William Slaughter said:
Items such as flaps do not need to be on the endurance bus, as they are not required for the enroute portion of a flight following a (presumed) alternator failure. When the airport is made, you flip the battery master back on and run your flaps or whatever. Since most electrical items can be turned off or simply not used, the primary rationales for the e-bus are to not have the master contactor sucking up any of the remaining battery power. and to have quick, convenient load shedding.
William,
Allow me to pose a counterpoint.
One big benefit to having an e-bus, that is alternately fed, is that if your master contactor fails, you have options. This is in addition to the obvious advantage of "pre-calculated" load shedding. But anyway, go with me on this one for a minute...
Flaps. Certainly don't need them to land my RV-7, but I'd definitely prefer to land with flaps down if I have a choice.
So what happens if the master contactor fails? All of those extra items you might think to place on your MAIN bus because they're non-essential...well, they're now INOP since the main bus is offline. It's not like you even have the option of flipping the master back on when the airport is made. With a dead contactor, you're SOL.
When I set up my RV-7's electrical system, I put several more items on my E-bus than ordinarily would be there. Fuel pump, flaps, trim, etc. Stuff that is normally OFF and momentary loads. My feeling is that by putting them on the E-bus, I've built better reliability into the system. Not only do I NOT have to "flip the master on" (assuming the main contactor is still alive), possibly letting more smoke out of the wires if that's the case, but I provided these "nice to haves" an alternate source of power than the contactor.
For what it's worth, my Main bus is only a 10-circuit fuse block. My E-bus, on the other hand, is a 20-circuit fuse block.
Food for thought...