Today's Message Index:
----------------------
1. 07:18 AM - Re: Re: Quick splice connectors? (Robert L. Nuckolls, III)
2. 08:14 AM - Re: Long and short hot feeders (DCS317@aol.com)
3. 08:58 AM - Re: Re: Lithium Battery Option (Rick Beebe)
4. 09:10 AM - Circuit protection (Tim Andres)
5. 11:04 AM - Z-19 RB ground? (Roger)
6. 01:28 PM - Re: Long and short hot feeders (Robert L. Nuckolls, III)
7. 02:19 PM - Re: Long and short hot feeders (Roger)
8. 05:15 PM - Re: Circuit protection (Robert L. Nuckolls, III)
9. 05:16 PM - Re: Long and short hot feeders (Robert L. Nuckolls, III)
10. 05:17 PM - Re: Z-19 RB ground? (Robert L. Nuckolls, III)
11. 07:03 PM - Re: Circuit protection (Tim Andres)
12. 08:36 PM - Re: Circuit protection (Robert L. Nuckolls, III)
Message 1
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| Subject: | Re: Quick splice connectors? |
>I'll go down a modified solder-lap approach. I'm *much*
>more comfortable with solder joints than crimp joints,
>and will support them with a double heat-shrink cover.
>(Lead exposure? What might a few years of soldering circuit
>boards by hand add in the way of exposure? I figure that's
>why I'm always on a diet..)
The "exposure" is nil. There are some folks
who believe that the mere proximity of a toxin
opens a channel of ethereal osmosis that drives
up risk. It's healthy for them not to study
potential toxicity of every substance in our
daily lives . . . the American Psychological
Association would have to name a new phobia . . .
or perhaps they already have.
I've been soldering various items together
for over 50 years. I have a lifetime stock
of 63/37 solder in many forms and intend to
use it until the lead finally kills me . . .
or my heart does. My money is not on the lead.
Bob . . .
Message 2
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| Subject: | Re: Long and short hot feeders |
Reviewing the Z-14 diagram, there is no fuse protection from the panel
switch turning on or off the main battery contactor. In my airplane with a
battery in back, this means a 7 foot always hot lead. Should I be concerned?
Message 3
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| Subject: | Re: Lithium Battery Option |
N38CW wrote:
>
> Yep, it's a bit pricey...
>
> http://www.motorauthority.com/blog/1039902_porsches-1700-starter-battery-option-for-boxster-spyder-911-gt3
Perhaps something like this:
http://elitepowersolutions.com/products/product_info.php?cPath=16&products_id=74
It might not have enough urge, though.
--Rick
Message 4
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| Subject: | Circuit protection |
I have my electrical plan in the final draft and will post it here soon. But
first I have a few questions. I will have breakers for a few items, the
ignition, fuel pump, landing brake, nose lift, alternator field and pitch
trim.
1. I am using a Plane Power alternator with the integrated over-volt
protection. I see no need for a breaker in this case, why not use a fuse?
2. The nose lift (EZ type A/C) requires unswitched power to the lift
and a 10A CB in the panel. This will be a long run and needs protection back
at the Bat Bus also. I plan to use a fusible link for this. I also need
unswitched power for the ignition (1 mag, 1 EI) and clock power. I thought I
would pull the unswitched lead forward with a fusible link at the bat bus,
then branch out to the nose lift, EI, and clock power. Something tells me
there is a problem with this. I can't put my finger on it other than I can
hear Bob saying a bat bus is at the battery. The EI probably needs a
dedicated circuit. But if the feeder was protected/sized to 15 amps, and
knowing the lift only draws heavy loads when the A/C is on the ground I
thought it should be ok. Thoughts?
3. The rest of the breakers on the panel will be fed from the E bus and
some from the Main bus, both of which are some 30"' away. At what point
(length) do I need to protect those feeder circuits using fuses or fusible
links?
Thanks in advance, Tim Andres
<mailto:rnbraud@yahoo.com>
Message 5
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I am building an all wood electrically dependent aircraft and the plan is to
use, essentially, the Z-19 RB wiring scheme. What are the thoughts on the
ground wire? It will be a "Fat wire" going from tail section to the
firewall. It is a single wire, and single point of failure! Should I
install this single ground wire making sure it is done with the utmost care,
and say these cables never fail and forget about it, except for regular
inspections to insure its integrity, or should I add a parallel ground,
somehow, to keep my electrically dependent engine purring??
Thoughts, suggestions, please??
Roger
Message 6
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| Subject: | Re: Long and short hot feeders |
At 10:13 AM 7/9/2010, you wrote:
>Reviewing the Z-14 diagram, there is no fuse protection from the
>panel switch turning on or off the main battery contactor. In my
>airplane with a battery in back, this means a 7 foot always hot
>lead. Should I be concerned?
What's the failure mode? If that wire gets shorted
to ground, what happens? If that wire gets shorted
to the battery, what happens? Are their any failure
modes you can deduce that would cause a hazardous
level of current to flow in that wire?
Bob . . .
Message 7
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| Subject: | Re: Long and short hot feeders |
At 10:13 AM 7/9/2010, you wrote:
Reviewing the Z-14 diagram, there is no fuse protection from the
panel switch turning on or off the main battery contactor. In my
airplane with a battery in back, this means a 7 foot always hot lead.
Should I be concerned?
What's the failure mode? If that wire gets shorted
to ground, what happens? If that wire gets shorted
to the battery, what happens? Are their any failure
modes you can deduce that would cause a hazardous
level of current to flow in that wire?
Bob . . .
This may be a low probability, but what if the coil in the
contactor were to short? Roger
Message 8
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| Subject: | Re: Circuit protection |
At 11:10 AM 7/9/2010, you wrote:
>I have my electrical plan in the final draft and will post it here
>soon. But first I have a few questions. I will have breakers for a
>few items, the ignition, fuel pump, landing brake, nose lift,
>alternator field and pitch trim.
>
> * I am using a Plane Power alternator with the integrated
> over-volt protection. I see no need for a breaker in this case, why
> not use a fuse?
Because it's a crowbar ov protection system that
MIGHT nuisance trip for conditions as yet undiscovered.
> * The nose lift (EZ type A/C) requires unswitched power to the
> lift and a 10A CB in the panel. This will be a long run and needs
> protection back at the Bat Bus also. I plan to use a fusible link for this.
Please don't use fusible links for any other application
than those illustrated in the Z-figures. Your gear motor
circuit would be happier with a breaker. Where is the battery
located in the airplane?
> * I also need unswitched power for the ignition (1 mag, 1 EI)
> and clock power. I thought I would pull the unswitched lead forward
> with a fusible link at the bat bus, then branch out to the nose
> lift, EI, and clock power. Something tells me there is a problem
> with this. I can't put my finger on it other than I can hear Bob
> saying a bat bus is at the battery. The EI probably needs a
> dedicated circuit. But if the feeder was protected/sized to 15
> amps, and knowing the lift only draws heavy loads when the A/C is
> on the ground I thought it should be ok. Thoughts?
How about a fuse for each battery bus feed system
in a fuse holder mounted right at the battery contactor?
> * The rest of the breakers on the panel will be fed from the E
> bus and some from the Main bus, both of which are some 30"' away.
> At what point (length) do I need to protect those feeder circuits
> using fuses or fusible links?
Not sure what the 30" refers to. The E-bus and main
busses are separated by 30"?
Bob . . .
Message 9
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| Subject: | Re: Long and short hot feeders |
>
>
> This may be a low probability, but what if the coil in the
> contactor were to short?
The wire in the contactor opens up. It's small gage
wire total enclosed in a metal container.
Bob . . .
Message 10
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| Subject: | Re: Z-19 RB ground? |
At 01:01 PM 7/9/2010, you wrote:
><mrspudandcompany@verizon.net>
>
>I am building an all wood electrically dependent aircraft and the
>plan is to use, essentially, the Z-19 RB wiring scheme. What are
>the thoughts on the ground wire? It will be a "Fat wire" going from
>tail section to the firewall. It is a single wire, and single point
>of failure! Should I install this single ground wire making sure it
>is done with the utmost care, and say these cables never fail and
>forget about it, except for regular inspections to insure its
>integrity, or should I add a parallel ground, somehow, to keep my
>electrically dependent engine purring??
Fat wires are generally considered as robust as
prop bolts and wing struts. Of course, weak links
come in choice of hardware and installation technique.
However, using 5/16" or larger hardware torqued to
recommended values and reasonable care in installing
terminals will cover you nicely.
Bob . . .
Message 11
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| Subject: | Circuit protection |
<mailto:rnbraud@yahoo.com>
_____
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of Robert L.
Nuckolls, III
Sent: Friday, July 09, 2010 5:18 PM
Subject: Re: AeroElectric-List: Circuit protection
At 11:10 AM 7/9/2010, you wrote:
I have my electrical plan in the final draft and will post it here soon. But
first I have a few questions. I will have breakers for a few items, the
ignition, fuel pump, landing brake, nose lift, alternator field and pitch
trim.
1. I am using a Plane Power alternator with the integrated over-volt
protection. I see no need for a breaker in this case, why not use a fuse?
Because it's a crowbar ov protection system that
MIGHT nuisance trip for conditions as yet undiscovered. OK, that makes
sense.
1. The nose lift (EZ type A/C) requires unswitched power to the lift
and a 10A CB in the panel. This will be a long run and needs protection back
at the Bat Bus also. I plan to use a fusible link for this.
Please don't use fusible links for any other application
than those illustrated in the Z-figures. Your gear motor
circuit would be happier with a breaker. Where is the battery
located in the airplane? On the main spar, perhaps 8' away.
1. I also need unswitched power for the ignition (1 mag, 1 EI) and
clock power. I thought I would pull the unswitched lead forward with a
fusible link at the bat bus, then branch out to the nose lift, EI, and clock
power. Something tells me there is a problem with this. I can't put my
finger on it other than I can hear Bob saying a bat bus is at the battery.
The EI probably needs a dedicated circuit. But if the feeder was
protected/sized to 15 amps, and knowing the lift only draws heavy loads when
the A/C is on the ground I thought it should be ok. Thoughts?
How about a fuse for each battery bus feed system
in a fuse holder mounted right at the battery contactor? I can do that, I
was trying to eliminate a couple of wires.
1. The rest of the breakers on the panel will be fed from the E bus and
some from the Main bus, both of which are some 30"' away. At what point
(length) do I need to protect those feeder circuits using fuses or fusible
links?
Not sure what the 30" refers to. The E-bus and main
busses are separated by 30"?
The CB's on the panel are 30" away from the Main & Ebus, where they feed
from. So I need to protect those feeds as they go to the CB's right?
Thanks, Tim
Bob . . .
Checked by AVG - www.avg.com
11:36:00
Message 12
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| Subject: | Circuit protection |
>
>
>The CB's on the panel are 30" away from the Main & Ebus, where they
>feed from. So I need to protect those feeds as they go to the CB's right?
>Thanks, Tim
The definition of a BUS is where the breakers and/or
fuse holders all come together. For example,
http://aeroelectric.com/Pictures/Wiring_Technique/bus_bars_1.jpg
All of those straps or "bars" between the breakers IS
one kind of bus or another. In other words, where
ever your breakers/fuses live is where the bus lives
be it the E-bus, main bus, battery bus, etc. There
are no "feeders" between a bus and the protection that
taps that bus.
Bob . . .
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