Today's Message Index:
----------------------
1. 07:08 AM - Re: AeroElectric-List Digest: 3 Msgs - 05/17/15 (James Baldwin)
2. 08:16 AM - Re: Alternator Position (racerjerry)
3. 09:23 AM - Re: Re: Alternator Position (William Mills)
4. 10:35 AM - Re: Re: Alternator Position (Tim Olson)
5. 10:54 AM - Re: Re: Alternator Position (Lyle Peterson)
6. 10:57 AM - Re: Re: Alternator Position (Ken Ryan)
7. 11:58 AM - Level A software . . . (Robert L. Nuckolls, III)
8. 12:39 PM - Thermocouple Wire Connections (Valin & Allyson Thorn)
9. 01:06 PM - Re: Thermocouple Wire Connections (Ralph E. Capen)
10. 01:15 PM - Re: Level A software . . . (Joe Motis)
11. 01:15 PM - Re: Thermocouple Wire Connections (Stein Bruch)
12. 02:48 PM - Re: Thermocouple Wire Connections (Valin & Allyson Thorn)
13. 03:09 PM - Thermocouple Wire Connections (Paul Millner)
14. 03:25 PM - Re: Thermocouple Wire Connections (Kent or Jackie Ashton)
15. 04:31 PM - Re: Thermocouple Wire Connections (Robert L. Nuckolls, III)
Message 1
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Subject: | Re: AeroElectric-List Digest: 3 Msgs - 05/17/15 |
As a 33 year Boeing pilot I can tell you this is media nonsense. I'll share
one technical fact: the Honeywell FMS (Flight Management System) has what
is called a Mode Control Panel and NOTHING will override the altitude
control setting in that panel made by the pilot. NOTHING!
Also, there is no command in the system that allows the pilot to program
altitude climbs. Descents yes, climbs NO.
Pure nonsense and yes, the two systems are totally seperate.
On May 18, 2015 12:16 AM, "AeroElectric-List Digest Server" <
aeroelectric-list@matronics.com> wrote:
> *
>
> =================================================
> Online Versions of Today's List Digest Archive
> =================================================
>
> Today's complete AeroElectric-List Digest can also be found in either of
> the
> two Web Links listed below. The .html file includes the Digest formatted
> in HTML for viewing with a web browser and features Hyperlinked Indexes
> and Message Navigation. The .txt file includes the plain ASCII version
> of the AeroElectric-List Digest and can be viewed with a generic text
> editor
> such as Notepad or with a web browser.
>
> HTML Version:
>
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=html&Chapter 15-05-17&Archive=AeroElectric
>
> Text Version:
>
>
> http://www.matronics.com/digest/digestview.php?Style=82701&View=txt&Chapter 15-05-17&Archive=AeroElectric
>
>
> ===============================================
> EMail Version of Today's List Digest Archive
> ===============================================
>
>
> ----------------------------------------------------------
> AeroElectric-List Digest Archive
> ---
> Total Messages Posted Sun 05/17/15: 3
> ----------------------------------------------------------
>
>
> Today's Message Index:
> ----------------------
>
> 1. 07:53 AM - Re: Alternator Position (user9253)
> 2. 11:13 AM - Re: Alternator Position (Eric M. Jones)
> 3. 11:44 AM - Re: Re: Alternator Position (Lyle Peterson)
>
>
> ________________________________ Message 1
> _____________________________________
>
>
> Time: 07:53:42 AM PST US
> Subject: AeroElectric-List: Re: Alternator Position
> From: "user9253" <fransew@gmail.com>
>
>
> > it is being reported that a passenger hacked in to the planes flight
> controls
>
> My take on this is that it is mostly false and rumors.
> http://tinyurl.com/pko4qcv
>
> --------
> Joe Gores
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=442191#442191
>
>
> ________________________________ Message 2
> _____________________________________
>
>
> Time: 11:13:07 AM PST US
> Subject: AeroElectric-List: Re: Alternator Position
> From: "Eric M. Jones" <emjones@charter.net>
>
>
> > This question is for Bob-
> > In the news today it is being reported that a passenger hacked in to
> > the planes flight controls and made changes, using the entertainment
> > system network. Do you feel this is possible?
> > Anyone else have input on this?
>
>
> Boeing says the entertainment system and the flight controls and avionics
> are isolated
> from each other. I believe them.
>
> --------
> 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=442196#442196
>
>
> ________________________________ Message 3
> _____________________________________
>
>
> Time: 11:44:03 AM PST US
> From: Lyle Peterson <lyleap@centurylink.net>
> Subject: Re: AeroElectric-List: Re: Alternator Position
>
> I believe Boeing also. It would not be sensible to have the two systems
> integrated in any way.
>
> I don't believe most of what the news reports say. My biggest issue is
> with drones. The media does not know the difference between a combat
> equipped drone and a hobby drone. To them a drone is a drone is
> a....... Any of them will wreak havoc and destruction on the world. I
> believe this led to the FAA getting there nose under the tent with
> regard to hobby drones being used commercially. Someone at the FAA also
> noticed that some entrepreneurs were making money with hobby sized
> drones that carried no weapons. The FAA decided they had to manage
> these operations to limit the profits to be had. How can drone
> operation for a hobby be any safer than operating a drone for some
> commercial purpose?
>
> The media sells air time and disaster holds the viewer interest.
>
> I apologize for stealing the thread but the note about the media got my
> adrenalin flowing.
>
> Lyle
>
> On 5/17/2015 1:10 PM, Eric M. Jones wrote:
> >
> >
> >> This question is for Bob-
> >> In the news today it is being reported that a passenger hacked in to
> >> the planes flight controls and made changes, using the entertainment
> >> system network. Do you feel this is possible?
> >> Anyone else have input on this?
> >
> > Boeing says the entertainment system and the flight controls and
> avionics are
> isolated from each other. I believe them.
> >
> > --------
> > 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=442196#442196
> >
> >
>
>
Message 2
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Subject: | Re: Alternator Position |
I too believe Boeing, BUT...
I am sure that flight controls are well isolated; especially to vulnerable systems,
such as in-flight entertainment; however I am not quite so sure about things
like engine indicating systems, where erroneous indications could lead pilots
to shut down an engine or take other emergency measures that might temporarily
decrease their margin of safety.
I personally feel that "criminals' like Mr. Roberts should be placed in a special
category for exposing faults - or vulnerabilities where no actual harm is done
or intended. Because of profit worries, it would take a very long time [never]
for an aircraft manufacturer to admit such a defect in design and we should
almost thank such people for exposing these faults before someone with far
less scruples acts on them.
Investigate him / pick his brain (& laptop) sentence him to probation under the
condition he cooperates fully. Probation means that if he tried any such hair-brained
schemes in the future, he would fully serve out his original sentence
in the slammer.
--------
Jerry King
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=442232#442232
Message 3
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Subject: | Re: Alternator Position |
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Message 4
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Subject: | Re: Alternator Position |
I don't think it's too far fetched. These days so many companies
are negligent in isolating systems. It doesn't take much to
get 2 systems inadvertently tied together. If you think about
the entertainment system, that may need access to the SATCOM
link. But so would potentially many other things on the
plane. So once you have a system like that where other
systems utilize it, you have potential for hopping from
one system to another. I'm an IT person myself, and from
everything I've been able to read so far, I personally think it
sounds legit. And, I think that all the aviation players in
the mess will do their best to cover it up or make it go
away a.s.a.p. But, the fact that the hacker was very
forthcoming, and had good intentions, is a big bonus. Imagine
the situation where someone DIDN'T make this known but
other hackers found out. The consequences are serious.
So if I were the FBI, I'd be asking him to prove it, and in
fact I'd send a couple agents up with him and have him
demonstrate it. And if it is proven true, I'd be begging
him to help learn as much as possible so it can be fixed.
If it is true, I hope he receives NO punishment. He
I'm sure learned the lesson enough already not to screw
with flight controls or engines. Had he just found something
smaller to mess with, to test his theory, he may not be
facing the same issues. Either way, in the end if this
is a real problem, it's a good thing to expose it. Far
too many companies and engineers do not think about security
when designing systems, and this will be a good wakeup
call. If it's a hoax, throw him in the slammer for
a while. But right now, my bet is on it being legit.
Tim
On 5/18/2015 10:14 AM, racerjerry wrote:
> <gnking2@verizon.net>
>
> I too believe Boeing, BUT...
>
> I am sure that flight controls are well isolated; especially to
> vulnerable systems, such as in-flight entertainment; however I am not
> quite so sure about things like engine indicating systems, where
> erroneous indications could lead pilots to shut down an engine or
> take other emergency measures that might temporarily decrease their
> margin of safety.
>
> I personally feel that "criminals' like Mr. Roberts should be placed
> in a special category for exposing faults - or vulnerabilities where
> no actual harm is done or intended. Because of profit worries, it
> would take a very long time [never] for an aircraft manufacturer to
> admit such a defect in design and we should almost thank such people
> for exposing these faults before someone with far less scruples acts
> on them.
>
> Investigate him / pick his brain (& laptop) sentence him to probation
> under the condition he cooperates fully. Probation means that if he
> tried any such hair-brained schemes in the future, he would fully
> serve out his original sentence in the slammer.
>
> -------- Jerry King
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=442232#442232
>
>
Message 5
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Subject: | Re: Alternator Position |
Now AVweb has taken up the torch. The FBI has served warrants on Mr.
Roberts who claims to have accessed the flight and engine controls of a
737 through the television system by connecting his laptop to the outlet
that provides the TV signal to the seat back television.
http://www.avweb.com/eletter/archives/101/3055-full.html?ET=avweb:e3055:223146a:&st=email#224098
The FBI is a government agency so we have to .................... supply
your own last words.
i read this on the internet so it must be true.
On 5/18/2015 10:14 AM, racerjerry wrote:
>
> I too believe Boeing, BUT...
>
> I am sure that flight controls are well isolated; especially to vulnerable systems,
such as in-flight entertainment; however I am not quite so sure about things
like engine indicating systems, where erroneous indications could lead pilots
to shut down an engine or take other emergency measures that might temporarily
decrease their margin of safety.
>
> I personally feel that "criminals' like Mr. Roberts should be placed in a special
category for exposing faults - or vulnerabilities where no actual harm is
done or intended. Because of profit worries, it would take a very long time
[never] for an aircraft manufacturer to admit such a defect in design and we should
almost thank such people for exposing these faults before someone with far
less scruples acts on them.
>
> Investigate him / pick his brain (& laptop) sentence him to probation under the
condition he cooperates fully. Probation means that if he tried any such
hair-brained schemes in the future, he would fully serve out his original sentence
in the slammer.
>
> --------
> Jerry King
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=442232#442232
>
>
Message 6
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Subject: | Re: Alternator Position |
If he's telling the truth, he should be given a medal and a substantial
monetary reward.
On Mon, May 18, 2015 at 8:47 AM, Tim Olson <Tim@myrv10.com> wrote:
>
> I don't think it's too far fetched. These days so many companies
> are negligent in isolating systems. It doesn't take much to
> get 2 systems inadvertently tied together. If you think about
> the entertainment system, that may need access to the SATCOM
> link. But so would potentially many other things on the
> plane. So once you have a system like that where other
> systems utilize it, you have potential for hopping from
> one system to another. I'm an IT person myself, and from
> everything I've been able to read so far, I personally think it
> sounds legit. And, I think that all the aviation players in
> the mess will do their best to cover it up or make it go
> away a.s.a.p. But, the fact that the hacker was very
> forthcoming, and had good intentions, is a big bonus. Imagine
> the situation where someone DIDN'T make this known but
> other hackers found out. The consequences are serious.
> So if I were the FBI, I'd be asking him to prove it, and in
> fact I'd send a couple agents up with him and have him
> demonstrate it. And if it is proven true, I'd be begging
> him to help learn as much as possible so it can be fixed.
> If it is true, I hope he receives NO punishment. He
> I'm sure learned the lesson enough already not to screw
> with flight controls or engines. Had he just found something
> smaller to mess with, to test his theory, he may not be
> facing the same issues. Either way, in the end if this
> is a real problem, it's a good thing to expose it. Far
> too many companies and engineers do not think about security
> when designing systems, and this will be a good wakeup
> call. If it's a hoax, throw him in the slammer for
> a while. But right now, my bet is on it being legit.
> Tim
>
>
> On 5/18/2015 10:14 AM, racerjerry wrote:
>
>> <gnking2@verizon.net>
>>
>> I too believe Boeing, BUT...
>>
>> I am sure that flight controls are well isolated; especially to
>> vulnerable systems, such as in-flight entertainment; however I am not
>> quite so sure about things like engine indicating systems, where
>> erroneous indications could lead pilots to shut down an engine or
>> take other emergency measures that might temporarily decrease their
>> margin of safety.
>>
>> I personally feel that "criminals' like Mr. Roberts should be placed
>> in a special category for exposing faults - or vulnerabilities where
>> no actual harm is done or intended. Because of profit worries, it
>> would take a very long time [never] for an aircraft manufacturer to
>> admit such a defect in design and we should almost thank such people
>> for exposing these faults before someone with far less scruples acts
>> on them.
>>
>> Investigate him / pick his brain (& laptop) sentence him to probation
>> under the condition he cooperates fully. Probation means that if he
>> tried any such hair-brained schemes in the future, he would fully
>> serve out his original sentence in the slammer.
>>
>> -------- Jerry King
>>
>>
>>
>>
>> Read this topic online here:
>>
>> http://forums.matronics.com/viewtopic.php?p=442232#442232
>>
>>
>>
>
>
Message 7
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Subject: | Level A software . . . |
At 06:33 PM 5/16/2015, you wrote:
This question is for Bob-
In the news today it is being reported that a passenger hacked in to
the planes flight controls and made changes, using the entertainment
system network.
Wait and see what is reported when the
story is determined to be without merit.
If it smacks of crisis/evil then there's
a mad dash to the tv cameras and word processors
to be 'first'. This is why 99 plus % of all
'crisis flavored' news releases are tiny bits
of fact inflated with lots of floobydust.
Software driven airborne management systems
are subject to a host of robustness tests
and failure modes analysis in the process
of achieving permission to fly. This is
especially true of Level A software.
DO-178 Level E: Crew doesn't give a
rat's rear end and may not even be aware
of the failure to perform . . . like
entertainment systems and coffee makers
in the cabin.
Level D: Crew knows that the thing crapped
and makes plans to write up the squawk . . .
after the next cup of coffee.
Level C: Crew has to react to the failure
in a manner that represents a small increase
in workload but presents no hazard to airframe
or passengers.
Level B: Crew sits upright in seats and gets out
the checklist for implementing plan-B. There
is significant influence on workload but easily
managed to mitigate any hazards to airframe
or passengers.
Level A: The wings fall off . . . or some such.
Software with potential for extreme hazard
has qualification protocols that drive
people-hours for qualification 5 to 10 times
greater than what is needed to write the software
in the first place. NOBODY would be allowed to
load critical software on an aircraft with a
vulnerability suggested by the so-called 'news
report'.
The claim that a 'port of entry' even exits
is floobydust. The idea that some yahoo with
a laptop would have intimate knowledge of the
communications protocols to 'tinker' with
behaviors is laughable.
Too many of our lesser informed citizens are
intellectually crippled when some TV drama spook
sits in his living room with a laptop and brings
down the national power grid. They're unable to
separate real life from Hollywood imaginations.
Too many of those sad creatures hold microphones
in front of tv cameras.
When the 'story' proves vaporous, the last
thing any of those folks will do is get back
in front of the camera to correct the error.
Bob . . .
Message 8
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Subject: | Thermocouple Wire Connections |
Hello,
We're on the verge of connecting our Garmin GEA 24 Engine Airframe Processor/Box
to our engine's thermocouples. Each engine thermocouple has a pigtail of two
wires with ring terminals on them. My question is, do we have to use the ring
terminals to make the connection to our thermocouple wires running from the
GEA 24?
I know the thermocouple temperature measurement is all about the electrical resistance
being observed so I assume one needs as low a resistance connection as
possible for best accuracy. Maybe two ring terminals held together with a screw/nut
is the best -- but, wondering if knife type connections or something else
would be as good...?
Thanks,
Valin
Lancair Legacy Project
Colorado
Sent by iPhone
Message 9
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Subject: | Re: Thermocouple Wire Connections |
There's plenty in the archives on this one....
As long as both sides of the connector are on the same side of the firewall and
physically tight, you should be OK. The trick is that the actual wire has almost
no elasticity to it so relying on a crimp connection is the weak point.
I have experience with this in the first few hours - after that...I used the method
suggested by the avionics manufacturer.....crimp plus solder quick disconnects
with insulation
to keep the poles apart. Happy now after a couple hundred hours on it.....
-----Original Message-----
>From: Valin & Allyson Thorn <thorn@starflight.aero>
>Sent: May 18, 2015 3:38 PM
>To: AeroElectric List <aeroelectric-list@matronics.com>
>Subject: AeroElectric-List: Thermocouple Wire Connections
>
>
>Hello,
>
>We're on the verge of connecting our Garmin GEA 24 Engine Airframe Processor/Box
to our engine's thermocouples. Each engine thermocouple has a pigtail of two
wires with ring terminals on them. My question is, do we have to use the ring
terminals to make the connection to our thermocouple wires running from the
GEA 24?
>
>I know the thermocouple temperature measurement is all about the electrical resistance
being observed so I assume one needs as low a resistance connection as
possible for best accuracy. Maybe two ring terminals held together with a screw/nut
is the best -- but, wondering if knife type connections or something
else would be as good...?
>
>Thanks,
>
>Valin
>Lancair Legacy Project
>Colorado
>
>Sent by iPhone
>
>
Message 10
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Subject: | Re: Level A software . . . |
Thank you Bob..
On Mon, May 18, 2015 at 11:56 AM, Robert L. Nuckolls, III
<nuckolls.bob@aeroelectric.com> wrote:
> At 06:33 PM 5/16/2015, you wrote:
>
> This question is for Bob-
> In the news today it is being reported that a passenger hacked in to
> the planes flight controls and made changes, using the entertainment
> system network.
>
>
> Wait and see what is reported when the
> story is determined to be without merit.
> If it smacks of crisis/evil then there's
> a mad dash to the tv cameras and word processors
> to be 'first'. This is why 99 plus % of all
> 'crisis flavored' news releases are tiny bits
> of fact inflated with lots of floobydust.
>
> Software driven airborne management systems
> are subject to a host of robustness tests
> and failure modes analysis in the process
> of achieving permission to fly. This is
> especially true of Level A software.
>
> DO-178 Level E: Crew doesn't give a
> rat's rear end and may not even be aware
> of the failure to perform . . . like
> entertainment systems and coffee makers
> in the cabin.
>
> Level D: Crew knows that the thing crapped
> and makes plans to write up the squawk . . .
> after the next cup of coffee.
>
> Level C: Crew has to react to the failure
> in a manner that represents a small increase
> in workload but presents no hazard to airframe
> or passengers.
>
> Level B: Crew sits upright in seats and gets out
> the checklist for implementing plan-B. There
> is significant influence on workload but easily
> managed to mitigate any hazards to airframe
> or passengers.
>
> Level A: The wings fall off . . . or some such.
>
> Software with potential for extreme hazard
> has qualification protocols that drive
> people-hours for qualification 5 to 10 times
> greater than what is needed to write the software
> in the first place. NOBODY would be allowed to
> load critical software on an aircraft with a
> vulnerability suggested by the so-called 'news
> report'.
>
> The claim that a 'port of entry' even exits
> is floobydust. The idea that some yahoo with
> a laptop would have intimate knowledge of the
> communications protocols to 'tinker' with
> behaviors is laughable.
>
> Too many of our lesser informed citizens are
> intellectually crippled when some TV drama spook
> sits in his living room with a laptop and brings
> down the national power grid. They're unable to
> separate real life from Hollywood imaginations.
> Too many of those sad creatures hold microphones
> in front of tv cameras.
>
> When the 'story' proves vaporous, the last
> thing any of those folks will do is get back
> in front of the camera to correct the error.
>
>
> Bob . . .
>
>
Message 11
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Subject: | Thermocouple Wire Connections |
Those connections aren't necessarily as important as having them all
consistently the same (whether it be ring terminals, butt-splices, knife
splices, pins, or whatever). Sure there will be increased resistance at
that junction, but if they are all uniform you won't see an unequal result.
Cheers,
Stein
-----Original Message-----
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Valin &
Allyson Thorn
Sent: Monday, May 18, 2015 2:38 PM
Subject: AeroElectric-List: Thermocouple Wire Connections
--> <thorn@starflight.aero>
Hello,
We're on the verge of connecting our Garmin GEA 24 Engine Airframe
Processor/Box to our engine's thermocouples. Each engine thermocouple has a
pigtail of two wires with ring terminals on them. My question is, do we
have to use the ring terminals to make the connection to our thermocouple
wires running from the GEA 24?
I know the thermocouple temperature measurement is all about the electrical
resistance being observed so I assume one needs as low a resistance
connection as possible for best accuracy. Maybe two ring terminals held
together with a screw/nut is the best -- but, wondering if knife type
connections or something else would be as good...?
Thanks,
Valin
Lancair Legacy Project
Colorado
Sent by iPhone
Message 12
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Subject: | Re: Thermocouple Wire Connections |
Thanks guys.
Stein, I see where it's okay as long as each temp probe has the same bias for EGTs.
Seems like I'd want the CHTs to be as accurate as possible, though... Is
there a best connection type for accuracy?
Thanks,
Valin
Sent by iPhone
> On May 18, 2015, at 2:14 PM, Stein Bruch <stein@steinair.com> wrote:
>
>
> Those connections aren't necessarily as important as having them all
> consistently the same (whether it be ring terminals, butt-splices, knife
> splices, pins, or whatever). Sure there will be increased resistance at
> that junction, but if they are all uniform you won't see an unequal result.
>
> Cheers,
> Stein
>
>
>
>
> -----Original Message-----
> From: owner-aeroelectric-list-server@matronics.com
> [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Valin &
> Allyson Thorn
> Sent: Monday, May 18, 2015 2:38 PM
> To: AeroElectric List
> Subject: AeroElectric-List: Thermocouple Wire Connections
>
> --> <thorn@starflight.aero>
>
> Hello,
>
> We're on the verge of connecting our Garmin GEA 24 Engine Airframe
> Processor/Box to our engine's thermocouples. Each engine thermocouple has a
> pigtail of two wires with ring terminals on them. My question is, do we
> have to use the ring terminals to make the connection to our thermocouple
> wires running from the GEA 24?
>
> I know the thermocouple temperature measurement is all about the electrical
> resistance being observed so I assume one needs as low a resistance
> connection as possible for best accuracy. Maybe two ring terminals held
> together with a screw/nut is the best -- but, wondering if knife type
> connections or something else would be as good...?
>
> Thanks,
>
> Valin
> Lancair Legacy Project
> Colorado
>
> Sent by iPhone
>
>
>
>
>
>
>
>
Message 13
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Subject: | Thermocouple Wire Connections |
On 5/18/2015 12:38 PM, Valin & Allyson Thorn wrote:
> I know the thermocouple temperature measurement is all about the electrical resistance
being observed
Not really... the input is high impedance, so a little resistance in the
connectors is not a big deal. The big deal is not extending the wire
with non-thermocouple wire, as that would introduce two cold
junctions... one at the terminals on the thermocouple, and the other at
the other end of the (presumably) copper extension wire. If one end is
cooler than the other, you'll modify the observed TC reading.
Any connector should work; the voltages are small, though, in the
millivolt range. But as long as the two ends of your connection pair are
at the same temperature, you're not introducing an error.
Paul
Message 14
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Subject: | Re: Thermocouple Wire Connections |
Omega.com sells a line of connectors for thermocouple wires but i agree with Stein.
If the connections are made in the same area of temperature, the errors
are negligible. I have owned a Cozy that used ordinary copper wire between the
thermocouples and the gauges up front. Seemed to work pretty well. I use
thermocouple wire (type J or K) all the way on the two airplanes i built but
i am not sure it really makes much difference over copper wires.
After fiddling with ring-terminal connections, I would just solder the connections
and leave a little extra wire so you can just cut the connection if you need
to pull the engine.
-kent
> On May 18, 2015, at 5:46 PM, Valin & Allyson Thorn <thorn@starflight.aero> wrote:
>
>
> Thanks guys.
>
> Stein, I see where it's okay as long as each temp probe has the same bias for
EGTs. Seems like I'd want the CHTs to be as accurate as possible, though...
Is there a best connection type for accuracy?
>
> Thanks,
>
> Valin
>
>
>
> Sent by iPhone
>
>> On May 18, 2015, at 2:14 PM, Stein Bruch <stein@steinair.com> wrote:
>>
>>
>> Those connections aren't necessarily as important as having them all
>> consistently the same (whether it be ring terminals, butt-splices, knife
>> splices, pins, or whatever). Sure there will be increased resistance at
>> that junction, but if they are all uniform you won't see an unequal result.
>>
>> Cheers,
>> Stein
>>
>>
>>
>>
>> -----Original Message-----
>> From: owner-aeroelectric-list-server@matronics.com
>> [mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Valin &
>> Allyson Thorn
>> Sent: Monday, May 18, 2015 2:38 PM
>> To: AeroElectric List
>> Subject: AeroElectric-List: Thermocouple Wire Connections
>>
>> --> <thorn@starflight.aero>
>>
>> Hello,
>>
>> We're on the verge of connecting our Garmin GEA 24 Engine Airframe
>> Processor/Box to our engine's thermocouples. Each engine thermocouple has a
>> pigtail of two wires with ring terminals on them. My question is, do we
>> have to use the ring terminals to make the connection to our thermocouple
>> wires running from the GEA 24?
>>
>> I know the thermocouple temperature measurement is all about the electrical
>> resistance being observed so I assume one needs as low a resistance
>> connection as possible for best accuracy. Maybe two ring terminals held
>> together with a screw/nut is the best -- but, wondering if knife type
>> connections or something else would be as good...?
>>
>> Thanks,
>>
>> Valin
>> Lancair Legacy Project
>> Colorado
>>
>> Sent by iPhone
>
>
>
>
>
Message 15
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Subject: | Thermocouple Wire Connections |
At 03:14 PM 5/18/2015, you wrote:
Those connections aren't necessarily as important as having them all
consistently the same (whether it be ring terminals, butt-splices, knife
splices, pins, or whatever). Sure there will be increased resistance at
that junction, but if they are all uniform you won't see an unequal result.
Exactly . . .
Somebody once opined that what was good for the
goose was also good for the gander. In this instance,
what's good for the chromel is good for the alumel.
In other words, how ever you splice the wires, the
path of electrons across metalic joints in one wire should
be equal and opposite those on the other wire. While
this still creates tiny errors, they're largely
cancelling and insignificant to system operations.
For more details, see:
www.aeroelectric.com/articles/excerpt.pdf
Bob . . .
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