X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from [64.4.51.74] (HELO hotmail.com) by logan.com (CommuniGate Pro SMTP 4.3c5) with ESMTP id 930346 for flyrotary@lancaironline.net; Mon, 02 May 2005 16:15:08 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.4.51.74; envelope-from=lors01@msn.com Received: from mail pickup service by hotmail.com with Microsoft SMTPSVC; Mon, 2 May 2005 13:14:35 -0700 Message-ID: Received: from 64.4.51.206 by BAY107-DAV2.phx.gbl with DAV; Mon, 02 May 2005 20:14:35 +0000 X-Originating-IP: [64.4.51.206] X-Originating-Email: [lors01@msn.com] X-Sender: lors01@msn.com From: "Tracy Crook" To: "Rotary motors in aircraft" References: Subject: Re: [FlyRotary] Re: Fuse or CB? Date: Mon, 2 May 2005 16:14:19 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_009A_01C54F31.FEE772A0" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: MSN 9 X-MimeOLE: Produced By MSN MimeOLE V9.10.0011.1703 Seal-Send-Time: Mon, 2 May 2005 16:14:19 -0400 X-OriginalArrivalTime: 02 May 2005 20:14:35.0492 (UTC) FILETIME=[8F4BDA40:01C54F53] This is a multi-part message in MIME format. ------=_NextPart_000_009A_01C54F31.FEE772A0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Human nature sure is entertaining : ) =20 Real world experience is what decides this sort of thing for me. = Several here have related experiences where a breaker got then out of a = jamb. I could add a couple of more examples but I've given them before = and it's a long story. Can anyone give an example (no theoretical ones = please) of where a fuse saved them and a breaker would not? Jim's point about PROPER fuse sizing (being as good as a breaker) has = some validity but the crux is "proper". It is not arguable (IMO) that = mistakes are made by us humans. We may not anticipate some situation = that can cause the fuse to blow or the CB to open. Which one gives you = a second chance? =20 In other news, Finally got 600 feet of dry runway (my personal minimum) = and flew the RV-4 home from Lake City. Practiced short field approaches = for 30 minutes then touched down at 60 mph. Didn't touch down = prematurely (in the water) like last time. Hardly any brakes needed = and stopped in 400 feet. Good to have the bird home again. Tracy (departing for Colorado Wednesday) > >Here is Bob K's and his well reasoned argument FOR fuses > = >http://www.aeroele= ctric.com/articles/Rev9/ch10-9.pdfhttp://www.aeroelectric.com/articles/Rev9/ch10-9.pdf> > > The keystone of Bob's endorsement of fuses: When the failure manifests itself by opening the breaker or fuse likelihood of recovering the system by replacing a fuse or pushing in a breaker is very, very small. Beneath it all, this is what all the fuse versus circuit = breaker=20 discussions hinge on. It is an incorrect assumption, in my = experience. A very large percentage (but by no means all) of electrical=20 problems in vehicles are intermittent in nature. You can very often = reset=20 the breaker and restore the critical system long enough to safely land = the=20 aircraft. A fuse does not give you this option, at least not in a = timely=20 manner. >> Homepage: http://www.flyrotary.com/ >> Archive: = http://lancaironline.net/lists/flyrotary/List.html ------=_NextPart_000_009A_01C54F31.FEE772A0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

Human nature sure is entertaining : )

Real world experience is what decides this sort of thing for = me. =20 Several here have related experiences where a breaker got then out of a=20 jamb. I could add a couple of more examples but I've given them = before and=20 it's a long story. Can anyone give an example (no theoretical ones = please)=20 of where a fuse saved them and a breaker would not?

Jim's point about PROPER fuse sizing (being as good as a = breaker) has=20 some validity but the crux is "proper". It is not arguable = (IMO) that=20 mistakes are made by us humans. We may not anticipate some = situation=20 that can cause the fuse to blow or the CB to open. Which one gives = you a=20 second chance?

In other news, Finally got 600 feet of dry runway (my = personal=20 minimum) and flew the RV-4 home from Lake City. Practiced short = field=20 approaches for 30 minutes then touched down at 60 mph. =20 Didn't touch down prematurely (in the water) like = last time.=20 Hardly any brakes needed and stopped in 400 feet. Good to = have the=20 bird home again.

Tracy (departing for Colorado Wednesday)

>
>Here is = Bob K's and=20 his well reasoned argument FOR fuses
>
><http://www.= aeroelectric.com/articles/Rev9/ch10-9.pdf"=20 = href=3D"http://www.aeroelectric.com/articles/Rev9/ch10-9.pdf>http://www.a= eroelectric.com/articles/Rev9/ch10-9.pdf">http://www.aeroelectric.com/art= icles/Rev9/ch10-9.pdf>http://www.aeroelectric.com/articles/Rev9/ch10-9= pdf
>
>

The=20 keystone of Bob's endorsement of fuses:

When the failure = manifests=20 itself by opening the breaker or
fuse likelihood of recovering the = system=20 by replacing a
fuse or pushing in a breaker is very, very=20 small.

         Beneath = it all,=20 this is what all the fuse versus circuit breaker
discussions hinge = on. It is an incorrect assumption, in my=20 experience.

         A = very=20 large percentage (but by no means all) of electrical
problems in = vehicles=20 are intermittent in nature. You can very often reset
the breaker = and=20 restore the critical system long enough to safely land the =
aircraft. A=20 fuse does not give you this option, at least not in a timely=20
manner.

>> Homepage: http://www.flyrotary.com/
>&= gt; =20 Archive:   http://lancai= ronline.net/lists/flyrotary/List.html

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