Today's Message Index:
----------------------
1. 05:02 AM - GPS antenna in wingtip? (Robert Miller)
2. 07:16 AM - Re: Marker Beacon Antenna Lead (Lockamy, Jack L NA)
3. 07:26 AM - Re: GPS antenna in wingtip? (Don Honabach)
4. 07:32 AM - Re: GPS antenna in wingtip? (Jim Oke)
5. 07:58 AM - Re: GPS antenna in wingtip? (Richard Tasker)
6. 08:01 AM - Push-to-test, indicator lamps, etc. (Neville Kilford)
7. 11:32 AM - Flexible bus bar (Ron Raby)
8. 12:42 PM - Re: GPS antenna in wingtip? (James E. Clark)
9. 01:00 PM - LR3B-14 (ANUNNELEE@aol.com)
10. 01:41 PM - Re: Flexible bus bar (Robert L. Nuckolls, III)
11. 01:41 PM - Re: LR3B-14 (David Swartzendruber)
12. 01:43 PM - Re: LR3B-14 (Philip Hildebrand)
13. 03:00 PM - Re: Flexible bus bar (John Schroeder)
14. 05:43 PM - Re: Pilot Automotive landing lights (BAKEROCB@aol.com)
15. 11:16 PM - VOR/GPS Indicator Relay Assembly (Werner Schneider)
Message 1
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| Subject: | GPS antenna in wingtip? |
--> AeroElectric-List message posted by: Robert Miller <rmiller3@earthlink.net>
I posted this question once before but didn't see any comments...
Still wondering if a GPS antenna in the fiberglass wingtip of an RV would work
well enough.
Disadvantages?
This would avoid at least the heat issue of placement under the fiberglass cowl.
Robert
Message 2
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| Subject: | Re: Marker Beacon Antenna Lead |
--> AeroElectric-List message posted by: "Lockamy, Jack L NA" <jack.lockamy@navy.mil>
Charlie,
I spoke with Bob Archer (Sportaircraft Antenna guru....) last week about a proposed
antenna suite for my RV-7A. For the marker beacon antenna, he said to run
RG-58 antenna cable out to the wingtip, cut 40" of the shield away from the
center conductor wire, fiberglass or simply tape the center conductor parallel
to the wing skin (approx. 3" from the wing skin) and you are done! No need to
even ground the shield which was cut away from the center conductor.
What could be simpler?
Hope this helps,
Jack Lockamy
Camarillo, CA
RV-7AQB
Message 3
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| Subject: | GPS antenna in wingtip? |
--> AeroElectric-List message posted by: "Don Honabach" <don@pcperfect.com>
Robert,
Depending on the GPS unit I'd say you'd be fine. I've gotten my Garmin
GPS 195 to work inside a Boeing 7xx using just the passenger window. On
the flip side, I've seen other GPS units that seem to have a hard time
tracking the SATS even with a full open view of the sky.
With that said though, I'm not building a RV and I'm not familiar with
the RV Wing Tip. For the GPS Antenna to work there you'll need to have
the top part of the wingtip be fiberglass and the larger the area the
better. You'll also want to place it at the end of the tip in the hopes
of getting as many 'inputs' as possible.
You could also to a quick test and put the receiver inside your
fiberglass wingtip and jury rig a quick setup. Won't totally duplicate
the final environment, but will at least give you a basic proof of
concept.
Regards,
Don H.
-----Original Message-----
From: Robert Miller [mailto:rmiller3@earthlink.net]
Subject: AeroElectric-List: GPS antenna in wingtip?
--> AeroElectric-List message posted by: Robert Miller
--> <rmiller3@earthlink.net>
I posted this question once before but didn't see any comments... Still
wondering if a GPS antenna in the fiberglass wingtip of an RV would work
well enough. Disadvantages? This would avoid at least the heat issue of
placement under the fiberglass cowl. Robert
direct advertising on the Matronics Forums.
Message 4
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| Subject: | Re: GPS antenna in wingtip? |
--> AeroElectric-List message posted by: Jim Oke <wjoke@shaw.ca>
Robert,
Only negatives I can think of would be:
(1) the fuselage side and wing upper surface would possibly shield low
satellites from view of the annenna when looking in toward the fuselage.
This should be no worse than a firewall forward mounted GPS antenna trying
to look aft over the tail however.
(2) an extra long cable run would be needed to feed the antenna signal from
the wing tip area to your panel mounted (?) GPS receiver which would reduce
the signal strength at the receiver. IOW, signal loss over 15-18 ft would be
greater than 2-3 ft. Having said this my Lowrance GPS was supplied with
about a 15 ft cable which is far longer than I needed, good part of it is
coiled up under my panel.
Best advice I think would be to give a wing tip mount a try and see how it
performs. If it works to your satisfaction, great; if not, try an
alternative location (mine is on the top fuselage aft of the canopy track).
Antenna location on big airplanes is sometimes a trial and error thing too.
Jim Oke
Winnipeg, MB
RV-6 C-KGKZ (waiting for final paper)
----- Original Message -----
From: "Robert Miller" <rmiller3@earthlink.net>
Subject: AeroElectric-List: GPS antenna in wingtip?
> --> AeroElectric-List message posted by: Robert Miller
<rmiller3@earthlink.net>
>
> I posted this question once before but didn't see any comments...
> Still wondering if a GPS antenna in the fiberglass wingtip of an RV would
work well enough.
> Disadvantages?
> This would avoid at least the heat issue of placement under the fiberglass
cowl.
> Robert
>
>
Message 5
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| Subject: | Re: GPS antenna in wingtip? |
--> AeroElectric-List message posted by: Richard Tasker <retasker@optonline.net>
Although I am an electrical engineer, I'm not an expert on GPS, but my
understanding is due to the extremely high frequency of the signal, the
shorter the connection from the antenna to the receiver the better. I
suspect that mounting it in the wingtip would not be a good thing - lots
of signal loss.
Dick Tasker
Robert Miller wrote:
>--> AeroElectric-List message posted by: Robert Miller <rmiller3@earthlink.net>
>
>I posted this question once before but didn't see any comments...
>Still wondering if a GPS antenna in the fiberglass wingtip of an RV would work
well enough.
>Disadvantages?
>This would avoid at least the heat issue of placement under the fiberglass cowl.
>Robert
>
>
>
>
Message 6
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| Subject: | Push-to-test, indicator lamps, etc. |
--> AeroElectric-List message posted by: "Neville Kilford" <nkilford@etravel.org>
Bob and others,
I can't find any information about this kind of stuff in The Aeroelectric
Connection, so if you can throw any light on it I'd sure appreciate it.
I'd like a handful of indicators on the panel -- fuel pump on, starter
engaged, flaps extended, lo-v, etc. Can I simply wire them in parallel with
their related equipment, e.g. wire a "starter engaged" light in parallel with
the starter motor? And do you have any suggestions about good places to buy
annunciator lamps and whatnot? I guess there must be some nice looking kit
around.
While I'm thinking about indicator lights -- I couldn't understand how the
indicator works on the ground power plan you have on the website. Both sides
of it seem to be connected to the same piece of wire. How does that blighter
work?
With regard to a push-to-test switch for these lights, I'm assuming I can
wire them all into one switch via a diode to prevent them shorting each
other. Can you confirm that's the case?
By the way, do you know what the parts order turnaround & delivery times are
for the UK?
Many thanks.
Cheers.
Nev
--
Jodel D150 in progress
UK
Message 7
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| Subject: | Flexible bus bar |
--> AeroElectric-List message posted by: "Ron Raby" <ronr@advanceddesign.com>
http://www.conrardyco.com/buss.html
I wanted to show people on the list this product. It is a coated flexible
buss bar material. I use it for large power contactors 400 amps +. It is
much easier than using wire or bending copper. You cut it to the length you
need and drill the hole size that you need. You do not have to use lugs.
there part # 505053 is good for a 154 amps.
Ron Raby
N829R
Lancair ES
http://www.conrardyco.com/buss.html
======================================================================
>
>
Message 8
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| Subject: | GPS antenna in wingtip? |
--> AeroElectric-List message posted by: "James E. Clark" <james@nextupventures.com>
Robert,
We have our antenna under the cowl and it seems to work fine.
Here is a suggestion:
1. Connect the **SHORTEST** possible cable between the antenna and GPS and
go to the "status" page of your GPS and note the "signal strength" of each
satellite as well as the "DOP" (Dilution of Precision, I think) values that
you have.
2. Replace this cable with cable of the length that would reach the wingtip
and capture the above values again (with the antenna out in "open space").
3. Run the cable over to the wingtip and stick the antenna inside and get
the values one more time.
The will be different as the satellitles are in motion but the overall value
you get should inidicate if you are introducing "loss" by the relevant cable
length and by the fact that the antenna is in the wingtip.
I did #1 and #3 under the cowl (because there was no long cable run) and
found no discernable difference so I went with it.
Hope this helps.
James
> -----Original Message-----
> From: owner-aeroelectric-list-server@matronics.com
> [mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of Robert
> Miller
> Sent: Monday, June 16, 2003 9:08 AM
> To: aeroelectric-list@matronics.com
> Subject: AeroElectric-List: GPS antenna in wingtip?
>
>
> --> AeroElectric-List message posted by: Robert Miller
> <rmiller3@earthlink.net>
>
> I posted this question once before but didn't see any comments...
> Still wondering if a GPS antenna in the fiberglass wingtip of an
> RV would work well enough.
> Disadvantages?
> This would avoid at least the heat issue of placement under the
> fiberglass cowl.
> Robert
>
>
Message 9
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--> AeroElectric-List message posted by: ANUNNELEE@aol.com
What is the voltage output on the LR3B-14 as supplied from B&C and can it be
adjusted?
Thanks,
Alan
Message 10
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| Subject: | Re: Flexible bus bar |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <bob.nuckolls@cox.net>
At 02:25 PM 6/16/2003 -0400, you wrote:
>--> AeroElectric-List message posted by: "Ron Raby" <ronr@advanceddesign.com>
>
>http://www.conrardyco.com/buss.html
>
>I wanted to show people on the list this product. It is a coated flexible
>buss bar material. I use it for large power contactors 400 amps +. It is
>much easier than using wire or bending copper. You cut it to the length you
>need and drill the hole size that you need. You do not have to use lugs.
>there part # 505053 is good for a 154 amps.
>
>Ron Raby
>
>N829R
>
>Lancair ES
>
>
>http://www.conrardyco.com/buss.html
These are point-to-point wiring replacements that one might
use as a jumper between two co-located contactors. They are
NOT distribution busses . . . you can't use these to replace
the hunk of copper or brass that runs across the back of a row
of breakers.
Bob . . .
Message 11
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--> AeroElectric-List message posted by: "David Swartzendruber" <dswartzendruber@earthlink.net>
Most likely, it was adjusted to 13.8V at B&C. You can also adjust it by
removing the black plastic plug on the back side and turning the
potentiometer. Clockwise will increase the charging voltage,
counter-clockwise will decrease. I don't remember for sure how quickly
it changes, but the number .2V/turn sticks in my mind for some reason.
Dave in Wichita
>
> --> AeroElectric-List message posted by: ANUNNELEE@aol.com
>
> What is the voltage output on the LR3B-14 as supplied from B&C and can
it
> be
> adjusted?
>
> Thanks,
> Alan
>
Message 12
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--> AeroElectric-List message posted by: Philip Hildebrand <phildebrand@pritchardindustrial.com>
The regulator is pre-set at 14.4 volts and can be adjusted by
removing the round plastic plug from the side of the regulator and
adjusting the pot about 1/2 turn for 0.1 volt. Clockwise to increase CCW
to decrease voltage.
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
ANUNNELEE@aol.com
Subject: AeroElectric-List: LR3B-14
--> AeroElectric-List message posted by: ANUNNELEE@aol.com
What is the voltage output on the LR3B-14 as supplied from B&C and can
it be
adjusted?
Thanks,
Alan
Message 13
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| Subject: | Re: Flexible bus bar |
--> AeroElectric-List message posted by: John Schroeder <jschroeder@perigee.net>
Hi Ron -
Could you post a source and some kind of pricing. Sounds like very good
stuff for the power distribution panel to connect the contactors.
Thanks,
John
> It is a coated flexible
> buss bar material. I use it for large power contactors 400 amps +. It is
> much easier than using wire or bending copper. You cut it to the length
> you need and drill the hole size that you need. You do not have to use
> lugs.
> there part # 505053 is good for a 154 amps.
Message 14
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| Subject: | Re: Pilot Automotive landing lights |
aeroelectric-list@matronics.com
--> AeroElectric-List message posted by: BAKEROCB@aol.com
In a message dated 06/15/2003 8:56:24 PM Eastern Daylight Time, DENNCO 2
writes:
<< Hi OC Baker,
I remember reading a post several weeks ago by you on the AeroElectric forum
about your choice for landing/ Taxi lights on your Kiss airplane. I just
wanted to ask you if you were happy with your selection of the Pilot Automotive
Dual Series PL-1068BC driving/fog lights? That set sells for $59.95 at
Automotive Accessory Connection. I looked at the Pilot website and called them
and a
tech guy recommended the PL800C after I discribed what I wanted them for. That
set sells for $70 at AAC.
Were you planning to have both dual function lights on at the same time or
wire them separately for landing / taxi operations? I am still trying to decide
the pros and cons of the different models.
The Pilot Automotive web address is <A HREF="www.pilotautomotive.com">
www.pilotautomotive.com in case you would like to review their offerings.
Thanks.
~Dennis~ >>
6/16/2003
Hello Dennis, I looked at the PL800C unit as you suggested. I'm not sure
about the configuration. Does it have two bulbs or one in each shell? If it has
two bulbs are they behind lenses with diffierent diffusion / focal
characteristics so that one could serve as a landing light and the other as a taxi
light?
Here is my concept of the proper landing light and taxi light configuration.
The landing light is narrowly focused and aimed well below the pitch axis of
the aircraft so that when you are nose up on final approach the light is aimed
down at the runway which is a long (relatively) distance away. The taxi light
is more widely diffused and aimed more along the pitch axis of the airplane so
that you can see objects along and to the left and right of your intended
taxi path. Ideally then this might mean two different sets of shells, lenses,
focal lengths, and reflectors. But this ideal arrangement would mean more space
consumed in the wing or nose to accommodate the two different requirements
along with additional weight.
My PL-1068BC setup was chosen (after several false starts) as a compromise
(as so many things in building an aircraft are). There is only one PL-1068BC
shell in the leading edge of each wing behind a home molded (in my kitchen oven)
clear acrylic shield. Each shell has two bulbs, two reflectors, one molded
glass lens, and is a relatively compact unit. The two clear lens portions I am
arbitrarily calling the landing lights(s) and those two bulbs are controlled by
one landing light switch on the instrument panel. I am calling the two blue
lens portions the taxi light (s) and those two bulbs are controlled by one taxi
light switch on the instrument panel.
I can't tell you how well my system works because I haven't flown my airplane
yet -- it goes to the airport in July and I hope to fly before the end of the
year. First night flights, which cannot be done until Phase one testing is
complete, are a long ways off.
I hope that the above gives you some assistance in making your decision.
Please let us know what you decide and why.
'OC' Baker, Builder of KIS TR-1 #116 4/14/97 - ?/?/?
PS: I might also add that I am a bit ambivalent about this whole subject of
landing at night on a nice prepared surface (a runway) surrounded by friendly
people.
I flew attack jets in the USMC for about 10 years before being rudely thrust
into the helicopter business and sent off to Viet Nam with just a few hours
and a few months of training. It was a truly astounding, and terrifying
transition experience for many different reasons, but I will only mention one here.
That was the need to land the helicopter at night in an unprepared, remote,
and sometimes down right unfriendly piece of real estate. Lights were often
forbidden because they became instant bullet magnets and sometimes were useless
because of dust or debris being kicked up by the rotor wash. So landing at
night to pick up a wounded Marine sometimes took a level of skill, luck, and
detemination that makes landing on a continental US lighted runway seem like a
Sunday afternoon picnic regardless of the availability and quality of any landing
lights that the aircraft may possess.
Message 15
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| Subject: | VOR/GPS Indicator Relay Assembly |
--> AeroElectric-List message posted by: "Werner Schneider" <wernerschneider@compuserve.com>
Hello all,
did anybody do the above mentioned relay board from Bob to switch one
indicator from GPS to NAV and has some experience with it concerning wiring?
I would appreciate a feedback, as I have some open questions concerning
wiring and components.
If not of general interest, please contact me directly.
Many thanks, appreciate your feedback
Werner
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