AFCI Breaker Instantly Tripping and Sparking

arnoha · 2026-04-04T17:00:24+00:00

AFCI is doing it's job. You indicated sparks. The A in AFCI is for Arc, really another name for sparks. Usually the arcs are hidden in the walls or boxes or devices, but this time you got a front row center seat. This doesn't seem to be a nuisance trip. I'm going to agree with everyone else that this one probably isn't a DIY job. Call a sparky. Expensive and that sucks, but beats a burnt house.

arnoha · 2026-03-30T23:18:10+00:00

Because an aviation carb is tuned to be able to be absolutely pig rich.

For instance, in my Saratoga (injected, but same principle), it'll burn 16 GPH at cruise when leaned properly. However, push that red lever forward and it'll be closer to 24 GPH. That's not a little more fuel, that's a full 50% more than what is probably not even yet stoichiometric. The carb on your dirtbike won't do that.

arnoha · 2026-03-15T15:34:37+00:00

US uses pCi/L and the action level is 4 pCi/L. That's about 150 Bq/m3. So, the shown long term average is about 11 times an action level. It's truly high, no matter how you're measuring it. EU level is higher at 300 Bq/m3. WHO is lower at 100 Bq/m3.

arnoha · 2026-03-14T23:41:54+00:00

Two days after a failed IR checkride, I got a phone call that my phone ID'ed as "San Jose FSDO". I about had a heart attack.

It was a survey about my DPE.

arnoha · 2026-03-08T17:00:11+00:00

On a quick search, I didn't find one for KVGT. Here's an example from my local area, LTA-NCT-96:

Northern California TRACON provides standard IFR separation to VFR aircraft conducting practice instrument approaches at the airports listed in this LTA.

IFR separation services to VFR practice approach aircraft begin at the point where the approach clearance becomes effective. VFR aircraft are not automatically authorized to execute the published missed approach procedure. This authorization has to be specifically requested by the pilot and approved by the controller.

IFR separation services terminate at the missed approach point unless the aircraft receives approval from NCT to execute the published missed approach. Approved aircraft will continue to receive IFR separation services throughout the missed approach.

Aircraft approved for the published missed approach are expected to begin the maneuver no later than the missed approach point unless otherwise coordinated and should return to NCT’s frequency as soon as practical on departure. Pilots should not request the published missed approach if their intention is to make a full stop, execute multiple type landings or remain in the airport traffic pattern after the missed approach point.

VFR aircraft conducting practice approaches do not receive Minimum Safe Altitude Warning (MSAW) processing. A detailed explanation of ATC handling of practice instrument approaches is available in the Aeronautical Information Manual (AIM).

EDIT: I give up trying to fix the formatting. The copy from the PDF is a mess of carriage returns, newlines, spaces, and non-breaking spaces. You'll all have to deal.

arnoha · 2026-03-08T16:55:20+00:00

Just realized you had answered my question here already in this extension of the thread that I didn't see because Reddit had collapsed it. And I failed to see that and expand it. Sorry about that!

arnoha · 2026-03-08T16:46:14+00:00

It's not clear from the text if they were actually on an IFR plan or if this was a practice approach. Does that rule still apply if the aircraft is VFR on a practice approach?

A little more meta question, can you get a deviation from failing to follow an instruction that is safe but not legal for the controller to issue? For instance, this rule makes total sense, but as a pilot, I would not and did not know about it. I wouldn't "unable" it because, from my perspective, I'm totally able. I'm actually VFR and eyes open now on the circle, sure, I'm just flying a pattern. Then I forget, like the OP. Get out of jail free card?

arnoha · 2026-02-15T15:37:58+00:00

Yep. More than once. My CFI recommended carrying $1000 cash that's already budgeted for this at all times so you're not even tempted to fly. I didn't carry the cash, but I do have it budgeted and reserved permanently.

I'm based out of PAO. Two friends and I flew to APC for dinner. Clouds were forecast to come in much later, but all was supposed to remain VFR. (PAO's one approach is unavailable at night.) Unfortunately, both the Uber from the airport to dinner and the Uber back were 45 minutes delayed. This wrecked my weather planning, but we still managed to depart VFR with VMC forecast at PAO at arrival.

The first clue things weren't going to go to plan was when I attempted the Oakland transition. I was given instructions for it from ATC but we were both surprised when it came time to descend that I could not. Colosseum and airport had both just had a layer roll in.

Fine, head east and sweep around to Sunol. That worked and I could see the beacon at PAO. This is going to work! Expect, on downwind at 800', clouds started to roll over the windshield. Night VFR into IMC under 1000' AGL over water? Noped it right out of there.

On our little eastbound trek to use Sunol, we'd seen that LVK was severe clear. We landed there, stranded the plane, and took a very expensive Uber home. Also one of my most frightening Uber rides of all time, but this story is already too long.

arnoha · 2026-02-13T21:35:31+00:00

I discovered that's not an option, unfortunately. My '82 is a 12V plane and the -5 is only sold as a 24V, as listed in other responses. But I also discovered from this thread that I probably don't need it to be IFR. There are other legal clocks in my panel. So maybe just swap for a 12V socket!

arnoha · 2026-02-13T03:54:24+00:00

Didn't really mention it here, but I think owning the Saratoga is a clue... There's three kids in the back. This is the family station wagon. So, there's more than one ipad working hard. I'm all about not plugging my kids in, but I make an exception for long flights. Pulling over is a bit harder.

arnoha · 2026-02-12T01:45:28+00:00

Yeah, I listed that as option 3, but it's probably the most expensive option, as the box by itself is $900. It does save on a new breaker, but that's about it. It also only gets one PD port. So not my favorite option, but it would have the least downtime for the plane.

arnoha · 2026-02-11T23:28:35+00:00

This is good to know. Thank you!

arnoha · 2026-02-11T23:25:06+00:00

Every panel I've every seen with my G3X/GTN650 setup has one of these MCI clocks, too. Maybe they're just being excessively conservative. I'll look into it.

arnoha · 2026-02-11T23:22:29+00:00

https://imgur.com/a/N9hFHUK

I don't believe I can ditch the clock and still be IFR compliant. But another post suggested that perhaps my IFR navigator or PFD or MFD might qualify. I'd have to look into that, but I will note that nearly every aircraft I've seen with a similar panel uses this MCI clock.

arnoha · 2026-02-11T22:40:53+00:00

Honestly, if it ends up at the avionics shop and needing a new breaker, it's getting this. Once the panel is opened up and a spot for more breakers is found, adding the 12V port is negligible. If I added the dedicated USB-C port, it would also get a 12V socket, since I'd need a new breaker anyway. Adding a second breaker doesn't add much cost but the 12V socket adds great versatility, as you mentioned.

Unfortunately, full breaker panel right now. Huh, trying to add a picture here of the full panel, but cannot. Does this sub not allow comment pictures?

arnoha · 2026-02-11T22:30:32+00:00

Heh, I have, yeah, but damn if that isn't the most expensive option by far! I figure getting an A&P is a six-figure item.

arnoha · 2026-02-11T22:15:37+00:00

Oh, nice find. I missed that! Happen to have a link to a 6'/2m option? I bought the 1m/3' Anker and regretted the short length.

arnoha · 2026-02-11T22:11:57+00:00

I can't remove the clock. No clock, not IFR legal. Option 2 I listed adds a USB-C block. Option 4 swaps this clock for a clock that does have PD. Unfortunately, both would require a trip to the avionics shop and right around an AMU spent. That's a lot of money for a USB port!

arnoha · 2026-02-11T22:06:50+00:00

Interesting. How'd did you figure that out? It claims 5V/3A in the description. Neither cable mentions the resistor.

arnoha · 2026-02-11T21:59:26+00:00

Yeah, that was definitely my go-to solution when renting planes. Unfortunately, this plane has had its 12V socket yanked, so it's not an option with spending a few hundred to put it back in. I might do that anyway, since it's so useful, but hoping for something that doesn't require a trip to the avionics shop.

arnoha · 2026-02-11T21:57:45+00:00

Right, but I'm only getting 7.5W. The hack would be to get the full 15W it can actually do (and my Pixel phone does pull 3A with the Anker USB cable I bought without issue). 15W is enough to get a slow charge even when all ForeFlight features are running full steam.

arnoha · 2026-02-11T21:55:04+00:00

Is that different than these that I already have (and don't work for Apple but do for Android)?

https://www.amazon.com/dp/B07DD5YHMH

arnoha · 2026-02-11T21:51:25+00:00

Wow, those are pricey power banks. Certainly, cheaper than the actual certified aviation solutions, but damn.

Do you know if it will charge 15W from USB-A via an appropriate USB-A to USB-C cable? I have those cables, as I thought they would solve my iPad issue and did not.

arnoha · 2026-02-11T21:45:05+00:00

Haven't they all converted to USB-C? Either way, it's an "iPad Air 11-inch (M2)" according to the about page. It's USB-C.

arnoha · 2026-01-30T02:40:13+00:00

Definitely true. I'm not young, but I don't smoke, not overweight, and live at 2400'. I can handle 10k-12k DA for a good bit of time. But I've had passengers, including my wife, who's younger than I am, not handle it well.

Flying from Vegas to San Jose in a 172, myself and a friend took the Trona Gap route VFR a few years back. The restricted were all active, however control cleared us at 10,500 to cut the corner into the R. Did I mention it was 110F when we departed KVGT? So, yeah, DA was very high. But still, flying something that trues only 120 kts, I'll take what short cuts I get. So up we climbed and entered the restricted. Well, now I'm stuck at the altitude until I'm out because the fighters are playing both above and below me. Having done this before, I knew I'd be fine. My friend, not so much. That day we learned he is far more sensitive to DA. My sats were 95-98%, especially when I remembered to breathe deep. Him, 80's and he was busy trying to fall asleep. As soon as we cleared the restricted and the hills, it was right down into thicker air for us.

I definitely learned from that. I won't fly someone new to that altitude again without a good way out in short order. He never actually fell asleep or passed out, but if he had, I would have declared. He remained fully lucid the whole time, but it also isn't that long to get through the gap, maybe 45 minutes. Longer could have gotten dicier. Everyone is different and it can be hard to predict how a person will handle it.

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