>
> I can provide the install manual for both units if anyone would need
> to look at them.
>
> Bill B
>
> ------------------------------------------------------------------------
>
> *From:*owner-aeroelectric-list-server@matronics.com
> [mailto:owner-aeroelectric-list-server@matronics.com] *On Behalf Of
> *Jeff Luckey
> *Sent:* Tuesday, July 03, 2012 5:35 PM
> *To:* aeroelectric-list@matronics.com
> *Subject:* AeroElectric-List: GPS Database Updates Availability
>
> I'm considering buying a used Garmin GNC-300XL GPS/Comm. I want to
> know how long database updates will be available for that model. I
> emailed Garmin and they said that since Jeppesen handles the Database
> Subscriptions that I should contact them.
>
> I just spoke w/ Jeppsen and you'll never guess what they said. Yup,
> you guessed it! Jeppesen said it was up to Garmin to decide how long
> to support any given unit.
>
> I pushed a little harder and was told that Jeppesen supplies the
> Master database to Garmin & other manufacturers. Each manufacturer
> then messages that data into whatever format their hardware needs.
> Then the manufacturer provides the specially-formatted file to
> Jeppesen for use with Jeppesen's subscription service.
>
> I had another service rep @ Jeppesen tell me that there is no official
> policy on sun-setting databases and that it was essentially a decision
> that is made year-to-year based upon demand.
>
> Two versions of the Truth -- go to love it!
>
> 3 Questions:
>
> 1. What do people who own them think of the 300XL?
> 2. Does anyone have any better info on the availability of database
> updates? (I can't be the only one with this question)
> 3. Does anyone have an idea of how many 300XLs were sold? ( this info
> might help us make our own projections as to availability)
>
> Jeff Luckey
>
> * *
> * *
> **
> **
> **
> *http://www.matronics.com/Navigator?AeroElectric-List*
> **
> **
> *http://forums.matronics.com*
> **
> **
> *http://www.matronics.com/contribution*
> * *
> *
>
>
> *
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Subject: | avipak strobes not firing during flight |
Just did my first night flight after completing phase 1.
I have an Avipak box firing wing and tail strobes. If it's just on battery power
on the ground, all strobes work fine.
Once flying, the strobes stopped firing. If I switched them off and on, I could
see the wing tips flashing for one or two sequences, then nothing.
When I returned to ground and shut down engine, the strobes were working fine again.
My guess is it's somehow connected to alternator output, which would increase at
cruise power. However, no issues with any other electronics.
Tom Hanaway
RV-10
Boynton Beach, FL
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=377197#377197
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Subject: | Re: Latching Relay Redux |
Good point, Jeff. My mistake. I added a diode. Keep in mind that I have never
built this circuit. So there is no guarantee that it will work. The TC648
operating frequency of 30HZ can possibly be increased with a smaller value of
C5. The TC648 is designed for use with fan motors which have inertia. The off
time period is not a concern with fans but is a concern with contactors that
could drop out. If my math is correct, the off time period at 25 percent duty
cycle is 25ms. This might be too long and allow the contactor to drop out.
The diode will delay the drop out. Will a capacitor in parallel with the contactor
coil also help to delay the drop out?
Joe
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=377202#377202
Attachments:
http://forums.matronics.com//files/contactor_pwm_118.pdf
Message 12
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Subject: | Re: Latching Relay Redux |
Has anyone considered this voltage doubling circuit ? It was the Circuit Cellar
EQ question in Issue 248 March 2011.
The theory behind the circuit is that while the contactor is off, the capacitor
charges to 12V. When the switch is turned on, the positive of the capacitor
is 0V, so the negative side becomes -12V. The transistor now conducts, applying
12+12=24V across the contactor coil, closing it. The capacitor quickly discharges
and the transistor switches off, leaving 12V across the contactor coil.
12V is probably enough to keep the contactor closed and at half the current
of a 12V contactor.
Once the flight has begun, the failure mode is down to the contactor, the switch
and one diode, which is the same component count as the standard circuit (The
spike shunt diode is not required for this circuit, since the current from the
coil serves to charge the capacitor faster).
The article did not propose values for the components, so it is quite possible
that the capacitor would need to be impractically large.
Jeff Page
Dream Aircraft Tundra #10
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=377206#377206
Attachments:
http://forums.matronics.com//files/24v_contactor_184.jpg
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