Today's Message Index:
----------------------
1. 02:11 AM - Re: Capacitance fuel sensors (donjohnston)
2. 04:42 AM - switches (bob noffs)
3. 05:47 AM - Where to install the GEA24 engine box and the GSU25 AHRS (was CAN Bus wiring) (Carlos Trigo)
4. 05:57 AM - Re: Re: Capacitance fuel sensors (Charlie England)
5. 07:04 AM - Re: Re: Capacitance fuel sensors (Charles Kuss)
6. 07:44 AM - Re: Re: Capacitance fuel sensors (William Hunter)
7. 10:01 AM - ME CS-6AB Current Sensor Better Than Shunt and/or Hall Effect Device For Dynon MGL or Grand Rapids?!?!?!? (William Hunter)
8. 02:25 PM - Re: Re: Capacitance fuel sensors (William Hunter)
9. 04:34 PM - Re: ME CS-6AB Current Sensor Better Than Shunt and/or Hall Effec (user9253)
10. 06:30 PM - Re: Re: Capacitance fuel sensors (Rick Beebe)
11. 08:17 PM - Re: Re: Capacitance fuel sensors (William Hunter)
12. 08:32 PM - Re: Re: Capacitance fuel sensors (Rick Beebe)
13. 08:45 PM - Re: Re: ME CS-6AB Current Sensor Better Than Shunt and/or Hall Effec (William Hunter)
Message 1
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Subject: | Re: Capacitance fuel sensors |
speedy11 wrote:
> Rick -
> I installed the Princeton capacitance probes on my RV-8 and they are so unreliable
as to be worthless. Their only value is to close the hole cut in the adapter
plate to accommodate them.
It sounds like you had these problems from day one, right?
I have Princeton capacitance probes as well. They work fine with no problems so
far.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=455083#455083
Message 2
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hi all,
is there a correct way to orient battery and load on a switch when wiring?
i am asking because of possible arcing in the switch if there is a wrong
way.
bob
Message 3
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Subject: | Where to install the GEA24 engine box and the GSU25 |
AHRS (was CAN Bus wiring)
> Hi Craig
>
> By the way, since you installed the G3X system very recently, I don't know
which is your airplane, but where did you place the GEA24 (engine box) and t
he GSU25 (AHARS module)?
>
> Carlos
>
> Enviado do meu iPhone
>
> No dia 15/04/2016, =C3-s 20:43, Craig L. Reding <clr@redingaviation.com>
escreveu:
>
>> Carlos
>> Don't know if you have seen some of the YouTube videos by SteinAir. He ha
s some great videos on using solder sleeves and making up terminals.
>> I just finished wiring up my panel which is a G3x system using the info f
rom Steins videos and the cartoons from Bob on splicing two wires together a
t a pin.
>>
>> Keep your can bus runs as short as possible if you are not using shielded
wires and make sure that you use the termination at the end of the run and y
ou should be fine
>>
>> Craig
>>
>>> On Apr 15, 2016, at 14:22, Rob Turk <matronics@rtist.nl> wrote:
>>>
>>> Hi Carlos,
>>>
>>> CAN bus attaches all systems in parallel on a 2-wire bus. Each node/syst
em has a CAN-Hi and a CAN-Lo pin. As you already found, each pin has two wir
es in the same pin, one coming from the previous node and one going to the n
ext node. The first and the last node on the string have a terminating resis
tor that you can place externally onto the cable, or when the node offers on
e internally, by adding a jumper inside the last connector.
>>>
>>> Not sure which AHRS drawings you are looking at, but some nodes offer ot
her bus connections like RS-232 or RS-485. Is that what confused you?
>>>
>>> Rob
>>>
>>>
>>>> On 4/15/2016 7:04 PM, Carlos Trigo wrote:
>>>> In the installation of a Garmin G3X system, to interconnect the various
components you have to build a network called CAN Bus, similar to the syste
m created by BOSCH for the automotive industry.
>>>>
>>>> I cannot find, in the Garmin installation manual, how to physically bui
ld this network.
>>>> In some interconnect drawings (for example to connect the autopilot ser
vos) they show the CAN wires going in and out of the connectors, therefore i
n this case I suppose I have to crimp 2 wires in the same pin.
>>>> But in other drawings ( to connect to the AHARS or the Displays) they s
how a node connection, which I am wondering how to make it.
>>>>
>>>> So, can anyone who knows how to do it, or already did it, please explai
n how do I physically connect the 2-wires shielded cables to obtain a correc
tly built CAN bus backbone.
>>>>
>>>> Best
>>>> Carlos
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>>
>>>> Sem v=C3=ADrus. www.avast.com
>>>
Message 4
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Subject: | Re: Capacitance fuel sensors |
On Sat, Apr 16, 2016 at 4:07 AM, donjohnston <don@velocity-xl.com> wrote:
> don@velocity-xl.com>
>
>
> speedy11 wrote:
> > Rick -
> > I installed the Princeton capacitance probes on my RV-8 and they are so
> unreliable as to be worthless. Their only value is to close the hole cut
> in the adapter plate to accommodate them.
>
>
> It sounds like you had these problems from day one, right?
>
> I have Princeton capacitance probes as well. They work fine with no
> problems so far.
>
>
> Uh.....
Message 5
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Subject: | Re: Capacitance fuel sensors |
Rick,
If you are using auto fuel with ethanol in it, the ethanol content will totally
mess up the capacitance senders. It's not the fault of the brand you are using
or the design of the senders. This is an issue with ALL capacitance fuel sender
systems operating in the presence of fuel with ethanol in it. The only cures
are to either eliminate the use of ethanol laced gasoline OR to install a
set of float style sending units.
Charlie
speedy11 wrote:
> Rick -
> I installed the Princeton capacitance probes on
my RV-8 and they are so unreliable as to be worthless.
Their only value is to close the hole cut in the adapter
plate to accommodate them.
It sounds like you had these problems from day one, right?
I have Princeton capacitance probes as well. They work fine
with no problems so far.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=455083#455083
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Message 6
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Subject: | Re: Capacitance fuel sensors |
Did you bend the probe in the place where it should not be bent?
Bill Hunter
On Apr 16, 2016 9:03 AM, "Charlie England" <ceengland7@gmail.com> wrote:
>
>
> On Sat, Apr 16, 2016 at 4:07 AM, donjohnston <don@velocity-xl.com> wrote:
>
>> don@velocity-xl.com>
>>
>>
>> speedy11 wrote:
>> > Rick -
>> > I installed the Princeton capacitance probes on my RV-8 and they are
>> so unreliable as to be worthless. Their only value is to close the hole
>> cut in the adapter plate to accommodate them.
>>
>>
>> It sounds like you had these problems from day one, right?
>>
>> I have Princeton capacitance probes as well. They work fine with no
>> problems so far.
>>
>>
>> Uh.....
>
Message 7
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Subject: | ME CS-6AB Current Sensor Better Than Shunt and/or Hall |
Effect Device For Dynon MGL or Grand Rapids?!?!?!?
Hi Cyber-Electric Friends,
I am rewiring a Velocity with a new Dynon SkyView system. Naturally in
search for the cheapest deal I spend 20 hours online just to save $1.50.
I was looking for a CS-02 Grand Rapids Hall Effect Device to sense the
amperage from my SD-20 when I stumbled upon this baby (ME CS-6AB).
http://www.crazedpilot.com/high-accuracy-current-sensor-for-5v-input-5v-supp
ly-engine-monitor-systems-dynon-mgl-grand-rapids-garmin-and-more-ems-efis-sy
stems/
So it looks really promising.it is a mini PC board that tie wraps onto the B
Field wire of your alternator and it magically measures the current flowing
through the wire.the advertisement states that it is BETTER THAN A SHUNT
and/or the Grand Rapids CS-01/02 because:
-It does have an advantage in that it just tie wraps onto the wire so you do
not have an additional connector.
-Works on any gauge wire.
-It is supposed to be much more accurate.
-It is cheaper.
-It works with practically all EFIS systems.
-It has an LED that looks cool.
So does this thing really work??? Has anyone used it? I don't want to
spend 20 more hours on tech support trying to get this thing to work.
Any feedback would be greatly appreciated!!!
..
Cheers!!!
Bill Hunter
Message 8
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Subject: | Re: Capacitance fuel sensors |
Another thought on capacitance probes...
If they never worked right then I would think the probes were bent in the do
not bend area.
If they worked well at one time and are unreliable now then there might be
water in the system.
If they work now but are very inaccurate, did you calibrate them using auto
fuel (or some other liquid) and are now using 100LL (or some other liquid).
When calibrating they need to be calibrated using the liquid you intend to
run. If you change your type of liquid AVGAS/MOGAS/JETA/WATER or other
containments then they will always read wrong.
..
Cheers!!!
Bill Hunter
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
donjohnston
Sent: Saturday, April 16, 2016 2:07 AM
Subject: AeroElectric-List: Re: Capacitance fuel sensors
speedy11 wrote:
> Rick -
> I installed the Princeton capacitance probes on my RV-8 and they are so
unreliable as to be worthless. Their only value is to close the hole cut in
the adapter plate to accommodate them.
It sounds like you had these problems from day one, right?
I have Princeton capacitance probes as well. They work fine with no problems
so far.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=455083#455083
Message 9
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Subject: | Re: ME CS-6AB Current Sensor Better Than Shunt and/or |
Hall Effec
If you really want to save money, do not install any kind of current sensor. If
the SkyView voltmeter indicates above 13 volts, then the alternator is working.
An ammeter is nice to have but is not a necessity.
What is the maximum current that the ME CS-6AB can measure? Can it measure bi-directional
current?
Search eBay for item #201558698343 or for ACS758. The disadvantage of these
current sensors is that the aircraft power cable must be cut, resulting in more
possible failure points.
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=455116#455116
Message 10
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|
Subject: | Re: Capacitance fuel sensors |
I know you may be addressing Stan's issues but some of it may apply to
me. I just bought the plane in December. The seller had bought a
replacement gauge so he knew there was a problem but I don't know for
how long. I tested the installed gauge and it's fine.
No water shows up when I sump the tanks. As far as I know it's never had
mogas in it. Always 100LL. It's very perplexing.
--Rick
On 4/16/2016 5:19 PM, William Hunter wrote:
>
> Another thought on capacitance probes...
>
> If they never worked right then I would think the probes were bent in the do
> not bend area.
>
> If they worked well at one time and are unreliable now then there might be
> water in the system.
>
> If they work now but are very inaccurate, did you calibrate them using auto
> fuel (or some other liquid) and are now using 100LL (or some other liquid).
> When calibrating they need to be calibrated using the liquid you intend to
> run. If you change your type of liquid AVGAS/MOGAS/JETA/WATER or other
> containments then they will always read wrong.
>
> ..
>
> Cheers!!!
>
> Bill Hunter
>
>
> -----Original Message-----
> From: owner-aeroelectric-list-server@matronics.com
> [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
> donjohnston
> Sent: Saturday, April 16, 2016 2:07 AM
> To: aeroelectric-list@matronics.com
> Subject: AeroElectric-List: Re: Capacitance fuel sensors
>
>
>
> speedy11 wrote:
>> Rick -
>> I installed the Princeton capacitance probes on my RV-8 and they are so
> unreliable as to be worthless. Their only value is to close the hole cut in
> the adapter plate to accommodate them.
>
>
> It sounds like you had these problems from day one, right?
>
> I have Princeton capacitance probes as well. They work fine with no problems
> so far.
Message 11
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Subject: | Re: Capacitance fuel sensors |
A capacitance fuel probe is just a small metallic wire sticking down the
center of a larger diameter metallic tube.
Even if you run MOGAS today (or kerosene or water or vodka) it does not
matter next week what happened today once the offending liquid is removed
and the original liquid is installed in the tank.
All the capacitance probes measure is the resistance between an inner
conductor (wire) and an outer tube that is also a conductor because a given
liquid will have a certain resistance between the outer conductor and the
inner conductor and that resistance will change as the liquid in the gas
tank rises up the probe(s) as you fill or empty the tank.
Has your capacitance probes ever read correctly?
If when building the airplane the builder was too cheap to buy 100LL and
used MOGAS or water or beer to calibrate the fuel probes (pouring in 5
gallons at a time...looking at the reading on the fuel gauge...then pouring
in 5 more gallons...repeat) then the system was calibrated based on the
liquid that was used. If he used 100LL to calibrate the system and then now
the readings are various and unreliable then the question would be where are
the lowest point of the probes located...are they at the very lowest point
of the tank??? If so then there might be some water puddled there at the
very lowest part of the tank and if that just happens to be where the fuel
probe bottom is located then there might be some water puddled around the
very bottom of the fuel probe and this water is screwing around with the
resistance readings of the probes.
If there is no water in the fuel and lets say you have always run MOGAS and
the fuel probes were calibrated using MOGAS and this day you dump in 50
gallons of AVGAS then you could expect to see a difference in the
max/mid/low quantity indications of your gauges...once you have burned or
dumped out that fuel load and have refueled with MOGAS then the gauges would
read correctly because the liquid in the tanks is the correct resistance.
..
Cheers!!!
Bill Hunter
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Rick
Beebe
Sent: Saturday, April 16, 2016 6:25 PM
Subject: Re: AeroElectric-List: Re: Capacitance fuel sensors
I know you may be addressing Stan's issues but some of it may apply to me. I
just bought the plane in December. The seller had bought a replacement gauge
so he knew there was a problem but I don't know for how long. I tested the
installed gauge and it's fine.
No water shows up when I sump the tanks. As far as I know it's never had
mogas in it. Always 100LL. It's very perplexing.
--Rick
On 4/16/2016 5:19 PM, William Hunter wrote:
> --> <billhuntersemail@gmail.com>
>
> Another thought on capacitance probes...
>
> If they never worked right then I would think the probes were bent in
> the do not bend area.
>
> If they worked well at one time and are unreliable now then there
> might be water in the system.
>
> If they work now but are very inaccurate, did you calibrate them using
> auto fuel (or some other liquid) and are now using 100LL (or some other
liquid).
> When calibrating they need to be calibrated using the liquid you
> intend to run. If you change your type of liquid
> AVGAS/MOGAS/JETA/WATER or other containments then they will always read
wrong.
>
> ..
>
> Cheers!!!
>
> Bill Hunter
>
>
> -----Original Message-----
> From: owner-aeroelectric-list-server@matronics.com
> [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
> donjohnston
> Sent: Saturday, April 16, 2016 2:07 AM
> To: aeroelectric-list@matronics.com
> Subject: AeroElectric-List: Re: Capacitance fuel sensors
>
> --> <don@velocity-xl.com>
>
>
> speedy11 wrote:
>> Rick -
>> I installed the Princeton capacitance probes on my RV-8 and they
>> are so
> unreliable as to be worthless. Their only value is to close the hole
> cut in the adapter plate to accommodate them.
>
>
> It sounds like you had these problems from day one, right?
>
> I have Princeton capacitance probes as well. They work fine with no
> problems so far.
Message 12
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Subject: | Re: Capacitance fuel sensors |
On 4/16/2016 11:15 PM, William Hunter wrote:
> Has your capacitance probes ever read correctly?
I presume the builder and the subsequent buyer (his son, actually)
wouldn't have let the plane go 14 years with wrong gauges. The rest of
his craftsmanship is too good for that.
> If when building the airplane the builder was too cheap to buy 100LL and
> used MOGAS or water or beer to calibrate the fuel probes (pouring in 5
> gallons at a time...looking at the reading on the fuel gauge...then pouring
> in 5 more gallons...repeat) then the system was calibrated based on the
> liquid that was used.
Actually calibration is a lot simpler than that with this system.
There's an 'empty' pot that you adjust with no fuel in the tank until
the gauges (which are really just relabeled volt meters) read empty.
Then fill the tanks and adjust the "full" pot until the gauge reads
full. One of the needles wasn't pointing to full and I was able to
adjust that. But it often seems to drop to 1/4 and then go back up. I
guess I'm concluding that maybe the sender is broken and that inner wire
is moving places it shouldn't.
--Rick
Message 13
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Subject: | Re: ME CS-6AB Current Sensor Better Than Shunt |
and/or Hall Effec
> If you really want to save money, do not install any kind of current
sensor. If the SkyView voltmeter indicates above 13 volts, then the
alternator is working. An ammeter is nice to have but is not a necessity.
Hmmmm...of course I did not think of that...
Why...because I paid damn good money for all of this fancy colorful Dynon
crap and I have maxed out ALL 37 pins of the Dynon 37 pin (actually it is
more like 33 pins) connector with a bunch of superfluous crap to the point
where I just want to look stare at all of the fancy colors on the
screen...and just like a moth flying into a flame...I do not wat to even
look outside the airplane...I just want to stare at my BIG TEN INCH screen
and congratulate myself that my SD-20 alternator (something that I really
don't even need) is putting out 20.3 AMPS and give myself a big "high five"
right before I crash into Mount Whitney....
> What is the maximum current that the ME CS-6AB can measure?
Don't know....good question...
>Can it measure bi-directional current?
Don't know...good question...
Thanks for the leads!!!
..
Cheers!!!
Bill Hunter
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of user9253
Sent: Saturday, April 16, 2016 4:31 PM
Subject: AeroElectric-List: Re: ME CS-6AB Current Sensor Better Than Shunt
and/or Hall Effec
If you really want to save money, do not install any kind of current sensor.
If the SkyView voltmeter indicates above 13 volts, then the alternator is
working. An ammeter is nice to have but is not a necessity.
What is the maximum current that the ME CS-6AB can measure? Can it
measure bi-directional current?
Search eBay for item #201558698343 or for ACS758. The disadvantage of
these current sensors is that the aircraft power cable must be cut,
resulting in more possible failure points.
--------
Joe Gores
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=455116#455116
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