Today's Message Index:
----------------------
1. 07:14 AM - Re: Y connections (Pat Little)
2. 08:00 AM - Re: Y connections (FLYaDIVE)
3. 08:07 AM - Re: Y connections (Ken Ryan)
4. 11:45 AM - Re: Y connections (Robert L. Nuckolls, III)
Message 1
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| Subject: | Re: Y connections |
I like you're line of thinking Barry (and your sense of humor ;-)
By running the supply wires from the switch, instead of inserting a Y
somewhere downstream, I see that I have a fallback if a wire fails open
circuit. Extending that logic to the possibility of a short in the wiring,
would it then make sense to place circuit protection just downstream of the
switch in each line?
Pat
>
> On 8/9/2018 9:10 AM, FLYaDIVE wrote:
>
> Pat:
>
> You DO NOT make a Y or a T connection. You run separate wires directly
> to the switch. OMG! All that extra wire? All that extra weight?
>
> Yes, that way the common failure point is the switch. And if a wire
> should fail you still have power to the opposite side. AND you are not
> doubling the current through a common wire.
>
> K.I.S.S. M.E.
>
>
> Barry
>
>
> On Thu, Aug 9, 2018 at 1:48 AM Pat Little <roughleg@gmail.com> wrote:
>
>> I am starting to plan out the wiring for a Zenith STOL CH750 that is
>> being built here in Missoula. I have a good working knowledge of electrical
>> and electronic stuff, but am not familiar with how things are done in the
>> aircraft world. The first part of the aircraft wiring I am thinking through
>> is the wing tip strobe lights. Since both the left and right lights are
>> controlled by a single switch I need to figure out the right components and
>> techniques for making a Y connection for the supply voltage lines. It seems
>> all the "splice" connectors I find online are for joining two wires, not
>> three. Can someone point me in the right direction?
>> Thanks,
>> Pat Little
>>
>
>
> <https://www.avast.com/sig-email?utm_medium=email&utm_source=link&utm_campaign=sig-email&utm_content=emailclient&utm_term=icon> Virus-free.
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>
Message 2
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| Subject: | Re: Y connections |
Pat:
The old thought process is the fuse/CB only protects the wires. That may
be so for things like the avionics - the thought process on that is the
protection device is not fast enough reacting to save the avionics.
BUT! That is now. What about in the future? What if a product comes out
that will not only protect the wire but the avionics? Wouldn=99t it b
e nice
to already have your system wired and ready to accept the change?
Sticking with what already exists, wouldn=99t you want to protect the
switch
as well?
What would happen if a short would happen BEHIND the circuit protection?
Everything behind the protection would turn to smoke!
Protect what you can.
Design the best you can.
Build with the skills required.
Barry
On Friday, August 10, 2018, Pat Little <roughleg@gmail.com> wrote:
> I like you're line of thinking Barry (and your sense of humor ;-)
> By running the supply wires from the switch, instead of inserting a Y
> somewhere downstream, I see that I have a fallback if a wire fails open
> circuit. Extending that logic to the possibility of a short in the wiring
,
> would it then make sense to place circuit protection just downstream of t
he
> switch in each line?
> Pat
>
>
>>
>> On 8/9/2018 9:10 AM, FLYaDIVE wrote:
>>
>> Pat:
>>
>> You DO NOT make a Y or a T connection. You run separate wires directly
>> to the switch. OMG! All that extra wire? All that extra weight?
>>
>> Yes, that way the common failure point is the switch. And if a wire
>> should fail you still have power to the opposite side. AND you are not
>> doubling the current through a common wire.
>>
>> K.I.S.S. M.E.
>>
>>
>> Barry
>>
>>
>> On Thu, Aug 9, 2018 at 1:48 AM Pat Little <roughleg@gmail.com> wrote:
>>
>>> I am starting to plan out the wiring for a Zenith STOL CH750 that is
>>> being built here in Missoula. I have a good working knowledge of electr
ical
>>> and electronic stuff, but am not familiar with how things are done in t
he
>>> aircraft world. The first part of the aircraft wiring I am thinking thr
ough
>>> is the wing tip strobe lights. Since both the left and right lights are
>>> controlled by a single switch I need to figure out the right components
and
>>> techniques for making a Y connection for the supply voltage lines. It s
eems
>>> all the "splice" connectors I find online are for joining two wires, no
t
>>> three. Can someone point me in the right direction?
>>> Thanks,
>>> Pat Little
>>>
>>
>>
>>
>> <https://www.avast.com/sig-email?utm_medium=email&utm_source=link&ut
m_campaign=sig-email&utm_content=emailclient&utm_term=icon> Virus-fre
e.
>> www.avast.com
>> <https://www.avast.com/sig-email?utm_medium=email&utm_source=link&ut
m_campaign=sig-email&utm_content=emailclient&utm_term=link>
>> <#m_792930088833232346_m_595321410154492491_DAB4FAD8-2DD7-40BB-A1B8-4E2A
A1F9FDF2>
>>
>
--
Barry
"Chop'd Liver"
If you wash your hands before you go to the bathroom you may have the
makings of a Crew Chief.
Message 3
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| Subject: | Re: Y connections |
I have two wing tip strobes and two beacons. Each has a pos, neg and synch
wire. I ran them all to a small terminal block with three studs to connect
them.
Sent from my Android. Sorry Steve.
On Fri, Aug 10, 2018, 06:19 Pat Little <roughleg@gmail.com> wrote:
> I like you're line of thinking Barry (and your sense of humor ;-)
> By running the supply wires from the switch, instead of inserting a Y
> somewhere downstream, I see that I have a fallback if a wire fails open
> circuit. Extending that logic to the possibility of a short in the wiring,
> would it then make sense to place circuit protection just downstream of the
> switch in each line?
> Pat
>
>
>>
>> On 8/9/2018 9:10 AM, FLYaDIVE wrote:
>>
>> Pat:
>>
>> You DO NOT make a Y or a T connection. You run separate wires directly
>> to the switch. OMG! All that extra wire? All that extra weight?
>>
>> Yes, that way the common failure point is the switch. And if a wire
>> should fail you still have power to the opposite side. AND you are not
>> doubling the current through a common wire.
>>
>> K.I.S.S. M.E.
>>
>>
>> Barry
>>
>>
>> On Thu, Aug 9, 2018 at 1:48 AM Pat Little <roughleg@gmail.com> wrote:
>>
>>> I am starting to plan out the wiring for a Zenith STOL CH750 that is
>>> being built here in Missoula. I have a good working knowledge of electrical
>>> and electronic stuff, but am not familiar with how things are done in the
>>> aircraft world. The first part of the aircraft wiring I am thinking through
>>> is the wing tip strobe lights. Since both the left and right lights are
>>> controlled by a single switch I need to figure out the right components and
>>> techniques for making a Y connection for the supply voltage lines. It seems
>>> all the "splice" connectors I find online are for joining two wires, not
>>> three. Can someone point me in the right direction?
>>> Thanks,
>>> Pat Little
>>>
>>
>>
>>
>> <https://www.avast.com/sig-email?utm_medium=email&utm_source=link&utm_campaign=sig-email&utm_content=emailclient&utm_term=icon> Virus-free.
>> www.avast.com
>> <https://www.avast.com/sig-email?utm_medium=email&utm_source=link&utm_campaign=sig-email&utm_content=emailclient&utm_term=link>
>> <#m_8954525207292494351_m_595321410154492491_DAB4FAD8-2DD7-40BB-A1B8-4E2AA1F9FDF2>
>>
>
Message 4
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| Subject: | Re: Y connections |
The old thought process is the fuse/CB only protects the wires. That
may be so for things like the avionics - the thought process on that
is the protection device is not fast enough reacting to save the avionics.
But from what risk? Can you hypothesize an avionics
failure that would benefit from fault protection
OUTSIDE the device?
BUT! That is now. What about in the future? What if a product
comes out that will
not only protect the wire but the avionics? Wouldn't it be nice to
already have your
system wired and ready to accept the change?
But who might design a 'new' device that is not already
independently immunized from known and quantified
external effects? DO-160, Mil-Std-704 and countless
commercial/industrial design guides strive for minimizing
the effects of external risks to system components and
appliances.
Sticking with what already exists, wouldn't you want to protect the
switch as well?
What would happen if a short would happen BEHIND the circuit protection?
Everything behind the protection would turn to smoke!
Keep in mind that for over a century, airplanes (indeed
most vehicles) have been hauling around thousands of TONS
of circuit protection never called upon to do
its job: prevent a hard fault from (1) creating
an untenable risk and (2) preventing the effects of
a fault from propagating across multiple systems.
In nearly 60 years of driving and 50 years of working
on airplanes and flying them, I can count fuse blowing
events on the order of ten or less. Countless
fuses and breakers have gone to the scrap yard
never having been called upon to do its job.
While interesting to hypothesize about 'new' or
'future' challenges to low risk design, let us
not ignore the foundations on which the science
of our craft is based. The well of knowledge and
lessons-learned is rich and deep. I wouldn't
discourage anyone for searching a root cause
and preventing re-occurrence. But let's be
cautious about conjuring up prophylactics against
heretofore unknown demons.
Bob . . .
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