Today's Message Index:
----------------------
1. 10:39 AM - Re: Overvoltage event (non-lithium battery) (Robert L. Nuckolls, III)
2. 11:14 AM - Re: Overvoltage event (non-lithium battery) (John Tipton)
3. 01:14 PM - Re: Overvoltage event (non-lithium battery) (Robert L. Nuckolls, III)
4. 02:27 PM - Re: Overvoltage event (non-lithium battery) (Bernie)
5. 05:37 PM - Re: Overvoltage event (non-lithium battery) (Robert L. Nuckolls, III)
6. 06:40 PM - Re: Overvoltage event (non-lithium battery) (Neil Rosoff)
7. 06:52 PM - Re: Overvoltage event (non-lithium battery) (Bernie)
Message 1
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Subject: | Re: Overvoltage event (non-lithium battery) |
At 07:47 PM 5/3/2017, you wrote:
>This may be a naive question but is there any reason why then I
>can't use one master switch to turn on both the battery and alternator?
>If I turn my master off and e-bus on I would then be on battery-only
>operation.
That's fine . . . in fact, that configuration
is illustrated in Z-13/8
http://tinyurl.com/kgg8nva
Emacs!
This configuration exploits the fact that
crowbar ovm systems are typically installed
with the popular miniature pullable breakers.
This means that when you want to do battery-only
ground operations for maintenance, you can pull
the alternator field breaker and REMOVE a
significant (2.5 to 3 amp) drain on the
battery by the field circuit of a non-rotating
alternator.
But if you system is all fuses or non-pullable
breaker, then the progressive transfer switching
of battery/alternator (al la legacy split rocker
switches), is recommended.
Bob . . .
Message 2
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Subject: | Re: Overvoltage event (non-lithium battery) |
So: those aircraft which have an array of switches together either their arr
ay of CB's only really need the CB's
John
Sent from my iPad
----x--O--x----
> On 4 May 2017, at 06:37 pm, "Robert L. Nuckolls, III" <nuckolls.bob@aeroel
ectric.com> wrote:
>
> At 07:47 PM 5/3/2017, you wrote:
>> This may be a naive question but is there any reason why then I can't use
one master switch to turn on both the battery and alternator?
>> If I turn my master off and e-bus on I would then be on battery-only oper
ation.
>
> That's fine . . . in fact, that configuration
> is illustrated in Z-13/8
>
> http://tinyurl.com/kgg8nva
>
>
>
> <10578c0e.jpg>
>
> This configuration exploits the fact that
> crowbar ovm systems are typically installed
> with the popular miniature pullable breakers.
>
> This means that when you want to do battery-only
> ground operations for maintenance, you can pull
> the alternator field breaker and REMOVE a
> significant (2.5 to 3 amp) drain on the
> battery by the field circuit of a non-rotating
> alternator.
>
> But if you system is all fuses or non-pullable
> breaker, then the progressive transfer switching
> of battery/alternator (al la legacy split rocker
> switches), is recommended.
>
> Bob . . .
Message 3
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Subject: | Re: Overvoltage event (non-lithium battery) |
At 01:13 PM 5/4/2017, you wrote:
>So: those aircraft which have an array of switches together either
>their array of CB's only really need the CB's
>
>John
No . . . breakers and/or fuses are not operational
devices . . . only protective with the occasional instance
of being a useful maintenance adjunct.
Lots of aircraft maintenance procedures will call
for disabling a system by opening the circuit
protection . . . but the pilot's operating handbook
will (or at least should) never call for routinely
operating a breaker as part of normal operations.
Circuit protection clusters at the power distribution
bus(ses) grouped according to power distribution
design goals.
On the other hand, switches may be organized for
operational functionality irrespective of the
power source.
Emacs!
Bob . . .
Message 4
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Subject: | Re: Overvoltage event (non-lithium battery) |
Some builders in an effort to reduce weight use circuit breaker switches ins
tead of separate breakers and switches. Is this a bad idea?
Bernie
Sent from my iPhone
> On May 4, 2017, at 12:13 PM, Robert L. Nuckolls, III <nuckolls.bob@aeroele
ctric.com> wrote:
>
> At 01:13 PM 5/4/2017, you wrote:
>> So: those aircraft which have an array of switches together either their a
rray of CB's only really need the CB's
>>
>> John
>
> No . . . breakers and/or fuses are not operational
> devices . . . only protective with the occasional instance
> of being a useful maintenance adjunct.
>
> Lots of aircraft maintenance procedures will call
> for disabling a system by opening the circuit
> protection . . . but the pilot's operating handbook
> will (or at least should) never call for routinely
> operating a breaker as part of normal operations.
>
> Circuit protection clusters at the power distribution
> bus(ses) grouped according to power distribution
> design goals.
>
> On the other hand, switches may be organized for
> operational functionality irrespective of the
> power source.
>
> <10e5e47d.jpg>
>
>
>
> Bob . . .
Message 5
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Subject: | Re: Overvoltage event (non-lithium battery) |
At 04:25 PM 5/4/2017, you wrote:
>Some builders in an effort to reduce weight use circuit breaker
>switches instead of separate breakers and switches. Is this a bad idea?
>Bernie
No . . . those devices are designed for
their intended purpose . . .
But keep in mind. Breakers/fuses are
clustered on power distribution busses.
It's nice to save panel space by mounting
fuseblocks off the panel . . . out of the
way.
Once you put a row of breaker-switches on
the panel, you've committed to bring a
bus=feeder fat-wire to the panel and you
have two clusters of circuit protection.
Further, you may find that operational
grouping of switches is no longer
convenient and maybe impossible.
We used breaker/switches on the Bonanza/
Baron line . . . never did like those things
and they eventually proved to be a pain
in the a##
"saving weight" by using these things is
a poor reason for limiting your design
choices in other matters.
If it were my airplane, it would be fuse blocks
for virtually every protected circuit and
plain vanilla toggle switches arranged by
ergonomic/operational convenience.
Inexpensive, light, low cost of ownership
and unimpeded design goals.
Bob . . .
Message 6
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Subject: | Overvoltage event (non-lithium battery) |
I agree in spirit, BUT I recently ran into an issue where the procedure
for handling an ignition system failure indication, is to pull the
ignition system breaker while the engine is running. This is not a
situation where the manufacture and myself would not want a switch.
Neil Rosoff
From: owner-aeroelectric-list-server@matronics.com
[mailto:owner-aeroelectric-list-server@matronics.com] On Behalf Of
Bernie
Sent: Thursday, May 4, 2017 5:25 PM
Subject: Re: AeroElectric-List: Overvoltage event (non-lithium battery)
Some builders in an effort to reduce weight use circuit breaker switches
instead of separate breakers and switches. Is this a bad idea?
Bernie
Sent from my iPhone
On May 4, 2017, at 12:13 PM, Robert L. Nuckolls, III
<nuckolls.bob@aeroelectric.com> wrote:
At 01:13 PM 5/4/2017, you wrote:
So: those aircraft which have an array of switches together either their
array of CB's only really need the CB's
John
No . . . breakers and/or fuses are not operational
devices . . . only protective with the occasional instance
of being a useful maintenance adjunct.
Lots of aircraft maintenance procedures will call
for disabling a system by opening the circuit
protection . . . but the pilot's operating handbook
will (or at least should) never call for routinely
operating a breaker as part of normal operations.
Circuit protection clusters at the power distribution
bus(ses) grouped according to power distribution
design goals.
On the other hand, switches may be organized for
operational functionality irrespective of the
power source.
<10e5e47d.jpg>
Bob . . .
Message 7
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Subject: | Re: Overvoltage event (non-lithium battery) |
Got it!
Thanks, Bernie
Sent from my iPhone
> On May 4, 2017, at 5:36 PM, Neil Rosoff <neil@rosoff.com> wrote:
>
> I agree in spirit, BUT I recently ran into an issue where the procedure fo
r handling an ignition system failure indication, is to pull the ignition sy
stem breaker while the engine is running. This is not a situation where the
manufacture and myself would not want a switch.
>
> Neil Rosoff
>
> From: owner-aeroelectric-list-server@matronics.com [mailto:owner-aeroelect
ric-list-server@matronics.com] On Behalf Of Bernie
> Sent: Thursday, May 4, 2017 5:25 PM
> To: aeroelectric-list@matronics.com
> Subject: Re: AeroElectric-List: Overvoltage event (non-lithium battery)
>
> Some builders in an effort to reduce weight use circuit breaker switches i
nstead of separate breakers and switches. Is this a bad idea?
> Bernie
>
> Sent from my iPhone
>
> On May 4, 2017, at 12:13 PM, Robert L. Nuckolls, III <nuckolls.bob@aeroele
ctric.com> wrote:
>
> At 01:13 PM 5/4/2017, you wrote:
>
> So: those aircraft which have an array of switches together either their a
rray of CB's only really need the CB's
>
> John
>
>
> No . . . breakers and/or fuses are not operational
> devices . . . only protective with the occasional instance
> of being a useful maintenance adjunct.
>
> Lots of aircraft maintenance procedures will call
> for disabling a system by opening the circuit
> protection . . . but the pilot's operating handbook
> will (or at least should) never call for routinely
> operating a breaker as part of normal operations.
>
> Circuit protection clusters at the power distribution
> bus(ses) grouped according to power distribution
> design goals.
>
> On the other hand, switches may be organized for
> operational functionality irrespective of the
> power source.
>
> <10e5e47d.jpg>
>
>
>
>
> Bob . . .
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