Return-Path: Received: from wb1-a.mail.utexas.edu ([128.83.126.134] verified) by logan.com (CommuniGate Pro SMTP 4.2b2) with ESMTP-TLS id 3182709 for flyrotary@lancaironline.net; Wed, 21 Apr 2004 11:40:20 -0400 Received: (qmail 1982 invoked from network); 21 Apr 2004 15:40:15 -0000 Received: from dhcp-191-101.per.utexas.edu (HELO benefits3.mail.utexas.edu) (146.6.191.101) by wb1.mail.utexas.edu with RC4-SHA encrypted SMTP; 21 Apr 2004 15:40:15 -0000 Message-Id: <5.1.1.5.2.20040421103552.02125bb0@localhost> X-Sender: msteitle@mail.utexas.edu@localhost X-Mailer: QUALCOMM Windows Eudora Version 5.1.1 Date: Wed, 21 Apr 2004 10:39:52 -0500 To: "Rotary motors in aircraft" From: Mark Steitle Subject: Re: [FlyRotary] Re: fuse vs CB (was Re: Back from Sun & Fun) In-Reply-To: Mime-Version: 1.0 Content-Type: multipart/alternative; boundary="=====================_7723468==.ALT" --=====================_7723468==.ALT Content-Type: text/plain; charset="us-ascii"; format=flowed Using the Aero-electric Z-14 architecture, if/when I have an alternator failure, the procedure will be to switch OFF the bad alternator, flip ON the crossfeed switch, and continue on my way. Troubleshoot on the ground. Mark S. (Z-14 = two of everything) At 11:13 AM 4/21/2004 -0400, you wrote: >Well, not simpler than a fuse, but then you can't reset a fuse {:>). > >Ah, but I can replace the fuse, much easier than you can replace your CB :-) > >Seriously, my fuses are in easy reach, particularly the critical >ones. Unfortunately, they're under the panel where I can't see >them. Before I get far out of range of the airport, I'll make a diagram >that shows me which fuse is which, and I'll keep a couple spares handy, >perhaps in unused fuse slots. Talk about something to keep you busy in a >crisis :-) > >I admit that this isn't nearly as easy as pushing in a CB, but my fuses >are all sized well in excess of the needs of the device being powered. If >it blows, replacing it won't likely help. > >I use a 5 amp circuit breaker in the field coil for much the same reason >as you did, to enable the overvoltage protection circuit to pop the >circuit breaker. However, since I don't have an external Voltage >regulator, the alternator keeps producing voltage (once started) even >with the CK popped, so the only thing it really does is provide an >indicator of an abnormal (high or low) voltage condition and gives me >something to do when having alternator problems{:>)) > > >Since you always seem to be within gliding distance of a free lunch , >you can just shut the engine off, leave the CB off, and restart the engine >to continue without the alt. If it doesn't start... you can make one of >your stealth approaches for lunch :-) > >Cheers, >Rusty (just fueling the old debate) --=====================_7723468==.ALT Content-Type: text/html; charset="us-ascii" Using the Aero-electric Z-14 architecture, if/when I have an alternator failure, the procedure will be to switch OFF the bad alternator, flip ON the crossfeed switch, and continue on my way. Troubleshoot on the ground.

Mark S.
(Z-14 = two of everything)

At 11:13 AM 4/21/2004 -0400, you wrote:

Well, not simpler than a fuse, but then you can't reset a fuse {:>).

Ah, but I can replace the fuse, much easier than you can replace your CB :-)

Seriously, my fuses are in easy reach, particularly the critical ones. Unfortunately, they're under the panel where I can't see them. Before I get far out of range of the airport, I'll make a diagram that shows me which fuse is which, and I'll keep a couple spares handy, perhaps in unused fuse slots. Talk about something to keep you busy in a crisis :-)

I admit that this isn't nearly as easy as pushing in a CB, but my fuses are all sized well in excess of the needs of the device being powered. If it blows, replacing it won't likely help.

I use a 5 amp circuit breaker in the field coil for much the same reason as you did, to enable the overvoltage protection circuit to pop the circuit breaker. However, since I don't have an external Voltage regulator, the alternator keeps producing voltage (once started) even with the CK popped, so the only thing it really does is provide an indicator of an abnormal (high or low) voltage condition and gives me something to do when having alternator problems{:>))

Since you always seem to be within gliding distance of a free lunch <g>, you can just shut the engine off, leave the CB off, and restart the engine to continue without the alt. If it doesn't start... you can make one of your stealth approaches for lunch :-)

Cheers,
Rusty (just fueling the old debate)

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