I need to comment on a few things posted on this thread:
(3) I found that you MUST double back the wire at the end or the connector will pull off.
That means that you will have little use for the end connectors with red plastic
covers; the hole is too small for most wires when you double back the wire. See (4)
Not true - using the properly-sized AMP (or equivalent) connector for the wire size employed does NOT require any folding of the wire to obtain correct wire CAU (Circular Area Unit). Also, it is possible to fold over a wire to install in an oversize terminal, and still fall short of achieving the necessary CAU that hits at least the minimum CAU for the terminal itself. You can end up with a not-as-good-as-it-should-be terminal installation as you might like, by eyeball-engineering here. If you don't have the wherewithall to look up the specs and requirements to make sure you can "fudge" a wire terminal installation where the terminal is "oversize", then stick to using the correct parts.
(4) If the tables say to use #24 wire, use #20, and the same for # 22 or #20, use
bigger wire because the wire is going to be vibrating and will break.
Not true. 24 Gauge wire is great for certain things (audio systems, etc.). To generalize that "bigger wire will not break because it is stong enough" (under vibration) is a false premise. Properly installed, secured, strain-relieved, etc., there is NO reason that specified wire gauges cannot be employed. There are just as many circumstances, in a vibration-rich environment, that can cause a heavier-gauge wire to break, when a small-gauge wire won't.
(9) If you run all of those wires down the right side, you will not have space enough for
the push rod for the elevators. Guess how I know that.
I've looked at plenty of VEZ/LEZ wire installations that have entailed wires on the right side, forward of the instrument panel. As long as correct provisions are made to secure such bundles to keep them out of the way of flight control runs, etc., there is no problem.
(13) Label your wires at least 3 places so you can troubleshoot later. It is required
anyway. That is IN ADDITION to color coding.
Not required in any of the regs that apply to homebuilts, but good practice
(16) The plans system to prevent takeoff with nthe canopy unlatched and landing with
the nose gear up is AWFUL. You had better use it but you will have a problem when
some part of it is not working correctly. I spent ENDLESS hours debugging it. I
finally put a terminal block on the surface of the inside of the fuselage where I can
get to it (inside the nose compartment so I cannot reach it in flight, of course).
EVERY wire in the system runs to that block. Then I close the canopy (get a friend
to do it and sit there while you do the check) and check voltages with throttle
back vs throttle forward. Then I put a sawhorse under the fuselage and retract
the nose wheel. Check voltages with throttle back and forward. ETC. If some
part of the system is not working correctly, you can tell.
Plans-built warning system works just fine, properly built & wired & installed.
