Today's Message Index:
----------------------
1. 04:40 AM - Re: Connecting Facet Fuel Pump (LarryRobertHelming)
2. 05:24 AM - Re: Connecting Facet Fuel Pump (Werner Schneider)
3. 06:24 AM - Re: Connecting Facet Fuel Pump (Robert L. Nuckolls, III)
4. 06:25 AM - Re: Connecting Facet Fuel Pump (Robert L. Nuckolls, III)
5. 06:46 AM - (Tim Hedding)
6. 08:26 AM - wingtip antenna SWR field data (SportAV8R@aol.com)
7. 10:23 AM - VOR Antenna Challenged (Scott Bilinski)
8. 10:27 AM - Re: VOR Antenna Challenged (Ralph E. Capen)
9. 03:16 PM - Re: LR1/LS1 Regulators by B&C (Robert L. Nuckolls, III)
10. 05:24 PM - Re: Re: LR1/LS1 Regulators by B&C (james.k.glindemann@exxonmobil.com)
11. 05:26 PM - Re: Potter and Brumfield (D Fritz)
12. 05:41 PM - Re: Connecting Facet Fuel Pump (Kingsley Hurst)
13. 08:59 PM - Re: Crimpers (Robert McCallum)
Message 1
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| Subject: | Re: Connecting Facet Fuel Pump |
--> AeroElectric-List message posted by: "LarryRobertHelming" <lhelming@sigecom.net>
Since no one else has answered this: Using Bob's three buss system, run a
16 or 18awg power feed (red if you have it) wire from the battery buss with
a 10A fuse to a switch on your panel. Run black 16/18awg ground wire from
switch to your firewall ground. Label both ends of each wire and catalog
that in your wiring book. When you turn the switch on/up, the connection is
turned on.
Indiana Larry, RV7 TipUp "SunSeeker"
The sincerest satisfactions in life come in doing and not dodging duty;
in meeting and solving problems, in facing facts;
in flying a virgin plane never flown before.
- Richard L. Evans & Larry R Helming
----- Original Message -----
From: "Kingsley Hurst" <khurst@taroom.qld.gov.au>
Subject: AeroElectric-List: Connecting Facet Fuel Pump
> --> AeroElectric-List message posted by: "Kingsley Hurst"
<khurst@taroom.qld.gov.au>
>
> Bob,
>
> I have to connect up a Facet solid state fuel pump as the standard
> back-up to the engine driven mechanical fuel pump in my Europa (FRP
> construction)
>
> Theoretically, I should probably never have to remove it again but . . .
> .
>
> Since the pump has two wires which have to be connected to power and
> ground respectively, what method would you prefer I use to make these
> two connections bearing in mind that it may have to be disconnected at
> some time.
>
> Sorry to bore the list with trivia like this but it seems to be these
> little things that I get hung up on.
>
> Thank you
>
> Kingsley Hurst
> Europa Mono Classic 281 in Oz
>
>
Message 2
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| Subject: | Re: Connecting Facet Fuel Pump |
--> AeroElectric-List message posted by: "Werner Schneider" <glastar@gmx.net>
Larry,
I think Kingsley asked for a detachable connection for the pump. On devices
I have to remove very seldom I would use knife splices maybe with a shrink
tube over it. However, I did my facet pump (which has very short cables)
with a but splice and might change them if I ever have to replace them with
a knife splice.
Have a look at
http://www.bandc.biz/cgi-bin/ez-catalog/cat_display.cgi?12X358218#s891rb or
http://www.steinair.com/terminals.htm or
http://www.edmo.com/s2/s2-2.asp
and scroll down.
Werner
I've mine hooked up on the E-bus, however mine is a high wing with the pump
only necessary very seldom (when the mechanical would fail).
----- Original Message -----
From: "LarryRobertHelming" <lhelming@sigecom.net>
Subject: Re: AeroElectric-List: Connecting Facet Fuel Pump
> --> AeroElectric-List message posted by: "LarryRobertHelming"
<lhelming@sigecom.net>
>
> Since no one else has answered this: Using Bob's three buss system, run a
> 16 or 18awg power feed (red if you have it) wire from the battery buss
with
> a 10A fuse to a switch on your panel. Run black 16/18awg ground wire from
> switch to your firewall ground. Label both ends of each wire and catalog
> that in your wiring book. When you turn the switch on/up, the connection
is
> turned on.
>
> Indiana Larry, RV7 TipUp "SunSeeker"
>
> The sincerest satisfactions in life come in doing and not dodging duty;
> in meeting and solving problems, in facing facts;
> in flying a virgin plane never flown before.
> - Richard L. Evans & Larry R Helming
>
> ----- Original Message -----
> From: "Kingsley Hurst" <khurst@taroom.qld.gov.au>
> To: <aeroelectric-list@matronics.com>
> Subject: AeroElectric-List: Connecting Facet Fuel Pump
>
>
> > --> AeroElectric-List message posted by: "Kingsley Hurst"
> <khurst@taroom.qld.gov.au>
> >
> > Bob,
> >
> > I have to connect up a Facet solid state fuel pump as the standard
> > back-up to the engine driven mechanical fuel pump in my Europa (FRP
> > construction)
> >
> > Theoretically, I should probably never have to remove it again but . . .
> > .
> >
> > Since the pump has two wires which have to be connected to power and
> > ground respectively, what method would you prefer I use to make these
> > two connections bearing in mind that it may have to be disconnected at
> > some time.
> >
> > Sorry to bore the list with trivia like this but it seems to be these
> > little things that I get hung up on.
> >
> > Thank you
> >
> > Kingsley Hurst
> > Europa Mono Classic 281 in Oz
> >
> >
>
>
Message 3
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| Subject: | Re: Connecting Facet Fuel Pump |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <b.nuckolls@cox.net>
At 02:45 PM 10/13/2004 +1000, you wrote:
>--> AeroElectric-List message posted by: "Kingsley Hurst"
><khurst@taroom.qld.gov.au>
>
>Bob,
>
>I have to connect up a Facet solid state fuel pump as the standard
>back-up to the engine driven mechanical fuel pump in my Europa (FRP
>construction)
>
>Theoretically, I should probably never have to remove it again but . . .
>.
>
>Since the pump has two wires which have to be connected to power and
>ground respectively, what method would you prefer I use to make these
>two connections bearing in mind that it may have to be disconnected at
>some time.
>
>Sorry to bore the list with trivia like this but it seems to be these
>little things that I get hung up on.
I'd recommend knife splices with heat shrink over them.
Bob . . .
---
Message 4
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| Subject: | Re: Connecting Facet Fuel Pump |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <b.nuckolls@cox.net>
At 06:40 AM 10/13/2004 -0400, you wrote:
>--> AeroElectric-List message posted by: "LarryRobertHelming"
><lhelming@sigecom.net>
>
>Since no one else has answered this: Using Bob's three buss system, run a
>16 or 18awg power feed (red if you have it) wire from the battery buss with
>a 10A fuse to a switch on your panel. Run black 16/18awg ground wire from
>switch to your firewall ground. Label both ends of each wire and catalog
>that in your wiring book. When you turn the switch on/up, the connection is
>turned on.
Why such fat wire and fuse? These critters draw about 3A peak and
less than 1A average. 22AWG on a 5A fuse would be fine.
Bob . . .
---
Message 5
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1.16 MISSING_SUBJECT Missing Subject: header
--> AeroElectric-List message posted by: "Tim Hedding" <tim@bandc.info>
James,
I think Bob may be mistaking the LR1 for the LS1. The LR1 is a very early
regulator and should be upgraded. However, the LS1 and LS1A are very close
designs. Basically the components in the input end of the LS1A have higher
voltage ratings than the components in the input end of the LS1. When the
standby version of the LS1 (the SB1B-28) was certified in the same system as
a competitor's primary voltage regulator, it was found that the primary
system's over-voltage protection could allow the bus voltage to exceed the
voltage rating of the standby regulator's input component voltage ratings
and possibly damage the standby regulator. Not a good thing. So, the voltage
rating of the input components was increased to withstand any probable
primary system over-voltage. The LS1A was merely upgraded to the higher
voltage rating components so that we did not have to stock each of these
parts in two different voltage ratings.
This is probably way too much explanation to simply tell you that there is
no reason to replace the LS1 you have.
Tim Hedding, E.E. at B&C
--> AeroElectric-List message posted by: james.k.glindemann@exxonmobil.com
Can anybody tell me the difference between the B & C regulators P/N 's
LS1 and LS1A? . B&C no longer list LS1, but I own one and am wondering if
I need to get it upgraded
James K Glindemann
Message 6
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| Subject: | wingtip antenna SWR field data |
0.50 MIME_BASE64_LATIN RAW: Latin alphabet text using base64 encoding
1.01 MIME_BASE64_TEXT RAW: Message text disguised using base64 encoding
--> AeroElectric-List message posted by: SportAV8R@aol.com
I have now completed the initial fabrication and set-up of a copper-foil wingtip
comm antenna patterned after the design in the Aeroelectric Connection. The
overall dimensions are similar to the ones in the book, except that I made most
of the radiating element rather fat, 1.5 to 2 inches in width (3 or 4 parallel
strips of the copper foil tape, tack-soldered together at points along their
adjoining edges. The gamma network uses a small air-variable capacitor which
is mounted so as to be field-adjustable via a screwdriver inserted through
a small hole in the underside of the wingtip. The foil itself is applied to the
aft portion of the interior undersurface of the conventional (not "sheared")
Van's wingtip. Coax feed is via RG-400 with a service disconnect at the outboard
wing rib. Nav light wiring is dressed as far forward in the wingtip as
possible to minimize interaction with the antenna.
I learned some interesting things from comparing antenna analyzer measurements
at the bench and on the plane, both in flight and on the ground. To summarize,
the antenna as prorotyped is very broadband, with a W-shaped VSWR curve (two
minima), and SWR measurements obtained in flight (far away from any nearby detuning
objects or ground) were NOT different enough from ground-based measurements
to justify airborne tweaking of the design. This is nice to know, since
adjustments are only possible and measurements so much easier to obtain on the
ground!
VSWR values obtained in flight are as follows:
114 MHz - 1.6
118 MHz - 1.3
123 MHz - 1.7
127 MHz - 1.2
134 MHz - 1.7
138 MHz - 1.5
141 MHz - 2.5
143 MHz - 3.0
As I said, this is one very broadband antenna! I hope this is due to its shape
factor and not to low Q! The bimodal SWR curve shape probably results from the
antenna itself being resonant at a different sweet spot than the gamma matching
network is. Reactance readings vary wildly across the tuning range as the
analyzer signal is swept across the band. The counterpoise section length does
influence the performance of the antenna on the bench, as I alluded in an
earlier post. Some of the SWR curve's strange shape might reflect resonances on
the counterpoise section or the nav light wiring.
Basic antenna shape:
______ <radiating element
/
/_\________ <counterpoise section
Observations: I noticed one difference right away over the old belly-mounted bent
whip that is no longer on the plane: as soon as I broke ground at my home
field (1060 MSL), I could receive the Ingalls AWOS station, which would normally
require a climb to 3000 MSL. This AWOS is about 10 miles away and shielded
by sitting atop a 3760' MSL tableau. By leveling off at about 2500 feet and
flying an octagonal pattern (with wings level between turns), I was able to form
some preliminary impressions about antenna directionality. You'd think the
primary effect would be shielding by the wing rib and fuselage, but what I found
was the antenna hears best at its "open " end, with the station behind the
plane. Even flying straight towards the AWOS, with plenty of copper foil exposed
to the station, the squelch would not break until I turned abreast or away
from the AWOS. Of course, banking the plane in a turn exposes the antenna to
lots of unobstructed horizon in a way that level flight does not, so I ignored
that for purposes of the discussion presented here.
My plan is to have two such antennas, one in each wingtip, with a BNC antenna switch
to select whichever one receives a given station the best. Further testing
with more distant stations, well away from this mountainous terrain, will
be necessary to really see what the radiation pattern looks like, but so far I
am very encouraged. I like having stealth antennas with no drag and total protection
from the elements. There is a slight weight penalty from the extra coax
run to the other wingtip and the selector switch.
-Bill Boyd
archive for posterity
Message 7
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| Subject: | VOR Antenna Challenged |
--> AeroElectric-List message posted by: Scott Bilinski <bilinski@kyocera-wireless.com>
I want to put a VOR antenna on the inside back portion of my RV-8a canopy.
Dont even know if this will work or not but want to try. Can I use copper
tape on the inside of the canopy to do this? Also whats with the forward or
aft bending of the antennas for VOR's?
This antenna will be used for my hand held Radio/VOR because the supplied
antenna sucks, only works out to about 20 miles. I can fabricate most
anything as long as I get the right specs.
Signed:
Antenna Challenged.
Scott Bilinski
Eng dept 305
Phone (858) 657-2536
Pager (858) 502-5190
Message 8
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| Subject: | Re: VOR Antenna Challenged |
--> AeroElectric-List message posted by: "Ralph E. Capen" <recapen@earthlink.net>
Check out Kent Paser's book - "Speed with Economy" . It has the info you're
looking for. I have a copy and it's got loads of fun stuff.....
----- Original Message -----
From: "Scott Bilinski" <bilinski@kyocera-wireless.com>
Subject: AeroElectric-List: VOR Antenna Challenged
> --> AeroElectric-List message posted by: Scott Bilinski
<bilinski@kyocera-wireless.com>
>
> I want to put a VOR antenna on the inside back portion of my RV-8a canopy.
> Dont even know if this will work or not but want to try. Can I use copper
> tape on the inside of the canopy to do this? Also whats with the forward
or
> aft bending of the antennas for VOR's?
> This antenna will be used for my hand held Radio/VOR because the supplied
> antenna sucks, only works out to about 20 miles. I can fabricate most
> anything as long as I get the right specs.
>
> Signed:
> Antenna Challenged.
>
>
> Scott Bilinski
> Eng dept 305
> Phone (858) 657-2536
> Pager (858) 502-5190
>
>
Message 9
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| Subject: | Re: LR1/LS1 Regulators by B&C |
--> AeroElectric-List message posted by: "Robert L. Nuckolls, III" <b.nuckolls@cox.net>
Opps! Put my foot into that one didn't I. Yes the LS1 and LR1 are
entirely different critters. Thanks for bailing me out Tim!
Bob . . .
At 08:44 AM 10/13/2004 -0500, you wrote:
>--> AeroElectric-List message posted by: "Tim Hedding" <tim@bandc.info>
>
>
>James,
>
>I think Bob may be mistaking the LR1 for the LS1. The LR1 is a very early
>regulator and should be upgraded. However, the LS1 and LS1A are very close
>designs. Basically the components in the input end of the LS1A have higher
>voltage ratings than the components in the input end of the LS1. When the
>standby version of the LS1 (the SB1B-28) was certified in the same system as
>a competitor's primary voltage regulator, it was found that the primary
>system's over-voltage protection could allow the bus voltage to exceed the
>voltage rating of the standby regulator's input component voltage ratings
>and possibly damage the standby regulator. Not a good thing. So, the voltage
>rating of the input components was increased to withstand any probable
>primary system over-voltage. The LS1A was merely upgraded to the higher
>voltage rating components so that we did not have to stock each of these
>parts in two different voltage ratings.
>
>This is probably way too much explanation to simply tell you that there is
>no reason to replace the LS1 you have.
>
>Tim Hedding, E.E. at B&C
>
>
>--> AeroElectric-List message posted by: james.k.glindemann@exxonmobil.com
>
>Can anybody tell me the difference between the B & C regulators P/N 's
>LS1 and LS1A? . B&C no longer list LS1, but I own one and am wondering if
>I need to get it upgraded
>
>
>James K Glindemann
>
>
>---
>Version: 6.0.776 / Virus Database: 523 - Release Date: 10/12/2004
Bob . . .
--------------------------------------------------------
< Throughout history, poverty is the normal condition >
< of man. Advances which permit this norm to be >
< exceeded -- here and there, now and then -- are the >
< work of an extremely small minority, frequently >
< despised, often condemned, and almost always opposed >
< by all right-thinking people. Whenever this tiny >
< minority is kept from creating, or (as sometimes >
< happens) is driven out of a society, the people >
< then slip back into abject poverty. >
< >
< This is known as "bad luck". >
< -Lazarus Long- >
<------------------------------------------------------>
http://www.aeroelectric.com
---
Message 10
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| Subject: | Re: LR1/LS1 Regulators by B&C |
01, 2004) at 10/13/2004 07:23:39 PM
--> AeroElectric-List message posted by: james.k.glindemann@exxonmobil.com
Thank you Bob and Tim, the history and detail were just what I wanted.
James K Glindemann
Message 11
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| Subject: | Re: Potter and Brumfield |
--> AeroElectric-List message posted by: D Fritz <dfritzj@yahoo.com>
"About 80,000 W31 breakers or their ancestors are flying
in Bonanzas and Barons."
Thanks Bob. Are the W31s used in the other aircraft used as switches
or just as CBs with other switches in series?
> Dan Fritz
Message 12
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| Subject: | Connecting Facet Fuel Pump |
--> AeroElectric-List message posted by: "Kingsley Hurst" <khurst@taroom.qld.gov.au>
Bob, Larry and Werner
Thank you for your replies. It WAS the detachable connection I wanted
to sort out so heat shrink covered knife splices it is.
Regards
Kingsley
Message 13
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--> AeroElectric-List message posted by: Robert McCallum <robert.mccallum2@sympatico.ca>
An interesting aside to Bob's notes and descriptions of the crimpers
supplied by B&C as referenced in the link below. Bob's references to the
B&C crimpers say that the two sides of the dies are the same and it
matters not which way the terminals go into the tool. I took delivery
of an RCT-1 crimp tool from B&C last week and in the tool supplied to
me, the two sides of the die are NOT the same. The side of the tool
intended for the insulation grip has a diamond shape to it while the
wire attachment side has an oval shape. The results obtained with this
tool as currently supplied by B&C are almost identical to the $high$
tool shown in Bob's article below. The end view from the insulation grip
end has a nicely formed diamond pattern just as shown in Bob's
photograph depicting the results with the $high$ tool. It may be that
the "el-cheapo" manufacturers are catching on and copying more detail
from the $high$ tools than in the past.
Bob McC
william mills wrote:
>--> AeroElectric-List message posted by: william mills <courierboy@earthlink.net>
>
>Guy -
>
>Here's Bob's shop notes comparing two crimpers:
>http://www.aeroelectric.com/articles/CrimpTools/crimptools.html
>
>Bill
>
>
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