X-Virus-Scanned: clean according to Sophos on Logan.com From: "Stephen Izett" Received: from mail-pa0-f48.google.com ([209.85.220.48] verified) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTPS id 6960200 for flyrotary@lancaironline.net; Tue, 01 Jul 2014 23:14:22 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.220.48; envelope-from=steveize@gmail.com Received: by mail-pa0-f48.google.com with SMTP id et14so11652181pad.7 for ; Tue, 01 Jul 2014 20:13:48 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=20120113; h=from:content-type:message-id:mime-version:subject:date:references :to:in-reply-to; bh=Ioo/W173l7jYfc/Fqv26XiHMGKwVP+I2Zy5g6jCHs6o=; b=il1PmsB4Crg+0T9gigm6pQ8ipFrwfQ75Bh8yvPRgDdq79y9gOEfoe+0KFxSoPH//bU ONRMmOGLQ2QJRBZEKjksd8neiDZTqow8mWesgBj1kG/8ElurYyciLXnyTXyESRyOnvKp yLrU2F4ieQM/12v8Wp2BWXya9BTpq2BBXOOwLKa2CuM96djS/NnAk2qCO94L1Z7cyU95 uoSVzz3HxGihURzueazcbI/uFBz73aLlonhviwSzpTTeamnB/vS2dtgI5Kmco5JCfTtZ zzq95GqOWbNO2+7Nw9XIEH5uoPZlgMFqgg6A6KAofrrciFnsDjHKVzrx23jHfhMFxopO KQ6w== X-Received: by 10.66.232.68 with SMTP id tm4mr813047pac.114.1404270828272; Tue, 01 Jul 2014 20:13:48 -0700 (PDT) Return-Path: Received: from [10.1.1.12] (58-7-119-247.dyn.iinet.net.au. [58.7.119.247]) by mx.google.com with ESMTPSA id vx10sm123838977pac.17.2014.07.01.20.13.45 for (version=TLSv1 cipher=ECDHE-RSA-RC4-SHA bits=128/128); Tue, 01 Jul 2014 20:13:47 -0700 (PDT) X-Google-Original-From: Stephen Izett Content-Type: multipart/alternative; boundary="Apple-Mail=_CFB4B604-BB46-439D-8E4C-12A750CBF0BE" Message-Id: <79D903D2-1FA9-4F60-9EB4-869B43EAB0F4@icloud.com> Mime-Version: 1.0 (Mac OS X Mail 7.3 \(1878.2\)) Subject: Re: [FlyRotary] Re: actual current use by a rotary? Date: Wed, 2 Jul 2014 11:13:43 +0800 References: To: Rotary motors in aircraft In-Reply-To: X-Mailer: Apple Mail (2.1878.2) --Apple-Mail=_CFB4B604-BB46-439D-8E4C-12A750CBF0BE Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=windows-1252 Charlie Don=92t know if it is wise but I have wired our electron traffic = management as follows: 1. A Main 32 way blade fuse block which is broken into two busses: A & B = being - (The blade fuse block enables me to patch a current meter to any circuit = to see whats happening. Helpful when setting up or trouble shooting but = just nice and compact otherwise BUT I can=92t just re-energise a circuit = like with circuit breakers, though blade size circuit brakes do exist = nowadays. This main fuse block is mounted directly below main system = switches so is very accessible) A. FLIGHT CRITICAL (16 fuses) fed by a keyswitch: EC2(A), EC2(B), EM3, O2, Prop Pitch, Engine Fuel Pres Pump, Engine = Backup Fuel Pres Pump, Fuel Transfer Pump, Backup Fuel Transfer Pump, = Pri Fuel Injectors, Sec Fuel Injectors, Leading Coils, Trailing Coils.=20= Notes 1. All engine fuel is fed from a header tank of 8 gallons with the = transfer pumps feeding the header from the main wing tank Note 2. Separate power and return feeds to Pri and Sec Inj & Leading and = Trailing Coils, fuel pumps. B. AVIONONICS (16 fuses) feb by Avionoics master switch: RHS Dynon EFIS, FHS Dynon EFIS, Flight Computer of my own, Com Radio, = Transponder, Autopilot servos, Position Lights, Strobe Lights etc, C. LANDING GEAR PUMP switched through seperate breaker (this mongrel = draws ~30 amps) Our airplane is plastic so return lines are very important. We have = separate main return paths - quiet and noisy. Steve =20 On 2 Jul 2014, at 10:08 am, Charlie England = wrote: > Wow, Steve, that's great detailed info; I was just hoping to get the = total. I was expecting the injectors to draw more than the coils, but = with all the coils together under 5 amps (and even better for the = injectors), then my wiring architecture can get a lot simpler. >=20 > Many thanks, >=20 > Charlie >=20 > On 7/1/2014 7:19 PM, steve Izett wrote: >> Hi Charlie >>=20 >> I think these are in the ball park but not measured under flying = conditions only idle. >>=20 >> ENGINE >>=20 >> EC2 .3 >>=20 >> EM3 .5 >>=20 >> COILS (D585) 5 >>=20 >> INJECTORS (Renesis) 2 >>=20 >> FUEL PRESSURE PUMP x 1 8.4 >>=20 >> FUEL TRANSFER PUMP x 1 1.6 >>=20 >> O2 SENSOR 0.6 =20 >>=20 >> Total Engine 18.4 >>=20 >> Steve Izett >>=20 >> On 2 Jul 2014, at 5:08 am, Charlie England = wrote: >>=20 >>> Has anyone with an ammeter installed measured their engine's actual = current draw (controller, injectors, plugs, fuel pump) with everything = but the engine shut down, and the alternator offline? IIRC, Bernie Kerr = once did a battery duration test & discontinued after ~40 minutes, but I = don't recall seeing any actual current measurements. >>>=20 >>> Thanks, >>>=20 >>> Charlie=20 >>=20 >=20 --Apple-Mail=_CFB4B604-BB46-439D-8E4C-12A750CBF0BE Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=windows-1252 Charlie

Don=92t know if it is = wise but I have wired our electron traffic management as = follows:
1. A Main 32 way blade fuse block which is broken = into two busses: A & B being -
(The blade fuse block = enables me to patch a current meter to any circuit to see whats = happening. Helpful when setting up or trouble shooting but just nice and = compact otherwise BUT I can=92t just re-energise a circuit like with = circuit breakers, though blade size circuit brakes do exist nowadays. = This main fuse block is mounted directly below main system switches so = is very accessible)

A. FLIGHT CRITICAL (16 = fuses) fed by a keyswitch:
EC2(A), EC2(B), EM3, O2, Prop = Pitch, Engine Fuel Pres Pump, Engine Backup Fuel Pres Pump, Fuel = Transfer Pump, Backup Fuel Transfer Pump, Pri Fuel Injectors, Sec Fuel = Injectors, Leading Coils, Trailing Coils. 
Notes 1. All = engine fuel is fed from a header tank of 8 gallons with the transfer = pumps feeding the header from the main wing tank
Note 2. = Separate power and return feeds to Pri and Sec Inj & Leading and = Trailing Coils, fuel pumps.

B. AVIONONICS (16 = fuses) feb by Avionoics master switch:
RHS Dynon EFIS, FHS = Dynon EFIS, Flight Computer of my own, Com Radio, Transponder, Autopilot = servos, Position Lights, Strobe Lights etc,

C. = LANDING GEAR PUMP switched through seperate breaker (this mongrel draws = ~30 amps)

Our airplane is plastic so return = lines are very important. We have separate main return paths - quiet and = noisy.

Steve

 
<= div>
On 2 Jul 2014, at 10:08 am, Charlie England <flyrotary@lancaironline.net> wrote:

=20 =20
Wow, Steve, that's great detailed = info; I was just hoping to get the total. I was expecting the injectors to draw more than the coils, but with all the coils together under 5 amps (and even better for the injectors), then my wiring architecture can get a lot simpler.

Many thanks,

Charlie

On 7/1/2014 7:19 PM, steve Izett wrote:
Hi Charlie

I think these are in the ball park but not measured under flying conditions only idle.

ENGINE

EC2       = ;            &= nbsp;           &nb= sp;          .3

EM3       = ;            &= nbsp;           &nb= sp;         .5

COILS (D585)              =             5

INJECTORS (Renesis)            =  2

FUEL PRESSURE PUMP  x 1 =  8.4

FUEL TRANSFER PUMP x 1 =  1.6

O2 = SENSOR           &n= bsp;           &nbs= p;     0.6       =

Total = Engine           &n= bsp;           &nbs= p;    18.4

Steve Izett


= --Apple-Mail=_CFB4B604-BB46-439D-8E4C-12A750CBF0BE--