nuckolls.bob(at)aeroelect
Guest
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 Posted: Sun Jul 07, 2019 7:00 pm Post subject: Speaking of well loaded wires . . . |
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The a/c quit on the Barber Co homestead
a couple days ago. Pulled of the covers
and found a wire burned off the dual
motor run capacitor.
[img]cid:.0[/img]
The failure started in the Fast-On crimp
and pretty well toasted the wire and it's
mating capacitor tab before parting.
I didn't think to save the carcass . . .
While working the replacement, the wire fell
out of the terminal on the FAN side of
the capacitor!
The terminal on the capacitor COMMON lead
carries nearly the same current (~20A) as the
COMPRESSOR side, but it was in good shape.
HOWEVER . . . the other end of the capacitor
COMMON wire attaching to the run contactor
was starting to show stress . . . not in
the crimp but on the Fast-On grips.
[img]cid:.1[/img]
In the case cited above, the terminals were
under-crimped. I'd replaced that same
capacitor in years past but didn't see
a problem with the terminals. But these
were in service for over 10 years
in a pretty unfriendly environment.
This time, ALL the PIDG devices in the
condenser wiring got replaced with a fine,
ratchet-handled mash-tool.
Even tho the catalogs offer a yellow PIDG
for up to 10AWG wire, I think it prudent
NOT to push this technology that hard
in aircraft.
7A or so continuous in blue PIDG Fast-Ons
have a track record of good performance.
If you must push into yellow terminal
territory, make sure they're 'real'
TE Connectivity PIDG and use the
ratchet-handled tool.
Bob . . .
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