Today's Message Index:
----------------------
1. 07:10 AM - GS Air Strobes (Dennis Johnson)
2. 08:35 AM - Re: GS Air Strobes (Robert L. Nuckolls, III)
3. 08:42 AM - Re: Narco connectors (Robert L. Nuckolls, III)
4. 11:56 AM - Re: Wiring integrity!!! (RV_10)
5. 02:24 PM - 14awg into a 18 pin (CardinalNSB@aol.com)
6. 05:13 PM - Re: GS Air Strobes (Dennis Johnson)
7. 05:26 PM - Re: 14awg into a 18 pin (Terry Miles)
8. 05:30 PM - Re: Re: GS Air Strobes (Terry Miles)
9. 06:13 PM - Re: Battery Capacity Check/CHT (Tinne maha)
10. 11:07 PM - RG-142 Coax (DEAN PSIROPOULOS)
Message 1
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Hi Terry,
I also have the GS Air strobe light and LED position light combos.
After 50 hours of flying, they're working great. I wired them using a
10 amp fuse off the main bus and 16 AWG wire for the power and grounds
(composite airplane). I think the 15 amp fuse specified in the
instructions is way overkill. The 16 AWG wires fit in the connectors
fine.
Good luck,
Dennis Johnson
Lancair Legacy, now flying and Phase 1 flight test completed
Message 2
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| Subject: | Re: GS Air Strobes |
At 07:08 AM 5/12/2007 -0700, you wrote:
>Hi Terry,
>
>I also have the GS Air strobe light and LED position light combos. After
>50 hours of flying, they're working great. I wired them using a 10 amp
>fuse off the main bus and 16 AWG wire for the power and grounds (composite
>airplane). I think the 15 amp fuse specified in the instructions is way
>overkill. The 16 AWG wires fit in the connectors fine.
Any chance you could get us a current measurement on this
system? Preferably with an analog ammeter. The current is
going to be jumping around each time it flashes. It would
be useful to have a max and min reading as best as you
can visually capture it.
Bob . . .
----------------------------------------
( "Physics is like sex: sure, it may )
( give some practical results, but )
( that's not why we do it." )
( )
( Richard P. Feynman )
----------------------------------------
Message 3
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| Subject: | Re: Narco connectors |
At 03:13 PM 5/11/2007 -0700, you wrote:
>Anyone know the standard part number or other source for the 18-pin Molex
>edge connector that goes on a NARCO AT155 or AT165 transponder? It uses
>the standard King-type pins.
>
>Thanks,
>Andy Elliott, Mesa, AZ
>N601GE (reserved)
>601XL/TD/QB, Corvair, building...
There's a stash of Waldom-Molex catalog data on my website.
See:
http://www.aeroelectric.com/Mfgr_Data/Connectors/Molex_Waldom/
Bob . . .
Message 4
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| Subject: | ectric-List:Wiring integrity!!! |
Bob,
I have now spoken directly to the chap who brought the offending trike home
and parked it on the evening before the fire. He lost a lot of equipment in
the fire and has been personally involved in the investigation.
Following is my interpretation of his comments:-
1. The fuel tank is plastic with a cavity formed in it to hold the battery.
2. The wiring runs in a 1 inch bundle including the main positive and
negative leads. The loom passes across and sits on a plastic saddle in the
fuel tank, level with the top of the battery, and about 2/3rds the way down
from the top of the fuel tank. The loom is wrapped in black spiral wrap
3. The main wires from the battery are reported to be 8mm red pvc coated 80
amp leads.
4. There are 2 parallel fusible link wires swaged to the battery connector
and to the main positive lead designed to withstand 1 minute of engine
cranking. The cranking amps was unknown by this guy.
5. The distance from the battery to the starter solenoid was approx 2 feet
6. On one other factory trike inspected, the wire bundle was plastic cable
tied to an elbow on the water pump. The trike was 18 months old and had done
about 250 hours
7. The distance from the battery to the elbow is about 12 inches
8. There was about 12 inches of the loom recognizable after a fire intense
enough to turn Al tubing to white powder.
9. There were the 2 stubs from the fusible link at one end, and a glob of
fused copper at the other end.
10. The battery was a 12v 18AH Gel Cel. It was recognizable, but had the
top, terminals and start of leads burnt away and was badly distorted
The earlier story about the wires passing over an Al angle was a case of
Chinese whispers.
I trust this is of some use,
John
-----Original Message-----
From: RV_10 [mailto:john_rv10@yahoo.com]
Sent: Thursday, 10 May 2007 6:42 AM
Subject: RE: AeroElectric-List:Wiring integrity!!!
Bob,
The trike was parked. It had been on a long trip on a trailer the day
before, which may, or may not be relevant.
Investigation at the factory has shown that there is variability in the way
the wiring runs are done, with only some ships wired the way this one was.
If I can learn anymore on the forensics I will let the group know.
John
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Robert L.
Nuckolls, III
Sent: Thursday, 10 May 2007 12:40 AM
Subject: RE: AeroElectric-List:Wiring integrity!!!
<nuckollsr@cox.net>
At 07:01 PM 5/9/2007 +1000, you wrote:
>
>Hi Frank,
>
>For what it is worth, we recently had a hangar fire at our airport. The
fire
>started in a trike, which was wasted, and several other aircraft have been
>written off or seriously damaged.
>
>At this stage they believe the fire was started by the battery cable which
>was positioned across and sitting on an aluminum angle with no stand off
and
>no added protection.
>
>Regards,
>John
Have you seen any of the forensics on this? When
we conducted some tests on battery feeders against
aluminum some years ago, it was difficult to get
the odd insulation failure event to precipitate
much of an energy release. The high currents
available from a battery would burn the fault open
quickly. High currents flowed for short periods
of time but cleared without much fanfare.
I'm presuming that this airplane was parked and
we're considering a piece of cable that runs between
battery(+) and the contactor. If you have a chance to
learn more about the details and any analysis that
grew out of the facts, I'd be interested in
knowing about them. Thanks for sharing this with
the List.
Bob . . .
Message 5
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| Subject: | 14awg into a 18 pin |
If I have determined that it is "safe" to splice in a short run of 18 awg
into a run of 14 awg in order to fit the 18 awg into a defined pin that won't
accomodate the 14awg;
Then why not cut off a few strands of the 14awg until it fits into the pin?
That would avoid a splice.
The distance of the "small" wire would be small, a few hundredths of an inch
perhaps between the "orphaned cut off strands" and the pin, versus a longer
length to accomodate the splice.
Would soldering the "orphaned" strand to the end of the pin help or hurt
(assuming proper strain relief)?
I envision 2 scenarios:
1. The individual strand size of the 14awg is not larger than the
individual strand size for the 18awg.
2. If the individual strand size of the 14awg is larger than the individual
strand size for the 18awg.
I thank you for any insight into this, or reference. Skip Simpson
************************************** See what's free at http://www.aol.com.
Message 6
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| Subject: | Re: GS Air Strobes |
> Any chance you could get us a current measurement on this
> system?
I'll take the measurements and post the results next time I'm at the hangar, which
will probably be Tuesday.
I'm pretty sure I can get a peak current measurement using my digital VOM. I bought
a cheap analog meter based on the recommendation in the Connection, so I
should be able to eyeball and average using that.
Best,
Dennis Johnson
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=112497#112497
Message 7
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| Subject: | 14awg into a 18 pin |
Hi Skip,
The problem was I didn't have a new pin to use. And the pin that came was
some non-standard thing. Otherwise the idea you had to trim off strands
would have worked fine. As it is I did w/ Bob suggested and just accepted
the pin and short run of smaller gauge wire as a given. Thanks for your
thoughts. The individual strand diameter was never in play.
Terry
_____
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
CardinalNSB@aol.com
Sent: Saturday, May 12, 2007 5:23 PM
Subject: AeroElectric-List: 14awg into a 18 pin
If I have determined that it is "safe" to splice in a short run of 18 awg
into a run of 14 awg in order to fit the 18 awg into a defined pin that
won't accomodate the 14awg;
Then why not cut off a few strands of the 14awg until it fits into the pin?
That would avoid a splice.
The distance of the "small" wire would be small, a few hundredths of an inch
perhaps between the "orphaned cut off strands" and the pin, versus a longer
length to accomodate the splice.
Would soldering the "orphaned" strand to the end of the pin help or hurt
(assuming proper strain relief)?
I envision 2 scenarios:
1. The individual strand size of the 14awg is not larger than the
individual strand size for the 18awg.
2. If the individual strand size of the 14awg is larger than the individual
strand size for the 18awg.
I thank you for any insight into this, or reference. Skip Simpson
_____
See what's free at AOL.com <http://www.aol.com?ncid=AOLAOF00020000000503> .
Message 8
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| Subject: | Re: GS Air Strobes |
Hey thanks. That would color in the picture some. The literature that came
with the nav and strobe combo was clearly from two different sources. I
think that the draw is really only about 6amps but he wants it fused at 15
amps. The overkill on the fuse rating is common as Bob mentioned in his
reply to me. I have seen that too.
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Dennis
Johnson
Sent: Saturday, May 12, 2007 8:12 PM
Subject: AeroElectric-List: Re: GS Air Strobes
<pinetownd@volcano.net>
> Any chance you could get us a current measurement on this
> system?
I'll take the measurements and post the results next time I'm at the hangar,
which will probably be Tuesday.
I'm pretty sure I can get a peak current measurement using my digital VOM.
I bought a cheap analog meter based on the recommendation in the Connection,
so I should be able to eyeball and average using that.
Best,
Dennis Johnson
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=112497#112497
Message 9
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| Subject: | Re: Battery Capacity Check/CHT |
How about the CHT going in the red? Would the alternator in its "max
effort recharge event" make the engine work that much harder, or was
there some sort of momentary sensor problem? Grant, did
power/mixture settings, environmental conditions, flight attitude
change during the recharging cycle?
David
Hi David,
Good question. I've wondered too if the readings were an anomoly or if the
alternator made the engine work that much harder. Although I was in a slow
descent (~100-200 fpm), the conditions of the flight remained the same. I
only had two CHT probes on (Cyls #2 & #4) & only #4 read abnormally high.
On the other hand, however, on an earlier flight I accidently knocked the
master to 'Batt Only' for a while & got also got very high CHT readings on
Cyl #4. So, although I cannot imagine or think of a reason why, I've
noticed the same condition twice now.
I've moved my other CHT probe to Cyl #3 & plan to test the waters again
after I upgrade my b-lead fuse.
The older get, the less I know.
Grant
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Message 10
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When I was at Gulf Coast Avionics getting a bunch of stuff a couple years
ago I ended up with a roll of RG-58 coax and a small amount of RG-142 coax.
I don't remember whether the RG-142 was for my GPS antenna or the
transponder. RG-142 looks very much like RG-400 and if you didn't look at
the markings you would easily mistake it for RG-400. Anyone using RG-142
for your antenna runs? Is it for transponder or GPS? Or both? Thanks.
Dean Psiropoulos
RV-6A N197DM
Final wiring tasks.
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