carusoam Posted April 3, 2021 Report Share Posted April 3, 2021 There must be some over current protection for the wires from the switch to the relay... In my plane the relays are in the back... so the wire runs are quite long. There is probably an inline fuse close to the power supply that makes more sense than a resettable CB in the switch... Unfortunately, I’m relying on old fuzzy memories for this... Best regards, -a- Quote Link to comment Share on other sites More sharing options...
A64Pilot Posted April 3, 2021 Report Share Posted April 3, 2021 (edited) I would hope there is no inline fuse that if it blew I have a complete electrical failure, which is what happens if the master or it’s relay breaks. ‘The only inline fuse that there should be is one within 1 ft of the battery to keep a clock alive, I know I have counted 6 or 7 under my panel but I feel sure Mooney didn’t put them there. ‘A CB I can reset, if it’s in a panel, a hidden inline fuse or an inaccessible one? They shouldn’t be allowed, again my opinion. Edited April 3, 2021 by A64Pilot 1 Quote Link to comment Share on other sites More sharing options...
ArtVandelay Posted April 3, 2021 Report Share Posted April 3, 2021 ‘The only inline fuse that there should be is one within 1 ft of the battery to keep a clock aliveThere’s 2: clock keep alive and overhead light (there are threads about it accidentally turned on and draining the battery). Quote Link to comment Share on other sites More sharing options...
1980Mooney Posted April 4, 2021 Report Share Posted April 4, 2021 On 9/30/2012 at 8:21 PM, jackn said: If you start the engine with the Alt on, the field will be fully energizing(trying to geneate maximum voltage). This will place an additional load on the battery. The only time this becomes a problem, is when you have a tired battery or the plane has been sitting out in frigid conditions. Really?...If it is generating that maximum voltage while cranking then just where do you think the current (load) is going?....To charge the battery! The electrons are just round tripping. Except for line losses (resistance) there should not be any additional load on the battery. Now if you have a 2 alternator setup I can see that you need a switch to isolate which one is not working or to force the backup to show performance. But on most planes that's probably why there is no reason to have a switch to turn the Alternator on or off. Eliminates one more thing to go wrong, reduces weight and cost.....KISS...Keep It Simple Stupid. Quote Link to comment Share on other sites More sharing options...
carusoam Posted April 5, 2021 Report Share Posted April 5, 2021 Has anyone seen JackN? Its been a while... -a- Quote Link to comment Share on other sites More sharing options...
flysamo Posted April 6, 2021 Report Share Posted April 6, 2021 being a retired electrical engineer, after engine stars we always turn field on after system is stabilized, starting surges are thus avoided, as battery absorbs and smooths power surges. example lights usually fail when first turned 1 Quote Link to comment Share on other sites More sharing options...
A64Pilot Posted April 6, 2021 Report Share Posted April 6, 2021 Your biggest voltage change isn’t from alternator on, it’s the drop for starting, but either way there isn’t much that’s on during engine start, I leave my strobes in all of the time, but that’s about all that isn’t on the Avionics switch, so nothing of any consequence sees a surge. But if you have a separate alternator switch, sure why not turn it off and on seperately Quote Link to comment Share on other sites More sharing options...
jaylw314 Posted April 6, 2021 Report Share Posted April 6, 2021 On 4/2/2021 at 6:01 PM, carusoam said: 5) Did it look like sticks and stones and springs in there? Did bats fly out as it opened? ROTFL I missed that one, -a-, that was hilarious 1 Quote Link to comment Share on other sites More sharing options...
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