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Paul Valovich
Joined: 11 Jan 2006
Posts: 75
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 Posted: Wed Apr 01, 2015 7:04 am Post subject: Z13/8 Testimoney |
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RV-8A with nearly 500 hours over 4 years flying out of Inyokern, CA (IYK). Never any electrical issues. Minding my business near Bakersfield yesterday setting up for practice approaches when I noticed the flashing low voltage light. No degrading of capabilities, but voltage going down. Flipped two switches – Aux Alt ON and END Bus ON and electrons started flowing. Turned off strobes and headed home with GPS, AFS 4500, IFF, SL30 and Tru Trak ADI (my backup attitude indicator) working.
Then noticed Alt Field CB popped. After clearing mountains, reset CB – and it stayed reset. Went back to main alt power.
Now trying to figure out what happened. Removed cowl – all wires and connections intact. Greg at B&C most helpful so will go through LR3C-14 trouble shooting steps later today.
Anyone on the list have any words of wisdom about popped Alt Field CBs that stay reset? Now seems like a temporary intermittent gremlin that’s one step ahead of me.
I spent a lot of time during electrical system design deciding on Bob’s Z13/8 architecture with all B&C components. My one data point: works as advertised and is more than adequate for continued flight after the main alternator goes south.
[quote][b]
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user9253
Joined: 28 Mar 2008
Posts: 1921
Location: Riley TWP Michigan
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| Posted: Wed Apr 01, 2015 9:20 am Post subject: Re: Z13/8 Testimoney |
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Here are some possibilities:
Defective circuit breaker.
Loose connection on circuit breaker which generates heat. Heat will cause a breaker to trip.
Overly sensitive crowbar over-voltage module nuisance tripped and popped breaker.
A loose or corroded connection anywhere from the main power bus to the LR3C-14 and to the alternator field.
A poor ground can cause problems.
The vast majority of electrical problems are caused by bad connections.
B and C has instructions and troubleshooting guide.
http://www.bandc.biz/pdfs/LR3C_Installation_Manual.pdf
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Joe Gores |
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nuckolls.bob(at)aeroelect
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| Posted: Thu Apr 02, 2015 5:41 am Post subject: Z13/8 Testimoney |
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At 10:03 2015-04-01, you wrote:
| Quote: | RV-8A with nearly 500 hours over 4 years flying
out of Inyokern, CA (IYK). Never any electrical
issues. Minding my business near Bakersfield
yesterday setting up for practice approaches
when I noticed the flashing low voltage light.
No degrading of capabilities, but voltage going
down. Flipped two switches – Aux Alt ON and END
Bus ON and electrons started flowing. Turned off
strobes and headed home with GPS, AFS 4500, IFF,
SL30 and Tru Trak ADI (my backup attitude indicator) working.
Then noticed Alt Field CB popped. After clearing
mountains, reset CB – and it stayed reset. Went back to main alt power.
Now trying to figure out what happened. Removed
cowl – all wires and connections intact. Greg at
B&C most helpful so will go through LR3C-14 trouble shooting steps later today.
Anyone on the list have any words of wisdom
about popped Alt Field CBs that stay reset? Now
seems like a temporary intermittent gremlin that’s one step ahead of me.
I spent a lot of time during electrical system
design deciding on Bob’s Z13/8 architecture with
all B&C components. My one data point: works as
advertised and is more than adequate for
continued flight after the main alternator goes south.
|
The main reason that crowbar ov protection is PAIRED
with a crew resetable circuit breaker is to accommodate
the rare but NOT ZERO possibility of a nuisance trip.
In 30 years experience with crowbar ovm in OBAM aircraft
I have heard of perhaps a dozen nuisance trip events, one
of which I helped resolve on a Europa in the shop of
a fellow Beechcrafter. That resolution prompted a design
change based on new knowledge of potential antagonists
to the existing design.
The fact that your breaker stayed in after reset is
a good thing that suggests high probability of a nuisance
trip . . . for reasons that may never be known. Before
you start disassembling the airplane, let's see if the
condition repeats.
The fact that it did not immediately repeat suggests
more of a trip calibration drift than of anything
wrong with the system. It's GOOD to be concerned . . .
it's an abnormal event. But data you have in hand
right now does not ratchet the level of concern up
to the point of crawling over the airplane for hours
chasing the ever elusive electro-snipe . . .
Bob . . .
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