Today's Message Index:
----------------------
1. 08:55 AM - Engine running rough at high power settings? (Bitterlich, Mark G CIV NAVAIR, WD)
2. 09:05 AM - Re: Engine running rough at high power settings? (Byron Fox)
3. 09:17 AM - Re: ADS-B out in a CJ6... (Justin Drafts)
4. 09:29 AM - Re: Engine running rough at high power settings? (Richard Goode)
5. 09:46 AM - Re: Re: ADS-B out in a CJ6... (Greg Wrobel)
6. 10:55 AM - Re: Engine running rough at high power settings? (A. Dennis Savarese)
7. 11:12 AM - Re: Re: ADS-B out in a CJ6... (Bitterlich, Mark G CIV NAVAIR, WD)
8. 11:43 AM - Re: Re: ADS-B out in a CJ6... (George S. Coy)
9. 11:50 AM - Re: Re: ADS-B out in a CJ6... (Justin Drafts)
10. 11:56 AM - Re: Re: ADS-B out in a CJ6... (Bitterlich, Mark G CIV NAVAIR, WD)
11. 11:58 AM - Re: Re: ADS-B out in a CJ6... (A. Dennis Savarese)
12. 12:13 PM - Re: Re: ADS-B out in a CJ6... (Bitterlich, Mark G CIV NAVAIR, WD)
13. 12:16 PM - Re: Engine running rough at high power settings? (Michael Foster)
14. 12:39 PM - Re: Engine running rough at high power settings? (Roger Kemp)
15. 12:43 PM - Re: Engine running rough at high power settings? (Bitterlich, Mark G CIV NAVAIR, WD)
16. 12:51 PM - Re: Engine running rough at high power settings? (apatton2)
17. 12:53 PM - Re: Re: ADS-B out in a CJ6... (George Coy)
18. 12:56 PM - Re: Re: ADS-B out in a CJ6... (George Coy)
19. 12:57 PM - Re: Engine running rough at high power settings? (Bitterlich, Mark G CIV NAVAIR, WD)
20. 01:04 PM - Re: Re: ADS-B out in a CJ6... (A. Dennis Savarese)
21. 01:06 PM - Re: Re: ADS-B out in a CJ6... (Bitterlich, Mark G CIV NAVAIR, WD)
22. 01:06 PM - Re: Engine running rough at high power settings? (A. Dennis Savarese)
23. 01:19 PM - Re: Re: ADS-B out in a CJ6... (Byron Fox)
24. 01:28 PM - Re: Re: ADS-B out in a CJ6... (JON BLAKE)
25. 01:29 PM - Re: Re: ADS-B out in a CJ6... (JON BLAKE)
26. 02:23 PM - Re: Re: ADS-B out in a CJ6... (Mark Pennington)
27. 02:26 PM - Re: Re: ADS-B out in a CJ6... (Mark Pennington)
28. 06:00 PM - Re: Re: ADS-B out in a CJ6... (Greg Wrobel)
Message 1
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| Subject: | Engine running rough at high power settings? |
Besides checking the mags when it is actually happening, ... not afterwards, but
when it is actually happening.... you also need to check your primer pump.
There are many ways to do this, but my preferred method is to turn the handle
to the PRIME direction, which in a 50 should be to the left (to the right on a
52), listen to the engine at idle. It should have an RPM decrease and run rough,
reason being that with the primer pump handle turned left, the engine will
run extremely rich and you should be able to not only hear this, but also to
hear it go away and return to smooth running when you put it back in the middle.
If you do NOT hear any difference between middle and to the left, it is
possible your primer pump is leaking internally and making the engine way too
rich. You would feel this on takeoff. Pulling the engine back, I.E. unloading
power would smooth it out. And of course, this is a long shot. Typically "rough
on climb out" is a mag thing. Since it ran well for awhile after rebuild,
the assumption is that they were both re-installed and timed correctly, although
that is a leap of faith because aligning a M-14 MAG is rather an art form.
See Dennis for details. So if you check the mags in flight (or have already
done so) and there is no change running from one mag to the other, it comes
to fuel. The primer pump is always a possible culprit. Following that induction
leaks. It is very possible that you could have an induction tube or two
sucking in air making a few cylinders go lean. This would also smooth out when
pulling back on the power. So look for loose induction tube rings and seals
as this too is a common problem. Following that is the carb, and hopefully nobody
has to go there.
Mark
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of apatton2
Sent: Tuesday, June 19, 2018 1:35 AM
Subject: [Non-DoD Source] Yak-List: Engine running rough at high power settings?
--> <apatton@alumni.princeton.edu>
O Gods of M14:
Here's a riddle for you.
I have a Yak-50 with a stock M14P. I have been flying it regularly since I purchased
it around 8mo and 40hr ago. It is a very stock airplane (no digital engine
monitor, etc). TTA&E 640h.
Before I flew it for the first time, I replaced the following with new/overhauled
components:
- spark plugs (auto kit)
- Mags (overhauled M9F)
- Carb (overhauled)
So, now all of those components have around 40hrs on them.
2 weekends ago I had the engine run very rough on climbout. I continued around
the pattern and landed. Mag check was nominal (as it was prior to takeoff). Tried
again and felt enough engine vibe on takeoff roll to abort. Mag check again
nominal.
Brought it back to hangar. Uncowled; visually inspected. Found some cracked ignition
lead boots (4 of the 9 on the rear cylinders). So I replaced all ignition
leads with new ones (auto harnesses).
Tried it again today. Same issue on takeoff. Feels like it's missing significant
power / climbing more slowly. This time pulled throttle and prop back to 70%
rpm upon reaching 500' (airport is sea level). It smoothed out *very* quickly
with the throttle and prop pulled back (especially when i brought prop lever
back under 80%). On the ground it again mag checked nominal (both 80%). Don't
know what to make of this.
Any thoughts on where to go next? I haven't pulled the plugs yet but may do that
next - or check carb settings.
Thanks!
Andrew
--------
Andrew Patton
Yak-50
San Francisco, CA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=480979#480979
Message 2
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| Subject: | Re: Engine running rough at high power settings? |
Andrew, have you discussed this with Vladimir Yastremski?
Blitz Fox
415-307-2405
> On Jun 18, 2018, at 10:35 PM, apatton2 <apatton@alumni.princeton.edu> wrot
e:
>
>
> O Gods of M14:
> Here's a riddle for you.
>
> I have a Yak-50 with a stock M14P. I have been flying it regularly since I
purchased it around 8mo and 40hr ago. It is a very stock airplane (no digit
al engine monitor, etc). TTA&E 640h.
>
> Before I flew it for the first time, I replaced the following with new/ove
rhauled components:
> - spark plugs (auto kit)
> - Mags (overhauled M9F)
> - Carb (overhauled)
>
> So, now all of those components have around 40hrs on them.
>
> 2 weekends ago I had the engine run very rough on climbout. I continued ar
ound the pattern and landed. Mag check was nominal (as it was prior to takeo
ff). Tried again and felt enough engine vibe on takeoff roll to abort. Mag c
heck again nominal.
>
> Brought it back to hangar. Uncowled; visually inspected. Found some cracke
d ignition lead boots (4 of the 9 on the rear cylinders). So I replaced all i
gnition leads with new ones (auto harnesses).
>
> Tried it again today. Same issue on takeoff. Feels like it's missing signi
ficant power / climbing more slowly. This time pulled throttle and prop back
to 70% rpm upon reaching 500' (airport is sea level). It smoothed out *very
* quickly with the throttle and prop pulled back (especially when i brought p
rop lever back under 80%). On the ground it again mag checked nominal (both
80%). Don't know what to make of this.
>
> Any thoughts on where to go next? I haven't pulled the plugs yet but may d
o that next - or check carb settings.
> Thanks!
> Andrew
>
> --------
> Andrew Patton
> Yak-50
> San Francisco, CA
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=480979#480979
>
>
>
>
>
>
==========================
=========
==========================
=========
==========================
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==========================
=========
==========================
=========
>
>
>
Message 3
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| Subject: | Re: ADS-B out in a CJ6... |
Ladies, gents, and fellow fliers-
As the ADS-B deadline slowly approaches, I'm considering the Garmin GTX-335
system for my Nanchang CJ6.
Have any of you used this system before in a CJ?
Thoughts & advice? Successes? Things to watch out for?
Thanks all-
Justin Drafts
N280NC
Message 4
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| Subject: | Engine running rough at high power settings? |
Hello Andrew,
I would suspect an ignition problem, and probably the "traditional" problem
of a magneto coil breaking down. I'm very conscious that we sold you some
magnetos last year, and I would suspect that you aircraft probably has got
"our" magnetos fitted!
But where I have a question is that your problem seems to occur before the
engine is really hot - i.e. on take-off. Of course it will have been warmed
up and able to accept full power, but my experience of magneto coil issues
is that they do happen when the engine has been running for at least 20
minutes or so and heat has soaked right through the engine to the magnetos
and then to the coil.
In your case it does seem that the failure is shortly after take-off when
the magnetos are not going to be at their hottest.
But an obvious thing to do is to replicate the problem and then land and
check your sparking plugs - if one of the magnetos has not been working
correctly, this will be very obvious.
But if there's anything else, please come back to me on my direct email.
Richard
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of apatton2
Sent: 19 June 2018 06:35
Subject: Yak-List: Engine running rough at high power settings?
--> <apatton@alumni.princeton.edu>
O Gods of M14:
Here's a riddle for you.
I have a Yak-50 with a stock M14P. I have been flying it regularly since I
purchased it around 8mo and 40hr ago. It is a very stock airplane (no
digital engine monitor, etc). TTA&E 640h.
Before I flew it for the first time, I replaced the following with
new/overhauled components:
- spark plugs (auto kit)
- Mags (overhauled M9F)
- Carb (overhauled)
So, now all of those components have around 40hrs on them.
2 weekends ago I had the engine run very rough on climbout. I continued
around the pattern and landed. Mag check was nominal (as it was prior to
takeoff). Tried again and felt enough engine vibe on takeoff roll to abort.
Mag check again nominal.
Brought it back to hangar. Uncowled; visually inspected. Found some cracked
ignition lead boots (4 of the 9 on the rear cylinders). So I replaced all
ignition leads with new ones (auto harnesses).
Tried it again today. Same issue on takeoff. Feels like it's missing
significant power / climbing more slowly. This time pulled throttle and prop
back to 70% rpm upon reaching 500' (airport is sea level). It smoothed out
*very* quickly with the throttle and prop pulled back (especially when i
brought prop lever back under 80%). On the ground it again mag checked
nominal (both 80%). Don't know what to make of this.
Any thoughts on where to go next? I haven't pulled the plugs yet but may do
that next - or check carb settings.
Thanks!
Andrew
--------
Andrew Patton
Yak-50
San Francisco, CA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=480979#480979
Message 5
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| Subject: | Re: ADS-B out in a CJ6... |
Justin.
That's the one I'm leaning towards since I have a new Garmin radio although
there is no connection or usage between the two.
I have a friend that just install his on a Chipmunk and he used two wires.
Power and ground. It comes with GPS Antenna, wiring and rack. I will get
the encoder for $249 that's about the size of a quarter and it snaps into
the back of the rack and connects to transponder when you slide it into
tray. The only cable you need is the connection from xponder to hocky puck
antenna and most places will make it for you (at a cost). I'm mounting my
antenna on the rear turtle deck as opposed to the center one between the
cockpits. Of course the 345 had ADS-B in but it's another $2000. I already
have that in my aircraft.
On Tue, Jun 19, 2018, 11:21 AM Justin Drafts <draftsjust417@gmail.com>
wrote:
> Ladies, gents, and fellow fliers-
>
> As the ADS-B deadline slowly approaches, I'm considering the Garmin
> GTX-335 system for my Nanchang CJ6.
> Have any of you used this system before in a CJ?
> Thoughts & advice? Successes? Things to watch out for?
>
> Thanks all-
>
> Justin Drafts
> N280NC
>
Message 6
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| Subject: | Re: Engine running rough at high power settings? |
Could also be a sticking valve or valves.=C2- Add a quart or so of Marvel
Mystery Oil to the engine oil tank and run the engine for a couple of hour
s and see if that makes a difference.=C2- The MMO will "clean" the crud o
ff the valve guides, thus eliminating a sticking valve.=C2- BTW, this is
a common problem for the M14 and the MMO has proven to be a reliable fix.De
nnis
From: Richard Goode <richard.goode@russianaeros.com>
To: yak-list@matronics.com
Sent: Tuesday, June 19, 2018 12:31 PM
Subject: RE: Yak-List: Engine running rough at high power settings?
.com>
Hello Andrew,
I would suspect an ignition problem, and probably the "traditional" problem
of a magneto coil breaking down. I'm very conscious that we sold you some
magnetos last year, and I would suspect that you aircraft probably has got
"our" magnetos fitted!
But where I have a question is that your problem seems to occur before the
engine is really hot - i.e. on take-off. Of course it will have been warmed
up and able to accept full power, but my experience of magneto coil issues
is that they do happen when the engine has been running for at least 20
minutes or so and heat has soaked right through the engine to the magnetos
and then to the coil.
In your case it does seem that the failure is shortly after take-off when
the magnetos are not going to be at their hottest.
But an obvious thing to do is to replicate the problem and then land and
check your sparking plugs - if one of the magnetos has not been working
correctly, this will be very obvious.
But if there's anything else, please come back to me on my direct email.
Richard
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
Tel:=C2- +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of apatton2
Sent: 19 June 2018 06:35
Subject: Yak-List: Engine running rough at high power settings?
--> <apatton@alumni.princeton.edu>
O Gods of M14:
Here's a riddle for you.
I have a Yak-50 with a stock M14P. I have been flying it regularly since I
purchased it around 8mo and 40hr ago. It is a very stock airplane (no
digital engine monitor, etc). TTA&E 640h.
Before I flew it for the first time, I replaced the following with
new/overhauled components:
- spark plugs (auto kit)
- Mags (overhauled M9F)
- Carb (overhauled)
So, now all of those components have around 40hrs on them.
2 weekends ago I had the engine run very rough on climbout. I continued
around the pattern and landed. Mag check was nominal (as it was prior to
takeoff). Tried again and felt enough engine vibe on takeoff roll to abort.
Mag check again nominal.
Brought it back to hangar. Uncowled; visually inspected. Found some cracked
ignition lead boots (4 of the 9 on the rear cylinders). So I replaced all
ignition leads with new ones (auto harnesses).
Tried it again today. Same issue on takeoff. Feels like it's missing
significant power / climbing more slowly. This time pulled throttle and pro
p
back to 70% rpm upon reaching 500' (airport is sea level). It smoothed out
*very* quickly with the throttle and prop pulled back (especially when i
brought prop lever back under 80%). On the ground it again mag checked
nominal (both=C2- 80%). Don't know what to make of this.
Any thoughts on where to go next? I haven't pulled the plugs yet but may do
that next - or check carb settings.
Thanks!
Andrew
--------
Andrew Patton
Yak-50
San Francisco, CA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=480979#480979
S -
WIKI -
-
=C2- =C2- =C2- =C2- =C2- -Matt Dralle, List Admin.
Message 7
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| Subject: | Re: ADS-B out in a CJ6... |
This is a topic I've also been thinking about for quite some time. I have to
disagree (just slightly because I am a known nit-picker) that all it requires
is two wires, power and ground. Typically when you add an altitude encoder,
you wire it using grey code wiring, and that is rather a slew of wires to be accurate
about it. If you go this route, I highly suggest a Sandia encoder. They
last a LONG time compared to say an ACK-30. So now (using list prices as
reference) you are looking at a lot of money. That being said, I think it is
the coolest way to go, and in the end it minimizes work, especially if you have
someone else build the cable interfacing it to the Encoder! It also is good
above 18,000 feet and into other countries.
That being said, you now have one unit with a WAAS GPS, a built in Mode 3A transponder,
with Extended Squitter added to handle ADS-B out requirements, a Mode-C
altitude interface (for the external Encoder). Other than the Encoder, it
is an all in one unit. Here's the rub. That's a lot of stuff in one box. If
*ANY* of it goes bad, you are looking at having to pull the unit, and when you
do, you lose every darn thing. So the ADS-B extended squitter goes bad, out
comes the box. The WAAS GPS goes bad, out the whole thing comes. Etc. etc.
I'm not so sure I like that. But in reality the answer is going to be just how
reliable this unit is, and we don't know that yet. What we DO know is that
there is a lot of additional stuff in that one box that CAN go bad! In addition,
you are going to have to re-certify the transponder and altitude encoder
at an Avionics Shop. That two year certification goes away if you are installing
all new gear, so now you are looking at that cost as well.
Here's the alternative. The Garmin GDL-82 Universal Access Transceiver. This
is really only an option if you already have a decent Transponder and Altitude
Encoder installed already and they are reliable and working just fine. I'd advise
testing them to make sure! When you go this route, you will be transmitting
on 978 Mhz. This "box" really does have very few wires to interface. It
has a USB connector to program it (four wires), power & ground, plus a wire for
Anonymous Mode, and a wire for a failure light (optional). The existing transponder
antenna hooks to it, a GPS antenna, and a short RF jumper from Transponder
antenna out, to the GDL-82. How does it work? It will actually send (depending)
an interrogation to your transponder on occasion and "read" the mode
3A code you have put in there, along with your reported pressure altitude sent
out by the transponder, as the transponder read from the existing altitude
encoder. It basically "pulls" the information it needs from an actual transponder
transmission your existing equipment is already doing. The existing transponder
transmission goes right through the 82, and out to the antenna with about
0.5 dB of loss. It (the GDL-82) then makes its own transmission (about 40
watts) on 978 MHz to meet the ADS-B out requirement.
So the GDL-82 has the ADS-B Universal Access Transceiver (UAT) transmitter inside,
plus a WAAS GPS (if you want it and don't already have one). If it goes bad,
you still have your transponder working with Mode 3A (four numbers) plus Mode
3C Altitude transmission. If the transponder goes bad, and you have to pull
it, the GDL-82 will actually still make partial transmissions, although that
is not an FAA recognized sub mode. The bottom line to that is that it will
still "wake up" the ground UAT stations, so that you will continue to get uninterrupted
ADSB-IN. That is WAY cool. So you have the ability to not lose EVERYTHING
if just one thing goes bad. Down side, it will not work with a transponder
that already has Mode-S. It cannot be used above 18,000 feet, and it is
not yet recognized in many countries.
One more big plus. It has Anonymous Mode. Flip this switch, and anytime your
transponder is set to VFR 1200 code, it does not send out your "N" number or your
special recognition code. It still meets ADS-B out requirements, but the
FAA really can't tell who you are. Keep something else in mind. The FAA says
that if you equip your aircraft with ADS-B out, IT MUST BE TURNED ON ALL THE
TIME! On the ground and in the air. ALL the time! This means that they can
see and track every single thing you do, know who you are, how low you went and
where, etc., etc., etc. Meet Big Brother. I am sorry folks, but having had
experience with the FAA, I do not want them pulling up some data file that they
recorded from my ADS-B out equipment saying I violated "whatever". Even the
best of pilots are capable of making a mistake now and then, and although this
is the new "more friendly FAA" these days, you make up your own mind. I am
going with the GDL-82 because it is cheaper, it does not require me to do another
transponder/encoder check at the shop, I have a really good Garmin transponder
and encoder already, it allows me to continue to operate in reduced capability
if just one part goes bad (I don't like "all or nothing"), and it has Anonymous
Mode, and it is easier to wire in.
This does not mean my way is "right" and someone else's way is "wrong". I am just
happy to have a choice, and am listing the thoughts that went through my mind
in making the decision. The GTX-335 remains a terrific piece of equipment,
and I might eventually get it. But not right away.
Mark
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of Greg Wrobel
Sent: Tuesday, June 19, 2018 12:46 PM
Subject: [Non-DoD Source] Re: Yak-List: Re: ADS-B out in a CJ6...
Justin.
That's the one I'm leaning towards since I have a new Garmin radio although there
is no connection or usage between the two.
I have a friend that just install his on a Chipmunk and he used two wires. Power
and ground. It comes with GPS Antenna, wiring and rack. I will get the encoder
for $249 that's about the size of a quarter and it snaps into the back of the
rack and connects to transponder when you slide it into tray. The only cable
you need is the connection from xponder to hocky puck antenna and most places
will make it for you (at a cost). I'm mounting my antenna on the rear turtle
deck as opposed to the center one between the cockpits. Of course the 345 had
ADS-B in but it's another $2000. I already have that in my aircraft.
On Tue, Jun 19, 2018, 11:21 AM Justin Drafts <draftsjust417@gmail.com <mailto:draftsjust417@gmail.com> > wrote:
Ladies, gents, and fellow fliers-
As the ADS-B deadline slowly approaches, I'm considering the Garmin GTX-335 system
for my Nanchang CJ6.
Have any of you used this system before in a CJ?
Thoughts & advice? Successes? Things to watch out for?
Thanks all-
Justin Drafts
N280NC
Message 8
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| Subject: | Re: ADS-B out in a CJ6... |
If you go with the Garmin, They have a tiny encoder that bolts on the back of the
xponder.
George Coy
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of Bitterlich, Mark G CIV NAVAIR, WD
Sent: Tuesday, June 19, 2018 2:10 PM
Subject: Re: Yak-List: Re: ADS-B out in a CJ6...
--> <mark.bitterlich@navy.mil>
This is a topic I've also been thinking about for quite some time. I have to
disagree (just slightly because I am a known nit-picker) that all it requires
is two wires, power and ground. Typically when you add an altitude encoder,
you wire it using grey code wiring, and that is rather a slew of wires to be accurate
about it. If you go this route, I highly suggest a Sandia encoder. They
last a LONG time compared to say an ACK-30. So now (using list prices as
reference) you are looking at a lot of money. That being said, I think it is
the coolest way to go, and in the end it minimizes work, especially if you have
someone else build the cable interfacing it to the Encoder! It also is good
above 18,000 feet and into other countries.
That being said, you now have one unit with a WAAS GPS, a built in Mode 3A transponder,
with Extended Squitter added to handle ADS-B out requirements, a Mode-C
altitude interface (for the external Encoder). Other than the Encoder, it
is an all in one unit. Here's the rub. That's a lot of stuff in one box. If
*ANY* of it goes bad, you are looking at having to pull the unit, and when you
do, you lose every darn thing. So the ADS-B extended squitter goes bad, out
comes the box. The WAAS GPS goes bad, out the whole thing comes. Etc. etc.
I'm not so sure I like that. But in reality the answer is going to be just how
reliable this unit is, and we don't know that yet. What we DO know is that
there is a lot of additional stuff in that one box that CAN go bad! In addition,
you are going to have to re-certify the transponder and altitude encoder
at an Avionics Shop. That two year certification goes away if you are installing
all new gear, so now you are looking at that cos!
t as well.
Here's the alternative. The Garmin GDL-82 Universal Access Transceiver. This
is really only an option if you already have a decent Transponder and Altitude
Encoder installed already and they are reliable and working just fine. I'd advise
testing them to make sure! When you go this route, you will be transmitting
on 978 Mhz. This "box" really does have very few wires to interface. It
has a USB connector to program it (four wires), power & ground, plus a wire for
Anonymous Mode, and a wire for a failure light (optional). The existing transponder
antenna hooks to it, a GPS antenna, and a short RF jumper from Transponder
antenna out, to the GDL-82. How does it work? It will actually send (depending)
an interrogation to your transponder on occasion and "read" the mode
3A code you have put in there, along with your reported pressure altitude sent
out by the transponder, as the transponder read from the existing altitude
encoder. It basically "pulls" the information it ne!
eds from an actual transponder transmission your existing equipment is already
doing. The existing transponder transmission goes right through the 82, and
out to the antenna with about 0.5 dB of loss. It (the GDL-82) then makes its
own transmission (about 40 watts) on 978 MHz to meet the ADS-B out requirement.
So the GDL-82 has the ADS-B Universal Access Transceiver (UAT) transmitter inside,
plus a WAAS GPS (if you want it and don't already have one). If it goes bad,
you still have your transponder working with Mode 3A (four numbers) plus Mode
3C Altitude transmission. If the transponder goes bad, and you have to pull
it, the GDL-82 will actually still make partial transmissions, although that
is not an FAA recognized sub mode. The bottom line to that is that it will
still "wake up" the ground UAT stations, so that you will continue to get uninterrupted
ADSB-IN. That is WAY cool. So you have the ability to not lose EVERYTHING
if just one thing goes bad. Down side, it will not work with a transponder
that already has Mode-S. It cannot be used above 18,000 feet, and it is
not yet recognized in many countries.
One more big plus. It has Anonymous Mode. Flip this switch, and anytime your
transponder is set to VFR 1200 code, it does not send out your "N" number or your
special recognition code. It still meets ADS-B out requirements, but the
FAA really can't tell who you are. Keep something else in mind. The FAA says
that if you equip your aircraft with ADS-B out, IT MUST BE TURNED ON ALL THE
TIME! On the ground and in the air. ALL the time! This means that they can
see and track every single thing you do, know who you are, how low you went and
where, etc., etc., etc. Meet Big Brother. I am sorry folks, but having had
experience with the FAA, I do not want them pulling up some data file that they
recorded from my ADS-B out equipment saying I violated "whatever". Even the
best of pilots are capable of making a mistake now and then, and although this
is the new "more friendly FAA" these days, you make up your own mind. I am
going with the GDL-82 because it is cheaper, it doe!
s not require me to do another transponder/encoder check at the shop, I have a
really good Garmin transponder and encoder already, it allows me to continue
to operate in reduced capability if just one part goes bad (I don't like "all
or nothing"), and it has Anonymous Mode, and it is easier to wire in.
This does not mean my way is "right" and someone else's way is "wrong". I am just
happy to have a choice, and am listing the thoughts that went through my mind
in making the decision. The GTX-335 remains a terrific piece of equipment,
and I might eventually get it. But not right away.
Mark
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of Greg Wrobel
Sent: Tuesday, June 19, 2018 12:46 PM
Subject: [Non-DoD Source] Re: Yak-List: Re: ADS-B out in a CJ6...
Justin.
That's the one I'm leaning towards since I have a new Garmin radio although there
is no connection or usage between the two.
I have a friend that just install his on a Chipmunk and he used two wires. Power
and ground. It comes with GPS Antenna, wiring and rack. I will get the encoder
for $249 that's about the size of a quarter and it snaps into the back of the
rack and connects to transponder when you slide it into tray. The only cable
you need is the connection from xponder to hocky puck antenna and most places
will make it for you (at a cost). I'm mounting my antenna on the rear turtle
deck as opposed to the center one between the cockpits. Of course the 345 had
ADS-B in but it's another $2000. I already have that in my aircraft.
On Tue, Jun 19, 2018, 11:21 AM Justin Drafts <draftsjust417@gmail.com <mailto:draftsjust417@gmail.com> > wrote:
Ladies, gents, and fellow fliers-
As the ADS-B deadline slowly approaches, I'm considering the Garmin GTX-335 system
for my Nanchang CJ6.
Have any of you used this system before in a CJ?
Thoughts & advice? Successes? Things to watch out for?
Thanks all-
Justin Drafts
N280NC
Message 9
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| Subject: | Re: ADS-B out in a CJ6... |
Good info gents, many thanks.
Ya my current xpndr, a venerable King 76A from pre-Y2K, legally passes the
hardly-strict vfr requirements, fine for what I typically do, but it's very
old and surely soon for the great trash can in the sky. Hence my preemptive
thoughts of the GTX-335; hardly the most sophisticated system avail, but
might be the one for a sufficient upgrade and cost-conscious legal ADS-B to
boot.
Thanks again---
Justin
On 08:50, Tue, Jun 19, 2018 Greg Wrobel <clouddog22@gmail.com> wrote:
>
> Justin.
> That's the one I'm leaning towards since I have a new Garmin radio
although there is no connection or usage between the two.
> I have a friend that just install his on a Chipmunk and he used two
wires. Power and ground. It comes with GPS Antenna, wiring and rack. I will
get the encoder for $249 that's about the size of a quarter and it snaps
into the back of the rack and connects to transponder when you slide it
into tray. The only cable you need is the connection from xponder to hocky
puck antenna and most places will make it for you (at a cost). I'm mounting
my antenna on the rear turtle deck as opposed to the center one between the
cockpits. Of course the 345 had ADS-B in but it's another $2000. I already
have that in my aircraft.
>
> On Tue, Jun 19, 2018, 11:21 AM Justin Drafts <draftsjust417@gmail.com>
wrote:
>>
>> Ladies, gents, and fellow fliers-
>>
>> As the ADS-B deadline slowly approaches, I'm considering the Garmin
GTX-335 system for my Nanchang CJ6.
>> Have any of you used this system before in a CJ?
>> Thoughts & advice? Successes? Things to watch out for?
>>
>> Thanks all-
>>
>> Justin Drafts
>> N280NC
Message 10
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| Subject: | Re: ADS-B out in a CJ6... |
George. Does it plug right in and eliminate the wiring requirement to the main
interface plug? It sounds like that is what you are saying, which would make
this an even more simple choice.
But ... "Anonymous Mode" is what lights my bulb. Just sayin. :-)
Mark
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of George S. Coy
Sent: Tuesday, June 19, 2018 2:44 PM
Subject: [Non-DoD Source] RE: Yak-List: Re: ADS-B out in a CJ6...
If you go with the Garmin, They have a tiny encoder that bolts on the back of the
xponder.
George Coy
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of Bitterlich, Mark G CIV NAVAIR, WD
Sent: Tuesday, June 19, 2018 2:10 PM
Subject: Re: Yak-List: Re: ADS-B out in a CJ6...
--> <mark.bitterlich@navy.mil>
This is a topic I've also been thinking about for quite some time. I have to
disagree (just slightly because I am a known nit-picker) that all it requires
is two wires, power and ground. Typically when you add an altitude encoder,
you wire it using grey code wiring, and that is rather a slew of wires to be accurate
about it. If you go this route, I highly suggest a Sandia encoder. They
last a LONG time compared to say an ACK-30. So now (using list prices as
reference) you are looking at a lot of money. That being said, I think it is
the coolest way to go, and in the end it minimizes work, especially if you have
someone else build the cable interfacing it to the Encoder! It also is good
above 18,000 feet and into other countries.
That being said, you now have one unit with a WAAS GPS, a built in Mode 3A transponder,
with Extended Squitter added to handle ADS-B out requirements, a Mode-C
altitude interface (for the external Encoder). Other than the Encoder, it
is an all in one unit. Here's the rub. That's a lot of stuff in one box. If
*ANY* of it goes bad, you are looking at having to pull the unit, and when you
do, you lose every darn thing. So the ADS-B extended squitter goes bad, out
comes the box. The WAAS GPS goes bad, out the whole thing comes. Etc. etc.
I'm not so sure I like that. But in reality the answer is going to be just how
reliable this unit is, and we don't know that yet. What we DO know is that
there is a lot of additional stuff in that one box that CAN go bad! In addition,
you are going to have to re-certify the transponder and altitude encoder
at an Avionics Shop. That two year certification goes away if you are installing
all new gear, so now you are looking at that cos!
t as well.
Here's the alternative. The Garmin GDL-82 Universal Access Transceiver. This
is really only an option if you already have a decent Transponder and Altitude
Encoder installed already and they are reliable and working just fine. I'd advise
testing them to make sure! When you go this route, you will be transmitting
on 978 Mhz. This "box" really does have very few wires to interface. It
has a USB connector to program it (four wires), power & ground, plus a wire for
Anonymous Mode, and a wire for a failure light (optional). The existing transponder
antenna hooks to it, a GPS antenna, and a short RF jumper from Transponder
antenna out, to the GDL-82. How does it work? It will actually send (depending)
an interrogation to your transponder on occasion and "read" the mode
3A code you have put in there, along with your reported pressure altitude sent
out by the transponder, as the transponder read from the existing altitude
encoder. It basically "pulls" the information it ne!
eds from an actual transponder transmission your existing equipment is already
doing. The existing transponder transmission goes right through the 82, and
out to the antenna with about 0.5 dB of loss. It (the GDL-82) then makes its
own transmission (about 40 watts) on 978 MHz to meet the ADS-B out requirement.
So the GDL-82 has the ADS-B Universal Access Transceiver (UAT) transmitter inside,
plus a WAAS GPS (if you want it and don't already have one). If it goes bad,
you still have your transponder working with Mode 3A (four numbers) plus Mode
3C Altitude transmission. If the transponder goes bad, and you have to pull
it, the GDL-82 will actually still make partial transmissions, although that
is not an FAA recognized sub mode. The bottom line to that is that it will
still "wake up" the ground UAT stations, so that you will continue to get uninterrupted
ADSB-IN. That is WAY cool. So you have the ability to not lose EVERYTHING
if just one thing goes bad. Down side, it will not work with a transponder
that already has Mode-S. It cannot be used above 18,000 feet, and it is
not yet recognized in many countries.
One more big plus. It has Anonymous Mode. Flip this switch, and anytime your
transponder is set to VFR 1200 code, it does not send out your "N" number or your
special recognition code. It still meets ADS-B out requirements, but the
FAA really can't tell who you are. Keep something else in mind. The FAA says
that if you equip your aircraft with ADS-B out, IT MUST BE TURNED ON ALL THE
TIME! On the ground and in the air. ALL the time! This means that they can
see and track every single thing you do, know who you are, how low you went and
where, etc., etc., etc. Meet Big Brother. I am sorry folks, but having had
experience with the FAA, I do not want them pulling up some data file that they
recorded from my ADS-B out equipment saying I violated "whatever". Even the
best of pilots are capable of making a mistake now and then, and although this
is the new "more friendly FAA" these days, you make up your own mind. I am
going with the GDL-82 because it is cheaper, it doe!
s not require me to do another transponder/encoder check at the shop, I have a
really good Garmin transponder and encoder already, it allows me to continue
to operate in reduced capability if just one part goes bad (I don't like "all
or nothing"), and it has Anonymous Mode, and it is easier to wire in.
This does not mean my way is "right" and someone else's way is "wrong". I am just
happy to have a choice, and am listing the thoughts that went through my mind
in making the decision. The GTX-335 remains a terrific piece of equipment,
and I might eventually get it. But not right away.
Mark
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of Greg Wrobel
Sent: Tuesday, June 19, 2018 12:46 PM
Subject: [Non-DoD Source] Re: Yak-List: Re: ADS-B out in a CJ6...
Justin.
That's the one I'm leaning towards since I have a new Garmin radio although there
is no connection or usage between the two.
I have a friend that just install his on a Chipmunk and he used two wires. Power
and ground. It comes with GPS Antenna, wiring and rack. I will get the encoder
for $249 that's about the size of a quarter and it snaps into the back of the
rack and connects to transponder when you slide it into tray. The only cable
you need is the connection from xponder to hocky puck antenna and most places
will make it for you (at a cost). I'm mounting my antenna on the rear turtle
deck as opposed to the center one between the cockpits. Of course the 345 had
ADS-B in but it's another $2000. I already have that in my aircraft.
On Tue, Jun 19, 2018, 11:21 AM Justin Drafts <draftsjust417@gmail.com <mailto:draftsjust417@gmail.com> > wrote:
Ladies, gents, and fellow fliers-
As the ADS-B deadline slowly approaches, I'm considering the Garmin GTX-335
system for my Nanchang CJ6.
Have any of you used this system before in a CJ?
Thoughts & advice? Successes? Things to watch out for?
Thanks all-
Justin Drafts
N280NC
Message 11
| INDEX | Back to Main INDEX |
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|
| Subject: | Re: ADS-B out in a CJ6... |
Check out the installation of the UAvionics Skybeacon.=C2- This is a Dece
mber 2017 article.=C2-
https://www.flyingmag.com/skybeacon-installation-review
For those who are interested in the Skybeacon, the certified version should
be available by Airventure, according the UAvionics.=C2- $1895 for the c
ertified version.=C2- I'm on the list to receive one as soon as the certi
fied version is released.
Here's the installation instructions.=C2- An unbelievable 2 pages for an
ADS-B Out solution.
http://uavionix.com/downloads/skybeacon/skyBeacon-User-Manual.pdf
Dennis
From: "Bitterlich, Mark G CIV NAVAIR, WD" <mark.bitterlich@navy.mil>
To: "yak-list@matronics.com" <yak-list@matronics.com>
Sent: Tuesday, June 19, 2018 2:15 PM
Subject: Re: Yak-List: Re: ADS-B out in a CJ6...
itterlich@navy.mil>
This is a topic I've also=C2- been thinking about for quite some time.=C2
- I have to disagree (just slightly because I am a known nit-picker) that
all it requires is two wires, power and ground.=C2- Typically when you a
dd an altitude encoder, you wire it using grey code wiring, and that is rat
her a slew of wires to be accurate about it.=C2- If you go this route, I
highly suggest a Sandia encoder.=C2- They last a LONG time compared to sa
y an ACK-30.=C2- So now (using list prices as reference) you are looking
at a lot of money.=C2- That being said, I think it is the coolest way to
go, and in the end it minimizes work, especially if you have someone else b
uild the cable interfacing it to the Encoder!=C2- It also is good above 1
8,000 feet and into other countries.=C2-
That being said, you now have one unit with a WAAS GPS, a built in Mode 3A
transponder, with Extended Squitter added to handle ADS-B out requirements,
a Mode-C altitude interface (for the external Encoder).=C2- Other than t
he Encoder, it is an all in one unit.=C2- Here's the rub.=C2- That's a
lot of stuff in one box.=C2- If *ANY* of it goes bad, you are looking at
having to pull the unit, and when you do, you lose every darn thing.=C2-
So the ADS-B extended squitter goes bad, out comes the box.=C2- The WAAS
GPS goes bad, out the whole thing comes.=C2- Etc. etc.=C2- I'm not so s
ure I like that.=C2- But in reality the answer is going to be just how re
liable this unit is, and we don't know that yet.=C2- What we DO know is t
hat there is a lot of additional stuff in that one box that CAN go bad!=C2
- In addition, you are going to have to re-certify the transponder and al
titude encoder at an Avionics Shop.=C2- That two year certification goes
away if you are installing all new gear, so now you are looking at that cos
!
t as well.=C2-
Here's the alternative.=C2- The Garmin GDL-82 Universal Access Transceive
r.=C2- This is really only an option if you already have a decent Transpo
nder and Altitude Encoder installed already and they are reliable and worki
ng just fine.=C2- I'd advise testing them to make sure!=C2- When you go
this route, you will be transmitting on 978 Mhz.=C2- This "box" really d
oes have very few wires to interface.=C2- It has a USB connector to progr
am it (four wires), power & ground, plus a wire for Anonymous Mode, and a w
ire for a failure light (optional).=C2- The existing transponder antenna
hooks to it, a GPS antenna, and a short RF jumper from Transponder antenna
out, to the GDL-82.=C2- How does it work?=C2- It will actually send (de
pending) an interrogation to your transponder on occasion and "read" the mo
de 3A code you have put in there, along with your reported pressure altitud
e sent out by the transponder, as the transponder read from the existing al
titude encoder.=C2- It basically "pulls" the information it ne!
eds from an actual transponder transmission your existing equipment is alr
eady doing.=C2- The existing transponder transmission goes right through
the 82, and out to the antenna with about 0.5 dB of loss.=C2- It (the GDL
-82) then makes its own transmission (about 40 watts) on 978 MHz to meet th
e ADS-B out requirement.=C2-
So the GDL-82 has the ADS-B Universal Access Transceiver (UAT) transmitter
inside, plus a WAAS GPS (if you want it and don't already have one).=C2-
If it goes bad, you still have your transponder working with Mode 3A (four
numbers) plus Mode 3C Altitude transmission.=C2- If the transponder goes
bad, and you have to pull it, the GDL-82 will actually still make partial t
ransmissions, although that is not an FAA recognized sub mode.=C2- The bo
ttom line to that is that it will still "wake up" the ground UAT stations,
so that you will continue to get uninterrupted ADSB-IN.=C2- That is WAY c
ool.=C2- So you have the ability to not lose EVERYTHING if just one thing
goes bad.=C2- Down side, it will not work with a transponder that alread
y has Mode-S.=C2- It cannot be used above 18,000 feet, and it is not yet
recognized in many countries.=C2-
One more big plus.=C2- It has Anonymous Mode.=C2- Flip this switch, and
anytime your transponder is set to VFR 1200 code, it does not send out you
r "N" number or your special recognition code.=C2- It still meets ADS-B o
ut requirements, but the FAA really can't tell who you are.=C2- Keep some
thing else in mind.=C2- The FAA says that if you equip your aircraft with
ADS-B out, IT MUST BE TURNED ON ALL THE TIME!=C2- On the ground and in t
he air.=C2- ALL the time!=C2- This means that they can see and track ev
ery single thing you do, know who you are, how low you went and where, etc.
, etc., etc.=C2- Meet Big Brother.=C2- I am sorry folks, but having had
experience with the FAA, I do not want them pulling up some data file that
they recorded from my ADS-B out equipment saying I violated "whatever".=C2
- Even the best of pilots are capable of making a mistake now and then, a
nd although this is the new "more friendly FAA" these days, you make up you
r own mind.=C2- I am going with the GDL-82 because it is cheaper, it doe!
s not require me to do another transponder/encoder check at the shop, I ha
ve a really good Garmin transponder and encoder already, it allows me to co
ntinue to operate in reduced capability if just one part goes bad (I don't
like "all or nothing"), and it has Anonymous Mode, and it is easier to wire
in.=C2-
This does not mean my way is "right" and someone else's way is "wrong".=C2
- I am just happy to have a choice, and am listing the thoughts that went
through my mind in making the decision.=C2- The GTX-335 remains a terrif
ic piece of equipment, and I might eventually get it.=C2- But not right a
way.=C2-
Mark
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@mat
ronics.com] On Behalf Of Greg Wrobel
Sent: Tuesday, June 19, 2018 12:46 PM
Subject: [Non-DoD Source] Re: Yak-List: Re: ADS-B out in a CJ6...
Justin.
That's the one I'm leaning towards since I have a new Garmin radio although
there is no connection or usage between the two.
I have a friend that just install his on a Chipmunk and he used two wires.
Power and ground. It comes with GPS Antenna, wiring and rack. I will get th
e encoder for $249 that's about the size of a quarter and it snaps into the
back of the rack and connects to transponder when you slide it into tray.
The only cable you need is the connection from xponder to hocky puck antenn
a and most places will make it for you (at a cost). I'm mounting my antenna
on the rear turtle deck as opposed to the center one between the cockpits.
Of course the 345 had ADS-B in but it's another $2000. I already have that
in my aircraft.
On Tue, Jun 19, 2018, 11:21 AM Justin Drafts <draftsjust417@gmail.com <mail
to:draftsjust417@gmail.com> > wrote:
=C2-=C2-=C2- Ladies, gents, and fellow fliers-
=C2-=C2-=C2- As the ADS-B deadline slowly approaches, I'm considering
the Garmin GTX-335 system for my Nanchang CJ6.
=C2-=C2-=C2- Have any of you used this system before in a CJ?
=C2-=C2-=C2- Thoughts & advice? Successes? Things to watch out for?
=C2-=C2-=C2- Thanks all-
=C2-=C2-=C2- Justin Drafts
=C2-=C2-=C2- N280NC
S -
WIKI -
-
=C2- =C2- =C2- =C2- =C2- -Matt Dralle, List Admin.
Message 12
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|
| Subject: | Re: ADS-B out in a CJ6... |
Dennis, looked at that option too, since it would fit right on my 1019. If you
wire them into the existing wing lighting wires, doesn't that mean you would
have to have those lights turned on all the time? Or else run a new wire out
to the end of the wing? They are another way cool option though, and since they
too are a UAT transmitter on 978, they have Anonymous Mode as well. It was
a hard choice between that and the Garmin UAT.
Mark
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of A. Dennis Savarese
Sent: Tuesday, June 19, 2018 2:58 PM
Subject: [Non-DoD Source] Re: Yak-List: Re: ADS-B out in a CJ6...
Check out the installation of the UAvionics Skybeacon. This is a December 2017
article.
https://www.flyingmag.com/skybeacon-installation-review
For those who are interested in the Skybeacon, the certified version should be
available by Airventure, according the UAvionics. $1895 for the certified version.
I'm on the list to receive one as soon as the certified version is released.
Here's the installation instructions. An unbelievable 2 pages for an ADS-B Out
solution.
http://uavionix.com/downloads/skybeacon/skyBeacon-User-Manual.pdf
Dennis
________________________________
From: "Bitterlich, Mark G CIV NAVAIR, WD" <mark.bitterlich@navy.mil>
Sent: Tuesday, June 19, 2018 2:15 PM
Subject: Re: Yak-List: Re: ADS-B out in a CJ6...
This is a topic I've also been thinking about for quite some time. I have to
disagree (just slightly because I am a known nit-picker) that all it requires
is two wires, power and ground. Typically when you add an altitude encoder, you
wire it using grey code wiring, and that is rather a slew of wires to be accurate
about it. If you go this route, I highly suggest a Sandia encoder. They
last a LONG time compared to say an ACK-30. So now (using list prices as reference)
you are looking at a lot of money. That being said, I think it is the
coolest way to go, and in the end it minimizes work, especially if you have
someone else build the cable interfacing it to the Encoder! It also is good
above 18,000 feet and into other countries.
That being said, you now have one unit with a WAAS GPS, a built in Mode 3A transponder,
with Extended Squitter added to handle ADS-B out requirements, a Mode-C
altitude interface (for the external Encoder). Other than the Encoder, it
is an all in one unit. Here's the rub. That's a lot of stuff in one box. If
*ANY* of it goes bad, you are looking at having to pull the unit, and when you
do, you lose every darn thing. So the ADS-B extended squitter goes bad, out
comes the box. The WAAS GPS goes bad, out the whole thing comes. Etc. etc.
I'm not so sure I like that. But in reality the answer is going to be just how
reliable this unit is, and we don't know that yet. What we DO know is that
there is a lot of additional stuff in that one box that CAN go bad! In addition,
you are going to have to re-certify the transponder and altitude encoder
at an Avionics Shop. That two year certification goes away if you are installing
all new gear, so now you are looking at that cos!
t as well.
Here's the alternative. The Garmin GDL-82 Universal Access Transceiver. This
is really only an option if you already have a decent Transponder and Altitude
Encoder installed already and they are reliable and working just fine. I'd advise
testing them to make sure! When you go this route, you will be transmitting
on 978 Mhz. This "box" really does have very few wires to interface. It
has a USB connector to program it (four wires), power & ground, plus a wire for
Anonymous Mode, and a wire for a failure light (optional). The existing transponder
antenna hooks to it, a GPS antenna, and a short RF jumper from Transponder
antenna out, to the GDL-82. How does it work? It will actually send (depending)
an interrogation to your transponder on occasion and "read" the mode
3A code you have put in there, along with your reported pressure altitude sent
out by the transponder, as the transponder read from the existing altitude
encoder. It basically "pulls" the information it ne!
eds from an actual transponder transmission your existing equipment is already
doing. The existing transponder transmission goes right through the 82, and out
to the antenna with about 0.5 dB of loss. It (the GDL-82) then makes its own
transmission (about 40 watts) on 978 MHz to meet the ADS-B out requirement.
So the GDL-82 has the ADS-B Universal Access Transceiver (UAT) transmitter inside,
plus a WAAS GPS (if you want it and don't already have one). If it goes bad,
you still have your transponder working with Mode 3A (four numbers) plus Mode
3C Altitude transmission. If the transponder goes bad, and you have to pull
it, the GDL-82 will actually still make partial transmissions, although that
is not an FAA recognized sub mode. The bottom line to that is that it will
still "wake up" the ground UAT stations, so that you will continue to get uninterrupted
ADSB-IN. That is WAY cool. So you have the ability to not lose EVERYTHING
if just one thing goes bad. Down side, it will not work with a transponder
that already has Mode-S. It cannot be used above 18,000 feet, and it is
not yet recognized in many countries.
One more big plus. It has Anonymous Mode. Flip this switch, and anytime your
transponder is set to VFR 1200 code, it does not send out your "N" number or your
special recognition code. It still meets ADS-B out requirements, but the
FAA really can't tell who you are. Keep something else in mind. The FAA says
that if you equip your aircraft with ADS-B out, IT MUST BE TURNED ON ALL THE
TIME! On the ground and in the air. ALL the time! This means that they can
see and track every single thing you do, know who you are, how low you went and
where, etc., etc., etc. Meet Big Brother. I am sorry folks, but having had
experience with the FAA, I do not want them pulling up some data file that they
recorded from my ADS-B out equipment saying I violated "whatever". Even the
best of pilots are capable of making a mistake now and then, and although this
is the new "more friendly FAA" these days, you make up your own mind. I am
going with the GDL-82 because it is cheaper, it doe!
s not require me to do another transponder/encoder check at the shop, I have a
really good Garmin transponder and encoder already, it allows me to continue to
operate in reduced capability if just one part goes bad (I don't like "all or
nothing"), and it has Anonymous Mode, and it is easier to wire in.
This does not mean my way is "right" and someone else's way is "wrong". I am just
happy to have a choice, and am listing the thoughts that went through my mind
in making the decision. The GTX-335 remains a terrific piece of equipment,
and I might eventually get it. But not right away.
Mark
-----Original Message-----
From: owner-yak-list-server@matronics.com <mailto:owner-yak-list-server@matronics.com> [mailto:owner-yak-list-server@matronics.com <mailto:owner-yak-list-server@matronics.com> ] On Behalf Of Greg Wrobel
Sent: Tuesday, June 19, 2018 12:46 PM
Subject: [Non-DoD Source] Re: Yak-List: Re: ADS-B out in a CJ6...
Justin.
That's the one I'm leaning towards since I have a new Garmin radio although there
is no connection or usage between the two.
I have a friend that just install his on a Chipmunk and he used two wires. Power
and ground. It comes with GPS Antenna, wiring and rack. I will get the encoder
for $249 that's about the size of a quarter and it snaps into the back of the
rack and connects to transponder when you slide it into tray. The only cable
you need is the connection from xponder to hocky puck antenna and most places
will make it for you (at a cost). I'm mounting my antenna on the rear turtle
deck as opposed to the center one between the cockpits. Of course the 345 had
ADS-B in but it's another $2000. I already have that in my aircraft.
On Tue, Jun 19, 2018, 11:21 AM Justin Drafts <draftsjust417@gmail.com <mailto:draftsjust417@gmail.com> <mailto:draftsjust417@gmail.com <mailto:draftsjust417@gmail.com> > > wrote:
Ladies, gents, and fellow fliers-
As the ADS-B deadline slowly approaches, I'm considering the Garmin GTX-335
system for my Nanchang CJ6.
Have any of you used this system before in a CJ?
Thoughts & advice? Successes? Things to watch out for?
Thanks all-
Justin Drafts
N280NC
<===================
http://www.matronics.com/Navigator?Yak-List
http://forums.matronics.comnbsp; - NEW MATRONICS LIST WIKI -
http://www.matronics.com/contribution===================
Message 13
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| Subject: | Re: Engine running rough at high power settings? |
Dennis, What do you recommend doing with the oil after the couple of hour r
un? Change immediately? After x hours? At next scheduled oil change?I like
MMO but have reservations in engine oil.=C2-Thanks, =9C Pod
=9D
Sent from Yahoo Mail for iPhone
On Tuesday, June 19, 2018, 1:54 PM, A. Dennis Savarese <dsavarese0812@bells
outh.net> wrote:
Could also be a sticking valve or valves.=C2- Add a quart or so of Marvel
Mystery Oil to the engine oil tank and run the engine for a couple of hour
s and see if that makes a difference.=C2- The MMO will "clean" the crud o
ff the valve guides, thus eliminating a sticking valve.=C2- BTW, this is
a common problem for the M14 and the MMO has proven to be a reliable fix.De
nnis
From: Richard Goode <richard.goode@russianaeros.com>
To: yak-list@matronics.com
Sent: Tuesday, June 19, 2018 12:31 PM
Subject: RE: Yak-List: Engine running rough at high power settings?
.com>
Hello Andrew,
I would suspect an ignition problem, and probably the "traditional" problem
of a magneto coil breaking down. I'm very conscious that we sold you some
magnetos last year, and I would suspect that you aircraft probably has got
"our" magnetos fitted!
But where I have a question is that your problem seems to occur before the
engine is really hot - i.e. on take-off. Of course it will have been warmed
up and able to accept full power, but my experience of magneto coil issues
is that they do happen when the engine has been running for at least 20
minutes or so and heat has soaked right through the engine to the magnetos
and then to the coil.
In your case it does seem that the failure is shortly after take-off when
the magnetos are not going to be at their hottest.
But an obvious thing to do is to replicate the problem and then land and
check your sparking plugs - if one of the magnetos has not been working
correctly, this will be very obvious.
But if there's anything else, please come back to me on my direct email.
Richard
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
Tel:=C2- +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of apatton2
Sent: 19 June 2018 06:35
Subject: Yak-List: Engine running rough at high power settings?
--> <apatton@alumni.princeton.edu>
O Gods of M14:
Here's a riddle for you.
I have a Yak-50 with a stock M14P. I have been flying it regularly since I
purchased it around 8mo and 40hr ago. It is a very stock airplane (no
digital engine monitor, etc). TTA&E 640h.
Before I flew it for the first time, I replaced the following with
new/overhauled components:
- spark plugs (auto kit)
- Mags (overhauled M9F)
- Carb (overhauled)
So, now all of those components have around 40hrs on them.
2 weekends ago I had the engine run very rough on climbout. I continued
around the pattern and landed. Mag check was nominal (as it was prior to
takeoff). Tried again and felt enough engine vibe on takeoff roll to abort.
Mag check again nominal.
Brought it back to hangar. Uncowled; visually inspected. Found some cracked
ignition lead boots (4 of the 9 on the rear cylinders). So I replaced all
ignition leads with new ones (auto harnesses).
Tried it again today. Same issue on takeoff. Feels like it's missing
significant power / climbing more slowly. This time pulled throttle and pro
p
back to 70% rpm upon reaching 500' (airport is sea level). It smoothed out
*very* quickly with the throttle and prop pulled back (especially when i
brought prop lever back under 80%). On the ground it again mag checked
nominal (both=C2- 80%). Don't know what to make of this.
Any thoughts on where to go next? I haven't pulled the plugs yet but may do
that next - or check carb settings.
Thanks!
Andrew
--------
Andrew Patton
Yak-50
San Francisco, CA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=480979#480979
http://www.matronics.com/Navigator?Yabsp; =C2- =C2- =C2- =C2- - MAT
RONICS WEB FORUMS -
http://forums.matr =C2- =C2- =C2- =C2- =C2- - NEW MATRONICS LIST
WIKI -
http://wiki.matronics.com
http://www.matronics.com/contrib==============
========
Message 14
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|
| Subject: | Re: Engine running rough at high power settings? |
Sea Foam works very well at dissolving the sludge. Change the oil after runn
ing for on hour. Then I run it regularly in the oil. It is the similar if th
e same as it=99s more expensive STC=99d Camguard.
Doc
Sent from my iPad
> On Jun 19, 2018, at 2:11 PM, Michael Foster <michaelfoster@bellsouth.net> w
rote:
>
> Dennis, What do you recommend doing with the oil after the couple of hour r
un? Change immediately? After x hours? At next scheduled oil change?
> I like MMO but have reservations in engine oil.
> Thanks, =9C Pod=9D
>
>
> Sent from Yahoo Mail for iPhone
>
> On Tuesday, June 19, 2018, 1:54 PM, A. Dennis Savarese <dsavarese0812@bell
south.net> wrote:
>
> Could also be a sticking valve or valves. Add a quart or so of Marvel Mys
tery Oil to the engine oil tank and run the engine for a couple of hours and
see if that makes a difference. The MMO will "clean" the crud off the valv
e guides, thus eliminating a sticking valve. BTW, this is a common problem f
or the M14 and the MMO has proven to be a reliable fix.
> Dennis
>
>
> From: Richard Goode <richard.goode@russianaeros.com>
> To: yak-list@matronics.com
> Sent: Tuesday, June 19, 2018 12:31 PM
> Subject: RE: Yak-List: Engine running rough at high power settings?
>
s.com>
>
> Hello Andrew,
>
> I would suspect an ignition problem, and probably the "traditional" proble
m
> of a magneto coil breaking down. I'm very conscious that we sold you some
> magnetos last year, and I would suspect that you aircraft probably has got
> "our" magnetos fitted!
>
> But where I have a question is that your problem seems to occur before the
> engine is really hot - i.e. on take-off. Of course it will have been warme
d
> up and able to accept full power, but my experience of magneto coil issues
> is that they do happen when the engine has been running for at least 20
> minutes or so and heat has soaked right through the engine to the magnetos
> and then to the coil.
>
> In your case it does seem that the failure is shortly after take-off when
> the magnetos are not going to be at their hottest.
>
> But an obvious thing to do is to replicate the problem and then land and
> check your sparking plugs - if one of the magnetos has not been working
> correctly, this will be very obvious.
>
> But if there's anything else, please come back to me on my direct email.
>
> Richard
>
> Richard Goode Aerobatics
> Rhodds Farm
> Lyonshall
> Hereford
> HR5 3LW
>
> Tel: +44 (0) 1544 340120
> Fax: +44 (0) 1544 340129
> www.russianaeros.com
>
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of apatton2
> Sent: 19 June 2018 06:35
> To: yak-list@matronics.com
> Subject: Yak-List: Engine running rough at high power settings?
>
> --> <apatton@alumni.princeton.edu>
>
> O Gods of M14:
> Here's a riddle for you.
>
> I have a Yak-50 with a stock M14P. I have been flying it regularly since I
> purchased it around 8mo and 40hr ago. It is a very stock airplane (no
> digital engine monitor, etc). TTA&E 640h.
>
> Before I flew it for the first time, I replaced the following with
> new/overhauled components:
> - spark plugs (auto kit)
> - Mags (overhauled M9F)
> - Carb (overhauled)
>
> So, now all of those components have around 40hrs on them.
>
> 2 weekends ago I had the engine run very rough on climbout. I continued
> around the pattern and landed. Mag check was nominal (as it was prior to
> takeoff). Tried again and felt enough engine vibe on takeoff roll to abort
.
> Mag check again nominal.
>
> Brought it back to hangar. Uncowled; visually inspected. Found some cracke
d
> ignition lead boots (4 of the 9 on the rear cylinders). So I replaced all
> ignition leads with new ones (auto harnesses).
>
> Tried it again today. Same issue on takeoff. Feels like it's missing
> significant power / climbing more slowly. This time pulled throttle and pr
op
> back to 70% rpm upon reaching 500' (airport is sea level). It smoothed out
> *very* quickly with the throttle and prop pulled back (especially when i
> brought prop lever back under 80%). On the ground it again mag checked
> nominal (both 80%). Don't know what to make of this.
>
> Any thoughts on where to go next? I haven't pulled the plugs yet but may d
o
> that next - or check carb settings.
> Thanks!
> Andrew
>
> --------
> Andrew Patton
> Yak-50
> San Francisco, CA
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=480979#480979
>
>
>
>
>
>
>
>
> http://www.matronics.com/Navigator?Yabsp; - MATRONICS WEB FORUMS -
> http://forums.matr - NEW MATRONICS LIST WIKI -
> http://wiki.matronics.com
> http://www.matronics.com/contrib==============
========
>
>
>
>
>
Message 15
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| Subject: | Re: Engine running rough at high power settings? |
I'd also add a quart to the fuel. :-) Way too much I know, but I've been doing
it for 18 years now.
Mark
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of A. Dennis Savarese
Sent: Tuesday, June 19, 2018 1:55 PM
Subject: [Non-DoD Source] Re: Yak-List: Engine running rough at high power settings?
Could also be a sticking valve or valves. Add a quart or so of Marvel Mystery
Oil to the engine oil tank and run the engine for a couple of hours and see if
that makes a difference. The MMO will "clean" the crud off the valve guides,
thus eliminating a sticking valve. BTW, this is a common problem for the M14
and the MMO has proven to be a reliable fix.
Dennis
________________________________
From: Richard Goode <richard.goode@russianaeros.com>
Sent: Tuesday, June 19, 2018 12:31 PM
Subject: RE: Yak-List: Engine running rough at high power settings?
Hello Andrew,
I would suspect an ignition problem, and probably the "traditional" problem
of a magneto coil breaking down. I'm very conscious that we sold you some
magnetos last year, and I would suspect that you aircraft probably has got
"our" magnetos fitted!
But where I have a question is that your problem seems to occur before the
engine is really hot - i.e. on take-off. Of course it will have been warmed
up and able to accept full power, but my experience of magneto coil issues
is that they do happen when the engine has been running for at least 20
minutes or so and heat has soaked right through the engine to the magnetos
and then to the coil.
In your case it does seem that the failure is shortly after take-off when
the magnetos are not going to be at their hottest.
But an obvious thing to do is to replicate the problem and then land and
check your sparking plugs - if one of the magnetos has not been working
correctly, this will be very obvious.
But if there's anything else, please come back to me on my direct email.
Richard
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
-----Original Message-----
From: owner-yak-list-server@matronics.com <mailto:owner-yak-list-server@matronics.com>
[mailto:owner-yak-list-server@matronics.com <mailto:owner-yak-list-server@matronics.com> ] On Behalf Of apatton2
Sent: 19 June 2018 06:35
Subject: Yak-List: Engine running rough at high power settings?
--> <apatton@alumni.princeton.edu <mailto:apatton@alumni.princeton.edu> >
O Gods of M14:
Here's a riddle for you.
I have a Yak-50 with a stock M14P. I have been flying it regularly since I
purchased it around 8mo and 40hr ago. It is a very stock airplane (no
digital engine monitor, etc). TTA&E 640h.
Before I flew it for the first time, I replaced the following with
new/overhauled components:
- spark plugs (auto kit)
- Mags (overhauled M9F)
- Carb (overhauled)
So, now all of those components have around 40hrs on them.
2 weekends ago I had the engine run very rough on climbout. I continued
around the pattern and landed. Mag check was nominal (as it was prior to
takeoff). Tried again and felt enough engine vibe on takeoff roll to abort.
Mag check again nominal.
Brought it back to hangar. Uncowled; visually inspected. Found some cracked
ignition lead boots (4 of the 9 on the rear cylinders). So I replaced all
ignition leads with new ones (auto harnesses).
Tried it again today. Same issue on takeoff. Feels like it's missing
significant power / climbing more slowly. This time pulled throttle and prop
back to 70% rpm upon reaching 500' (airport is sea level). It smoothed out
*very* quickly with the throttle and prop pulled back (especially when i
brought prop lever back under 80%). On the ground it again mag checked
nominal (both 80%). Don't know what to make of this.
Any thoughts on where to go next? I haven't pulled the plugs yet but may do
that next - or check carb settings.
Thanks!
Andrew
--------
Andrew Patton
Yak-50
San Francisco, CA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=480979#480979
http://www.matronics.com/Navigator?Yabsp; - MATRONICS WEB FORUMS -
http://forums.matr - NEW MATRONICS LIST WIKI -
http://wiki.matronics.com
http://www.matronics.com/contrib======================
Message 16
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|
| Subject: | Re: Engine running rough at high power settings? |
Firstly: huge thanks for all the responses! :)
Richard - yes, I am having a hard time believing that it could be a ignition coil,
with the overhauled mags being so young. But I will try to t/s again in a
few days with an in-air mag check. I have been rather focused on getting the airplane
safely on deck during the past 2 flights.
Dennis - is there a way to visually verify sludge buildups on the valve guides
as you describe? I have access to a borescope.
Mark - I think that both mags were reinstalled and timed correctly (an A&P friend
and I did this). When opening them up to change harnesses they both looked
clean, for whatever that's worth - I realize coils could still be bad.
Will check primer.
Re: induction system seals - are those o-ring type seals? I'm unfamiliar with them.
Are the connections between the intake tubes and the case typically suspect,
or is it the tubes and cylinders?
--------
Andrew Patton
Yak-50
San Francisco, CA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=481015#481015
Message 17
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|
| Subject: | Re: ADS-B out in a CJ6... |
It is very small about 1/2 x 1/4 and it melts right on the back of the garments
and you only need to run the static pressure to it.. I will get the part number
and let you know.
George
Sent from my iPhone
> On Jun 19, 2018, at 2:56 PM, Bitterlich, Mark G CIV NAVAIR, WD <mark.bitterlich@navy.mil>
wrote:
>
>
> George. Does it plug right in and eliminate the wiring requirement to the main
interface plug? It sounds like that is what you are saying, which would make
this an even more simple choice.
>
> But ... "Anonymous Mode" is what lights my bulb. Just sayin. :-)
>
> Mark
>
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of George S. Coy
> Sent: Tuesday, June 19, 2018 2:44 PM
> To: yak-list@matronics.com
> Subject: [Non-DoD Source] RE: Yak-List: Re: ADS-B out in a CJ6...
>
>
> If you go with the Garmin, They have a tiny encoder that bolts on the back of
the xponder.
> George Coy
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of Bitterlich, Mark G CIV NAVAIR, WD
> Sent: Tuesday, June 19, 2018 2:10 PM
> To: yak-list@matronics.com
> Subject: Re: Yak-List: Re: ADS-B out in a CJ6...
>
> --> <mark.bitterlich@navy.mil>
>
> This is a topic I've also been thinking about for quite some time. I have
to disagree (just slightly because I am a known nit-picker) that all it requires
is two wires, power and ground. Typically when you add an altitude encoder,
you wire it using grey code wiring, and that is rather a slew of wires to be
accurate about it. If you go this route, I highly suggest a Sandia encoder.
They last a LONG time compared to say an ACK-30. So now (using list prices as
reference) you are looking at a lot of money. That being said, I think it
is the coolest way to go, and in the end it minimizes work, especially if you
have someone else build the cable interfacing it to the Encoder! It also is good
above 18,000 feet and into other countries.
>
> That being said, you now have one unit with a WAAS GPS, a built in Mode 3A transponder,
with Extended Squitter added to handle ADS-B out requirements, a Mode-C
altitude interface (for the external Encoder). Other than the Encoder, it
is an all in one unit. Here's the rub. That's a lot of stuff in one box.
If *ANY* of it goes bad, you are looking at having to pull the unit, and when
you do, you lose every darn thing. So the ADS-B extended squitter goes bad, out
comes the box. The WAAS GPS goes bad, out the whole thing comes. Etc. etc.
I'm not so sure I like that. But in reality the answer is going to be just
how reliable this unit is, and we don't know that yet. What we DO know is that
there is a lot of additional stuff in that one box that CAN go bad! In addition,
you are going to have to re-certify the transponder and altitude encoder
at an Avionics Shop. That two year certification goes away if you are installing
all new gear, so now you are looking at that cos!
> t as well.
>
> Here's the alternative. The Garmin GDL-82 Universal Access Transceiver. This
is really only an option if you already have a decent Transponder and Altitude
Encoder installed already and they are reliable and working just fine. I'd
advise testing them to make sure! When you go this route, you will be transmitting
on 978 Mhz. This "box" really does have very few wires to interface.
It has a USB connector to program it (four wires), power & ground, plus a wire
for Anonymous Mode, and a wire for a failure light (optional). The existing
transponder antenna hooks to it, a GPS antenna, and a short RF jumper from Transponder
antenna out, to the GDL-82. How does it work? It will actually send
(depending) an interrogation to your transponder on occasion and "read" the mode
3A code you have put in there, along with your reported pressure altitude
sent out by the transponder, as the transponder read from the existing altitude
encoder. It basically "pulls" the information it ne!
> eds from an actual transponder transmission your existing equipment is already
doing. The existing transponder transmission goes right through the 82, and
out to the antenna with about 0.5 dB of loss. It (the GDL-82) then makes its
own transmission (about 40 watts) on 978 MHz to meet the ADS-B out requirement.
>
> So the GDL-82 has the ADS-B Universal Access Transceiver (UAT) transmitter inside,
plus a WAAS GPS (if you want it and don't already have one). If it goes
bad, you still have your transponder working with Mode 3A (four numbers) plus
Mode 3C Altitude transmission. If the transponder goes bad, and you have to
pull it, the GDL-82 will actually still make partial transmissions, although that
is not an FAA recognized sub mode. The bottom line to that is that it will
still "wake up" the ground UAT stations, so that you will continue to get uninterrupted
ADSB-IN. That is WAY cool. So you have the ability to not lose EVERYTHING
if just one thing goes bad. Down side, it will not work with a transponder
that already has Mode-S. It cannot be used above 18,000 feet, and it
is not yet recognized in many countries.
>
> One more big plus. It has Anonymous Mode. Flip this switch, and anytime your
transponder is set to VFR 1200 code, it does not send out your "N" number or
your special recognition code. It still meets ADS-B out requirements, but the
FAA really can't tell who you are. Keep something else in mind. The FAA says
that if you equip your aircraft with ADS-B out, IT MUST BE TURNED ON ALL THE
TIME! On the ground and in the air. ALL the time! This means that they can
see and track every single thing you do, know who you are, how low you went
and where, etc., etc., etc. Meet Big Brother. I am sorry folks, but having had
experience with the FAA, I do not want them pulling up some data file that
they recorded from my ADS-B out equipment saying I violated "whatever". Even
the best of pilots are capable of making a mistake now and then, and although
this is the new "more friendly FAA" these days, you make up your own mind. I
am going with the GDL-82 because it is cheaper, it doe!
> s not require me to do another transponder/encoder check at the shop, I have
a really good Garmin transponder and encoder already, it allows me to continue
to operate in reduced capability if just one part goes bad (I don't like "all
or nothing"), and it has Anonymous Mode, and it is easier to wire in.
>
> This does not mean my way is "right" and someone else's way is "wrong". I am
just happy to have a choice, and am listing the thoughts that went through my
mind in making the decision. The GTX-335 remains a terrific piece of equipment,
and I might eventually get it. But not right away.
>
> Mark
>
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of Greg Wrobel
> Sent: Tuesday, June 19, 2018 12:46 PM
> To: yak-list@matronics.com
> Subject: [Non-DoD Source] Re: Yak-List: Re: ADS-B out in a CJ6...
>
> Justin.
> That's the one I'm leaning towards since I have a new Garmin radio although there
is no connection or usage between the two.
> I have a friend that just install his on a Chipmunk and he used two wires. Power
and ground. It comes with GPS Antenna, wiring and rack. I will get the encoder
for $249 that's about the size of a quarter and it snaps into the back of
the rack and connects to transponder when you slide it into tray. The only cable
you need is the connection from xponder to hocky puck antenna and most places
will make it for you (at a cost). I'm mounting my antenna on the rear turtle
deck as opposed to the center one between the cockpits. Of course the 345 had
ADS-B in but it's another $2000. I already have that in my aircraft.
>
> On Tue, Jun 19, 2018, 11:21 AM Justin Drafts <draftsjust417@gmail.com <mailto:draftsjust417@gmail.com> > wrote:
>
>
> Ladies, gents, and fellow fliers-
>
> As the ADS-B deadline slowly approaches, I'm considering the Garmin GTX-335
system for my Nanchang CJ6.
> Have any of you used this system before in a CJ?
> Thoughts & advice? Successes? Things to watch out for?
>
> Thanks all-
>
> Justin Drafts
> N280NC
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
Message 18
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|
| Subject: | Re: ADS-B out in a CJ6... |
http://m.aircraftspruce.com/catalog/avpages/garmin11-14162.php?gclid=CjwKC
Ajw06LZBRBNEiwA2vgMVf08edRNgbhXNSUh24TmxE8xHaGIQ9BNyAdKLP1ljrsU43qpgkE4lxoCi
TcQAvD_BwE
Sent from my iPhone
> On Jun 19, 2018, at 2:56 PM, Bitterlich, Mark G CIV NAVAIR, WD <mark.bitte
rlich@navy.mil> wrote:
>
bitterlich@navy.mil>
>
> George. Does it plug right in and eliminate the wiring requirement to the
main interface plug? It sounds like that is what you are saying, which wou
ld make this an even more simple choice.
>
> But ... "Anonymous Mode" is what lights my bulb. Just sayin. :-)
>
> Mark
>
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@ma
tronics.com] On Behalf Of George S. Coy
> Sent: Tuesday, June 19, 2018 2:44 PM
> To: yak-list@matronics.com
> Subject: [Non-DoD Source] RE: Yak-List: Re: ADS-B out in a CJ6...
>
>
> If you go with the Garmin, They have a tiny encoder that bolts on the back
of the xponder.
> George Coy
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@ma
tronics.com] On Behalf Of Bitterlich, Mark G CIV NAVAIR, WD
> Sent: Tuesday, June 19, 2018 2:10 PM
> To: yak-list@matronics.com
> Subject: Re: Yak-List: Re: ADS-B out in a CJ6...
>
> --> <mark.bitterlich@navy.mil>
>
> This is a topic I've also been thinking about for quite some time. I ha
ve to disagree (just slightly because I am a known nit-picker) that all it r
equires is two wires, power and ground. Typically when you add an altitude e
ncoder, you wire it using grey code wiring, and that is rather a slew of wir
es to be accurate about it. If you go this route, I highly suggest a Sandia
encoder. They last a LONG time compared to say an ACK-30. So now (using l
ist prices as reference) you are looking at a lot of money. That being sai
d, I think it is the coolest way to go, and in the end it minimizes work, es
pecially if you have someone else build the cable interfacing it to the Enco
der! It also is good above 18,000 feet and into other countries.
>
> That being said, you now have one unit with a WAAS GPS, a built in Mode 3A
transponder, with Extended Squitter added to handle ADS-B out requirements,
a Mode-C altitude interface (for the external Encoder). Other than the Enc
oder, it is an all in one unit. Here's the rub. That's a lot of stuff in o
ne box. If *ANY* of it goes bad, you are looking at having to pull the unit
, and when you do, you lose every darn thing. So the ADS-B extended squitte
r goes bad, out comes the box. The WAAS GPS goes bad, out the whole thing c
omes. Etc. etc. I'm not so sure I like that. But in reality the answer is
going to be just how reliable this unit is, and we don't know that yet. Wh
at we DO know is that there is a lot of additional stuff in that one box tha
t CAN go bad! In addition, you are going to have to re-certify the transpon
der and altitude encoder at an Avionics Shop. That two year certification g
oes away if you are installing all new gear, so now you are looking at that c
os!
> t as well.
>
> Here's the alternative. The Garmin GDL-82 Universal Access Transceiver. T
his is really only an option if you already have a decent Transponder and Al
titude Encoder installed already and they are reliable and working just fine
. I'd advise testing them to make sure! When you go this route, you will b
e transmitting on 978 Mhz. This "box" really does have very few wires to in
terface. It has a USB connector to program it (four wires), power & ground,
plus a wire for Anonymous Mode, and a wire for a failure light (optional).
The existing transponder antenna hooks to it, a GPS antenna, and a short RF
jumper from Transponder antenna out, to the GDL-82. How does it work? It w
ill actually send (depending) an interrogation to your transponder on occasi
on and "read" the mode 3A code you have put in there, along with your report
ed pressure altitude sent out by the transponder, as the transponder read fr
om the existing altitude encoder. It basically "pulls" the information it n
e!
> eds from an actual transponder transmission your existing equipment is alr
eady doing. The existing transponder transmission goes right through the 82
, and out to the antenna with about 0.5 dB of loss. It (the GDL-82) then ma
kes its own transmission (about 40 watts) on 978 MHz to meet the ADS-B out r
equirement.
>
> So the GDL-82 has the ADS-B Universal Access Transceiver (UAT) transmitter
inside, plus a WAAS GPS (if you want it and don't already have one). If it
goes bad, you still have your transponder working with Mode 3A (four number
s) plus Mode 3C Altitude transmission. If the transponder goes bad, and you
have to pull it, the GDL-82 will actually still make partial transmissions,
although that is not an FAA recognized sub mode. The bottom line to that i
s that it will still "wake up" the ground UAT stations, so that you will con
tinue to get uninterrupted ADSB-IN. That is WAY cool. So you have the abil
ity to not lose EVERYTHING if just one thing goes bad. Down side, it will n
ot work with a transponder that already has Mode-S. It cannot be used above
18,000 feet, and it is not yet recognized in many countries.
>
> One more big plus. It has Anonymous Mode. Flip this switch, and anytime y
our transponder is set to VFR 1200 code, it does not send out your "N" numbe
r or your special recognition code. It still meets ADS-B out requirements, b
ut the FAA really can't tell who you are. Keep something else in mind. The
FAA says that if you equip your aircraft with ADS-B out, IT MUST BE TURNED O
N ALL THE TIME! On the ground and in the air. ALL the time! This means th
at they can see and track every single thing you do, know who you are, how l
ow you went and where, etc., etc., etc. Meet Big Brother. I am sorry folks
, but having had experience with the FAA, I do not want them pulling up some
data file that they recorded from my ADS-B out equipment saying I violated "
whatever". Even the best of pilots are capable of making a mistake now and t
hen, and although this is the new "more friendly FAA" these days, you make u
p your own mind. I am going with the GDL-82 because it is cheaper, it doe!
> s not require me to do another transponder/encoder check at the shop, I ha
ve a really good Garmin transponder and encoder already, it allows me to con
tinue to operate in reduced capability if just one part goes bad (I don't li
ke "all or nothing"), and it has Anonymous Mode, and it is easier to wire in
.
>
> This does not mean my way is "right" and someone else's way is "wrong". I
am just happy to have a choice, and am listing the thoughts that went throu
gh my mind in making the decision. The GTX-335 remains a terrific piece of e
quipment, and I might eventually get it. But not right away.
>
> Mark
>
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@ma
tronics.com] On Behalf Of Greg Wrobel
> Sent: Tuesday, June 19, 2018 12:46 PM
> To: yak-list@matronics.com
> Subject: [Non-DoD Source] Re: Yak-List: Re: ADS-B out in a CJ6...
>
> Justin.
> That's the one I'm leaning towards since I have a new Garmin radio althoug
h there is no connection or usage between the two.
> I have a friend that just install his on a Chipmunk and he used two wires.
Power and ground. It comes with GPS Antenna, wiring and rack. I will get th
e encoder for $249 that's about the size of a quarter and it snaps into the b
ack of the rack and connects to transponder when you slide it into tray. The
only cable you need is the connection from xponder to hocky puck antenna an
d most places will make it for you (at a cost). I'm mounting my antenna on t
he rear turtle deck as opposed to the center one between the cockpits. Of co
urse the 345 had ADS-B in but it's another $2000. I already have that in my a
ircraft.
>
> On Tue, Jun 19, 2018, 11:21 AM Justin Drafts <draftsjust417@gmail.com <mai
lto:draftsjust417@gmail.com> > wrote:
>
>
> Ladies, gents, and fellow fliers-
>
> As the ADS-B deadline slowly approaches, I'm considering the Garmin
GTX-335 system for my Nanchang CJ6.
> Have any of you used this system before in a CJ?
> Thoughts & advice? Successes? Things to watch out for?
>
> Thanks all-
>
> Justin Drafts
> N280NC
>
>
>
>
>
>
>
>
>
>
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
>
>
Message 19
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|
| Subject: | Re: Engine running rough at high power settings? |
Yes, I've run Sea Foam myself. Good stuff. And Doc's answer is also correct
as for what to do afterwards. Run it an hour or two and then drain all of it
and replace with fresh oil, and you might want to inspect the oil filter as well.
Mark
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of Roger Kemp
Sent: Tuesday, June 19, 2018 3:39 PM
Subject: [Non-DoD Source] Re: Yak-List: Engine running rough at high power settings?
Sea Foam works very well at dissolving the sludge. Change the oil after running
for on hour. Then I run it regularly in the oil. It is the similar if the same
as its more expensive STCd Camguard.
Doc
Sent from my iPad
On Jun 19, 2018, at 2:11 PM, Michael Foster <michaelfoster@bellsouth.net <mailto:michaelfoster@bellsouth.net> > wrote:
Dennis, What do you recommend doing with the oil after the couple of hour
run? Change immediately? After x hours? At next scheduled oil change?
I like MMO but have reservations in engine oil.
Thanks, Pod
Sent from Yahoo Mail for iPhone <https://overview.mail.yahoo.com/?.src=iOS>
On Tuesday, June 19, 2018, 1:54 PM, A. Dennis Savarese <dsavarese0812@bellsouth.net <mailto:dsavarese0812@bellsouth.net> > wrote:
Could also be a sticking valve or valves. Add a quart or so of
Marvel Mystery Oil to the engine oil tank and run the engine for a couple of
hours and see if that makes a difference. The MMO will "clean" the crud off the
valve guides, thus eliminating a sticking valve. BTW, this is a common problem
for the M14 and the MMO has proven to be a reliable fix.
Dennis
________________________________
From: Richard Goode <richard.goode@russianaeros.com <mailto:richard.goode@russianaeros.com> >
To: yak-list@matronics.com <mailto:yak-list@matronics.com>
Sent: Tuesday, June 19, 2018 12:31 PM
Subject: RE: Yak-List: Engine running rough at high power settings?
Hello Andrew,
I would suspect an ignition problem, and probably the "traditional"
problem
of a magneto coil breaking down. I'm very conscious that we sold
you some
magnetos last year, and I would suspect that you aircraft probably
has got
"our" magnetos fitted!
But where I have a question is that your problem seems to occur
before the
engine is really hot - i.e. on take-off. Of course it will have
been warmed
up and able to accept full power, but my experience of magneto
coil issues
is that they do happen when the engine has been running for at
least 20
minutes or so and heat has soaked right through the engine to the
magnetos
and then to the coil.
In your case it does seem that the failure is shortly after take-off
when
the magnetos are not going to be at their hottest.
But an obvious thing to do is to replicate the problem and then
land and
check your sparking plugs - if one of the magnetos has not been
working
correctly, this will be very obvious.
But if there's anything else, please come back to me on my direct
email.
Richard
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
Tel: +44 (0) 1544 340120 <tel:+44%201544%20340120>
Fax: +44 (0) 1544 340129 <tel:+44%201544%20340129>
www.russianaeros.com <http://www.russianaeros.com>
-----Original Message-----
From: owner-yak-list-server@matronics.com <mailto:owner-yak-list-server@matronics.com>
[mailto:owner-yak-list-server@matronics.com <mailto:owner-yak-list-server@matronics.com> ] On Behalf Of apatton2
Sent: 19 June 2018 06:35
To: yak-list@matronics.com <mailto:yak-list@matronics.com>
Subject: Yak-List: Engine running rough at high power settings?
--> <apatton@alumni.princeton.edu <mailto:apatton@alumni.princeton.edu> >
O Gods of M14:
Here's a riddle for you.
I have a Yak-50 with a stock M14P. I have been flying it regularly
since I
purchased it around 8mo and 40hr ago. It is a very stock airplane
(no
digital engine monitor, etc). TTA&E 640h.
Before I flew it for the first time, I replaced the following with
new/overhauled components:
- spark plugs (auto kit)
- Mags (overhauled M9F)
- Carb (overhauled)
So, now all of those components have around 40hrs on them.
2 weekends ago I had the engine run very rough on climbout. I continued
around the pattern and landed. Mag check was nominal (as it was
prior to
takeoff). Tried again and felt enough engine vibe on takeoff roll
to abort.
Mag check again nominal.
Brought it back to hangar. Uncowled; visually inspected. Found
some cracked
ignition lead boots (4 of the 9 on the rear cylinders). So I replaced
all
ignition leads with new ones (auto harnesses).
Tried it again today. Same issue on takeoff. Feels like it's missing
significant power / climbing more slowly. This time pulled throttle
and prop
back to 70% rpm upon reaching 500' (airport is sea level). It smoothed
out
*very* quickly with the throttle and prop pulled back (especially
when i
brought prop lever back under 80%). On the ground it again mag
checked
nominal (both 80%). Don't know what to make of this.
Any thoughts on where to go next? I haven't pulled the plugs yet
but may do
that next - or check carb settings.
Thanks!
Andrew
--------
Andrew Patton
Yak-50
San Francisco, CA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=480979#480979
http://www.matronics.com/Navigator?Yabsp; - MATRONICS WEB FORUMS -
http://forums.matr - NEW MATRONICS LIST WIKI -
http://wiki.matronics.com
http://www.matronics.com/contrib======================
Message 20
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|
| Subject: | Re: ADS-B out in a CJ6... |
You're right.=C2- The nav lights would have to be on (no big deal in my m
ind) or as you say, you'd have to run another wire out to the wing tip.Denn
is
From: "Bitterlich, Mark G CIV NAVAIR, WD" <mark.bitterlich@navy.mil>
To: "yak-list@matronics.com" <yak-list@matronics.com>
Sent: Tuesday, June 19, 2018 3:15 PM
Subject: Re: Yak-List: Re: ADS-B out in a CJ6...
itterlich@navy.mil>
Dennis, looked at that option too, since it would fit right on my 1019.=C2
- If you wire them into the existing wing lighting wires, doesn't that me
an you would have to have those lights turned on all the time?=C2- Or els
e run a new wire out to the end of the wing?=C2- They are another way coo
l option though, and since they too are a UAT transmitter on 978, they have
Anonymous Mode as well.=C2- It was a hard choice between that and the Ga
rmin UAT.
Mark
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@mat
ronics.com] On Behalf Of A. Dennis Savarese
Sent: Tuesday, June 19, 2018 2:58 PM
Subject: [Non-DoD Source] Re: Yak-List: Re: ADS-B out in a CJ6...
Check out the installation of the UAvionics Skybeacon.=C2- This is a Dece
mber 2017 article.
https://www.flyingmag.com/skybeacon-installation-review
For those who are interested in the Skybeacon, the certified version should
be available by Airventure, according the UAvionics.=C2- $1895 for the c
ertified version.=C2- I'm on the list to receive one as soon as the certi
fied version is released.
Here's the installation instructions.=C2- An unbelievable 2 pages for an
ADS-B Out solution.
http://uavionix.com/downloads/skybeacon/skyBeacon-User-Manual.pdf
Dennis
________________________________
From: "Bitterlich, Mark G CIV NAVAIR, WD" <mark.bitterlich@navy.mil>
Sent: Tuesday, June 19, 2018 2:15 PM
Subject: Re: Yak-List: Re: ADS-B out in a CJ6...
itterlich@navy.mil <mailto:mark.bitterlich@navy.mil> >
This is a topic I've also=C2- been thinking about for quite some time.=C2
- I have to disagree (just slightly because I am a known nit-picker) that
all it requires is two wires, power and ground.=C2- Typically when you a
dd an altitude encoder, you wire it using grey code wiring, and that is rat
her a slew of wires to be accurate about it.=C2- If you go this route, I
highly suggest a Sandia encoder.=C2- They last a LONG time compared to sa
y an ACK-30.=C2- So now (using list prices as reference) you are looking
at a lot of money.=C2- That being said, I think it is the coolest way to
go, and in the end it minimizes work, especially if you have someone else b
uild the cable interfacing it to the Encoder!=C2- It also is good above 1
8,000 feet and into other countries.
That being said, you now have one unit with a WAAS GPS, a built in Mode 3A
transponder, with Extended Squitter added to handle ADS-B out requirements,
a Mode-C altitude interface (for the external Encoder).=C2- Other than t
he Encoder, it is an all in one unit.=C2- Here's the rub.=C2- That's a
lot of stuff in one box.=C2- If *ANY* of it goes bad, you are looking at
having to pull the unit, and when you do, you lose every darn thing.=C2-
So the ADS-B extended squitter goes bad, out comes the box.=C2- The WAAS
GPS goes bad, out the whole thing comes.=C2- Etc. etc.=C2- I'm not so s
ure I like that.=C2- But in reality the answer is going to be just how re
liable this unit is, and we don't know that yet.=C2- What we DO know is t
hat there is a lot of additional stuff in that one box that CAN go bad!=C2
- In addition, you are going to have to re-certify the transponder and al
titude encoder at an Avionics Shop.=C2- That two year certification goes
away if you are installing all new gear, so now you are looking at that cos
!
t as well.
Here's the alternative.=C2- The Garmin GDL-82 Universal Access Transceive
r.=C2- This is really only an option if you already have a decent Transpo
nder and Altitude Encoder installed already and they are reliable and worki
ng just fine.=C2- I'd advise testing them to make sure!=C2- When you go
this route, you will be transmitting on 978 Mhz.=C2- This "box" really d
oes have very few wires to interface.=C2- It has a USB connector to progr
am it (four wires), power & ground, plus a wire for Anonymous Mode, and a w
ire for a failure light (optional).=C2- The existing transponder antenna
hooks to it, a GPS antenna, and a short RF jumper from Transponder antenna
out, to the GDL-82.=C2- How does it work?=C2- It will actually send (de
pending) an interrogation to your transponder on occasion and "read" the mo
de 3A code you have put in there, along with your reported pressure altitud
e sent out by the transponder, as the transponder read from the existing al
titude encoder.=C2- It basically "pulls" the information it ne!
eds from an actual transponder transmission your existing equipment is alre
ady doing.=C2- The existing transponder transmission goes right through t
he 82, and out to the antenna with about 0.5 dB of loss.=C2- It (the GDL-
82) then makes its own transmission (about 40 watts) on 978 MHz to meet the
ADS-B out requirement.
So the GDL-82 has the ADS-B Universal Access Transceiver (UAT) transmitter
inside, plus a WAAS GPS (if you want it and don't already have one).=C2-
If it goes bad, you still have your transponder working with Mode 3A (four
numbers) plus Mode 3C Altitude transmission.=C2- If the transponder goes
bad, and you have to pull it, the GDL-82 will actually still make partial t
ransmissions, although that is not an FAA recognized sub mode.=C2- The bo
ttom line to that is that it will still "wake up" the ground UAT stations,
so that you will continue to get uninterrupted ADSB-IN.=C2- That is WAY c
ool.=C2- So you have the ability to not lose EVERYTHING if just one thing
goes bad.=C2- Down side, it will not work with a transponder that alread
y has Mode-S.=C2- It cannot be used above 18,000 feet, and it is not yet
recognized in many countries.
One more big plus.=C2- It has Anonymous Mode.=C2- Flip this switch, and
anytime your transponder is set to VFR 1200 code, it does not send out you
r "N" number or your special recognition code.=C2- It still meets ADS-B o
ut requirements, but the FAA really can't tell who you are.=C2- Keep some
thing else in mind.=C2- The FAA says that if you equip your aircraft with
ADS-B out, IT MUST BE TURNED ON ALL THE TIME!=C2- On the ground and in t
he air.=C2- ALL the time!=C2- This means that they can see and track ev
ery single thing you do, know who you are, how low you went and where, etc.
, etc., etc.=C2- Meet Big Brother.=C2- I am sorry folks, but having had
experience with the FAA, I do not want them pulling up some data file that
they recorded from my ADS-B out equipment saying I violated "whatever".=C2
- Even the best of pilots are capable of making a mistake now and then, a
nd although this is the new "more friendly FAA" these days, you make up you
r own mind.=C2- I am going with the GDL-82 because it is cheaper, it doe!
s not require me to do another transponder/encoder check at the shop, I hav
e a really good Garmin transponder and encoder already, it allows me to con
tinue to operate in reduced capability if just one part goes bad (I don't l
ike "all or nothing"), and it has Anonymous Mode, and it is easier to wire
in.
This does not mean my way is "right" and someone else's way is "wrong".=C2
- I am just happy to have a choice, and am listing the thoughts that went
through my mind in making the decision.=C2- The GTX-335 remains a terrif
ic piece of equipment, and I might eventually get it.=C2- But not right a
way.
Mark
-----Original Message-----
From: owner-yak-list-server@matronics.com <mailto:owner-yak-list-server@mat
ronics.com>=C2- [mailto:owner-yak-list-server@matronics.com <mailto:owner
-yak-list-server@matronics.com> ] On Behalf Of Greg Wrobel
Sent: Tuesday, June 19, 2018 12:46 PM
Subject: [Non-DoD Source] Re: Yak-List: Re: ADS-B out in a CJ6...
Justin.
That's the one I'm leaning towards since I have a new Garmin radio although
there is no connection or usage between the two.
I have a friend that just install his on a Chipmunk and he used two wires.
Power and ground. It comes with GPS Antenna, wiring and rack. I will get th
e encoder for $249 that's about the size of a quarter and it snaps into the
back of the rack and connects to transponder when you slide it into tray.
The only cable you need is the connection from xponder to hocky puck antenn
a and most places will make it for you (at a cost). I'm mounting my antenna
on the rear turtle deck as opposed to the center one between the cockpits.
Of course the 345 had ADS-B in but it's another $2000. I already have that
in my aircraft.
On Tue, Jun 19, 2018, 11:21 AM Justin Drafts <draftsjust417@gmail.com <mail
to:draftsjust417@gmail.com>=C2- <mailto:draftsjust417@gmail.com <mailto:d
raftsjust417@gmail.com> > > wrote:
=C2- =C2- Ladies, gents, and fellow fliers-
=C2- =C2- As the ADS-B deadline slowly approaches, I'm considering the
Garmin GTX-335 system for my Nanchang CJ6.
=C2- =C2- Have any of you used this system before in a CJ?
=C2- =C2- Thoughts & advice? Successes? Things to watch out for?
=C2- =C2- Thanks all-
=C2- =C2- Justin Drafts
=C2- =C2- N280NC
<===================
http://www.matronics.com/Navigator?Yak-List
http://forums.matronics.comnbsp; =C2- =C2- =C2- - NEW MATRONICS LIST
WIKI -
http://www.matronics.com/contribution============
=======
S -
WIKI -
-
=C2- =C2- =C2- =C2- =C2- -Matt Dralle, List Admin.
Message 21
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|
| Subject: | Re: ADS-B out in a CJ6... |
Thanks George, that makes the Garmin Transponder even more attractive.
I just can't stand the FAA watching my every move though..... sigh. Probably
just being overly paranoid.
Mark
-----Original Message-----
From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of George Coy
Sent: Tuesday, June 19, 2018 3:53 PM
Subject: [Non-DoD Source] Re: Yak-List: Re: ADS-B out in a CJ6...
It is very small about 1/2 x 1/4 and it melts right on the back of the garments
and you only need to run the static pressure to it.. I will get the part number
and let you know.
George
Sent from my iPhone
> On Jun 19, 2018, at 2:56 PM, Bitterlich, Mark G CIV NAVAIR, WD <mark.bitterlich@navy.mil>
wrote:
>
> --> <mark.bitterlich@navy.mil>
>
> George. Does it plug right in and eliminate the wiring requirement to the main
interface plug? It sounds like that is what you are saying, which would make
this an even more simple choice.
>
> But ... "Anonymous Mode" is what lights my bulb. Just sayin. :-)
>
> Mark
>
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of George S.
> Coy
> Sent: Tuesday, June 19, 2018 2:44 PM
> To: yak-list@matronics.com
> Subject: [Non-DoD Source] RE: Yak-List: Re: ADS-B out in a CJ6...
>
>
> If you go with the Garmin, They have a tiny encoder that bolts on the back of
the xponder.
> George Coy
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Bitterlich,
> Mark G CIV NAVAIR, WD
> Sent: Tuesday, June 19, 2018 2:10 PM
> To: yak-list@matronics.com
> Subject: Re: Yak-List: Re: ADS-B out in a CJ6...
>
> --> <mark.bitterlich@navy.mil>
>
> This is a topic I've also been thinking about for quite some time. I have
to disagree (just slightly because I am a known nit-picker) that all it requires
is two wires, power and ground. Typically when you add an altitude encoder,
you wire it using grey code wiring, and that is rather a slew of wires to be
accurate about it. If you go this route, I highly suggest a Sandia encoder.
They last a LONG time compared to say an ACK-30. So now (using list prices as
reference) you are looking at a lot of money. That being said, I think it
is the coolest way to go, and in the end it minimizes work, especially if you
have someone else build the cable interfacing it to the Encoder! It also is good
above 18,000 feet and into other countries.
>
> That being said, you now have one unit with a WAAS GPS, a built in Mode 3A transponder,
with Extended Squitter added to handle ADS-B out requirements, a Mode-C
altitude interface (for the external Encoder). Other than the Encoder, it
is an all in one unit. Here's the rub. That's a lot of stuff in one box.
If *ANY* of it goes bad, you are looking at having to pull the unit, and when
you do, you lose every darn thing. So the ADS-B extended squitter goes bad, out
comes the box. The WAAS GPS goes bad, out the whole thing comes. Etc. etc.
I'm not so sure I like that. But in reality the answer is going to be just
how reliable this unit is, and we don't know that yet. What we DO know is that
there is a lot of additional stuff in that one box that CAN go bad! In addition,
you are going to have to re-certify the transponder and altitude encoder
at an Avionics Shop. That two year certification goes away if you are installing
all new gear, so now you are looking at that c!
os!
> t as well.
>
> Here's the alternative. The Garmin GDL-82 Universal Access Transceiver. This
is really only an option if you already have a decent Transponder and Altitude
Encoder installed already and they are reliable and working just fine. I'd
advise testing them to make sure! When you go this route, you will be transmitting
on 978 Mhz. This "box" really does have very few wires to interface.
It has a USB connector to program it (four wires), power & ground, plus a wire
for Anonymous Mode, and a wire for a failure light (optional). The existing
transponder antenna hooks to it, a GPS antenna, and a short RF jumper from Transponder
antenna out, to the GDL-82. How does it work? It will actually send
(depending) an interrogation to your transponder on occasion and "read" the mode
3A code you have put in there, along with your reported pressure altitude
sent out by the transponder, as the transponder read from the existing altitude
encoder. It basically "pulls" the information it !
ne!
> eds from an actual transponder transmission your existing equipment is already
doing. The existing transponder transmission goes right through the 82, and
out to the antenna with about 0.5 dB of loss. It (the GDL-82) then makes its
own transmission (about 40 watts) on 978 MHz to meet the ADS-B out requirement.
>
> So the GDL-82 has the ADS-B Universal Access Transceiver (UAT) transmitter inside,
plus a WAAS GPS (if you want it and don't already have one). If it goes
bad, you still have your transponder working with Mode 3A (four numbers) plus
Mode 3C Altitude transmission. If the transponder goes bad, and you have to
pull it, the GDL-82 will actually still make partial transmissions, although that
is not an FAA recognized sub mode. The bottom line to that is that it will
still "wake up" the ground UAT stations, so that you will continue to get uninterrupted
ADSB-IN. That is WAY cool. So you have the ability to not lose EVERYTHING
if just one thing goes bad. Down side, it will not work with a transponder
that already has Mode-S. It cannot be used above 18,000 feet, and it
is not yet recognized in many countries.
>
> One more big plus. It has Anonymous Mode. Flip this switch, and anytime your
transponder is set to VFR 1200 code, it does not send out your "N" number or
your special recognition code. It still meets ADS-B out requirements, but the
FAA really can't tell who you are. Keep something else in mind. The FAA says
that if you equip your aircraft with ADS-B out, IT MUST BE TURNED ON ALL THE
TIME! On the ground and in the air. ALL the time! This means that they can
see and track every single thing you do, know who you are, how low you went
and where, etc., etc., etc. Meet Big Brother. I am sorry folks, but having had
experience with the FAA, I do not want them pulling up some data file that
they recorded from my ADS-B out equipment saying I violated "whatever". Even
the best of pilots are capable of making a mistake now and then, and although
this is the new "more friendly FAA" these days, you make up your own mind. I
am going with the GDL-82 because it is cheaper, it d!
oe!
> s not require me to do another transponder/encoder check at the shop, I have
a really good Garmin transponder and encoder already, it allows me to continue
to operate in reduced capability if just one part goes bad (I don't like "all
or nothing"), and it has Anonymous Mode, and it is easier to wire in.
>
> This does not mean my way is "right" and someone else's way is "wrong". I am
just happy to have a choice, and am listing the thoughts that went through my
mind in making the decision. The GTX-335 remains a terrific piece of equipment,
and I might eventually get it. But not right away.
>
> Mark
>
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Greg Wrobel
> Sent: Tuesday, June 19, 2018 12:46 PM
> To: yak-list@matronics.com
> Subject: [Non-DoD Source] Re: Yak-List: Re: ADS-B out in a CJ6...
>
> Justin.
> That's the one I'm leaning towards since I have a new Garmin radio although there
is no connection or usage between the two.
> I have a friend that just install his on a Chipmunk and he used two wires. Power
and ground. It comes with GPS Antenna, wiring and rack. I will get the encoder
for $249 that's about the size of a quarter and it snaps into the back of
the rack and connects to transponder when you slide it into tray. The only cable
you need is the connection from xponder to hocky puck antenna and most places
will make it for you (at a cost). I'm mounting my antenna on the rear turtle
deck as opposed to the center one between the cockpits. Of course the 345 had
ADS-B in but it's another $2000. I already have that in my aircraft.
>
> On Tue, Jun 19, 2018, 11:21 AM Justin Drafts <draftsjust417@gmail.com <mailto:draftsjust417@gmail.com> > wrote:
>
>
> Ladies, gents, and fellow fliers-
>
> As the ADS-B deadline slowly approaches, I'm considering the Garmin GTX-335
system for my Nanchang CJ6.
> Have any of you used this system before in a CJ?
> Thoughts & advice? Successes? Things to watch out for?
>
> Thanks all-
>
> Justin Drafts
> N280NC
>
>
Message 22
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|
| Subject: | Re: Engine running rough at high power settings? |
Michael,If you read the instructions on the MMO container, it is recommende
d for use in the oil AND the fuel.=C2-=C2-
I'd drain the oil after a couple of hours run time and put fresh oil in the
engine.Dennis
From: Michael Foster <michaelfoster@bellsouth.net>
To: yak-list@matronics.com
Sent: Tuesday, June 19, 2018 3:18 PM
Subject: Re: Yak-List: Engine running rough at high power settings?
Dennis, What do you recommend doing with the oil after the couple of hour r
un? Change immediately? After x hours? At next scheduled oil change?I like
MMO but have reservations in engine oil.=C2-Thanks, =9C Pod
=9D
Sent from Yahoo Mail for iPhone
On Tuesday, June 19, 2018, 1:54 PM, A. Dennis Savarese <dsavarese0812@bells
outh.net> wrote:
Could also be a sticking valve or valves.=C2- Add a quart or so of Marvel
Mystery Oil to the engine oil tank and run the engine for a couple of hour
s and see if that makes a difference.=C2- The MMO will "clean" the crud o
ff the valve guides, thus eliminating a sticking valve.=C2- BTW, this is
a common problem for the M14 and the MMO has proven to be a reliable fix.De
nnis
From: Richard Goode <richard.goode@russianaeros.com>
To: yak-list@matronics.com
Sent: Tuesday, June 19, 2018 12:31 PM
Subject: RE: Yak-List: Engine running rough at high power settings?
.com>
Hello Andrew,
I would suspect an ignition problem, and probably the "traditional" problem
of a magneto coil breaking down. I'm very conscious that we sold you some
magnetos last year, and I would suspect that you aircraft probably has got
"our" magnetos fitted!
But where I have a question is that your problem seems to occur before the
engine is really hot - i.e. on take-off. Of course it will have been warmed
up and able to accept full power, but my experience of magneto coil issues
is that they do happen when the engine has been running for at least 20
minutes or so and heat has soaked right through the engine to the magnetos
and then to the coil.
In your case it does seem that the failure is shortly after take-off when
the magnetos are not going to be at their hottest.
But an obvious thing to do is to replicate the problem and then land and
check your sparking plugs - if one of the magnetos has not been working
correctly, this will be very obvious.
But if there's anything else, please come back to me on my direct email.
Richard
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
Tel:=C2- +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of apatton2
Sent: 19 June 2018 06:35
Subject: Yak-List: Engine running rough at high power settings?
--> <apatton@alumni.princeton.edu>
O Gods of M14:
Here's a riddle for you.
I have a Yak-50 with a stock M14P. I have been flying it regularly since I
purchased it around 8mo and 40hr ago. It is a very stock airplane (no
digital engine monitor, etc). TTA&E 640h.
Before I flew it for the first time, I replaced the following with
new/overhauled components:
- spark plugs (auto kit)
- Mags (overhauled M9F)
- Carb (overhauled)
So, now all of those components have around 40hrs on them.
2 weekends ago I had the engine run very rough on climbout. I continued
around the pattern and landed. Mag check was nominal (as it was prior to
takeoff). Tried again and felt enough engine vibe on takeoff roll to abort.
Mag check again nominal.
Brought it back to hangar. Uncowled; visually inspected. Found some cracked
ignition lead boots (4 of the 9 on the rear cylinders). So I replaced all
ignition leads with new ones (auto harnesses).
Tried it again today. Same issue on takeoff. Feels like it's missing
significant power / climbing more slowly. This time pulled throttle and pro
p
back to 70% rpm upon reaching 500' (airport is sea level). It smoothed out
*very* quickly with the throttle and prop pulled back (especially when i
brought prop lever back under 80%). On the ground it again mag checked
nominal (both=C2- 80%). Don't know what to make of this.
Any thoughts on where to go next? I haven't pulled the plugs yet but may do
that next - or check carb settings.
Thanks!
Andrew
--------
Andrew Patton
Yak-50
San Francisco, CA
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=480979#480979
http://www.matronics.com/Navigator?Yabsp; =C2- =C2- =C2- =C2- - MAT
RONICS WEB FORUMS -
http://forums.matr =C2- =C2- =C2- =C2- =C2- - NEW MATRONICS LIST
WIKI -
http://wiki.matronics.com
http://www.matronics.com/contrib==============
========
Message 23
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|
| Subject: | Re: ADS-B out in a CJ6... |
See article in recent Red Alert by John Long. He has installed this ADS-B ou
t wingtip device on Nanchang with success.
Blitz Fox
415-307-2405
> On Jun 19, 2018, at 11:56 AM, Bitterlich, Mark G CIV NAVAIR, WD <mark.bitt
erlich@navy.mil> wrote:
>
bitterlich@navy.mil>
>
> George. Does it plug right in and eliminate the wiring requirement to the
main interface plug? It sounds like that is what you are saying, which wou
ld make this an even more simple choice.
>
> But ... "Anonymous Mode" is what lights my bulb. Just sayin. :-)
>
> Mark
>
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@ma
tronics.com] On Behalf Of George S. Coy
> Sent: Tuesday, June 19, 2018 2:44 PM
> To: yak-list@matronics.com
> Subject: [Non-DoD Source] RE: Yak-List: Re: ADS-B out in a CJ6...
>
>
> If you go with the Garmin, They have a tiny encoder that bolts on the back
of the xponder.
> George Coy
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@ma
tronics.com] On Behalf Of Bitterlich, Mark G CIV NAVAIR, WD
> Sent: Tuesday, June 19, 2018 2:10 PM
> To: yak-list@matronics.com
> Subject: Re: Yak-List: Re: ADS-B out in a CJ6...
>
> --> <mark.bitterlich@navy.mil>
>
> This is a topic I've also been thinking about for quite some time. I ha
ve to disagree (just slightly because I am a known nit-picker) that all it r
equires is two wires, power and ground. Typically when you add an altitude e
ncoder, you wire it using grey code wiring, and that is rather a slew of wir
es to be accurate about it. If you go this route, I highly suggest a Sandia
encoder. They last a LONG time compared to say an ACK-30. So now (using l
ist prices as reference) you are looking at a lot of money. That being sai
d, I think it is the coolest way to go, and in the end it minimizes work, es
pecially if you have someone else build the cable interfacing it to the Enco
der! It also is good above 18,000 feet and into other countries.
>
> That being said, you now have one unit with a WAAS GPS, a built in Mode 3A
transponder, with Extended Squitter added to handle ADS-B out requirements,
a Mode-C altitude interface (for the external Encoder). Other than the Enc
oder, it is an all in one unit. Here's the rub. That's a lot of stuff in o
ne box. If *ANY* of it goes bad, you are looking at having to pull the unit
, and when you do, you lose every darn thing. So the ADS-B extended squitte
r goes bad, out comes the box. The WAAS GPS goes bad, out the whole thing c
omes. Etc. etc. I'm not so sure I like that. But in reality the answer is
going to be just how reliable this unit is, and we don't know that yet. Wh
at we DO know is that there is a lot of additional stuff in that one box tha
t CAN go bad! In addition, you are going to have to re-certify the transpon
der and altitude encoder at an Avionics Shop. That two year certification g
oes away if you are installing all new gear, so now you are looking at that c
os!
> t as well.
>
> Here's the alternative. The Garmin GDL-82 Universal Access Transceiver. T
his is really only an option if you already have a decent Transponder and Al
titude Encoder installed already and they are reliable and working just fine
. I'd advise testing them to make sure! When you go this route, you will b
e transmitting on 978 Mhz. This "box" really does have very few wires to in
terface. It has a USB connector to program it (four wires), power & ground,
plus a wire for Anonymous Mode, and a wire for a failure light (optional).
The existing transponder antenna hooks to it, a GPS antenna, and a short RF
jumper from Transponder antenna out, to the GDL-82. How does it work? It w
ill actually send (depending) an interrogation to your transponder on occasi
on and "read" the mode 3A code you have put in there, along with your report
ed pressure altitude sent out by the transponder, as the transponder read fr
om the existing altitude encoder. It basically "pulls" the information it n
e!
> eds from an actual transponder transmission your existing equipment is alr
eady doing. The existing transponder transmission goes right through the 82
, and out to the antenna with about 0.5 dB of loss. It (the GDL-82) then ma
kes its own transmission (about 40 watts) on 978 MHz to meet the ADS-B out r
equirement.
>
> So the GDL-82 has the ADS-B Universal Access Transceiver (UAT) transmitter
inside, plus a WAAS GPS (if you want it and don't already have one). If it
goes bad, you still have your transponder working with Mode 3A (four number
s) plus Mode 3C Altitude transmission. If the transponder goes bad, and you
have to pull it, the GDL-82 will actually still make partial transmissions,
although that is not an FAA recognized sub mode. The bottom line to that i
s that it will still "wake up" the ground UAT stations, so that you will con
tinue to get uninterrupted ADSB-IN. That is WAY cool. So you have the abil
ity to not lose EVERYTHING if just one thing goes bad. Down side, it will n
ot work with a transponder that already has Mode-S. It cannot be used above
18,000 feet, and it is not yet recognized in many countries.
>
> One more big plus. It has Anonymous Mode. Flip this switch, and anytime y
our transponder is set to VFR 1200 code, it does not send out your "N" numbe
r or your special recognition code. It still meets ADS-B out requirements, b
ut the FAA really can't tell who you are. Keep something else in mind. The
FAA says that if you equip your aircraft with ADS-B out, IT MUST BE TURNED O
N ALL THE TIME! On the ground and in the air. ALL the time! This means th
at they can see and track every single thing you do, know who you are, how l
ow you went and where, etc., etc., etc. Meet Big Brother. I am sorry folks
, but having had experience with the FAA, I do not want them pulling up some
data file that they recorded from my ADS-B out equipment saying I violated "
whatever". Even the best of pilots are capable of making a mistake now and t
hen, and although this is the new "more friendly FAA" these days, you make u
p your own mind. I am going with the GDL-82 because it is cheaper, it doe!
> s not require me to do another transponder/encoder check at the shop, I ha
ve a really good Garmin transponder and encoder already, it allows me to con
tinue to operate in reduced capability if just one part goes bad (I don't li
ke "all or nothing"), and it has Anonymous Mode, and it is easier to wire in
.
>
> This does not mean my way is "right" and someone else's way is "wrong". I
am just happy to have a choice, and am listing the thoughts that went throu
gh my mind in making the decision. The GTX-335 remains a terrific piece of e
quipment, and I might eventually get it. But not right away.
>
> Mark
>
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@ma
tronics.com] On Behalf Of Greg Wrobel
> Sent: Tuesday, June 19, 2018 12:46 PM
> To: yak-list@matronics.com
> Subject: [Non-DoD Source] Re: Yak-List: Re: ADS-B out in a CJ6...
>
> Justin.
> That's the one I'm leaning towards since I have a new Garmin radio althoug
h there is no connection or usage between the two.
> I have a friend that just install his on a Chipmunk and he used two wires.
Power and ground. It comes with GPS Antenna, wiring and rack. I will get th
e encoder for $249 that's about the size of a quarter and it snaps into the b
ack of the rack and connects to transponder when you slide it into tray. The
only cable you need is the connection from xponder to hocky puck antenna an
d most places will make it for you (at a cost). I'm mounting my antenna on t
he rear turtle deck as opposed to the center one between the cockpits. Of co
urse the 345 had ADS-B in but it's another $2000. I already have that in my a
ircraft.
>
> On Tue, Jun 19, 2018, 11:21 AM Justin Drafts <draftsjust417@gmail.com <mai
lto:draftsjust417@gmail.com> > wrote:
>
>
> Ladies, gents, and fellow fliers-
>
> As the ADS-B deadline slowly approaches, I'm considering the Garmin
GTX-335 system for my Nanchang CJ6.
> Have any of you used this system before in a CJ?
> Thoughts & advice? Successes? Things to watch out for?
>
> Thanks all-
>
> Justin Drafts
> N280NC
>
>
>
>
>
>
>
>
>
>
>
>
==========================
=========
==========================
=========
==========================
=========
==========================
=========
==========================
=========
>
>
>
Message 24
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|
| Subject: | Re: ADS-B out in a CJ6... |
Any idea if this encoder would work on the 327?
> On June 19, 2018 at 2:55 PM George Coy <george.coy@gmail.com> wrote:
>
>
> http://m.aircraftspruce.com/catalog/avpages/garmin11-14162.php?gclid=CjwKCAjw06LZBRBNEiwA2vgMVf08edRNgbhXNSUh24TmxE8xHaGIQ9BNyAdKLP1ljrsU43qpgkE4lxoCiTcQAvD_BwE
> Sent from my iPhone
>
> On Jun 19, 2018, at 2:56 PM, Bitterlich, Mark G CIV NAVAIR, WD <mark.bitterlich@navy.mil mailto:mark.bitterlich@navy.mil > wrote:
>
>
> >
> > George. Does it plug right in and eliminate the wiring requirement
to the main interface plug? It sounds like that is what you are saying, which
would make this an even more simple choice.
> >
> > But ... "Anonymous Mode" is what lights my bulb. Just sayin. :-)
> >
> > Mark
> >
> >
> > -----Original Message-----
> > From: owner-yak-list-server@matronics.com mailto:owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of George S. Coy
> > Sent: Tuesday, June 19, 2018 2:44 PM
> > To: yak-list@matronics.com mailto:yak-list@matronics.com
> > Subject: [Non-DoD Source] RE: Yak-List: Re: ADS-B out in a CJ6...
> >
> >
> > If you go with the Garmin, They have a tiny encoder that bolts on the
back of the xponder.
> > George Coy
> >
> > -----Original Message-----
> > From: owner-yak-list-server@matronics.com mailto:owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of Bitterlich, Mark G CIV NAVAIR, WD
> > Sent: Tuesday, June 19, 2018 2:10 PM
> > To: yak-list@matronics.com mailto:yak-list@matronics.com
> > Subject: Re: Yak-List: Re: ADS-B out in a CJ6...
> >
> > --> <mark.bitterlich@navy.mil mailto:mark.bitterlich@navy.mil >
> >
> > This is a topic I've also been thinking about for quite some time.
I have to disagree (just slightly because I am a known nit-picker) that all
it requires is two wires, power and ground. Typically when you add an altitude
encoder, you wire it using grey code wiring, and that is rather a slew of wires
to be accurate about it. If you go this route, I highly suggest a Sandia
encoder. They last a LONG time compared to say an ACK-30. So now (using list
prices as reference) you are looking at a lot of money. That being said, I
think it is the coolest way to go, and in the end it minimizes work, especially
if you have someone else build the cable interfacing it to the Encoder! It
also is good above 18,000 feet and into other countries.
> >
> > That being said, you now have one unit with a WAAS GPS, a built in
Mode 3A transponder, with Extended Squitter added to handle ADS-B out requirements,
a Mode-C altitude interface (for the external Encoder). Other than the
Encoder, it is an all in one unit. Here's the rub. That's a lot of stuff in
one box. If *ANY* of it goes bad, you are looking at having to pull the unit,
and when you do, you lose every darn thing. So the ADS-B extended squitter goes
bad, out comes the box. The WAAS GPS goes bad, out the whole thing comes.
Etc. etc. I'm not so sure I like that. But in reality the answer is going
to be just how reliable this unit is, and we don't know that yet. What we DO
know is that there is a lot of additional stuff in that one box that CAN go bad!
In addition, you are going to have to re-certify the transponder and altitude
encoder at an Avionics Shop. That two year certification goes away if you
are installing all new gear, so now you are looking
at that cos!
> > t as well.
> >
> > Here's the alternative. The Garmin GDL-82 Universal Access Transceiver.
This is really only an option if you already have a decent Transponder
and Altitude Encoder installed already and they are reliable and working just
fine. I'd advise testing them to make sure! When you go this route, you will
be transmitting on 978 Mhz. This "box" really does have very few wires to interface.
It has a USB connector to program it (four wires), power & ground, plus
a wire for Anonymous Mode, and a wire for a failure light (optional). The
existing transponder antenna hooks to it, a GPS antenna, and a short RF jumper
from Transponder antenna out, to the GDL-82. How does it work? It will actually
send (depending) an interrogation to your transponder on occasion and "read"
the mode 3A code you have put in there, along with your reported pressure
altitude sent out by the transponder, as the transponder read from the existing
altitude encoder. It basically "pulls" the inform
ation it ne!
> > eds from an actual transponder transmission your existing equipment
is already doing. The existing transponder transmission goes right through the
82, and out to the antenna with about 0.5 dB of loss. It (the GDL-82) then
makes its own transmission (about 40 watts) on 978 MHz to meet the ADS-B out
requirement.
> >
> > So the GDL-82 has the ADS-B Universal Access Transceiver (UAT) transmitter
inside, plus a WAAS GPS (if you want it and don't already have one).
If it goes bad, you still have your transponder working with Mode 3A (four numbers)
plus Mode 3C Altitude transmission. If the transponder goes bad, and you
have to pull it, the GDL-82 will actually still make partial transmissions,
although that is not an FAA recognized sub mode. The bottom line to that is that
it will still "wake up" the ground UAT stations, so that you will continue
to get uninterrupted ADSB-IN. That is WAY cool. So you have the ability to
not lose EVERYTHING if just one thing goes bad. Down side, it will not work with
a transponder that already has Mode-S. It cannot be used above 18,000 feet,
and it is not yet recognized in many countries.
> >
> > One more big plus. It has Anonymous Mode. Flip this switch, and anytime
your transponder is set to VFR 1200 code, it does not send out your "N"
number or your special recognition code. It still meets ADS-B out requirements,
but the FAA really can't tell who you are. Keep something else in mind.
The FAA says that if you equip your aircraft with ADS-B out, IT MUST BE TURNED
ON ALL THE TIME! On the ground and in the air. ALL the time! This means that
they can see and track every single thing you do, know who you are, how low
you went and where, etc., etc., etc. Meet Big Brother. I am sorry folks, but
having had experience with the FAA, I do not want them pulling up some data
file that they recorded from my ADS-B out equipment saying I violated "whatever".
Even the best of pilots are capable of making a mistake now and then, and
although this is the new "more friendly FAA" these days, you make up your own
mind. I am going with the GDL-82 because it is chea
per, it doe!
> > s not require me to do another transponder/encoder check at the shop,
I have a really good Garmin transponder and encoder already, it allows me to
continue to operate in reduced capability if just one part goes bad (I don't
like "all or nothing"), and it has Anonymous Mode, and it is easier to wire in.
> >
> > This does not mean my way is "right" and someone else's way is "wrong".
I am just happy to have a choice, and am listing the thoughts that went
through my mind in making the decision. The GTX-335 remains a terrific piece
of equipment, and I might eventually get it. But not right away.
> >
> > Mark
> >
> >
> > -----Original Message-----
> > From: owner-yak-list-server@matronics.com mailto:owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com] On Behalf Of Greg Wrobel
> > Sent: Tuesday, June 19, 2018 12:46 PM
> > To: yak-list@matronics.com mailto:yak-list@matronics.com
> > Subject: [Non-DoD Source] Re: Yak-List: Re: ADS-B out in a CJ6...
> >
> > Justin.
> > That's the one I'm leaning towards since I have a new Garmin radio
although there is no connection or usage between the two.
> > I have a friend that just install his on a Chipmunk and he used two
wires. Power and ground. It comes with GPS Antenna, wiring and rack. I will get
the encoder for $249 that's about the size of a quarter and it snaps into the
back of the rack and connects to transponder when you slide it into tray. The
only cable you need is the connection from xponder to hocky puck antenna and
most places will make it for you (at a cost). I'm mounting my antenna on the
rear turtle deck as opposed to the center one between the cockpits. Of course
the 345 had ADS-B in but it's another $2000. I already have that in my aircraft.
> >
> > On Tue, Jun 19, 2018, 11:21 AM Justin Drafts <draftsjust417@gmail.com mailto:draftsjust417@gmail.com <mailto:draftsjust417@gmail.com> > wrote:
> >
> >
> > Ladies, gents, and fellow fliers-
> >
> > As the ADS-B deadline slowly approaches, I'm considering the
Garmin GTX-335 system for my Nanchang CJ6.
> > Have any of you used this system before in a CJ?
> > Thoughts & advice? Successes? Things to watch out for?
> >
> > Thanks all-
> >
> > Justin Drafts
> > N280NC
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> >
> > - The Yak-List Email Forum -
> > = Archive Search & Download, 7-Day Browse, Chat, FAQ,
> > ==========================; - Mp;--> http://forums.matronics.com================================================= http://forums.matronics.com > http://forums.matronics.com http://wiki.matronics.com</sp==========================bsp; - List Contributiop; -Matt Dralle, List Admin.</spa=========================================================
> >
> >
> >
> >
> > >
Message 25
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|
| Subject: | Re: ADS-B out in a CJ6... |
Since I changed to LED, my position lights stay on all the time anyway...
> On June 19, 2018 at 3:03 PM "A. Dennis Savarese" <dsavarese0812@bellsouth.net>
wrote:
>
> You're right. The nav lights would have to be on (no big deal in my mind)
or as you say, you'd have to run another wire out to the wing tip.
> Dennis
>
>
>
> ---------------------------------------------
> From: "Bitterlich, Mark G CIV NAVAIR, WD" <mark.bitterlich@navy.mil>
> To: "yak-list@matronics.com" <yak-list@matronics.com>
> Sent: Tuesday, June 19, 2018 3:15 PM
> Subject: Re: Yak-List: Re: ADS-B out in a CJ6...
>
>
> Dennis, looked at that option too, since it would fit right on my 1019.
If you wire them into the existing wing lighting wires, doesn't that mean you
would have to have those lights turned on all the time? Or else run a new wire
out to the end of the wing? They are another way cool option though, and since
they too are a UAT transmitter on 978, they have Anonymous Mode as well.
It was a hard choice between that and the Garmin UAT.
>
> Mark
>
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com mailto:owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@matronics.com mailto:owner-yak-list-server@matronics.com ] On Behalf Of A. Dennis Savarese
> Sent: Tuesday, June 19, 2018 2:58 PM
> To: yak-list@matronics.com mailto:yak-list@matronics.com
> Subject: [Non-DoD Source] Re: Yak-List: Re: ADS-B out in a CJ6...
>
> Check out the installation of the UAvionics Skybeacon. This is a December
2017 article.
>
> https://www.flyingmag.com/skybeacon-installation-review
>
>
> For those who are interested in the Skybeacon, the certified version should
be available by Airventure, according the UAvionics. $1895 for the certified
version. I'm on the list to receive one as soon as the certified version is
released.
>
> Here's the installation instructions. An unbelievable 2 pages for an ADS-B
Out solution.
>
> http://uavionix.com/downloads/skybeacon/skyBeacon-User-Manual.pdf
>
> Dennis
>
>
>
>
>
> ________________________________
>
> From: "Bitterlich, Mark G CIV NAVAIR, WD" <mark.bitterlich@navy.mil mailto:mark.bitterlich@navy.mil >
> To: "yak-list@matronics.com mailto:yak-list@matronics.com " <yak-list@matronics.com mailto:yak-list@matronics.com >
> Sent: Tuesday, June 19, 2018 2:15 PM
> Subject: Re: Yak-List: Re: ADS-B out in a CJ6...
>
>
>
>
> This is a topic I've also been thinking about for quite some time. I have
to disagree (just slightly because I am a known nit-picker) that all it requires
is two wires, power and ground. Typically when you add an altitude encoder,
you wire it using grey code wiring, and that is rather a slew of wires to
be accurate about it. If you go this route, I highly suggest a Sandia encoder.
They last a LONG time compared to say an ACK-30. So now (using list prices
as reference) you are looking at a lot of money. That being said, I think it
is the coolest way to go, and in the end it minimizes work, especially if you
have someone else build the cable interfacing it to the Encoder! It also is
good above 18,000 feet and into other countries.
>
>
> That being said, you now have one unit with a WAAS GPS, a built in Mode 3A
transponder, with Extended Squitter added to handle ADS-B out requirements,
a Mode-C altitude interface (for the external Encoder). Other than the Encoder,
it is an all in one unit. Here's the rub. That's a lot of stuff in one box.
If *ANY* of it goes bad, you are looking at having to pull the unit, and when
you do, you lose every darn thing. So the ADS-B extended squitter goes bad,
out comes the box. The WAAS GPS goes bad, out the whole thing comes. Etc.
etc. I'm not so sure I like that. But in reality the answer is going to be
just how reliable this unit is, and we don't know that yet. What we DO know is
that there is a lot of additional stuff in that one box that CAN go bad! In
addition, you are going to have to re-certify the transponder and altitude encoder
at an Avionics Shop. That two year certification goes away if you are installing
all new gear, so now you are looking at tha
t cos!
>
> t as well.
>
>
> Here's the alternative. The Garmin GDL-82 Universal Access Transceiver.
This is really only an option if you already have a decent Transponder and Altitude
Encoder installed already and they are reliable and working just fine.
I'd advise testing them to make sure! When you go this route, you will be transmitting
on 978 Mhz. This "box" really does have very few wires to interface.
It has a USB connector to program it (four wires), power & ground, plus a
wire for Anonymous Mode, and a wire for a failure light (optional). The existing
transponder antenna hooks to it, a GPS antenna, and a short RF jumper from
Transponder antenna out, to the GDL-82. How does it work? It will actually
send (depending) an interrogation to your transponder on occasion and "read" the
mode 3A code you have put in there, along with your reported pressure altitude
sent out by the transponder, as the transponder read from the existing altitude
encoder. It basically "pulls" the information
it ne!
>
> eds from an actual transponder transmission your existing equipment is already
doing. The existing transponder transmission goes right through the 82,
and out to the antenna with about 0.5 dB of loss. It (the GDL-82) then makes
its own transmission (about 40 watts) on 978 MHz to meet the ADS-B out requirement.
>
>
> So the GDL-82 has the ADS-B Universal Access Transceiver (UAT) transmitter
inside, plus a WAAS GPS (if you want it and don't already have one). If it
goes bad, you still have your transponder working with Mode 3A (four numbers)
plus Mode 3C Altitude transmission. If the transponder goes bad, and you have
to pull it, the GDL-82 will actually still make partial transmissions, although
that is not an FAA recognized sub mode. The bottom line to that is that it
will still "wake up" the ground UAT stations, so that you will continue to get
uninterrupted ADSB-IN. That is WAY cool. So you have the ability to not lose
EVERYTHING if just one thing goes bad. Down side, it will not work with a
transponder that already has Mode-S. It cannot be used above 18,000 feet, and
it is not yet recognized in many countries.
>
>
> One more big plus. It has Anonymous Mode. Flip this switch, and anytime
your transponder is set to VFR 1200 code, it does not send out your "N" number
or your special recognition code. It still meets ADS-B out requirements, but
the FAA really can't tell who you are. Keep something else in mind. The FAA
says that if you equip your aircraft with ADS-B out, IT MUST BE TURNED ON ALL
THE TIME! On the ground and in the air. ALL the time! This means that they
can see and track every single thing you do, know who you are, how low you went
and where, etc., etc., etc. Meet Big Brother. I am sorry folks, but having
had experience with the FAA, I do not want them pulling up some data file that
they recorded from my ADS-B out equipment saying I violated "whatever". Even
the best of pilots are capable of making a mistake now and then, and although
this is the new "more friendly FAA" these days, you make up your own mind.
I am going with the GDL-82 because it is cheaper, i
t doe!
>
> s not require me to do another transponder/encoder check at the shop, I have
a really good Garmin transponder and encoder already, it allows me to continue
to operate in reduced capability if just one part goes bad (I don't like
"all or nothing"), and it has Anonymous Mode, and it is easier to wire in.
>
>
> This does not mean my way is "right" and someone else's way is "wrong".
I am just happy to have a choice, and am listing the thoughts that went through
my mind in making the decision. The GTX-335 remains a terrific piece of equipment,
and I might eventually get it. But not right away.
>
>
> Mark
>
>
>
> -----Original Message-----
>
> From: owner-yak-list-server@matronics.com mailto:owner-yak-list-server@matronics.com <mailto:owner-yak-list-server@matronics.com mailto:owner-yak-list-server@matronics.com > [mailto:owner-yak-list-server@matronics.com mailto:owner-yak-list-server@matronics.com <mailto:owner-yak-list-server@matronics.com mailto:owner-yak-list-server@matronics.com > ] On Behalf Of Greg Wrobel
>
> Sent: Tuesday, June 19, 2018 12:46 PM
>
> To: yak-list@matronics.com mailto:yak-list@matronics.com <mailto:yak-list@matronics.com mailto:yak-list@matronics.com >
>
> Subject: [Non-DoD Source] Re: Yak-List: Re: ADS-B out in a CJ6...
>
>
> Justin.
>
> That's the one I'm leaning towards since I have a new Garmin radio although
there is no connection or usage between the two.
>
> I have a friend that just install his on a Chipmunk and he used two wires.
Power and ground. It comes with GPS Antenna, wiring and rack. I will get the
encoder for $249 that's about the size of a quarter and it snaps into the back
of the rack and connects to transponder when you slide it into tray. The only
cable you need is the connection from xponder to hocky puck antenna and most
places will make it for you (at a cost). I'm mounting my antenna on the rear
turtle deck as opposed to the center one between the cockpits. Of course the 345
had ADS-B in but it's another $2000. I already have that in my aircraft.
>
>
> On Tue, Jun 19, 2018, 11:21 AM Justin Drafts <draftsjust417@gmail.com mailto:draftsjust417@gmail.com <mailto:draftsjust417@gmail.com mailto:draftsjust417@gmail.com > <mailto:draftsjust417@gmail.com mailto:draftsjust417@gmail.com <mailto:draftsjust417@gmail.com mailto:draftsjust417@gmail.com > > > wrote:
>
>
>
> Ladies, gents, and fellow fliers-
>
>
> As the ADS-B deadline slowly approaches, I'm considering the Garmin GTX-335
system for my Nanchang CJ6.
>
> Have any of you used this system before in a CJ?
>
> Thoughts & advice? Successes? Things to watch out for?
>
>
> Thanks all-
>
>
> Justin Drafts
>
> N280NC
>
>
> <===================
>
> http://www.matronics.com/Navigator?Yak-List
> http://forums.matronics.comnbsp; http://forums.matronics.comnbsp;/ - NEW MATRONICS LIST WIKI -
>
>
>
> http://www.matronics.com/contribution===================
>
>
>
>
>
>
> http://w==================
>
> http://wiki.matronic======================
> </; &nb -->
> http://www.matronics.com/contribution
>
> http://www.matronics.com/contribution
>
> http://www.matronics.com/contribution
>
> http://www.matronics.com/contribution
>
>
> http://www.matronics.com/contribution http://www.matronics.com/contribution http://www.matronics.com/contribution
>
http://www.matronics.com/contribution
Message 26
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|
| Subject: | Re: ADS-B out in a CJ6... |
ADSB-out
So I have been looking at this in depth for about 3 weeks. I fly a CJ and
love it.
The garmin GDL82 is a good unit, but reading online some of the folks don't
like the fact you have to use a computer with Garmin software to
configure. And there is a lot of coax to install comparably.
Uavionics has the beacon wing tip light solution and it does fit on the CJ
nicely, it how ever does not have the clear position light on the rear of
the light to make the Yak guys happy ( based on a conversation with Dennis.)
A couple of things with the beacon units. They do come with a strobe add
on so you can have LED position light and a strobe in one unit. Yes it
would take a separate switched wire for the strobe as you would guess. Yes
the NAV light would be on all the time for ADSB out. So running a second
wire for the NAV light is not needed if you think you can power the ADSB
portion with out a NAV light. On is on, you have a light and ADSB out.
Also if you do just the one light for 1400.00 you are flying with a red
LED light on the one wing and what every you have on the other. For a
total of 2100.00 you can have a second matching unit on the right side and
you get ADSB in. That gives you weather and traffic from the green light.
ADSB out of the red light. This unit gets altitude info from "sniffing"
your mode C and using the info as needed.
Uavionics has another solution if you like your NAV and strobe lights like
I do.
It is the SkyFy-EXT. This is a two part system with small parts. One is a
what looks like a Garmin WAAS antenna like all of the white plastic you
have seen, that takes power and ground, it has a grey wire that ties in to
the second piece called a Echouat which also takes power and ground. The
grey wire is GPS position information shared with the Echouat from the GPS
receiver antenna The echouat unit has an antenna connection and it ties to
a 978 mhz antenna on the bottom of the airplane and this is also supplied
in the kit. The belly antenna sends the ADSB out info and also receives
traffic and weather in. This unit also "sniffs" your mode C transponder
for altitude information. This unit is 1400 and you get ADSB out and
weather and traffic in.
The nice thing about the Uavionics units is they are configured using a
smart phone app. Both units produce a WIFI signal that is compatible with
fore flight etc. It can also be monitored in flight using the app to check
and see what is being transmitted in terms of altitude etc. You can also
change the configuration in flight with your smart phone if need be. Based
on the App you could check your encoder anytime you wanted to confirm
accuracy along with what you are squawking.
You can set the unit to go anonymous when you squawk VFR. In the event
you squawk something else based on ATC, it then sends out your tail number
etc. as expected, when you switch back to 1200 you go anonymous again.
Everyone is different and I am leaning to using the SkyFy-Ext system. I
have a good mode C transponder and alt encoder that was checked out and
found to be healthy.
You can call Kurt or Ryan they are both super helpful and knowledgeable
about these systems. When you call just push 3 and it will connect you to
these guys. The number is 844 827 2372
The web site is https://www.uavionix.com/ at the top of the menu is
General Aviation and you can see the SkyFy-Ext and the Beacon systems.
Hope this helps
Mark Pennington
N621CJ
On Tue, Jun 19, 2018 at 4:28 PM, JON BLAKE <jblake207@comcast.net> wrote:
> Since I changed to LED, my position lights stay on all the time anyway...
>
> On June 19, 2018 at 3:03 PM "A. Dennis Savarese" <
> dsavarese0812@bellsouth.net> wrote:
>
> You're right. The nav lights would have to be on (no big deal in my mind)
> or as you say, you'd have to run another wire out to the wing tip.
> Dennis
>
>
> ------------------------------
> *From:* "Bitterlich, Mark G CIV NAVAIR, WD" <mark.bitterlich@navy.mil>
> *To:* "yak-list@matronics.com" <yak-list@matronics.com>
> *Sent:* Tuesday, June 19, 2018 3:15 PM
> *Subject:* Re: Yak-List: Re: ADS-B out in a CJ6...
>
> mark.bitterlich@navy.mil>
>
> Dennis, looked at that option too, since it would fit right on my 1019.
> If you wire them into the existing wing lighting wires, doesn't that mean
> you would have to have those lights turned on all the time? Or else run a
> new wire out to the end of the wing? They are another way cool option
> though, and since they too are a UAT transmitter on 978, they have
> Anonymous Mode as well. It was a hard choice between that and the Garmin
> UAT.
>
> Mark
>
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@
> matronics.com] On Behalf Of A. Dennis Savarese
> Sent: Tuesday, June 19, 2018 2:58 PM
> To: yak-list@matronics.com
> Subject: [Non-DoD Source] Re: Yak-List: Re: ADS-B out in a CJ6...
>
> Check out the installation of the UAvionics Skybeacon. This is a December
> 2017 article.
>
> https://www.flyingmag.com/skybeacon-installation-review
>
>
> For those who are interested in the Skybeacon, the certified version
> should be available by Airventure, according the UAvionics. $1895 for the
> certified version. I'm on the list to receive one as soon as the certified
> version is released.
>
> Here's the installation instructions. An unbelievable 2 pages for an
> ADS-B Out solution.
>
> http://uavionix.com/downloads/skybeacon/skyBeacon-User-Manual.pdf
>
> Dennis
>
>
> ________________________________
>
> From: "Bitterlich, Mark G CIV NAVAIR, WD" <mark.bitterlich@navy.mil>
> To: "yak-list@matronics.com" <yak-list@matronics.com>
> Sent: Tuesday, June 19, 2018 2:15 PM
> Subject: Re: Yak-List: Re: ADS-B out in a CJ6...
>
>
> mark.bitterlich@navy.mil <mailto:mark.bitterlich@navy.mil> >
>
>
> This is a topic I've also been thinking about for quite some time. I
> have to disagree (just slightly because I am a known nit-picker) that all
> it requires is two wires, power and ground. Typically when you add an
> altitude encoder, you wire it using grey code wiring, and that is rather a
> slew of wires to be accurate about it. If you go this route, I highly
> suggest a Sandia encoder. They last a LONG time compared to say an
> ACK-30. So now (using list prices as reference) you are looking at a lot
> of money. That being said, I think it is the coolest way to go, and in the
> end it minimizes work, especially if you have someone else build the cable
> interfacing it to the Encoder! It also is good above 18,000 feet and into
> other countries.
>
>
> That being said, you now have one unit with a WAAS GPS, a built in Mode 3A
> transponder, with Extended Squitter added to handle ADS-B out requirements,
> a Mode-C altitude interface (for the external Encoder). Other than the
> Encoder, it is an all in one unit. Here's the rub. That's a lot of stuff
> in one box. If *ANY* of it goes bad, you are looking at having to pull the
> unit, and when you do, you lose every darn thing. So the ADS-B extended
> squitter goes bad, out comes the box. The WAAS GPS goes bad, out the whole
> thing comes. Etc. etc. I'm not so sure I like that. But in reality the
> answer is going to be just how reliable this unit is, and we don't know
> that yet. What we DO know is that there is a lot of additional stuff in
> that one box that CAN go bad! In addition, you are going to have to
> re-certify the transponder and altitude encoder at an Avionics Shop. That
> two year certification goes away if you are installing all new gear, so now
> you are looking at that cos!
>
> t as well.
>
>
> Here's the alternative. The Garmin GDL-82 Universal Access Transceiver.
> This is really only an option if you already have a decent Transponder and
> Altitude Encoder installed already and they are reliable and working just
> fine. I'd advise testing them to make sure! When you go this route, you
> will be transmitting on 978 Mhz. This "box" really does have very few
> wires to interface. It has a USB connector to program it (four wires),
> power & ground, plus a wire for Anonymous Mode, and a wire for a failure
> light (optional). The existing transponder antenna hooks to it, a GPS
> antenna, and a short RF jumper from Transponder antenna out, to the
> GDL-82. How does it work? It will actually send (depending) an
> interrogation to your transponder on occasion and "read" the mode 3A code
> you have put in there, along with your reported pressure altitude sent out
> by the transponder, as the transponder read from the existing altitude
> encoder. It basically "pulls" the information it ne!
>
> eds from an actual transponder transmission your existing equipment is
> already doing. The existing transponder transmission goes right through
> the 82, and out to the antenna with about 0.5 dB of loss. It (the GDL-82)
> then makes its own transmission (about 40 watts) on 978 MHz to meet the
> ADS-B out requirement.
>
>
> So the GDL-82 has the ADS-B Universal Access Transceiver (UAT) transmitter
> inside, plus a WAAS GPS (if you want it and don't already have one). If it
> goes bad, you still have your transponder working with Mode 3A (four
> numbers) plus Mode 3C Altitude transmission. If the transponder goes bad,
> and you have to pull it, the GDL-82 will actually still make partial
> transmissions, although that is not an FAA recognized sub mode. The bottom
> line to that is that it will still "wake up" the ground UAT stations, so
> that you will continue to get uninterrupted ADSB-IN. That is WAY cool. So
> you have the ability to not lose EVERYTHING if just one thing goes bad.
> Down side, it will not work with a transponder that already has Mode-S. It
> cannot be used above 18,000 feet, and it is not yet recognized in many
> countries.
>
>
> One more big plus. It has Anonymous Mode. Flip this switch, and anytime
> your transponder is set to VFR 1200 code, it does not send out your "N"
> number or your special recognition code. It still meets ADS-B out
> requirements, but the FAA really can't tell who you are. Keep something
> else in mind. The FAA says that if you equip your aircraft with ADS-B out,
> IT MUST BE TURNED ON ALL THE TIME! On the ground and in the air. ALL the
> time! This means that they can see and track every single thing you do,
> know who you are, how low you went and where, etc., etc., etc. Meet Big
> Brother. I am sorry folks, but having had experience with the FAA, I do
> not want them pulling up some data file that they recorded from my ADS-B
> out equipment saying I violated "whatever". Even the best of pilots are
> capable of making a mistake now and then, and although this is the new
> "more friendly FAA" these days, you make up your own mind. I am going with
> the GDL-82 because it is cheaper, it doe!
>
> s not require me to do another transponder/encoder check at the shop, I
> have a really good Garmin transponder and encoder already, it allows me to
> continue to operate in reduced capability if just one part goes bad (I
> don't like "all or nothing"), and it has Anonymous Mode, and it is easier
> to wire in.
>
>
> This does not mean my way is "right" and someone else's way is "wrong". I
> am just happy to have a choice, and am listing the thoughts that went
> through my mind in making the decision. The GTX-335 remains a terrific
> piece of equipment, and I might eventually get it. But not right away.
>
>
> Mark
>
>
> -----Original Message-----
>
> From: owner-yak-list-server@matronics.com <mailto:owner-yak-list-server@
> matronics.com> [mailto:owner-yak-list-server@matronics.com <mailto:
> owner-yak-list-server@matronics.com> ] On Behalf Of Greg Wrobel
>
> Sent: Tuesday, June 19, 2018 12:46 PM
>
> To: yak-list@matronics.com <mailto:yak-list@matronics.com>
>
> Subject: [Non-DoD Source] Re: Yak-List: Re: ADS-B out in a CJ6...
>
>
> Justin.
>
> That's the one I'm leaning towards since I have a new Garmin radio
> although there is no connection or usage between the two.
>
> I have a friend that just install his on a Chipmunk and he used two wires.
> Power and ground. It comes with GPS Antenna, wiring and rack. I will get
> the encoder for $249 that's about the size of a quarter and it snaps into
> the back of the rack and connects to transponder when you slide it into
> tray. The only cable you need is the connection from xponder to hocky puck
> antenna and most places will make it for you (at a cost). I'm mounting my
> antenna on the rear turtle deck as opposed to the center one between the
> cockpits. Of course the 345 had ADS-B in but it's another $2000. I already
> have that in my aircraft.
>
>
> On Tue, Jun 19, 2018, 11:21 AM Justin Drafts <draftsjust417@gmail.com
> <mailto:draftsjust417@gmail.com> <mailto:draftsjust417@gmail.com <mailto:
> draftsjust417@gmail.com> > > wrote:
>
>
> Ladies, gents, and fellow fliers-
>
>
> As the ADS-B deadline slowly approaches, I'm considering the Garmin
> GTX-335 system for my Nanchang CJ6.
>
> Have any of you used this system before in a CJ?
>
> Thoughts & advice? Successes? Things to watch out for?
>
>
> Thanks all-
>
>
> Justin Drafts
>
> N280NC
>
>
> <===================
>
> http://www.matronics.com/Navigator?Yak-List
> http://forums.matronics.comnbsp; - NEW MATRONICS LIST WIKI -
>
>
> http://www.matronics.com/contribution===================
>
>
> http://w==================
>
> http://wiki.matronic======================
> </; &nb -->
> <http://www.matronics.com/contribution>
>
> <http://www.matronics.com/contribution>
>
> <http://www.matronics.com/contribution>
>
> <http://www.matronics.com/contribution>
>
>
> <http://www.matronics.com/contribution>
> <http://www.matronics.com/contribution>
> <http://www.matronics.com/contribution>
>
>
> <http://www.matronics.com/contribution>
>
Message 27
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| Subject: | Re: ADS-B out in a CJ6... |
ADSB-out
So I have been looking at this in depth for about 3 weeks. I fly a CJ and
love it.
The garmin GDL82 is a good unit, but reading online some of the folks don't
like the fact you have to use a computer with Garmin software to
configure. And there is a lot of coax to install comparably.
Uavionics has the beacon wing tip light solution and it does fit on the CJ
nicely, it how ever does not have the clear position light on the rear of
the light to make the Yak guys happy ( based on a conversation with Dennis.)
A couple of things with the beacon units. They do come with a strobe add
on so you can have LED position light and a strobe in one unit. Yes it
would take a separate switched wire for the strobe as you would guess. Yes
the NAV light would be on all the time for ADSB out. So running a second
wire for the NAV light is not needed if you think you can power the ADSB
portion with out a NAV light. On is on, you have a light and ADSB out.
Also if you do just the one light for 1400.00 you are flying with a red
LED light on the one wing and what every you have on the other. For a
total of 2100.00 you can have a second matching unit on the right side and
you get ADSB in. That gives you weather and traffic from the green light.
ADSB out of the red light. This unit gets altitude info from "sniffing"
your mode C and using the info as needed.
Uavionics has another solution if you like your NAV and strobe lights like
I do.
It is the SkyFy-EXT. This is a two part system with small parts. One is a
what looks like a Garmin WAAS antenna like all of the white plastic you
have seen, that takes power and ground, it has a grey wire that ties in to
the second piece called a Echouat which also takes power and ground. The
grey wire is GPS position information shared with the Echouat from the GPS
receiver antenna The echouat unit has an antenna connection and it ties to
a 978 mhz antenna on the bottom of the airplane and this is also supplied
in the kit. The belly antenna sends the ADSB out info and also receives
traffic and weather in. This unit also "sniffs" your mode C transponder
for altitude information. This unit is 1400 and you get ADSB out and
weather and traffic in.
The nice thing about the Uavionics units is they are configured using a
smart phone app. Both units produce a WIFI signal that is compatible with
fore flight etc. It can also be monitored in flight using the app to check
and see what is being transmitted in terms of altitude etc. You can also
change the configuration in flight with your smart phone if need be. Based
on the App you could check your encoder anytime you wanted to confirm
accuracy along with what you are squawking.
You can set the unit to go anonymous when you squawk VFR. In the event
you squawk something else based on ATC, it then sends out your tail number
etc. as expected, when you switch back to 1200 you go anonymous again.
Everyone is different and I am leaning to using the SkyFy-Ext system. I
have a good mode C transponder and alt encoder that was checked out and
found to be healthy.
You can call Kurt or Ryan they are both super helpful and knowledgeable
about these systems. When you call just push 3 and it will connect you to
these guys. The number is 844 827 2372
The web site is https://www.uavionix.com/ at the top of the menu is
General Aviation and you can see the SkyFy-Ext and the Beacon systems.
Hope this helps
Mark Pennington
N621CJ
On Tue, Jun 19, 2018 at 4:28 PM, JON BLAKE <jblake207@comcast.net> wrote:
> Since I changed to LED, my position lights stay on all the time anyway...
>
> On June 19, 2018 at 3:03 PM "A. Dennis Savarese" <
> dsavarese0812@bellsouth.net> wrote:
>
> You're right. The nav lights would have to be on (no big deal in my mind)
> or as you say, you'd have to run another wire out to the wing tip.
> Dennis
>
>
> ------------------------------
> *From:* "Bitterlich, Mark G CIV NAVAIR, WD" <mark.bitterlich@navy.mil>
> *To:* "yak-list@matronics.com" <yak-list@matronics.com>
> *Sent:* Tuesday, June 19, 2018 3:15 PM
> *Subject:* Re: Yak-List: Re: ADS-B out in a CJ6...
>
> mark.bitterlich@navy.mil>
>
> Dennis, looked at that option too, since it would fit right on my 1019.
> If you wire them into the existing wing lighting wires, doesn't that mean
> you would have to have those lights turned on all the time? Or else run a
> new wire out to the end of the wing? They are another way cool option
> though, and since they too are a UAT transmitter on 978, they have
> Anonymous Mode as well. It was a hard choice between that and the Garmin
> UAT.
>
> Mark
>
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com [mailto:owner-yak-list-server@
> matronics.com] On Behalf Of A. Dennis Savarese
> Sent: Tuesday, June 19, 2018 2:58 PM
> To: yak-list@matronics.com
> Subject: [Non-DoD Source] Re: Yak-List: Re: ADS-B out in a CJ6...
>
> Check out the installation of the UAvionics Skybeacon. This is a December
> 2017 article.
>
> https://www.flyingmag.com/skybeacon-installation-review
>
>
> For those who are interested in the Skybeacon, the certified version
> should be available by Airventure, according the UAvionics. $1895 for the
> certified version. I'm on the list to receive one as soon as the certified
> version is released.
>
> Here's the installation instructions. An unbelievable 2 pages for an
> ADS-B Out solution.
>
> http://uavionix.com/downloads/skybeacon/skyBeacon-User-Manual.pdf
>
> Dennis
>
>
> ________________________________
>
> From: "Bitterlich, Mark G CIV NAVAIR, WD" <mark.bitterlich@navy.mil>
> To: "yak-list@matronics.com" <yak-list@matronics.com>
> Sent: Tuesday, June 19, 2018 2:15 PM
> Subject: Re: Yak-List: Re: ADS-B out in a CJ6...
>
>
> mark.bitterlich@navy.mil <mailto:mark.bitterlich@navy.mil> >
>
>
> This is a topic I've also been thinking about for quite some time. I
> have to disagree (just slightly because I am a known nit-picker) that all
> it requires is two wires, power and ground. Typically when you add an
> altitude encoder, you wire it using grey code wiring, and that is rather a
> slew of wires to be accurate about it. If you go this route, I highly
> suggest a Sandia encoder. They last a LONG time compared to say an
> ACK-30. So now (using list prices as reference) you are looking at a lot
> of money. That being said, I think it is the coolest way to go, and in the
> end it minimizes work, especially if you have someone else build the cable
> interfacing it to the Encoder! It also is good above 18,000 feet and into
> other countries.
>
>
> That being said, you now have one unit with a WAAS GPS, a built in Mode 3A
> transponder, with Extended Squitter added to handle ADS-B out requirements,
> a Mode-C altitude interface (for the external Encoder). Other than the
> Encoder, it is an all in one unit. Here's the rub. That's a lot of stuff
> in one box. If *ANY* of it goes bad, you are looking at having to pull the
> unit, and when you do, you lose every darn thing. So the ADS-B extended
> squitter goes bad, out comes the box. The WAAS GPS goes bad, out the whole
> thing comes. Etc. etc. I'm not so sure I like that. But in reality the
> answer is going to be just how reliable this unit is, and we don't know
> that yet. What we DO know is that there is a lot of additional stuff in
> that one box that CAN go bad! In addition, you are going to have to
> re-certify the transponder and altitude encoder at an Avionics Shop. That
> two year certification goes away if you are installing all new gear, so now
> you are looking at that cos!
>
> t as well.
>
>
> Here's the alternative. The Garmin GDL-82 Universal Access Transceiver.
> This is really only an option if you already have a decent Transponder and
> Altitude Encoder installed already and they are reliable and working just
> fine. I'd advise testing them to make sure! When you go this route, you
> will be transmitting on 978 Mhz. This "box" really does have very few
> wires to interface. It has a USB connector to program it (four wires),
> power & ground, plus a wire for Anonymous Mode, and a wire for a failure
> light (optional). The existing transponder antenna hooks to it, a GPS
> antenna, and a short RF jumper from Transponder antenna out, to the
> GDL-82. How does it work? It will actually send (depending) an
> interrogation to your transponder on occasion and "read" the mode 3A code
> you have put in there, along with your reported pressure altitude sent out
> by the transponder, as the transponder read from the existing altitude
> encoder. It basically "pulls" the information it ne!
>
> eds from an actual transponder transmission your existing equipment is
> already doing. The existing transponder transmission goes right through
> the 82, and out to the antenna with about 0.5 dB of loss. It (the GDL-82)
> then makes its own transmission (about 40 watts) on 978 MHz to meet the
> ADS-B out requirement.
>
>
> So the GDL-82 has the ADS-B Universal Access Transceiver (UAT) transmitter
> inside, plus a WAAS GPS (if you want it and don't already have one). If it
> goes bad, you still have your transponder working with Mode 3A (four
> numbers) plus Mode 3C Altitude transmission. If the transponder goes bad,
> and you have to pull it, the GDL-82 will actually still make partial
> transmissions, although that is not an FAA recognized sub mode. The bottom
> line to that is that it will still "wake up" the ground UAT stations, so
> that you will continue to get uninterrupted ADSB-IN. That is WAY cool. So
> you have the ability to not lose EVERYTHING if just one thing goes bad.
> Down side, it will not work with a transponder that already has Mode-S. It
> cannot be used above 18,000 feet, and it is not yet recognized in many
> countries.
>
>
> One more big plus. It has Anonymous Mode. Flip this switch, and anytime
> your transponder is set to VFR 1200 code, it does not send out your "N"
> number or your special recognition code. It still meets ADS-B out
> requirements, but the FAA really can't tell who you are. Keep something
> else in mind. The FAA says that if you equip your aircraft with ADS-B out,
> IT MUST BE TURNED ON ALL THE TIME! On the ground and in the air. ALL the
> time! This means that they can see and track every single thing you do,
> know who you are, how low you went and where, etc., etc., etc. Meet Big
> Brother. I am sorry folks, but having had experience with the FAA, I do
> not want them pulling up some data file that they recorded from my ADS-B
> out equipment saying I violated "whatever". Even the best of pilots are
> capable of making a mistake now and then, and although this is the new
> "more friendly FAA" these days, you make up your own mind. I am going with
> the GDL-82 because it is cheaper, it doe!
>
> s not require me to do another transponder/encoder check at the shop, I
> have a really good Garmin transponder and encoder already, it allows me to
> continue to operate in reduced capability if just one part goes bad (I
> don't like "all or nothing"), and it has Anonymous Mode, and it is easier
> to wire in.
>
>
> This does not mean my way is "right" and someone else's way is "wrong". I
> am just happy to have a choice, and am listing the thoughts that went
> through my mind in making the decision. The GTX-335 remains a terrific
> piece of equipment, and I might eventually get it. But not right away.
>
>
> Mark
>
>
> -----Original Message-----
>
> From: owner-yak-list-server@matronics.com <mailto:owner-yak-list-server@
> matronics.com> [mailto:owner-yak-list-server@matronics.com <mailto:
> owner-yak-list-server@matronics.com> ] On Behalf Of Greg Wrobel
>
> Sent: Tuesday, June 19, 2018 12:46 PM
>
> To: yak-list@matronics.com <mailto:yak-list@matronics.com>
>
> Subject: [Non-DoD Source] Re: Yak-List: Re: ADS-B out in a CJ6...
>
>
> Justin.
>
> That's the one I'm leaning towards since I have a new Garmin radio
> although there is no connection or usage between the two.
>
> I have a friend that just install his on a Chipmunk and he used two wires.
> Power and ground. It comes with GPS Antenna, wiring and rack. I will get
> the encoder for $249 that's about the size of a quarter and it snaps into
> the back of the rack and connects to transponder when you slide it into
> tray. The only cable you need is the connection from xponder to hocky puck
> antenna and most places will make it for you (at a cost). I'm mounting my
> antenna on the rear turtle deck as opposed to the center one between the
> cockpits. Of course the 345 had ADS-B in but it's another $2000. I already
> have that in my aircraft.
>
>
> On Tue, Jun 19, 2018, 11:21 AM Justin Drafts <draftsjust417@gmail.com
> <mailto:draftsjust417@gmail.com> <mailto:draftsjust417@gmail.com <mailto:
> draftsjust417@gmail.com> > > wrote:
>
>
> Ladies, gents, and fellow fliers-
>
>
> As the ADS-B deadline slowly approaches, I'm considering the Garmin
> GTX-335 system for my Nanchang CJ6.
>
> Have any of you used this system before in a CJ?
>
> Thoughts & advice? Successes? Things to watch out for?
>
>
> Thanks all-
>
>
> Justin Drafts
>
> N280NC
>
>
> <===================
>
> http://www.matronics.com/Navigator?Yak-List
> http://forums.matronics.comnbsp; - NEW MATRONICS LIST WIKI -
>
>
> http://www.matronics.com/contribution===================
>
>
> http://w==================
>
> http://wiki.matronic======================
> </; &nb -->
> <http://www.matronics.com/contribution>
>
> <http://www.matronics.com/contribution>
>
> <http://www.matronics.com/contribution>
>
> <http://www.matronics.com/contribution>
>
>
> <http://www.matronics.com/contribution>
> <http://www.matronics.com/contribution>
> <http://www.matronics.com/contribution>
>
>
> <http://www.matronics.com/contribution>
>
Message 28
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|
| Subject: | Re: ADS-B out in a CJ6... |
In my original email, I did say the Garmin encoder (size if a quarter)
snaps into the back of the new tray. When you slide in the xponder, you
connect the encoder. The static source does not have to be removed hence no
recheck for leaks. Yes if something goes bonkers in the GPS, encoder,
xponder, you pull the unit and loose everything! When was the last time a
new technology radio had given up the ghost? Yes it happens but this new
stuff if pretty incredible. I agree if you have a new exponder and encoder
the GDL may be a better way to go.
My exponder is ancient (still works) but it's time for upgrade. The GTX335
has a slew of wires. They are there for hooking up to other Garmin devices
such as their glass units where you can change the xponder code from the
glass screen. If you a only need the xponder and use the snap on encoder,
two wires, ground and positive coming from the breaker. As far as the
USvionics, check on there delivery dates of the units. Sun n Fun folks
indicated they were taking orders but no confirmation on when the units
would be available. Things might have changed since then. They rely on WIFI
to do the talking . The power source comes from your NAV light switch. Like
Jon, my lights are on including LED landing light whenever I fly. We all
have cammo airplanes for the most part and hard to see (cammo)!! There is a
lot of stuff out there. Status had an excellent package for both ADS-B in
and out. All excellent points by all. Y'all are a great group. Keep it up!!
On Tue, Jun 19, 2018, 4:30 PM Mark Pennington <
pennington.construction.inc.1@gmail.com> wrote:
> ADSB-out
>
> So I have been looking at this in depth for about 3 weeks. I fly a CJ and
> love it.
>
> The garmin GDL82 is a good unit, but reading online some of the folks
> don't like the fact you have to use a computer with Garmin software to
> configure. And there is a lot of coax to install comparably.
>
> Uavionics has the beacon wing tip light solution and it does fit on the CJ
> nicely, it how ever does not have the clear position light on the rear of
> the light to make the Yak guys happy ( based on a conversation with Dennis.)
>
> A couple of things with the beacon units. They do come with a strobe add
> on so you can have LED position light and a strobe in one unit. Yes it
> would take a separate switched wire for the strobe as you would guess. Yes
> the NAV light would be on all the time for ADSB out. So running a second
> wire for the NAV light is not needed if you think you can power the ADSB
> portion with out a NAV light. On is on, you have a light and ADSB out.
> Also if you do just the one light for 1400.00 you are flying with a red
> LED light on the one wing and what every you have on the other. For a
> total of 2100.00 you can have a second matching unit on the right side and
> you get ADSB in. That gives you weather and traffic from the green light.
> ADSB out of the red light. This unit gets altitude info from "sniffing"
> your mode C and using the info as needed.
>
> Uavionics has another solution if you like your NAV and strobe lights like
> I do.
>
> It is the SkyFy-EXT. This is a two part system with small parts. One is
> a what looks like a Garmin WAAS antenna like all of the white plastic you
> have seen, that takes power and ground, it has a grey wire that ties in to
> the second piece called a Echouat which also takes power and ground. The
> grey wire is GPS position information shared with the Echouat from the GPS
> receiver antenna The echouat unit has an antenna connection and it ties to
> a 978 mhz antenna on the bottom of the airplane and this is also supplied
> in the kit. The belly antenna sends the ADSB out info and also receives
> traffic and weather in. This unit also "sniffs" your mode C transponder
> for altitude information. This unit is 1400 and you get ADSB out and
> weather and traffic in.
>
> The nice thing about the Uavionics units is they are configured using a
> smart phone app. Both units produce a WIFI signal that is compatible with
> fore flight etc. It can also be monitored in flight using the app to check
> and see what is being transmitted in terms of altitude etc. You can also
> change the configuration in flight with your smart phone if need be. Based
> on the App you could check your encoder anytime you wanted to confirm
> accuracy along with what you are squawking.
>
> You can set the unit to go anonymous when you squawk VFR. In the event
> you squawk something else based on ATC, it then sends out your tail number
> etc. as expected, when you switch back to 1200 you go anonymous again.
>
> Everyone is different and I am leaning to using the SkyFy-Ext system. I
> have a good mode C transponder and alt encoder that was checked out and
> found to be healthy.
>
> You can call Kurt or Ryan they are both super helpful and knowledgeable
> about these systems. When you call just push 3 and it will connect you to
> these guys. The number is 844 827 2372
>
> The web site is https://www.uavionix.com/ at the top of the menu is
> General Aviation and you can see the SkyFy-Ext and the Beacon systems.
>
> Hope this helps
>
> Mark Pennington
> N621CJ
>
>
> On Tue, Jun 19, 2018 at 4:28 PM, JON BLAKE <jblake207@comcast.net> wrote:
>
>> Since I changed to LED, my position lights stay on all the time anyway...
>>
>> On June 19, 2018 at 3:03 PM "A. Dennis Savarese" <
>> dsavarese0812@bellsouth.net> wrote:
>>
>> You're right. The nav lights would have to be on (no big deal in my
>> mind) or as you say, you'd have to run another wire out to the wing tip.
>> Dennis
>>
>>
>> ------------------------------
>> *From:* "Bitterlich, Mark G CIV NAVAIR, WD" <mark.bitterlich@navy.mil>
>> *To:* "yak-list@matronics.com" <yak-list@matronics.com>
>> *Sent:* Tuesday, June 19, 2018 3:15 PM
>> *Subject:* Re: Yak-List: Re: ADS-B out in a CJ6...
>>
>> looked at that option too, since it would fit right on my 1019. If you
>> wire them into the existing wing lighting wires, doesn't that mean you
>> would have to have those lights turned on all the time? Or else run a new
>> wire out to the end of the wing? They are another way cool option though,
>> and since they too are a UAT transmitter on 978, they have Anonymous Mode
>> as well. It was a hard choice between that and the Garmin UAT.
>> <mark.bitterlich@navy.mil>
>>
>> Mark
>>
>>
>> -----Original Message-----
>> From: owner-yak-list-server@matronics.com [mailto:
>> owner-yak-list-server@matronics.com] On Behalf Of A. Dennis Savarese
>> Sent: Tuesday, June 19, 2018 2:58 PM
>> To: yak-list@matronics.com
>> Subject: [Non-DoD Source] Re: Yak-List: Re: ADS-B out in a CJ6...
>>
>> Check out the installation of the UAvionics Skybeacon. This is a
>> December 2017 article.
>>
>> https://www.flyingmag.com/skybeacon-installation-review
>>
>>
>> For those who are interested in the Skybeacon, the certified version
>> should be available by Airventure, according the UAvionics. $1895 for the
>> certified version. I'm on the list to receive one as soon as the certified
>> version is released.
>>
>> Here's the installation instructions. An unbelievable 2 pages for an
>> ADS-B Out solution.
>>
>> http://uavionix.com/downloads/skybeacon/skyBeacon-User-Manual.pdf
>>
>> Dennis
>>
>>
>>
>>
>>
>> ________________________________
>>
>> From: "Bitterlich, Mark G CIV NAVAIR, WD" <mark.bitterlich@navy.mil>
>> To: "yak-list@matronics.com" <yak-list@matronics.com>
>> Sent: Tuesday, June 19, 2018 2:15 PM
>> Subject: Re: Yak-List: Re: ADS-B out in a CJ6...
>>
>>
>> mark.bitterlich@navy.mil <mailto:mark.bitterlich@navy.mil> >
>>
>>
>> This is a topic I've also been thinking about for quite some time. I
>> have to disagree (just slightly because I am a known nit-picker) that all
>> it requires is two wires, power and ground. Typically when you add an
>> altitude encoder, you wire it using grey code wiring, and that is rather a
>> slew of wires to be accurate about it. If you go this route, I highly
>> suggest a Sandia encoder. They last a LONG time compared to say an
>> ACK-30. So now (using list prices as reference) you are looking at a lot
>> of money. That being said, I think it is the coolest way to go, and in the
>> end it minimizes work, especially if you have someone else build the cable
>> interfacing it to the Encoder! It also is good above 18,000 feet and into
>> other countries.
>>
>>
>> That being said, you now have one unit with a WAAS GPS, a built in Mode
>> 3A transponder, with Extended Squitter added to handle ADS-B out
>> requirements, a Mode-C altitude interface (for the external Encoder).
>> Other than the Encoder, it is an all in one unit. Here's the rub. That's
>> a lot of stuff in one box. If *ANY* of it goes bad, you are looking at
>> having to pull the unit, and when you do, you lose every darn thing. So
>> the ADS-B extended squitter goes bad, out comes the box. The WAAS GPS goes
>> bad, out the whole thing comes. Etc. etc. I'm not so sure I like that.
>> But in reality the answer is going to be just how reliable this unit is,
>> and we don't know that yet. What we DO know is that there is a lot of
>> additional stuff in that one box that CAN go bad! In addition, you are
>> going to have to re-certify the transponder and altitude encoder at an
>> Avionics Shop. That two year certification goes away if you are installing
>> all new gear, so now you are looking at that cos!
>>
>> t as well.
>>
>>
>> Here's the alternative. The Garmin GDL-82 Universal Access Transceiver.
>> This is really only an option if you already have a decent Transponder and
>> Altitude Encoder installed already and they are reliable and working just
>> fine. I'd advise testing them to make sure! When you go this route, you
>> will be transmitting on 978 Mhz. This "box" really does have very few
>> wires to interface. It has a USB connector to program it (four wires),
>> power & ground, plus a wire for Anonymous Mode, and a wire for a failure
>> light (optional). The existing transponder antenna hooks to it, a GPS
>> antenna, and a short RF jumper from Transponder antenna out, to the
>> GDL-82. How does it work? It will actually send (depending) an
>> interrogation to your transponder on occasion and "read" the mode 3A code
>> you have put in there, along with your reported pressure altitude sent out
>> by the transponder, as the transponder read from the existing altitude
>> encoder. It basically "pulls" the information it ne!
>>
>> eds from an actual transponder transmission your existing equipment is
>> already doing. The existing transponder transmission goes right through
>> the 82, and out to the antenna with about 0.5 dB of loss. It (the GDL-82)
>> then makes its own transmission (about 40 watts) on 978 MHz to meet the
>> ADS-B out requirement.
>>
>>
>> So the GDL-82 has the ADS-B Universal Access Transceiver (UAT)
>> transmitter inside, plus a WAAS GPS (if you want it and don't already have
>> one). If it goes bad, you still have your transponder working with Mode 3A
>> (four numbers) plus Mode 3C Altitude transmission. If the transponder goes
>> bad, and you have to pull it, the GDL-82 will actually still make partial
>> transmissions, although that is not an FAA recognized sub mode. The bottom
>> line to that is that it will still "wake up" the ground UAT stations, so
>> that you will continue to get uninterrupted ADSB-IN. That is WAY cool. So
>> you have the ability to not lose EVERYTHING if just one thing goes bad.
>> Down side, it will not work with a transponder that already has Mode-S. It
>> cannot be used above 18,000 feet, and it is not yet recognized in many
>> countries.
>>
>>
>> One more big plus. It has Anonymous Mode. Flip this switch, and anytime
>> your transponder is set to VFR 1200 code, it does not send out your "N"
>> number or your special recognition code. It still meets ADS-B out
>> requirements, but the FAA really can't tell who you are. Keep something
>> else in mind. The FAA says that if you equip your aircraft with ADS-B out,
>> IT MUST BE TURNED ON ALL THE TIME! On the ground and in the air. ALL the
>> time! This means that they can see and track every single thing you do,
>> know who you are, how low you went and where, etc., etc., etc. Meet Big
>> Brother. I am sorry folks, but having had experience with the FAA, I do
>> not want them pulling up some data file that they recorded from my ADS-B
>> out equipment saying I violated "whatever". Even the best of pilots are
>> capable of making a mistake now and then, and although this is the new
>> "more friendly FAA" these days, you make up your own mind. I am going with
>> the GDL-82 because it is cheaper, it doe!
>>
>> s not require me to do another transponder/encoder check at the shop, I
>> have a really good Garmin transponder and encoder already, it allows me to
>> continue to operate in reduced capability if just one part goes bad (I
>> don't like "all or nothing"), and it has Anonymous Mode, and it is easier
>> to wire in.
>>
>>
>> This does not mean my way is "right" and someone else's way is "wrong".
>> I am just happy to have a choice, and am listing the thoughts that went
>> through my mind in making the decision. The GTX-335 remains a terrific
>> piece of equipment, and I might eventually get it. But not right away.
>>
>>
>> Mark
>>
>>
>>
>> -----Original Message-----
>>
>> From: owner-yak-list-server@matronics.com <mailto:
>> owner-yak-list-server@matronics.com> [mailto:
>> owner-yak-list-server@matronics.com <mailto:
>> owner-yak-list-server@matronics.com> ] On Behalf Of Greg Wrobel
>>
>> Sent: Tuesday, June 19, 2018 12:46 PM
>>
>> To: yak-list@matronics.com <mailto:yak-list@matronics.com>
>>
>> Subject: [Non-DoD Source] Re: Yak-List: Re: ADS-B out in a CJ6...
>>
>>
>> Justin.
>>
>> That's the one I'm leaning towards since I have a new Garmin radio
>> although there is no connection or usage between the two.
>>
>> I have a friend that just install his on a Chipmunk and he used two
>> wires. Power and ground. It comes with GPS Antenna, wiring and rack. I will
>> get the encoder for $249 that's about the size of a quarter and it snaps
>> into the back of the rack and connects to transponder when you slide it
>> into tray. The only cable you need is the connection from xponder to hocky
>> puck antenna and most places will make it for you (at a cost). I'm mounting
>> my antenna on the rear turtle deck as opposed to the center one between the
>> cockpits. Of course the 345 had ADS-B in but it's another $2000. I already
>> have that in my aircraft.
>>
>>
>> On Tue, Jun 19, 2018, 11:21 AM Justin Drafts <draftsjust417@gmail.com
>> <mailto:draftsjust417@gmail.com> <mailto:draftsjust417@gmail.com
>> <mailto:draftsjust417@gmail.com> > > wrote:
>>
>>
>>
>> Ladies, gents, and fellow fliers-
>>
>>
>> As the ADS-B deadline slowly approaches, I'm considering the Garmin
>> GTX-335 system for my Nanchang CJ6.
>>
>> Have any of you used this system before in a CJ?
>>
>> Thoughts & advice? Successes? Things to watch out for?
>>
>>
>> Thanks all-
>>
>>
>> Justin Drafts
>>
>> N280NC
>>
>>
>> <===================
>>
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