X-Virus-Scanned: clean according to Sophos on Logan.com From: "Steven W. Boese" Received: from [207.46.163.244] (HELO na01-by2-obe.outbound.protection.outlook.com) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTPS id 6984192 for flyrotary@lancaironline.net; Fri, 18 Jul 2014 01:28:49 -0400 Received-SPF: none receiver=logan.com; client-ip=207.46.163.244; envelope-from=SBoese@uwyo.edu Received: from BL2PR05MB098.namprd05.prod.outlook.com (10.255.232.15) by BL2PR05MB099.namprd05.prod.outlook.com (10.255.232.17) with Microsoft SMTP Server (TLS) id 15.0.990.7; Fri, 18 Jul 2014 05:28:13 +0000 Received: from BL2PR05MB098.namprd05.prod.outlook.com ([169.254.2.78]) by BL2PR05MB098.namprd05.prod.outlook.com ([169.254.2.202]) with mapi id 15.00.0990.007; Fri, 18 Jul 2014 05:28:13 +0000 To: Rotary motors in aircraft Subject: Re: [FlyRotary] Re: power circuit design, was: actual current use by a rotary? Thread-Topic: [FlyRotary] Re: power circuit design, was: actual current use by a rotary? Thread-Index: AQHPof1UyyT+Y2zY7U61cJCaWkrkKpulTie1 Date: Fri, 18 Jul 2014 05:28:12 +0000 Message-ID: <5D543D59-8486-40D3-BA50-960C10B394A6@uwyo.edu> References: In-Reply-To: Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: X-MS-TNEF-Correlator: x-originating-ip: [70.196.197.69] x-microsoft-antispam: BCL:0;PCL:0;RULEID: x-forefront-prvs: 02760F0D1C x-forefront-antispam-report: SFV:NSPM;SFS:(164054003)(189002)(199002)(85664002)(43544003)(377454003)(24454002)(80022001)(31966008)(77982001)(4396001)(106116001)(64706001)(99286002)(95666004)(83322001)(19580395003)(20776003)(85852003)(81342001)(76482001)(83072002)(92726001)(110136001)(82746002)(99396002)(92566001)(107886001)(74502001)(74662001)(19580405001)(21056001)(105586002)(101416001)(87936001)(77096002)(79102001)(86362001)(46102001)(81542001)(107046002)(85306003)(33656002)(106356001)(2656002)(76176999)(66066001)(83716003)(89122001)(54356999)(50986999)(36756003)(75432001)(16236675004)(88552001)(104396001)(80792004);DIR:OUT;SFP:;SCL:1;SRVR:BL2PR05MB099;H:BL2PR05MB098.namprd05.prod.outlook.com;FPR:;MLV:sfv;PTR:InfoNoRecords;MX:1;LANG:en; Content-Type: multipart/alternative; boundary="_000_5D543D59848640D3BA50960C10B394A6uwyoedu_" MIME-Version: 1.0 X-OriginatorOrg: uwyo.edu --_000_5D543D59848640D3BA50960C10B394A6uwyoedu_ Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Charlie, The switch-breakers are on a bus bar with other breakers. The bus bar also= feeds a block of fuses. The feed to the bus bar is a #8 wire connected to= a battery contractor without a fuse. Steve Boese On Jul 17, 2014, at 2:26 PM, "Charlie England" > wrote: Thanks, Steve. Guess I should have known even more options would turn up. :-) I like the idea, but how did you protect the wires going *to* the switch-br= eakers? Are they just on a high current bus with the rest of your breakers?= If so, it might not work for me, since I'm using automotive fuse panels. R= ight now, I've planned for multi-pole injector switches wired as shown in t= he manual (but with a separate pole for each injector), mounted next to Tra= cy's engine control panel (the coil test switch is there, too). Charlie On Thu, Jul 17, 2014 at 2:08 PM, Steven W. Boese > wrote: ________________________________ From: Rotary motors in aircraft > on behalf of Charlie England > Sent: Thursday, July 17, 2014 12:14 PM To: Rotary motors in aircraft Subject: [FlyRotary] power circuit design, was: actual current use by a rot= ary? Charlie, I chose to install switch type circuit breakers, one for the primary inject= ors and one for the secondary injectors. I did this because if one injecto= r fails, the backup function requires the corresponding injector of the oth= er rotor to be shut off and then the cold function to be activated. If the= re were a power draw that tripped the breaker, the result would already tak= e care of that first step. The down side is that the cold switch needs to = be used for the backup function instead of being taken care of by the secon= d pole of the recommended DPDT injector switch. This required no additiona= l space on the panel. I did the same thing for the leading and trailing coils but for testing pur= poses rather than risk mitigation. Steve Boese RV6A, 1986 13B NA, RD1A, EC2 --_000_5D543D59848640D3BA50960C10B394A6uwyoedu_ Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable
Charlie,

The switch-breakers are on a bus bar with other breakers.  The bu= s bar also feeds a block of fuses.  The feed to the bus bar is a #8 wi= re connected to a battery contractor without a fuse.

Steve Boese

On Jul 17, 2014, at 2:26 PM, "Charlie England" <flyrotary@lancaironline.net> wrote:=

Thanks, Steve.

Guess I should have known even more options would turn up. :-)

I like the idea, but how did you protect the wires going *to* the swit= ch-breakers? Are they just on a high current bus with the rest of your brea= kers? If so, it might not work for me, since I'm using automotive fuse pane= ls. Right now, I've planned for multi-pole injector switches wired as shown in the manual (but with a sepa= rate pole for each injector), mounted next to Tracy's engine control panel = (the coil test switch is there, too).

Charlie


On Thu, Jul 17, 2014 at 2:08 PM, Steven W. Boese= <flyrot= ary@lancaironline.net> wrote:

From: Rotary motors in aircraft <flyrotary@lancaironlin= e.net> on behalf of Charlie England <flyrotary@lancaironline.net> Sent: Thursday, July 17, 2014 12:14 PM
To: Rotary motors in aircraft
Subject: [FlyRotary] power circuit design, was: actual current use b= y a rotary?
 Charlie,
 
I chose to install switch type circuit breakers, one for the primary i= njectors and one for the secondary injectors.  I did this because=  if one injector fails, the backup function requires the corresponding= injector of the other rotor to be shut off and then the cold function to be activated.  If there were a power d= raw that tripped the breaker, the result would already take care of that fi= rst step.  The down side is that the cold switch needs to be used= for the backup function instead of being taken care of by the second pole of the recommended DPDT injector switch.  This = required no additional space on the panel.
 
I did the same thing for the leading and trailing coils but for testin= g purposes rather than risk mitigation.

Steve Boese
RV6A, 1986 13B NA, RD1A, EC2

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