Today's Message Index:
----------------------
1. 01:50 AM - Re: spliting 2 wires at a dsub connector (Jay Hyde)
2. 05:47 AM - Re: spliting 2 wires at a dsub connector (Craig L. Reding)
3. 10:36 AM - Lithium batteries (Thomas E Blejwas)
4. 11:28 AM - Re: spliting 2 wires at a dsub connector (Eric M. Jones)
5. 12:10 PM - Re: Lithium batteries (Robert L. Nuckolls, III)
6. 01:53 PM - Re: Re: spliting 2 wires at a dsub connector (Roger & Jean)
7. 06:43 PM - Re: Lithium batteries (B Tomm)
8. 06:57 PM - Re: Lithium batteries (Michael McMahon)
9. 08:03 PM - Re: Re: spliting 2 wires at a dsub connector (Robert L. Nuckolls, III)
10. 08:04 PM - Re: spliting 2 wires at a dsub connector (Robert L. Nuckolls, III)
11. 09:40 PM - Re: spliting 2 wires at a dsub connector (Craig Reding)
Message 1
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Subject: | spliting 2 wires at a dsub connector |
That's a perfectly acceptable way to do it; I have used that method many
times without any problems.
Jay
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Craig
Reding
Sent: 13 March 2014 11:46 PM
Subject: AeroElectric-List: spliting 2 wires at a dsub connector
In the sprit of the comic books that Bob has put together which have proven
so valuable
I need to split a shielded wire into 2 pins on on a DSUB. I am sure that
what I did would be an acceptable approach but is there a better way?
this is a 2 conductor shielded wire. I have already added a pigtail using a
solder sleeve
thanks for the help
I striped off a 1/4 inch strip of insulation about 1 1/2 inches back from
the pin
I
following Bob's comic book on splicing wires i teased out a couple of
strands of the wire to be joined
Wrapped and soldered
added shrink wrap and crimped on the pin
Message 2
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Subject: | Re: spliting 2 wires at a dsub connector |
Jay
Thanks
> On Mar 15, 2014, at 4:47 AM, "Jay Hyde" <jay@horriblehyde.com> wrote:
>
> That=99s a perfectly acceptable way to do it; I have used that metho
d many times without any problems.
>
> Jay
>
>
> From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelect
ric-list-server@matronics.com] On Behalf Of Craig Reding
> Sent: 13 March 2014 11:46 PM
> To: aeroelectric-list@matronics.com
> Subject: AeroElectric-List: spliting 2 wires at a dsub connector
>
>
> In the sprit of the comic books that Bob has put together which have prov
en so valuable
>
> I need to split a shielded wire into 2 pins on on a DSUB. I am sure that w
hat I did would be an acceptable approach but is there a better way?
> this is a 2 conductor shielded wire. I have already added a pigtail using a
solder sleeve
>
> thanks for the help
>
>
> I striped off a 1/4 inch strip of insulation about 1 1/2 inches back from t
he pin
> I <image001.jpg>
>
> following Bob=99s comic book on splicing wires i teased out a couple
of strands of the wire to be joined
> <image002.jpg>
>
> Wrapped and soldered
> <image003.jpg>
>
> added shrink wrap and crimped on the pin
>
> <image004.jpg>
>
Message 3
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Subject: | Lithium batteries |
Bob,
Don't know which message it was in, but you mentioned that you we were working
on the last battery article for Kitplanes that would include lithium batteries.
I hope you will look at the EarthX batteries. They are now recommended on
the Viking website, so I've read their promotions. They actually have a section
on their website for experimental aircraft applications and they claim to deal
with charging/discharging issues that other lithium-iron-phosphate batteries
don't. I learned the hard way (had a meter lead plugged into the wrong socket)
that a brief inadvertent short of a Shorai battery will ruin it. Still haven't
heard of any explosive failures of batteries with this chemistry. I look
forward to your article.
Tom
Sent from my iPad
Message 4
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Subject: | Re: spliting 2 wires at a dsub connector |
For frequencies above about a MHz, this shouldn't be done, since the insulation
itself carries the signal. See attached.
By the way. I ran across a paper that recommended wire-nuts for connecting multiple
wires. Is there some reason not to do this?
--------
Eric M. Jones
www.PerihelionDesign.com
113 Brentwood Drive
Southbridge, MA 01550
(508) 764-2072
emjones(at)charter.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=420383#420383
Attachments:
http://forums.matronics.com//files/dabbling_with_electricity_565.pdf
Message 5
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Subject: | Re: Lithium batteries |
At 12:35 PM 3/15/2014, you wrote:
><tomblejwas@yahoo.com>
>
>Bob,
>
>Don't know which message it was in, but you mentioned that you we
>were working on the last battery article for Kitplanes that would
>include lithium batteries. I hope you will look at the EarthX
>batteries. They are now recommended on the Viking website, so I've
>read their promotions. They actually have a section on their
>website for experimental aircraft applications and they claim to
>deal with charging/discharging issues that other
>lithium-iron-phosphate batteries don't. I learned the hard way (had
>a meter lead plugged into the wrong socket) that a brief inadvertent
>short of a Shorai battery will ruin it. Still haven't heard of any
>explosive failures of batteries with this chemistry. I look forward
>to your article.
>
>Tom
Excellent input . . . thanks. I'll add them to the 'research'.
So far I've submitted three articles that speak to battery
selection and operations in general. The 4th is taking longer
than I thought . . . input from folks like yourself have
been helping me peel away the layers of the onion . . .
In the mean time, I'm submitting an article on mean time
between failure and how it has little or nothing to do
with system reliability. The article will be a prelude to
chapter 4 on lithium batteries where I'll remind readers
that irrespective of their battery choice, the electrically
dependent engine places new requirements on batteries.
Builders they need to look past the marketing rhetoric
for weight, cranking ability and any mumbling that
speaks to 'safety'. It's unfortunate that all the smoke
and fire (no pun intended) has pushed performance issues
to the back of the bus.
The article are to remind builders that they need
to purchase to design goals then test and maintain
to those goals.
A Kitplanes reader wrote Paul Dye to take issue
with a statement I made to the effect that I'd
never read of an accident where a backup system
would have made a difference. The "box" into which
the pilot driven was profound and in-escapable.
He related the fact that during a flight behind
his electrically dependent engine, a wire came
loose ad "took down the main bus". He said that
the presence of a back-up battery and a constellation
of switches to access it saved the day.
Through a couple of exchanges I discovered
that he had a hefty alternator and a 34 a.h.
battery . . . both of which became unavailable
to him thus forcing dependance upon a small
'backup' battery.
I suggested that while his particular system
WAS tolerant of that particular failure,
it was not very robust. I hoped to engage
him in conversation that would reduce his
reliance on a backup battery . . . but he was
rather unhappy about my assessment.
The point to be pondered is that no matter what
kind of battery you have on board, failure
tolerance has little to do with choice of parts,
their MTBF numbers or their marketing position
amongst the stars of products.
I'm getting no outpouring of data to support anyone's
marketing hype. E-mails are brushed aside with
an assertion of no comment, use on airplanes is
not supported, or simply ignored.
This has been an interesting exercise . . .
Bob . . .
Message 6
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Subject: | Re: spliting 2 wires at a dsub connector |
>
> By the way. I ran across a paper that recommended wire-nuts for connecting
> multiple wires. Is there some reason not to do this?
The main reason that I could see is the
added bulk of the wire nuts might make
it difficult to impossible to add a cover
to the connector.
Roger
Message 7
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Subject: | Lithium batteries |
Bob,
I agree that EarthX, based on their forthcoming dialog, substance in their
answers, and willingness to support the amateur aircraft builders (even
encourage the use of their batteries in our aircraft, and why) has them on
my short list for when I finally need a battery for the RV7A. I strongly
suggest that you get in touch with them for your article. It will be very
easy to have an audience there.
Bevan
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Robert L.
Nuckolls, III
Sent: Saturday, March 15, 2014 12:10 PM
Subject: Re: AeroElectric-List: Lithium batteries
--> <nuckolls.bob@aeroelectric.com>
At 12:35 PM 3/15/2014, you wrote:
><tomblejwas@yahoo.com>
>
>Bob,
>
>Don't know which message it was in, but you mentioned that you we were
>working on the last battery article for Kitplanes that would include
>lithium batteries. I hope you will look at the EarthX batteries. They
>are now recommended on the Viking website, so I've read their
>promotions. They actually have a section on their website for
>experimental aircraft applications and they claim to deal with
>charging/discharging issues that other lithium-iron-phosphate batteries
>don't. I learned the hard way (had a meter lead plugged into the wrong
>socket) that a brief inadvertent short of a Shorai battery will ruin
>it. Still haven't heard of any explosive failures of batteries with
>this chemistry. I look forward to your article.
>
>Tom
Excellent input . . . thanks. I'll add them to the 'research'.
So far I've submitted three articles that speak to battery
selection and operations in general. The 4th is taking longer
than I thought . . . input from folks like yourself have
been helping me peel away the layers of the onion . . .
In the mean time, I'm submitting an article on mean time
between failure and how it has little or nothing to do
with system reliability. The article will be a prelude to
chapter 4 on lithium batteries where I'll remind readers
that irrespective of their battery choice, the electrically
dependent engine places new requirements on batteries.
Builders they need to look past the marketing rhetoric
for weight, cranking ability and any mumbling that
speaks to 'safety'. It's unfortunate that all the smoke
and fire (no pun intended) has pushed performance issues
to the back of the bus.
The article are to remind builders that they need
to purchase to design goals then test and maintain
to those goals.
A Kitplanes reader wrote Paul Dye to take issue
with a statement I made to the effect that I'd
never read of an accident where a backup system
would have made a difference. The "box" into which
the pilot driven was profound and in-escapable.
He related the fact that during a flight behind
his electrically dependent engine, a wire came
loose ad "took down the main bus". He said that
the presence of a back-up battery and a constellation
of switches to access it saved the day.
Through a couple of exchanges I discovered
that he had a hefty alternator and a 34 a.h.
battery . . . both of which became unavailable
to him thus forcing dependance upon a small
'backup' battery.
I suggested that while his particular system
WAS tolerant of that particular failure,
it was not very robust. I hoped to engage
him in conversation that would reduce his
reliance on a backup battery . . . but he was
rather unhappy about my assessment.
The point to be pondered is that no matter what
kind of battery you have on board, failure
tolerance has little to do with choice of parts,
their MTBF numbers or their marketing position
amongst the stars of products.
I'm getting no outpouring of data to support anyone's
marketing hype. E-mails are brushed aside with
an assertion of no comment, use on airplanes is
not supported, or simply ignored.
This has been an interesting exercise . . .
Bob . . .
Message 8
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Subject: | Lithium batteries |
Mr. Brent Regan is apparently an expert on the use of Lithium batteries in
aircraft. I attempted to start a discussion on the LML list a few years ago
and he shut me down with his expertise. You may want to tap into his
exhaustive research on the subject:
http://lancair.net/lists/lml/Message/57030-P.txt
Michael
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of B Tomm
Sent: Saturday, March 15, 2014 6:43 PM
Subject: RE: AeroElectric-List: Lithium batteries
Bob,
I agree that EarthX, based on their forthcoming dialog, substance in their
answers, and willingness to support the amateur aircraft builders (even
encourage the use of their batteries in our aircraft, and why) has them on
my short list for when I finally need a battery for the RV7A. I strongly
suggest that you get in touch with them for your article. It will be very
easy to have an audience there.
Bevan
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Robert L.
Nuckolls, III
Sent: Saturday, March 15, 2014 12:10 PM
Subject: Re: AeroElectric-List: Lithium batteries
--> <nuckolls.bob@aeroelectric.com>
At 12:35 PM 3/15/2014, you wrote:
><tomblejwas@yahoo.com>
>
>Bob,
>
>Don't know which message it was in, but you mentioned that you we were
>working on the last battery article for Kitplanes that would include
>lithium batteries. I hope you will look at the EarthX batteries. They
>are now recommended on the Viking website, so I've read their
>promotions. They actually have a section on their website for
>experimental aircraft applications and they claim to deal with
>charging/discharging issues that other lithium-iron-phosphate batteries
>don't. I learned the hard way (had a meter lead plugged into the wrong
>socket) that a brief inadvertent short of a Shorai battery will ruin
>it. Still haven't heard of any explosive failures of batteries with
>this chemistry. I look forward to your article.
>
>Tom
Excellent input . . . thanks. I'll add them to the 'research'.
So far I've submitted three articles that speak to battery
selection and operations in general. The 4th is taking longer
than I thought . . . input from folks like yourself have
been helping me peel away the layers of the onion . . .
In the mean time, I'm submitting an article on mean time
between failure and how it has little or nothing to do
with system reliability. The article will be a prelude to
chapter 4 on lithium batteries where I'll remind readers
that irrespective of their battery choice, the electrically
dependent engine places new requirements on batteries.
Builders they need to look past the marketing rhetoric
for weight, cranking ability and any mumbling that
speaks to 'safety'. It's unfortunate that all the smoke
and fire (no pun intended) has pushed performance issues
to the back of the bus.
The article are to remind builders that they need
to purchase to design goals then test and maintain
to those goals.
A Kitplanes reader wrote Paul Dye to take issue
with a statement I made to the effect that I'd
never read of an accident where a backup system
would have made a difference. The "box" into which
the pilot driven was profound and in-escapable.
He related the fact that during a flight behind
his electrically dependent engine, a wire came
loose ad "took down the main bus". He said that
the presence of a back-up battery and a constellation
of switches to access it saved the day.
Through a couple of exchanges I discovered
that he had a hefty alternator and a 34 a.h.
battery . . . both of which became unavailable
to him thus forcing dependance upon a small
'backup' battery.
I suggested that while his particular system
WAS tolerant of that particular failure,
it was not very robust. I hoped to engage
him in conversation that would reduce his
reliance on a backup battery . . . but he was
rather unhappy about my assessment.
The point to be pondered is that no matter what
kind of battery you have on board, failure
tolerance has little to do with choice of parts,
their MTBF numbers or their marketing position
amongst the stars of products.
I'm getting no outpouring of data to support anyone's
marketing hype. E-mails are brushed aside with
an assertion of no comment, use on airplanes is
not supported, or simply ignored.
This has been an interesting exercise . . .
Bob . . .
Message 9
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Subject: | Re: spliting 2 wires at a dsub connector |
At 01:27 PM 3/15/2014, you wrote:
>
>For frequencies above about a MHz, this shouldn't be done, since the
>insulation itself carries the signal. See attached.
I'd like to see the physics of this explained.
Yes, there is a skin-effect that pushes the current
flow to the surface of the conductor
http://tinyurl.com/n2h9ljy
. . . but carried on the insulation?
>By the way. I ran across a paper that recommended wire-nuts for
>connecting multiple wires. Is there some reason not to do this?
Wire nuts? Like this?
[]
Not recommended for aircraft
Bob . . .
Message 10
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Subject: | spliting 2 wires at a dsub connector |
>
>
>I need to split a shielded wire into 2 pins on on a DSUB. I am sure
>that what I did would be an acceptable approach but is there a better way?
>this is a 2 conductor shielded wire. I have already added a pigtail
>using a solder sleeve
>
>thanks for the help
<snip>
Works good, lasts a long time . . .
Bob . . .
Message 11
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Subject: | Re: spliting 2 wires at a dsub connector |
Bob, Thank you very much for all of your lessons!
On Mar 15, 2014, at 10:59 PM, Robert L. Nuckolls, III <nuckolls.bob@aeroelectric.com>
wrote:
>
>
>>
>>
>> I need to split a shielded wire into 2 pins on on a DSUB. I am sure that what
I did would be an acceptable approach but is there a better way?
>> this is a 2 conductor shielded wire. I have already added a pigtail using a
solder sleeve
>>
>> thanks for the help
>
> <snip>
>
>
>
> Works good, lasts a long time . . .
>
>
> Bob . . .
>
>
>
>
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