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Rob, et al
Here's the electrical load analysis for my 320. This was published in
the LNN in the mid 90's. The analysis was modelled from the analysis for a
Grumman AA5-A Cheetah.
CONTINUOUS LOADS
Oil Temp gage
0.50
Fuel gage
0.03
Fuel gage
0.03
Battery
relay 0.60
Strobes
(3) Whelen
7.00
Pitot heat (deactive, 6.5)
Nav lites (3) Whelen
5.60
Panel
lites 4.25
Cabin lite
0.25
Turn/bank (Navaid A/P)
0.30
Autopilot (Navaid)
1.25
Hobbs hour meter
0.01
Clock 0.00
Graphic Engine Monitor
0.75
Master warning unit
0.08
Total
continuous 20.65
AVIONICS LOADS
Narco AT150 xpdr
1.60
Narco AR850
encoder 0.35
King KX155
nav/com
0.70
King KI 209 OBS
0.20
Michel MX11 com
0.90
GPS (Magellan Skynav) 0.30
RST 504 Audio
panel 1.00
RST 123 Marker
rcvr
0.10
WX-8 Stormscope
0.35
Total Avionics
loads 5.50
Total continouous loads
26.15
SHORT TERM LOADS
Fuel
pump 0.65
Flaps 8.00
Landing
light 7.50
Landing
gear 29.00
Radio xmit (delta
amps) 6.80
Total short term
loads 51.95
Total max
load 78.10
Note that the alternator field current does not enter into this. (For what
it's worth, I have a 5A CB protecting that circuit - per B&C
instructions.)
The regs for certificated A/C require that the continuous loads not exceed
80% of the alternator rated output. Experimentals do not have to meet
that, as I understand it, but it seems to be a good standard.
I am flyiny with a Nippendenso 35A alternator from Mark Landoll, and have
had no problems. With the gear in transit, I see a healthy discharge on
the ampmeter, but not to worry. When (and if) I activate the probe heat,
I'm not going to worry about that either. Not all the continuous loads are
really continuous.
Dick Alden
LNC2/320.....N425A
Ft Worth, Spinks (FWS)
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