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JLuckey(at)pacbell.net
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 Posted: Fri Feb 11, 2011 8:43 pm Post subject: Battery disconnect switch |
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Thinking out loud...
Some failure analysis & comparison:
With this new product, since it is not continually energized, it would be
less susceptible to in-flight failure due to coil failure, yes? With a
conventional solenoid, if the coil breaks or burns-up, the contactor will
open. Not the case w/ this device.
In that same vein, it would be less prone to a failure of the wiring to the
switch. With the conventional, continuous-duty solenoid, any breakage or
loose connection in the wire to the master switch would cause the contactor
to open.
With this new latching device, once it's on, a failure the wiring to the
switch would not cause it to open.
For these reasons, the new device might just be a little more "reliable"
than a conventional solenoid. (This, of course, assumes that it is a
well-engineered, high-quality device.)
What do you think?
-Jeff
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nuckolls.bob(at)aeroelect
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| Posted: Sat Feb 12, 2011 7:27 am Post subject: Battery disconnect switch |
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At 11:36 PM 2/11/2011, you wrote:
Thinking out loud...
Some failure analysis & comparison:
With this new product, since it is not continually energized, it would be
less susceptible to in-flight failure due to coil failure, yes?
Yes, but in-flight coil failures are exceedingly
rare and unlike our TC aircraft brothers, we're
'failure tolerant' of that possibility.
With a
conventional solenoid, if the coil breaks or burns-up, the contactor will
open. Not the case w/ this device.
Correct.
In that same vein, it would be less prone to a failure of the wiring to the
switch. With the conventional, continuous-duty solenoid, any breakage or
loose connection in the wire to the master switch would cause the contactor
to open.
Correct, but also very rare and covered in our
failure tolerant architectures.
With this new latching device, once it's on, a failure the wiring to the
switch would not cause it to open.
Correct.
For these reasons, the new device might just be a little more "reliable"
than a conventional solenoid. (This, of course, assumes that it is a
well-engineered, high-quality device.)
It is a Tyco product so it's pedigree is
good. It's obviously not a can't-ever-happen
guarantee but it's still quite good.
What do you think?
Good thoughts all. Let's continue to consider
how this device fits into (or doesn't fit)
legacy design goals and in particular how
it alters legacy operations. For places where
this square peg gets trimmed of by driving it
into a round hole, let us be sure that the
return on investment is sound.
For all the renting of garments and crying
out in the darkness over potential component
failures, battery contactors have been VERY
low on the pecking order for 70+ years. In
recent years, modifications to architecture
(dual feed e-bus) have pushed those concerns
still lower.
So let's play like we're on a product improvement
team for a TC light plane manufacturer where
battery contactor failures are down around
93rd place on the field failures reports.
What is the return on investment for changing
grey-haired ol' Dobbin out for a frisky young
Pinto?
For airplanes with limited power generating
capacity (Rotax/Jabiru machines and airplanes with
SD-8 main alternator), the no-power maintenance
of a closed condition is a definite plus.
Bob . . .
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