X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from nskntmtas02p.mx.bigpond.com ([61.9.168.140] verified) by logan.com (CommuniGate Pro SMTP 6.0.4) with ESMTP id 6186750 for lml@lancaironline.net; Mon, 08 Apr 2013 06:24:57 -0400 Received-SPF: pass receiver=logan.com; client-ip=61.9.168.140; envelope-from=frederickmoreno@bigpond.com Received: from nskntcmgw08p ([61.9.169.168]) by nskntmtas02p.mx.bigpond.com with ESMTP id <20130408102420.SDOX1968.nskntmtas02p.mx.bigpond.com@nskntcmgw08p> for ; Mon, 8 Apr 2013 10:24:20 +0000 Received: from Razzle ([58.170.99.88]) by nskntcmgw08p with BigPond Outbound id MNQJ1l00W1uRQ4A01NQKtm; Mon, 08 Apr 2013 10:24:20 +0000 X-Authentication-Info: Submitted using ID frederick.moreno@bigpond.com X-Authority-Analysis: v=2.0 cv=FNuZNpUs c=1 sm=1 a=OIkqYODbxiZVKLihrp0TmA==:17 a=JDadKst33uMA:10 a=8nJEP1OIZ-IA:10 a=1IlZJK9HAAAA:8 a=UgOy6mTlG_4A:10 a=Ia-xEzejAAAA:8 a=biznXsr5AAAA:8 a=ygENNy17zDnKFvgMOqUA:9 a=wPNLvfGTeEIA:10 a=8s3OY_6JReoA:10 a=EzXvWhQp4_cA:10 a=Ju9OYk1ON7EFjlIz:21 a=AUvw-BqtfJD_h9uH:21 a=MUMQTeSgtijeWftrCkkA:9 a=_W_S_7VecoQA:10 a=amP8cGQ10gkA:10 a=PU6H1uczjTxtIJ0y:21 a=KULMhzy2hq_XE-ak:21 a=Pn1WnLvnUccQ7JN_:21 a=OIkqYODbxiZVKLihrp0TmA==:117 MIME-Version: 1.0 Message-Id: <51629ACC.0000D3.04776@RAZZLE> Date: Mon, 8 Apr 2013 18:24:12 +0800 Content-Type: Multipart/Alternative; charset="iso-8859-1"; boundary="------------Boundary-00=_C8MXKH5D7TH000000000" X-Mailer: IncrediMail (6395248) From: "Frederick Moreno" X-FID: FLAVOR00-NONE-0000-0000-000000000000 X-Priority: 3 To: "Lancair Mail (lml@lancaironline.net)" Subject: Fw: Static Wicks --------------Boundary-00=_C8MXKH5D7TH000000000 Content-Type: Text/Plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Static develops based on the impact of precip and ice crystals on the fro= nt (forward facing surfaces) of the airplane, that is, what you see if you stand way in front of the airplane and view it front on with a telescope.= =20 This includes all the cowl, the front of the wings up to the thickest poi= nt of the wings, windshield, etc. Behind the line where the curvature of wi= ng, tail, and such hide the surface from impacting particles, static is not formed. The rudder is in this region. =0D =0D The number of static wicks required it dissipate static is based on a calculation of the frontal areas as described above (some percentage of thewing area, for example, like 30-50%) and the speed of the aircraft. =0D =0D Normal Lancair procedure is to put static wicks on the trailing edge of ailerons, elevators, rudder with number as calculated by the wick maker.=20 These must be connected to a conductive surface or wire, and this means wires in the rudder. Ideally, all carbon surfaces are bonded together wi= th straps using conductive epoxy bonded to the bare carbon fibers exposed by sanding, and wires that go from control surface in parallel to the hinges= so that there is a continuous electrical path to be followed via wire (not hinge) in the event of a big discharge that may pit a bearing. Anti sta= tic radome paint works on the fiberglass cowl and vertical stabilizer carryin= g charge (letting it leak away) to the carbon fiber or local ground and the= nce into the ships ground.=0D =0D In the end, a group of us concluded that it was best to run 10 gage groun= d wires to each corner of the airplane, bond all carbon surfaces to this ground net (that means top and bottom skins, control surfaces, etc.) and take the ground net to the main battery ground at the firewall so that th= e battery serves as a pulse absorber which it does well. This level of connective bonding has eliminated static discharge problems on aircraft previously affected. =0D =0D Fred Moreno=0D =0D =0D =0D =0D -------Original Message-------=0D =0D From: John Barrett=0D Date: 7/04/2013 11:02:53 PM=0D To: lml@lancaironline.net=0D Subject: Static Wicks=0D =0D This question has to do with the rudder in the IVP. It=92s written that because the rudder is fiberglass, wicks aren=92t effective due to non conductivity. =0D =0D A build shop installed wicks on my rudder and they ran ground wires to th= ose wicks from a/c ground. It seemed logical that this would make them usefu= l, but last night I had a discussion with Dan Newland who got involved in static discharge problems on a satellite project in his working days and = he scratched his head at the notion. Said he wasn=92t sure but would guess = that the wicks are not going to be useful in that configuration. =0D =0D Anyone on the LML have knowledge that bears on the subject? I would like= to learn more.=0D =0D Thanks=0D =0D John Barrett, CEO=0D Leading Edge Composites=0D PO Box 428=0D Port Hadlock, WA 98339=0D =0D www.carbinge.com=0D =0D =20 --------------Boundary-00=_C8MXKH5D7TH000000000 Content-Type: Text/HTML; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Static develops based on the impact of precip and ice crystals on th= e front (forward facing surfaces) of the airplane, that is, what you see = if you stand way in front of the airplane and view it front on with a tel= escope.  This includes all the cowl, the front of the wings up to th= e thickest point of the wings, windshield, etc.  Behind the lin= e where the curvature of wing, tail, and such hide the surface from = impacting particles, static is not formed.  The rudder is in this re= gion.
 
The number of static wicks required it dissipate static is based on = a calculation of the frontal areas as described above (some percenta= ge of thewing area, for example, like 30-50%) and the speed of the aircra= ft. 
 
Normal Lancair procedure is to put static wicks on the trailing edge= of ailerons, elevators, rudder with number as calculated by the wick mak= er.  These must be connected to a conductive surface or wire, and th= is means wires in the rudder.  Ideally, all carbon surfaces are bond= ed together with straps using conductive epoxy bonded to the bare carbon = fibers exposed by sanding, and wires that go from control surface in para= llel to the hinges so that there is a continuous electrical path to be fo= llowed via wire (not hinge) in the event of a big discharge that may pit = a bearing.   Anti static radome paint works on the fiberglass c= owl and vertical stabilizer carrying charge (letting it leak away) to the= carbon fiber or local ground and thence into the ships ground.
 
In the end, a group of us concluded that it was best to run 10 gage = ground wires to each corner of the airplane, bond all carbon surfaces to = this ground net (that means top and bottom skins, control surfaces, etc.)= and take the ground net to the main battery ground at the firewall so th= at the battery serves as a pulse absorber which it does well.  This = level of connective bonding has eliminated static discharge problems on a= ircraft previously affected.
 
Fred Moreno
 
 
 
 
-= ------Original Message-------
 
Date: 7/04/2013 11= :02:53 PM
Subject: Static Wi= cks
 

This question has to do with the rudder in the IVP.&= nbsp; It=92s written that because the rudder is fiberglass, wicks aren=92= t effective due to non conductivity. 

 

A build shop installed wicks on my rudder and they r= an ground wires to those wicks from a/c ground.  It seemed logical t= hat this would make them useful, but last night I had a discussion with D= an Newland who got involved in static discharge problems on a satellite p= roject in his working days and he scratched his head at the notion. = Said he wasn=92t sure but would guess that the wicks are not going to be= useful in that configuration. 

 

Anyone on the LML have knowledge that bears on the s= ubject?  I would like to learn more.

 

Thanks

 

John Barrett, CEO

Leading Edge Composites

PO Box 428

Port Hadlock, WA 98339

 

www.carbinge.com

 

 
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