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klburris
Joined: 19 Dec 2009
Posts: 18
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 Posted: Fri Jun 11, 2010 3:24 pm Post subject: Blown fuse annunciator circuit |
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[img]cid:image001.jpg(at)01CB098A.2C8854A0[/img] <![endif]-->
Bob and all;
I have uploaded a picture of an idea I have for a blown fuse annunciating circuit. The circuit would have to be duplicated for each fuse monitored. It was uploaded at 5PM MDT on 6-11, so it may or may not be there when you read this. I’d like for someone to tell me if I’m on the right track here or completely out in left field. The idea is that the light would stay on as long as the fuse is blown, regardless of which position the equipment power switch is in. All comments welcome. Thanks in advance.
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P.S. This will also be a test of how easy, hard, simple, etc of uploading attachments…
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N20DG
Joined: 02 Jan 2008
Posts: 61
Location: lancaster, texas
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| Posted: Fri Jun 11, 2010 3:33 pm Post subject: Blown fuse annunciator circuit |
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Why not just use "Smart Glow FUSE" "It glows when it blows" and save weight
Just inquiring minds
Dick
In a message dated 6/11/2010 6:25:40 P.M. Central Daylight Time, klburris(at)frontiernet.net writes:
| Quote: | [img]cid:image001.jpg(at)01CB098A.2C8854A0[/img]
Bob and all;
I have uploaded a picture of an idea I have for a blown fuse annunciating circuit. The circuit would have to be duplicated for each fuse monitored. It was uploaded at 5PM MDT on 6-11, so it may or may not be there when you read this. I’d like for someone to tell me if I’m on the right track here or completely out in left field. The idea is that the light would stay on as long as the fuse is blown, regardless of which position the equipment power switch is in. All comments welcome. Thanks in advance.
P.S. This will also be a test of how easy, hard, simple, etc of uploading attachments…
-- Keith
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nuckolls.bob(at)aeroelect
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| Posted: Fri Jun 11, 2010 6:19 pm Post subject: Blown fuse annunciator circuit |
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At 06:18 PM 6/11/2010, you wrote:
| Quote: | Bob and all;
I have uploaded a picture of an idea I have for a blown fuse annunciating circuit. The circuit would have to be duplicated for each fuse monitored. It was uploaded at 5PM MDT on 6-11, so it may or may not be there when you read this. I’d like for someone to tell me if I’m on the right track here or completely out in left field. The idea is that the light would stay on as long as the fuse is blown, regardless of which position the equipment power switch is in. All comments welcome. Thanks in advance. |
One idea behind the fuseblocks was the low cost
and labor for offering lots of protected feeders
from a bus . . . eliminating current or future
situations where multiple systems have to share
a single protected feeder. It's true that circuit
breakers offer a visual indication of having tripped . . .
but of what value? While airborne, what value is
there in knowing that gizmo (1) has stopped working
because the power is removed due to overloaded
breaker or (2) has stopped working for dozens of
other reasons that do not trip the breaker?
If any device becomes non-functional, the likelihood of
putting it back in service by replacing a fuse or
resetting a breaker is nearly zero. If any failure
presents an extra ordinary task for comfortable return
to earth, THAT system needs a backup . . . a plan-B.
Once you're on the ground, how difficult is it
to confirm whether or not the fuse has opened on
any one system? It's a 30 second test with your
multimeter. How often do you expect to troubleshoot
a potentially blown fuse? I can share that in 1000+
hours of time in little airplanes, I've had TWO
breaker tripping events. One was the alternator B-lead
breaker . . . DESIGNED to nuisance trip. The other
was power to the audio distribution amplifier . . .
shorted transistors. NO recovery possible by resetting
the breaker. How often do you find it necessary to
find a popped fuse in your lifetime experience driving
cars? I've had a less than a hand-full in 50+ years.
Haven't had one in over 20 years.
So what's the return on investment for putting blown
fuse indicators on all your present and future fuses?
Are all the new wires protected? Is there some other
task on your project that would benefit from expenditure
of $time$, talent, weight, space and other resources
on your airplane? Finally, have you considered the
use of fuses with built-in indicators?
http://www.escience.ca/hobby/RENDER/0001/2065/3099/11978.html
Bob . . . [quote][b]
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klburris
Joined: 19 Dec 2009
Posts: 18
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| Posted: Sat Jun 12, 2010 10:37 am Post subject: Blown fuse annunciator circuit |
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[img]cid:image001.jpg(at)01CB0A2B.0FA47A20[/img] <![endif]-->
Bob:
You wrote: | Quote: | | One idea behind the fuse blocks was the low cost and labor for offering lots of protected feeders from a bus . . . eliminating current or future situations where multiple systems have to share a single protected feeder. It's true that circuit breakers offer a visual indication of having tripped . . . but of what value? While airborne, what value is there in knowing that gizmo (1) has stopped working because the power is removed due to overloaded breaker or (2) has stopped working for dozens of and labor for offering lots of protected feeders |
0 | Quote: | | and labor for offering lots of protected feeders |
1 | Quote: | | and labor for offering lots of protected feeders |
2 | Quote: | | and labor for offering lots of protected feeders |
3 | Quote: | | and labor for offering lots of protected feeders |
4 | Quote: | | and labor for offering lots of protected feeders |
5 | Quote: | | and labor for offering lots of protected feeders |
6 | Quote: | | and labor for offering lots of protected feeders |
7 | Quote: | | and labor for offering lots of protected feeders |
8 | Quote: | | and labor for offering lots of protected feeders |
9 | Quote: | | from a bus . . . eliminating current or future |
0 | Quote: | | from a bus . . . eliminating current or future |
1 | Quote: | | from a bus . . . eliminating current or future |
2 | Quote: | | from a bus . . . eliminating current or future |
3 | Quote: | | from a bus . . . eliminating current or future |
4 | Quote: | | from a bus . . . eliminating current or future |
5 | Quote: | | from a bus . . . eliminating current or future |
6 | Quote: | | from a bus . . . eliminating current or future |
7 | Quote: | | from a bus . . . eliminating current or future |
8 | Quote: | | from a bus . . . eliminating current or future |
9 | Quote: | | situations where multiple systems have to share |
0 | Quote: | | situations where multiple systems have to share |
1 | Quote: | | situations where multiple systems have to share |
2 | Quote: | | situations where multiple systems have to share |
3 | Quote: | | situations where multiple systems have to share |
4 | Quote: | | situations where multiple systems have to share |
5 | Quote: | | situations where multiple systems have to share |
6 | Quote: | | situations where multiple systems have to share |
7 | Quote: | | situations where multiple systems have to share |
8 | Quote: | | situations where multiple systems have to share |
9 | Quote: | | a single protected feeder. It's true that circuit |
0 | Quote: | | a single protected feeder. It's true that circuit |
1 | Quote: | | a single protected feeder. It's true that circuit |
2 | Quote: | | a single protected feeder. It's true that circuit |
3 | Quote: | | a single protected feeder. It's true that circuit |
4 | Quote: | | a single protected feeder. It's true that circuit |
5 | Quote: | | a single protected feeder. It's true that circuit |
6 | Quote: | | a single protected feeder. It's true that circuit |
7
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nuckolls.bob(at)aeroelect
Guest
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| Posted: Sat Jun 12, 2010 12:54 pm Post subject: Blown fuse annunciator circuit |
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| Quote: |
| Quote: | Following the advice in the Connection,
I have decided to use a fuse block with indicating fuses. The problem is,
the fuse block will be out[/b] of site of the panel. The wires for
the panel indicators are not[/b] protected, and, indeed, one could carry
the idea of protection to the point of[/b] ridiculousness. I guess the
only benefit I see is just some piece of[/b] mind for the new or
inexperienced pilot, but that's why I'm on this
list.[/b] |
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Understand. Please know that nobody's trying to drive
your design goals either. This is a forum for discovery
evaluation and incorporation of simple-ideas into recipes
for success. The sum total of this List's membership brings
the added benefit of perhaps several centuries of experience
in such matters.
To the extent that you can use this resource to both
refine your ideas and assuage ill-founded fears, so
be it. But in the final analysis, it's your airplane.
The best way to evaluate your design decisions is to
tell us what Plan-B you've crafted for the loss of
any truly useful electro-whizzy based on the manner you
will be using your airplane. It's called critical design
review . . . a practice common to virtually every successful
venture. Putting your ideas down in black and white for
review by fellow travelers of aviation circles goes a
long way toward validation of the design which in turn
confirms or discounts your fears. Suggest you check out
Chapter 17 in the 'Connection if you've not already done
so.
But even after your airplane is finished, go test your
design goals in a low-risk flight environment. One
of my first business cross country trips after getting
my ticket was to Brainerd MN. I was partnered with
a fellow who worked for Wilcox, an avionics manufacturer
in Kansas City. I picked him up at Johnson County
Exec Apt and we headed north. He had never flown
in a little airplane before. He understood what
all that hardware on the panel was for but had never
considered its role in the grand-plan for getting
us from point A to point B.
He expressed some relief in having all those goodies
to get us where we were going. I thought I'd yank
his chain a bit . . . and shut down he electrical
system. He expressed some concern but I assured
him that if we just kept it pointed straight north,
we could get there just fine without all that "stuff".
What he didn't know was that our fluids-maintenance
stop (Ft Dodge) and Brainerd were both dead-nuts
north of KC and just staying lined up on section roads
and watching the clock made the Plan-B pretty easy. 20
years later, my hand-held GPS would have made the same
demonstration easier still.
The point is that your confidence in doing without
major chunks (if not all) of the panel mounted
electro-whizzies will be greatly improved if you
do some flying in the "J-3 mode". This will sharpen
your own thinking processes and flying skills while
validating design goals. It's not a "feat of daring do"
if you've "been there, done that" a few times on your
own terms.
When I fly, it's ALWAYS in a rented airplane. Design
and maintenance goals of my choosing are never incorporated
into the airplane-of-the-day. So I have to walk up
to that machine prepared to get where I want to go
with NOTHING on the panel working. Instead of building
back-ups-to-back-ups into your airplane, why not trade that
time, weight, space and expense for a plan and the
skills to deal with the worst that can happen? The
risks are very low when you get to stack the deck.
Bob . . . [quote][b]
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