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Thread: ADS-B Issues

  1. #81
    Steve Pierce's Avatar
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    Quote Originally Posted by hotrod180 View Post
    I just noticed this unusual nav light installation on a local Cub.
    Maybe applicable to mounting a Tailbeacon?
    It would be a lot less noticeable if the sealant matched the paint.
    I don't think the tailBeacon would work in that configuration.
    Steve Pierce

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  2. #82
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    A related issue:
    I have a uAvionix for ADS-B Out, Stratus 2 for ADS-B In, and Foreflight on an iPhone for displaying ADS-B In data. I suspect this is a pretty common configuration.

    On startup, I would see ADS-B No Towers on Foreflight. Makes sense, as I'm on the ground.

    During the takeoff roll, Foreflight would display ADS-B lost (or something to that effect). Every time. Sometimes ADS-B would return, sometimes not.

    What was happening is that "ADS-B" displayed by Foreflight was referring to the uAvionix unit, which of course is not ADS-B In. The iPhone was connecting to the uAvionix Wifi first. uAvionix turns off the WiFi after reaching a certain speed (user settable). For whatever reason, the iPhone wouldn't always reconnect to the Stratus, leaving me to fiddling around to get a connection in flight.

    The solution is to disable Auto-Join for the uAvionix network; you'll need to manually join if you want to change settings, which is rare. AFAICT, on the iPhone you must be joined to the uAvionix network to change this setting.

    Hope this helps someone.
    Idaho drinks more wine per person than any other state in the country.

  3. #83

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    I am way too old for all that. I can still do compass and a watch if I have to. Like Martha, I need a Sectional chart.

  4. #84
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    Quote Originally Posted by mike mcs repair View Post
    would they play nice together??? noise wise??
    If you can get past the looks, it should function. That beacon is one of the Whelen slow flash, incandescent types (70509 I think?) not a true strobe. It pulls a fairly low amount of power and the slow on/off should keep the noise to a minimum.

    Web
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  5. #85
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    Installed my Tailbeacon yesterday, about as easy as they say it is.
    Literally about 10-15 minutes to install & another 10-15 minutes to program with tablet--
    including a fair amount of fumbling around.
    Did a short 10 minute flight in some nearby class C airspace as a test.
    When I went online to check the results, everything looked good on the PAPR report except for one thing:
    under "missing elements", "flight ID" was red-tagged.
    Gonna call uAvionix later today and ask them about it.

    Click image for larger version. 

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    FWIW I did notice later that the tailbeacon unit was not a tight fit onto the base,
    there was some wiggle which I figured would cause some vibration which would probably not be a good thing.
    So I added some foil tape onto the base to get a snug fit.
    Cessna Skywagon-- accept no substitute!
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  6. #86
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    Quote Originally Posted by hotrod180 View Post
    ….Did a short 10 minute flight in some nearby class C airspace as a test.
    When I went online to check the results, everything looked good on the PAPR report except for one thing:
    under "missing elements", "flight ID" was red-tagged.
    Gonna call uAvionix later today and ask them about it.....
    The tech support guy at uAvionix told me the misreporting was undoubtedly at the beginning of the flight,
    and was due to my old equipment (specifically the encoder) not being warmed up enough.
    He suggested turning on the avionics several minutes before takeoff.
    Kinda like what was related very early on in this thread--
    except that the guy blamed my old encoder instead of the GPS in my new Tailbeacon.
    Cessna Skywagon-- accept no substitute!
    Thanks Tennessee thanked for this post

  7. #87
    hotrod180's Avatar
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    Flew my 30-minutes-in-rule-airspace ADS-B test flight yesterday.
    Got 3 green on the GAIRS report,
    so I applied for my rebate last night.
    Got an email from them today, wanting a copy of either the bill of sale for my device,
    or the 337 for the installation. Sent them the 337.
    Hopefully a "the check's in the mail" email will be forthcoming soon.

    FWIW this is a recent addition to the FAA's rebate webpage
    https://www.faa.gov/nextgen/equipadsb/rebate/

    Rebate reservation applications will be available for the last time on Friday, October 11, 2019
    at 1 pm Eastern Daylight Time (
    EDT
    ). There will be a limited number of rebates available. Please note that getting to the application page does not guarantee that you will get a reservation.


    Anyone who hasn't got a rebate yet, better try to get one while you still can.
    Last edited by hotrod180; 10-10-2019 at 01:08 PM.
    Cessna Skywagon-- accept no substitute!

  8. #88
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    I had one of those conversations with the ADS-B Nazis in DC as well. The guy was polite, but inflexible. He told me my altitude reporting wasn't working correctly (actually, it wasn't reporting pressure altitude at all) and suggested I return the unit to the manufacturer. I told him I was aware of the problem, the unit had been to the manufacturer numerous times without resolution and I was actively working on the issue with the manufacturer. Then he said I would not be allowed to fly in ADS-B airspace with a unit that wasn't passing. OK, so ADS-B isn't even a rule yet (and most ATC facilities couldn't receive ADS-B information a year ago when I had this conversation with them), so what air space was considered to be "ADS-B Air space" since the rule doesn't apply until 2020? I was flying in a remote area nowhere near any controlled air space and was staying far away from controlled air space while I worked on the problem. Additionally, the first flight with any ADS-B unit is a test flight since you don't know for sure it is functioning correctly until you pull a performance report, how can he tell me I'm not allowed to fly the unit for troubleshooting and diagnostic purposes? Pulling a function report is how I know it is or isn't working correctly, and what needs to be addressed. Many first, second or multiple flights often times have issues with the ADS-B out. That's why we pull the reports, is so we can find and resolve the issues.

    What I learned is that the guy in DC only seemed to understand 1090-ES functionality, and had extremely limited knowledge of the interaction between a UAT-Out unit and the transponder. And they seem to be completely inflexible when it comes to giving any leeway to diagnose and repair a problem. His only solution was that it had to be shipped back to the manufacturer for repairs even though that wasn't going to affect the issue one way or the other since I was having a dynamic interaction problem that was only showing up in flight.

    I finally swapped ADS-B units between my planes effectively moving the problem unit to a different registration number while I resolved the issue. This particular unit seemed to have chronic issues with query and reply communications between it and my transponders, both of which are newer digital transponders. It would work perfectly on the ground, then get a failing error rate on the pressure altitude once I was in the air. If I remember right >2% error rate is failing. I was able to eventually resolve the issue, but the FAA telling me I wasn't allowed to turn it on wasn't helpful in the resolution.

    -Cub Builder

  9. #89
    hotrod180's Avatar
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    Applied for my rebate wed evening, sent the requested 337 documentation Thursday morning,
    and received a "check's in the mail" email Thursday afternoon.
    Looking forward to getting my rebate soon--
    FWIW a buddy of mine installed his Tailbeacon on sept 27,
    and just got his rebate check yesterday-- so about a 2 week wait.
    Cessna Skywagon-- accept no substitute!

  10. #90
    mvivion's Avatar
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    Quote Originally Posted by Cub Builder View Post
    I had one of those conversations with the ADS-B Nazis in DC as well. The guy was polite, but inflexible. He told me my altitude reporting wasn't working correctly (actually, it wasn't reporting pressure altitude at all) and suggested I return the unit to the manufacturer. I told him I was aware of the problem, the unit had been to the manufacturer numerous times without resolution and I was actively working on the issue with the manufacturer. Then he said I would not be allowed to fly in ADS-B airspace with a unit that wasn't passing. OK, so ADS-B isn't even a rule yet (and most ATC facilities couldn't receive ADS-B information a year ago when I had this conversation with them), so what air space was considered to be "ADS-B Air space" since the rule doesn't apply until 2020? I was flying in a remote area nowhere near any controlled air space and was staying far away from controlled air space while I worked on the problem. Additionally, the first flight with any ADS-B unit is a test flight since you don't know for sure it is functioning correctly until you pull a performance report, how can he tell me I'm not allowed to fly the unit for troubleshooting and diagnostic purposes? Pulling a function report is how I know it is or isn't working correctly, and what needs to be addressed. Many first, second or multiple flights often times have issues with the ADS-B out. That's why we pull the reports, is so we can find and resolve the issues.

    What I learned is that the guy in DC only seemed to understand 1090-ES functionality, and had extremely limited knowledge of the interaction between a UAT-Out unit and the transponder. And they seem to be completely inflexible when it comes to giving any leeway to diagnose and repair a problem. His only solution was that it had to be shipped back to the manufacturer for repairs even though that wasn't going to affect the issue one way or the other since I was having a dynamic interaction problem that was only showing up in flight.

    I finally swapped ADS-B units between my planes effectively moving the problem unit to a different registration number while I resolved the issue. This particular unit seemed to have chronic issues with query and reply communications between it and my transponders, both of which are newer digital transponders. It would work perfectly on the ground, then get a failing error rate on the pressure altitude once I was in the air. If I remember right >2% error rate is failing. I was able to eventually resolve the issue, but the FAA telling me I wasn't allowed to turn it on wasn't helpful in the resolution.

    -Cub Builder
    Interesting. The gent I spoke with, as I was experiencing similar problems never suggested I shouldn’t fly the airplane. The instruction not to fly the airplane in ADS-B airspace, he explained to me simply meant I shouldn’t fly the plane in B, C, or above 10,000 AFTER the 2020 deadline. He told me to upload the latest firmware, and fly it again. I asked what the consequences would be if it continued to fail. His response was that he’d “block” my ADS-B signal in their system, but I’d still be legal to fly outside ADS-B airspace.
    I subsequently got a positive report after uploading the firmware.
    MTV
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  11. #91
    www.SkupTech.com mike mcs repair's Avatar
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    Quote Originally Posted by Steve Pierce View Post
    thanks for that picture!

    been thinking about this... think I got a simple jig figured out to drill that bracket out with an annular cutter on a covered rudder...... that's just over 1 1/8" right? so whatever next size cutter

    and you could mount it in the mount ring and only partially turn it to install screws so you don't kill the fabric(too much.)....

    I have an old rudder here, just need to order a cutter, actually a hole saw might be better.... hmmm...

  12. #92
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    Quote Originally Posted by mike mcs repair View Post
    thanks for that picture!

    been thinking about this... think I got a simple jig figured out to drill that bracket out with an annular cutter on a covered rudder...... that's just over 1 1/8" right? so whatever next size cutter

    and you could mount it in the mount ring and only partially turn it to install screws so you don't kill the fabric(too much.)....

    I have an old rudder here, just need to order a cutter, actually a hole saw might be better.... hmmm...
    mike, That ring looks like a formed sheet part. Wouldn't an expander along these lines work to enlarge the hole enough without cutting metal?
    N1PA
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  13. #93
    www.SkupTech.com mike mcs repair's Avatar
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    Quote Originally Posted by skywagon8a View Post
    mike, That ring looks like a formed sheet part. Wouldn't an expander along these lines work to enlarge the hole enough without cutting metal?
    no, its round at the bottom on original... let me take a picture..

  14. #94
    www.SkupTech.com mike mcs repair's Avatar
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    Click image for larger version. 

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  15. #95
    skywagon8a's Avatar
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    That looks different from the one in Steve's picture. Your's looks like a cup with a hole in the bottom. His looks like a formed ring.
    N1PA

  16. #96
    www.SkupTech.com mike mcs repair's Avatar
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    Quote Originally Posted by skywagon8a View Post
    That looks different from the one in Steve's picture. Your's looks like a cup with a hole in the bottom. His looks like a formed ring.
    the one in my picture is original piper

    some of the atlee ones are more open..

    also if you put in a strobe/nav there you had to cut it out bigger... thats what steves picture looks like to me... maybe?

  17. #97
    www.SkupTech.com mike mcs repair's Avatar
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    Only need to add plate with hole same as hole saw of 2x4 to keep it from wandering.

    Padded probably would be a good idea to protect paint

    Thatís the 40 minute prototype. Iíll let glue dry overnight and give it a whirl tomorrow

    Might add a screw on plate if rudder seems weak after drilling. But I doubt itíll need it.

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  18. #98
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    Here's my "63 SC tail light mounting ring. I had the tailBeacon and my A&P who is a craftsman with fabric and a torch, could of increased that opening to mount the beacon. However, we thought better after discussions with a local DER/DAR. I'm sure someone will get an approved mod for others to use and install a tailBeacon.
    I sent mine back for a refund and got the skyBeacon, now installed. My beef is that I had to take off a near new wing LED strobe/nav light that was synced to the right wing strobe. You cannot sync the skyBeacon strobe.
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    Jim Newton
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  19. #99
    wireweinie's Avatar
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    Mike
    Maybe use the mounting screw holes for locator pins? I was thinking of a steel plate drilled to allow the hole saw through, with a locator pin pressed in place on each side, to fit into the screw holes. Just random thought.

    Web
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  20. #100
    www.SkupTech.com mike mcs repair's Avatar
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    Quote Originally Posted by wireweinie View Post
    Mike
    Maybe use the mounting screw holes for locator pins? I was thinking of a steel plate drilled to allow the hole saw through, with a locator pin pressed in place on each side, to fit into the screw holes. Just random thought.

    Web
    I was more worried with twisting rudder as hole saw grabbed.

    I like the locating pin idea. Will add that probably


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  21. #101
    wireweinie's Avatar
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    How about protecting the fabric as the saw goes through the ring? Maybe depth control?

    Web
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  22. #102
    www.SkupTech.com mike mcs repair's Avatar
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    Quote Originally Posted by wireweinie View Post
    How about protecting the fabric as the saw goes through the ring? Maybe depth control?

    Web
    Figured a larger disc at top of hole saw. Probably wonít on this test since thatís just a trashed rudder


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  23. #103

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    Couldn't a step drill be used to expand the hole?
    You can't get there from here. You have to go over yonder and start from there.

  24. #104
    wireweinie's Avatar
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    It would be an enormous step drill. And I don't think the steps would be deep enough. I.e., when you are drilling the deepest part of the ring, to the correct size, the larger steps would be drilling the shallowest part.

    But I do think a single edge cutting tool, just like a single step on a step drill, would work well. Low torque required and not as 'grabby' as other cutting tools.

    Web
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  25. #105
    www.SkupTech.com mike mcs repair's Avatar
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    Successful.

    Except for the smoke when the cutoff piece melted the fabric. So a little precaution needed there.

    But as I said this is a junk rudder so I didnít care.

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    The hole saw fit right into line it up.

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    Part way through

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    Depth stop washer

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    Plenty of strength left

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    Nothing like smoke from a dope covered part to get your pulse up.




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  26. #106
    wireweinie's Avatar
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    Lot quicker than using a die grinder and file. Will adjusting the depth of cut be enough to avoid hole in the fabric?

    Web
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  27. #107
    www.SkupTech.com mike mcs repair's Avatar
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    Quote Originally Posted by wireweinie View Post
    Lot quicker than using a die grinder and file. Will adjusting the depth of cut be enough to avoid hole in the fabric?

    Web
    Itís right there near fabric on one side. Think Iíd drill most of way and then try to knock the piece off.


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  28. #108
    wireweinie's Avatar
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    Another tip for tail lights/strobes. Drill the mounting holes and install 4-40 nutserts. That will allow you to mount your light assembly with machine screws instead of PK screws.

    Web
    Life's tough . . . wear a cup.

  29. #109
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    Quote Originally Posted by mvivion View Post
    Interesting. The gent I spoke with, as I was experiencing similar problems never suggested I shouldn’t fly the airplane. The instruction not to fly the airplane in ADS-B airspace, he explained to me simply meant I shouldn’t fly the plane in B, C, or above 10,000 AFTER the 2020 deadline. He told me to upload the latest firmware, and fly it again. I asked what the consequences would be if it continued to fail. His response was that he’d “block” my ADS-B signal in their system, but I’d still be legal to fly outside ADS-B airspace.
    I subsequently got a positive report after uploading the firmware.
    MTV
    And, just as an update......just because you beat a positive report (PAPR), Dont get all smug. My updated beacon passed a PAPR on September 8. Good news....go fly. Last week, I got the “next” email from FAA, stating tha EVERY flight since September 9 exhibited at least one “fatal” (my term) error. As in every flight failed.

    So, the FAA has “ turned “ my beacon off in their system. I contacted uAvionix about the issue. They are in the process of reviewing all those reports. Really. In the meantime, I have a useless $1200 dollar (got the rebate) “ thing” on my wing. uAvionix tells me they’re trying to determine a “fix” for my SkyBeacon. Let’s see: Three screws and three wires (their hype, not mine).......how do you fix the guts of this thing, which are hermetically sealed?

    We’ll see, and I will report back when this is resolved. But in the meantime, there is no way I’d buy ANY of these devices until they can prove that they work RELIABLY. Just because your beacon works once or twice doesn’t mean it’ll continue.

    Frankly, I don’t think they’ve done enough research and testing of these things.

    MTV
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  30. #110
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    I'd be curious as to what is failing in your PAPR report? The uAvionix units typically fail with either Mode 3A or Baro Alt. When they fail with those errors, it's typically due to poor radar coverage not causing your transponder to reply. If the transponder doesnt' see an interrogation,it doesn't reply (transmit), so the uAvionics device doesn't get updated squawk and Barometric Altimeter. When you fly the plane somewhere that has good radar coverage, the unit will pass the PAPR reports. When you're in an area with sketchy radar coverage, it will consistently fail the PAPR reports. They don't seem to have a fix for the TSO tip and tail beacons other than to say the FAA is usually lenient about those failures. I have found otherwise, so didn't accept that answer. With the uAvionix Echo UAT (Experimental only), I was able to connect the ADS-B device directly to a serial line on the transponder (Sandia STX-165) so the device would always have updated Baro Alt and Squawk. Unfortunately, I don't think that is possible with the TSO tip and tail beacons.

    Some other vendors have another transmitter in their units to interrogate the transponder roughly once a second, which will cause the transponder to reply once a second, which will allow the ADS-B device to read updated data from the transmissions. In short, the uAvionix units will only pass the PAPR reports if you fly where you have decent radar coverage. If not, they typically fail.

    -Cub Builder
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  31. #111
    www.SkupTech.com mike mcs repair's Avatar
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    Quote Originally Posted by wireweinie View Post
    Another tip for tail lights/strobes. Drill the mounting holes and install 4-40 nutserts. That will allow you to mount your light assembly with machine screws instead of PK screws.

    Web
    I just tap for 4-40 screws


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  32. #112
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    Is there a possibility of a position problem? They are mounted on one wing tip or on the tail. Is the airframe shadowing them? In other words, if the interrogation signal is coming from the left and the unit is mounted on the right wing tip, does the airframe block out all or part of the signal? When mounting the antenna for a transponder most manuals have warnings to mount it on the belly, away from items like the gear legs.

    Web
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  33. #113
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    The interrogation of the transponder usually comes from radar sites. Some areas of the country have sketchy coverage. Any time a Mode-C transponder replies to an interrogation, it sends the squawk code and Baro Alt as part of the data packet. I'm sure that's not anything you didn't already know. The uAvionix ADS-B Out units are passive as far as the transponders go. They just listen in and sniff the data being broadcast by the transponder on 1090 MHZ, then incorporate that data into the UAT Output on 978 MHZ. If the transponder doesn't reply to an interrogation from RADAR, the ADS-B unit doesn't get updated data. After 45 - 60 seconds without getting refreshed data from the transponder, the data is considered stale and times out, so the ADS-B unit stops sending the squawk and Baro Alt data causing Mode 3A and Baro Alt failures respectively. These seem to be pretty typical of the uAvionics units in areas with poor radar coverage. If you fly the plane in an area with good radar coverage, the same unit will pass the PAPR.

    However, there can be other reasons why one might see these failures as well. uAvionics also had some issues reading data output from some of the older analog transponders, but they say they have resolved that issue. They typically have you change the transponder monitor settings, which is supposed to address the issue.

    Other vendors address these problems differently, so I wouldn't assume a similar issue would have the same cause for a different vendors unit.

    -Cub Builder
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  34. #114
    mvivion's Avatar
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    Quote Originally Posted by Cub Builder View Post
    I'd be curious as to what is failing in your PAPR report? The uAvionix units typically fail with either Mode 3A or Baro Alt. When they fail with those errors, it's typically due to poor radar coverage not causing your transponder to reply. If the transponder doesnt' see an interrogation,it doesn't reply (transmit), so the uAvionics device doesn't get updated squawk and Barometric Altimeter. When you fly the plane somewhere that has good radar coverage, the unit will pass the PAPR reports. When you're in an area with sketchy radar coverage, it will consistently fail the PAPR reports. They don't seem to have a fix for the TSO tip and tail beacons other than to say the FAA is usually lenient about those failures. I have found otherwise, so didn't accept that answer. With the uAvionix Echo UAT (Experimental only), I was able to connect the ADS-B device directly to a serial line on the transponder (Sandia STX-165) so the device would always have updated Baro Alt and Squawk. Unfortunately, I don't think that is possible with the TSO tip and tail beacons.

    Some other vendors have another transmitter in their units to interrogate the transponder roughly once a second, which will cause the transponder to reply once a second, which will allow the ADS-B device to read updated data from the transmissions. In short, the uAvionix units will only pass the PAPR reports if you fly where you have decent radar coverage. If not, they typically fail.

    -Cub Builder
    My errors are all NIC errors, and according to the FAA, those are bad.

    MTV

  35. #115
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    Quote Originally Posted by mvivion View Post
    My errors are all NIC errors, and according to the FAA, those are bad.

    MTV
    NIC = Navigation Integrity Category
    That indicates that the internal GPS is likely not working correctly. I would think uAvionics would swap that out without question. Should be an easy fix. Stick with them. I've found the uAvionix Support Techs to sometimes not the sharpest technically, but they do want to get them working properly and work hard to resolve the issues if you stick with them.

    -Cub Builder
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  36. #116
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    PA-12 Uavionix rudder installation ( PA-18 tail feathers Kenmore STC)

    Just did my 0.5 flight test in KBOS B yesterday. 5X5. Installation ( 1947 PA-12) took a tad longer than expected r/t all the issues everyone else is running into. My A&P IA is a well know DAR . He reamed out the existing tail light assembly for access and with full "penetration" ( excuse the metaphor) the skin was very tight, so he cut some fabric to preclude a tear ( are you getting this Randy?) and placed patches bilaterally, applied some feathering goop and painted the entire rudder and the job came out pristine . I'll take photos of the finish job tomorrow. I'm happy, the FAA apparently is happy, ( Boston TRACON picked it up about 15 minutes into the flight) and it looks good. I have Whelan strobes on the wing tips rather than an anti collision light on fuselage or tail and didn't want to screw that up, as the loss of a strobe light would probably/ likely fail the high voltage strobe impulse generator. Went on Flite Aware this morn and put in my N number and the entire flight profile right there-- flight tracking, mileage, altitude graph, speed graph, time on, time off. Big brother is right there.
    Marine Corps Aviation since 1966
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  37. #117
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    Quote Originally Posted by Cub Builder View Post
    The interrogation of the transponder usually comes from radar sites. Some areas of the country have sketchy coverage. Any time a Mode-C transponder replies to an interrogation, it sends the squawk code and Baro Alt as part of the data packet. I'm sure that's not anything you didn't already know. The uAvionix ADS-B Out units are passive as far as the transponders go. They just listen in and sniff the data being broadcast by the transponder on 1090 MHZ, then incorporate that data into the UAT Output on 978 MHZ. If the transponder doesn't reply to an interrogation from RADAR, the ADS-B unit doesn't get updated data. After 45 - 60 seconds without getting refreshed data from the transponder, the data is considered stale and times out, so the ADS-B unit stops sending the squawk and Baro Alt data causing Mode 3A and Baro Alt failures respectively. These seem to be pretty typical of the uAvionics units in areas with poor radar coverage. If you fly the plane in an area with good radar coverage, the same unit will pass the PAPR.

    However, there can be other reasons why one might see these failures as well. uAvionics also had some issues reading data output from some of the older analog transponders, but they say they have resolved that issue. They typically have you change the transponder monitor settings, which is supposed to address the issue.

    Other vendors address these problems differently, so I wouldn't assume a similar issue would have the same cause for a different vendors unit.

    -Cub Builder
    All good points, but I am still suspicious of the locations of the units/antennas. I've seen to many avionics problems approached with an excess of science when a minimum of common sense was all that was needed.

    On the aircraft that are having problems, take a sight line from the unit to the existing transponder antenna. How much 'airplane' is between them? If it is in the wing, Do the struts or landing gear leg come between?

    Web
    Life's tough . . . wear a cup.
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  38. #118
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    Quote Originally Posted by wireweinie View Post
    All good points, but I am still suspicious of the locations of the units/antennas. I've seen to many avionics problems approached with an excess of science when a minimum of common sense was all that was needed.

    On the aircraft that are having problems, take a sight line from the unit to the existing transponder antenna. How much 'airplane' is between them? If it is in the wing, Do the struts or landing gear leg come between?

    Web
    Agreed. The output from the transponders are typically 200W, so basic reception typically isn't a problem. However, overmodulation and distortion certainly can be with some units, although I have not observed that with uAvionix... yet. That's one of the nice things about the wing tip and tail beacon installations is that uAvionix has limited where their units can be installed, so don't have to compensate for all possible parameters. They do have a "sensitivity" adjustment that is software configurable to help with the issue if you see the transponder is getting interrogated but the ADS-B unit isn't picking up the data reliably. However, those adjustments don't help if the transponder isn't being interrogated or isn't replying. If you don't see the "reply" or "transmit" light on the transponder flashing regularly, the ADS-B unit is not getting data if it is relying on sniffing the data from the transponder broadcast. If the transponder is flashing regularly indicating that it is being interrogated and replying to the interrogation, and you are seeing Mode 3A and Baro Alt failures, then it's time to start looking at antenna locations, reflectivity, blocking, RF interference or transponder output.

    One of the units I just replaced had it's own milliwatt transmitter that interrogated the transponder once a second. That worked great so dead spots in radar coverage didn't adversely affect the ADS-B output. However, despite the transponder replying to it once a second, the data was getting so distorted that I never could get it to work reliably. Monitoring it, the squawk code and Baro Alt were jumping all over the place. Despite the fact that the squawk code and altitude were constantly changing and were often times impossibly incorrect, it usually passed the PAPR testing. I had two of those units. The first one never did work correctly despite numerous trips back to the manufacturer for repairs and firmware updates. I never would have bought a second unit, but the manufacturer gave it to me in return for doing a lot of his flight testing and debugging a number of issues in his units. The second unit seems to work much better, although is still less than perfect.

    FWIW, Aircraft Spruce is currently selling the uAvionix Echo-UAT (Experimental and Light Sport only) for $1400 including the $500 high integrity WAAS GPS receiver. This unit is UAT-Out and dual channel in and works with most tablet compatible EFBs via WiFi. I installed one recently on one of my Experimentals.

    One other note on the uAvionix units. They claim they are using the DC wiring powering the ADS-B unit as the antenna for receiving the transponder output. That adds a whole new spin to attempting to diagnose issues when it won't sniff the transponder data correctly.

    -Cub Builder
    Last edited by Cub Builder; 11-24-2019 at 09:29 PM.
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  39. #119
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    Quote Originally Posted by Cub Builder View Post
    NIC = Navigation Integrity Category
    That indicates that the internal GPS is likely not working correctly. I would think uAvionics would swap that out without question. Should be an easy fix. Stick with them. I've found the uAvionix Support Techs to sometimes not the sharpest technically, but they do want to get them working properly and work hard to resolve the issues if you stick with them.

    -Cub Builder
    Frankly, I think they’re replacing too many of these things. I know of three already they’ve replaced. All while trying to get tailbeacons pushed out, plus they just bought another company, and are now in the PFD business, trying to compete with Garmin G-5. They told me theyd get back to me.

    MTV

  40. #120
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    Installed skybeacon on our PA12 and worked great right out of the box. I put one on my CCEX and get an ID error.
    Click image for larger version. 

Name:	IMG_0589.JPG 
Views:	85 
Size:	204.6 KB 
ID:	45797

    My Xpdr is a Garmin GTX23ES remote running thru my G3X Touch.
    Any idea on what setting Iím messing up? (I realize my Xpdr has ADSb out but the Garmin certified GPS and wiring was the same cost and hours or days of wiring headaches vs 10 minutes.

    Thanks,

    Jake


    Sent from my iPad using SuperCub.Org mobile app

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