Robert L. Nuckolls, III wrote:
>
> > I don't want to start another great debate over the fuse Vs Breaker
> >concept, but I have to take exception to your example.
> >
> > First of all, it would appear from your statements that you're talking
> >about UNMANNED spacecraft. I to beleive that fuses in this type of
> >installation is the correct approach. But there are times when an
> >intermittent short that opens a critical circuits breaker might result in
> >the pilots safe return with the ability to reset that breaker. I agree
> >that service work should not be performed in the cockpit while flying,
> >but I would rather have the ability to reset a breaker IF I NEED TO, and
> >it doesn't interferr with the control of the aircraft. Just my opinion.
>
> Let's try an ON-LINE FMEA (failure mode effects analysis). Over the
> next 24 hours, I'd like for people to post their response to the following
> questions:
>
> (1) Name one item of electrical equipment critical to safe completion
> of flight . . . or an item who's failure presents an immediate
> hazard to completion of flight.
Alternator first, then...
Electric gyro, HSI, ASI in that order [who uses magcomp anymore?]
Night flight with current hungry nav-lights and anti-collision light(s)
to eat
battery below 10v and shutdown of critical instrumentation.
>
> (2) List the ways in which this device or system might fail.
wiring across sharp metal corner(s) wearing through insulation;
moisture leak - shorting out instrument(s);
vibration loosening internal hardware which shorts uncoated
connections;
>
> (3) How will each of these failures become obvious to the pilot.
You've got to be kidding!
>
> Tomorrow, I'll carry the analysis of each response to the next step.
> This is just the kind of process we do in the "big" airplane business;
> it's a good exercise to know . . .
>
> Regards,
>
> Bob . . .
> AeroElectric Connection
> ////
> (o o)
> | |
> | Go ahead, make my day . . . |
> | Show me where I'm wrong. |
> <http://www.aeroelectric.com>
>
>
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