Fuses on the panel, or not

On Sunday, October 20, 2013 at 3:48:31 PM UTC-6, Darryl Ramm wrote:



Folks might also want to note the requirement in CFR 14 23.1357 for the fuses to be replaceable in flight if critical and the need to carry spares. So you might be able to argue that some non-critical fuses can be placed behind the panel but others will clearly fail that requirement. I'd not want to argue with the FAA for example that the fuel pump or engine controller fuse holders and replacement fuses in a motorglider don't need to be accessible to the pilot.

For Day VFR there is nothing "Citical". Granted, the FAA has gone back and forth on this over the years but I think this is being a bit overthought.

Also see FAA AC 43.13 Acceptable Methods, Techniques, and Practices -
And... if working on any aircraft start with talking with a local A&P (or maybe an EAA homebuilder or similar), if certified they'll need the A&P will need to sign off on what you do (or do it for you), if experiential you want their advice and likely a look over what you are planning to do/have done. There is a lot to gain by actually having somebody look over your shoulder that you can't get off r.a.s.

AC43 is great but it tends to not address gliders (That do not have engine driven electrical systems). A big example is common grounding VS airframe ground. This can be a tough sell if your A&P is not familiar with gliders. Another biggie is the use of non aviation grade (Or car parts). If your glider was built of certificated in Europe it has a lot of off the shelf componentry. This can also be an issue to some mechanics not familiar with gliders.

On Tuesday, November 1, 2016 at 8:27:11 AM UTC-7, wrote:
On Sunday, October 20, 2013 at 3:48:31 PM UTC-6, Darryl Ramm wrote:



Folks might also want to note the requirement in CFR 14 23.1357 for the fuses to be replaceable in flight if critical and the need to carry spares.. So you might be able to argue that some non-critical fuses can be placed behind the panel but others will clearly fail that requirement. I'd not want to argue with the FAA for example that the fuel pump or engine controller fuse holders and replacement fuses in a motorglider don't need to be accessible to the pilot.

For Day VFR there is nothing "Citical". Granted, the FAA has gone back and forth on this over the years but I think this is being a bit overthought.

Also see FAA AC 43.13 Acceptable Methods, Techniques, and Practices -
And... if working on any aircraft start with talking with a local A&P (or maybe an EAA homebuilder or similar), if certified they'll need the A&P will need to sign off on what you do (or do it for you), if experiential you want their advice and likely a look over what you are planning to do/have done. There is a lot to gain by actually having somebody look over your shoulder that you can't get off r.a.s.

AC43 is great but it tends to not address gliders (That do not have engine driven electrical systems). A big example is common grounding VS airframe ground. This can be a tough sell if your A&P is not familiar with gliders. Another biggie is the use of non aviation grade (Or car parts). If your glider was built of certificated in Europe it has a lot of off the shelf componentry. This can also be an issue to some mechanics not familiar with gliders.


If your A&P wants to use airframe ground on your composite glider, get yourself a new A&P:-)

I use MIL-Spec 3A Klixon breakers on the panel and the Dittel battery box came with its own built in breaker. I only saw about 0.2VDC drop across the Klixon breakers.