Author: "geraldmorrissey" <geraldmorrissey@...> Time: Mon Jun 2, 2003 2:31 pm PDT Link
Found this on the Starduster board, thought it was worth passing on.
Gerry
RV Wannabe
Dave,
As you may know I am a FAA inspector, so I will try and not lead you
wrong on Nav lights. First since you are an experimental aircraft you
do not have to have TSO equipment or meet the certification
requirements of CFR part 23. However it is highly recommended to
install as much TSO equipment as possible and try and follow the part
23 certification rules. In part 23.1381 covers position lights.
The non TSO lights do not meet the dihedral angles requirement of
part 23.1387 or flame resistant or loss of light transmission during
normal use part 23.1385. Also they do not meet the light intensities
in part 23.1389. To find what is required look in part 23.1391,
23.1392, and 23.1393 minimum intensities.
Wiring the strobes direct to a Nav light switch is now advisable. It
should have it's own breaker switch. Doing some research I found the
following on strobes:
STROBE LIGHT SYSTEMS ARCING
All Aircraft Equipped with High Voltage Strobe Light Systems
Several service difficulty reports (SDRs) indicate that aircraft high
voltage strobe light systems are susceptible to wire chafing,
flashtube burnout, and arcing.
One report indicated a Beech Model 60 outboard wing panel exploded
during takeoff when leaking fuel fumes contacted a chafed and arcing
strobe light wire. Another report indicated that during a routine
preflight walkaround inspection, a Cessna Model 310 wingtip flashtube
was found burned through and arcing to the case. The pilot reported
loud popping noises. There are several reports of wires chafing at
flashtube housing assemblies, power supply locations, loose wire-to-
housing connections, and various structural locations where wires
chafe due to aircraft structural motion on the ground and in flight.
Several reports indicate unsecured extra wire bundle length allowed
chafing contact wìth the surrounding structure. One report indicates
that the wire bundle was too short, resulting in chafing and shorting
at the strobe light housing.
It is recommend that operators of aircraft equipped with high voltage
strobe light systems conduct daily walkaround inspections while the
strobe lights are operating. Specifically, pay attention to decreased
strobe light bulb intensity or changes in flash sequence, and listen
for popping or arcing sounds that may indicate internal shorts. At
night look for evidence of arcing, external to strobe light housings
where screwheads may act as a high voltage path to ground, or other
evidence of high voltage leakage.
CAUTION
Strobe light systems are high voltage devices. Wait 10 minutes after
removing power before disconnecting the light assembly or power
supply. Do not touch flashtubes with bare hands as residue will cause
tube failure and/or burn-through within a short period of time.
During routine maintenance, inspect all high voltage connections for
security and tightness, and the switches for evidence of heat damage
or other evidence of failure. Ensure that all wires are of correct
length and properly secured and routed according to approved
maintenance practices. Inspect for loose flashtubes in sockets and
signs of arcing within the light head. Wrap wire bundles with chafe-
strip protection where needed, particularly near fuel tanks and other
structural components. Check for evidence of fuel leakage and vent
line security and condition.
Lastly, the FAA highly recommends that operators report all
occurrences of high voltage leakage incidents and other maintenance
problems in accordance with the Service Difficulty Program (SDP)
reporting system. This will allow the FAA to make that information
available to other operators who may have the opportunity to inspect
for and correct potentially unsafe conditions.
Denny of Oakland