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#1
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SSA responds to ANPRM
JS wrote:
Steve, this brings us back an old question: Can one of the required devices be swapped back and forth between aircraft? Something like one Trig TXP with separate wiring harnesses, mounting trays and display heads in each glider. Or whatever the TABS devices end up being. The TXP would likely require calibration every two years in each aircraft. Does anyone make a transponder out of velcro? Jim That is one of the questions. The TABS TSO does not exclude that, and some of the thought possibility that lead to TABS were certainly for small devices. The question will be what the install/carriage regulations will look like. There might be concern with reliability of making connections to antennas and static pressure sensors.... my expectation is this is all too hard and likely won't be supported by install regulations but who knows. I am more hoping that any TABS install regulations if they end up existing at all are simple enough to allow low-cost fixed installs in certified gliders. Maybe as easy as a Transponder today, but they have to be much much easier than early ADS-B installs (which required STCs). |
#2
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SSA responds to ANPRM
One point I haven't seem mentioned as a common issue with any device is miminum voltage, many devices require 12 volts or more which can be difficult to maintain with batteries for more than a few hours especially at high altutudes. This is why Becker, Dittel and Trig equipment is often so popular as they are usually specéd to operate down to 10 volts.
Brian |
#3
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SSA responds to ANPRM
On Sunday, August 16, 2015 at 7:19:25 PM UTC-7, Brian wrote:
One point I haven't seem mentioned as a common issue with any device is miminum voltage, many devices require 12 volts or more which can be difficult to maintain with batteries for more than a few hours especially at high altutudes. This is why Becker, Dittel and Trig equipment is often so popular as they are usually specéd to operate down to 10 volts. Brian THis is a non-issue today. Using LiFePO4 batteries solves virtually all power problems. I flew last week with a 15Ah LiFePO4 Powerizer battery. I flew for 5 days, total of 20.7 hours. An Oudie, Flarm brick, LX S80 vario, radio and Trig transponder. All were on starting at least 30 minutes before launch and at the end of the last day I was still seeing 12.4 volts. All systems working perfectly. |
#4
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SSA responds to ANPRM
Sad story.
http://www.foxnews.com/us/2015/08/17...thorities-say/ If only they BOTH had Transponders? |
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#6
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SSA responds to ANPRM
What do you fly and where do you locate such a large battery?
My LAK-17a has a tail battery compartment which takes three 12v 2AH Pb batteries wired in parallel and a 12v 9AH Pb battery in the baggage compartment. I have replaced the tail battery with lead ingots and the baggage battery with a LiFePO4 10AH direct replacement battery and installed a 12AH LiFePO4 battery behind the seat back. These have not let me down for the past year of use. Maybe I could install a battery box in the fuselage aft of the landing gear... On 8/16/2015 8:30 PM, wrote: THis is a non-issue today. Using LiFePO4 batteries solves virtually all power problems. I flew last week with a 15Ah LiFePO4 Powerizer battery. I flew for 5 days, total of 20.7 hours. An Oudie, Flarm brick, LX S80 vario, radio and Trig transponder. All were on starting at least 30 minutes before launch and at the end of the last day I was still seeing 12.4 volts. All systems working perfectly. -- Dan Marotta |
#7
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SSA responds to ANPRM
Two Jet - Cessna midairs, likely with
everybody squawking, makes me seriously sceptical that simply having everybody squawking solves the problem. Today's the last day until midnight EST to comment. |
#8
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SSA responds to ANPRM
On Monday, August 17, 2015 at 10:45:15 AM UTC-6, George Haeh wrote:
Two Jet - Cessna midairs, likely with everybody squawking, makes me seriously sceptical that simply having everybody squawking solves the problem. Today's the last day until midnight EST to comment. Well, the deadline has passed and there were 218 responses posted. There were some excellent responses from many individuals and the responses included comments from the: SSA, EAA and AOPA. Now, does anyone know how long it takes before we learn of any FAA decision? Thanks! |
#9
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SSA responds to ANPRM
THis is a non-issue today. Using LiFePO4 batteries solves virtually all power problems. I flew last week with a 15Ah LiFePO4 Powerizer battery. I flew for 5 days, total of 20.7 hours. An Oudie, Flarm brick, LX S80 vario, radio and Trig transponder. All were on starting at least 30 minutes before launch and at the end of the last day I was still seeing 12.4 volts. All systems working perfectly. Using product specs I get you are using are drawing about 1A. 2.2 amps when transmitting. What when showing 12.4 amps what does your voltage drop to while transmitting, if not using a low power radio, you may not be transmitting anything readable, although I suspect if the voltage dropped to0 low the LIFEPO4 circuitry would just be shutting everything down. Could be rather annoying to have everything reset when you push the transmit button. I believe the 15AH battery is the larger size battery similar in size the a 12Ah Lead Acid. Some gliders it is difficult to mount this size of battery.. You obviously aren't getting 20 hrs of use without charging it, the specs don't support that. So would it last on a 8 or 10 hour flight with temps below 0C (I show they do pretty well at low temps only losing about 10% of capacity at 0C). The specs say it probably would work if we don't transmit to much and if you have room for that large of a battery. Brian |
#10
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SSA responds to ANPRM
Using product specs I get you are using are drawing about 1A. 2.2 amps when transmitting. What when showing 12.4 amps what does your voltage drop to while transmitting, if not using a low power radio, you may not be transmitting anything readable, although I suspect if the voltage dropped to0 low the LIFEPO4 circuitry would just be shutting everything down. Could be rather annoying to have everything reset when you push the transmit button. I believe the 15AH battery is the larger size battery similar in size the a 12Ah Lead Acid. Some gliders it is difficult to mount this size of battery. Brian Hi Brian, Yes, it is a direct replacement for the 12AH lead battery. I have the smaller standard size, also in LiFePO4 as a back-up battery. I had readable radio transmissions upon landing. Nothing cut out. The battery information says it has a protection circuit to turn it off when it is depleted. The battery output is 14.2 volts when fresh off the charger. It has been a very happy experience using these new batteries. And, they are very light. |
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