Today's Message Index:
----------------------
1. 06:43 AM - Re: WX-8 Stormscope (Mike)
2. 08:19 AM - Re: GPS IFR requirements (Fred Fillinger)
3. 10:45 AM - MD200-306 indicator and dual navs ()
Message 1
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--> Avionics-List message posted by: "Mike" <mlas@cox.net>
Randy,
I have not heard of the antennas being that sensitive to damage, just
false indications. So I wouldn't worry too much about that issue. I
would bring up the fact that the WX8 has been out of production for well
over 10 maybe even 20 years, so the unit is old. I will look around for
an installation manual for that unit and get back to you.
Mike
-----Original Message-----
From: owner-avionics-list-server@matronics.com
[mailto:owner-avionics-list-server@matronics.com] On Behalf Of Brinker
Subject: Re: Avionics-List: WX-8 Stormscope
--> Avionics-List message posted by: "Brinker"
<brinker@cox-internet.com>
Thanks Mike, I had heard that they need to be handled with care
since
it was prossible for static electricity to fry the antenna. But am not
sure
what handling with care means. Rubber gloves ?? Cloth gloves ? But
then
again if it was not handled correctly by the un-installer then it may
still
have a problem. I'm keeping my finger's crossed. I have had mostly good
luck
off of ebay but there can always be a problem and I don't want to create
it.
Even though the system wiring is suppose to be complete I may
run
into a problem figuring out the connecting wires. I do not want to
reverse
the polarity etc. and fry the unit. If so would you have a schematic
showing
the proper connections ?
Thanks Randy
----- Original Message -----
From: "Mike" <mlas@cox.net>
Subject: RE: Avionics-List: WX-8 Stormscope
> --> Avionics-List message posted by: "Mike" <mlas@cox.net>
>
> Randy,
>
> Yes, you can put the antenna on the roof of your house if you want and
> watch the storms come in. You are looking for electrical discharges
in
> the proper direction and intensity. It's been a long time since I
used
> a WX 8 but if memory serves me the colors change based on the rate of
> strikes in a certain sector and the range is based on the amplitude of
> the strikes. But in short, you should be able to set the unit up at
> your house and check it by looking at radar returns on the TV. The WX
8
> will only show storms that have convection. No lighting, no return.
As
> far a putting it on another plane or vehicle, the units are very
> susceptible to electric noise. It is very possible to get false
> indications if the installation is not done correctly. We use a
mapping
> test set to find the best location on airplanes before installation.
>
> Mike
>
> Lancair Legacy
> TS-11
> Kitfox
> A-320
>
> -----Original Message-----
> From: owner-avionics-list-server@matronics.com
> [mailto:owner-avionics-list-server@matronics.com] On Behalf Of Brinker
> To: avionics-list@matronics.com
> Subject: Avionics-List: WX-8 Stormscope
>
> --> Avionics-List message posted by: "Brinker"
> <brinker@cox-internet.com>
>
> Bought a WX-8 Stormscope off of ebay complete with wiring
> antenna
> etc. I will not be installing in my Comp 6 for a while. Question is:
> Is it
> possible for me to test this unit myself, maybe installing temporarily
> in
> another airplane or bench testing ? And what should I be looking for
> when
> testing ?
>
> Randy
>
>
> --
> Checked by AVG Free Edition.
> 11/18/2005
>
>
> --
> Checked by AVG Free Edition.
> 11/18/2005
>
>
>
--
Checked by AVG Free Edition.
11/18/2005
--
Checked by AVG Free Edition.
11/18/2005
Message 2
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| Subject: | Re: GPS IFR requirements |
--> Avionics-List message posted by: "Fred Fillinger" <n3eu@comcast.net>
> --> Avionics-List message posted by: <bakerocb@cox.net>
> Hello Fred, I think that you are right on target. Please
let me add a few
> words about complying with AC 20-138A from a recent email
exchange. OC
> (snip)
Interesting stuff you posted, and I'll take a crack too at
the FARs, for good or ill. First, I draw a distinction (as
does FAA) between enroute and approach-certified GPS, where
common sense should rule for our own safety, if GPS the sole
approach equipment. But from an FAR standpoint, it seems:
Part 91 binds us only to have "appropriate" navigation
equipment for IFR, not "approved" equipment. So for a
homebuilt, we buy an old ILS receiver off eBay, removed from
a Mexican airplane which crashed. Our old tube-type
Heathkit scope and stuff still work; we cobble a simple
circuit for a test signal; make the thing seemingly work
properly. We're not bound by Parts 43 and 65 re fixing it.
Then we take these boxes and duct-tape 'em to the top of the
panel, hot-wired to the battery. File and go shoot an
approach in actual conditions of 200-1/2. This is hardly
legal for type-certificated aircraft, but for a homebuilt I
know of no advisory document (AIM or AC) which prohibits
this as a matter of installation, even one more properly
done. Except that we're not to fly recklessly and cause a
problem with the above -- like buzzing a high-school soccer
game at 200 AGL in the fog, 2 miles off LOC course. So 3
FAR violations -- airworthiness, appropriate, and reckless.
But technically again, I don't see why -- at higher GPS
minimums so far -- FAA would feel the need to inject itself
into a GPS installation process in a homebuilt. So relevant
here is your citing someone's experience in asking FAA to
actually get involved, and where FAA got bored with the
matter. And the same restriction should exist as to how we
effect the installation and fly IFR with it, and cause a
reckless operation problem over the kids' soccer game.
Latter could merely be doing approaches with an
terminal/enroute-only GPS, FAA will say. So we end up
following the spirit of the AC and AIM, but no formal FAA
approval.
Reg,
Fred F.
Message 3
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| Subject: | MD200-306 indicator and dual navs |
INNOCENT GLOBAL 0.0011 1.0000 -4.4747
--> Avionics-List message posted by: <bakerocb@cox.net>
Avionics-List message previously posted by: <bbradburry@allvantage.com>
<<My original plan was to install the Garmin GNS430 and SL30 with one
MD200-306, which would be shared with the two navs. I have been told that
this will not work as the indicator has to be calibrated for each nav and
will be inaccurate with the other one. I now do not know if I have panel
space for the second indicator (not to mention the bucks!)
Two questions...
One - Is this true? Do I really have to have an indicator dedicated to each
nav?
Two - If not true, how do I switch between the two navs on the indicator?
Thanks, Bill Bradburry>>
11/19/2005
Hello Bill, To respond:
<<I have been told that this will not work as the indicator has to be
calibrated for each nav and
will be inaccurate with the other one. One - Is this true? Do I really have
to have an indicator dedicated to each nav?>>
1) Not really. Early on the manufacturer felt the SL-30 was very sensitive
to this calibration issue and wanted the SL-30 to be connected directly to
one indicator. That was the company policy and the word they put out. As
time has gone by more field experience has been gained and SL-30
modifications may also have been made. Now the experts say it is OK to
connect the SL-30 along with another navigation information source to one
indicator. I can dig back into my files for more specifics if you like.
<<Two - If not true, how do I switch between the two navs on the
indicator?..
2) You can do like I did and use a multiple pole switching device such as a
Northern Airborne
Technology RS16-001 GPS/Loran transfer switch to switch between an SL-30 and
a Garmin GNS 430 with a lighted push button switch to control which box
feeds the GI 106A CDI. I have had no calibration problems in over 120 hours
of flight time.
OC
PS: There is a lot of personal technique and potential involved in using the
SL-30 and a GPS such as the GNS 430 with the moving map. Let me give you
just two personal examples:
A) Shooting an ILS approach. The SL-30 is tuned to the localizer and is
feeding the external indicator both localizer and glide slope information.
This is my primary legal IFR navigation source. If there are VOR cross
radials used during the approach the SL-30 can also display that information
on the front of the SL-30.
The GNS 430 has the localizer set in as the direct to destination with the
OBS mode set to the localizer course with the moving map displayin an
extended runway center line. This provides me big picture awareness and
distance to the localizer just as it appears on the approach plate.
B) Shooting a VOR approach: The SL-30 is tuned to the VOR and is feeding the
the external indicator. This is my primary legal IFR approach navigation
source. If there are VOR cross radials used during the approach the SL-30
can also display that information on the front of the SL-30.
The GNS 430 has the "field location" set in as the direct to destination
with the OBS mode set to the runway center line extended with the moving map
displaying an extended runway center line. This provides me big picture
awareness and distance to the field.
Note that field location and runway center line can come in varying degrees
of precision depending upon the information available. You may have runway
end location from a data base and instrument approach quality runway
alignment from an approach plate. You may only have the field location from
a data base or the field lat long printed on an approach plate. You may only
have the numbers painted on the runway for your runway alignment. Regardless
of the source or precision the big picture provided can be of value to you.
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