Today's Message Index:
----------------------
1. 07:01 AM - Re: Re: Battery charging (Robert L. Nuckolls, III)
2. 09:21 AM - Progress on Wiring Diagrams (Art Zemon)
3. 09:31 AM - Re: Connectors for Wing Roots (ashleysc@broadstripe.net)
4. 11:48 AM - Wire Clamps (Art Zemon)
5. 12:14 PM - Re: Wire Clamps (Neal George)
6. 12:48 PM - Re: Wire Clamps (Rene)
7. 01:35 PM - Re: Wire Clamps (Kent or Jackie Ashton)
8. 08:23 PM - Re: EFIS power switch - part 2 (Scot)
Message 1
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Subject: | Re: Battery charging |
At 03:05 PM 8/25/2016, you wrote:
>
>So, I put the ammeter in line as you suggested. Interesting
>results. With everything in the cockpit on, even the transponder,
>engine monitor and all the lites it only drew 3.1 amps.
Good data.
> Add 3 more when transmitting. Only things not included were the
> strobes and nav lites as the wing tips are sitting on the bench.
> That's the first I've heard of the SD-8. Looks like nice backup system.
Do you have a copy of the 'Connection? You
can download it at
http://tinyurl.com/pt97pha
or purchase a paper copy at
http://tinyurl.com/cgr42l5
Suggest you review chapter 17 and
Figure Z13/8 in the back of the book.
Your existing battery, if prudently maintained,
is the most reliable source of energy in your
airplane. See chapter on batteries. Using
the vacuum pump pad for something besides a
parking place for a cover plate makes a great
deal of sense in an all-electric airplane.
Z13/8 has been in publication now for about 20
years so it has a well received track record.
If the original design calls for a battery
in the back, I would seriously consider
putting your 680 back there. You've
got an all electric panel . . . Z13/8
offers system reliability on a par with
Lears and King Airs.
If you need ground power for development
and checkout work, consider an ac mains
power supply.
http://tinyurl.com/zwmvcpp
All the machinations involved in smoothly
integrating a second, small battery in a remote
location will go away . . .
If it were my airplane, it would be architectured
with Z-13/8.
Bob . . .
Message 2
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Subject: | Progress on Wiring Diagrams |
Folks,
With your help and advice, I have made a lot of progress on the wiring
diagrams for my BD-4C. =8B
N114AC Wiring Diagrams
<https://docs.google.com/a/zemon.name/folderview?id=0BzOP2gb9_3RQUHpIMjNf
a0NnQW8&usp=drive_web>
=8B
I placed an order for about 700 feet of wire today. I am sure looking
forward to spending time *building* instead of *designing*.
Cheers,
-- Art Z.
--
http://CheerfulCurmudgeon.com/ <http://cheerfulcurmudgeon.com/>
*"If I am not for myself, who is for me? And if I am only for myself, what
am I? And if not now, when?" Hillel*
Message 3
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Subject: | Re: Connectors for Wing Roots |
Not familiar with "handshake connectors." Please amplify and provide mfg. a
nd pt. no.
Cheers!=C2-=C2- Stu.
----- Original Message -----
From: "Bob Verwey" <bob.verwey@gmail.com>
Sent: Thursday, August 25, 2016 5:11:48 AM
Subject: Re: AeroElectric-List: Connectors for Wing Roots
handshake connectors
On Thursday, 25 August 2016, Art Zemon < art@zemon.name > wrote:
>From the The-Nice-Thing-About-Standards-Is-There-Are-So-Many-To-Choose-From
Department:
I need to choose the connectors to use at the wing roots of my BD-4C. The w
ings will come off annually for inspection, which means at least one cycle
per year for these connectors. There was a thread here recently about Molex
connectors being good for long term use but not designed for many operatio
nal cycles. That has me shying away from Molex because I don't understand t
he failure mode, especially how to recognize a connector that is nearing en
d-of-life.
The AMP CPC series looks solid but seems kind of pricey for a device that I
need to operate just once per year
http://www.aircraftspruce.com/categories/aircraft_parts/ap/menus/el/cableca
bleaccessories_cpc.html
Is that CPC right choice? Is there something else that you would recommend?
I need 9 pins in the left wing. 2 @ 10 amps and all of the others are low c
urrent.
I need 6 pins in the right wing, all low current.
Thanks,
=C2- =C2- -- Art Z.
--
http://CheerfulCurmudgeon.com/
"If I am not for myself, who is for me? And if I am only for myself, what a
m I? And if not now, when?" Hillel
--
Best...
Bob Verwey
Message 4
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Folks,
In poking around the aeroelectric.com website, I ran across this photo
<http://aeroelectric.com/Pictures/Grounding/MVC-699X.JPG>:
In the top, right is a nylon bracket holding a zip-tie which holds the
wires. I thought that pretty much the only acceptable clamp for wires in an
airplane is Ye Ole MS21919 cushion clamp. Please educate me.
-- Art Z.
--
http://CheerfulCurmudgeon.com/ <http://cheerfulcurmudgeon.com/>
*"If I am not for myself, who is for me? And if I am only for myself, what
am I? And if not now, when?" Hillel*
Message 5
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Message 6
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When I want to connect something and I am worried about wear or fit, I
use F-4 Tape. For example, a couple of wraps around the motor mount and
you can just zip tie away. The zip tie will embed in the rubber and
never move again. Easily removed if need be since there is no adhesive.
There are a lot of uses for this stuff..
If you have never used a fusion tape before..caution, you will
quickly become addicted to its use. It is fun to play with also.
Not cheapbut a little goes a long way.
Another use for me is for strain relief for connectors. I wrap it
around the wires and then clamp the back shell around the bundle. Great
for when you have only couple of wires going into a DB-25 connector.
<http://www.f4tape.com/?gclid=CIrJ6ffp384CFQUJaQodXN0PTA>
http://www.f4tape.com/?gclid=CIrJ6ffp384CFQUJaQodXN0PTA
You can purchase it on Amazon.
Rene'
801-721-6080
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Neal
George
Sent: Friday, August 26, 2016 1:10 PM
Subject: RE: AeroElectric-List: Wire Clamps
Art =93
Using zip-ties on wire bundles is not a problem. The problem is using
zip-ties to secure wire bundles (or anything else) to critical
structure, like engine mount tubing. Dirt and oil collect under the
nylon and makes a pretty good saw. It is nearly impossible to tighten a
zip-tie to the point that relative movement is eliminated. Over time,
vibration of the parts working the grit can cut thru the structure.
Nylon saddles and stand-offs similar to those shown in the photo can be
found in many certificated aircraft, but they are usually screwed,
bolted, riveted or clipped to sheet metal components.
neal
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Art
Zemon
Sent: Friday, August 26, 2016 1:47 PM
Subject: AeroElectric-List: Wire Clamps
Folks,
In poking around the aeroelectric.com website, I ran across this photo
<http://aeroelectric.com/Pictures/Grounding/MVC-699X.JPG> :
In the top, right is a nylon bracket holding a zip-tie which holds the
wires. I thought that pretty much the only acceptable clamp for wires in
an airplane is Ye Ole MS21919 cushion clamp. Please educate me.
-- Art Z.
Message 7
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> On Aug 26, 2016, at 2:47 PM, Art Zemon <art@zemon.name> wrote:
> xcI thought that pretty much the only acceptable clamp for wires in an
airplane is Ye Ole MS21919 cushion clamp. Please educate me.
What you use on an Experimental only has to be safe, or "in a safe
condition for flight=9D, as your operating limits will make you
certify. MS21919 clamps are good but somewhat of a PIA to use. To
secure wires to an engine mount tube you need two of them-double
trouble. (Tip: close them with a loop of safety wire, insert the
screws, then clip-off the safety wire).
To show what can be done, here I cut small squares of rubber or silicone
baffle material, wrap it around the wires and secure the bundle with a
tie-wrap. Or I have made little fiberglass mounts out of scrap UNI,
epoxied them where I needed them, and secured wires with tie-wraps. It
won=99t win any awards but it is safe
-Kent
Message 8
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Subject: | Re: EFIS power switch - part 2 |
The total demand of the electrical system exceeds the output of the secondary alternator.
By driving the EFIS and Dynon devices to the TCW battery I have more
options in the event of of a primary alternator failure.
Additionally by disconnected the EFIS from the buss during start up, I eleminate
any potential for brownout as well as giving me the option to drive the EFIS
with the backup battery for preflight data entry without reducing the starting
power of the main battery.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459945#459945
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