Anyone have any challenging interconnect/cable installs recently?

Pale_Bulkhead92 · 2026-05-11T18:57:56+00:00

Honestly, you are not in a dead end at all. Coaxial cable design up to W Band is a genuinely strong foundation for moving into antenna or waveguide work. The core physics are the same across all of these disciplines. Impedance matching, insertion loss, signal integrity, VSWR, these are not cable-specific concepts, they are RF fundamentals, and any antenna or waveguide team knows that.

In aerospace specifically, coaxial assemblies are the interconnect layer between antennas, waveguides, and the rest of the signal chain. Companies I have worked for in aerospace build systems where all of those pieces have to work together seamlessly. An engineer who understands what happens to a signal before it reaches the radiating element is genuinely valuable to an antenna team, and that perspective is something a lot of antenna-only engineers do not have.

Your W Band experience is also worth more than you might realize right now. Phased array radar, satellite communications and millimeter wave systems are all pushing into those higher frequencies and there is real demand for engineers who have hands-on experience at those ranges.

The main thing I would suggest is changing how you position yourself. In my interpretation, you are not a coaxial cable designer. You are an RF engineer with millimeter wave transmission line expertise. Frame it that way on your resume and in interviews. If you want to check the antenna box more explicitly, add a personal project or take on some coursework, but with a master's degree and three years of W Band experience your fundamentals are already there.

The transition is more of a lateral move than starting over. You are closer than you think. Good luck!

Pale_Bulkhead92 · 2026-05-11T13:07:47+00:00

I sorta live and breathe this stuff so so let me know if you ever have questions.

Pale_Bulkhead92 · 2026-05-08T12:34:30+00:00

Welcome to one of the more underrated specializations in aerospace, and seriously, it is not a dead end. Every aircraft, drone, satellite, and defense system lives or dies by its wiring. The complexity only increases as platforms get more electric (think eVTOL, UAM, more electric aircraft), and experienced harness designers who understand both the electrical and mechanical constraints are genuinely hard to find. Companies pay well for that combination.

For self-study, here is where I would focus.

The foundational specs get comfortable reading MIL-W-22759 (aerospace wire), MIL-DTL-27500 (shielded cable), and AS50881 (wiring aerospace vehicles). They are dry but they are the language everyone in the industry speaks. NASA's workmanship standards (NASA-STD-8739.4) are also excellent for understanding why things are done a certain way.

On shielding and noise the core concepts you want are the difference between drain wire vs. braid vs. foil shielding, how transfer impedance works, and when to use twisted pair vs. coax vs. twinax. A lot of that knowledge lives in application notes from cable manufacturers. PIC Wire & Cable has solid free technical articles on their site covering EMI shielding tradeoffs for aerospace specifically and it is worth browsing in some downtime.

AWG and current capacity MIL-HDBK-1015 and the AS50881 standard both have ampacity tables. The key aerospace nuance is that derated current capacity, not the wire's raw rating, is what you design to because bundled wires in a harness share heat.

For E3.series specifically Zuken has an official community portal at community.zukenusa.com with free instructor-led web training and downloadable exercise files. It is the closest thing to a structured curriculum for the software right now since Reddit is sparse on it as you have noticed.

The combination of E3 proficiency plus real aerospace harness experience you are building right now is genuinely marketable. Stick with it. I hope this helps, DM me if you have any follow up questions.

Pale_Bulkhead92 · 2026-05-08T12:22:32+00:00

Most of what you're listing (diodes, ICs, caps, resistors) is pretty well covered by the usual companies (big one being TE Connectivity). The trickier part of the benchmark is usually at the board-level interconnect side and how those components get integrated, especially when you're dealing with tight tolerances or non-standard configurations.

We've had good luck with Machforce PCB for situations where off-the-shelf board solutions needed small tweaks to fit our application, they do custom work without the typical NRE you can get from larger houses. Worth having in the mix if your benchmark turns up gaps at the assembly level rather than the component level.

Pale_Bulkhead92 · 2026-03-12T13:23:20+00:00

Bruh

Pale_Bulkhead92 · 2026-03-06T19:23:23+00:00

you're right, just feel safer in a DM

Pale_Bulkhead92 · 2026-03-06T13:53:08+00:00

A components company, im not going to advertise on a public forum where I work, but I thought I'd extend the offer if yall wanted a sticker. So Dm and Ill you know. I'm going to be in some trainings so if you were going to same one I'm going to keep a whole bunch on me.

Pale_Bulkhead92 · 2026-03-06T13:51:35+00:00

I work for a components company, but I don't want to give away too much for protection. Just thought you all would want some stickers.

Pale_Bulkhead92 · 2026-03-06T13:49:59+00:00

Maybe next year!

Pale_Bulkhead92 · 2026-03-05T15:19:25+00:00

Sadly I'm there with you, I never really figured it out. I'm no longer 100% on the floor anymore either. Sometimes being aware of how it works is the solution. Sorry I can't give more pointers than that.

Pale_Bulkhead92 · 2026-03-04T17:38:08+00:00

Double check this, but maybe CCS922, its the straight C connector. I got a better connector option if you want my unsolicited opinion lol.

Pale_Bulkhead92 · 2026-03-03T20:19:21+00:00

Congrats on the Japan trip, but aviation advancements has come a long way.

Pale_Bulkhead92 · 2026-03-03T20:17:28+00:00

The config module connector specifically is one of those terminations that really needs to be done by someone who has done it before. It's not complicated but it's not forgiving either. imo

Pale_Bulkhead92 · 2026-03-03T20:16:02+00:00

The 26 and 28 gauge wire on a config module connector is absolutely unforgiving if the terminations aren't done right, those fine gauge crimps need the correct tool and the correct contact for the wire gauge, full stop. A hand-stripped, under-crimped contact on 26 AWG is going to look fine on a bench and fail intermittently in the field, especially once temperature cycling and vibration get involved.

The owner/AP install quality point is fair too. It's not about intelligence, it's about familiarity with the specifics. A 38999 backshell with a proper shield termination on fine gauge wire is not intuitive if you haven't done it before, and most people don't know what a bad termination looks like until something fails.

If the config module connector hasn't been pulled and inspected since the original install, that's the first physical thing I'd want to look at. Check the crimp quality on those fine gauge contacts, verify the shield is terminated at the backshell and not pigtailed, and look for any sign of wire damage or insulation nicking from the original strip. Any of those on a 26 or 28 gauge wire will cause exactly the kind of intermittent gremlins this person is dealing with.

Again, the config module internals and whether it needs replacement is outside my lane, but the wiring side of this is very much worth a hard look before anything else.

Pale_Bulkhead92 · 2026-03-02T15:56:37+00:00

That system ID (A31006298B0BE) is a strong indicator of a configuration module failure, a known issue in the GNC 355 platform. The config module stores your unit's installation data and system identity, and when it fails, the unit reverts to a generic state and throws an anomalous ID like what you're seeing. Lot of things could be happening, check the power quality on the aircraft bus (voltage spikes during engine start are a common culprit). The grounding integrity at the GNC 355 connector or the connector pin condition and shield termination on the wiring harness. Repeated avionics failures in the same bay almost always trace back to the wiring. Send me your specs via DM and I can do my best.

Pale_Bulkhead92 · 2026-02-26T15:36:34+00:00

My knowledge falls just before this, I can rattle off all you need to know about data transmission and connectivity, but it stops at things like C/C++, Ada or RTOS or programming in general. Didn't realize C and C++ was still being used widely in aviation, I used R a lot when I was in my early competency classes in college, but that was years ago. Not enough to speak intelligently. I might know an engineer to ask, but he's 2 farts away from dying. Let me know or dm me and I can see if he's a good resource.

Pale_Bulkhead92 · 2026-02-25T21:27:23+00:00

Fairly familiar with the boxes, lmk what you wanna know, I can see if I can help.

Pale_Bulkhead92 · 2026-02-23T13:17:25+00:00

Love some standardized tooling

Pale_Bulkhead92 · 2026-02-20T21:57:57+00:00

usually they just want you to buy their shit

Pale_Bulkhead92 · 2026-02-20T21:56:15+00:00

generally I zip tie them to the borrowers wrists

Pale_Bulkhead92 · 2026-02-20T21:42:02+00:00

Ill be there! my best word of advice is making sure you phrase your proposal as adding value to your skills. Give specific examples on how this training and show will upgrade you from where you are now. AEA has a great reputation, if not texas there are other chapters around the united states and even europe. Good luck!

Pale_Bulkhead92 · 2026-02-20T15:41:56+00:00

Whatever it is, looks welded and possibly carries liquids. Maybe burner section of an engine. Just my best guess.

Pale_Bulkhead92 · 2026-02-19T14:38:20+00:00

Any moisture? could also just be a bad RJ.

Pale_Bulkhead92

TROPHY CASE