AeroElectric-List Digest Archive

Tue 08/11/15


Total Messages Posted: 1



Today's Message Index:
----------------------
 
     1. 06:26 PM - Re: electrical system planning (Justin Jones)
 
 
 


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    Time: 06:26:45 PM PST US
    From: Justin Jones <jmjones2000@mindspring.com>
    Subject: Re: electrical system planning
    Ryan, I have a very similar setup using the efii system and used the Z13/8 diagram (modified for the efii components). I am very happy with it and would be gl ad to share my diagram with you if you'd like. I used a standard aircraft pr imary alternator and used the B&C 410H on the vacuum pump as my backup. Keep in mind that it is unlikely that all of your electrical components will run continuously all the time. Also, you can manually load shed during oper ations that require the use of your backup alternator if needed. The 410H is a hefty alternator and will put plenty of amps to keep up with your system. A low voltage warning system is absolutely critical! Justin > On Aug 10, 2015, at 17:55, Ryan Brown <ribrdb@gmail.com> wrote: > > I'm working on figuring out the system architecture for my plane. > It's an rv9 with all glass panel and an O320 with electrically dependent f uel injection (EFII). > The mission is typically cross countries including some night flight and I FR, though it would typically be going through a layer of clouds to VFR on t op. > > Here's what I've got for my load analysis: > Fuel pump: 5 A > Ignition/Fuel injectors: 5 A > > So already the SD-8 is out. > For minimal comfortable flight I'd add: > Primary EFIS: 3.1 A > Transponder: 0.4 A > > Total: 13.5 > > Add in the rest of the avionics for normal flight: > gtn650 nav/com 2.2A > intercom 0.1A > adsb in 0.2A > Backup efis 3.1 A > (total 19.1) > > Then 10A for pitot heat, and lights: > strobes 2.5A > position lights 1.2A > landing lights 1.8A > > I'm not including the motors for trim, flaps, or auto pilot here. Also I'm assuming the comms aren't transmitting. Are these the right assumptions for the load analysis? > > It seems like Z-12 is the best option for me here. I have to use a 20-30 a mp backup alternator to keep the engine running. That gives me enough juice t o keep nearly everything running, so Z-13/8 doesn't seem useful. > > Z-12 shows an SD-20 backup alternator with it's own switch. I'm assuming n ormal operation is with Master on ALT and Aux Alternator on OFF. When you ge t low volts warning, you switch Master to BAT and Aux Alternator to ON. > > Is there some advantage to wiring it this way instead of having the standb y alternator take over automatically when the voltage drops? Or is that actu ally what Z-12 is showing, and you'd normally fly with Aux Alternator ON? > > Also I see that Z-12 shows Battery, Master, and Endurance busses. What's t he point? It seems I'd put the minimum equipment on the battery bus, and eve rything else could be on master. It's probably just as many switch flips to s hed load on the master bus as it is to reconfigure the endurance bus. > I guess the endurance bus also give you an extra route to the battery if t he master switch or battery contactor fails, but why not just put the import ant devices on the battery bus? > > > 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3 D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3 D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3 D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D 3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3 D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D =3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D=3D >




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