Designation: F2490 − 05´1

Standard Guide for

Aircraft Electrical Load and Power Source Capacity
Analysis1
This standard is issued under the fixed designation F2490; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A
superscript epsilon (´) indicates an editorial change since the last revision or reapproval.

ε1 NOTE—Corrected parentheses in Eq 6 editorially in March 2007.

1. Scope 3. Terminology
1.1 This guide covers how to prepare an electrical load 3.1 Definitions of Terms Specific to This Standard:
analysis (ELA) to meet Federal Aviation Administration (FAA) 3.1.1 abnormal electrical power operation (or abnormal
requirements. operation), n—occurs when a malfunction or failure in the
1.2 The values given in SI units are to be regarded as the electric system has taken place and the protective devices of
standard. the system are operating to remove the malfunction or failure
from the remainder of the system before the limits of abnormal
1.3 This standard does not purport to address all of the operation are exceeded.
safety concerns, if any, associated with its use. It is the 3.1.1.1 Discussion—The power source may operate in a
responsibility of the user of this standard to establish appro- degraded mode on a continuous basis when the power charac-
priate safety and health practices and determine the applica- teristics supplied to the using equipment exceed normal opera-
bility of regulatory limitations prior to use. tion limits but remain within the limits for abnormal operation.
2. Referenced Documents 3.1.2 alternate source, n—second power source that may be
used instead of the normal source, usually on failure of the
2.1 FAA Aeronautics and Space Airworthiness Standards:2 normal source.
14 CFR 23.1309 Normal, Utility, Acrobatic, and Commuter 3.1.2.1 Discussion—The use of alternate sources creates a
Category Airplanes—Equipment, Systems, and Installa- new load and power configuration and, therefore, a new
tions electrical system that may require separate source capacity
14 CFR 23.1351 Normal, Utility, Acrobatic, and Commuter analysis.
Category Airplanes—General 3.1.3 cruise, n—condition during which the aircraft is in
14 CFR 23.1353 Normal, Utility, Acrobatic, and Commuter level flight.
Category Airplanes—Storage Battery Design and Instal-
lation 3.1.4 electrical source, n—electrical equipment that
14 CFR 23.1419 Normal, Utility, Acrobatic, and Commuter produces, converts, or transforms electrical power.
Category Airplanes—Ice Protection 3.1.5 electrical system, n—consists of an electrical power
14 CFR 23.1529 Normal, Utility, Acrobatic, and Commuter source, the electrical wiring interconnection system, and the
Category Airplanes—Instructions for Continued Airwor- electrical load(s) connected to that system.
thiness 3.1.6 emergency electrical power operation (or emergency
14 CFR 91 General Operating and Flight Rules operation), n—condition that occurs following a loss of all
14 CFR 135.163 Operating Requirements: Commuter and normal electrical generating power sources or another malfunc-
On Demand Operations and Rules Governing Persons on tion that results in operation on standby power (batteries or
Board Such Aircraft—Equipment Requirements: Aircraft other emergency generating source such as an auxiliary power
Carrying Passengers under IFR unit (APU) or ram air turbine (RAT)) only, or both).
3.1.7 ground operation and loading, n—time spent in pre-
1
paring the aircraft before the aircraft engine starts.
This guide is under the jurisdiction of ASTM Committee F39 on Aircraft
Systems and is the direct responsibility of Subcommittee F39.01 on Design,
3.1.7.1 Discussion—During this period, the APU, internal
Alteration, and Certification of Electrical Systems. batteries, or an external power source supplies electrical power.
Current edition approved Oct. 1, 2005. Published October 2005. DOI: 10.1520/
3.1.8 landing, n—condition starting with the operation of
F2490-05E01.
2
Available from U.S. Government Printing Office Superintendent of Documents, navigational and indication equipment specific to the landing
732 N. Capitol St., NW, Mail Stop: SDE, Washington, DC 20401. approach and following until the completion of the rollout.

Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
Copyright by ASTM Int'l (all rights reserved); Tue Dec 11 09:31:24 EST 2012
1
Downloaded/printed by
Universidad Pontificia Bolivariana pursuant to License Agreement. No further reproductions authorized.
 F2490 − 05´1
3.1.9 nominal rating, n—this rating of a unit power source is 5. Basic Principles
its nameplate rating and is usually a continuous duty rating for 5.1 A load analysis is essentially a summation of the electric
specified operating conditions. loads applied to the electrical system during specified operating
3.1.10 normal ambient conditions, n—typical operating conditions of the aircraft. The ELA requires the listing of each
conditions such as temperature and pressure as defined by the item or circuit of electrically powered equipment and the
manufacturer’s technical documentation. associated power requirement. Note that the power require-
3.1.11 normal electrical power operation (or normal opera- ment for an item may have several values, depending on the
tion) , n—assumes that all the available electrical power system utilization for each phase of aircraft operation.
is functioning correctly with no failures or within the Master 5.2 To arrive at an overall evaluation of electrical power
Minimum Equipment List (MMEL) limitations, if a MMEL requirement, it is necessary to give adequate consideration to
has been approved (for example, direct current (DC) transient demand requirements, which are of orders of magni-
generators, transformer rectifier units, inverters, main batteries, tude or duration to impair system voltage or frequency
APU, and so forth). stability, or both, or to exceed short-time ratings of power
3.1.12 normal source, n—provides electrical power sources, that is, intermittent/momentary and cyclic loads. This
throughout the routine aircraft operation. is essential, since the ultimate use of an aircraft’s ELA is for
the proper selection of characteristics and capacity of power-
3.1.13 takeoff and climb, n—condition starting with the
source components and the resulting assurance of satisfactory
takeoff run and ending with the aircraft leveled off and set for
performance of equipment under normal, abnormal, and emer-
cruising.
gency operating power conditions.
3.1.14 taxi, n—condition from the aircraft’s first movement
under its own power to the start of the takeoff run and from 5.3 A large majority of general aviation aircraft uses only
completion of landing rollout to engine shutdown. DC power. If an aircraft also uses AC power, the ELA will have
to include the AC loads as well.
4. Significance and Use 6. Procedure for Preparation of Electrical Load Analysis
4.1 To show compliance with 14 CFR 23.1351, you must 6.1 Content—The load and power source capacity analysis
determine the electrical system capacity. report should include the following sections:
4.2 14 CFR 23.1351(a)(2) states that: 6.1.1 Introduction,
4.2.1 For normal, utility, and acrobatic category airplanes, 6.1.2 Assumptions and Criteria,
by an electrical load analysis or by electrical measurements 6.1.3 Load Analysis—Tabulation of Values,
that account for the electrical loads applied to the electrical 6.1.4 Emergency and Standby Power Operation, and
system in probable combinations and for probable durations; 6.1.5 Summary and Conclusions.
and 6.2 Introduction:
4.2.2 For commuter category airplanes, by an electrical load 6.2.1 The introduction to the ELA report should include
analysis that accounts for the electrical loads applied to the information to assist the reader in understanding the function of
electrical system in probable combinations and for probable the electrical system with respect to the operational phases of
durations. the aircraft.
4.3 The primary purpose of the electrical load analysis 6.2.2 Typically, the introduction to the ELA should contain
(ELA) is to determine electrical system capacity (including the following:
generating sources, converters, contactors, bus bars, and so 6.2.2.1 Brief description of aircraft type, which may also
forth) needed to supply the worst-case combinations of elec- include the expected operating role for the aircraft;
trical loads. This is achieved by evaluating the average demand 6.2.2.2 Electrical system operation, which describes normal,
and maximum demands under all applicable flight conditions. abnormal, and emergency operations, bus configuration with
A summary can then be used to relate the ELA to the system circuit breakers, and connected loads for each bus. A copy of
capacity and can establish the adequacy of the power sources the bus wiring diagram or electrical schematic should also be
under normal, abnormal, and emergency conditions. included in the report;
NOTE 1—The ELA should be maintained throughout the life of the 6.2.2.3 Generator, alternator, and other power source de-
aircraft to record changes to the electrical system, which may add or scription and related data (including such items as battery
remove electrical loads to the system. discharge curves, inverter, emergency battery, and so forth).
4.4 The ELA that is produced for aircraft-type certification Typical data supplied for power sources would be as shown in
should be used as the baseline document for any subsequent Table 1;
changes. When possible, the basic format of the original ELA 6.2.2.4 Operating logic of system (for example, automatic
should be followed to ensure consistency in the methodology switching, loading shedding, and so forth); and
and approach. 6.2.2.5 List of installed equipment.
4.5 The original ELA may be lacking in certain information, 6.3 Assumptions and Criteria—All assumptions and design
for instance, time available on emergency battery. It may be criteria used for the analysis should be stated in this section of
necessary to update the ELA using the guidance material the ELA. For example, typical assumptions for the analysis
contained in this guide. may be identified as follows:

Copyright by ASTM Int'l (all rights reserved); Tue Dec 11 09:31:24 EST 2012
2
Downloaded/printed by
Universidad Pontificia Bolivariana pursuant to License Agreement. No further reproductions authorized.
 F2490 − 05´1
TABLE 1 Typical Data for Power Sources certification of the airplane and should include calculations
Identification 1 2 3 appropriate to these cases. All MMEL items must be accounted
Item DC Generator Inverter Battery for in the load analysis to ensure that the electrical system
Number of units 2 1 1 capacity is not exceeded when all items are functional.
Continuous rating 250 A 300 VA (total) 35 Ah
(Nameplate) ... ... ... 6.4.1.5 Circuit Breaker—Identify each circuit breaker by
5-s rating 400 A ... ... circuit name or identification number.
2-min rating 300 A ... ...
Voltage 30 V 115 VAC 24 VDC 6.4.1.6 Load at Circuit Breaker—The ampere loading for
Frequency ... 400 Hz ... each circuit.
Power factor ... 0.8 ...
Manufacturer ABC XYZ ABC
6.4.1.7 Operating Time:
Model number 123 456 789 (1) The operating time is usually expressed as a period of
Voltage regulation ±0.6 V ±2 % ... time (seconds/minutes) or may be continuous, as appropriate.
Frequency regulation ... 400 Hz ± 1 % ...
Equipment operating time is often related to the average
operating time of the aircraft. If the “on” time of the equipment
is the same or close to the average operating time of the
6.3.1 Most severe loading conditions and operational envi- aircraft, then it could be considered that the equipment is
ronment in which the airplane will be expected to operate are operating continuously for all flight phases.
assumed to be night and in icing conditions; (2) In such cases in which suitable provisions have been
6.3.2 Momentary/intermittent loads, such as electrically op- made to ensure that certain loads cannot operate
erated valves, that open and close in a few seconds are not
simultaneously, or there is reason for assuming certain combi-
included in the calculations;
nations of load will not occur, appropriate allowances may be
6.3.3 Motor load demands are shown for steady-state op-
made. Adequate explanation should be given in the summary.
eration and do not include starting inrush power. The overload
(3) In some instances, it may be useful to tabulate the data
ratings of the power sources should be shown to be adequate to
using a specified range for equipment operating times, such as
provide motor starting inrush requirements;
follows:
6.3.4 Intermittent loads such as communications equipment
5-s Analysis All loads that last longer than 0.3 s
(radios, for example, VHF/HF communication systems) that should be entered in this column.
may have different current consumption depending on operat- 5-min Analysis All loads that last longer than 5 s
ing mode (that is, transmit or receive); should be entered in this column.
Continuous Analysis All loads that last longer than 5
6.3.5 Maximum continuous demand of the electrical power min should be entered in this column.
system must not exceed 100 % of the load limits of the
alternator(s) or generator(s) that are equipped with current (4) Alternatively, the equipment operating times could be
monitoring capability; expressed as actual operating time of equipment in seconds or
6.3.6 Cyclic loads such as heaters, pumps, and so forth (duty minutes or as continuous operation. In the example given in
cycle); and Appendix X1, the approach taken is to show either continuous
6.3.7 Estimation of load current, assuming a voltage drop operation or to identify a specific operating time in seconds/
between bus bar and load. minutes.
6.4 Load Analysis—Tabulation of Values—A typical load 6.4.1.8 Condition of Aircraft Operation—Phase of preflight
and power source analysis would identify the following details and flight (such as ground operation and loading, taxi, takeoff,
in tabular form: cruise, and land). For aircraft, the conditions in Table 2 could
6.4.1 Connected Load Table—See Appendix X1. be considered.
6.4.1.1 Aircraft Bus—Identify the appropriate electrical bus 6.4.2 Calculations:
being evaluated. In a multiple bus configuration, there will be 6.4.2.1 The following equations can be used to estimate
a set of tables for each bus (that is, DC Bus 1, DC Bus 2, AC total current, total current rate, and average demand for each of
Bus 1, Battery Bus, and so forth). the aircraft operating phases (ground operation and loading,
6.4.1.2 Condition of Power Sources—Normal, abnormal engine start, taxi, takeoff and climb, cruise, and landing):
(abnormal conditions to be specified, for example, one genera-
tor inoperative, two generators inoperative, and so forth), and Total Current ~ A ! 5 Sum of All Current Loads (1)
emergency.
Operating at a Given Time
6.4.1.3 Aircraft Operating Phases—The following aircraft
operating phases should be considered for the ELA. Assume
“night” conditions as the worst-case scenario.
NOTE 2—Icing conditions should be considered for worst-case sce- TABLE 2 Condition of Aircraft Operation
narios if the aircraft is approved for flight into known icing in accordance
Ground operations and loading 15 min typically
with 14 CFR 23.1419. However, in some cases, the icing system is Engine start 5 min typically
deactivated or not installed, so icing may not always be the worst-case. Taxi 10 min typically
6.4.1.4 Permissible Nonserviceable Conditions—The analy- Takeoff and climb 20 min typically
Cruise as appropriate for aircraft type
sis should also identify permissible nonserviceable conditions Landing 20 min typically
likely to be authorized in the MMEL, if approved, during the

Copyright by ASTM Int'l (all rights reserved); Tue Dec 11 09:31:24 EST 2012
3
Downloaded/printed by
Universidad Pontificia Bolivariana pursuant to License Agreement. No further reproductions authorized.
 F2490 − 05´1
Total Current Rate ~ A 2 min! 5 (2) 6.5.3 Five Minutes of Electrical Power Requirement by 14
CFR 23.1351(g):
Number of Units Operating Simultaneously 3 Current per Unit ~ A ! 3
6.5.3.1 The ELA must show the airplane can operate safely
Operating Time ~ min! in visual flight rules (VFR) conditions and initially at the
maximum certificated altitude for a period of not less than 5
Average Demand or Average Load ~ A ! 5 Total Current ~ A
min during emergency operation conditions.
2 min! ÷Duration of Ground or Flight Phase ~ min! (3) 6.5.4 Thirty Minutes of Electrical Power Requirement by 14
6.4.2.2 It can be considered that at the start of each CFR 23.1353(h):
operating period (for example, taxi, takeoff, and so forth), all 6.5.4.1 This section addresses the 30 min of electrical power
equipment that operates during that phase is switched “on,” requirement under 14 CFR 23.1353(h) incorporated by
with intermittent loads gradually being switched “off.” Amendment 23-49. This guide only addresses the requirement
6.4.3 Additional Considerations for Non-Ohmic or Con- of 14 CFR 23.1353(h) and not the electrical power require-
stant Power Devices (for example, Inverters)—In some cases, ments that an airplane can operate safely in VFR conditions
the currents drawn at battery voltage (for example, 20 to 24 under 14 CFR 23.1351(g) or the electrical power sources
VDC) are higher than at the generated voltage (for example, 28 requirements in 14 CFR 135.163.
VDC) and will influence the emergency flight conditions on 6.5.4.2 The requirements of 14 CFR 23.1353(h) are as
battery. However, for resistive loads, the current drawn will be follows: In the event of a complete loss of the primary
reduced because of the lower battery voltage. electrical power generating system, the battery must be capable
of providing at least 30 min of electrical power to those loads
6.4.4 System Regulation:
that are essential to continued safe flight and landing. The
6.4.4.1 The system voltage and frequency should be regu-
30-min time period includes the time needed for the pilots to
lated to ensure reliable and continued safe operation of all
recognize the loss of generated power and take appropriate
essential equipment while operating under the normal and
load shedding action.
emergency conditions, taking into account the voltage drops
6.5.4.3 Refer to the guidance in FAA Advisory Circular 14
that occur in the cables and connections to the equipment.
CFR 23.1309-1C for determining the loads that are essential to
6.4.4.2 The defined voltages are those supplied at the continued safe flight and landing. Continued safe flight and
equipment terminals and allow for variation in the output of the landing is defined as follows: This phrase means that the
supply equipment (for example, generators, alternators, and airplane is capable of continued controlled flight and landing,
batteries), as well as voltage drops caused by cable and possibly using emergency procedures, without requiring ex-
connection resistance. ceptional pilot skill or strength. Upon landing, some airplane
NOTE 3—Voltage drop between bus bar and equipment should be damage may occur as a result of a failure condition.
considered in conjunction with bus bar voltages under normal, abnormal, 6.5.4.4 The 30-min power bus should include all systems
and emergency operating conditions in the estimation of the terminal that could cause a catastrophic failure condition under 14 CFR
voltage at the equipment (that is, reduced bus bar voltage in conjunction
with cable volt drop could lead to malfunction or shutdown of equipment). 23.1309, Failure Hazard Assessment. In some cases, it may not
be practical to include all systems on the 30-min power bus that
6.4.5 Load Shedding—Following the loss of a generator/ could cause a catastrophic failure condition. For example,
alternator, it is assumed a 5-min period will elapse before any systems with large heating loads for ice protection may not be
manual load shedding by the flight crew, provided that the included on the 30-min electrical power bus; however, the
failure warning system has clear and unambiguous attention- possible hazards that could cause catastrophic failure condi-
getting characteristics as required by 14 CFR 23.1351(c)(4). tions should be minimized.
Any automatic load shedding is assumed to take place imme- 6.5.4.5 To minimize the hazard is to reduce, lessen, or
diately. diminish to the least practical amount with current technology
NOTE 4—You should use 10 min where no flashing warning is provided and materials. The least practical amount is that point at which
to the flight crew. Where automatic load shedding is provided, a the effort to further reduce a hazard significantly exceeds any
description of the load(s) that will be shed should be provided with any benefit in terms of safety derived from that reduction. Addi-
specific sequencing, if applicable. tional efforts would not result in any significant improvements
6.5 Emergency or Standby Power Operations: to safety and would inappropriately add to the cost of the
6.5.1 Where standby power is provided by non-time-limited product.
sources such as a RAT, APU, and pneumatic or hydraulic 6.5.4.6 A review of aircraft operating rule equipment
motor, the emergency loads should be listed and evaluated such requirements, the Airplane Flight Manual (AFM) and the Type
that the demand does not exceed the capacity of the standby Certificate Data Sheet must be made for any additional
power source. essential items for continued safe flight and landing.
6.5.2 When a battery is used to provide a time-limited 6.5.4.7 Tests and analyses should be considered for deter-
emergency supply, an analysis of battery capacity should be mining the rated operating capacity of the battery, the normal
undertaken. This should be compared with the time necessary service life, and the continued airworthiness requirement of 14
for the particular phase (for example, from gear extension to CFR 23.1529.
landing, including rollout) of the flight in which batteries are 6.5.4.8 For these tests and analyses, the following should be
used instead of normal electrical power sources. established:

Copyright by ASTM Int'l (all rights reserved); Tue Dec 11 09:31:24 EST 2012
4
Downloaded/printed by
Universidad Pontificia Bolivariana pursuant to License Agreement. No further reproductions authorized.
 F2490 − 05´1
(1) For the operating capacity, the discharge rate, a 12-V battery or a 20-V minimum voltage for a 24-V battery
temperature, and end-point voltage, and for a period of 85 % of the 1-h rate (that is, 60 × .85 or 51 min).
(2) For the airworthiness requirement, the inspection
NOTE 5— If the airframe or equipment manufacturer specifies a
schedule, useful battery life, and end of life. different end point voltage, then that must be used.
6.5.5 Battery Condition Calculations—Battery capacity is
the ability to produce a specified amount of current for a 6.5.6.7 Following a generator system failure and before the
specified amount of time and is estimated from either a pilot has completed load shedding; the battery may be sub-
practical test, which involves applying typical aircraft loads for jected to high discharge currents with a resultant loss of
a period of time, or by calculation. It is important that efficiency and capacity. To make allowance for such losses, the
considerations be given to the initial conditions of the aircraft calculated power consumed during the preload shed period
(for example, condition and state of charge of battery). should be factored by an additional 20 % if the average
6.5.6 Calculation: discharge current in amps is numerically more than twice the
6.5.6.1 An assessment of the battery performance requires a 1-h rating of the battery.
load analysis of the expected loads compared to the discharge 6.5.6.8 Note that the discharge rate of a lead-acid battery is
figures of the battery manufacturer’s discharge curves and data different than that of a nickel-cadmium battery. Fig. 1 shows a
sheets. This will show whether the battery has the capacity to typical discharge curve for lead-acid and nickel-cadmium
supply the required power when needed. battery at a 5-A discharge rate.
6.5.6.2 The capacity of a battery is expressed as: 6.5.6.9 Unless otherwise stated, for the purpose of this
calculation, a battery capacity at normal ambient conditions of
Rate of discharge ~ A ! 80 % of the datasheet-rated capacity at the 1-h rate, and a 90 %
3 Time to discharge ~ h ! to a specified voltage level (4) state of charge, may be assumed. This results in a capacity of
6.5.6.3 Normally expressed in A-h, but for a typical load approximately 72 % (90 % of 80 %) of nominal datasheet-
analysis, calculations are usually expressed in A-min (that is, rated capacity at +20°C. This is typically rounded to 75 % for
A-h × 60). However, this is not a linear function. With heavier calculations. The allowance for battery endurance presumes
discharge currents, the discharge time deceases more rapidly so that the requirements for periodic battery maintenance have
that the power available is less (that is, reduced efficiency). been accomplished in accordance with the Instructions for
6.5.6.4 To make an accurate assessment of battery duration, Continued Airworthiness. Extreme ambient conditions such as
reference should be made to the manufacturer’s discharge extreme cold should be factored in accordance with the
curves. However, it is recognized that these may not be manufacturer’s technical information.
available, and certain assumptions and approximations are 6.5.7 Battery-Charging Current Analysis—The charging
provided to allow for this case. current for any aircraft battery is based on the total elapsed
6.5.6.5 Because of the problem of definition of capacity, it is time from the beginning of the charge and is calculated using
first necessary to ensure that all calculations are based on the the following formula:
1-h rate. Some manufacturers, however, do not give this on the I 5 A 3C (5)
nameplate and quote the 5-h rate. For these calculations, as a
where:
general rule, it may be assumed that the 1-h rate is 85 % of the
quoted 5-h rate. I = average charging current in A,
6.5.6.6 Battery capacity at the 1-h rate requires the battery A = A-h capacity of the battery based on the 1-h discharge
to maintain a 10-V minimum voltage or end point voltage for rate, and

FIG. 1 Typical Discharge Rates of Lead-Acid and Nickel-Cadmium Batteries

Copyright by ASTM Int'l (all rights reserved); Tue Dec 11 09:31:24 EST 2012
5
Downloaded/printed by
Universidad Pontificia Bolivariana pursuant to License Agreement. No further reproductions authorized.
 F2490 − 05´1

C = battery-charging factor taken from the battery-charging 7. Example of an Electrical Load Analysis
curve supplied with battery data (graphical data). 7.1 As stated previously, the ELA is designed to show the
6.5.8 Example of How to Calculate the Battery Duration: capability of the electrical system under various ground and
6.5.8.1 Check the nameplate capacity of the battery and flight operating conditions. The analysis should verify that the
assume 75 % is available (for example, 12 A-h = 720 A-min). electrical power sources would provide power to all circuits of
Therefore, 75 % is equal to 540 A-min. the aircraft.
6.5.8.2 Estimate the normal or preload shed cruise con- 7.2 The example provided is intentionally oversimplified to
sumption (assume worst-case cruise at night). For example, 15 clarify the process involved. The applicable design organiza-
A (15 A × 5 min = 75 A-min). This assumes 5 min for pilot to tion is responsible for the selection of the method of analysis.
shed essential loads following a low-voltage warning. Any 7.3 A simple electrical load utilization and analysis for an
automatic load shedding can be assumed to be immediate and aircraft is provided in Appendix X1.
need not be considered in the preload shed calculations.
6.5.8.3 Estimate the minimum cruise load necessary to 8. Practical Test (Ground or Air)
maintain flight after the generator/alternator has failed (for 8.1 Practical testing may be used as a method of verifying
example, 10 A). certain loads and would be appropriate as supporting data to
6.5.8.4 Estimate the consumption required during the land- the ELA.
ing approach (for example, 20 A for 5 min (100 A-min)). The
cruise duration is therefore: 9. Electrical Measurement Method for Load
Battery Capacity 2 ~ Preload Shed1Landing Load! ~ a ! 2 ~~ b ! 1 ~ d !!
Determination
5
Cruise Load ~c! 9.1 Section 23.1351(a)(2) allows normal, utility, and acro-
540 2 ~ 751100! 365 batic category airplanes to determine electrical loads by
5 5 5 36.5min (6) measurement. Measurements must account for loads applied to
10 10
the electrical system in probable combinations and durations
Total Duration 5 Preload Shed Cruise Time1Cruise Duration
for the aircraft.
1Landing Time Total Duration 5 5136.515 5 46.5min 9.1.1 Do not substitute circuit breaker current values instead
(7) of direct measurements as they have a safety margin designed
6.6 Summary and Conclusions: in and are primarily to protect the wiring. Circuit breaker
6.6.1 Summary: current values are not an accurate indication of actual circuit
6.6.1.1 The ELA summary should provide evidence that for current during operations.
each operating condition, the available power can meet the 9.1.2 Current values will be stated in amperes, measured at
loading requirements with adequate margin for both peak loads the normal system voltage.
and maximum continuous loads. This should take into account 9.1.3 Ensure bus voltage remains within the normal range
both the normal and abnormal (including emergency) operating by applying external power during current measurements.
conditions. 9.2 Measure total current for each operational phase of the
6.6.1.2 For AC power systems, these summaries should aircraft by use of a calibrated ammeter in the battery terminal
include power factor and phase loadings. or other primary electrical source to master relay circuit.
6.6.2 Conclusions—The conclusions should include state- 9.2.1 Both in-circuit and clamp-on ammeters are acceptable
ments that confirm that the various power sources can satis- for current measurement.
factorily supply electrical power to necessary equipment dur-
ing normal and abnormal operation under the most severe 10. Keywords
operating conditions as identified in the analysis. You should 10.1 ELA; electrical load; electrical load analysis; FAA;
confirm that the limits of the power supplies are not exceeded. Federal Aviation Administration

Copyright by ASTM Int'l (all rights reserved); Tue Dec 11 09:31:24 EST 2012
6
Downloaded/printed by
Universidad Pontificia Bolivariana pursuant to License Agreement. No further reproductions authorized.
 F2490 − 05´1
APPENDIXES

(Nonmandatory Information)

X1. SIMPLE DC ELECTRICAL LOAD ANALYSIS (NORMAL AND EMERGENCY)

X1.1 Electrical Load Analysis—Normal Operating Con- X1.3.1.5 Clock;

ditions (see Table X1.1) X1.3.1.6 Engine monitoring instruments;
X1.1.1 Assumptions: X1.3.1.7 Instrument panel dimming;
X1.1.1.1 Most severe operating condition is considered to X1.3.1.8 Measured current value for emergency operations
be night IFR with pitot heat operating, is 11.6 A;
X1.1.1.2 Motor load demands are shown for steady state X1.3.1.9 Includes master solenoid current draw and inter-
operation and do not include inrush current draw, nally protected units; and
X1.1.1.3 Load shedding is accomplished manually by pilot X1.3.1.10 Unnecessary loads have been shed.
within 5 min of warning annunciation, X1.3.2 Battery Capacity—35 Ah, 75 % of capacity = 26.25
X1.1.1.4 Measured loads by a calibrated Fluke clamp-on Ah or 1575 A-min.
DC ammeter on battery terminal to master relay cable, and X1.3.3 Normal Preload Shed Consumption—35.0 A or 175
X1.1.1.5 Maximum demand must not exceed 80 % of alter- A-min (based on 5 min to recognize and shed loads).
nator data plate rating.
X1.3.4 Minimum Cruise Load Consumption (Emergency
X1.2 Power Sources Operations)—11.6 A or 232 A-min (based on 20 min to land
X1.2.1 See Table X1.2. once loads are shed).
X1.3.5 Approach/Landing Load Consumption—19.1 A or
X1.3 Emergency and Standby Power Operation 191 A-min (based on 10 min for approach/land).
X1.3.1 Equipment Powered Under Emergency Conditions: X1.3.6 Cruise Duration—Battery capacity − (preload shed
X1.3.1.1 Nav/Comm—Measured current value for emer- + landing load)/cruise load = 1575 − (175 + 191)/11.6 = 104
gency operations is 11.6 A; min.
X1.3.1.2 Audio panel—Master ON;
X1.3.1.3 Transponder/encoder—Unnecessary loads are X1.3.7 Total Duration—Preload shed cruise + cruise dura-
shed; tion + landing time = 119 min.
X1.3.1.4 Turn coordinator—Includes master solenoid cur-
rent draw and internally protected units; X1.4 Summary and Conclusions
X1.4.1 Alternator has adequate generating capacity for
TABLE X1.2 Power Sources current maximum load requirements.
Continuous
Number Rating
Voltage
Model
X1.4.2 Battery, when properly maintained, will provide the
Item (DC Manufacturer minimum requirements for duration under emergency opera-
Installed (DC Number
Volts)
Amperes) tions.
Alternator 1 60 13.75 Motorcraft DOFF103JJ
Battery 1 35Ah 12 Gill G35 X1.4.3 Maximum demand load is less than 80 % of alter-
nator system capacity.

TABLE X1.1 Electrical Load Analysis—Normal Operating Conditions

Normal Operations
Load at Condition
Circuit/ Circuit Operating Taxing— 10 min Takeoff/Land—10 min Cruise—60 min
Circuit of Aircraft
System Breaker Time (min) Ampere Ampere Ampere
Breaker Operation Ampere Ampere Ampere
min min min
Stall warning A1 0.2 0.1 Stall configuration ... ... ... ... 0.2 0.04
Turn Coordinator A2 1.5 Continuous Master ON 1.5 15 1.5 15 1.5 90
Audio Panel A3 0.7 ... ... 0.7 7 0.7 7 0.7 42
Taxi Light B1 6.2 ... Taxi only 6.2 62 ... ... ... ...
Landing Light B2 7.5 ... Takeoff and landing ... ... 7.5 75 ... ...
Nav Lights B3 5 ... ... 5 50 5 50 5 300
Radio #1 C1 0.6 Continuous ... 0.6 60 0.6 60 0.6 36
Radio #2 C2 0.8 Continuous ... 0.8 80 0.8 80 0.8 48
Cabin Lights A4 3 Continuous ... 3 42 4.2 42 4.2 252
Pitot Heat B4 7 Continuous ... ... ... 7 70 7 420
Flaps B5 2.5 0.2 ... ... ... 0.2 0.5 ... ...

Copyright by ASTM Int'l (all rights reserved); Tue Dec 11 09:31:24 EST 2012
7
Downloaded/printed by
Universidad Pontificia Bolivariana pursuant to License Agreement. No further reproductions authorized.
 F2490 − 05´1

X2. RELATED DOCUMENTS

X2.1 FAA Advisory Circulars3 AC 25.981–1B—Fuel Tank Ignition Source Prevention

X2.1 AC 120–136—Protection of Aircraft Electrical/ Guidelines
Electronic Systems Against the Indirect Effects of Lightning AC 25.1353–1—Electrical Equipment and Installations
AC 25–1357–1—Circuit Protective Device Accessibility
AC 21–16D—RTCA Document DO-160D
AC 33.28–1—Compliance Criteria for 14CFR Part 33.28,
AC 23.1309–1C—Equipment, Systems, and Installations in
Aircraft Engines, Electrical and Electronic Engine Control
Part 23 Airplanes
Systems
AC 23.1311–1A—Displays of Electronic Displays in Part 23
Airplanes X2.2 Foreign Civil Aviation Authority Documents3
AC 23–2—Flammability Tests X2.2 Australian Civil Aviation Safety Authority AC 21-
AC 25–10—Guidance for Installation of Miscellaneous, 38(0)—Aircraft Electrical Load Analysis and Power Source
Nonrequired Electrical Equipment Capacity
AC 25–16—Electrical Fault and Fire Prevention and Pro- New Zealand Civil Aviation Authority AC 43-14—N
tection Avionics, Installation–Acceptable Technical Data
AC 25.869–1—Electrical System Fire and Smoke Protection
X2.3 Military Standards3
X2.3 MIL-E-7016F—Analysis of Aircraft Electric Load
3
and Power Source Capacity
Available from U.S. Government Printing Office Superintendent of Documents,
732 N. Capitol St., NW, Mail Stop: SDE, Washington, DC 20401. MIL-STD-704F—Aircraft Electric Power Characteristics

ASTM International takes no position respecting the validity of any patent rights asserted in connection with any item mentioned
in this standard. Users of this standard are expressly advised that determination of the validity of any such patent rights, and the risk
of infringement of such rights, are entirely their own responsibility.

This standard is subject to revision at any time by the responsible technical committee and must be reviewed every five years and
if not revised, either reapproved or withdrawn. Your comments are invited either for revision of this standard or for additional standards
and should be addressed to ASTM International Headquarters. Your comments will receive careful consideration at a meeting of the
responsible technical committee, which you may attend. If you feel that your comments have not received a fair hearing you should
make your views known to the ASTM Committee on Standards, at the address shown below.

This standard is copyrighted by ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959,
United States. Individual reprints (single or multiple copies) of this standard may be obtained by contacting ASTM at the above
address or at 610-832-9585 (phone), 610-832-9555 (fax), or [email protected] (e-mail); or through the ASTM website
(www.astm.org). Permission rights to photocopy the standard may also be secured from the ASTM website (www.astm.org/
COPYRIGHT/).

Copyright by ASTM Int'l (all rights reserved); Tue Dec 11 09:31:24 EST 2012
8
Downloaded/printed by
Universidad Pontificia Bolivariana pursuant to License Agreement. No further reproductions authorized.