X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Thu, 27 Feb 2014 13:10:28 -0500 Message-ID: X-Original-Return-Path: Received: from nm8-vm0.bullet.mail.bf1.yahoo.com ([98.139.213.95] verified) by logan.com (CommuniGate Pro SMTP 6.0.8) with ESMTPS id 6752269 for lml@lancaironline.net; Thu, 27 Feb 2014 12:13:56 -0500 Received-SPF: none receiver=logan.com; client-ip=98.139.213.95; envelope-from=n20087@yahoo.com Received: from [98.139.215.142] by nm8.bullet.mail.bf1.yahoo.com with NNFMP; 27 Feb 2014 17:13:20 -0000 Received: from [98.139.211.199] by tm13.bullet.mail.bf1.yahoo.com with NNFMP; 27 Feb 2014 17:13:20 -0000 Received: from [127.0.0.1] by smtp208.mail.bf1.yahoo.com with NNFMP; 27 Feb 2014 17:13:20 -0000 X-Yahoo-Newman-Id: 489503.71654.bm@smtp208.mail.bf1.yahoo.com X-Yahoo-Newman-Property: ymail-3 X-YMail-OSG: y.fMadEVM1nXoRXy9kTr5fQE_sgBhEUS13loyAc948iL98Y XiIJZWFU28NoyLsdhLKvCj6jZjhHS95yCF6qkPI4bZBVO1Y_37d5SvcbMN9w LE8FOtwNKzXunRUG3.sFX9vOXn1gBIpQukvMSUSIcBUVz49vtENDJ1DRINPi GEusR_hd8ajo2l41yI5VBGTr.7xoJmny4jhlrbNfd4PUtVVnKc.a2aP1_Q0g sxmUpJDbkAXNAKfvRduoigt54r4tiJitZH1_dMhLj5DvvfivSCM66y_V5pJQ dn4i7dVlAb44I1haDLNqonhsn6HZDy1rs3jkHNEycpt.O80U0rV_xUBiURB6 _Khmp6ldgDAoin0yKVtwzAdAmhywkLbVhtEtHzRs3nKNLuKySLPEcVoN4TZK aT507kR3CSsDHeeexGXp11W3nKVE_Tmlh_HixionGUveYr8l86_DkuD7c8lC JKu_NyoWHXSyZRkXqaNRmGdorhw_Xw661D9GhPae.iHLARBVbJX5mxwnWrG4 _9UtfQU7.UnE.HoYFxOAxCjXXMqVQu8cHfduStO_9XaP5TeIH65PqXUVpIeU pYSe5moYE97HUU_qwFDVUFrkXCIbT1FAEj__l8Hu6AxcFh.cLH0J3ylt3ljN FT93qsmDqDQnw12gSHV3cqMLk0xLAIGxfTmfwJumDd08jHCI2sPofcOMu9qk B3jIGUJ1wqcre6qWGwmV1SHQljw5YLdlQ378kIVfwRkoMxACQCnCdxN0yr.D C9.chwI58eSkdGZhwonUIq0zdbx5jQKmmQXymLC8nR_gN4PVh8bpNiBuuuNP CaUOKgwMRuMzd8ot0FJ7H5fledQ5LlPy5itkOehz07akVRP0aL2P1.Y4g5.y cAlE1cTz5jpL7h7uI8GwdKrGJ5f5eHc6Nd7Y- X-Yahoo-SMTP: NQQt3c2swBAKSrExoA1eZuT7_w-- X-Rocket-Received: from [10.216.187.77] (n20087@166.171.59.185 with xymcookie [66.196.81.168]) by smtp208.mail.bf1.yahoo.com with SMTP; 27 Feb 2014 09:13:20 -0800 PST References: Mime-Version: 1.0 (1.0) In-Reply-To: Content-Type: multipart/alternative; boundary=Apple-Mail-DD09CCA7-56E8-4019-97D6-8BC588665FB8 Content-Transfer-Encoding: 7bit X-Original-Message-Id: <65B58DA6-6167-464E-AE0D-D7909D7451F8@yahoo.com> X-Original-Cc: "lml@lancaironline.net" X-Mailer: iPad Mail (11B511) From: Tom Subject: Re: [LML] Wire stripper X-Original-Date: Thu, 27 Feb 2014 12:13:19 -0500 X-Original-To: Lancair Mailing List --Apple-Mail-DD09CCA7-56E8-4019-97D6-8BC588665FB8 Content-Type: text/plain; charset=utf-8 Content-Transfer-Encoding: quoted-printable Great tip. I should have mentioned this since I experienced exactly this is= sue, that I was why I settled on 22awg which worked well with the stripper I= had. I wish that I had known about these electric devices! Sent from my iPad > On Feb 27, 2014, at 11:49 AM, "Jim Nordin" wrot= e: >=20 > Todd and all who use wire "strippers". > =20 > "Buy a quality wire stripper, the kind that grabs the cable and then rips t= efzel down to the shield and then individual cores" > =20 > Beware using strippers, the kind that grab the tefzel or what ever coverin= g on the wire you're using, as they can nick the conductor. Look at the wire= you just stripped and see if there are small nicks or scrape marks on the w= ire. This is the beginning of a fracture leading to fatigue wire breakage. I= nstead buy an electric stripper than never nicks wire but melts the coating a= nd allows you to pull the covering off the wire leaving the wire unharmed. S= imilar to this: > http://www.ebay.com/itm/Wire-Stripper-Teledyne-Kinetics-Stripall-Electrica= l-Thermal-Hot-Knife-Blade-Tool-/231158443584?pt=3DLH_DefaultDomain_0&hash=3D= item35d21dee40#ht_174wt_922 > =20 > It=E2=80=99s a thermal wire stripper. I have one that works perfectly alth= ough I paid more than this advertised price. > Jim > =20 > On Feb 24, 2014, at 6:24, N20087 =20 > Folks > =20 > I thought I might share my experience with my avionics upgrade in my 360. = I decided to remove my Stec 55, sandel HSI and king remote gyro sell it all= and install the g3x system. I got 5k and change for the TSOed stuff and th= en tossed in 2k for the g3x with external autopilot control and 2 servos for= pitch and roll. > =20 > I chose the g3x for various reasons including the following > =20 > I have a good deal of time behind the G1000 a lot and very used to the use= r interface > I think the gfc 700 is the best ga autopilot out there and the g3x shares a= lot of its technology > I already had 2 GNS 430s in my panel along with a Garmin transponder. I ex= pected the interfacing to work reliably on the same brand equipment > Garmin documentation is fantastic, complete and accurate > I have found Garmin support to be top notch as I am sure the other brands a= re but I did not want finger pointing between vendors when dealing with inte= gration of components; I wanted just one neck to ring > =20 > =20 > The entire removal and install took 3 weeks from engine shutdown to first f= light. Since I work full time this was a weekends and evening activity. A w= ord to the wise, don't do this kind of thing in a cold hanger in the depths o= f winter. Ask me how I know! > =20 > Pointers for others thinking of using this product > =20 > =20 > There is some wiggle room on system pricing with the dealers > Make sure you check lead times on all parts and get a delivery commitment a= s part of the deal > Make sure you inventory EVERYTHING on receipt. You may have to ask your d= ealer to make good on some missing items > The quality of the Garmin connectors/backshells is exceptional but they ar= e expensive. Don't accept substitutions. Garmin backshells are heavy alumi= num with a unique grounding bar that makes terminations easier and very effe= ctive > Use a spreadsheet to map out your cable schedule with pin numbers and wire= colour for each connector > Buy a quality wire stripper, the kind that grabs the cable and then rips t= efzel down to the shield and then individual cores > I standardized on 22awg all round even though 24awg can be used in many in= terconnects > 22awg strips more reliably and does better with crimps > The connector kits come with quality machined d-sub pins/sockets, you will= need to buy more because you will screw up > Invest in a quality pin compression tool > You will use a lot of zip ties for mocking things up - buy lots > Test your cables as you make them and make sure none of the cores are shor= ted to the shield > Map out your panel using a cad tool (autocad has a free 1 month eval) and t= he dxf files for cutouts that Garmin provide > You can take your aircraft AL sheet and final panel layout dxf file to you= r local laser/water jet cutter to make the replacement sections. Note 2024 a= luminum needs a larger bending radius than shops are used to doing.=20 > You must purchase a gps antenna that connects to the pfd to use the synthe= tic vision feature > =20 > Once you wire up the PFD, ADAHRS and OAT sensor exactly per the manual you= can test the bare bones system.=20 > You must follow the magnetometer calibration procedure to the letter. > The system uses CAN bus for communications. This technology requires term= inations on each end. I terminated at the PFD and at the pitch servo > The servo mounting kits are pretty decent and complete but in the end I re= purposed what I already had which needed little modification > The magnetometer interference test is very useful in determining the insta= llation position. The sensor is mounted to one side of the hat rack below th= e floor. My tests passed for all electrical devices except the pitch servo c= lutch engagement. It was over by a max of 20%. In speaking to Garmin I migh= t get away with it. Having flown a few times now and using the ap there hav= e been no ill effects i.e. Bad headings or red Xs. > I did not jack the aircraft as suggested by Garmin to verify interference e= ffects of the hydraulic pump since my pump is mounted on the inside of the f= irewall.=20 > The capstan servo kit does not include mounting brackets > You will need to make your own pitch servo bridle if you are using a capst= an scheme > I did not connect the auto trim system as I figured I would do this later > Even in a 360, there is a need to adjust pitch trim when changing speeds s= ignificantly with the ap engaged > if you use Garmin transponders make sure the firmware is up to date to ens= ure the RS232 connection to the ADAHRS works correctly > Make sure the autopilot servos are set to operate in the right direction o= n the ground otherwise things could get interesting really fast in the air. = In my case I had to reset the direction from the normal out of the box dire= ction, all a function of your mechanical mounting arrangement > =20 > So how does it fly? In a word, excellent! > =20 > The PFD screen really is big enough for a 360. The user interface is more= intuitive than the G1000. > Very few integration headaches, just follow the Garmin directions > The highway in the sky feature along with the flight director and flight p= ath marker is really neat. But beware it can really dumb down your instrume= nt scan > The screen is plenty bright in sun > Tuning the auto pilot took about 10 minutes of tweaking the gains. The de= fault torque values are pretty close already > Flying a coupled LPV approach is just amazing, it behaved flawlessly witho= ut much fuss even on a slightly bumpy day with a 12 kt x wind component. Th= e system flew an order of magnitude more smoothly and accurately than the or= iginal Stec 55. The integration ith the GNS430W is very well done. I really= did not have to change how I did things (buttonology) to fly an approach re= lative to the sandel but the presentation on the HSI is far better > Indicated air speed climb is quite usefull but should only be used in rela= tively smooth conditions as you will find the AP sawing on the controls. It= does a good job maintaining air speed, better than I ever could but I think= it is too hard on the controls. Sometimes you just have to hand fly! > Vertical speed climb is better damped but you would need to be on top of c= hanging the desired rate as performance bumps up against the edge of the env= elope > The up/down thumb wheel on the AP is really cool and handy > The default setting for sink rate Alarm is not consistent with Lancairs. > =20 > =20 > Things yet to do > =20 > Install the Garmin AOA pitot > Install ADSB receiver for WX > Fix bitching Betty > fly more! > =20 > Tom > Lnc2 312 hrs > =20 > =20 > =20 > =20 > -- > For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.htm= l > =20 > -- > For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.htm= l --Apple-Mail-DD09CCA7-56E8-4019-97D6-8BC588665FB8 Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: quoted-printable
Great tip.  I should have mention= ed this since I experienced exactly this issue, that I was why I settled on 2= 2awg which worked well with the stripper I had.  I wish that I had know= n about these electric devices!

Sent from my iPad

On Fe= b 27, 2014, at 11:49 AM, "Jim Nordin" <panelmaker@earthlink.net> wrote:

=

Todd and all who use wire "strippers".

 

"Buy a quality wire stripper, the kind that grabs the cable and then rips tefzel down to the shield and th= en individual cores"

 

Beware using strippers, the kind that grab the tefzel or what ever covering on the wire you're using, as they can nick the conductor. Look at t= he wire you just stripped and see if there are small nicks or scrape marks on t= he wire. This is the beginning of a fracture leading to fatigue wire breakage. Instead buy an electric stripper than never nicks wire but melts the coating= and allows you to pull the covering off the wire leaving the wire unharmed. Similar to this:
http://www.ebay.com/itm/Wire-Strip= per-Teledyne-Kinetics-Stripall-Electrical-Thermal-Hot-Knife-Blade-Tool-/2311= 58443584?pt=3DLH_DefaultDomain_0&hash=3Ditem35d21dee40#ht_174wt_922

 

It=E2=80=99s a thermal wire stripper. I have one that works perfectl= y although I paid more than this advertised price.

Jim

 

On Feb 24, 2014, at 6:24, N20087 <n20087@yahoo.comwrote:

 

Folks

 

I thought I might share my experience with my avionics upgrade in my= 360.  I decided to remove my Stec 55, sandel HSI and king remote gyro s= ell it all and install the g3x system.  I got 5k and change for the TSOed stuff and then tossed in 2k for the g3x with external autopilot control and 2= servos for pitch and roll.

 

I chose the g3x for various reasons including the following <= /font>

 

I have a good deal of time behind the G1000 a lot and very used to t= he user interface

I think the gfc 700 is the best ga autopilot out there and the g3x shares a lot of its technology

I already had 2 GNS 430s in my panel along with a Garmin transponder= . I expected the interfacing to work reliably on the same brand equipment

Garmin documentation is fantastic, complete and accurate

I have found Garmin support to be top notch as I am sure the other brands are but I did not want finger pointing between vendors when dealing w= ith integration of components; I wanted just one neck to ring

 

 

The entire removal and install took 3 weeks from engine shutdown to first flight.  Since I work full time this was a weekends and evening activity.  A word to the wise, don't do this kind of thing in a cold hanger in the depths of winter.  Ask me how I know!

 

Pointers for others thinking of using this product

=

 

 

There is some wiggle room on system pricing with the dealers<= /font>

Make sure you check lead times on all parts and get a delivery commitment as part of the deal

Make sure you inventory EVERYTHING on receipt.  You may have to= ask your dealer to make good on some missing items

The quality of the Garmin connectors/backshells is exceptional but t= hey are expensive.  Don't accept substitutions.  Garmin backshells are= heavy aluminum with a unique grounding bar that makes terminations easier an= d very effective

Use a spreadsheet to map out your cable schedule with pin numbers an= d wire colour for each connector

Buy a quality wire stripper, the kind that grabs the cable and then rips tefzel down to the shield and then individual cores

I standardized on 22awg all round even though 24awg can be used in m= any interconnects

22awg strips more reliably and does better with crimps=

The connector kits come with quality machined d-sub pins/sockets, yo= u will need to buy more because you will screw up

Invest in a quality pin compression tool

You will use a lot of zip ties for mocking things up - buy lots

Test your cables as you make them and make sure none of the cores ar= e shorted to the shield

Map out your panel using a cad tool (autocad has a free 1 month eval= ) and the dxf files for cutouts that Garmin provide

You can take your aircraft AL sheet and final panel layout dxf file t= o your local laser/water jet cutter to make the replacement sections. Note 202= 4 aluminum needs a larger bending radius than shops are used to doing.  <= /span>

You must purchase a gps antenna that connects to the pfd to use the synthetic vision feature

 

Once you wire up the PFD, ADAHRS and OAT sensor exactly per the manu= al you can test the bare bones system. 

You must follow the magnetometer calibration procedure to the letter= .

The system uses CAN bus for communications.  This technology requires terminations on each end.  I terminated at the PFD and at the pitch servo

The servo mounting kits are pretty decent and complete but in the en= d I repurposed what I already had which needed little modification=

The magnetometer interference test is very useful in determining the= installation position. The sensor is mounted to one side of the hat rack bel= ow the floor. My tests passed for all electrical devices except the pitch servo= clutch engagement.  It was over by a max of 20%. In speaking to Garmin I= might get away with it.  Having flown a few times now and using the ap there have been no ill effects i.e. Bad headings or red Xs.

I did not jack the aircraft as suggested by Garmin to verify interference effects of the hydraulic pump since my pump is mounted on the inside of the firewall. 

The capstan servo kit does not include mounting brackets

You will need to make your own pitch servo bridle if you are using a= capstan scheme

I did not connect the auto trim system as I figured I would do this later

Even in a 360, there is a need to adjust pitch trim when changing speeds significantly with the ap engaged

if you use Garmin transponders make sure the firmware is up to date t= o ensure the RS232 connection to the ADAHRS works correctly

Make sure the autopilot servos are set to operate in the right direction on the ground otherwise things could get interesting really fast i= n the air.  In my case I had to reset the direction from the normal out o= f the box direction, all a function of your mechanical mounting arrangement

 

So how does it fly?  In a word, excellent!

 

The PFD screen really is big enough for a 360.  The user interf= ace is more intuitive than the G1000.

Very few integration headaches, just follow the Garmin directions

The highway in the sky feature along with the flight director and flight path marker is really neat.  But beware it can really dumb down your instrument scan

The screen is plenty bright in sun

Tuning the auto pilot took about 10 minutes of tweaking the gains.  The default torque values are pretty close already

Flying a coupled LPV approach is just amazing, it behaved flawlessly= without much fuss even on a slightly bumpy day with a 12 kt x wind component.  The system flew an order of magnitude more smoothly and acc= urately than the original Stec 55.  The integration ith the GNS430W is very wel= l done. I really did not have to change how I did things (buttonology) to fly a= n approach relative to the sandel but the presentation on the HSI is far bette= r

Indicated air speed climb is quite usefull but should only be used i= n relatively smooth conditions as you will find the AP sawing on the controls.  It does a good job maintaining air speed, better than I ever= could but I think it is too hard on the controls.  Sometimes you just h= ave to hand fly!

Vertical speed climb is better damped but you would need to be on to= p of changing the desired rate as performance bumps up against the edge of the= envelope

The up/down thumb wheel on the AP is really cool and handy

The default setting for sink rate Alarm is not consistent with Lancairs.

 

 

Things yet to do

 

Install the Garmin AOA pitot

Install ADSB receiver for WX

Fix bitching Betty

fly more!

 

Tom

Lnc2 312 hrs

 

 

 

 

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