and do it without requiring battery recharging between flights. Going through all that work did convince me that my arbitrarily selected alternator/ battery combination will, indeed, adequately handle all of the electrical loads I will normally impose on the system. With the help of the data in Table 1, I worked out an abbreviated UTILIZATION LOAD ANALYSIS (that means I simply totaled the numbers).
Well, let’s see now I will fare with my small 35 amp alternator installation.
This handicap, generally, is not a problem when you are equipped with an alternator because it is capable of providing power at very low engine rpm. An aircraft so equipped - especially one that is typically flown for only short flights - will soon have a completely drained (dead) battery on board. This is so because a generator ordinarily cuts out any time the engine rpm falls below 1,000 to 1,200. If you plan to use a generator instead of an alternator, your battery will, most likely, have to supply all of the electrical utilization loads during the landing and taxi phases of each flight. However, besides being a heavier, low ca pacity unit, it has another undesirable characteristic. In flight a generator would perform as well as an alternator, of course. Well, what about a generator? Wouldn't it do the same? If my current utilization is only 25 amperes, the alternator will happily supply the entire 25 ampere load and will, in addition, charge the battery at up to 10 amperes or less, depending on the state of charge in the battery. Right?Īny current utilization over 35 amperes (in this example, 10 amperes) will, therefore, have to be drawn from the battery until the electric load is reduced, or until the battery is drained. If my electrical load (ampere use) in flight is 45 amperes and my alternator is rated (current controlled) at 35 amperes, the alternator will, nevertheless, only be capable of supplying up to 35 amperes. In other words, will my equipment be using more amperes in flight than I will have available?Ĭonsider this situation. The battery I intend to buy (at the very last minute) is a 30 Ampere Gell Cell because it is to be located inside the cockpit by my feet.īefore getting into any other electrical details my first objective was to determine if I will have an electric capacity problem with that combination of alternator and battery.
provided it can handle all the electrical equipment I plan to install. Naturally, I would prefer to use it in my RV-6 rather than buy another alternator. It is a small Toyota unit rated at 35 amperes. I already have an alternator for my Lycoming 0-320 engines.
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