X-Virus-Scanned: clean according to Sophos on Logan.com From: "Charlie England" Received: from mail-ig0-f175.google.com ([209.85.213.175] verified) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTPS id 6962273 for flyrotary@lancaironline.net; Thu, 03 Jul 2014 09:56:44 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.213.175; envelope-from=ceengland7@gmail.com Received: by mail-ig0-f175.google.com with SMTP id h3so7910997igd.2 for ; Thu, 03 Jul 2014 06:56:09 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=20120113; h=message-id:date:from:user-agent:mime-version:to:subject:references :in-reply-to:content-type; bh=7ujCzB38GdR5IKZ+rE+PCTpNd005lx0Rx05lxsr5Cbc=; b=dPbFNuojID1AWaJkBbqIycphvnqJ1s6MfHq27xi2GE2pT0mSxRTpFFZFjjKQwhfEdk lOfDpPPJ63/fhszq7AaiO10p6DX6s0RpUMGndDVi26iKwqUFIEeNtJSoXYRi/c8KWvkk iR9/UbP5xL393soLsEykotT2pBxGm0mYd3+OjzRZpXLGGtUr77Z45jmXr5Eq8mCG1sub V5hF+ylNKHhvZ+vzo2ofT7ykGbvuYDzpZrJ3JHtPyfF9j4C5J8GZ06x7rGeo1Ii9hjM2 XgBl/Sf027KSt6KfzlOxalqiH1UF+39EtnjotHodnNdOjwCKk8+5M0cjbo+Odn/CJNx0 Y5Hg== X-Received: by 10.50.124.194 with SMTP id mk2mr35123138igb.42.1404395769144; Thu, 03 Jul 2014 06:56:09 -0700 (PDT) Return-Path: Received: from ?IPv6:2602:306:25fb:2d49:b5f9:9929:f4bc:7e41? ([2602:306:25fb:2d49:b5f9:9929:f4bc:7e41]) by mx.google.com with ESMTPSA id v9sm53045098igd.14.2014.07.03.06.56.06 for (version=TLSv1 cipher=ECDHE-RSA-RC4-SHA bits=128/128); Thu, 03 Jul 2014 06:56:08 -0700 (PDT) Message-ID: <53B5611D.2060500@gmail.com> Date: Thu, 03 Jul 2014 08:56:45 -0500 User-Agent: Mozilla/5.0 (Windows NT 6.1; WOW64; rv:24.0) Gecko/20100101 Thunderbird/24.6.0 MIME-Version: 1.0 To: Rotary motors in aircraft Subject: Re: [FlyRotary] Re: actual current use by a rotary? References: In-Reply-To: Content-Type: multipart/alternative; boundary="------------060504040402050006070705" This is a multi-part message in MIME format. --------------060504040402050006070705 Content-Type: text/plain; charset=windows-1252; format=flowed Content-Transfer-Encoding: 8bit Thanks to Dave L for the 2nd opinion :-) verifying current loads, and to Steve, for additional info. You mentioned using an inexpensive plugin meter for current measurement. Is it analog, or digital? If it's analog, it's probably doing a pretty good job of averaging the current. Charlie On 7/1/2014 10:13 PM, Stephen Izett wrote: > Charlie > > Don’t 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’t 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 > > > 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. >> >> 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 .3* >>> >>> *EM3 .5* >>> >>> *COILS (D585) 5* >>> >>> *INJECTORS (Renesis) 2* >>> >>> *FUEL PRESSURE PUMP x 1 8.4* >>> >>> *FUEL TRANSFER PUMP x 1 1.6* >>> >>> *O2 SENSOR 0.6 * >>> >>> *Total Engine 18.4* >>> >>> Steve Izett >>> >>> On 2 Jul 2014, at 5:08 am, Charlie England >>> > >>> wrote: >>> >>>> 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. >>>> >>>> Thanks, >>>> >>>> Charlie >>> >> > --------------060504040402050006070705 Content-Type: text/html; charset=windows-1252 Content-Transfer-Encoding: 8bit
Thanks to Dave L for the 2nd opinion  :-)  verifying current loads, and to Steve, for additional info.

You mentioned using an inexpensive plugin meter for current measurement. Is it analog, or digital? If it's analog, it's probably doing a pretty good job of averaging the current.

Charlie


On 7/1/2014 10:13 PM, Stephen Izett wrote:
Charlie

Don’t 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’t 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

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

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                                          .3

EM3                                         .5

COILS (D585)                          5

INJECTORS (Renesis)             2

FUEL PRESSURE PUMP  x 1  8.4

FUEL TRANSFER PUMP x 1  1.6

O2 SENSOR                             0.6      

Total Engine                            18.4

Steve Izett

On 2 Jul 2014, at 5:08 am, Charlie England <flyrotary@lancaironline.net> wrote:

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.

Thanks,

Charlie 




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