---------------------------------------------------------- AeroElectric-List Digest Archive --- Total Messages Posted Thu 05/25/06: 37 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 04:50 AM - Re: Schematics: turbo cad and Z-11 (Peter Laurence) 2. 05:00 AM - Re: Cat fight (Hopperdhh@aol.com) 3. 05:19 AM - Re: Schematics: turbo cad and Z-11 (Robert L. Nuckolls, III) 4. 05:29 AM - Re: KMA-24 Audio Panel (Robert L. Nuckolls, III) 5. 05:36 AM - Re: Z11 architecture question (Robert L. Nuckolls, III) 6. 05:46 AM - Re: ELT Antenna Placement (Robert L. Nuckolls, III) 7. 06:42 AM - Re: Marketing research question - Annunciator panels (Robert L. Nuckolls, III) 8. 06:42 AM - What is essential (was: Z11 architecture question) (Brian Lloyd) 9. 08:01 AM - ruffled feathers (Fergus Kyle) 10. 08:29 AM - 90 degree BNC (Stewart, Michael (ISS Atlanta)) 11. 08:47 AM - Re: Z11 architecture question (Gerry Filby) 12. 09:34 AM - Re: AeroElectric-List Digest: 13 Msgs - 05/23/06 (Lee Logan) 13. 09:37 AM - Interface Apollo SL-15 with EFIS and AOA audio (Duane Wilson) 14. 09:44 AM - Re: AeroElectric-List Digest: 7 Msgs - 05/24/06 (Lee Logan) 15. 10:15 AM - Re: Interface Apollo SL-15 with EFIS and AOA audio (Ralph E. Capen) 16. 10:23 AM - Re: 90 degree BNC (Alan K. Adamson) 17. 10:34 AM - Re: Interface Apollo SL-15 with EFIS and AOA audio (Brian Lloyd) 18. 10:43 AM - Re: Interface Apollo SL-15 with EFIS and AOA audio (Robert Sultzbach) 19. 10:54 AM - Re: 90 degree BNC (LarryMcFarland) 20. 10:54 AM - Grounding question (Deems Davis) 21. 11:26 AM - Re: Interface Apollo SL-15 with EFIS and AOA audio (Brian Lloyd) 22. 11:58 AM - Re: 90 degree BNC (Stewart, Michael (ISS Atlanta)) 23. 12:23 PM - Re: Grounding question (RV Builder (Michael Sausen)) 24. 01:08 PM - Re: Grounding question (LarryMcFarland) 25. 02:23 PM - Re: Grounding question (Dan Beadle) 26. 02:38 PM - Running COM/NAV/MB/FM cable (Jack Sparling) 27. 03:00 PM - Re: Interface Apollo SL-15 with EFIS and AOA audio (John Schroeder) 28. 04:31 PM - Re: Interface Apollo SL-15 with EFIS and AOA audio (Carl Morgan) 29. 07:48 PM - Re: 90 degree BNC (Bob C.) 30. 08:16 PM - Re: 90 degree BNC (Robert L. Nuckolls, III) 31. 08:22 PM - Re: Running COM/NAV/MB/FM cable (Brian Lloyd) 32. 08:59 PM - Re: Schematics: turbo cad and Z-11 (sarg314) 33. 08:59 PM - Re: Running COM/NAV/MB/FM cable (Robert L. Nuckolls, III) 34. 08:59 PM - Re: Grounding question (Robert L. Nuckolls, III) 35. 09:00 PM - Re: Grounding question (Robert L. Nuckolls, III) 36. 09:26 PM - Re: Grounding question (Richard Sipp) 37. 10:30 PM - Re: Link (Robert L. Nuckolls, III) ________________________________ Message 1 _____________________________________ Time: 04:50:28 AM PST US From: " Peter Laurence" Subject: Re: AeroElectric-List: Schematics: turbo cad and Z-11 --> AeroElectric-List message posted by: " Peter Laurence" Tom I believe Turbocad will import autocad files. Peter ----- Original Message ----- From: "sarg314" Sent: Wednesday, May 24, 2006 12:11 AM Subject: AeroElectric-List: Schematics: turbo cad and Z-11 > --> AeroElectric-List message posted by: sarg314 > > I was looking over the cad software that is supplied on the Aeroelectric > CDROM. Turbo cad looks quite usable. Does Bob, or any one have the > standard Z-11 schematic already rendered in a turbo cad file? It would > save a lot of work compared to starting from scratch. > -- > Tom Sargent > RV-6A > > > > > > > > > > > > > ________________________________ Message 2 _____________________________________ Time: 05:00:30 AM PST US From: Hopperdhh@aol.com Subject: Re: AeroElectric-List: Cat fight --> AeroElectric-List message posted by: Hopperdhh@aol.com Nathan, Kevin and Lee, Very good replies. I'll admit that my assumptions are usually oversimplified. You both (Nathan and Kevin) have made good points that could account for the difference between my simple 91% and Lee's statistical 93.4%. Of course, if we were behind the power curve the simple assumption I made would fall completely out of the window, but you have taught me something here about induced drag. Not being a trained aerodynamicist, those things didn't come to mind while I was excitedly writing my response the other day. My sincere thank you for setting me straight. Back to electronics where things are much simpler! do not archive Dan Hopper RV-7A flying about 165 hours In a message dated 5/24/2006 9:42:06 A.M. Eastern Daylight Time, nulrich@technq.com writes: --> AeroElectric-List message posted by: "Nathan Ulrich" Math is beautiful, but more so when it's accurate ;). If you were calculating the speed increase for a car, you'd be pretty close assuming that speed increases with the cube root of power, but it's not quite true for an airplane. The power required to overcome parasitic drag (that of the non-lifting surfaces) increases proportionally to the cube of the velocity, but the induced drag (that of the wing) actually decreases with increasing speed. The lift required to maintain altitude remains the same, but the required wing angle of attack decreases as the speed increases (lift is proportional to the square of the speed) so the drag of the wing decreases. Also, as you go faster, the advance ratio of your propellor increases, which typically makes the propellor more efficient. Of course, the overall result is that power required still increases exponentially with speed, but it's not nearly as bad as the cube. How much will depend a lot on where on the L/D curve you are, but for typical cruise speeds in my Bonanza, adding 10% power results in about a 5% speed increase. At just above best glide (max L/D) speed, where the drag curve is very flat, adding 10% power results in a 9% increase in speed. Nathan Time: 08:27:05 AM PST US From: Hopperdhh@aol.com Subject: Re: AeroElectric-List: Re: AeroElectric-List Digest: 7 Msgs - 05/22/06 --> AeroElectric-List message posted by: Hopperdhh@aol.com Ah! I agree, I'm not a cat either, but a simple engineer. Let's see, drag goes up as the square of speed so power required goes up as the cube of speed. (Power=force x velocity) Force in this case is the thrust required to overcome the drag. Now, the cube root of .75 is 0.90856. So we should expect speed at 75 percent power to be 91 percent of the speed at 100 percent power. Isn't math beautiful? Dan Hopper RV-7A Flying 164 hours now. What a wonderful airplane! In a message dated 5/23/2006 10:43:33 A.M. Eastern Daylight Time, frank.hinde@hp.com writes: Not to jump into the middle of so delicious a cat fight, but you guys might be interested in this data. I have an insurance company database with manufacturers specified horsepower, max speed, and 75% cruise speed numbers for 440 (mostly American) light aircraft. The average horsepower is 220.5, average top speed is 164.4 knots, and the average manufacturers claimed 75% power cruise speed is 153.5 knots. That works out to 93.4% of the average top speed. Regards, Lee... ________________________________ Message 3 _____________________________________ Time: 05:19:19 AM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: Schematics: turbo cad and Z-11 --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" At 09:11 PM 5/23/2006 -0700, you wrote: >--> AeroElectric-List message posted by: sarg314 > >I was looking over the cad software that is supplied on the Aeroelectric >CDROM. Turbo cad looks quite usable. Does Bob, or any one have the >standard Z-11 schematic already rendered in a turbo cad file? It would >save a lot of work compared to starting from scratch. >-- >Tom Sargent >RV-6A As I reported on the list a few weeks ago, TurboCAD V10 which I purchased off Ebay for a pittance will open, edit, print and save the native AutoCAD .dwg files. Just for grins, I just opened Z-11 and the Lancair IVP wirebook sample, printed portions and saved as native TurboCAD files at http://aeroelectric.com/temp You should be able to take any of the .dwg files offered under the various directories at: http://aeroelectric.com/PPS and use them to any advantage you see fit. Bob . . . --------------------------------------------------------- < What is so wonderful about scientific truth...is that > < the authority which determines whether there can be > < debate or not does not reside in some fraternity of > < scientists; nor is it divine. The authority rests > < with experiment. > < --Lawrence M. Krauss > --------------------------------------------------------- ________________________________ Message 4 _____________________________________ Time: 05:29:17 AM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: KMA-24 Audio Panel --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" At 11:44 AM 5/18/2006 -0700, you wrote: >--> AeroElectric-List message posted by: "Scott" > >Does anybody have the pinouts and/or installation manual for a Bendix/King >KMA-24 audio panel? > >I need to figure out how to interface it with my intercom and radios. I've >heard it might need a speaker load as well, but that seems questionable to >me. > >Thanks! > >Scott. >N30DD >scott@randolphs net Here's all I have: http://www.aeroelectric.com/Installation_Data/KMA24.pdf Most panels do are not at-risk for leaving the speaker outputs unloaded but I don't have specific data on the KMA24 in this regard. Bob . . . --------------------------------------------------------- < What is so wonderful about scientific truth...is that > < the authority which determines whether there can be > < debate or not does not reside in some fraternity of > < scientists; nor is it divine. The authority rests > < with experiment. > < --Lawrence M. Krauss > --------------------------------------------------------- ________________________________ Message 5 _____________________________________ Time: 05:36:08 AM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: Z11 architecture question --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" At 12:00 PM 5/18/2006 -0700, you wrote: >--> AeroElectric-List message posted by: Gerry Filby > > >I'm in the process of "designing" my electrical system, >more-or-less following diagram Z11. I think I get the overall >goal - near-automatic shedding of non-essential electrical load >in the event of an alternator failure. As my CFI drummed into >my head over and over again during emergency procedure training >"Fly the airplane !!" - you can't do that if you're head's >inside the plane futzing with switches and breakers. > >The problem I'm having is deciding what's non-essential and >what's not. Landing lights can be shut off in-route, but they >become very desireable in the terminal area at night - for >landing in "comfort". Its almost as though you need 2 >essential buses - one for in-route and one for the terminal area. > >Any thoughts ? Re-read Chapter 17 and then change "essential bus" to "endurance bus". The e-bus was not crafted to help you deal with an electrical emergency . . . but to keep your failure from becoming an electrically induced emergency. Stuff that goes on the e-bus are those items needed for continued comfortable flight sans alternator . . . hopefully for as much as duration of fuel aboard. When you have airport in sight and are cleared to land, then turn the battery master back on and use up whatever is left in the battery . . . if it makes it all the way to the ramp, great. If it dies right then, it doesn't matter. Better yet . . . pitch the pump, install an SD8 and have UNLIMITED endurance under e-bus ops with 100% of battery retained for approach to landing. But in any case, we craft to avoid needing words like emergency, essential, critical, etc. etc. --------------------------------------------------------- < What is so wonderful about scientific truth...is that > < the authority which determines whether there can be > < debate or not does not reside in some fraternity of > < scientists; nor is it divine. The authority rests > < with experiment. > < --Lawrence M. Krauss > --------------------------------------------------------- ________________________________ Message 6 _____________________________________ Time: 05:46:42 AM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: ELT Antenna Placement --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" At 07:19 AM 5/18/2006 -0400, you wrote: >--> AeroElectric-List message posted by: > >Responding to an AeroElectric-List message previously posted by: "Dan >Beadle" > >I am building RV8. I am trying to figure out all the antenna placements >before closing up the wings. > >......skip.......* ELT - should be on top - maybe just ahead of Vert >Stab.....skip > >5/18/2006 > >Hello Dan, One of my friends commented that I had my ELT antenna installed >with >improper orientation. I said "Fine, tell me just exactly what attitude my >fuselage will be in when I am finished crashing and I will reinstall my >antenna accordingly." He smiled and got the point. > >What attitude will your fuselage be in when you finish crashing? > >OC The reasoning behind placement of ELT antennas just forward of the vertical fin has nothing to do with final orientation of wreckage . . . and lots to do with using the vertical fin structure to protect the antenna as much as possible. The 121.5/406 MHz antennas on a Beechjet are mounted under a fiberglas toe-cap at the base of the vertical fin. See: http://www.aeroelectric.com/temp/400A_ELT.jpg This is about as protected a location as one can devise . . . Bob . . . --------------------------------------------------------- < What is so wonderful about scientific truth...is that > < the authority which determines whether there can be > < debate or not does not reside in some fraternity of > < scientists; nor is it divine. The authority rests > < with experiment. > < --Lawrence M. Krauss > --------------------------------------------------------- ________________________________ Message 7 _____________________________________ Time: 06:42:53 AM PST US From: "Robert L. Nuckolls, III" Subject: RE: AeroElectric-List: Marketing research question - Annunciator panels --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" At 08:09 AM 5/24/2006 +1200, you wrote: >--> AeroElectric-List message posted by: "Carl Morgan" > > >Hi Bob, > >Did anything come of these discussions? I know lots of suggest labels were >put forward, my current challenge is finding the illumination (LED based) >component that is neat, light and can have text on it..... > >Thanks, > >Carl I passed the survey data on to my lunch partners. We've only met once since then and the discussion was centered on another topic. I'll see if I can find out what they did with the data and where their efforts might be going. Bob . . . ________________________________ Message 8 _____________________________________ Time: 06:42:53 AM PST US From: Brian Lloyd Subject: What is essential (was: AeroElectric-List: Z11 architecture question) --> AeroElectric-List message posted by: Brian Lloyd On May 25, 2006, at 5:31 AM, Robert L. Nuckolls, III wrote: > Better yet . . . pitch the pump, install an SD8 and have > UNLIMITED endurance under e-bus ops with 100% of battery retained > for approach to landing. But in any case, we craft to avoid > needing words like emergency, essential, critical, etc. etc. Po-TAY-to, po-TAH-to. What it boils down to is being able to point to certain devices and say, "I *really* want that thing to keep working until I get back on the ground." Whether you consider that thing to be 'essential', an 'endurance' item, or loss of that item to be an 'emergency', is of no real import. You think it is important and you take steps to ensure it keeps working. The real kicker is that most people don't really think about the difference between essential and desirable. I suspect that a lot of people put things on the e-bus that don't belong there. Let me give some examples. I would be willing to bet that there are a LOT of e- busses with the transponder and comm radio connected. If you think about it, the transponder is really for the benefit of ATC, not you. I can get to my destination very comfortably if my transponder quits so it is NOT an essential item. Likewise with a comm radio. Sure it is nice to be able to talk to ATC and other aircraft but loss of comm will not pose a danger to my continued safe flight. OTOH loss of my attitude instrument or my overall navigation capability is a serious handicap when under IFR conditions. Either of those events would constitute an emergency in my book. When flying under VFR conditions only the loss of an engine would really constitute an emergency so if you have an electronic ignition, it would probably come under the heading of "essential". Here are some things I consider to be nonessential: * landing lights * pitot heat * airspeed indicator (unless the attitude indicator fails while under IFR) * needle-ball (unless the attitude indicator fails while under IFR) * comm radio * transponder * position lights * electric fuel pump (assuming the aircraft has a mechanical fuel pump that normally works) Someone mentioned landing lights. IMHO they are, for the most part, superfluous. I had an airplane that had only one landing light and it was notorious for having it burn out. (The light was in the cowl and I suspect suffered from too much vibration.) I just got used to landing without a landing light. In fact, I got so I preferred it and just stopped using it during landing. (Of course the airports had runway lights.) I would only turn it on to taxi once I got on the ground. And there were times when I taxied by holding my flashlight outside the window to see where I was going. (And I would love to debate the need for an airspeed indicator.) Getting back to the issue at hand, here are some things I consider to be essential: * stuff that keeps the engine running and makes all the fuel available for use. (There are a number of airplanes at the bottom of the ocean because an electric fuel transfer pump failed which made a big portion of the fuel unavailable to the engine.) * attitude indicator (IFR) * altimeter * basic radio navigation, VOR/ILS and perhaps GPS (IFR) * compass If you think about this for awhile you will probably come to the conclusion that there isn't a lot that you *really* need. But most devices have on/off switches. Frankly, I would probably go ahead and attach my transponder and comm radio to the e-bus. I can always turn them off to conserve necessary energy in the battery or to stay within the capacity of my backup power source. But the pitot heat and landing light certainly don't belong on the e-bus. When something breaks it is up to the pilot to make decisions and reconfigure the aircraft for continued safe flight. If that means turning off some devices, no problem. Going to extreme lengths to make things happen automatically is probably counterproductive as you are going to end up adding complexity which makes for more possible points of failure. Keeping the systems in your airplane simple is going to go a long way toward making it more reliable. The critical point is to ensure that there is no single point of failure that will make you very uncomfortable or unable to continue your flight safely. Brian Lloyd 361 Catterline Way brian-yak AT lloyd DOT com Folsom, CA 95630 +1.916.367.2131 (voice) +1.270.912.0788 (fax) I fly because it releases my mind from the tyranny of petty things . . . Antoine de Saint-Exupry ________________________________ Message 9 _____________________________________ Time: 08:01:05 AM PST US From: "Fergus Kyle" Subject: AeroElectric-List: ruffled feathers --> AeroElectric-List message posted by: "Fergus Kyle" "Time: 10:50:02 PM PST US From: Speedy11@aol.com Subject: AeroElectric-List: Re: Aircraft performance (was Antennas) In a message dated 05/23/06 3:02:39 AM Eastern Daylight Time, aeroelectric-list@matronics.com writes: Hope I didn't ruffle too many feathers. Gilles, I doubt you ruffled any feathers. Personally, I find your comments entertaining, so keep them coming. I also admire anyone who builds an airplane in Europe. The rules and restrcitions are much more severe than in the US - and the cost of fuel is almost prohibitive. Not to mention the cost of avionics, paint, interior, etc. All is more expensive in Europe and more difficult to obtain. My hat's off to you. Stan Sutterfield" I'll second that motion, Stan! Ferg Kyle Europa A064 914 Classic ________________________________ Message 10 ____________________________________ Time: 08:29:33 AM PST US Subject: AeroElectric-List: 90 degree BNC From: "Stewart, Michael (ISS Atlanta)" --> AeroElectric-List message posted by: "Stewart, Michael (ISS Atlanta)" OK here we go again. I have searched high and low in the archives. No Joy. There was a bnc connector that allowed you to crimp or solder a ring on the center conductor of the coax and then use a tiny screw to screw the ring to the connector to allow for a for what amount to a 90 degree BNC. I read Bobs trick, and I don't have room for that. Does someone have a link and a source for what Im asking for? Trying to connect coax to the back of a Garmin radio that's up against a bulkhead. Thanks Mike Do not archive. Remove if you have the answer. ________________________________ Message 11 ____________________________________ Time: 08:47:28 AM PST US Subject: Re: AeroElectric-List: Z11 architecture question From: Gerry Filby --> AeroElectric-List message posted by: Gerry Filby Thanks Bob ... chapter re-read, and I see your point. g (There never was a pump and never will be :) > >Any thoughts ? > > Re-read Chapter 17 and then change "essential bus" to "endurance > bus". The e-bus was not crafted to help you deal with an > electrical emergency . . . but to keep your failure from becoming > an electrically induced emergency. > > Stuff that goes on the e-bus are those items needed for continued > comfortable flight sans alternator . . . hopefully for as much > as duration of fuel aboard. When you have airport in sight and > are cleared to land, then turn the battery master back on and > use up whatever is left in the battery . . . if it makes it > all the way to the ramp, great. If it dies right then, it > doesn't matter. > > Better yet . . . pitch the pump, install an SD8 and have > UNLIMITED endurance under e-bus ops with 100% of battery retained > for approach to landing. But in any case, we craft to avoid > needing words like emergency, essential, critical, etc. etc. > > > > > > --------------------------------------------------------- > < What is so wonderful about scientific truth...is that > > < the authority which determines whether there can be > > < debate or not does not reside in some fraternity of > > < scientists; nor is it divine. The authority rests > > < with experiment. > > < --Lawrence M. Krauss > > --------------------------------------------------------- > > > > > > > > > > > > > > -- __g__ ========================================================== Gerry Filby gerf@gerf.com Tel: 415 203 9177 ---------------------------------------------------------- ________________________________ Message 12 ____________________________________ Time: 09:34:46 AM PST US From: "Lee Logan" Subject: AeroElectric-List: Re: AeroElectric-List Digest: 13 Msgs - 05/23/06 --> AeroElectric-List message posted by: "Lee Logan" A little further info from my database: I already noted that the average "claimed" 75% performance was 93.5% of mfg's stated top speed in my database. Interestingly, the average numbers for the entire RV series (32 models from RV-3 to RV-10 inclusive, if you count all the engine sizes identified for each model) is 95.3%! I'm not knocking Van's (I have an RV-4), I just wonder how they do it? If the math is insurmountable, the Cd's must be very low... Mine is not as fast as it's supposed to be, but I have the old style wheel pants, no lower strut fairings, and poor fitting upper strut fairings. I know those are critical---I plan to clean them all up this summer. I once had just one upper fairing on the right side come loose and slide down the strut about 10 inches (held by a spring). Cost me 20 mph in cruise speed! I'm not *even* going to talk about antennas!! Regards, Lee.. ________________________________ Message 13 ____________________________________ Time: 09:37:43 AM PST US From: Duane Wilson Subject: AeroElectric-List: Interface Apollo SL-15 with EFIS and AOA audio --> AeroElectric-List message posted by: Duane Wilson Is there any reason not to connect the EFIS audio output to the DME input to the audio panel, and connect the AOA audio output to the ADF input of the SL-15. It seems like a good way to get the signals into the audio chain while being able to turn them on or off as needed. Is this a good idea? Duane Wilson ________________________________ Message 14 ____________________________________ Time: 09:44:31 AM PST US From: "Lee Logan" Subject: AeroElectric-List: Re: AeroElectric-List Digest: 7 Msgs - 05/24/06 --> AeroElectric-List message posted by: "Lee Logan" Kevin, your extension of the discussion between you and Dan sounds like the right track to me. Readily explains how so many of these aircraft (apparently) really do fly faster at 75% than the straight "math" would hav= e you to believe. I am pretty confident that Van's numbers are right, but so are you. There is a little aviation "slight of the hand" going on here. Speeds go up as density comes down with altitude, but normally aspirated hp goes down too. The two cross over at around 8,000' and 75%. No surprise the manufacturers ALL picked 75% hp as the benchmark for their specified high speed cruise numbers. Regards, Lee... ________________________________ Message 15 ____________________________________ Time: 10:15:11 AM PST US From: "Ralph E. Capen" Subject: Re: AeroElectric-List: Interface Apollo SL-15 with EFIS and AOA audio --> AeroElectric-List message posted by: "Ralph E. Capen" Duane, I have a PS Engineering PMA7000MS (same hardware - different badge). I put my AOA and ATD to the 'documentation specified' inputs (don't remember right off the top of my head what they were though - but they both work). I like your idea better - you'll be able to deselect the audio. The only catch is the specs of the outputs from your EFIS and AOA matching the inputs of the SL-15. When I get back from visiting my granddaughters, I'll be checking these specs out myself - unless someone else has done it by then. Whether I rewire or not - I haven't decided....... I'll be following this one.... Ralph Capen -----Original Message----- >From: Duane Wilson >Sent: May 25, 2006 12:36 PM >To: aeroelectric-list@matronics.com >Subject: AeroElectric-List: Interface Apollo SL-15 with EFIS and AOA audio > >--> AeroElectric-List message posted by: Duane Wilson > >Is there any reason not to connect the EFIS audio output to the DME >input to the audio panel, and connect the AOA audio output to the ADF >input of the SL-15. > >It seems like a good way to get the signals into the audio chain while >being able to turn them on or off as needed. > > >Is this a good idea? > >Duane Wilson > > > > > > > ________________________________ Message 16 ____________________________________ Time: 10:23:09 AM PST US From: "Alan K. Adamson" Subject: RE: AeroElectric-List: 90 degree BNC --> AeroElectric-List message posted by: "Alan K. Adamson" Mike, Am phenol makes a "crimp/crimp" style BNC connector for 142/400 coax. You basically strip it as if it were straight, then you crimp on the "tip pin", then you slide on the shield crimp and "push to click" insert the pin into the body, then you crimp the shield. It's figure 1 in this drawing. http://drawings.amphenolrf.com//pdf/111.pdf Alan -----Original Message----- From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Stewart, Michael (ISS Atlanta) Sent: Thursday, May 25, 2006 9:03 AM Subject: AeroElectric-List: 90 degree BNC --> AeroElectric-List message posted by: "Stewart, Michael (ISS --> Atlanta)" OK here we go again. I have searched high and low in the archives. No Joy. There was a bnc connector that allowed you to crimp or solder a ring on the center conductor of the coax and then use a tiny screw to screw the ring to the connector to allow for a for what amount to a 90 degree BNC. I read Bobs trick, and I don't have room for that. Does someone have a link and a source for what Im asking for? Trying to connect coax to the back of a Garmin radio that's up against a bulkhead. Thanks Mike Do not archive. Remove if you have the answer. ________________________________ Message 17 ____________________________________ Time: 10:34:48 AM PST US From: Brian Lloyd Subject: Re: AeroElectric-List: Interface Apollo SL-15 with EFIS and AOA audio --> AeroElectric-List message posted by: Brian Lloyd Duane Wilson wrote: > --> AeroElectric-List message posted by: Duane Wilson > > Is there any reason not to connect the EFIS audio output to the DME > input to the audio panel, and connect the AOA audio output to the ADF > input of the SL-15. > > It seems like a good way to get the signals into the audio chain while > being able to turn them on or off as needed. > > > Is this a good idea? Yes. Brian Lloyd ________________________________ Message 18 ____________________________________ Time: 10:43:13 AM PST US From: Robert Sultzbach Subject: Re: AeroElectric-List: Interface Apollo SL-15 with EFIS and AOA audio --> AeroElectric-List message posted by: Robert Sultzbach Duane, Why would you want to deactivate the audio on a stall warning device? If you are concerned with spurious warnings becoming a distraction, which I think would only happen very, very, infrequently, why not have a guarded AOA deactivate switch? I think stall warning or any warning system is a poor place for a regular on/off audio switch. It's just too easy to accidentally have the switch in the wrong place and these warnings can save your bacon in a tight spot. Safe flying, Bob --- Duane Wilson wrote: > --> AeroElectric-List message posted by: Duane > Wilson > > Is there any reason not to connect the EFIS audio > output to the DME > input to the audio panel, and connect the AOA audio > output to the ADF > input of the SL-15. > > It seems like a good way to get the signals into the > audio chain while > being able to turn them on or off as needed. > > > Is this a good idea? > > Duane Wilson > > > > > > browse > Subscriptions page, > FAQ, > http://www.matronics.com/Navigator?AeroElectric-List > > > Admin. > > > > > > > > > > > __________________________________________________ ________________________________ Message 19 ____________________________________ Time: 10:54:21 AM PST US From: LarryMcFarland Subject: Re: AeroElectric-List: 90 degree BNC --> AeroElectric-List message posted by: LarryMcFarland Michael, Go to www.mouser.com to find the exactitude of what your looking for. This electronics distributor has it and they will happily ship singular items to you if you've a credit card. I've bought replacement radio connectors for my Icom A200 and they were quick. I also have a 90-degree connector like you describe for proximity to my tank, but the item came with the radio. Larry McFarland - 601HDS at www.macsmachine.com do not archive Stewart, Michael (ISS Atlanta) wrote: >--> AeroElectric-List message posted by: "Stewart, Michael (ISS Atlanta)" > >OK here we go again. > >I have searched high and low in the archives. No Joy. > >There was a bnc connector that allowed you to crimp or solder a ring on >the center conductor of the coax and then use a tiny screw to screw the >ring to the connector to allow for a for what amount to a 90 degree BNC. >I read Bobs trick, and I don't have room for that. Does someone have a >link and a source for what Im asking for? > >Trying to connect coax to the back of a Garmin radio that's up against a >bulkhead. > >Thanks > >Mike > >Do not archive. Remove if you have the answer. > > > > > > > > > ________________________________ Message 20 ____________________________________ Time: 10:54:21 AM PST US From: Deems Davis Subject: AeroElectric-List: Grounding question --> AeroElectric-List message posted by: Deems Davis The RV-10 requires the battery to be mounted aft of the baggage area for CG purposes. I just got back from Bob's seminar and like the idea of a common ground buss on the firewall. (with the engine grounded on the forward side and everything else on the aft side) In Van's wiring harness they have the battery grounded to the airframe close to where it's mounted. (way aft) I would prefer to not have to pull/run two (pos & neg) 8-10 ft #2 welding cables all the way from the battery forward. If I were to ground the battery close to it's mount on the airframe, whould this cause any problems using a 'common ground buss'? Thanks for any illumination to this 'electron challenged' builder. Deems Davis # 406 Fuse http://deemsrv10.com/ ________________________________ Message 21 ____________________________________ Time: 11:26:07 AM PST US From: Brian Lloyd Subject: Re: AeroElectric-List: Interface Apollo SL-15 with EFIS and AOA audio --> AeroElectric-List message posted by: Brian Lloyd Robert Sultzbach wrote: > --> AeroElectric-List message posted by: Robert Sultzbach > > Duane, > Why would you want to deactivate the audio on a > stall warning device? If you are concerned with > spurious warnings becoming a distraction, which I > think would only happen very, very, infrequently, why > not have a guarded AOA deactivate switch? I think > stall warning or any warning system is a poor place > for a regular on/off audio switch. It's just too easy > to accidentally have the switch in the wrong place and > these warnings can save your bacon in a tight spot. Having spent a significant amount of time flying behind an AoA based stall warning system, I found that it could drive you nuts when you are flying aerobatics and always looking for that last little bit of lift before the stall. You do want a way to turn off the audio from the stall warning system (if possible). And you might consider your aircraft's stall behavior when trying to decide just how important stall warning is. Frankly, most of the aircraft we fly offer plenty of warning before stalling and then have a benign stall behavior. But your point is well taken that you probably don't want the stall warning turned off by accident. Brian Lloyd ________________________________ Message 22 ____________________________________ Time: 11:58:49 AM PST US Subject: RE: AeroElectric-List: 90 degree BNC From: "Stewart, Michael (ISS Atlanta)" --> AeroElectric-List message posted by: "Stewart, Michael (ISS Atlanta)" OK Im not seeing the solution. A regular 90 bnc coupler is way too long. The figure you have the link for does not show that the center conductor can come in from 90 degrees and attach. I like the little tab to solder the shield, that's perfect. But it looks like the center conductor would have to go straight in from the rear, rather than from 90 degrees. I poked all over mouser and Im buried in web usability challenges with this web site. Help! Mike -----Original Message----- From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Alan K. Adamson Sent: Thursday, May 25, 2006 1:21 PM Subject: RE: AeroElectric-List: 90 degree BNC --> AeroElectric-List message posted by: "Alan K. Adamson" Mike, Am phenol makes a "crimp/crimp" style BNC connector for 142/400 coax. You basically strip it as if it were straight, then you crimp on the "tip pin", then you slide on the shield crimp and "push to click" insert the pin into the body, then you crimp the shield. It's figure 1 in this drawing. http://drawings.amphenolrf.com//pdf/111.pdf Alan -----Original Message----- From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Stewart, Michael (ISS Atlanta) Sent: Thursday, May 25, 2006 9:03 AM Subject: AeroElectric-List: 90 degree BNC --> AeroElectric-List message posted by: "Stewart, Michael (ISS --> Atlanta)" OK here we go again. I have searched high and low in the archives. No Joy. There was a bnc connector that allowed you to crimp or solder a ring on the center conductor of the coax and then use a tiny screw to screw the ring to the connector to allow for a for what amount to a 90 degree BNC. I read Bobs trick, and I don't have room for that. Does someone have a link and a source for what Im asking for? Trying to connect coax to the back of a Garmin radio that's up against a bulkhead. Thanks Mike Do not archive. Remove if you have the answer. ________________________________ Message 23 ____________________________________ Time: 12:23:43 PM PST US Subject: RE: AeroElectric-List: Grounding question From: "RV Builder (Michael Sausen)" --> AeroElectric-List message posted by: "RV Builder (Michael Sausen)" Hey Deems, I gave this some thought too and decided to sacrifice the weight for = a good solid electrical path. For 95% of the stuff you would probably = be fine. The single item that comes to mind is the starter. I also = wanted to make sure I didn't have as much of a chance of corrosion = between the joints at the tailcone attach point and the fuselage, or any = place else the high currents need to travel to get to the starter. The = only way to get good bonding is with a bonding strap which would require = some type of hole through the skin. Another thing is if you truly want to use the battery location as a = common ground point you would then need to run all of your grounds back = to there which will rapidly negate the benefit. I am going to be running #2 from the batteries to the firewall common = ground point which will then have a through bolt to a mirror image = engine side common ground point. 95% of my grounds will terminate at = one of these two points. The only exceptions will probably be the LED = wingtip lights, HID landing light (Duckworks DS1 with the starter on the = bulb), and other low current/noise incandescent type things. My strobe = pack and baggage lights are back by the batteries so they will be = grounded right at the batteries which will still give the desired = effect. The whole point to this exercise is really to provide the best = current handling for the weight, eliminate ground loops, and use the = batteries as big filters. Hope this helps! Michael Sausen -10 #352 Fuselage Do not archive -----Original Message----- From: owner-aeroelectric-list-server@matronics.com = [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Deems = Davis Sent: Thursday, May 25, 2006 12:52 PM Subject: AeroElectric-List: Grounding question --> AeroElectric-List message posted by: Deems Davis --> The RV-10 requires the battery to be mounted aft of the baggage area for = CG purposes. I just got back from Bob's seminar and like the idea of a = common ground buss on the firewall. (with the engine grounded on the = forward side and everything else on the aft side) In Van's wiring = harness they have the battery grounded to the airframe close to where = it's mounted. (way aft) I would prefer to not have to pull/run two (pos = & neg) 8-10 ft #2 welding cables all the way from the battery forward. If I were to ground the battery close to it's mount on the airframe, = whould this cause any problems using a 'common ground buss'? Thanks for any illumination to this 'electron challenged' builder. Deems Davis # 406 Fuse http://deemsrv10.com/ =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D ________________________________ Message 24 ____________________________________ Time: 01:08:26 PM PST US From: LarryMcFarland Subject: Re: AeroElectric-List: Grounding question --> AeroElectric-List message posted by: LarryMcFarland Deems, I did exactly as you suggest and have had no problems with it. Note in the link below, the positive side to each contactor and the negative sides bolt-connected to the battery tray with five A5 rivets on the negative ground lug. It has good contact area being riveted to my rear spar and elsewhere. The firewall ground block and lug work really well, even considering the firewall, which is .015 stainless. http://www.macsmachine.com/images/electrical/full/chargebatteryconnection.gif I also used a #4 welding cable for positive going forward to the firewall, but my engine is also a 100 h.p. Subaru. Larry McFarland - 601HDS at www.macsmachine.com Deems Davis wrote: >--> AeroElectric-List message posted by: Deems Davis > >The RV-10 requires the battery to be mounted aft of the baggage area for >CG purposes. I just got back from Bob's seminar and like the idea of a >common ground buss on the firewall. (with the engine grounded on the >forward side and everything else on the aft side) In Van's wiring >harness they have the battery grounded to the airframe close to where >it's mounted. (way aft) I would prefer to not have to pull/run two (pos >& neg) 8-10 ft #2 welding cables all the way from the battery forward. >If I were to ground the battery close to it's mount on the airframe, >whould this cause any problems using a 'common ground buss'? > >Thanks for any illumination to this 'electron challenged' builder. > >Deems Davis # 406 >Fuse >http://deemsrv10.com/ > > > > > > > > > ________________________________ Message 25 ____________________________________ Time: 02:23:18 PM PST US Subject: RE: AeroElectric-List: Grounding question From: "Dan Beadle" --> AeroElectric-List message posted by: "Dan Beadle" Sounds like you are putting the battery in the rear. Vans recommends a frame ground instead of running a #2 ground back to the firewall. I need the battery aft for balance considerations. Light is great, but I am concerned about grounding through the airframe. =20 =20 Also, I was figuring to ground the Duckworks HIDs back with a #18. I do want light weight, but I want trouble free. =20 Any thoughts? =20 =20 -----Original Message----- From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of RV Builder (Michael Sausen) Sent: Thursday, May 25, 2006 12:22 PM Subject: RE: AeroElectric-List: Grounding question =20 --> AeroElectric-List message posted by: "RV Builder (Michael Sausen)" =20 Hey Deems, =20 I gave this some thought too and decided to sacrifice the weight for =3D a good solid electrical path. For 95% of the stuff you would probably = =3D be fine. The single item that comes to mind is the starter. I also =3D wanted to make sure I didn't have as much of a chance of corrosion =3D between the joints at the tailcone attach point and the fuselage, or any =3D place else the high currents need to travel to get to the starter. The =3D only way to get good bonding is with a bonding strap which would require =3D some type of hole through the skin. =20 Another thing is if you truly want to use the battery location as a = =3D common ground point you would then need to run all of your grounds back =3D to there which will rapidly negate the benefit. =20 I am going to be running #2 from the batteries to the firewall common =3D ground point which will then have a through bolt to a mirror image =3D engine side common ground point. 95% of my grounds will terminate at = =3D one of these two points. The only exceptions will probably be the LED = =3D wingtip lights, HID landing light (Duckworks DS1 with the starter on the =3D bulb), and other low current/noise incandescent type things. My strobe =3D pack and baggage lights are back by the batteries so they will be =3D grounded right at the batteries which will still give the desired =3D effect. The whole point to this exercise is really to provide the best =3D current handling for the weight, eliminate ground loops, and use the =3D batteries as big filters. =20 Hope this helps! =20 Michael Sausen -10 #352 Fuselage Do not archive =20 -----Original Message----- From: owner-aeroelectric-list-server@matronics.com =3D [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Deems =3D Davis Sent: Thursday, May 25, 2006 12:52 PM Subject: AeroElectric-List: Grounding question =20 --> AeroElectric-List message posted by: Deems Davis --> =20 The RV-10 requires the battery to be mounted aft of the baggage area for =3D CG purposes. I just got back from Bob's seminar and like the idea of a = =3D common ground buss on the firewall. (with the engine grounded on the =3D forward side and everything else on the aft side) In Van's wiring =3D harness they have the battery grounded to the airframe close to where = =3D it's mounted. (way aft) I would prefer to not have to pull/run two (pos =3D & neg) 8-10 ft #2 welding cables all the way from the battery forward. If I were to ground the battery close to it's mount on the airframe, =3D whould this cause any problems using a 'common ground buss'? =20 Thanks for any illumination to this 'electron challenged' builder. =20 Deems Davis # 406 Fuse http://deemsrv10.com/ =20 =20 =20 =20 =3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D= 3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D =3D3D=3D =3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D =3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D= 3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D =3D3D=3D =3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D =3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D= 3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D =3D3D=3D =3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D =3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D= 3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D =3D3D=3D =3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D=3D3D =20 =20 =20 =20 =20 =20 =20 =20 =20 =20 =20 =20 =20 =20 =20 =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D= =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D =20 =20 =20 =20 =20 =20 =20 =20 =20 ________________________________ Message 26 ____________________________________ Time: 02:38:09 PM PST US From: "Jack Sparling" Subject: AeroElectric-List: Running COM/NAV/MB/FM cable --> AeroElectric-List message posted by: "Jack Sparling" I have COM/NAV/MB & FM antennas in the wing tips of my RV-10 and want a "disconnect" at the wing root. I have Cannon Plug connector for all of the other wires in the wing, with the exception of the strobe, which is stand-alone. The plug has solder type connectors. I want to pass the antenna cables through the cannon plug using two pins each, one for the conductor and one for the shield. Has anyone had any experience in doing this? What are the expected results? Pros/Cons, etc.? Your input is appreciated. Thanks, Jack Sparling RV-10 Canopy Installation ________________________________ Message 27 ____________________________________ Time: 03:00:33 PM PST US Subject: Re: AeroElectric-List: Interface Apollo SL-15 with EFIS and AOA audio From: "John Schroeder" --> AeroElectric-List message posted by: "John Schroeder" There is no reason that it won't work. I know it works with the Garmin 340 Audio panel. The only thing you have to beware of is the need to re-placard the switches to not their new functions on the audio panel. Cheers, John Schroeder On Thu, 25 May 2006 09:36:02 -0700, Duane Wilson wrote: > --> AeroElectric-List message posted by: Duane Wilson > > Is there any reason not to connect the EFIS audio output to the DME > input to the audio panel, and connect the AOA audio output to the ADF > input of the SL-15. > > It seems like a good way to get the signals into the audio chain while > being able to turn them on or off as needed. > > > Is this a good idea? > > Duane Wilson > ________________________________ Message 28 ____________________________________ Time: 04:31:41 PM PST US From: "Carl Morgan" Subject: RE: AeroElectric-List: Interface Apollo SL-15 with EFIS and AOA audio --> AeroElectric-List message posted by: "Carl Morgan" Which leads to the question - anybody know a good way of replacing / sourcing GMA340 buttons with different text on them, eg. EFIS, AoA. Carl > -----Original Message----- > From: owner-aeroelectric-list-server@matronics.com > [mailto:owner-aeroelectric-list-server@matronics.com]On Behalf Of John > Schroeder > Sent: Friday, 26 May 2006 9:58 a.m. > To: aeroelectric-list@matronics.com > Subject: Re: AeroElectric-List: Interface Apollo SL-15 with EFIS and AOA > audio > > > --> AeroElectric-List message posted by: "John Schroeder" > > > There is no reason that it won't work. I know it works with the > Garmin 340 > Audio panel. The only thing you have to beware of is the need to > re-placard the switches to not their new functions on the audio panel. > > Cheers, > > John Schroeder > > > On Thu, 25 May 2006 09:36:02 -0700, Duane Wilson wrote: > > > --> AeroElectric-List message posted by: Duane Wilson > > > > Is there any reason not to connect the EFIS audio output to the DME > > input to the audio panel, and connect the AOA audio output to the ADF > > input of the SL-15. > > > > It seems like a good way to get the signals into the audio chain while > > being able to turn them on or off as needed. > > > > > > Is this a good idea? > > > > Duane Wilson > > > > > -- > No virus found in this incoming message. > -- ________________________________ Message 29 ____________________________________ Time: 07:48:06 PM PST US From: "Bob C. " Subject: Re: AeroElectric-List: 90 degree BNC --> AeroElectric-List message posted by: "Bob C. " Stein has 90 deg connectors . . . don't know if it's exactly what you are looking for? see: http://www.steinair.com/connectors.htm Regards, Bob in SE Iowa On 5/25/06, Stewart, Michael (ISS Atlanta) wrote: > --> AeroElectric-List message posted by: "Stewart, Michael (ISS Atlanta)" > > OK here we go again. > > I have searched high and low in the archives. No Joy. > > There was a bnc connector that allowed you to crimp or solder a ring on > the center conductor of the coax and then use a tiny screw to screw the > ring to the connector to allow for a for what amount to a 90 degree BNC. > I read Bobs trick, and I don't have room for that. Does someone have a > link and a source for what Im asking for? > > Trying to connect coax to the back of a Garmin radio that's up against a > bulkhead. > > Thanks > > Mike > > Do not archive. Remove if you have the answer. > > ________________________________ Message 30 ____________________________________ Time: 08:16:28 PM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: 90 degree BNC --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" At 09:02 AM 5/25/2006 -0400, you wrote: >--> AeroElectric-List message posted by: "Stewart, Michael (ISS Atlanta)" > > >OK here we go again. > >I have searched high and low in the archives. No Joy. > >There was a bnc connector that allowed you to crimp or solder a ring on >the center conductor of the coax and then use a tiny screw to screw the >ring to the connector to allow for a for what amount to a 90 degree BNC. >I read Bobs trick, and I don't have room for that. Does someone have a >link and a source for what Im asking for? Is this short enough? http://www.aeroelectric.com/Pictures/Connectors/Short_BNC_RA_1.jpg http://www.aeroelectric.com/Pictures/Connectors/Short_BNC_RA_2.jpg Bob . . . ________________________________ Message 31 ____________________________________ Time: 08:22:58 PM PST US From: Brian Lloyd Subject: Re: AeroElectric-List: Running COM/NAV/MB/FM cable --> AeroElectric-List message posted by: Brian Lloyd On May 25, 2006, at 2:34 PM, Jack Sparling wrote: > --> AeroElectric-List message posted by: "Jack Sparling" > > > I have COM/NAV/MB & FM antennas in the wing tips of my RV-10 and > want a > "disconnect" at the wing root. I have Cannon Plug connector for > all of the > other wires in the wing, with the exception of the strobe, which is > stand-alone. The plug has solder type connectors. I want to pass the > antenna cables through the cannon plug using two pins each, one for > the > conductor and one for the shield. Has anyone had any experience in > doing > this? What are the expected results? Pros/Cons, etc.? Your input is > appreciated. In short, don't do it. If you want quick-disconnect for your antennas install a male and a female BNC connector. Longer version: a cannon connector is not a constant impedance connector. It also doesn't preserve the shielding. A BNC does. Brian Lloyd 361 Catterline Way brian-yak AT lloyd DOT com Folsom, CA 95630 +1.916.367.2131 (voice) +1.270.912.0788 (fax) I fly because it releases my mind from the tyranny of petty things . . . Antoine de Saint-Exupry ________________________________ Message 32 ____________________________________ Time: 08:59:29 PM PST US From: sarg314 Subject: Re: AeroElectric-List: Schematics: turbo cad and Z-11 --> AeroElectric-List message posted by: sarg314 Bob: I just tried it with the older version of turbo cad on your CDROM and it works. So I now have the schematics and all the symbols. That will help a lot, Thanks. Robert L. Nuckolls, III wrote: > As I reported on the list a few weeks ago, TurboCAD V10 which > > I purchased off Ebay for a pittance will open, edit, print and > save the native AutoCAD .dwg files. > > Just for grins, I just opened Z-11 and the Lancair IVP wirebook > sample, printed portions and saved as native TurboCAD files > at http://aeroelectric.com/temp > > > Bob . . . > > > -- Tom Sargent ________________________________ Message 33 ____________________________________ Time: 08:59:29 PM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: Running COM/NAV/MB/FM cable --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" At 05:34 PM 5/25/2006 -0400, you wrote: >--> AeroElectric-List message posted by: "Jack Sparling" > >I have COM/NAV/MB & FM antennas in the wing tips of my RV-10 and want a >"disconnect" at the wing root. I have Cannon Plug connector for all of the >other wires in the wing, with the exception of the strobe, which is >stand-alone. The plug has solder type connectors. I want to pass the >antenna cables through the cannon plug using two pins each, one for the >conductor and one for the shield. Has anyone had any experience in doing >this? What are the expected results? Pros/Cons, etc.? Your input is >appreciated. Suggest you use . . . http://www.aeroelectric.com/Pictures/Connectors/crimpcf.jpg http://www.aeroelectric.com/Pictures/Connectors/s605cm.jpg available from http://bandc.biz Bob . . . --------------------------------------------------------- < What is so wonderful about scientific truth...is that > < the authority which determines whether there can be > < debate or not does not reside in some fraternity of > < scientists; nor is it divine. The authority rests > < with experiment. > < --Lawrence M. Krauss > --------------------------------------------------------- ________________________________ Message 34 ____________________________________ Time: 08:59:29 PM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: Grounding question --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" Battery can be locally grounded as can other devices REMOTE from the cockpit equipment like: (1) Landing, taxi and recognition lights, (2) nav lights, (3) strobe power supply, (4) most fuel pumps ground through their mounting bases, (5) hydraulic landing gear pumps, (6) pitot heaters, (7) and of course antennas which always ground locally and are independent of power system grounding considerations. The picture Larry posted is a good example of a technique which I've amplified with captions on Larry's picture posted at: http://www.aeroelectric.com/Pictures/Grounding/Local_Battery_Grounds_1.jpg Bob . . . At 03:01 PM 5/25/2006 -0500, you wrote: >--> AeroElectric-List message posted by: LarryMcFarland > > >Deems, >I did exactly as you suggest and have had no problems with it. Note in >the link below, the >positive side to each contactor and the negative sides bolt-connected to >the battery tray with five A5 rivets >on the negative ground lug. It has good contact area being riveted to my >rear spar and elsewhere. The firewall ground >block and lug work really well, even considering the firewall, which is >.015 stainless. > >http://www.macsmachine.com/images/electrical/full/chargebatteryconnection.gif > >I also used a #4 welding cable for positive going forward to the >firewall, but my engine is also a 100 h.p. Subaru. > >Larry McFarland - 601HDS at www.macsmachine.com > >Deems Davis wrote: > > >--> AeroElectric-List message posted by: Deems Davis > > > >The RV-10 requires the battery to be mounted aft of the baggage area for > >CG purposes. I just got back from Bob's seminar and like the idea of a > >common ground buss on the firewall. (with the engine grounded on the > >forward side and everything else on the aft side) In Van's wiring > >harness they have the battery grounded to the airframe close to where > >it's mounted. (way aft) I would prefer to not have to pull/run two (pos > >& neg) 8-10 ft #2 welding cables all the way from the battery forward. > >If I were to ground the battery close to it's mount on the airframe, > >whould this cause any problems using a 'common ground buss'? > > > >Thanks for any illumination to this 'electron challenged' builder. > > > >Deems Davis # 406 > >Fuse > >http://deemsrv10.com/ > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > >-- > > >-- incoming mail is certified Virus Free. >Checked by AVG Anti-Virus. Bob . . . --------------------------------------------------------- < What is so wonderful about scientific truth...is that > < the authority which determines whether there can be > < debate or not does not reside in some fraternity of > < scientists; nor is it divine. The authority rests > < with experiment. > < --Lawrence M. Krauss > --------------------------------------------------------- ________________________________ Message 35 ____________________________________ Time: 09:00:08 PM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: Grounding question --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" At 10:51 AM 5/25/2006 -0700, you wrote: >--> AeroElectric-List message posted by: Deems Davis > >The RV-10 requires the battery to be mounted aft of the baggage area for >CG purposes. I just got back from Bob's seminar and like the idea of a >common ground buss on the firewall. (with the engine grounded on the >forward side and everything else on the aft side) In Van's wiring >harness they have the battery grounded to the airframe close to where >it's mounted. (way aft) I would prefer to not have to pull/run two (pos >& neg) 8-10 ft #2 welding cables all the way from the battery forward. >If I were to ground the battery close to it's mount on the airframe, >whould this cause any problems using a 'common ground buss'? > >Thanks for any illumination to this 'electron challenged' builder. Batteries (and lots of other stuff) have been grounded locally to airframe structure since day-one. ALL of our aircraft at RAC ground batteries to local structure. This isn't an inherently evil thing to do as long as potential victims (generally stuff in cockpit and on panel) get the single-point ground treatment. See My response and amplification to Larry's photo cited in his reply to this thread. Bob . . . ________________________________ Message 36 ____________________________________ Time: 09:26:30 PM PST US From: "Richard Sipp" Subject: Re: AeroElectric-List: Grounding question --> AeroElectric-List message posted by: "Richard Sipp" Deems, I asked the exact same question about 6-8 months ago, answer: try it as the plans suggest and see if it works OK. I still have not made up my mind. Grounding the battery locally to the airframe will probably work fine, but on the other hand I would much rather run the ground cable now while it is easy rather than later after the airplane is flying. I don't like the weight but will probably run the bat ground to the common ground at the firewall. It may not be much of a factor but all of my structural parts were primed before assembly so there are numerous thin coats of paint in an airframe ground path. Dick Sipp 40065 ----- Original Message ----- From: "Deems Davis" Sent: Thursday, May 25, 2006 1:51 PM Subject: AeroElectric-List: Grounding question > --> AeroElectric-List message posted by: Deems Davis > > The RV-10 requires the battery to be mounted aft of the baggage area for > CG purposes. I just got back from Bob's seminar and like the idea of a > common ground buss on the firewall. (with the engine grounded on the > forward side and everything else on the aft side) In Van's wiring > harness they have the battery grounded to the airframe close to where > it's mounted. (way aft) I would prefer to not have to pull/run two (pos > & neg) 8-10 ft #2 welding cables all the way from the battery forward. > If I were to ground the battery close to it's mount on the airframe, > whould this cause any problems using a 'common ground buss'? > > Thanks for any illumination to this 'electron challenged' builder. > > Deems Davis # 406 > Fuse > http://deemsrv10.com/ > > > ________________________________ Message 37 ____________________________________ Time: 10:30:26 PM PST US From: "Robert L. Nuckolls, III" Subject: Re: AeroElectric-List: Link --> AeroElectric-List message posted by: "Robert L. Nuckolls, III" At 10:27 AM 5/21/2006 -0500, you wrote: >--> AeroElectric-List message posted by: "Bob C. " > >I have a 10A CB that I want to feed off a buss bar (60A) it's only an >inch . . . what the proper way to do this . . . or is it a concern . . >. I't will be feeding a WigWag flasher on the other side of the CB so >it's not mission critical. From your words, I deduce that you are wanting to add a breaker to an existing bus bar where the bar cannot be extended to include the new breaker. A short jumper wire with terminals on each end would do. Since the new circuit isn't mission critical, you can "share" a bus-screw with the closest breaker. Bob . . .