Today's Message Index:
----------------------
1. 03:51 AM - Re: Premature EarthX death? (bcone1381)
2. 06:21 AM - Static System Test (James Meade)
3. 06:24 AM - Re: DIY Serial to Gaycode converter -- resent (Finn Lassen)
4. 08:33 AM - Re: Static System Test (Sebastien)
5. 08:35 AM - Re: Re: Premature EarthX death? (Robert L. Nuckolls, III)
6. 08:44 AM - Re: Re: Premature EarthX death? (Robert L. Nuckolls, III)
7. 08:46 AM - Re: Static System Test (Charlie England)
8. 08:51 AM - Re: Static System Test (don van santen)
9. 09:05 AM - Re: Re: Premature EarthX death? (Ken Ryan)
10. 10:04 AM - Re: Static System Test (David Carter)
11. 10:49 AM - Re: Static System Test (Stein Bruch)
12. 12:12 PM - Re: Static System Test (John William Cox)
13. 12:23 PM - Re: Static System Test (Sebastien)
14. 12:26 PM - Re: Static System Test (Sebastien)
15. 02:57 PM - Re: Re: Premature EarthX death? (Robert L. Nuckolls, III)
16. 03:56 PM - Re: Re: Premature EarthX death? (Ernest Christley)
17. 05:22 PM - Re: Re: Premature EarthX death? (Ken Ryan)
18. 07:52 PM - Re: Static System Test (jnmeade)
Message 1
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| Subject: | Re: Premature EarthX death? |
Consider the EarthX battery's reliability for a moment. I wonder if it is a sufficiently
complex unit with multiple failure points and that maybe it's reliability
is not equal to the AMG type battery. Is the AMG battery a better choice
for an electrically defendant airframe? Is there any way to get reliability
data?
--------
Brooks Cone
Bearhawk Patrol Kit Build
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=497278#497278
Message 2
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| Subject: | Static System Test |
Just a slight clarification of Kelly's comment. "Aircraft in question is
either ELSA or E-AMB, built
for VFR only." I'm just pointing out in case someone gets the wrong
impression that ELSA and E-AB may be IFR capable. My Flight Design CTSW
ELSA is legal for IMC and can be filed IFR. Granted, few ELSA seem to be
capable of IFR, but that doesn't mean they can't be if equipped per FAR
91.205. A fair number of E-AB are IFR capable, as can be seen by a visit
to VansAirForce web site. So the particular aircraft under discussion may
well be VFR only, but I just wanted to make sure the casual reader didn't
conclude that ELSA and E-AB are not or can not be IFR. Sorry for the
distraction.
Message 3
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| Subject: | Re: DIY Serial to Gaycode converter -- resent |
Oops. Just noticed a bug in the source code I previously uploaded,
should be:
sAltitude = sAltitude.substring(0, sAltitude.length() - 2);
Otherwise won't see 10,000s of feet.
Attached is the corrected source code and compiled non-test version.
Finn
On 7/11/2020 11:03 PM, Finn Lassen wrote:
> Attached program can be compiled and uploaded to a Nano using the
> Arduino IDE (https://www.arduino.cc/en/main/software).
---
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Message 4
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| Subject: | Re: Static System Test |
There is no difference between VFR and IFR capable aircraft in the
requirements for testing altimetry systems, transponders, and encoders. If
you're in rule airspace, you need to do the tests every two years.
On Tue, Jul 14, 2020, 06:29 James Meade <jnmeade@southslope.net> wrote:
> jnmeade@southslope.net>
>
> Just a slight clarification of Kelly's comment. "Aircraft in question is
> either ELSA or E-AMB, built
> for VFR only." I'm just pointing out in case someone gets the
> wrong
> impression that ELSA and E-AB may be IFR capable. My Flight Design CTSW
> ELSA is legal for IMC and can be filed IFR. Granted, few ELSA seem to be
> capable of IFR, but that doesn't mean they can't be if equipped per FAR
> 91.205. A fair number of E-AB are IFR capable, as can be seen by a visit
> to VansAirForce web site. So the particular aircraft under discussion
> may
> well be VFR only, but I just wanted to make sure the casual reader didn't
> conclude that ELSA and E-AB are not or can not be IFR. Sorry for the
> distraction.
>
>
Message 5
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| Subject: | Re: Premature EarthX death? |
At 05:49 AM 7/14/2020, you wrote:
>
>Consider the EarthX battery's reliability for a moment. I wonder if
>it is a sufficiently complex unit with multiple failure points and
>that maybe it's reliability is not equal to the AMG type
>battery. Is the AMG battery a better choice for an electrically
>defendant airframe? Is there any way to get reliability data?
>
>--------
>Brooks Cone
>Bearhawk Patrol Kit Build
Excellent question. Unfortunately there is no data for
deducing an objective answer.
These batteries are obviously more complex . . . they
have solid state devices in series with a cranking-
current/charging-current pathway. Except for the rare
application of MOS transistors in solid state contactors,
these applications are novel to say the least. It would
be interesting to see the MTBF studies on this collection
of hardware. It's axiomatic that addition of the
electronics REDUCES reliability over the bare-bones
battery.
At the same time, the electronics REDUCES risk
of battery failure do to external abuses of over-current,
over-discharge, over-charge, unequal charging
of cells, etc.
In other words, because these batteries are chemically
more fragile than their lead-acid cousins it behooves
use to add electronic protections to ward off
the hazards of poor system integration.
By that I suggest that replacing SVLA with LiFePO4
is pounding a square peg into a round hole.
This is like the NiCad story from 60 years ago.
We pounded that peg into another ill-fitting
hole and it took a few spectacular failure
incidents before, you guessed it, band-aids
were added to the system which pushed system
integration short-falls off onto the cockpit
crew! And most people are completely unaware
of the fact that NiCads had to be serviced
in completely separate facilities from then
common flooded lead-acid devices. Seems
potassium hydroxide electrolyte is something
of an antagonist to sulfuric acid electrolyte
and vise-versa. FBO's didn't have much good
to say about Ni-Cads.
So what were (are) the driving forces for
trying to pound these pegs into ill-fitting
holes? With Ni-Cad it was the promise of
weight reduction combined with longer service
life . . . the Ni-Cad had superior cranking
ability and did not suffer from deep discharge
effects.
With LiFePO4 we're really hung up on weight . . .
and with slightly improved cranking . . . at
'normal' temperatures. But let's look at
the weight thing.
Suppose you have a nice RV with a new LiFePO4
which replaced a 10 pound heavier SVLA.
What are the benefits have been
secured? Your fuel tanks didn't grow by
1.5 gallons . . . so endurance is unchanged.
When was the last time you off-loaded
10# of baggage because you were over-grossed?
If you had two, identical RV's except
SLVA and LiFePO4 batteries. What flight
testing would you conduct do deduce which
airplane had the lighter battery? Take
off run . . . service ceiling . . . fuel
consumption?
The point being that while weight reduction
is never a 'bad' thing in airplanes, reducing
the weight of one accessory has to be traded
of with costs of ownership and objective
gains in performance.
Roy Lopresti and Burt Rutan were the grand
masters of airframe weight management. Uncle
Roy turned the Model 20 Mooney into the 201
and 231 by achieving 1 mhp/hp through dozens
of weight/drag reductions. Burt had to
design an airplane that consumed 5 gallons
of gas for every pound of airframe weight
to go around the world. Again, attention to
details on hundreds of weight issues made
that mission possible.
But in the real world of RV's and LongEz's
does a ten pound reduction in ramp weight
offer a return on investment for the increased
cost of ownership for LiFePO4 vs. SLVA?
I'm not suggesting that there's no place
for LiFePO4 on airplanes . . . but I do
suggest that an electrical system could be
crafted that is LiFePO4 friendly such
that no complex, throw-away electronics
are needed INSIDE the battery. Such a
system would not necessarily be unfriendly
to SVLA.
This would reduce cost of ownership and
increase battery reliability by way
of parts reduction . . . but the short
answer to your question is service-
records (history) will tell. Will the
marketplace be as eager to pay the
freight on a LiFePO4 'smart' product?
Bob . . .
Message 6
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| Subject: | Re: Premature EarthX death? |
P.S.
> Such a system would not necessarily be unfriendly
> to SVLA.
I've got a new AeroVolts product on the test
bench right now running the traps on energy
vs. charge discharge profiles. I've got an
EarthX device waiting to run the same
tests. Already have lots of SLVA data.
I've been thinking a lot about the
LiFePO4 friendly electrical system
with a goal of reducing parts count
and cost-of-ownership. The weight
reduction may not produce observable
benefits but at least it shouldn't
cost so much or impact reliability.
Bob . . .
Message 7
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| Subject: | Re: Static System Test |
Interesting thought, and contrary to what a friend who does xpndr certs has
to say about them. (Not the time interval, but the level of testing
requirements.)
On Tue, Jul 14, 2020 at 10:39 AM Sebastien <cluros@gmail.com> wrote:
> There is no difference between VFR and IFR capable aircraft in the
> requirements for testing altimetry systems, transponders, and encoders. If
> you're in rule airspace, you need to do the tests every two years.
>
> On Tue, Jul 14, 2020, 06:29 James Meade <jnmeade@southslope.net> wrote:
>
>> jnmeade@southslope.net>
>>
>> Just a slight clarification of Kelly's comment. "Aircraft in question
>> is
>> either ELSA or E-AMB, built
>> for VFR only." I'm just pointing out in case someone gets the
>> wrong
>> impression that ELSA and E-AB may be IFR capable. My Flight Design CTSW
>> ELSA is legal for IMC and can be filed IFR. Granted, few ELSA seem to
>> be
>> capable of IFR, but that doesn't mean they can't be if equipped per FAR
>> 91.205. A fair number of E-AB are IFR capable, as can be seen by a
>> visit
>> to VansAirForce web site. So the particular aircraft under discussion
>> may
>> well be VFR only, but I just wanted to make sure the casual reader
>> didn't
>> conclude that ELSA and E-AB are not or can not be IFR. Sorry for the
>> distraction.
>> ==========
>> -
>> Electric-List" rel="noreferrer noreferrer" target="_blank">
>> http://www.matronics.com/Navigator?AeroElectric-List
>> ==========
>> FORUMS -
>> eferrer noreferrer" target="_blank">http://forums.matronics.com
>> ==========
>> WIKI -
>> errer noreferrer" target="_blank">http://wiki.matronics.com
>> ==========
>> b Site -
>> -Matt Dralle, List Admin.
>> rel="noreferrer noreferrer" target="_blank">
>> http://www.matronics.com/contribution
>> ==========
>>
>>
>>
>>
Message 8
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| Subject: | Re: Static System Test |
Wrong!!! VFR only aircraft do not need the altimiter test. They only need
the Transponder test. Go re-read the regulations.
On Tue, Jul 14, 2020, 08:39 Sebastien <cluros@gmail.com> wrote:
> There is no difference between VFR and IFR capable aircraft in the
> requirements for testing altimetry systems, transponders, and encoders. If
> you're in rule airspace, you need to do the tests every two years.
>
> On Tue, Jul 14, 2020, 06:29 James Meade <jnmeade@southslope.net> wrote:
>
>> jnmeade@southslope.net>
>>
>> Just a slight clarification of Kelly's comment. "Aircraft in question
>> is
>> either ELSA or E-AMB, built
>> for VFR only." I'm just pointing out in case someone gets the
>> wrong
>> impression that ELSA and E-AB may be IFR capable. My Flight Design CTSW
>> ELSA is legal for IMC and can be filed IFR. Granted, few ELSA seem to
>> be
>> capable of IFR, but that doesn't mean they can't be if equipped per FAR
>> 91.205. A fair number of E-AB are IFR capable, as can be seen by a
>> visit
>> to VansAirForce web site. So the particular aircraft under discussion
>> may
>> well be VFR only, but I just wanted to make sure the casual reader
>> didn't
>> conclude that ELSA and E-AB are not or can not be IFR. Sorry for the
>> distraction.
>> ==========
>> -
>> Electric-List" rel="noreferrer noreferrer" target="_blank">
>> http://www.matronics.com/Navigator?AeroElectric-List
>> ==========
>> FORUMS -
>> eferrer noreferrer" target="_blank">http://forums.matronics.com
>> ==========
>> WIKI -
>> errer noreferrer" target="_blank">http://wiki.matronics.com
>> ==========
>> b Site -
>> -Matt Dralle, List Admin.
>> rel="noreferrer noreferrer" target="_blank">
>> http://www.matronics.com/contribution
>> ==========
>>
>>
>>
>>
Message 9
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| Subject: | Re: Premature EarthX death? |
Bob, while I cannot agree with you about the importance of 10 lbs.
additional useful load, I do think you are onto something with the LiFePO4
friendly electrical system. Builders could then choose any appropriate off
the shelf battery, or even build their own. What are some of the features
that an LiFePO4 friendly system would have?
Ken
On Tue, Jul 14, 2020 at 7:52 AM Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
> P.S.
>
> > Such a system would not necessarily be unfriendly
> > to SVLA.
>
> I've got a new AeroVolts product on the test
> bench right now running the traps on energy
> vs. charge discharge profiles. I've got an
> EarthX device waiting to run the same
> tests. Already have lots of SLVA data.
>
> I've been thinking a lot about the
> LiFePO4 friendly electrical system
> with a goal of reducing parts count
> and cost-of-ownership. The weight
> reduction may not produce observable
> benefits but at least it shouldn't
> cost so much or impact reliability.
>
> Bob . . .
>
Message 10
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| Subject: | Re: Static System Test |
Always best to read the regs. This article will point you to the
respective regs for IFR-only altimeter checks & VFR/IFR transponder checks.
https://www.aopa.org/go-fly/aircraft-and-ownership/maintenance-and-inspections/aircraft-inspections
On Tue, Jul 14, 2020 at 11:48 AM Charlie England <ceengland7@gmail.com>
wrote:
> Interesting thought, and contrary to what a friend who does xpndr certs
> has to say about them. (Not the time interval, but the level of testing
> requirements.)
>
> On Tue, Jul 14, 2020 at 10:39 AM Sebastien <cluros@gmail.com> wrote:
>
>> There is no difference between VFR and IFR capable aircraft in the
>> requirements for testing altimetry systems, transponders, and encoders. If
>> you're in rule airspace, you need to do the tests every two years.
>>
>> On Tue, Jul 14, 2020, 06:29 James Meade <jnmeade@southslope.net> wrote:
>>
>>> jnmeade@southslope.net>
>>>
>>> Just a slight clarification of Kelly's comment. "Aircraft in question
>>> is
>>> either ELSA or E-AMB, built
>>> for VFR only." I'm just pointing out in case someone gets the
>>> wrong
>>> impression that ELSA and E-AB may be IFR capable. My Flight Design
>>> CTSW
>>> ELSA is legal for IMC and can be filed IFR. Granted, few ELSA seem to
>>> be
>>> capable of IFR, but that doesn't mean they can't be if equipped per FAR
>>> 91.205. A fair number of E-AB are IFR capable, as can be seen by a
>>> visit
>>> to VansAirForce web site. So the particular aircraft under discussion
>>> may
>>> well be VFR only, but I just wanted to make sure the casual reader
>>> didn't
>>> conclude that ELSA and E-AB are not or can not be IFR. Sorry for the
>>> distraction.
>>> ==========
>>> -
>>> Electric-List" rel="noreferrer noreferrer" target="_blank">
>>> http://www.matronics.com/Navigator?AeroElectric-List
>>> ==========
>>> FORUMS -
>>> eferrer noreferrer" target="_blank">http://forums.matronics.com
>>> ==========
>>> WIKI -
>>> errer noreferrer" target="_blank">http://wiki.matronics.com
>>> ==========
>>> b Site -
>>> -Matt Dralle, List Admin.
>>> rel="noreferrer noreferrer" target="_blank">
>>> http://www.matronics.com/contribution
>>> ==========
>>>
>>>
>>>
>>> --
---
David Carter
david@carter.net
Message 11
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| Subject: | Static System Test |
Indeed. This shouldn=99t even be a debate =93 though VFR and IF
R both require a
24 mo inspection, WHAT they require is totally and utterly different
=93 they
are NOT the same.
We do hundreds of these per year, both IFR and VFR and can verify there is
a substantial difference between the requirements for VFR and IFR checks.
Cheers,
Stein
*From:* owner-aeroelectric-list-server@matronics.com <
owner-aeroelectric-list-server@matronics.com> *On Behalf Of *David Carter
*Sent:* Tuesday, July 14, 2020 11:59 AM
*To:* aeroelectric-list@matronics.com
*Subject:* Re: AeroElectric-List: Static System Test
Always best to read the regs. This article will point you to the
respective regs for IFR-only altimeter checks & VFR/IFR transponder checks.
https://www.aopa.org/go-fly/aircraft-and-ownership/maintenance-and-inspecti
ons/aircraft-inspections
On Tue, Jul 14, 2020 at 11:48 AM Charlie England <ceengland7@gmail.com>
wrote:
Interesting thought, and contrary to what a friend who does xpndr certs has
to say about them. (Not the time interval, but the level of testing
requirements.)
On Tue, Jul 14, 2020 at 10:39 AM Sebastien <cluros@gmail.com> wrote:
There is no difference between VFR and IFR capable aircraft in the
requirements for testing altimetry systems, transponders, and encoders. If
you're in rule airspace, you need to do the tests every two years.
On Tue, Jul 14, 2020, 06:29 James Meade <jnmeade@southslope.net> wrote:
jnmeade@southslope.net>
Just a slight clarification of Kelly's comment. "Aircraft in question is
either ELSA or E-AMB, built
for VFR only." I'm just pointing out in case someone gets the
wrong
impression that ELSA and E-AB may be IFR capable. My Flight Design CTSW
ELSA is legal for IMC and can be filed IFR. Granted, few ELSA seem to be
capable of IFR, but that doesn't mean they can't be if equipped per FAR
91.205. A fair number of E-AB are IFR capable, as can be seen by a visit
to VansAirForce web site. So the particular aircraft under discussion may
well be VFR only, but I just wanted to make sure the casual reader didn't
conclude that ELSA and E-AB are not or can not be IFR. Sorry for the
distraction.
-
Electric-List" rel="noreferrer noreferrer" target="_blank">
http://www.matronics.com/Navigator?AeroElectric-List
FORUMS -
eferrer noreferrer" target="_blank">http://forums.matronics.com
WIKI -
errer noreferrer" target="_blank">http://wiki.matronics.com
b Site -
-Matt Dralle, List Admin.
rel="noreferrer noreferrer" target="_blank">
http://www.matronics.com/contribution
--
---
David Carter
david@carter.net
Message 12
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| Subject: | Re: Static System Test |
Stein, Thank You for correcting this simple misunderstanding in the
Experimental Community. Could not say it better. Know the regs, stay on
good terms with your Avionics Rep. ELSA have strict equipment
requirements. I am not up to speed on which ELSA are IFR qualified. I do
know of many IFR equipment Amatuer Built E-AB.
John Cox - Retire Airline Avionics Technician
On Tue, Jul 14, 2020 at 10:56 AM Stein Bruch <stein@steinair.com> wrote:
> Indeed. This shouldn=99t even be a debate =93 though VFR and
IFR both require
> a 24 mo inspection, WHAT they require is totally and utterly different
=93
> they are NOT the same.
>
>
> We do hundreds of these per year, both IFR and VFR and can verify there i
s
> a substantial difference between the requirements for VFR and IFR checks.
>
>
> Cheers,
>
> Stein
>
>
> *From:* owner-aeroelectric-list-server@matronics.com <
> owner-aeroelectric-list-server@matronics.com> *On Behalf Of *David Carter
> *Sent:* Tuesday, July 14, 2020 11:59 AM
> *To:* aeroelectric-list@matronics.com
> *Subject:* Re: AeroElectric-List: Static System Test
>
>
> Always best to read the regs. This article will point you to the
> respective regs for IFR-only altimeter checks & VFR/IFR transponder check
s.
>
>
> https://www.aopa.org/go-fly/aircraft-and-ownership/maintenance-and-inspec
tions/aircraft-inspections
>
>
> On Tue, Jul 14, 2020 at 11:48 AM Charlie England <ceengland7@gmail.com>
> wrote:
>
> Interesting thought, and contrary to what a friend who does xpndr certs
> has to say about them. (Not the time interval, but the level of testing
> requirements.)
>
>
> On Tue, Jul 14, 2020 at 10:39 AM Sebastien <cluros@gmail.com> wrote:
>
> There is no difference between VFR and IFR capable aircraft in the
> requirements for testing altimetry systems, transponders, and encoders. I
f
> you're in rule airspace, you need to do the tests every two years.
>
>
> On Tue, Jul 14, 2020, 06:29 James Meade <jnmeade@southslope.net> wrote:
>
> jnmeade@southslope.net>
>
> Just a slight clarification of Kelly's comment. "Aircraft in question is
> either ELSA or E-AMB, built
> for VFR only." I'm just pointing out in case someone gets the
> wrong
> impression that ELSA and E-AB may be IFR capable. My Flight Design CTSW
> ELSA is legal for IMC and can be filed IFR. Granted, few ELSA seem to be
> capable of IFR, but that doesn't mean they can't be if equipped per FAR
> 91.205. A fair number of E-AB are IFR capable, as can be seen by a visit
> to VansAirForce web site. So the particular aircraft under discussion
> may
> well be VFR only, but I just wanted to make sure the casual reader didn't
> conclude that ELSA and E-AB are not or can not be IFR. Sorry for the
> distraction.
> ==========
> -
> Electric-List" rel="noreferrer noreferrer" target="_blank">
> http://www.matronics.com/Navigator?AeroElectric-List
> ==========
> FORUMS -
> eferrer noreferrer" target="_blank">http://forums.matronics.com
> ==========
> WIKI -
> errer noreferrer" target="_blank">http://wiki.matronics.com
> ==========
> b Site -
> -Matt Dralle, List Admin.
> rel="noreferrer noreferrer" target="_blank">
> http://www.matronics.com/contribution
> ==========
>
>
> --
>
> ---
> David Carter
> david@carter.net
>
--
Johnny C.
Message 13
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| Subject: | Re: Static System Test |
My apologies, a while back I checked the FARs and it looked to me like they
were the same as in Canada but I either got it wrong or looked in the wrong
place. Thank you for the correction.
Which regs does the encoder come under? Altimeter or transponder?
On Tue, Jul 14, 2020, 10:56 Stein Bruch <stein@steinair.com> wrote:
> Indeed. This shouldn=99t even be a debate =93 though VFR and
IFR both require
> a 24 mo inspection, WHAT they require is totally and utterly different
=93
> they are NOT the same.
>
>
> We do hundreds of these per year, both IFR and VFR and can verify there i
s
> a substantial difference between the requirements for VFR and IFR checks.
>
>
> Cheers,
>
> Stein
>
>
> *From:* owner-aeroelectric-list-server@matronics.com <
> owner-aeroelectric-list-server@matronics.com> *On Behalf Of *David Carter
> *Sent:* Tuesday, July 14, 2020 11:59 AM
> *To:* aeroelectric-list@matronics.com
> *Subject:* Re: AeroElectric-List: Static System Test
>
>
> Always best to read the regs. This article will point you to the
> respective regs for IFR-only altimeter checks & VFR/IFR transponder check
s.
>
>
> https://www.aopa.org/go-fly/aircraft-and-ownership/maintenance-and-inspec
tions/aircraft-inspections
>
>
> On Tue, Jul 14, 2020 at 11:48 AM Charlie England <ceengland7@gmail.com>
> wrote:
>
> Interesting thought, and contrary to what a friend who does xpndr certs
> has to say about them. (Not the time interval, but the level of testing
> requirements.)
>
>
> On Tue, Jul 14, 2020 at 10:39 AM Sebastien <cluros@gmail.com> wrote:
>
> There is no difference between VFR and IFR capable aircraft in the
> requirements for testing altimetry systems, transponders, and encoders. I
f
> you're in rule airspace, you need to do the tests every two years.
>
>
> On Tue, Jul 14, 2020, 06:29 James Meade <jnmeade@southslope.net> wrote:
>
> jnmeade@southslope.net>
>
> Just a slight clarification of Kelly's comment. "Aircraft in question is
> either ELSA or E-AMB, built
> for VFR only." I'm just pointing out in case someone gets the
> wrong
> impression that ELSA and E-AB may be IFR capable. My Flight Design CTSW
> ELSA is legal for IMC and can be filed IFR. Granted, few ELSA seem to be
> capable of IFR, but that doesn't mean they can't be if equipped per FAR
> 91.205. A fair number of E-AB are IFR capable, as can be seen by a visit
> to VansAirForce web site. So the particular aircraft under discussion
> may
> well be VFR only, but I just wanted to make sure the casual reader didn't
> conclude that ELSA and E-AB are not or can not be IFR. Sorry for the
> distraction.
> ==========
> -
> Electric-List" rel="noreferrer noreferrer" target="_blank">
> http://www.matronics.com/Navigator?AeroElectric-List
> ==========
> FORUMS -
> eferrer noreferrer" target="_blank">http://forums.matronics.com
> ==========
> WIKI -
> errer noreferrer" target="_blank">http://wiki.matronics.com
> ==========
> b Site -
> -Matt Dralle, List Admin.
> rel="noreferrer noreferrer" target="_blank">
> http://www.matronics.com/contribution
> ==========
>
>
> --
>
> ---
> David Carter
> david@carter.net
>
Message 14
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| Subject: | Re: Static System Test |
If your friend is referring to RVSM requirements then that's true but I
don't know many E-AB aircraft flying above 28 000'. Otherwise what
requirements are different?
On Tue, Jul 14, 2020, 08:52 Charlie England <ceengland7@gmail.com> wrote:
> Interesting thought, and contrary to what a friend who does xpndr certs
> has to say about them. (Not the time interval, but the level of testing
> requirements.)
>
> On Tue, Jul 14, 2020 at 10:39 AM Sebastien <cluros@gmail.com> wrote:
>
>> There is no difference between VFR and IFR capable aircraft in the
>> requirements for testing altimetry systems, transponders, and encoders. If
>> you're in rule airspace, you need to do the tests every two years.
>>
>> On Tue, Jul 14, 2020, 06:29 James Meade <jnmeade@southslope.net> wrote:
>>
>>> jnmeade@southslope.net>
>>>
>>> Just a slight clarification of Kelly's comment. "Aircraft in question
>>> is
>>> either ELSA or E-AMB, built
>>> for VFR only." I'm just pointing out in case someone gets the
>>> wrong
>>> impression that ELSA and E-AB may be IFR capable. My Flight Design
>>> CTSW
>>> ELSA is legal for IMC and can be filed IFR. Granted, few ELSA seem to
>>> be
>>> capable of IFR, but that doesn't mean they can't be if equipped per FAR
>>> 91.205. A fair number of E-AB are IFR capable, as can be seen by a
>>> visit
>>> to VansAirForce web site. So the particular aircraft under discussion
>>> may
>>> well be VFR only, but I just wanted to make sure the casual reader
>>> didn't
>>> conclude that ELSA and E-AB are not or can not be IFR. Sorry for the
>>> distraction.
>>> ==========
>>> -
>>> Electric-List" rel="noreferrer noreferrer" target="_blank">
>>> http://www.matronics.com/Navigator?AeroElectric-List
>>> ==========
>>> FORUMS -
>>> eferrer noreferrer" target="_blank">http://forums.matronics.com
>>> ==========
>>> WIKI -
>>> errer noreferrer" target="_blank">http://wiki.matronics.com
>>> ==========
>>> b Site -
>>> -Matt Dralle, List Admin.
>>> rel="noreferrer noreferrer" target="_blank">
>>> http://www.matronics.com/contribution
>>> ==========
>>>
>>>
>>>
>>>
Message 15
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| Subject: | Re: Premature EarthX death? |
At 11:01 AM 7/14/2020, you wrote:
>Bob, while I cannot agree with you about the importance of 10 lbs.
>additional useful load . . .
Can you articulate the 'usefulness' in numbers? "Useful load" is
an arbitrary number derived from a host of design goals,
validated by very demanding flight testing and finally
holy-watered by someone who may not even have a pilot's
license much less practical experience in light plane
operations.
A delta-weight of 10 pounds on performance in a 1600 to
1800 pound airplane is undetectable by contemporary measurement
techniques. How many OBAM aircraft owners routinely
push the envelope for service ceiling, time to
climb, take off roll, etc. etc?
>I do think you are onto something with the LiFePO4 friendly electrical system.
>Builders could then choose any appropriate off the shelf battery, or
>even build
>their own. What are some of the features that an LiFePO4 friendly
>system would have?
BMS features are part of the ship's electrical
system including:
Over discharge disconnect (open the battery contactor)
Over current disconnect ( ditto )
Over voltage protection (already part of every thoughtful
system).
Cell balancing (not sure this is even called for
in assemblages of quality cells
that are not routinely deep
discharged . . . looking to clarify
that)
Recharge rate
Management (easily added to the duties of an
agile voltage regulator).
The benefits of such a system may extend past
the weight thingy . . . suppose you could stuff
a battery space with the SAME weight of lithium
as the removed SLVA and enjoy phenomenal alternator-
out endurance in electrically dependent engines?
These are things that come to mind the soonest . . . no
doubt there are others.
For a century we have been putting 'round' batteries
into systems DESIGNED with 'round' holes. I'm thinking
that with rather rudimentary design changes we can
craft a system that readily accepts bare-foot LiFePO4
arrays that wouldn't insult an SVLA battery either.
Bob . . .
Message 16
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| Subject: | Re: Premature EarthX death? |
On Tuesday, July 14, 2020, 5:58:24 PM EDT, Robert L. Nuckolls, III <nuc
kolls.bob@aeroelectric.com> wrote:
=C2-> Can you articulate the 'usefulness' in numbers?
=C2- I can.=C2- My airplane tops out at 1320.=C2- There is a whole ca
tegory of airplanes with that limitation now.=C2- Having made an arguably
poor decision to use an engine that is on the heavy side, any extra weight
in the nose comes with a corresponding requirement to add even more weight
in the rear.=C2- 10 will get you 20, in other words.
The plane weighs 800, and I'm hitting the scales at 270 nowadays.=C2- if
a 130lb passenger joins me, I can't use my full 22gal of fuel capacity, and
we can't carry any luggage.
It's not that the 10lbs is so heavy in relation to the plane.=C2- It's th
at it is heavy in relation to what you have left in the budget.
Message 17
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| Subject: | Re: Premature EarthX death? |
Can you articulate the 'usefulness' in numbers?
I could try, but I would fail miserably. Logically I understand that 10
pounds added to the gross is unlikely to cause me to hit the spruce tree on
takeoff. But in reality, I know that decisions about what to take and what
to leave are necessary all the time.
On Tue, Jul 14, 2020 at 2:03 PM Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
> At 11:01 AM 7/14/2020, you wrote:
>
> Bob, while I cannot agree with you about the importance of 10 lbs.
> additional useful load . . .
>
>
> Can you articulate the 'usefulness' in numbers? "Useful load" is
> an arbitrary number derived from a host of design goals,
> validated by very demanding flight testing and finally
> holy-watered by someone who may not even have a pilot's
> license much less practical experience in light plane
> operations.
>
> A delta-weight of 10 pounds on performance in a 1600 to
> 1800 pound airplane is undetectable by contemporary measurement
> techniques. How many OBAM aircraft owners routinely
> push the envelope for service ceiling, time to
> climb, take off roll, etc. etc?
>
> I do think you are onto something with the LiFePO4 friendly electrical
> system.
> Builders could then choose any appropriate off the shelf battery, or even
> build
> their own. What are some of the features that an LiFePO4 friendly system
> would have?
>
>
> BMS features are part of the ship's electrical
> system including:
>
> Over discharge disconnect (open the battery contactor)
> Over current disconnect ( ditto )
> Over voltage protection (already part of every thoughtful
> system).
> Cell balancing (not sure this is even called for
> in assemblages of quality cells
> that are not routinely deep
> discharged . . . looking to clarify
> that)
> Recharge rate
> Management (easily added to the duties of an
> agile voltage regulator).
>
> The benefits of such a system may extend past
> the weight thingy . . . suppose you could stuff
> a battery space with the SAME weight of lithium
> as the removed SLVA and enjoy phenomenal alternator-
> out endurance in electrically dependent engines?
>
> These are things that come to mind the soonest . . . no
> doubt there are others.
>
> For a century we have been putting 'round' batteries
> into systems DESIGNED with 'round' holes. I'm thinking
> that with rather rudimentary design changes we can
> craft a system that readily accepts bare-foot LiFePO4
> arrays that wouldn't insult an SVLA battery either.
>
> Bob . . .
>
Message 18
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| Subject: | Re: Static System Test |
[quote="rv10pro(at)gmail.com"]Stein, Thank You for correcting this simple misunderstanding
in the Experimental Community. Could not say it better. Know the regs,
stay on good terms with your Avionics Rep. ELSA have strict equipment requirements.
Some further clarification may be in order.
Yes, ELSA Experimental Light Sport Aircraft must be built exactly like SLSA Special
Light Sport Aircraft or start life as a factory built SLSA.
As soon as the ELSA airworthiness certificate is issued, the plane can be extensively
modified (so long as the change is not so great as to requires a new Operating
Limitation).
If you want to use a different tire or battery in your SLSA, you must have an MOA
from the manufacturer. If you want to use a different battery, tire, radio,
seat belt, EFS, etc in your ELSA you make a log book entry (again, so long as
you don't materially change the characteristics of the aircraft).
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=497303#497303
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