I've got 3 electrical questions that I hope someone can help me with:
1. I'm a little confused about the concept of an e-bus and the redundancy it provides. I thought an e-bus was primarily to protect against a failure of the battery contactor. But, when going through old posts I see alot of discussion of load requirements and amps. Why is electrical load a factor? Wouldn't total amps on the e-bus only be an issue if there was an alternator failure in addition to a battery contactor failure?
2. Is there any way to wire an avionics master switch with an e-bus (if the e-bus doesn't include all of the avionics)?
3. Some people here on the forum have argued against using an avionics master because it could provide a single point of failure. I understand this, but how much of a concern is this? I've never had any switch in an aircraft fail and I've never heard of an accident resulting from an avionics master switch failure. Is this more of a theoretical concern?
1. I'm a little confused about the concept of an e-bus and the redundancy it provides. I thought an e-bus was primarily to protect against a failure of the battery contactor. But, when going through old posts I see alot of discussion of load requirements and amps. Why is electrical load a factor? Wouldn't total amps on the e-bus only be an issue if there was an alternator failure in addition to a battery contactor failure?
2. Is there any way to wire an avionics master switch with an e-bus (if the e-bus doesn't include all of the avionics)?
3. Some people here on the forum have argued against using an avionics master because it could provide a single point of failure. I understand this, but how much of a concern is this? I've never had any switch in an aircraft fail and I've never heard of an accident resulting from an avionics master switch failure. Is this more of a theoretical concern?