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Subject: Re: [LML] Re: Gear Relays are not working 
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Uh, a properly wired Oildyne pump has an internal thermal  breaker.  I 
worry much more about shorting lines carrying  potentially high amperage 
current.  If pump power were applied too  long (more than 10 seconds, yellow 
transit light on, either up or down  selected), I could always pull the breaker on 
my center console, just below my  throttle wrist.  I never liked the other 
bad direction from Lancair -  mounting the pump breaker on the baggage 
bulkhead (remember John Denver).   The instructions had it mounted there because 
it was a short run from  the battery and master relay that was to be mounted 
back there  also.  For me, it was natural to put the breaker on the center 
console  since my battery and master relay is mounted behind the co-pilot 
seat, a  mere 12 inches away.
 
Grayhawk 
 
 
In a message dated 5/28/2009 7:44:22 P.M. Central Daylight Time,  
snopercod@citcom.net writes:

Reply to  Dan Schaefer:

No flames from me. Everything you said was correct, but I  would like to 
elaborate on a couple of your points.

In your home,  the function of a circuit breaker is *only* to protect the 
wiring, as you  wrote. Your typical 20A circuit breaker will not protect 
your garbage  disposal from burning up if something gets jammed in there, 
for example.  That's why they have their own thermal circuit breakers 
(that little red  button down there). In an industrial setting, 
thermal-magnetic circuit  breakers are used to protect large motors, and 
the 'heaters' are sized to  protect the motor in case of a locked rotor.

It's my belief that the  circuit breaker (or fuse) feeding the hydraulic 
pump in the Lancair should  be sized to protect the pump from burning up, 
in addition to protecting  the wiring, I believe that it *is* possible.

I have the specifications  right here for the Oildyne (now Parker) Model 
108AA19-AL-3VT as used in my  Lancair 235. Unfortunately, it doesn't list 
the locked-rotor current for  the series-wound 12V DC motor. The chart in 
there says that the motor  draws ~15 Amps at low pressure, and about 40 
Amps at 1500 PSI. It's my  vague recollection that the locked-rotor 
current for this motor is a  little over 70 Amps, but I can't remember 
where I came up with that. So  just now, I did the best I could to 
measure it by replacing the 40A  Maxi-Fuse that I use to protect the 
pump/wiring with 12" of 18AWG stranded  wire as a 'shunt'. From wire 
tables, the resistance of that piece of wire  should be between .0055 and 
.0065 ohms, but I have no way to measure it.  Using my Fluke 87-V, the 
'peak inrush' (250 uS) across the 'shunt' was  0.90V, the 100ms peak was 
0.50V, and the voltage while the gear was coming  up was ~0.30V. In 
theory, the peak inrush should be the same as the  locked-rotor current, 
since both are measured with the motor not  rotating.

Using the 6.0 ohms per 1000' average,  that works out to  a peak inrush 
of 150 amps, a 100ms peak of 83 Amps, and a transition  current of 50 
Amps. My gut tells me that those readings are too high by a  factor of 
two, so the resistance of my 'shunt' must be greater than I  think it is 
(* maybe not. See addendum). The point still remains, though,  that the 
current this motor will draw if something gets jammed in the  gears is 
roughly three times 'normal'. Whatever protection device you  choose 
should be sized to trip within a few seconds under those  conditions.

(As a side note, while the inrush currents were the same in  both 
directions, the motor drew only 2/3 the current with the gear coming  
'down' as it did coming 'up'. And if anybody was wondering, after five  
gear cycles the piece of #18 AWG wire was warm to the touch, but not  
'hot'.)

I'm attaching the time-current curves for a typical Klixon 7271  circuit 
breaker. Per their specifications, the Klixon may never trip at  all with 
a 10% to 45% overload. With a 35 Amp breaker, that would mean the  
hydraulic pump could draw from 38.5 to 50.75 Amps without the breaker  
ever tripping. At a minimum, your wiring needs to be able to handle  
that. AWG #10 would be a minimum, I think. With a locked rotor and  
assuming the pump draws somewhere around 70 Amps (a 200% overload with a  
35A breaker), the Klixon 7271 circuit breaker would trip anywhere  
between 8 and 80 seconds. It's my belief that either the pump itself or  
the wiring would burn up if the breaker took 80 seconds to trip. Data  
for other Klixon models can be found at:  
http://www.sensata.com/download/klixon-circuit-breaker-aircraft-catalog.pdf

Now  looking at the Maxi-Fuse data at  
http://www.littelfuse.com/data/en/Data_Sheets/299.pdf, I find that a 35  
Amp Maxi-Fuse will open on a 200% overload between 6 and 40 seconds (20  
seconds, on average), substantially faster than a similarly rated  
circuit breaker. The 30 Amp Maxi-Fuse, if one chose to use that rating,  
would open in less than ten seconds with a locked rotor.

The point  of all this is that we builders should have some idea what the 
hydraulic  pump draws under what conditions, and the capabilities and 
limitations of  whatever device we choose to protect it and the wiring. 
One advantage to  using the Maxi-Fuse rather than the circuit breaker, is 
that it allows the  builder to experiment and find the proper rating for 
his installation  without having to rewire the panel.

*Addendum: In the link above, they  listed the cold resistance of the 40A 
Maxi-Fuse as 1.42 milli-ohms. So I  installed one of those as a shunt and 
re-did the test. I came up with  similar (even higher) numbers than 
before: 211/126/54 Amps. I guess my  'gut feeling' was wrong. Now I'm 
going to have to buy a 200A shunt to  verify all this. Nuts!


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<HTML><HEAD><META content=3D"text/html; charset=3DUS-ASCII" http-equiv=3DC=
ontent-Type></HEAD>
<BODY style=3D"FONT-FAMILY: Arial; COLOR: #000000; FONT-SIZE: 10pt" id=3Dr=
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<DIV>Uh, a properly wired Oildyne pump has an internal&nbsp;thermal 
breaker.&nbsp; I worry much more about <U>shorting</U> lines carrying 
potentially&nbsp;high amperage current.&nbsp; If pump power were applied=
 too 
long (more than 10 seconds, yellow transit light on, either up or down 
selected), I could always pull the breaker on my center console, just belo=
w my 
throttle&nbsp;wrist.&nbsp; I never liked the other bad direction from Lanc=
air - 
mounting the pump breaker on the baggage bulkhead (remember John Denver).&=
nbsp; 
The instructions had it mounted there&nbsp;because it was a&nbsp;short run=
 from 
the battery and master relay&nbsp;that was to be mounted back&nbsp;there=
 
also.&nbsp; For me, it was natural to put the breaker on the center consol=
e 
since my battery and master relay&nbsp;is mounted behind the co-pilot seat=
, a 
mere 12 inches away.</DIV>
<DIV>&nbsp;</DIV>
<DIV>Grayhawk&nbsp;</DIV>
<DIV>&nbsp;</DIV>
<DIV>
<DIV>In a message dated 5/28/2009 7:44:22 P.M. Central Daylight Time, 
snopercod@citcom.net writes:</DIV>
<BLOCKQUOTE   style=3D"BORDER-LEFT: blue 2px solid; PADDING-LEFT: 5px; MAR=
GIN-LEFT: 5px"><FONT     style=3D"BACKGROUND-COLOR: transparent" color=3D#=
000000 size=3D2 face=3DArial>Reply to 
  Dan Schaefer:<BR><BR>No flames from me. Everything you said was correct,=
 but I 
  would like to <BR>elaborate on a couple of your points.<BR><BR>In your=
 home, 
  the function of a circuit breaker is *only* to protect the <BR>wiring,=
 as you 
  wrote. Your typical 20A circuit breaker will not protect <BR>your garbag=
e 
  disposal from burning up if something gets jammed in there, <BR>for exam=
ple. 
  That's why they have their own thermal circuit breakers <BR>(that little=
 red 
  button down there). In an industrial setting, <BR>thermal-magnetic circu=
it 
  breakers are used to protect large motors, and <BR>the 'heaters' are siz=
ed to 
  protect the motor in case of a locked rotor.<BR><BR>It's my belief that=
 the 
  circuit breaker (or fuse) feeding the hydraulic <BR>pump in the Lancair=
 should 
  be sized to protect the pump from burning up, <BR>in addition to protect=
ing 
  the wiring, I believe that it *is* possible.<BR><BR>I have the specifica=
tions 
  right here for the Oildyne (now Parker) Model <BR>108AA19-AL-3VT as used=
 in my 
  Lancair 235. Unfortunately, it doesn't list <BR>the locked-rotor current=
 for 
  the series-wound 12V DC motor. The chart in <BR>there says that the moto=
r 
  draws ~15 Amps at low pressure, and about 40 <BR>Amps at 1500 PSI. It's=
 my 
  vague recollection that the locked-rotor <BR>current for this motor is=
 a 
  little over 70 Amps, but I can't remember <BR>where I came up with that.=
 So 
  just now, I did the best I could to <BR>measure it by replacing the 40A=
 
  Maxi-Fuse that I use to protect the <BR>pump/wiring with 12" of 18AWG st=
randed 
  wire as a 'shunt'. From wire <BR>tables, the resistance of that piece of=
 wire 
  should be between .0055 and <BR>.0065 ohms, but I have no way to measure=
 it. 
  Using my Fluke 87-V, the <BR>'peak inrush' (250 uS) across the 'shunt'=
 was 
  0.90V, the 100ms peak was <BR>0.50V, and the voltage while the gear was=
 coming 
  up was ~0.30V. In <BR>theory, the peak inrush should be the same as the=
 
  locked-rotor current, <BR>since both are measured with the motor not 
  rotating.<BR><BR>Using the 6.0 ohms per 1000' average,&nbsp; that works=
 out to 
  a peak inrush <BR>of 150 amps, a 100ms peak of 83 Amps, and a transition=
 
  current of 50 <BR>Amps. My gut tells me that those readings are too high=
 by a 
  factor of <BR>two, so the resistance of my 'shunt' must be greater than=
 I 
  think it is <BR>(* maybe not. See addendum). The point still remains, th=
ough, 
  that the <BR>current this motor will draw if something gets jammed in th=
e 
  gears is <BR>roughly three times 'normal'. Whatever protection device yo=
u 
  choose <BR>should be sized to trip within a few seconds under those 
  conditions.<BR><BR>(As a side note, while the inrush currents were the=
 same in 
  both <BR>directions, the motor drew only 2/3 the current with the gear=
 coming 
  <BR>'down' as it did coming 'up'. And if anybody was wondering, after fi=
ve 
  <BR>gear cycles the piece of #18 AWG wire was warm to the touch, but not=
 
  'hot'.)<BR><BR>I'm attaching the time-current curves for a typical Klixo=
n 7271 
  circuit <BR>breaker. Per their specifications, the Klixon may never trip=
 at 
  all with <BR>a 10% to 45% overload. With a 35 Amp breaker, that would me=
an the 
  <BR>hydraulic pump could draw from 38.5 to 50.75 Amps without the breake=
r 
  <BR>ever tripping. At a minimum, your wiring needs to be able to handle=
 
  <BR>that. AWG #10 would be a minimum, I think. With a locked rotor and=
 
  <BR>assuming the pump draws somewhere around 70 Amps (a 200% overload wi=
th a 
  <BR>35A breaker), the Klixon 7271 circuit breaker would trip anywhere 
  <BR>between 8 and 80 seconds. It's my belief that either the pump itself=
 or 
  <BR>the wiring would burn up if the breaker took 80 seconds to trip. Dat=
a 
  <BR>for other Klixon models can be found at: 
  <BR>http://www.sensata.com/download/klixon-circuit-breaker-aircraft-cata=
log.pdf<BR><BR>Now 
  looking at the Maxi-Fuse data at 
  <BR>http://www.littelfuse.com/data/en/Data_Sheets/299.pdf, I find that=
 a 35 
  <BR>Amp Maxi-Fuse will open on a 200% overload between 6 and 40 seconds=
 (20 
  <BR>seconds, on average), substantially faster than a similarly rated 
  <BR>circuit breaker. The 30 Amp Maxi-Fuse, if one chose to use that rati=
ng, 
  <BR>would open in less than ten seconds with a locked rotor.<BR><BR>The=
 point 
  of all this is that we builders should have some idea what the <BR>hydra=
ulic 
  pump draws under what conditions, and the capabilities and <BR>limitatio=
ns of 
  whatever device we choose to protect it and the wiring. <BR>One advantag=
e to 
  using the Maxi-Fuse rather than the circuit breaker, is <BR>that it allo=
ws the 
  builder to experiment and find the proper rating for <BR>his installatio=
n 
  without having to rewire the panel.<BR><BR>*Addendum: In the link above,=
 they 
  listed the cold resistance of the 40A <BR>Maxi-Fuse as 1.42 milli-ohms.=
 So I 
  installed one of those as a shunt and <BR>re-did the test. I came up wit=
h 
  similar (even higher) numbers than <BR>before: 211/126/54 Amps. I guess=
 my 
  'gut feeling' was wrong. Now I'm <BR>going to have to buy a 200A shunt=
 to 
  verify all this. Nuts!<BR><BR><BR><IMG SRC=3D"cid:X.MA1.1243563241@aol.c=
om"  XWIDTH=3D"489" XHEIGHT=3D"169"     DATASIZE=3D"16368" ID=3D"MA1.12435=
63241" ><BR><BR>--<BR>For archives 
  and unsub 
http://mail.lancaironline.net:81/lists/lml/List.html<BR></FONT></BLOCKQUOT=
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