Today's Message Index:
----------------------
1. 01:17 AM - Re: IMC rating (Steve Pitt)
2. 02:16 AM - Re: IMC rating (William Harrison)
3. 03:58 AM - Re: Engine Bay wiring (josok)
4. 05:59 AM - Re: Engine Bay wiring (rampil)
5. 07:35 AM - Engine Bay wiring concerns (Fergus Kyle)
6. 09:51 AM - Re: Engine Bay wiring (D Wysong)
7. 02:50 PM - Re: Engine Bay wiring (europa flugzeug fabrik)
Message 1
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Thanks Bob that was just the sort of feedback I was looking for. I found it
extremely frustrating that having paid and trained for the IMC (I saw it as
a further development course that was going to keep me skilled and safe with
my flying) that the ATC units could not see anything other than a nuisance
to their Commercial operations.
I have feedback from a well respected and experienced trainer/examiner who
says that he does not do IMC training as "it's a real pain even in a normal
aircraft. Getting any sort of instrument approach is difficult".
The 'lack of accident' statistics speak for themselves - we must continue
to see the IMC used and trained to improve safety.
Thanks for the replies so far.
Steve Pitt
G-SMDH
PS What do the Commercial I/R pilots think of the subject?
Message 2
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Remind me someone, is there also a concession in the UK about reduced
in-flight vis which is deemed VFR if you have an IMC rating
(regardless of what type of a/c you're flying?)
Steve, I'm in the same boat as you. Mine lapsed and since instrument
approaches are clearly off limits in a Permit a/c, I didn't see the
point of renewing it. Never regretted the training though - a life
saver if you use it to get out of IMC (not necessarily if you use it
to get into IMC).
Anyway, it looks as if all the Euro-harmonisation, which cousin Bob
loves so much, is going to scrap the IMC rating.
Safe Flying
Willie
On 25 Jan 2008, at 09:09, Steve Pitt wrote:
> <steven.pitt2@ntlworld.com>
>
> Thanks Bob that was just the sort of feedback I was looking for. I
> found it extremely frustrating that having paid and trained for the
> IMC (I saw it as a further development course that was going to
> keep me skilled and safe with my flying) that the ATC units could
> not see anything other than a nuisance to their Commercial operations.
> I have feedback from a well respected and experienced trainer/
> examiner who says that he does not do IMC training as "it's a real
> pain even in a normal aircraft. Getting any sort of instrument
> approach is difficult".
> The 'lack of accident' statistics speak for themselves - we must
> continue to see the IMC used and trained to improve safety.
>
> Thanks for the replies so far.
> Steve Pitt
> G-SMDH
> PS What do the Commercial I/R pilots think of the subject?
>
>
Message 3
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| Subject: | Re: Engine Bay wiring |
Hi Fred,
Would it not be a good idea to -always- take special care at the termination points?
A good rule is, that if the copper can move at it's attachment point it
needs reinforcement, whatever gauge.
Regards,
Jos
Visit - www.EuropaOwners.org
Message 4
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| Subject: | Re: Engine Bay wiring |
Hi Fred F,
Ferg originally said he was using 6 conductor cable. That would mitigate
the vibration flexing from your otherwise very good point.
--------
Ira N224XS
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=160394#160394
Message 5
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| Subject: | Engine Bay wiring concerns |
To Ira, Jos and Gilles -
Again, thanks for such rapid advice. I am properly chastened in my
onetime excursion into creative wiring. The wire was bought long ago when
purse was open before brain engaged.
I will re-instal #20, using suggested source, and it will all be
heat-resistant tefzel.
Ferg
Message 6
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| Subject: | Re: Engine Bay wiring |
>
> Ferg, why y'all usin' #22 wire in a vibrating environment? Without
> special care
> in terminating the wires, they can eventually fracture. I don't think
> I've
> seen a production A/C with #22. They use #20 for small currents, no
> matter how
> small.
>
Ferg almost burns his house down by cooking wire in a toaster oven and you
want him to start worrying about wire gauge!? ;-)
Seriously, a long glance behind any modern panel (especially those with
glass) will reveal a host of 22 AWG wires or smaller. There is absolutely
no written/unwritten rule about using a minimum of 20 AWG.
The panacea here is good workmanship (e.g. - proper strain relief, proper
support at regular intervals, proper service loops, etc.), NOT bigger
wires. Proper workmanship also includes selecting wire rated for the
environment, so stick with the Tefzel, Ferg!
See chapter 11 of AC 43.13 for suggestions on the rest (free PDF available
here: *http://tinyurl.com/ynopgy).*
D
Message 7
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| Subject: | Re: Engine Bay wiring |
rampil wrote:
> Ferg originally said he was using 6 conductor cable. That would mitigate the
vibration flexing from your otherwise very good point.
Yes, but I'm picturing the connections to the individual engine sensors. #22 behind
the panel inside the plane is OK, if the wire ends at the instrument connectors
are properly dressed and/or secured.
Fred F.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=160505#160505
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