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1. 04:27 AM - Mini-EFIS Panel Considerations ()
2. 10:15 AM - Good "no nick" wire stripper? ()
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| Subject: | Mini-EFIS Panel Considerations |
--> Avionics-List message posted by: <bakerocb@cox.net>
Responding to an Avionics-List message previously posted by:
NYTerminat@aol.com
<<Listers I have a quick question on the certification of the transponder/
encoder.
Does this have to be done before you can get a DAR or FAA sign off on your
experimental? Does the original certification of the new equipment count
initially?
If not how does one get the plane to an airport that have an avionics shop
without first flying? Thanks Bob Spudis>>
12/17/2005
Hello Bob, Good Questions.
<<1) Does this have to be done before you can get a DAR or FAA sign off on
your
experimental?>>
No, for two reasons: A) The inspector is basically inspecting your plane for
day VFR airworthiness. (He has no formal FAA requirement beyond this
capability). B) There are places / airspace where you can fly VFR with no
transponder. See FAR 91.215 (b). Your Phase one test area could be one of
these places as could your subsequent Phase two operations. (But Phase two
operations without a transponder could be very limiting).**
<<2) If not how does one get the plane to an airport that have an avionics
shop
without first flying?>>
FAR 91.215 (d) allows such deviations from the basic requirement rule. Many
shops have mobile test equipment and they can drive to your airport. For an
IFR cert I suggest that you remove and take both the altimeter and encoder
to their shop first for bench testing and calibration and then reinstall
them before having the mobile test equipment come to your airplane.
<<3) Does the original certification of the new equipment count initially?
Not really. Because in practice the installation itself is being tested. See
FAR Part 91.217 (b).
I suggest that a reading of FAR 91.215, 91.217, 91.411, 91.413 and
Appendices E and F of FAR Part 43 would help. It is a bit of a struggle to
read those parts and their relaionship. All are available on the FAA web
site.
OC
**PS: There is another reason also. Suppose you get your VFR or IFR cert
first, the plane doesn't pass the initial airworthiness inspection, and
there is delay before actually passing the inspection. Then all the time
between the date of cert and the eventual passed inspection and first flight
is a wasted portion of the two year period of the cert.
Message 2
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| Subject: | Good "no nick" wire stripper? |
INNOCENT GLOBAL 0.0354 1.0000 -1.7923
--> Avionics-List message posted by: <bakerocb@cox.net>
Responding to an AeroElectric-List message previously posted by: "Craig
Payne" <craig@craigandjean.com>
<<Bob gives the anatomy of a good "no nick" wire stripper at
http://www.aeroelectric.com/articles/strippers/strippers.html. Question is:
where can I buy one? In most web stores it is hard to tell because the wrong
ones with sharp cutting blades are hard to separate from the good ones that
use notch-sensitivity to "pull" the insulation apart at a controlled
location. Any pointers to where I can find the "right" stripper?-- Craig>>
12/17/2005
Hello Craig, The Klein catalog stripper number 1004 (with spring) and 1003
(without spring) is a very inexpensive manually operated stripper that will
do a good job. http://www.kleintools.com/. No dies, grips, or fancy
semi-automation to worry about.
The key to using this stripper is to make sample strips of the wire to be
stripped, examine each sample strip with a magnifying glass and make stop
screw adjustments until you get just the right depth of cut or pinch (your
choice) of the insulation.
You need to go through this trial and error process for each different size
or brand of wire that you are stripping, but once the stop screw is properly
set for that particular wire then stripping is a fast process.
If you decide to be primarily pinching and tearing the tough Tefzel
insulation then a pair of pliers with smooth jaws can be used to hold the
wire to be stripped while pulling off the short piece of insulation to be
removed.
OC
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