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n76lima(at)mindspring.com
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 Posted: Tue Sep 25, 2012 6:24 am Post subject: Melted wire -- emergency bypass of the Master Solenoid? |
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| Quote: | >So the only thing I have to watch for now is if there is an -intermittent- short in the relay that only appears when I'm at 8500 >>feet, at night, not near any suitable landing sites :-/
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| Quote: | A good reason to have an emergency buss directly off the battery,
bypassing the master switch and relay.
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Hmmm, would this be a large switch/circuit breaker that was connected by a heavy gauge wire to the battery? How would one go about protecting such a circuit from the battery to the panel mounted switch? I'd want it carefully planned and double insulated, perhaps running through some firesleeve, to prevent any chafing at the firewall penetration, passing the controls, etc. enroute to the switch.
Would make a great arc welder should it ever find a ground...
--Bob Steward
Birmingham, AL
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Discover
Joined: 26 Feb 2007
Posts: 429
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| Posted: Tue Sep 25, 2012 6:50 am Post subject: Melted wire -- emergency bypass of the Master Solenoid? |
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A mechanically operated contactor next to the battery that is operated from the cockpit would make it protected
http://www.flamingriver.com/index.php/products/c0015/s0004/FR1003-2
On Sep 25, 2012, at 9:24 AM, n76lima(at)mindspring.com wrote:
| Quote: |
>> So the only thing I have to watch for now is if there is an -intermittent- short in the relay that only appears when I'm at 8500 >>feet, at night, not near any suitable landing sites :-/
> A good reason to have an emergency buss directly off the battery,
> bypassing the master switch and relay.
Hmmm, would this be a large switch/circuit breaker that was connected by a heavy gauge wire to the battery? How would one go about protecting such a circuit from the battery to the panel mounted switch? I'd want it carefully planned and double insulated, perhaps running through some firesleeve, to prevent any chafing at the firewall penetration, passing the controls, etc. enroute to the switch.
Would make a great arc welder should it ever find a ground...
--Bob Steward
Birmingham, AL
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Discover
Joined: 26 Feb 2007
Posts: 429
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mel(at)becknet.com
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| Posted: Tue Sep 25, 2012 9:46 am Post subject: Melted wire -- emergency bypass of the Master Solenoid? |
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Izit just me, or are new pilots being extremely unwise in their unflinching reliance on pod&pad things? I had a talk with an IFR student recently who claimed that he never takes paper charts along, despite his instructor's urgings. He's got a Garmin in the panel, an iPad, and an iPhone. "Redundancy: check", he brags.
In my experience, these electronic things all seem to run out of juice at the same time, unless you have fanatical battery management skills. I'm an engineer working in the computer biz, and still find keeping nav gizmos alive challenging.
-mel beckman
-mel beckman
On Sep 25, 2012, at 9:38 AM, "beltz6" <beltz6(at)yahoo.com> wrote:
| Quote: |
n76lima(at)mindspring.com wrote:
>
>
> My initial reply was sort of tongue in cheek, pointing out the
> extreme measures needed to provide a backup for loss of electrons due
> to failed Master Solenoid circuit.
>
> A handheld Com and a battery backed up portable GPS should suffice
> for most flights, with the standard flashlight we all carry...
>
> --Bob Steward
I rarely fly at night these days. But this is a good reminder to make sure the batteries in my GPS and handheld radio are fresh, and to check whether the former actually useably transmits and receives from the cockpit environment.
Still, it would SUCK bigtime to have such a failure while on an ILS (which one has to do from time to time at my home airport).
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=383964#383964
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bhauskne(at)gmail.com
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| Posted: Tue Sep 25, 2012 9:57 am Post subject: Melted wire -- emergency bypass of the Master Solenoid? |
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It is just you, Mel. These new devices are very reliable and when on ship's power the device battery provides far longer backup than the aircraft battery. And with multiple devices there is potential for much safer contingent operation. IF the pilot practices with the contingent system. That means finding, starting and using the backup while flying the plane, all under the hood.
4 course ranges were once the standard. We have moved on. Come join us!
_
Brian Hausknecht
bhauskne(at)gmail.com
www.brianflys.net
www.brianflys.com
--
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teamgrumman(at)yahoo.com
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| Posted: Tue Sep 25, 2012 10:50 am Post subject: Melted wire -- emergency bypass of the Master Solenoid? |
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AN Ranging.
Many, many, years ago my tail-wheel instructor and I were having a conversation about GPS. He's an old guy (i.e., older than me) and he had used AN Ranging. He was a big proponent of GPS. I guess we could go back to bon fires along visual routes and highways to guide planes.
Flying home from Sun River in 1995 I was depending on VORs to fly to Salt Lake City. A VOR I needed was out-of-service. I used pilotage to cover the 100 miles or so. I bought a Garmin 95 and I removed the VORs from my Cheetah. I haven't had one in any of my planes since. In 17 years of flying with GPS only, I've only had one time when I lost satellites: Near China Lake. I've flown across the U.S. many times. I've flown Victor airways with the GPS. I've flown through the LAX VFR corridor being vectored to VOR way points . . all using a GPS.
And, I don't have any paper charts any more. WAY TOO easy to zoom to my current location on an iPad. No more searching. No more head-down trying to draw lines on a paper chart from relevant VORs and watching for traffic and checking where I am on the ground at the same time. With the sectional as part of my flight path, all the info I need is right at hand.
From: Brian Hausknecht <bhauskne(at)gmail.com>
To: teamgrumman-list(at)matronics.com
Sent: Tuesday, September 25, 2012 10:57 AM
Subject: Re: Re: Melted wire -- emergency bypass of the Master Solenoid?
--> TeamGrumman-List message posted by: "Brian Hausknecht" <bhauskne(at)gmail.com (bhauskne(at)gmail.com)>
It is just you, Mel. These new devices are very reliable and when on ship's power the device battery provides far longer backup than the aircraft battery. And with multiple devices there is potential for much safer contingent operation. IF the pilot practices with the contingent system. That means finding, starting and using the backup while flying the plane, all under the hood.
4 course ranges were once the standard. We have moved on. Come join us!
_
Brian Hausknecht
bhauskne(at)gmail.com (bhauskne(at)gmail.com)
www.brianflys.net
www.brianflys.com
--
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