Today's Message Index:
----------------------
1. 03:04 AM - (OT) Re: Fat Wire Terminals (Brian R. Wood)
2. 03:48 AM - Re: Bob Nuckolls's Z-14 with dual Lightspeed iii (Tony Cann)
3. 05:02 AM - Re: Re: Bob Nuckolls's Z-14 with dual Lightspeed iii (MICHAEL LARKIN)
4. 05:46 AM - Re: Fat Wire Terminals (Robert L. Nuckolls, III)
5. 05:46 AM - Re: Headset jack wire runs (Robert L. Nuckolls, III)
6. 06:46 AM - Re: Strobe Lights (Catz631@aol.com)
7. 08:52 AM - Re: Strobe Lights (MICHAEL LARKIN)
8. 09:53 AM - Re: Strobe Lights (Hinde, Frank George (Corvallis))
9. 09:53 AM - Coax passing electric fuel pumps (Allen Fulmer)
10. 10:41 AM - Re: Coax passing electric fuel pumps (Robert L. Nuckolls, III)
11. 10:55 AM - Re: Strobe Lights (raymondj)
12. 10:55 AM - Re: Strobe Lights (Robert L. Nuckolls, III)
13. 11:39 AM - Re: Joining many wires to one - rocker switch lights to dimmer (Bill Mauledriver Watson)
14. 11:40 AM - Re: Joining many wires to one - rocker switch lights to dimmer (Bill Mauledriver Watson)
15. 12:03 PM - Bob Nuckolls's Z-14 with dual Lightspeed III (Robert L. Nuckolls, III)
16. 01:09 PM - Re: Strobe Lights (RV Builder (Michael Sausen))
17. 03:24 PM - Re: Joining many wires to one - rocker switch lights to dimmer (Henry Trzeciakowski)
18. 04:42 PM - Re: Strobe Lights (raymondj)
19. 06:17 PM - Are there any mini D sub 2 wire connectors? (rparigor@SUFFOLK.LIB.NY.US)
20. 06:19 PM - Re: Strobe Lights (Robert Borger)
21. 07:07 PM - Re: Joining many wires to one - rocker switch lights to dimmer (Ron Quillin)
22. 07:25 PM - Re: Strobe Lights (Sam Hoskins)
23. 07:40 PM - Re: Strobe Lights (Robert L. Nuckolls, III)
24. 07:51 PM - Re: Joining many wires to one - rocker switch lights to dimmer (Chris)
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Subject: | Re: Fat Wire Terminals |
It goes along with polls that present people's opinions as "news", as if
believing something made it so.
Brian in Brazil
Em Tue, 27 Jan 2009 04:00:33 -0200, Jon Finley <jon@finleyweb.net>
escreveu:
>
> Well said Bob. I sure wish this was more widely understood (on a very
> wide
> scale - not just aviation).
>
> Jon
> DO NOT ARCHIVE
>
> <nuckolls.bob@aeroelectric.com>
>
> <snip>
> An too common response to contrary opinions
> in our culture is to throw it out to "all
> the folks" with some notion that a majority of
> common belief is the path to golden information.
> It's far better than these things be first argued
> by individuals with an understanding of the simple-ideas
> that support the technology or process being
> discussed. It's almost never useful to debate
> such things by participants at large in open forums.
>
Message 2
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Subject: | Re: Bob Nuckolls's Z-14 with dual Lightspeed iii |
>Time:
07:01:35 AM PST US
>From:
"Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
>Subject:
Re: Bob Nuckolls's Z-14 with dual Lightspeed iii
> and SD-8
>
>
> At 02:12 PM 1/25/2009, you wrote:
> >
> >Busy building an RV-8 with dual LS Plasma III (crank sensor) and
> >would appreciate some input on Z 14 changes required for my set-up.
>
>
> Don't recommend Z-14 for this combination of alternators.
> Suggest you consider Z-13/8>
>
Would you recommend Z-14 with an L-40 and an SD-20?
I don't understand the downside of Z-14:
- If you replace the single big battery with two smaller ones,
the weight increase shouldn't be much. Cranking power combined
should be similar.
- Does the SD-20 produce power at idle speeds (on the ground or in
descent),
or would the two busses need to be tied until airborne?
- the weight of the extra battery cables seems to be the major weight
increase
- switchology doesn't seem that complicated:
- turn both alternators (and buses) on prior to start
- tie the buses together prior to start and let the lower set
alternator
carry the load
- turn off the bus ties when airborne and run independent buses
- for an airborne restart, one would have to remember to close the bus
tie switch
Thanks
Tony Cann
HR-II
Message 3
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Subject: | Re: Bob Nuckolls's Z-14 with dual Lightspeed iii |
Tony,
I have a dual Light Speed system and I used the Z-14 very close to the
way it was written. The changes I made: I followed Light Speed's
recommendation of using a dedicated CB wired directly from the
battery. And due to the 5 screen EFIS system with multiple gyros and
air data computers I also incorporated a dual avionics bus with it own
transfers and cross ties. What changes are you looking to make.
Mike
On Jan 27, 2009, at 4:44 AM, Tony Cann wrote:
> >Time:
> 07:01:35 AM PST US
> >From:
> "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
> >Subject:
> Re: Bob Nuckolls's Z-14 with dual Lightspeed iii
> > and SD-8
> >
> >
> > At 02:12 PM 1/25/2009, you wrote:
> > >
> > >Busy building an RV-8 with dual LS Plasma III (crank sensor)
> and
> > >would appreciate some input on Z 14 changes required for my
> set-up.
> >
> >
> > Don't recommend Z-14 for this combination of alternators.
> > Suggest you consider Z-13/8>
> >
> Would you recommend Z-14 with an L-40 and an SD-20?
>
> I don=92t understand the downside of Z-14:
> - If you replace the single big battery with two smaller ones,
> the weight increase shouldn=92t be much. Cranking power combined
> should be similar.
> - Does the SD-20 produce power at idle speeds (on the ground or in
> descent),
> or would the two busses need to be tied until airborne?
> - the weight of the extra battery cables seems to be the major
> weight increase
> - switchology doesn=92t seem that complicated:
> - turn both alternators (and buses) on prior to start
> - tie the buses together prior to start and let the lower set
> alternator
> carry the load
> - turn off the bus ties when airborne and run independent buses
> - for an airborne restart, one would have to remember to close
> the bus tie switch
>
> Thanks
> Tony Cann
> HR-II
>
>
Message 4
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Subject: | Re: Fat Wire Terminals |
At 08:02 PM 1/26/2009, you wrote:
>So, while on the subject,
>
>I also read Bob's article on soldering those terminals. I ordered a
>bunch of terminals from B & C and also bought their
>hammer-crimper. Wasn't sure whether I wanted to crimp or
>solder. The terminals came and had so much space in them that I
>wasn't sure I could fill in with a reasonable amount of additional
>copper wire. There was probably 1/8 th inch extra besides the #4 wire.
If the wire isn't pretty snug on the temrinal
before you "stuff it" with copper wedges, it's
not the terminal for that wire . . .
> I spoke with Bill at B&C. Heck of a nice guy. He double checked
> and thought the terminals were correct. I ended up using their
> crimper instead of soldering. Got a very tight crimp that I could
> not pull apart. I am not sure if it is air tight and was
> scratching my head about adding solder. Overkill, right?
If you cannot verify the integrity of the crimp,
then adding solder is not a bad idea.
Bob . . .
----------------------------------------)
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
----------------------------------------
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Subject: | Re: Headset jack wire runs |
At 11:06 PM 1/26/2009, you wrote:
>Would three conductor shielded strobe wire work well for headset
>jack wire runs?
It would be fine electrically . . . but it's
probably too fat to fit into d-sub pins. You
might have to trim out a few strands of wire
before pins are installed.
Bob . . .
----------------------------------------)
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
----------------------------------------
Message 6
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Subject: | Re: Strobe Lights |
Hi,
I am new to this list as I decided to expand my information input.
In regards to The Aveo strobes,I have them on my Kitfox. The amp load is
very low and that is why I bought them. I removed my Whelens and sold the set on
EBAY. Now I wish I had them back. The Aveo's work well but they are no where
near as bright as the Whelens.
Dick Maddux
Kitfox 4-1200
Rotax 912UL
Pensacola,Fl
**************From Wall Street to Main Street and everywhere in between, stay
up-to-date with the latest news. (http://aol.com?ncid=emlcntaolcom00000023)
Message 7
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Subject: | Re: Strobe Lights |
Dick,
I to have switched out my Whelen strobe system for the Aveo. I on the
other hand really like the system vs. the standard strobe setup.
First I would say the important issue is visibility in flight not on
the ground. Our tests (not formal) show that a new Whelen strobe is a
bit more visible then the Aveo. We also found that the Aveo is more
visible then the Aeroflash system. Most importantly we noted that on
three airplanes that had Whelen systems that were two years or more in
age the Aveo was the same or more visible. The pros to the Aveo
system: in most installations a 3 plus pound weight savings was
achieved, a savings of 170 watts +/- 20 depending on which brand of
strobe you installed( that's 14-amps on a 12v system), the Aveo does
not put out high voltage and therefore is less problematic with RF
noise, the Aveo light life has a 20,000 hours life and is virtually
maintenance free, the Aveo unit takes up much less space, and most
importantly, if you find the right dealer the price is half or more
depending on which brand of strobe you purchased.
Just my take,
Mike Larkin
On Jan 27, 2009, at 7:39 AM, Catz631@aol.com wrote:
> Hi,
> I am new to this list as I decided to expand my information input.
> In regards to The Aveo strobes,I have them on my Kitfox. The amp
> load is very low and that is why I bought them. I removed my Whelens
> and sold the set on EBAY. Now I wish I had them back. The Aveo's
> work well but they are no where near as bright as the Whelens.
> Dick Maddux
> Kitfox
> 4-1200
> Rotax 912UL
>
> Pensacola,Fl
>
> From Wall Street to Main Street and everywhere in between, stay up-
> to-date with the latest news.
> <Kitfox 038.jpg>
Message 8
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Its my take that strobes do very little in tems of making an aircraft visib
le..In fact I'm wondering why I fitted strobes to my second airplane when I
was convinced of this fact from my first airplane.
Now what does make an incredible difference is wig wagging the landing ligh
ts..There is just something about that left-right pulsation that really sta
nds out..At least from the front.:)
Frank
Completely electrically dependant IFR RV7a..Including fuel pumps
________________________________
From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectr
ic-list-server@matronics.com] On Behalf Of MICHAEL LARKIN
Sent: Tuesday, January 27, 2009 8:40 AM
Subject: Re: AeroElectric-List: Strobe Lights
Dick,
I to have switched out my Whelen strobe system for the Aveo. I on the othe
r hand really like the system vs. the standard strobe setup. First I would
say the important issue is visibility in flight not on the ground.
Message 9
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Subject: | Coax passing electric fuel pumps |
Bob,
One possible route for multiple coax cables from belly mounted COM and XPDR
antennas would require them to pass within a couple inches of and parallel
to the electric fuel pumps. Airplane is all electric so one or both pumps
would be running.
Would that likely create an antagonist for the radios and/or transponder?
Thanks,
Allen Fulmer
RV7 Wiring/Plumbing
Eggenfellner Subaru E6T on firewall
N808AF reserved
Alexander City, AL
256-329-2001
Message 10
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Subject: | Re: Coax passing electric fuel pumps |
At 11:38 AM 1/27/2009, you wrote:
>
>Bob,
>
>One possible route for multiple coax cables from belly mounted COM and XPDR
>antennas would require them to pass within a couple inches of and parallel
>to the electric fuel pumps. Airplane is all electric so one or both pumps
>would be running.
>
>Would that likely create an antagonist for the radios and/or transponder?
No, the respective spectrums of interest for both
pumps as potential antagonists and the radios as
potential victims are very widely separated. Further,
the really magic thing about a properly terminated
transmission line (coaxial cable) is that isolation
between the outside environment and itty bitty signals
within is huge.
Not to worry.
Bob . . .
----------------------------------------)
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
----------------------------------------
Message 11
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Subject: | Re: Strobe Lights |
Does anyone have any experience with wig wagging strobes? I am considering
doing it on mine.
Raymond Julian
Kettle River, MN
"Hope for the best,
but prepare for the worst."
do not archive
----- Original Message -----
From: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com>
Sent: Tuesday, January 27, 2009 11:38 AM
Subject: RE: AeroElectric-List: Strobe Lights
Its my take that strobes do very little in tems of making an aircraft
visible..In fact I'm wondering why I fitted strobes to my second airplane
when I was convinced of this fact from my first airplane.
Now what does make an incredible difference is wig wagging the landing
lights..There is just something about that left-right pulsation that really
stands out..At least from the front.:)
Frank
Completely electrically dependant IFR RV7a..Including fuel pumps
Message 12
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Subject: | Re: Strobe Lights |
At 08:39 AM 1/27/2009, you wrote:
>Hi,
> I am new to this list as I decided to expand my information input.
> In regards to The Aveo strobes,I have them on my Kitfox. The amp
> load is very low and that is why I bought them. I removed my
> Whelens and sold the set on EBAY. Now I wish I had them back. The
> Aveo's work well but they are no where near as bright as the Whelens.
I wouldn't loose much sleep over it. Strobes as an
aid to collision avoidance is problematic. For EVERY
close encounter with another airplane I was aware of,
by the time I saw the airplane the event was nearly over.
Had I KNOWN that an airplane was approaching from a certain
quadrant and was watching for it . . . the strobes might have
helped me pick up the machine. However,(1) conditions
were so hazy at the time that even if I had seen the
airplane, I'm not sure I could have studied it long
enough to decide whether it was at the same altitude
or holding position on the windshield - i.e. collision
course or (2) didn't see the airplane until right overhead
or even passed my location and moving away. In the
later cases, the airplane's approach was out of line of
sight.
The notion that "lives will be saved" by having
n-times stronger strobe lights is a figment of
a bureaucrat's imagination and fondest wishes.
In the cases where the other airplane is looking
right at you, a strobe of about ANY light output
will be of some assistance. Without a doubt, wig-wagged
landing lights are several orders of magnitude more
attention getting but of course ONLY in the cone of
visibility forward of your aircraft.
Bob . . .
----------------------------------------)
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
----------------------------------------
Message 13
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Subject: | Re: Joining many wires to one - rocker switch lights |
to dimmer
Thanks Bob. All of that helps tremendously. Not sure why I couldn't
find any of it on the site .... thanks for the taking the time .
Bill Watson
do not archive
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Subject: | Re: Joining many wires to one - rocker switch lights |
to dimmer
Thanks Charlie!
And thanks to Bob for finishing it up
do not archive
Charlie England wrote:
> <ceengland@bellsouth.net>
>
> Bill Mauledriver Watson wrote:
>> <MauleDriver@nc.rr.com>
>>
>> Can anyone offer some advice on how to connect the leads for my 8 or
>> 9 Honeywell rockers to a single periheliondesign dimmer?
>>
>> The switches all have Fast-on terminals which I can easily connect
>> to. But I'm a bit stumped on the best way to have 8 or 9 separate
>> leads connected together and finally connected to a dimmer.
>>
>> I've been through most/all of Bob's stuff but just can't find the
>> right approach.
>>
>> Thanks
>> Bill "wiring away" Watson
>> RV10
>> Durham NC
>
>
> The simplest way is to run all the leads to a convenient location
> (toward the dimmer would make sense) and add one more wire to the
> bundle. Use a large splice crimp to join them all, then run the
> 'extra' wire to the dimmer. You can modify this idea slightly by doing
> it in 2 or 3 stages with just a few wires in each splice, then sum the
> 'extras' with one more to the dimmer.
>
> Bob details a similar technique to get power into multiple pins of a
> d-sub connector when more current is needed than one pin can carry.
>
> Charlie
>
>
Message 15
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Subject: | Bob Nuckolls's Z-14 with dual Lightspeed III |
>I don't understand the downside of Z-14:
Let's study the upside first. What is the mission profile
for your airplane? Under what conditions of failure (study
the effects for failure of each and every component) would
you find the specifics of Z-14 useful in crafting a Plan-B?
Z-14 was crafted for a Lancair IVP builder who planned
to use the airplane for business travel. I.e., be at important
locations at appropriate times. He was an accomplished pilot
with a lot of IFR (Pacific N.W. where there's LOTS of IMC
that does not involve either ice or convective conditions).
It was my advice and his intent that both sides of the
panel be capable of comfortably completing anticipated
flight scenarios. This means that 1/2 of the ship's
IFR goodies were powered from the main bus, 1/2 from
the aux bus. This airplane also has a large engine but
there was value in having small as practical batteries.
Hence, the cross-feed feature for cranking the engine.
Now, this system is not cheap, it's not light, it's not
simple in comparison to other options like Z-11 through
Z-13. It adds to cost of acquisition, fabrication, maintenance
and loss of performance for payloads.
> - If you replace the single big battery with two smaller ones,
> the weight increase shouldn't be much. Cranking power combined
> should be similar.
Yes.
> - Does the SD-20 produce power at idle speeds (on the ground or
> in descent),
Not much at idle, less than rated in descent. The SD-8 is even
worse.
>
> or would the two busses need to be tied until airborne?
Depends on aux bus loads . . . have you done a load
analysis for the proposed system?
> - the weight of the extra battery cables seems to be the major
> weight increase
You've used "shouldn't be much" and "major" to describe some
discussions on weight. It would be useful to speak
to exact numbers and them compare them to your design
goals. It's pointless for us to discuss anything in terms
of weight savings without first having your personal
design goals in mind.
> - switchology doesn't seem that complicated:
Again, non quantified.
> - turn both alternators (and buses) on prior to start
> - tie the buses together prior to start and let the lower set
> alternator
> carry the load
>
> - turn off the bus ties when airborne and run independent buses
>
> - for an airborne restart, one would have to remember to close
> the bus tie switch
The only airplanes I'm aware of that need a starter
for airborne restart are the canard pushers. Every
airplane I've flown will not cease wind-milling
during fuel starvation or ignition failure events.
The idea of crafting mission requirements is key
here. I'm reminded of what must be millions of "automobile
emergency kits" sold in stores that contain band-aids,
antiseptic, tourniquet, scissors, burn ointment
and snake-bite kit. Oh yeah, a couple of flares
perhaps a warning reflector is a good thing to have
too.
Had one of those in the first car I ever owned
(1941 Pontiac 6-cyl Coupe). It was still in the
car when I junked it after being rear-ended. 50
years and about a 600K+ miles later, I've never
since missed NOT having one in my car.
So the real answers to your questions should begin
with a study of value and need that is exchanged
for cost of ownership and loss of payload. Bottom
line is that you're going to wire the airplane
any way you wish . . . not the way I or anyone
else wishes. So OUR task is to encourage you
to do the failure mode effects analysis on your
proposed system in situations that describe
how your airplane will be used.
Every part/feature LEFT OFF can only be
improvements in cost of ownership and increased
performance. Keep in mind that the incidence of
electrical system failure precipitating a bad
day in the cockpit (or arrival with the ground)
is exceedingly rare. Unless you plan to spend
a lot of time boring holes in clouds, then
your most reliable back up system looks like this:
http://www.aeroelectric.com/Pictures/Misc/Failure_Tolerance.pdf
Now, assuming you have a similar suite of goodies
in your flight bag, start with Z-11 and consider
how your airplane is to be used. What are the
effects for loss of ANY single component (includes
complex accessories like radios, instruments, etc).
If loss of any single component raises concerns
for breaking a sweat, then what needs to be
added to your electrical system to offer a
Plan-b mitigation of that failure? Finally, assuming
that you do not plan to have a vacuum pump, then
consider a $400/4-pound penalty for plugging the vacuum
pump pad with an SD-8. How does 8A of unlimited
power affect your Plan-b for any failures identified earlier?
If I were building an airplane today, Z-13/8 would
be the architecture of choice. Since MY planned
use of instruments is to poke through cloud
layers and to navigate the Ohio summer haze, I
wouldn't need more than the traditional full
and partial panel compliments of goodies. Further,
I would have a GPS aided wing-leveler that does
not depend on any other accessory for data.
I respectfully suggest that a Z-13/8 architecture
and totally independent GPS aided wing leveler
is a protection against sweaty terminations of flight
that exceeds capability of the vast majority of
S.E. aircraft. I'll further suggest that an upgrade to Z-14
should be driven by an unusual set of mission requirements.
Finally, if you DO find a failure condition that begs
for such an upgrade, please make us all aware of it.
Bob . . .
Message 16
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You had me for a second there. :)
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of raymondj
Sent: Tuesday, January 27, 2009 12:37 PM
Subject: Re: AeroElectric-List: Strobe Lights
Does anyone have any experience with wig wagging strobes? I am considering
doing it on mine.
Raymond Julian
Kettle River, MN
"Hope for the best,
but prepare for the worst."
do not archive
----- Original Message -----
From: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com>
Sent: Tuesday, January 27, 2009 11:38 AM
Subject: RE: AeroElectric-List: Strobe Lights
Its my take that strobes do very little in tems of making an aircraft
visible..In fact I'm wondering why I fitted strobes to my second airplane
when I was convinced of this fact from my first airplane.
Now what does make an incredible difference is wig wagging the landing
lights..There is just something about that left-right pulsation that really
stands out..At least from the front.:)
Frank
Completely electrically dependant IFR RV7a..Including fuel pumps
Message 17
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Subject: | Re: Joining many wires to one - rocker switch lights |
to dimmer
Bob:
Looking at your mini-bus creation using d-sub, can you give me an idea how
many amps can I put thru those d-sub pins ( I guess is a better question is
what are each of the pins rated for)??...obviously, I looking at using18-22
awg wire..probably no higher than 5 amps, but maybe as high as 7.5 amps if
possible.
thanks
Henry
----- Original Message -----
From: "Robert L. Nuckolls, III" <nuckolls.bob@aeroelectric.com>
Sent: Monday, January 26, 2009 5:54 PM
Subject: Re: AeroElectric-List: Joining many wires to one - rocker switch
lights to dimmer
<nuckolls.bob@aeroelectric.com>
>
> At 03:31 PM 1/26/2009, you wrote:
> ><MauleDriver@nc.rr.com>
> >
> >Can anyone offer some advice on how to connect the leads for my 8 or
> >9 Honeywell rockers to a single periheliondesign dimmer?
> >
> >The switches all have Fast-on terminals which I can easily connect to.
> >But I'm a bit stumped on the best way to have 8 or 9 separate leads
> >connected together and finally connected to a dimmer.
> >
> >I've been through most/all of Bob's stuff but just can't find the
> >right approach.
>
> Here's one of several solutions for bringing multiple
> lighting leads and their ground into an orderly joining:
>
> http://aeroelectric.com/Pictures/Wiring_Technique/minibus.jpg
>
> http://aeroelectric.com/Pictures/Wiring_Technique/Minibus1.jpg
>
> http://aeroelectric.com/Pictures/Wiring_Technique/Minibus2.jpg
>
> Alternatively, it's perfectly valid to lap multiple strands
> of wires and fixture them for soldering with a single strand
> of fine copper. Make the solder joint and then cover with
> heat shrink.
>
>
http://www.aeroelectric.com/articles/PM_Solder_Sleeve/PM_Solder_Sleeve.html
>
> Finally, if the wires are small (22AWG or smaller) you can
> consider sticking multiple strands of wire into each end of
> a butt-splice. Note that a blue spice will easily accommodate
> three 20AWG wires, I suspect you can get 5-6 in each end.
> This allows you to bring 10-12 wires together in a common,
> well connected junction.
>
> http://www.aeroelectric.com/articles/multiplewires/multiplewires.html
>
> http://aeroelectric.com/Pictures/Terminals/3x20Blue.jpg
>
> http://aeroelectric.com/Pictures/Terminals/PIDG-Splices.jpg
>
>
> Bob . . .
>
> ----------------------------------------)
> ( . . . a long habit of not thinking )
> ( a thing wrong, gives it a superficial )
> ( appearance of being right . . . )
> ( )
> ( -Thomas Paine 1776- )
> ----------------------------------------
>
>
Message 18
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Subject: | Re: Strobe Lights |
Perhaps my ignorance is showing, but I am considering trying to have the
wingtip strobes fire in sequence something like a wigwag pattern. Maybe
I'm lacking some piece of info that would put an end to my speculation. I
am a novice in the aviation electronics arena. If there are things which
prevent this please educate me, that's what I'm here for.
Raymond Julian
Kettle River, MN
"Hope for the best,
but prepare for the worst."
----- Original Message -----
From: "RV Builder (Michael Sausen)" <rvbuilder@sausen.net>
Sent: Tuesday, January 27, 2009 2:50 PM
Subject: RE: AeroElectric-List: Strobe Lights
> <rvbuilder@sausen.net>
>
> You had me for a second there. :)
>
> -----Original Message-----
> From: owner-aeroelectric-list-server@matronics.com
> [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
> raymondj
> Sent: Tuesday, January 27, 2009 12:37 PM
> To: aeroelectric-list@matronics.com
> Subject: Re: AeroElectric-List: Strobe Lights
>
> <raymondj@frontiernet.net>
>
> Does anyone have any experience with wig wagging strobes? I am
> considering
> doing it on mine.
>
> Raymond Julian
> Kettle River, MN
>
> "Hope for the best,
> but prepare for the worst."
>
> do not archive
>
> ----- Original Message -----
> From: "Hinde, Frank George (Corvallis)" <frank.hinde@hp.com>
> To: <aeroelectric-list@matronics.com>
> Sent: Tuesday, January 27, 2009 11:38 AM
> Subject: RE: AeroElectric-List: Strobe Lights
>
>
> Its my take that strobes do very little in tems of making an aircraft
> visible..In fact I'm wondering why I fitted strobes to my second airplane
> when I was convinced of this fact from my first airplane.
>
> Now what does make an incredible difference is wig wagging the landing
> lights..There is just something about that left-right pulsation that
> really
> stands out..At least from the front.:)
>
> Frank
> Completely electrically dependant IFR RV7a..Including fuel pumps
>
>
--------------------------------------------------------------------------------
Checked by AVG - http://www.avg.com
6:13 PM
Message 19
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|
Subject: | Are there any mini D sub 2 wire connectors? |
Are there any mini2 wire holders for D sub machined pins?
Easy connect and easy disconnect, perhaps like a Sermos or Anderson
power pole style connector that can be assembled (modular like would
be a good thing) and allow some sort of strain relief, like a tube
inserted in tail of holderso the tube is supported by the connector
and will then relieve stress from wire?
Needed is small size,
reasonably water resistant and ability to mount one side semi permanent.
Amp draw will be under 2 amps on a 12 volt system for removable and
retractable Landing LEDs and Taxi LEDs.
Ron Parigoris
Message 20
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Subject: | Re: Strobe Lights |
Raymond,
There's no technical reason to prevent you setting up strobes to
alternate or flash in some time sequence. If you are working with a
commercial strobe system, some provide the ability to set the strobes
to flash simultaneously or in sequence.
I'm not at the airport with my head in the opening that goes back
behind the baggage bay where my Whelen strobe power-pack is located so
this is from memory. But, I think that the Whelen's can be set to
flash alternately by the way you plug in the lines to the external
strobe unit's sockets.
I just went to my on-line build diary and found a pic of the strobe
power-pack. If you go to the link in the signature block then click
on the album for "Year #3, Q1 2004" and when it comes up, go to page
2. There, about 1/3 of the way down, is a pic of the power pack. You
can see that there is output for up to three strobes. Output 1
alternates with outputs 2 & 3 which are in synch. First #1 flashes,
then #2 & #3 flash together. So, by powering one wing from #1 and the
other wing from #2 or #3, you can get alternating flashes on your two
wing units. I guess you could be really cool and power a strobe on
top of the fin with #1 and the wings with #2 & #3 for a 1 - 2 flash.
I hope this helps.
Check six,
Bob Borger
Europa Kit #A221 N914XL, XS Mono, Intercooled 914, Airmaster C/S
http://www.europaowners.org/N914XL
(99.999% done) Essentially complete. Running Tests & Final Inspections.
3705 Lynchburg Dr.
Corinth, TX 76208
Home: 940-497-2123
Cel: 817-992-1117
On Jan 27, 2009, at 18:23, raymondj wrote:
> >
>
> Perhaps my ignorance is showing, but I am considering trying to have
> the wingtip strobes fire in sequence something like a wigwag
> pattern. Maybe I'm lacking some piece of info that would put an
> end to my speculation. I am a novice in the aviation electronics
> arena. If there are things which prevent this please educate me,
> that's what I'm here for.
>
> Raymond Julian
> Kettle River, MN
>
> "Hope for the best,
> but prepare for the worst."
>
> ----- Original Message ----- From: "RV Builder (Michael Sausen)" <rvbuilder@sausen.net
> >
> To: <aeroelectric-list@matronics.com>
> Sent: Tuesday, January 27, 2009 2:50 PM
> Subject: RE: AeroElectric-List: Strobe Lights
Message 21
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|
Subject: | Re: Joining many wires to one - rocker switch lights |
to dimmer
At 18:12 1/27/2009, you wrote:
>Looking at your mini-bus creation using d-sub, can you give me an idea how
>many amps can I put thru those d-sub pins ( I guess is a better question is
>what are each of the pins rated for)??...obviously, I looking at using18-22
>awg wire..probably no higher than 5 amps, but maybe as high as 7.5 amps if
>possible.
>
>thanks
>
>Henry
Not Bob here, but perhaps I can add some info.
The size 20 contacts in standard density connectors are generally
rated from 6 to 7.5 A per contact. However total "connector"
currents are, or can be, much less. The full contact rating is
obtained with a single contact with AWG-18 wire. Awg-24 derated to
71% and AWG-28 derates to 48%. Then you should derate the connector
for total current load. For 100% loading, the 18 wire is derated to
30%, and 24 and 28 to 20% and 15% respectively. So that 6A contact
could quickly become a 1A contact. This info from an AMPLIMITE HD-20
PCB mounted connector. The document # is 108-40025 and can be found
on the Tyco website.
If you are not dealing with much current, it's not much of a worry,
but if a connector is loaded with a bunch of power lines, things
carry much less that you may at first expect. Also, if you're going
into the FL's, altitude derating may be another concern. Chapter 11
of 43.13 has some info for that.
Ron Q.
Message 22
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|
Subject: | Re: Strobe Lights |
This one has all sorts of patterns, including Wig-Wag.
http://www.airplanegear.com/skybright.htm
Sam
On Tue, Jan 27, 2009 at 6:23 PM, raymondj <raymondj@frontiernet.net> wrote:
> raymondj@frontiernet.net>
>
> Perhaps my ignorance is showing, but I am considering trying to have the
> wingtip strobes fire in sequence something like a wigwag pattern. Maybe
> I'm lacking some piece of info that would put an end to my speculation. I
> am a novice in the aviation electronics arena. If there are things which
> prevent this please educate me, that's what I'm here for.
>
> Raymond Julian
> Kettle River, MN
>
> "Hope for the best,
> but prepare for the worst."
>
> ----- Original Message ----- From: "RV Builder (Michael Sausen)" <
> rvbuilder@sausen.net>
> To: <aeroelectric-list@matronics.com>
> Sent: Tuesday, January 27, 2009 2:50 PM
>
> Subject: RE: AeroElectric-List: Strobe Lights
>
>
>> rvbuilder@sausen.net>
>>
>> You had me for a second there. :)
>>
>> -----Original Message-----
>> From: owner-aeroelectric-list-server@matronics.com [mailto:
>> owner-aeroelectric-list-server@matronics.com] On Behalf Of raymondj
>> Sent: Tuesday, January 27, 2009 12:37 PM
>> To: aeroelectric-list@matronics.com
>> Subject: Re: AeroElectric-List: Strobe Lights
>>
>> raymondj@frontiernet.net>
>>
>> Does anyone have any experience with wig wagging strobes? I am
>> considering
>> doing it on mine.
>>
>> Raymond Julian
>> Kettle River, MN
>>
>> "Hope for the best,
>> but prepare for the worst."
>>
>> do not archive
>>
>> ----- Original Message ----- From: "Hinde, Frank George (Corvallis)" <
>> frank.hinde@hp.com>
>> To: <aeroelectric-list@matronics.com>
>> Sent: Tuesday, January 27, 2009 11:38 AM
>> Subject: RE: AeroElectric-List: Strobe Lights
>>
>>
>> Its my take that strobes do very little in tems of making an aircraft
>> visible..In fact I'm wondering why I fitted strobes to my second airplane
>> when I was convinced of this fact from my first airplane.
>>
>> Now what does make an incredible difference is wig wagging the landing
>> lights..There is just something about that left-right pulsation that
>> really
>> stands out..At least from the front.:)
>>
>> Frank
>> Completely electrically dependant IFR RV7a..Including fuel pumps
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>>
>
>
> --------------------------------------------------------------------------------
>
>
> Checked by AVG - http://www.avg.com
> 6:13 PM
>
>
Message 23
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Subject: | Re: Strobe Lights |
At 06:23 PM 1/27/2009, you wrote:
>
>Perhaps my ignorance is showing, but I am considering trying to have
>the wingtip strobes fire in sequence something like a wigwag
>pattern. Maybe I'm lacking some piece of info that would put an
>end to my speculation. I am a novice in the aviation electronics
>arena. If there are things which prevent this please educate me,
>that's what I'm here for.
>
>Raymond Julian
>Kettle River, MN
Assuming that your strobes feature an external trigger mode,
what you've proposed can be done . . . and I might add that
it seems practical.
You would need to understand how the strobes talk to each
other for the purpose of making them flash together. Then
you need a "black box" that generates alternating strobe
pulses to achieve the "wig wag" appearance.
Bob . . .
----------------------------------------)
( . . . a long habit of not thinking )
( a thing wrong, gives it a superficial )
( appearance of being right . . . )
( )
( -Thomas Paine 1776- )
----------------------------------------
Message 24
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Subject: | Re: Joining many wires to one - rocker switch |
lights to dimmer
i am on the couch watching tv and playing with.......my laptop
----- Original Message -----
From: "Ron Quillin <recent" <rjquillin@gmail.com>
Sent: Tuesday, January 27, 2009 9:55:50 PM GMT -05:00 US/Canada Eastern
Subject: Re: AeroElectric-List: Joining many wires to one - rocker =C2-
=C2- switch lights to dimmer
At 18:12 1/27/2009, you wrote:
Looking at your mini-bus creation using d-sub, can you give me an idea how
many amps can I put thru those d-sub pins (=C2- I guess is a better quest
ion is
what are each of the pins rated for)??...obviously, I looking at using18-22
awg wire..probably no higher than 5 amps, but maybe as high as 7.5 amps if
possible.
thanks
Henry
Not Bob here, but perhaps I can add some info.
The size 20 contacts in standard density connectors are generally rated fro
m 6 to 7.5 A per contact.=C2- However total "connector" currents are, or
can be, much less.=C2- The full contact rating is obtained with a single
contact with AWG-18 wire.=C2- Awg-24 derated to 71% and AWG-28 derates to
48%.=C2- Then you should derate the connector for total current load.=C2
- For 100% loading, the 18 wire is derated to 30%, and 24 and 28 to 20% a
nd 15% respectively.=C2- So that 6A contact could quickly become a 1A con
tact.=C2- This info from an AMPLIMITE HD-20 PCB mounted connector.=C2-
The document # is 108-40025 and can be found on the Tyco website.
If you are not dealing with much current, it's not much of a worry, but if
a connector is loaded with a bunch of power lines, things carry much less t
hat you may at first expect.=C2- Also, if you're going into the FL's, alt
itude derating may be another concern.=C2- Chapter 11 of 43.13 has some i
nfo for that.
============
==
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