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Deems Davis
Joined: 09 Jan 2006
Posts: 925
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 Posted: Mon Jul 17, 2006 3:49 pm Post subject: Electric Load analysis |
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I'm starting to get serious about the electrical system, and have put
together an initial cut at a load analysis for my electrical system. I
don't recall seeing any posts previously that contained similar
information, however with 37 flying examples I'm sure that there are
some 'proven' examples. I'm leaning towards the Aero Electric Z13/20
architecture at the moment (had been planning on a Z14 but think it's
overkill for me), which includes the endurance buss concept w/ a back-up
alternator.
I , for one would be REALLY excited to see ANY examples of what other
builders have done (or are contemplating) in the way of their load
analysis. I'm attaching a copy of my initial spreadsheet, and would
welcome any review / critique that others may offer. Just remember that
I'm no Sparky either and all this electron stuff is 'magic' to me. So be
gentle with any critique. O
THANKS
Deems Davis # 406
Fuse/Finishing
http://deemsrv10.com/
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Download |
| Filename: |
RV10_load_analysis.xls |
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18.5 KB |
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123 Time(s) |
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dmasys(at)cox.net
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| Posted: Mon Jul 17, 2006 4:34 pm Post subject: Electric Load analysis |
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Looks about right, Deems. I have the Z13 ("all electric airplane on a budget") architecture in my -7A, and am doing the same for the -10. Steady state alternator loads with everything turned on except the pitot heat are about 20-25 amps (with TruTrak/alt hold, GX60, three electric gyros, SL30, GTX327, GRT EIS and Duckworks lights in both wings). I have the 8 amp backup alternator on the engine accessory pad, with the plan to shed load to a manageable level on the endurance bus in case of main alternator failure. I suppose I'll spring for a 60 amp alternator for the -10, but Van's 35 amp bargain basement alternator and solid state voltage regulator are really adequate for the current RV, and the new one actually has a lower load analysis due to the relatively small current draw of the GRT displays relative to motor driven gyros.
-Dan Masys
40448
---- Deems Davis <deemsdavis(at)cox.net> wrote:
| Quote: | I'm starting to get serious about the electrical system, and have put
together an initial cut at a load analysis for my electrical system. I
don't recall seeing any posts previously that contained similar
information, however with 37 flying examples I'm sure that there are
some 'proven' examples. I'm leaning towards the Aero Electric Z13/20
architecture at the moment (had been planning on a Z14 but think it's
overkill for me), which includes the endurance buss concept w/ a back-up
alternator.
I , for one would be REALLY excited to see ANY examples of what other
builders have done (or are contemplating) in the way of their load
analysis. I'm attaching a copy of my initial spreadsheet, and would
welcome any review / critique that others may offer. Just remember that
I'm no Sparky either and all this electron stuff is 'magic' to me. So be
gentle with any critique. O
THANKS
Deems Davis # 406
Fuse/Finishing
http://deemsrv10.com/
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rick.conti(at)boeing.com
Guest
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| Posted: Tue Jul 18, 2006 5:23 am Post subject: Electric Load analysis |
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Deems,
I took a quick look at your spreadsheet, it's a good list. I would
expect the SL30, SL40, and transponder to have two current draws. One
when receiving and a higher one when transmitting.
You might want to add the current draw of the starter when it's
cranking. I have a completely electronic panel. Meaning my oil
pressure gauge is part of the EFIS. Hence the EFIS must be on when I
start the engine. The voltage drop on a 12 volt system when the starter
is cranking is sufficient to "reboot" any electronics that are
operating. That is why I opted for a 24 volt system. To give you some
idea of the voltage drop during engine start, multiply the battery's
internal resistance by the starter current draw. Then subtract that
number from 12. That will give you the voltage available during start.
Thank You
Rick Conti
The Boeing Company
Senior Engineering Manager
office: 703 - 414 - 6141
blackberry: 571 - 215 - 6134
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dmasys(at)cox.net
Guest
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| Posted: Tue Jul 18, 2006 8:03 am Post subject: Electric Load analysis |
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| Quote: | The voltage drop on a 12 volt system when the starter
is cranking is sufficient to "reboot" any electronics that are
operating. That is why I opted for a 24 volt system.
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My GRT EIS has never rebooted during 12v. engine cranking, though if I happen to have left the GX60 on during a start, the GPS/Comm will occasionally do so while cranking the engine. Risk of this probably depends upon the particular EFIS unit you have.
The Grand Rapids engine monitor has been the absolutely most rock stable and reliable electronic system in the airplane, which is one of the reasons I chose to go with their EFIS also for the -10. (Don't know yet if the EFIS will be as resistant to voltage sags as the EIS is.)
-Dan Masys
40448
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jwt(at)roadmapscoaching.c
Guest
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| Posted: Tue Jul 18, 2006 2:04 pm Post subject: Electric Load analysis |
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Deems,
Thanks for initiating this and providing another example of a load analysis.
I have enclosed a copy of my load analysis and wire list. I have not
verified every item and would really appreciate anyone's comments or
corrections. I too am looking at the Z13 2-alternator design. I need to
credit Tim O and others for originating and refining these spreadsheets (but
I don't guarantee the loads are all correct).
John Testement
jwt(at)roadmapscoaching.com
40321
Richmond, VA
Finish kit - gear legs and wheels
--
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| Description: |
|
Download |
| Filename: |
RV-10_Wire_Book-Load_Analysis.xls |
| Filesize: |
205 KB |
| Downloaded: |
119 Time(s) |
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