Today's Message Index:
----------------------
1. 05:23 AM - Re: Knife blade connectors (George, Neal E Capt USAF ACC 505 TRS/DOJ)
2. 05:50 AM - Re: Knife blade connectors (Kelly McMullen)
3. 09:53 AM - VOTE! (Bill Bradburry)
4. 10:29 AM - Moisture Sensor ()
5. 11:16 AM - Re: Knife blade connectors (Robert L. Nuckolls, III)
6. 01:16 PM - Fw: Z-16 (Dan Billingsley)
7. 02:31 PM - Re: VOTE! (JOHN TIPTON)
8. 02:59 PM - Re: VOTE! (Bill Bradburry)
9. 04:00 PM - Battery contactor versus circuit breaker (mmayfield)
10. 04:00 PM - Re: VOTE! (Terry Watson)
11. 07:09 PM - VM1000C Fuel Pressure Sender Wiring (Jeff Page)
12. 09:36 PM - Re: VOTE! (Franz Fux)
Message 1
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Subject: | Knife blade connectors |
News to me, Kelly,
Where'd you hear that?
neal
============
<kellym@aviating.com>
Heard recently an allegation that this type of connector may no longer
be allowed on certified aircraft. Old wives tale or is there some
substance? I've learned to take 43-13 with a grain of salt, so figured
would ask the experts first.
Kelly
--
Message 2
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Subject: | Re: Knife blade connectors |
Another mail list, attributed to old crusty A&P/IA. I like those old
connectors, so wanted to be sure it was not based in anything official.
On 11/2/2010 5:17 AM, George, Neal E Capt USAF ACC 505 TRS/DOJ wrote:
> News to me, Kelly,
>
> Where'd you hear that?
>
> neal
>
> ============
> --> AeroElectric-List message posted by: Kelly McMullen
> <kellym@aviating.com>
>
> Heard recently an allegation that this type of connector may no longer
> be allowed on certified aircraft. Old wives tale or is there some
> substance? I've learned to take 43-13 with a grain of salt, so figured
> would ask the experts first.
> Kelly
Message 3
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Do NOT forget to go vote today!
B2
Message 4
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I want to install a moisture sensor in my stub wing to determine the
presence of fuel/water. It should activate a light if moisture is
detected. I found the link below which has a nice sensor, but requires a
lot of fancy accessories. I want simple.
Has anyone installed something like this or come across a source for a
thermocouple that senses moisture?
http://www.smarthome.com/71932/X10-Water-Moisture-Sensor-CR1/p.aspx
Thanks
Glenn E. Long
Message 5
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Subject: | Re: Knife blade connectors |
At 10:01 PM 11/1/2010, you wrote:
>
>Heard recently an allegation that this type of connector may no
>longer be allowed on certified aircraft. Old wives tale or is there
>some substance? I've learned to take 43-13 with a grain of salt, so
>figured would ask the experts first.
There's a lot of confusion between what is "allowed" and
that which is no longer "common practice". As a general rule,
the folks-who-know-more-about-airplanes-than-we-do
will not indulge themselves in bans on specific products
unless they're involved in a safety of flight issue.
We've always had an interest in fabricating one-wire,
'serviceable' splices in certain wires. If one wanted
to avoid installing a one-pin connector, then some form
of breakable splice was called for. For the three weeks
I spent on the Cessna 310/320 assembly line, I installed
a bucket-full of "wrist-locks" . . .
Emacs!
In other venues, the knife-splice was favored . . .
Emacs!
Both technologies were covered with an insulating sleeve
secured in the center with a tie of string. Today, one might
use heat-shrink. Both technologies offer a tug-resistant
splice with good integrity.
When I left Hawker-Beech, these technologies had been replaced
in production for many years. Powers that be favored a line
of one-pin connectors. These were plastic housings with a
double-ended female connector molded in. A splice as achieved
by crimping the appropriate male pin on both wires and
seating them into the double-female housing.
It was fairly compact, used tools and pins commonly used
all over the airplane . . . and could be opened by simply
extracting one of the two pins with the appropriate tool.
MUCH more expensive for materials . . . a toss-up I think
for labor . . . but it IS the latest and greatest.
In the mean time, there's nothing 'wrong' with knife-
spices or wrist-locks if they meet your design goals.
Bob . . .
Message 6
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Still no joy for answer to previous question below...?
----- Forwarded Message ----
From: Dan Billingsley <dan@azshowersolutions.com>
Sent: Mon, November 1, 2010 9:05:02 PM
Subject: Z-16
I just received the S704-1 Alt OV disconnect relay from B&C. AFter searching
several sources, I think I know how to connect. The question I have is...as
there are two coil tabs, does it matter how the polarity is attached? Thanks
Dan
Message 7
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I presume this is for the US citizen
Best of Luck - John (England)
----- Original Message -----
From: "Bill Bradburry" <bbradburry@bellsouth.net>
Sent: Tuesday, November 02, 2010 4:46 PM
Subject: AeroElectric-List: VOTE!
> <bbradburry@bellsouth.net>
>
> Do NOT forget to go vote today!
>
> B2
>
>
>
Message 8
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Actually, John, that is not really clear in the America we live in today.
Hopefully, after this election, perhaps it will become more clear.
Bill B
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of JOHN
TIPTON
Sent: Tuesday, November 02, 2010 5:27 PM
Subject: Re: AeroElectric-List: VOTE!
<jmtipton@btopenworld.com>
I presume this is for the US citizen
Best of Luck - John (England)
----- Original Message -----
From: "Bill Bradburry" <bbradburry@bellsouth.net>
Sent: Tuesday, November 02, 2010 4:46 PM
Subject: AeroElectric-List: VOTE!
> <bbradburry@bellsouth.net>
>
> Do NOT forget to go vote today!
>
> B2
>
>
>
Message 9
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Subject: | Battery contactor versus circuit breaker |
OK, so the aircraft we're talking about has a very simple electrical system. Day
VFR only, a comm, a transponder, a few miscellaneous widgets like boost pump,
smoke pump, engine monitor, a couple of solenoid valves, and the engine is the
venerable M14P which is an air start motor. So the battery is also correspondingly
small, and recharged by the B&C SK10 alternator.
The traditional basic electrical schematic has an avionics master but I'm discarding
this because, well, I just can't see why it is needed at all for this setup.
Any issues there?
This diagram is also drawn with no battery contactor, but a main battery circuit
breaker instead, and the master switch is 14AWG wire in one side and out the
other to the bus, I believe.
How does this rate compared to using a battery contactor instead? I do recall Bob
talking of this being a bit of an unconventional layout (regarding a B&C wiring
diagram a while back). Would it be better to specify a battery contactor
in a conventional arrangement, or for this system would it not matter too much?
Mike
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=317913#317913
Message 10
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Thanks, John. Because it is so immediate and convenient, it's easy to forget
how world-wide this list (and the internet) is. I'll bet even Al Gore didn't
realize that when he invented it! :)
Terry
Seattle
USA
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of JOHN
TIPTON
Sent: Tuesday, November 02, 2010 2:27 PM
Subject: Re: AeroElectric-List: VOTE!
<jmtipton@btopenworld.com>
I presume this is for the US citizen
Best of Luck - John (England)
----- Original Message -----
From: "Bill Bradburry" <bbradburry@bellsouth.net>
Sent: Tuesday, November 02, 2010 4:46 PM
Subject: AeroElectric-List: VOTE!
> <bbradburry@bellsouth.net>
>
> Do NOT forget to go vote today!
>
> B2
>
>
>
Message 11
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Subject: | VM1000C Fuel Pressure Sender Wiring |
A hangar mate asked me for help troubleshooting the fuel pressure
sender wiring to his Vision Microsystems VM1000C. The unit is a few
years old and he has just recently taken his first flight. The fuel
pressure has never functioned.
The fuel pressure sender is a JPI 3060-17, which is 5-32 PSI, 2 wire
resistive, for fuel injected engines (he has an IO-360).
He has confirmed wiring continuity and tested for shorts. The
pressure sender has been replaced with a new one.
He called JPI/Vision Microsystems but they were quite uninterested and
unhelpful :-(
What they did tell him is that while the manual indicates connections
to P5 pins 4 through 7, this particular sensor should be connected
between P5-7 (fuel pressure ground) and P5-8 (unlabelled in the manual).
Configuration is also necessary. Section 40.3 has five choices. I
watched him try each one. The result is that the pressure immediately
rises to the top of the scale and then the readout is replaced with Err.
Has anyone had success making this work ?
Which pins did you wire the sensor to ?
Did you add a pull up resistor, or ground one of the leads ?
Which configuration option worked ?
Any ideas will be appreciated.
Jeff Page
Dream Aircraft Tundra #10
Message 12
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I vote every day when I get out of bed
On 02/11/10 2:26 PM, "JOHN TIPTON" <jmtipton@btopenworld.com> wrote:
> <jmtipton@btopenworld.com>
>
> I presume this is for the US citizen
>
> Best of Luck - John (England)
>
>
> ----- Original Message -----
> From: "Bill Bradburry" <bbradburry@bellsouth.net>
> To: <aeroelectric-list@matronics.com>
> Sent: Tuesday, November 02, 2010 4:46 PM
> Subject: AeroElectric-List: VOTE!
>
>
>> <bbradburry@bellsouth.net>
>>
>> Do NOT forget to go vote today!
>>
>> B2
>>
>>
>>
>>
>>
>>
>
>
>
>
>
>
Franz Fux
Director of Operations
Last Frontier Heliskiing Ltd.
Bell 2 Lodge
P.O. Box 1237
Vernon, BC, V1T 6N6
CANADA
Office Contact
T: (250) 558-7980
F: (250) 558-7981
Lodge Contact
T: (250) 275-4770
F: (250) 275-4912
http://www.bell2lodge.com
---
LAST FRONTIER Heliskiing
www.lastfrontierheli.com
---
And for some of the best Steelhead Fishing in the world at Bell 2 Lodge
www.steelhead-fishing.net
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