Construction Blog and Builder's Resource
Backup alternator connected to its 40-amp fuse. The wire isn’t as tight as it looks, but I may redo it anyway with a little more slack. The engine does move around a bit, of course.
I figured that it might be a good idea to practice separating the braid/ground from the center conductor on the magneto p-lead. Good thing Stein included at least ten extra feet of the stuff. This is the practice one.
The real one completed and connected.
This doesn’t look like much, but I’ve connected the left-side EGT & CHT probes and substantially neatened the entire side. It’s not quite ready for flight yet, but it’s close.
Between what you see here and the corresponding wire bundling and zip-tying (lots of zip ties!) under the panel, it was a good three hours of work this afternoon.
With the completion of the throttle linkage today, all control cables are now properly connected and ready for flight.
Throttle cable linkage is now complete and ready for flight. Shown here in the full-throttle position.
Throttle cable linkage is now complete and ready for flight. Shown here in the closed-throttle position.
My favorite helper working on the panel’s main bus block. We got it mounted today, then fabricated its connection to the shunt, and installed/secured that wire. — with Jean Balch.
Shunt wiring is complete, including the two little signal wires.
P-mag connector all wired up and ready to install.
P-mag connector and manifold pressure connection installed.
For access-related reasons, I wanted to get this out of the way before installing the backup alternator on the empty vacuum pad at the top of this image.
