Today's Message Index:
----------------------
1. 11:33 AM - A basic butt splice (bcone1381)
2. 12:06 PM - Re: Always hot power for fuel injectors and ignition coils (nuckollsr)
3. 01:47 PM - Re: A basic butt splice (Robert L. Nuckolls, III)
4. 06:45 PM - Last design task for Raytheon (Robert L. Nuckolls, III)
5. 07:06 PM - Re: Always hot power for fuel injectors and ignition coils (cofford)
6. 07:09 PM - Re: A basic butt splice (bcone1381)
7. 07:33 PM - Re: Re: A basic butt splice (Robert L. Nuckolls, III)
8. 07:33 PM - Re: Last design task for Raytheon (John B)
9. 07:36 PM - Re: Re: Always hot power for fuel injectors and ignition coils (Robert L. Nuckolls, III)
10. 07:51 PM - Re: Last design task for Raytheon (Earl Schroeder)
11. 08:08 PM - Re: Re: Always hot power for fuel injectors and ignition coils (Robert L. Nuckolls, III)
12. 08:24 PM - Re: Last design task for Raytheon (Art Zemon)
13. 08:28 PM - Re: Re: Always hot power for fuel injectors and ignition coils (Charlie England)
Message 1
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| Subject: | A basic butt splice |
Im planning my first basic electrical application on my experimental kit....the
headset jacks. One 20awg wire will run to the two jacks then split
Please confirm ...in order to split a 20wag wire into two separate 20awg wires
using PODG crimp connectors a single blue 14-16awg butt splice would receive the
two 20awg wires on one end and a single 20awg on the other crimped end maybe
with a second very short 20awg wire added because the space in the blue butt
connector is a size too large.
--------
Brooks Cone
Bearhawk Patrol Kit Build
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=494838#494838
Message 2
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| Subject: | Re: Always hot power for fuel injectors and ignition |
coils
A manufacturer of ANY accessory should be cautious about
venturing outside their product into issues of aircraft architecture
and systems integration.
As we've studied over the years, off-hand recommendations
or even citations of, "This is what I fly in my airplane" are
seldom examples of the lowest parts count, lowest cost
of ownership and minimized risk across the full spectrum
of potential installations. Further, when offered by individuals
of limited experience, the potential for designed in risk goes up.
For decades my teachers said, "draw a box around the
gizmo for which you are writing a specification. Describe all
inputs, outputs and expected performance for what goes
on INSIDE your box . . . then quit.
In the case before us, the 'box' is your EFIS system. It's
a perfectly valid request that one or more inputs require,
"Failure tolerant source of power from x.x to xx.x volts
DC at x.x amps".
The selection of architecture and operating philosophy are
a separate specification embracing design goals that
are seldom known by the appliance manufacturer. Your
design goal is to minimize risk to the WHOLE system which
starts with you, includes a complex machine with lots of
potential for failure all topped off the the environment
through which you are flying.
No matter how many multi-feed busses, standby batteries,
extra alternators you design into your project, demonstrated
realities tell us that the greatest single cause for engine
failure is running out of gas . . . and the biggest risk
for hitting the mountain does not arise from a blown
fuse on the gps.
Engine not withstanding, there are lots of electro- whizzies
that we would like to keep lit up. Keeping the engine running in
case everything else has gone dark only improves the probability
that you'll hit the rocks under power. I suggest that adding an
'engine bus' is redundant and unnecessary for Z12 with one
battery (well maintained . . . of course) and two engine driven
power sources .
Keep in mind that a 'battery bus' is an always hot
distribution device located adjacent to the battery and
fitted with protective devices consistent with crash worthiness
design goals. A bus located elsewhere powered through
any form of switch gear and 'protected' with distribution-
rated limiters or fusible links is not a battery bus . . . it's
just another bus with its own purpose/nomenclature.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=494839#494839
Message 3
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| Subject: | Re: A basic butt splice |
At 01:31 PM 2/16/2020, you wrote:
>
>I=99m planning my first basic electrical
>application on my experimental kit....the
>headset jacks. One 20awg wire will run to the two jacks then split
>
>Please confirm ...in order to split a 20wag wire
>into two separate 20awg wires using PODG crimp
>connectors a single blue 14-16awg butt splice
>would receive the two 20awg wires on one end and
>a single 20awg on the other crimped end maybe
>with a second very short 20awg wire added
>because the space in the blue butt connector is a size too large.
Two 20AWG Tefzel wires will fit nicely into
a RED PIDG splice . . .
Emacs!
. . . with your single 20AWG going into the other end.
Bob . . .
Message 4
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| Subject: | Last design task for Raytheon |
Setting up new computer. While cleaning off some old
files on an archive-drive, I stumbled across a video
of first-flight on the last vehicle design program
I worked for RAC.
This missile is intended to fly very low over the
water . . . perhaps 30' off the surface . . . at
very high speeds. Something on the order of M4.
Powered by air-breathing ram-jets, it has to be flying
at better than M2.0 before the engines will light off.
If memory serves, it achieves engine start velocity in just
a few seconds with acceleration rates of over 20G.
I designed an all solid-state, power distribution controller
that eliminated relays used on our legacy products.
http://aeroelectric.com/Pictures/Misc/D-Sub_Power_Dist_2.jpg
First flight video can be viewed here:
http://www.aeroelectric.com/Pictures/Video/GQM-163_First-Flight.mp4
Bob . . .
Message 5
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| Subject: | Re: Always hot power for fuel injectors and ignition |
coils
Hi Bob,
Thanks for your thoughts. I plan on mounting my battery on the firewall, and the
engine fuse block on the cabin side, near the battery and pass-through. The
relay would be mounted to the battery box. I was not planning on adding any
circuit protection devices to the engine bus relay feed.
Here's the whole architecture as of today:
https://drive.google.com/file/d/1asF6lxJcRF4q06fiD3ytd3ktgnxzHuLJ/view?usp=sharing
Thanks,
Casey
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=494845#494845
Message 6
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| Subject: | Re: A basic butt splice |
Thanks Bob!!
I understand...Two 20 AWG wires fit into a red crimp connector.
Is there any standardized chart or method we might call a BEST PRACTICE to calculate
how many wires or certain sized in each size PIDG connector?
--------
Brooks Cone
Bearhawk Patrol Kit Build
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=494846#494846
Message 7
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| Subject: | Re: A basic butt splice |
At 09:06 PM 2/16/2020, you wrote:
>
>Thanks Bob!!
>
>I understand...Two 20 AWG wires fit into a red crimp connector.
>
>Is there any standardized chart or method we might call a BEST
>PRACTICE to calculate how many wires or certain sized in each size
>PIDG connector?
Not that I'm aware of. The idea is to fill the
barrel with enough copper that you get a
gas-tight joint when the tool is applied.
http://www.aeroelectric.com/articles/CrimpTools/crimptools.html
you probably can't put too much wire into
the terminal. The biggest risk is too little
wire such that the crimp doesn't completely
close down on all the stranding. When in
doubt about too little, strip 2x for length
of exposed strands, double them back before
inserting.
Bob . . .
Message 8
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| Subject: | Re: Last design task for Raytheon |
Bob-
This missile is fantastic! Deployed or not, your technology moved our
great nation forward!
Thank you for your contribution!
John B
On Sun, Feb 16, 2020 at 8:51 PM Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
> nuckolls.bob@aeroelectric.com>
>
> Setting up new computer. While cleaning off some old
> files on an archive-drive, I stumbled across a video
> of first-flight on the last vehicle design program
> I worked for RAC.
>
> This missile is intended to fly very low over the
> water . . . perhaps 30' off the surface . . . at
> very high speeds. Something on the order of M4.
> Powered by air-breathing ram-jets, it has to be flying
> at better than M2.0 before the engines will light off.
> If memory serves, it achieves engine start velocity in just
> a few seconds with acceleration rates of over 20G.
>
> I designed an all solid-state, power distribution controller
> that eliminated relays used on our legacy products.
>
> http://aeroelectric.com/Pictures/Misc/D-Sub_Power_Dist_2.jpg
>
> First flight video can be viewed here:
>
> http://www.aeroelectric.com/Pictures/Video/GQM-163_First-Flight.mp4
>
>
> Bob . . .
>
>
Message 9
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| Subject: | Re: Always hot power for fuel injectors and ignition |
coils
At 09:04 PM 2/16/2020, you wrote:
>
>Hi Bob,
>
>Thanks for your thoughts. I plan on mounting my battery on the
>firewall, and the engine fuse block on the cabin side, near the
>battery and pass-through. The relay would be mounted to the battery
>box. I was not planning on adding any circuit protection devices to
>the engine bus relay feed.
Why the relay? Why not run all those engine
feeds off the main bus? That way, if the engine
is running, all the other stuff is running too . . .
and vice versa.
Then your task is simpler. Keep the main bus
hot . . . a goal that has been successfully
achieved on thousands of airplanes for
a long time.
Bob . . .
Message 10
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| Subject: | Re: Last design task for Raytheon |
> On Feb 16, 2020, at 8:51 PM, Robert L. Nuckolls, III <nuckolls.bob@aeroelectric.com>
wrote:
>
>
> Setting up new computer. While cleaning off some old
> files on an archive-drive, I stumbled across a video
> of first-flight on the last vehicle design program
> I worked for RAC.
>
Neat !! Those were the days..
Message 11
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| Subject: | Re: Always hot power for fuel injectors and ignition |
coils
At 09:04 PM 2/16/2020, you wrote:
>
>Hi Bob,
>
>Thanks for your thoughts. I plan on mounting my battery on the
>firewall, and the engine fuse block on the cabin side, near the
>battery and pass-through. The relay would be mounted to the battery
>box. I was not planning on adding any circuit protection devices to
>the engine bus relay feed.
Why the relay? Why not run all those engine
feeds off the main bus? That way, if the engine
is running, all the other stuff is running too . . .
and vice versa.
Then your task is simpler. Keep the main bus
hot . . . a goal that has been successfully
achieved on thousands of airplanes for
a long time.
Bob . . .
Message 12
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| Subject: | Re: Last design task for Raytheon |
That's awesome, Bob. Real engineering!
-- Art Z.
On Sun, Feb 16, 2020 at 9:02 PM Robert L. Nuckolls, III <
nuckolls.bob@aeroelectric.com> wrote:
> nuckolls.bob@aeroelectric.com>
>
> Setting up new computer. While cleaning off some old
> files on an archive-drive, I stumbled across a video
> of first-flight on the last vehicle design program
> I worked for RAC.
>
> This missile is intended to fly very low over the
> water . . . perhaps 30' off the surface . . . at
> very high speeds. Something on the order of M4.
> Powered by air-breathing ram-jets, it has to be flying
> at better than M2.0 before the engines will light off.
> If memory serves, it achieves engine start velocity in just
> a few seconds with acceleration rates of over 20G.
>
> I designed an all solid-state, power distribution controller
> that eliminated relays used on our legacy products.
>
> http://aeroelectric.com/Pictures/Misc/D-Sub_Power_Dist_2.jpg
>
> First flight video can be viewed here:
>
> http://www.aeroelectric.com/Pictures/Video/GQM-163_First-Flight.mp4
>
>
> Bob . . .
>
>
--
https://CheerfulCurmudgeon.com/
*Sooner meet a bereaved she-bear than a fool with his nonsense. *Proverbs
17:12
Message 13
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| Subject: | Re: Always hot power for fuel injectors and ignition |
coils
On 2/16/2020 9:34 PM, Robert L. Nuckolls, III wrote:
> At 09:04 PM 2/16/2020, you wrote:
>>
>> Hi Bob,
>>
>> Thanks for your thoughts. I plan on mounting my battery on the
>> firewall, and the engine fuse block on the cabin side, near the
>> battery and pass-through. The relay would be mounted to the battery
>> box. I was not planning on adding any circuit protection devices to
>> the engine bus relay feed.
>
> Why the relay? Why not run all those engine
> feeds off the main bus? That way, if the engine
> is running, all the other stuff is running too . . .
> and vice versa.
>
> Then your task is simpler. Keep the main bus
> hot . . . a goal that has been successfully
> achieved on thousands of airplanes for
> a long time.
>
>
> Bob . . .
>
I'll take a swat at it. 'Ingrained habits/training'.
From a purely functional standpoint, sure, but...
We've spent our whole flying careers expecting the engine control (mag
switches) to be independent from airframe electrical control. I might be
a minority of one, but it seems to me that even if I'm intimately
familiar with my plane's unusual switchology characteristics, someone
else likely won't be. And in the (admittedly rare) case of the legendary
'smoke in the cockpit' scenario, we've all been trained to make the
electrical system 'cold' first, then try to work our way back to
restoring power, if we can. By having the much more elaborate
switchology of an electronically controlled engine on an independent
bus, we can hopefully avoid having 'muscle memory' cause a problem,
instead of solving one.
The guys who've been flying alternative engines for years are much more
reluctant to allow someone else to fly their planes, and a big driving
factor is that engine operation is so different in many of the
installations. When we add electronic fuel injection to a traditional
engine, it really has become an 'alternative engine' as far as
operational issues are concerned.
Charlie
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