Corvair College #29, Three weeks out.

Builders;

We are closing in on last call for CC#29 in Leesburg Florida, Hosted by our friend Arnold Holmes, the weekend before sun n fun. Please understand, registration is required this year. Last year we had an open event as an introduction top the new date and venue. This year we are working the College just like any other, with required registration in advance. Do not miss a chance to sign up for this event.

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Click on this:

https://corvaircollege.wufoo.com/forms/corvair-college-29-registration/

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If I was going to be lenient on sign up, CC#28 we just held in Texas changed my mind. We had 55 builders on hand for it who gladly signed up by the deadline. These people understood that planning a College is a lot of work, and builders make this easier by signing up and letting the host plan. At CC #28 Kevin and Shelley bent the rules a bit out of the desire to accommodate 10 builders who assured them they would show up and pay on arrival. They planned the catering around these people. When the event came 9 out of 10 of these people did not show (vs 1 out of 56 for the people registered) Clearly, people who are unwilling to register and not serious about working with the host to get the most out of the event.- (Note, if you are in the group of nine, I highly suggest a heart felt apology to Kevin and Shelley. Kevin is a 25 year Attack Helicopter pilot, but I would still rather have him mad at me than Shelley.)

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Blast from the past, Our old Edgewater hangar in 2006: “Above, Mark from Falcon works on the lathe while Arnold “The Repair” Holmes talks with Piper Aircraft engineer and Corvair  builder Spencer Gould. Corvair builders who’ve been around a long time know that Arnold did a lot of flying  with us in the early years, and today does all of our dynamic propeller and vibration analysis. He’s recently  returned from working on aircraft in the Ecuadorian jungle. Spencer is a comparatively new face whom many of  you will get to know in the coming year. He’s a Riddle graduate and his day job is in structures and  powerplants. In our last update, I mentioned prepping our neighbor Jason Newberg’s Pitts for its debut at  the Reno Air Races. On short notice, Spencer built a wicked set of wingtips for it. The plane, named  The Jamaica Mistaka, was a smash success and won the first place trophy in the Silver Biplane race.  It turned its 72″ metal prop 3,300 rpm near 200 mph. So much for old wives’ tales about mach numbers and  props and efficiency.”

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Please read the links below to find out more about CC#29:

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Corvair College reference page

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Corvair College #29……..6 weeks out.

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Corvair College #29, March 28-30, FL. , sign-up open

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Below are many links to last years event. I suggest clicking on them to get a look at what this specific College setting is like. Notice that I put out 6  stories on it last year. That is because it was a first time at the location event and a new time on the calendar. This year there will be a shorted sign up period, and less postings about it. If you want to make this year in aviation more productive, then you have to take different action, and the best way to get started is to sign up for a College.

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I have been a strong promoter of these events, they are outstanding, the people who attend them have a far higher rate of project completion. Those are reasons enough, but I can also add that people who come to colleges have more human resources, supportive building friends and a better outlook . If this appeals, great, sign up, we will see you there. Conversely, if after 15 years of promoting 27 colleges nothing has motivated a guy to attend, then I am guessing a few more stories on my part isn’t going to do it.  I am OK with both groups, builders who come and make progress, and people who don’t. Just make sure you are OK with which one of these groups you are in.

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Corvair College #25, In Photos

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Corvair College #25, message from local host Arnold Holmes.

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Corvair College #25 registration link now open

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Corvair College #25, April 5-7 Leesburg FL, Part 2 of 3 updates.

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Corvair College #25, April 5-7 Leesburg FL, Part 1 of 3 updates.

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Corvair College #25? Leesburg FL, April 5-7, 2013.

Aircraft Wiring 102

Builders,

After todays Aircraft Wiring 101 story, a letter came in from California 750 builder David Josephson. I share it for several reasons;

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First, it is a view of what a builder can do if he wants to look at operating one level above the basic information I was sharing.  In all my conversations with David, what comes through is his unusual balance of technical-practical-detail application along with a very strong scientific understanding of the fundamentals of the question at hand.  When reading his take on a subject, it is a reminder that accessing this balance on any subject is what makes it interesting. While Tefzel and basic quality crimps and tools are what I use on planes, David’s notes are another step toward quality and away from the sub-airworthy.

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Second, The letter is a reminder to people who work outside Aviation or the tech world, that industry specs and standards mean something in our field. Many workplaces and topics have very subjective standards of performance or none at all; note that experts in aviation long ago put out the most detailed standards for things as small at how wire is plated. Working in aviation, I don’t know 2% of these standards, but critically, I know for almost every question, there is a correct tested answer, you just have to look for it.  Understand when a guy says “It will be alright” what his is actually doing is deciding to stop looking for the known way and proven path, and accept the item in question as it is. Conversely, a guy who works in aviation knows that when in doubt, keep looking until you find the proven standard. When you think like that, you have become an aviation professional, even if your paycheck has a different address.

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Third, The strength of the Corvair movement is the quality of the people we bring in as builders. Yes, I know the subject of Corvairs very well, but we have countless other people who know far more about engineering , electronics, flight, you name it. I like it this way, because it puts me in contact with people a lot smarter than me, and this expands my world and learning.  At Oshkosh a number of years ago, I was confronted by a man who leveled what he felt to be a damning charge against me; He wanted to publicly prove that I had changed my position on several technical points over the years. He was perplexed and disappointed by my response, where I told everyone present “Yes, I intentionally surrounded myself with smart people and then had the common sense to listen to them.”

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Oshkosh 2013: East meets West in the tent. Two of the sharpest minds in the Corvair movement belong to Ken Pavlou of Connecticut, at left above, and David Josephson of California on the right. Both are Zenith builders. Ken has been involved in numerous projects in support of the Corvair movement. David is a nationally known expert on acoustics, and is interested in extreme noise reduction in aircraft. Both of these men find the Corvair movement the right focal point for their efforts in aviation.

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"William,

I have a few comments on your article, and a resource to offer. Your
recipe is good, but if people want to drill a little deeper they can
understand a bit more if they want. A well designed simple airplane will
only have a few dollars of wire in it, there is no point in scrimping —
but it may be possible to buy NOS military wire and terminals and get
good quality for less.

1. The softness of the terminal insulation is only part of the picture.
Good crimp terminals are made with nylon insulating sleeves, which is
soft and transparent. More important, there is a bronze sleeve inside
that crimps around the wire insulation under the nylon to actually
provide strain relief. The terminals with vinyl sleeves lack this part
and no strain relief is actually provided, only insulation, because
there is no mechanical connection to the insulation of the wire. Good
crimp terminals are made by Thomas and Betts, AMP and Panduit (although
those companies also make cheap vinyl insulated terminals that have no
strain relief,) and are compliant with the former MS-25036 series, now
SAE AS 25036.

2. The crimp tool must be the one specified by the manufacturer of the
terminal or compliant with the relevant mil spec, such as the AMP tool
in your picture.

3. An even more secure approach is to use uninsulated crimp terminals,
soldered if you like, and heat shrink tubing, which if clear can include
a typed label inside. (But! Solder only after there is a secure crimp!)
The crimp tool for uninsulated terminals like the original T&B Sta-Kon
is completely different from that used with insulated terminals.

4. The wire doesn’t have to be Tefzel (crosslinked ETFE), but it does
have to be aircraft wire. There are three criteria: the strands must be
individually plated, not bare copper or batch tinned, the stranding must
be fine enough to provide good flexibility, and the insulation must be
rugged enough not to deform when clamped, rubbed or mildly abraded.
Generally people use Tefzel because it can get hotter and not smoke
versus PVC, but the fumes from burning Tefzel are worse than from
burning PVC. Tefzel wire compliant with MIL-W-22759 is the best
compromise but is expensive. It comes in many colors and is stamped with
the mil spec number and gauge. PVC is okay but it must have a nylon or
fiberglass jacket, typically compliant with MIL-W-5086 or the later
MIL-W-16878. There are also good aircraft wire made to Boeing
specification. Teflon (PTFE) is okay inside equipment, but is softer and
more easily damaged. Teflon also more expensive than Tefzel because it
is usually silver plated — and in many cases the silver plating on
surplus Teflon wire has tarnished so badly you can’t use it.

5. There is a good stock of surplus aircraft wire, $8 a pound for mil
spec vinyl and $15 a pound for fluorocarbon (when in doubt they charge
you the vinyl price,) at Apex Electronics in southern Calif.,
www.apexelectronic.com. Joe has come back from retirement and will
usually find what you want, better if you go there. They also have
multiconductor milspec cable. They have mostly 16 gauge and smaller, I
recently bought spools of 16 and 20 gauge and even at $15 a pound it’s
1/4 the current market price, and you have a chance to get it in colors
if you are lucky. It is worth a visit, it’s one of the remaining
aviation surplus stores on the west coast. Take a flashlight and good
glasses, the lighting inside isn’t so great.

6. The Delphi Weather Pack connectors are great, *if* you buy into the
whole system. The parts are cheap, but you need to have the correct
sealing glands and the correct crimp tool or the reliability of the
system is lost. If you really need to be able to disconnect things
quickly, fine. Frankly I prefer to have fewer connectors and am willing
to spend a little more time unscrewing terminals.

7. NO BARREL SPLICES. You cannot inspect the crimp of a barrel splice,
so you have no way of knowing it’s secure. If you need to splice a wire,
use two knife blade connectors like AMP 32446, in a length of vinyl
tubing tied with nylon twine.- David”

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