Today's Message Index:
----------------------
1. 07:22 AM - Re: Nuckolls is bailing out of the OEM airframe business (Steve Thomas)
2. 08:36 AM - Re: Nuckolls is bailing out of the OEM airframe business (Robert L. Nuckolls, III)
3. 09:04 AM - Re: Nuckolls is bailing out of the OEM airframe business (Robert L. Nuckolls, III)
4. 10:41 AM - Instrument Cluster Ground Wires (Michael Hinchcliff)
5. 11:09 AM - Re: Instrument Cluster Ground Wires (Bill Steer)
6. 11:42 AM - Re: Instrument Cluster Ground Wires (Hinde, Frank George (Corvallis))
7. 02:28 PM - Re: Instrument Cluster Ground Wires (Peter Harris)
8. 03:35 PM - Re: Instrument Cluster Ground Wires (Robert L. Nuckolls, III)
9. 05:31 PM - Re: Instrument Cluster Ground Wires (Michael Hinchcliff)
10. 06:09 PM - Re: Nuckolls is bailing out of the OEM airframe businessNuckolls is bailing out of the OEM airframe (Todd Heffley)
11. 07:30 PM - Avionics Master (Greg Vouga)
12. 08:41 PM - Connetor Shells-Loctite (DEAN PSIROPOULOS)
13. 08:57 PM - Re: Avionics Master (Robert L. Nuckolls, III)
14. 08:57 PM - Re: Connetor Shells-Loctite (Bob White)
15. 09:06 PM - Re: Re: Battery Capacity Check (Robert L. Nuckolls, III)
16. 09:19 PM - Re: Avionics Master (B Tomm)
17. 10:24 PM - Re: Connetor Shells-Loctite (Jim Jewell)
18. 10:45 PM - Re: Avionics Master (Michel Creek)
Message 1
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Subject: | Re: Nuckolls is bailing out of the OEM airframe business |
Congratulations Bob! There is nothing like stimulating the creative
mind by doing something new. Best of luck in your new adventure.
Best Regards,
Steve
____________________________________________________________________
On May 13, 2007, at 10:32 PM, Robert L. Nuckolls, III wrote:
> I just e-mailed the necessary folks at Hawker-Beechcraft that I'm
> retiring from that activity after 13 years and 10 days. They're
> just not doing any real EE design work any more.
>
> I'll be joining forces with a gray-matter consortium here in
> Wichita. We've already got a firm request and a couple of tentative
> inquiries about developing the best we know how to do in flap and
> pitch trim actuation systems. This is going to be fun!
>
>
> Bob . . .
Message 2
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Subject: | Nuckolls is bailing out of the OEM airframe business |
>
>
>Bob,
>
>Who is doing the real EE work for Hawker-Beechcraft?
Essentially nobody. The "new order" is to farm out
as much new development as possible. This makes sense
to individuals who's business model is to fabricate
from existing technologies . . . the Legos-TinkerToy
approach. Problem is, that folks expected to understand
what goes out in our airplanes are isolated from
the innards so completely that trying to be a Subject
Matter Expert on any one system is exceedingly difficult
if not impossible to do.
>Congrats on your new job. I'm sure you will love it.
It's an extension of work I've been doing as a
hobby that makes a little money for over 40 years.
It's always been fun . . . when it stops being fun,
I'll go find something else to do.
Bob . . .
----------------------------------------
( "Physics is like sex: sure, it may )
( give some practical results, but )
( that's not why we do it." )
( )
( Richard P. Feynman )
----------------------------------------
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Subject: | Re: Nuckolls is bailing out of the OEM airframe |
business
At 09:43 PM 5/13/2007 -0700, you wrote:
>
>As a start-up?
Not really . . . it's an extension of an activty
that's been going on for about 30 years. We're
just formalizing it and hanging out the shingle.
Bob . . .
Message 4
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Subject: | Instrument Cluster Ground Wires |
Perhaps I'm over-thinking a very simple problem. I have a modular
instrument cluster from Mitchell Aircraft products. Each modular
instrument has its own ground and return line, as well as wires for the
lighting circuits. The wires for each instrument are 20 AWG and about a
foot long, however, I need them to be longer to reach the B&C tabbed
ground block that will be mounted on the inside of the firewall. I see
two options for resolving this problem:
Option 1: Solder or crimp all of the ground wires together as they are
and then use a larger wire to complete the necessary distance to the
ground tab. -Would it be advisable to even attempt to bring as many as
10 wires together at one point?
Option 2: Extend the length of each 20 AWG wire so that each one can
reach the ground tab individually. Again, the question stands: Is it
unreasonable to solder or crimp up to 10 ground wires together at the
end or should I plan to crimp a fast-on connector to each individual
wire? If the latter, than I will need to upgrade my 24 tab block to the
48 tab. (Would seem like a lot of tabs for one device, however.)
Let me know if you have another idea I should consider.
Thanks in advance for the input.
Michael H.
Message 5
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Subject: | Re: Instrument Cluster Ground Wires |
If you have a metal airframe, why couldn't you ground them locally?
Bill
Michael Hinchcliff wrote:
>
> Perhaps Im over-thinking a very simple problem. I have a modular
> instrument cluster from Mitchell Aircraft products. Each modular
> instrument has its own ground and return line, as well as wires for
> the lighting circuits. The wires for each instrument are 20 AWG and
> about a foot long, however, I need them to be longer to reach the B&C
> tabbed ground block that will be mounted on the inside of the
> firewall. I see two options for resolving this problem:
>
> Option 1: Solder or crimp all of the ground wires together as they are
> and then use a larger wire to complete the necessary distance to the
> ground tab. Would it be advisable to even attempt to bring as many as
> 10 wires together at one point?
>
> Option 2: Extend the length of each 20 AWG wire so that each one can
> reach the ground tab individually. Again, the question stands: Is it
> unreasonable to solder or crimp up to 10 ground wires together at the
> end or should I plan to crimp a fast-on connector to each individual
> wire? If the latter, than I will need to upgrade my 24 tab block to
> the 48 tab. (Would seem like a lot of tabs for one device, however.)
>
> Let me know if you have another idea I should consider.
>
Message 6
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Subject: | Instrument Cluster Ground Wires |
I would extend them and ground them to the block...Its only 10 wires or
so its not like its that many extra crimps... I would avoid joining to a
thick wire as it maybe difficult to get a good joint unless you solder
them all together.
Frank
________________________________
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
Michael Hinchcliff
Sent: Monday, May 14, 2007 10:40 AM
Subject: AeroElectric-List: Instrument Cluster Ground Wires
Perhaps I'm over-thinking a very simple problem. I have a modular
instrument cluster from Mitchell Aircraft products. Each modular
instrument has its own ground and return line, as well as wires for the
lighting circuits. The wires for each instrument are 20 AWG and about a
foot long, however, I need them to be longer to reach the B&C tabbed
ground block that will be mounted on the inside of the firewall. I see
two options for resolving this problem:
Option 1: Solder or crimp all of the ground wires together as they are
and then use a larger wire to complete the necessary distance to the
ground tab. -Would it be advisable to even attempt to bring as many as
10 wires together at one point?
Option 2: Extend the length of each 20 AWG wire so that each one can
reach the ground tab individually. Again, the question stands: Is it
unreasonable to solder or crimp up to 10 ground wires together at the
end or should I plan to crimp a fast-on connector to each individual
wire? If the latter, than I will need to upgrade my 24 tab block to the
48 tab. (Would seem like a lot of tabs for one device, however.)
Let me know if you have another idea I should consider.
Thanks in advance for the input.
Michael H.
Message 7
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Subject: | Instrument Cluster Ground Wires |
I made two ground collectors from alum angle then ran a single ground from
each to the block.
Peter H
_____
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Hinde,
Frank George (Corvallis)
Sent: Tuesday, 15 May 2007 4:39 AM
Subject: RE: AeroElectric-List: Instrument Cluster Ground Wires
I would extend them and ground them to the block...Its only 10 wires or so
its not like its that many extra crimps... I would avoid joining to a thick
wire as it maybe difficult to get a good joint unless you solder them all
together.
Frank
_____
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Michael
Hinchcliff
Sent: Monday, May 14, 2007 10:40 AM
Subject: AeroElectric-List: Instrument Cluster Ground Wires
Perhaps I'm over-thinking a very simple problem. I have a modular
instrument cluster from Mitchell Aircraft products. Each modular instrument
has its own ground and return line, as well as wires for the lighting
circuits. The wires for each instrument are 20 AWG and about a foot long,
however, I need them to be longer to reach the B&C tabbed ground block that
will be mounted on the inside of the firewall. I see two options for
resolving this problem:
Option 1: Solder or crimp all of the ground wires together as they are and
then use a larger wire to complete the necessary distance to the ground tab.
-Would it be advisable to even attempt to bring as many as 10 wires together
at one point?
Option 2: Extend the length of each 20 AWG wire so that each one can reach
the ground tab individually. Again, the question stands: Is it unreasonable
to solder or crimp up to 10 ground wires together at the end or should I
plan to crimp a fast-on connector to each individual wire? If the latter,
than I will need to upgrade my 24 tab block to the 48 tab. (Would seem like
a lot of tabs for one device, however.)
Let me know if you have another idea I should consider.
Thanks in advance for the input.
Michael H.
href="http://www.matronics.com/Navigator?AeroElectric-List">http://www.matro
nics.com/Navigator?AeroElectric-List
href="http://forums.matronics.com">http://forums.matronics.com
Message 8
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Subject: | Re: Instrument Cluster Ground Wires |
At 12:39 PM 5/14/2007 -0500, you wrote:
>Perhaps Im over-thinking a very simple problem. I have a modular
>instrument cluster from Mitchell Aircraft products. Each modular
>instrument has its own ground and return line, as well as wires for the
>lighting circuits. The wires for each instrument are 20 AWG and about a
>foot long, however, I need them to be longer to reach the B&C tabbed
>ground block that will be mounted on the inside of the firewall. I see
>two options for resolving this problem:
>
><?xml:namespace prefix = o ns = "urn:schemas-microsoft-com:office:office" />
>
>Option 1: Solder or crimp all of the ground wires together as they are and
>then use a larger wire to complete the necessary distance to the ground
>tab. Would it be advisable to even attempt to bring as many as 10 wires
>together at one point?
>
>
>Option 2: Extend the length of each 20 AWG wire so that each one can reach
>the ground tab individually. Again, the question stands: Is it
>unreasonable to solder or crimp up to 10 ground wires together at the end
>or should I plan to crimp a fast-on connector to each individual wire? If
>the latter, than I will need to upgrade my 24 tab block to the 48
>tab. (Would seem like a lot of tabs for one device, however.)
>
>
>Let me know if you have another idea I should consider.
See
http://www.aeroelectric.com/Pictures/Grounding/Minibus1.jpg
http://www.aeroelectric.com/Pictures/Grounding/Minibus2.jpg
http://www.aeroelectric.com/Pictures/Grounding/AVG_RA.jpg
http://www.aeroelectric.com/Pictures/Grounding/AGB_V.jpg
http://www.aeroelectric.com/Pictures/Grounding/Avionics_Bus_3.jpg
Bob . . .
----------------------------------------
( "Physics is like sex: sure, it may )
( give some practical results, but )
( that's not why we do it." )
( )
( Richard P. Feynman )
----------------------------------------
Message 9
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Subject: | Re: Instrument Cluster Ground Wires |
Good approach. Thanks, Bob.
Do not archive.
----- Original Message -----
From: "Robert L. Nuckolls, III" <nuckollsr@cox.net>
Sent: Monday, May 14, 2007 6:35 PM
Subject: Re: AeroElectric-List: Instrument Cluster Ground Wires
> <nuckollsr@cox.net>
>
> At 12:39 PM 5/14/2007 -0500, you wrote:
>
>>Perhaps I'm over-thinking a very simple problem. I have a modular
>>instrument cluster from Mitchell Aircraft products. Each modular
>>instrument has its own ground and return line, as well as wires for the
>>lighting circuits. The wires for each instrument are 20 AWG and about a
>>foot long, however, I need them to be longer to reach the B&C tabbed
>>ground block that will be mounted on the inside of the firewall. I see
>>two options for resolving this problem:
>>
>><?xml:namespace prefix = o ns = "urn:schemas-microsoft-com:office:office"
>>/>
>>
>>Option 1: Solder or crimp all of the ground wires together as they are and
>>then use a larger wire to complete the necessary distance to the ground
>>tab. -Would it be advisable to even attempt to bring as many as 10 wires
>>together at one point?
>>
>>
>>
>>Option 2: Extend the length of each 20 AWG wire so that each one can reach
>>the ground tab individually. Again, the question stands: Is it
>>unreasonable to solder or crimp up to 10 ground wires together at the end
>>or should I plan to crimp a fast-on connector to each individual wire? If
>>the latter, than I will need to upgrade my 24 tab block to the 48 tab.
>>(Would seem like a lot of tabs for one device, however.)
>>
>>
>>
>>Let me know if you have another idea I should consider.
>
> See
>
> http://www.aeroelectric.com/Pictures/Grounding/Minibus1.jpg
>
> http://www.aeroelectric.com/Pictures/Grounding/Minibus2.jpg
>
> http://www.aeroelectric.com/Pictures/Grounding/AVG_RA.jpg
>
> http://www.aeroelectric.com/Pictures/Grounding/AGB_V.jpg
>
> http://www.aeroelectric.com/Pictures/Grounding/Avionics_Bus_3.jpg
>
>
> Bob . . .
>
> ----------------------------------------
> ( "Physics is like sex: sure, it may )
> ( give some practical results, but )
> ( that's not why we do it." )
> ( )
> ( Richard P. Feynman )
> ----------------------------------------
>
>
>
Message 10
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Subject: | Re: Nuckolls is bailing out of the OEM airframe businessNuckolls |
is bailing out of the OEM airframe
Congratulations,
I could tell from you posts you were an eagle waddling in a prairie dog town.
Todd
Message 11
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All,
I'm working on my panel and I'm trying to decide if I should put an Avionics
Master switch. In my experience with rental planes this was nice to have
since there was one switch to turn everything on or off during engine start
or shutdown.
Is there any reason not to add this feature? I'm planning an E-Bus and Main
Bus configuration similar to the Z-13/8 design.
Thanks
_________________________________________________________________
Make every IM count. Download Messenger and join the im Initiative now.
Its free. http://im.live.com/messenger/im/home/?source=TAGHM_MAY07
Message 12
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Subject: | Connetor Shells-Loctite |
Question on keeping the screws and nuts from coming apart on the DB-25 and
computer style connector shells and wire clamps. I tried some blue locktite
and it seemed to work fine but I was wondering if Locktite is needed or if
just installing the screws and nuts dry (but tight) is sufficient? Seems
trivial but I don't want the hardware coming apart and falling into my lap
while I'm flying (and I don't want to have to crawl up behind the panel to
put things back together once the airplane is finished).
Also, following Bob's tenet of not using wire smaller than AWG-22 has left
me with some large bundles coming out of the DB-25 connectors, especially on
the back of the VOR/ILS indicator and the Dynon EFIS. I couldn't use the
supplied bundle clamp/strain reliever because the bundle was too large so I
ended up using half the clamp and a tie wrap through the two screw holes for
strain relief. I wrapped some vinyl tape around the bundle at that point to
stave off chaffing the Tefzel insulation of the bundle. Seems kind of
kludgey to me though, any words of wisdom on good ways to protect the
bundles inside the connectors while providing decent strain relief? Thanks.
Dean Psiropoulos
RV-6A N197DM
Installing radio harnesses
Message 13
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Subject: | Re: Avionics Master |
At 07:28 PM 5/14/2007 -0700, you wrote:
>
>All,
>
>I'm working on my panel and I'm trying to decide if I should put an
>Avionics Master switch. In my experience with rental planes this was nice
>to have since there was one switch to turn everything on or off during
>engine start or shutdown.
>
>Is there any reason not to add this feature? I'm planning an E-Bus and
>Main Bus configuration similar to the Z-13/8 design.
Why "similar to"? What feature do you find missing
or performance goal that has gone lacking. Goto
http://aeroelectric.com
. . . and put 'avionics master' in the search box.
After reviewing the discussions, help us out by
citing where you perceive a return on investment for
having the feature.
Bob . . .
----------------------------------------
( "Physics is like sex: sure, it may )
( give some practical results, but )
( that's not why we do it." )
( )
( Richard P. Feynman )
----------------------------------------
Message 14
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Subject: | Re: Connetor Shells-Loctite |
Hi Dean,
I've never used anything on the threads and I've never seen one come
apart. What I've found to work really well for the strain relief is to
wrap the cable where it exits the backshell with silicone fusion tape
until it's slightly larger than the hole. Then tighten the backshell
over it. It make a snug fit and protects the wires at the same time.
The tape turns into a solid plug but it's easily cut away if you need
to work on it later.
Bob W.
On Mon, 14 May 2007 23:40:00 -0400
"DEAN PSIROPOULOS" <dean.psiropoulos@verizon.net> wrote:
>
> Question on keeping the screws and nuts from coming apart on the DB-25 and
> computer style connector shells and wire clamps. I tried some blue locktite
> and it seemed to work fine but I was wondering if Locktite is needed or if
> just installing the screws and nuts dry (but tight) is sufficient? Seems
> trivial but I don't want the hardware coming apart and falling into my lap
> while I'm flying (and I don't want to have to crawl up behind the panel to
> put things back together once the airplane is finished).
>
> Also, following Bob's tenet of not using wire smaller than AWG-22 has left
> me with some large bundles coming out of the DB-25 connectors, especially on
> the back of the VOR/ILS indicator and the Dynon EFIS. I couldn't use the
> supplied bundle clamp/strain reliever because the bundle was too large so I
> ended up using half the clamp and a tie wrap through the two screw holes for
> strain relief. I wrapped some vinyl tape around the bundle at that point to
> stave off chaffing the Tefzel insulation of the bundle. Seems kind of
> kludgey to me though, any words of wisdom on good ways to protect the
> bundles inside the connectors while providing decent strain relief? Thanks.
>
> Dean Psiropoulos
> RV-6A N197DM
> Installing radio harnesses
>
>
>
>
>
>
>
--
N93BD - Rotary Powered BD-4 - http://www.bob-white.com
3.8 Hours Total Time and holding
Cables for your rotary installation - http://www.roblinphoto.com/shop/
Message 15
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Subject: | Re: Battery Capacity Check |
At 07:33 PM 5/13/2007 -0700, you wrote:
>At 05:11 5/13/2007, you wrote:
>>
>>Your B&C alternator delivers 12V x 60A = 720W of electricity at maximum
>>rating. Assuming (big assumption) that the alternator is about 75%
>>efficient, that would be about 1KW or 1.3 HP of energy taken from the
>>engines output. You can apply the same formula to the pump-pad driven version.
>>
>>Rob
>
>Good stuff Rob, you beat me to it.
>For those not wanting to do the math, 746 watts equals 1 HP.
>I might quibble that the B&C, or any other charging device, actually
>delivers closer to 14 volts and for a 60A output is closer to 840W output,
>but that's a minor nit.
>
>What all this talk did was finally prod me into doing a load and endurance
>test of a Concorde RG-35AXC, new in October 2006. From calculations and
>actual measurements we've determined our "normal" load is about 37 amps,
>and after load shedding to "essential" equipment it drops to ~11 or 12
>amps. All the essential equipment installed is rated to 10.0 volts minimum.
>
>The first test was per the ICAW, as nearly as I could replicate without a
>constant current load.
>The second test assumed an alternator failure at time zero with a fully
>charged battery. We have a JPI EDM-800 installed with the bus voltage
>alarm set point at 12.0 volts and tested it will annunciate at that
>voltage. At 20 minutes (+/- one minute) into the test we reached 12.0
>volts and shed to essential at ~12.5 amps. Again, not having a constant
>current load, adjustments were necessiated during the test. However this
>time they were to maintain constant load power, as newer avionics will
>increase their current draw with decreasing supply voltage. Here I've
>tried to maintain ~140 to 150 watts. Note the adjustments at 1:00, 2:00,
>2:30 and 2:45 into the test.
>
>It was a pleasant surprise to find we have better than two hours endurance!
>That battery delivered over 2.5kW/Hr of power.
>
>Pics of the test setup and raw data upon request.
>
>Ron Q.
GOOD WORK! A very learned gentleman once noted . . .
"When you can measure what you are speaking about
and express it in numbers, you know something
about it." Lord William Thomson Kelvin (1824-1907)
See:
http://sse.jpl.nasa.gov/scitech/display.cfm?ST_ID=330
You now have a benchmark by which you can craft
your Plan-B ritual for dealing with an alternator-out
situation . . . assuming of course that you've also
initated a plan for tracking the battery's abilty
to support Plan-B.
Thanks for sharing this with us . . .
Bob . . .
----------------------------------------
( "Physics is like sex: sure, it may )
( give some practical results, but )
( that's not why we do it." )
( )
( Richard P. Feynman )
----------------------------------------
Message 16
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Greg,
It's been discussed several times and as I recall, the reason to not do it
is a) theoretical single point of failure, and b) no real good reason to do
it.
Bevan
RV7A
Wiring and misc panel work
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Greg
Vouga
Sent: Monday, May 14, 2007 7:28 PM
Subject: AeroElectric-List: Avionics Master
--> <gmvouga@hotmail.com>
All,
I'm working on my panel and I'm trying to decide if I should put an Avionics
Master switch. In my experience with rental planes this was nice to have
since there was one switch to turn everything on or off during engine start
or shutdown.
Is there any reason not to add this feature? I'm planning an E-Bus and Main
Bus configuration similar to the Z-13/8 design.
Thanks
_________________________________________________________________
Make every IM count. Download Messenger and join the i'm Initiative now.
It's free. http://im.live.com/messenger/im/home/?source=TAGHM_MAY07
Message 17
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Subject: | Re: Connetor Shells-Loctite |
Hi Dean,
As for securing DB connectors:
Due to vibration the engine DB 9 connector for the Lightspeed EI hall effect
unit was one place that I felt needed to be secured beyond just dry
tightening the screws.
I thought Locktite might make removal for servicing a headache.
After tightening the screws I used .016 safety wire laid over the screw
slots and then twisted tight.
This aproach of course would only be useful in areas where there is room for
relatively easy physical access.
Build on,
Jim Jewell in Kelowna - RV6A 10 plus hr. into the flight testing
----- Original Message -----
From: "DEAN PSIROPOULOS" <dean.psiropoulos@verizon.net>
Sent: Monday, May 14, 2007 8:40 PM
Subject: AeroElectric-List: Connetor Shells-Loctite
> <dean.psiropoulos@verizon.net>
>
> Question on keeping the screws and nuts from coming apart on the DB-25 and
> computer style connector shells and wire clamps. I tried some blue
> locktite
> and it seemed to work fine but I was wondering if Locktite is needed or if
> just installing the screws and nuts dry (but tight) is sufficient? Seems
> trivial but I don't want the hardware coming apart and falling into my lap
> while I'm flying (and I don't want to have to crawl up behind the panel to
> put things back together once the airplane is finished).
>
> Also, following Bob's tenet of not using wire smaller than AWG-22 has left
> me with some large bundles coming out of the DB-25 connectors, especially
> on
> the back of the VOR/ILS indicator and the Dynon EFIS. I couldn't use the
> supplied bundle clamp/strain reliever because the bundle was too large so
> I
> ended up using half the clamp and a tie wrap through the two screw holes
> for
> strain relief. I wrapped some vinyl tape around the bundle at that point
> to
> stave off chaffing the Tefzel insulation of the bundle. Seems kind of
> kludgey to me though, any words of wisdom on good ways to protect the
> bundles inside the connectors while providing decent strain relief?
> Thanks.
>
> Dean Psiropoulos
> RV-6A N197DM
> Installing radio harnesses
>
>
>
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This is an excerpt from the GRT install manual referring to the use of an
avionics master (at least that is what I read into it). Perhaps Bob can
clear this up as it is somewhat ambiguous.
Power Connections
The display units each include 2 isolated power input connections. This
allows redundant power sources, such as a main and secondary bus. The
display units consume approximately 1 amp, making even a small 3 Amp-Hour
gel cell a suitable emergency source.
The configuration of the power supplied to the display unit(s) is left to
the installer. Considerations such as the number of power buses, the desire
or not to supply one pieceof equipment with power from redundant buses
(which in theory allows the possibility of one device affecting both buses),
the configuration of the electrical system with respect to backup equipment,
and so on, may dictate the best configuration for a particular airplane.
No provision is included within the display units for a power switch. If a
power switch is desired for the EFIS, the +12V power should be controlled
with the switch (not ground). The display units include internal
thermally-activated fuses. This protects the equipment from internal
electrical faults. Power supplied to the EFIS must pass through a fuse or 4
circuit breaker or fuse. It should be sized to allow at least 1.5 amps per
display unit, with a maximum rating of 5 amps.
The AHRS and display units monitor all of their power inputs, and alarms are
available to annunciate the loss of any power source that was provided and
is expected to be working according to the "General Setup" menu.
The majority of the current flow into the display unit will occur on the bus
with thehighest voltage.
It is desirable to have the display units and AHRS off during the engine
start if all of the buses which power them are used for supplying power to
the engine starter. This maximizes the current available for the starter,
and may extend the life of the CCFL backlight in the display unit.
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Robert L.
Nuckolls, III
Sent: Monday, May 14, 2007 9:56 PM
Subject: Re: AeroElectric-List: Avionics Master
<nuckollsr@cox.net>
At 07:28 PM 5/14/2007 -0700, you wrote:
>
>All,
>
>I'm working on my panel and I'm trying to decide if I should put an
>Avionics Master switch. In my experience with rental planes this was nice
>to have since there was one switch to turn everything on or off during
>engine start or shutdown.
>
>Is there any reason not to add this feature? I'm planning an E-Bus and
>Main Bus configuration similar to the Z-13/8 design.
Why "similar to"? What feature do you find missing
or performance goal that has gone lacking. Goto
http://aeroelectric.com
. . . and put 'avionics master' in the search box.
After reviewing the discussions, help us out by
citing where you perceive a return on investment for
having the feature.
Bob . . .
----------------------------------------
( "Physics is like sex: sure, it may )
( give some practical results, but )
( that's not why we do it." )
( )
( Richard P. Feynman )
----------------------------------------
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