Today's Message Index:
----------------------
1. 01:38 PM - Re: Connectors for Wing Roots (Robert L. Nuckolls, III)
2. 01:52 PM - wig wag (JOHN TIPTON)
3. 02:18 PM - Re: Connectors for Wing Roots (Charlie England)
4. 02:44 PM - Re: Re: EFIS power switch - part 2 (Robert L. Nuckolls, III)
Message 1
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| Subject: | Re: Connectors for Wing Roots |
At 11:30 AM 8/26/2016, you wrote:
>Not familiar with "handshake connectors." Please amplify and provide
>mfg. and pt. no.
>Cheers! Stu.
Emacs!
Here is one modern incarnation of a T&B terminal
we used to use on the Cessna twin engine line.
As you can see, they're not cheap. They're certainly
secure in tension . . . but no more so than a
knife splice.
I've got some 40 year old wrist-locks around here
somewhere . . . shows you how often I've been
excited about using them.
Bob . . .
Message 2
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Hi Guys/Bob
I like this 'wig wag' circuit
http://www.aeroelectric.com/articles/WigWag/WigWag.pdf
using Page 3 (single source, single switch) with 2-10 switch (I have a few) the
'full wave diode rectifer' is basically the requirement for two diodes (I think
you will agree), so as I have spare capacity on my Power Deuce Schottky Advanced
E-Bus Diode (only one diode is being used for the edurance bus) by Perihelion
Designs, its complete with power sink, this is eminetly suitable.
best regards
John
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=459956#459956
Message 3
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| Subject: | Re: Connectors for Wing Roots |
On Sat, Aug 27, 2016 at 3:35 PM, Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
> At 11:30 AM 8/26/2016, you wrote:
>
> Not familiar with "handshake connectors." Please amplify and provide mfg.
> and pt. no.
> Cheers! Stu.
>
>
> Here is one modern incarnation of a T&B terminal
> we used to use on the Cessna twin engine line.
> As you can see, they're not cheap. They're certainly
> secure in tension . . . but no more so than a
> knife splice.
>
> I've got some 40 year old wrist-locks around here
> somewhere . . . shows you how often I've been
> excited about using them.
>
>
> Bob . . .
>
In addition to being pricey, anything like that (knife splice, etc) still
has the downside of requiring an operation for each wire whenever they must
be disconnected, and they require some other ID for each wire pair to ID
them for re-connection, with a risk of error still there. With a multi-pin,
keyed connector, one operation and no risk of connection error.
Message 4
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| Subject: | Re: EFIS power switch - part 2 |
At 10:21 PM 8/26/2016, you wrote:
>
>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.
Normally, the secondary alternator is a get-home
with only the most useful things running for
en-route navigation thus saving what is supposed
to be a prudently maintained battery in reserve
for descent and approach to landing.
This is what the all-flight-conditions load analysis
is about . . . ENERGY MANAGEMENT in less than
optimum conditions. The artfully crafted airplane
can be cruised for hours on a fraction of the
power needed for a 'full up' compliment of
electro-whizzies.
>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.
Avionics haven't been a significant detriment
to adequate cranking energy for decades. Getting
the engine started takes a lot of POWER but rather
modest ENERGY. Modern SLVA (and later LiPO) cells
offer very low internal impedance which is really
what gets your engine started.
Remember the Start Stick? Recall my fussing
about Lead Acid Equivalency in LiPo batteries.
The purveyors of LiPo batteries were capitalizing
on the engine cranking ability of an itty-bitty
lithium battery when in fact, the ENERGY cotained
in the 'equivalent' battery was a small fraction
of that for the SVLA.
It only takes a few percent off the top to get an
engine started . . . running modern avionics during
clearance delivery and pre-flight is no longer an
operational concern.
Bob . . .
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