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Jims RV-8
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Date: 8-27-2021
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Number of Hours: 0.00
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Manual Reference:
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Brief Description: Electrical Wiring Decisions - Failure Modes
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The design of my failure modes would be as follows…
1. If any single appliance faults/shorts/fails then the fuse/CB will trip or else the CB could be pulled and the flight continues as long it’s not a necessary appliance.
2. If the main alternator fails, the backup alternator can support roughly 30A (in cruise) which is plenty, I can manually load shed the luxuries like seat heat…and use lights if needed at the end of the flight for landing - continue flight
3. If the backup alternator ALSO fails, I switch on the TCW battery backup (6Ah) to power my GEA24 (engine monitor), GSU25 (ADAHRS), GTN650 (nav/comm/gps), and G3X primary display. The G5 (backup PFD, GPS) which has it’s own backup battery. This capacity will last me about 1 hour. I also have the use of my main battery (18Ah) if needed, which would extend the battery capacity to the likely fuel limit of the airplane - land when able, within 3-4 hours.
4. If the master battery contactor fails open, in-flight (highly unlikely, right) – I would still have the TCW backup (1 hour) and would have the use of my main battery juice (18Ah), by flipping the E-bus switch to bring the main battery capacity online and feed the two 2 rows of CB's - land when able, within 2-3 hours.
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