X-Virus-Scanned: clean according to Sophos on Logan.com From: "Mark Steitle" Received: from mail-qg0-f46.google.com ([209.85.192.46] verified) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTPS id 6963045 for flyrotary@lancaironline.net; Thu, 03 Jul 2014 17:27:00 -0400 Received-SPF: pass receiver=logan.com; client-ip=209.85.192.46; envelope-from=msteitle@gmail.com Received: by mail-qg0-f46.google.com with SMTP id q107so739843qgd.5 for ; Thu, 03 Jul 2014 14:26:24 -0700 (PDT) DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=gmail.com; s=20120113; h=mime-version:in-reply-to:references:date:message-id:subject:from:to :content-type; bh=SaaeMKumOABsnW50jJowWMijfZe5AAj7deGsUEWetNs=; b=ddlDgA1TkHMs+vPK2jh+oiHCHY3bgHvBxJomFMT+Ht5T454MVnccFGlQf/c5il+j7+ TTWCiGz8IR6VhtxP8jkRGlRZHEeJmKz5C7p/Kv7jdGRY7NW56vWxJ2GInfJeJ6YTV7gW kV8L4xmsZEtpFjKFalFwUxK8GT+s8HE+Qpu54WxMXbDzyfjUvjCExJmK5WTKr7L8ZSC2 iKe5bodXExWT802m6O1IWBcanz7rQNZ6lP7cMO+YrNLgr1bjZYPcK3Q4aOZfJyLddQFe V8TFNsLdzX4q8RVOsvksNndNf9dEqcXm7OnPC6ViEOlhnAVNwxaStTJxSx92GtxS7aak Sn6g== MIME-Version: 1.0 X-Received: by 10.224.87.130 with SMTP id w2mr11787433qal.5.1404422784087; Thu, 03 Jul 2014 14:26:24 -0700 (PDT) Received: by 10.140.28.8 with HTTP; Thu, 3 Jul 2014 14:26:24 -0700 (PDT) In-Reply-To: References: Date: Thu, 3 Jul 2014 16:26:24 -0500 Message-ID: Subject: Re: [FlyRotary] Re: actual current use by a rotary? To: Rotary motors in aircraft Content-Type: multipart/alternative; boundary=001a1133d5f628fd6a04fd50a929 --001a1133d5f628fd6a04fd50a929 Content-Type: text/plain; charset=ISO-8859-1 Charlie, My amp numbers may be a bit higher due to the Holley billet fuel pump (p/n 12-700). It pumps like Niagra Falls and likely draws more amps that the smaller RWS pump. Once in cruise I could switch to the RWS pump, but I don't know how much amperage it would save, if any. Also, there are a number of non-flight-essential items I could turn off to reduce the load in a pinch. This is one reason why I went with a two alternator system, so that I'll hopefully never have to find out how long the battery will last without an alternator feeding it juice. Mark On Thu, Jul 3, 2014 at 4:12 PM, Charlie England wrote: > Thanks for the info & the panel pic. Must be nice to have that much > panel height. :-) > > It's looking like the real killer is the fuel pump. If Dave's seen as low > as 4 amps, that might mean that a turbine style pump with PWM controller > would be worth pursuing. Yet another task to keep me from ever finishing.... > > Charlie > > On 7/3/2014 12:53 PM, Mark Steitle wrote: > > Charlie, > > My 3-rotor, along with typical electrical devices running, needs 36 amps. > This includes EC-2, EM-2, 6 fuel injectors, 6 ignition coils, 1 fuel pump, > EFIS, auto-pilot, NavCom, Xpndr, strobes, and M/T Electric prop > controller. Not sure what it needs just to keep the fan turning. My guess > is that I could probably cut that figure in half by turning off the xpndr, > radio, strobes, EFIS, and trailing coils. (It would be very interesting > trying to fly without the EFIS.) > > Thanks, > Mark > > > On Tue, Jul 1, 2014 at 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 >> >> >> > > --001a1133d5f628fd6a04fd50a929 Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: quoted-printable
Charlie,
=A0
My amp numbers may = be a bit higher due to the Holley billet fuel pump (p/n 12-700).=A0 It pump= s like Niagra Falls and likely draws more amps that the smaller RWS pump.= =A0 Once in cruise I could switch to the RWS pump, but I don't know how= much=A0amperage it=A0would save, if any.
=A0
Also, there=A0are a number of non-flight-essential=A0ite= ms I could turn off to reduce the load in a pinch.
=A0
= This is one reason why I went with a two alternator system, so that I'l= l hopefully never have to find out how long the battery will last without a= n alternator feeding it juice.
=A0
Mark
=A0
=A0=A0=A0


On Thu, Jul 3, 201= 4 at 4:12 PM, Charlie England <flyrotary@lancaironline.net&g= t; wrote:
=20 =20 =20
Thanks for the info & the panel pic. Must be nice to have that much panel height. :-)

It's looking like the real killer is the fuel pump. If Dave's= seen as low as 4 amps, that might mean that a turbine style pump with PWM controller would be worth pursuing. Yet another task to keep me from ever finishing....

Charlie

On 7/3/2014 12:53 PM, Mark Steitle wrote:
Charlie,
=A0
My 3-rotor, along with=A0typical electrical devices running,=A0needs 36 amps.=A0 This includes EC-2, EM-2,=A06 fuel injectors, 6 ignition coils, 1 fuel pump, EFIS, auto-pilot, NavCom,=A0Xpndr, strobes, and M/T Electric prop controller.=A0 No= t sure what it needs just to keep the fan turning.=A0 My guess is that I could=A0probably cut=A0that figure=A0in half by turning of= f the=A0xpndr, radio, strobes, EFIS, and trailing coils.=A0 (It would be very interesting trying to fly without the EFIS.)
=A0
Thanks,
Mark


On Tue, Jul 1, 2014 at 7:19 PM, steve Izett <flyrotary@lancaironline.net> wrote:
Hi Charlie

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

ENGINE

EC2=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0= =A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0 .3

EM3=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0= =A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0 .5

COILS (D585)=A0 =A0 =A0 =A0 =A0 =A0 =A0 =A0 =A0 =A0 =A0 =A0 =A0 5

INJECTORS (Renesis)=A0 =A0 =A0 =A0 =A0 =A0 =A02

FUEL PRESSURE PUMP=A0 x 1 =A08.4

FUEL TRANSFER PUMP=A0x 1 =A01.6

O2 SENSOR=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0= =A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0 0.6=A0=A0=A0=A0=A0=A0

Total Engine=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0= =A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0=A0 18.4

Steve Izett

On 2 Jul 2014, at 5:08 am, Charlie England <flyrotary@lanca= ironline.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=A0




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