VansAirForceForums  
Home > VansAirForceForums

- POSTING RULES
- Donate yearly (please).
- Advertise in here!

- Today's Posts | Insert Pics


Go Back   VAF Forums > Model Specific > RV-10
Register FAQ Members List Calendar Today's Posts

Reply
 
Thread Tools Search this Thread Display Modes
  #11  
Old 04-01-2016, 07:28 AM
RV10inOz's Avatar
RV10inOz RV10inOz is offline
 
Join Date: May 2008
Location: Brisbane Qld. Aust.
Posts: 2,271
Default

We have 3 screens, GTN750, stormscope, old skool strobes and lights??etc??.60A is fine.

If I could have a 70-80A I would though.

Better looking at it than looking for it!
__________________
______________________________

David Brown

DYNON Authorised Dealer and Installer


The two best investments you can make, by any financial test, an EMS and APS!
Reply With Quote
  #12  
Old 04-01-2016, 07:41 AM
grubbat's Avatar
grubbat grubbat is offline
 
Join Date: May 2012
Location: Ga
Posts: 662
Default Low amps

I went with low amp led lights and just A 35 amp accessory pad mounted alternator. Less weight and efficient. Autoelectric is great source of info.
__________________
Craig

RV-3 Sold
RV-4 Sold
RV-6a Sold
RV-9 IO-360 CS, Built and Flying
Aerostar 600A, Family Hotrod
Reply With Quote
  #13  
Old 04-01-2016, 08:09 AM
bill@fusion4.net's Avatar
bill@fusion4.net bill@fusion4.net is offline
 
Join Date: Feb 2011
Location: Suwanee, GA
Posts: 415
Default

3 screen g3x with 650, all lights are LED, VPX, and a iphone and ipad charging on USB, and see 18 amps with all lights on. Only thing not on would be flaps/AP servos and Pitot heat. Have a 60 amp primary and 30 amp on vacuum pad. Would be fine really with the 30 amp only.
__________________
Bill Thomasson
RV-10 - Flying - Phase II. 99.8% done... it's never really done!
http://sites.google.com/a/fusion4.net/rv10/
Suwanee, GA.
Reply With Quote
  #14  
Old 04-01-2016, 12:19 PM
MK77 MK77 is offline
 
Join Date: Apr 2013
Location: Evanston, IL
Posts: 124
Default

Quote:
Originally Posted by Carl Froehlich View Post
Unless you are running 747 landing lights, a 60 amp alternator is fine.

Now - don't forget that you have responsibility on how you run your electrical system. The first job of your alternator is to recharge the battery. If you jump a dead battery to get the engine started and launch into IMC, even with an alternator putting out more than needed to keep up with what you have on you will have no battery reserve if the alternator fails.

Determine your reserve electrical capacity need (in flight time and then into amp/hrs) and then design and operate to always have at least that much available.

Carl
True! That reminds me of a DA42 crash several years ago. The DA42 has dual ECUs that control every aspect of the engine and prop. The pilot came out to find a dead battery so he jumped the battery and took off. When he pulled the gear up after takeoff the voltage dropped just low enough to cause an ECU failure and both engines died. After that they implemented backup batteries for each ECU.
__________________
Matt K.
RV-7 Tip-up - Flying!
XP Superior IO-360 w/cold air sump, Catto 3 blade prop
Garmin G3X
CFI, CFII, MEI
Reply With Quote
  #15  
Old 04-01-2016, 01:08 PM
Bevan Bevan is offline
 
Join Date: Sep 2007
Location: BC
Posts: 1,674
Default

Quote:
Originally Posted by MK77 View Post
True! That reminds me of a DA42 crash several years ago. The DA42 has dual ECUs that control every aspect of the engine and prop. The pilot came out to find a dead battery so he jumped the battery and took off. When he pulled the gear up after takeoff the voltage dropped just low enough to cause an ECU failure and both engines died. After that they implemented backup batteries for each ECU.
Really? This causes me to loose a lot of faith in the engineering of newer certified aircraft. And now it's a bandaid solution namely, "lets add another battery because we didn't predict the effects of the first one failing". What makes them think they know the failure mode and implications of the backup battery failing? i.e. how do you monitor the condition of the backup battery, how do you know it's failure mode? Will a bad backup battery cause a cascading electrical failure? Why not have a backup battery to operate the gear? Just to keep this RV related I will say, I feel my home brew electrical system is more robust and tolerant than this relatively new design you speak of.
__________________
RV7A Flying since 2015
O-360-A1F6 (parallel valve) 180HP
Dual P-mags
Precision F.I. with AP purge valve
Vinyl Wrapped Exterior
Grand Rapids EFIS
Located in western Canada

Last edited by Bevan : 04-01-2016 at 01:09 PM. Reason: grammar
Reply With Quote
  #16  
Old 04-01-2016, 03:25 PM
BillL BillL is offline
 
Join Date: Sep 2007
Location: Central IL
Posts: 5,516
Default

I went through this exercise and it was a really eye opener looking up all the conditions and details for power draw. In the end, it will be a documentation in phase i for the various flight configurations and amp draw.

Like a strobe, use surge or continuous, will it blow a fuse during surge? I did not know, but Stein said I would be fine so I moved on. 60A PP.

Regardless of reaching a definitive answer, building the amp list and being adding checks for configurations to yield a total is a good thing to think through. It will be interesting to see how close the real numbers will be.

One plus is LED landing lights, rather than the original planned incandescent.
__________________
Bill

RV-7
Lord Kelvin:
“I often say that when you can measure what you are speaking about,
and express it in numbers, you know something about it; but when you
cannot measure it, when you cannot express it in numbers, your knowledge
is of a meager and unsatisfactory kind.”
Reply With Quote
Reply



Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

vB code is On
Smilies are On
[IMG] code is On
HTML code is Off
Forum Jump


All times are GMT -6. The time now is 08:54 AM.


The VAFForums come to you courtesy Delta Romeo, LLC. By viewing and participating in them you agree to build your plane using standardized methods and practices and to fly it safely and in accordance with the laws governing the country you are located in.