Designation: F 2490 – 05e1

Standard Guide for

Aircraft Electrical Load and Power Source Capacity
Analysis1
This standard is issued under the fixed designation F 2490; 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 (e) indicates an editorial change since the last revision or reapproval.

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e1 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
1.3 This standard does not purport to address all of the from the remainder of the system before the limits of abnormal
safety concerns, if any, associated with its use. It is the operation are exceeded.
responsibility of the user of this standard to establish appro- 3.1.1.1 Discussion—The power source may operate in a
priate safety and health practices and determine the applica- degraded mode on a continuous basis when the power charac-
bility of regulatory limitations prior to use. teristics supplied to the using equipment exceed normal opera-
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
2.1 FAA Aeronautics and Space Airworthiness Standards:2 used instead of the normal source, usually on failure of the
14 CFR 23.1309 Normal, Utility, Acrobatic, and Commuter normal source.
Category Airplanes—Equipment, Systems, and Installa- 3.1.2.1 Discussion—The use of alternate sources creates a
tions new load and power configuration and, therefore, a new
14 CFR 23.1351 Normal, Utility, Acrobatic, and Commuter electrical system that may require separate source capacity
Category Airplanes—General analysis.
14 CFR 23.1353 Normal, Utility, Acrobatic, and Commuter 3.1.3 cruise, n—condition during which the aircraft is in
Category Airplanes—Storage Battery Design and Instal- level flight.
lation 3.1.4 electrical source, n—electrical equipment that pro-
14 CFR 23.1419 Normal, Utility, Acrobatic, and Commuter duces, 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-
paring the aircraft before the aircraft engine starts.
1
This guide is under the jurisdiction of ASTM Committee F39 on Normal and 3.1.7.1 Discussion—During this period, the APU, internal
Utility Category Airplane Electrical Wiring Systems and is the direct responsibility batteries, or an external power source supplies electrical power.
of Subcommittee F39.01 on Design, Alteration, and Certification.
Current edition approved Oct. 1, 2005. Published October 2005.
3.1.8 landing, n—condition starting with the operation of
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.

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 F 2490 – 05e1
3.1.9 nominal rating, n—this rating of a unit power source 5. Basic Principles
is its nameplate rating and is usually a continuous duty rating 5.1 A load analysis is essentially a summation of the electric
for 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) genera- transient demand requirements, which are of orders of magni-
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tors, transformer rectifier units, inverters, main batteries, APU, tude or duration to impair system voltage or frequency stabil-
and so forth). ity, or both, or to exceed short-time ratings of power sources,
3.1.12 normal source, n—provides electrical power that is, intermittent/momentary and cyclic loads. This is essen-
throughout the routine aircraft operation. tial, since the ultimate use of an aircraft’s ELA is for the proper
3.1.13 takeoff and climb, n—condition starting with the selection of characteristics and capacity of power-source com-
takeoff run and ending with the aircraft leveled off and set for ponents and the resulting assurance of satisfactory performance
cruising. of equipment under normal, abnormal, and emergency operat-
3.1.14 taxi, n—condition from the aircraft’s first movement ing power conditions.
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
determine the electrical system capacity. 6.1 Content—The load and power source capacity analysis
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
system in probable combinations and for probable durations; 6.1.4 Emergency and Standby Power Operation, and
and 6.1.5 Summary and Conclusions.
6.2 Introduction:
4.2.2 For commuter category airplanes, by an electrical load
analysis that accounts for the electrical loads applied to the 6.2.1 The introduction to the ELA report should include
electrical system in probable combinations and for probable information to assist the reader in understanding the function of
durations. the electrical system with respect to the operational phases of
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
forth) needed to supply the worst-case combinations of elec- 6.2.2.1 Brief description of aircraft type, which may also
trical loads. This is achieved by evaluating the average demand include the expected operating role for the aircraft;
and maximum demands under all applicable flight conditions. 6.2.2.2 Electrical system operation, which describes normal,
A summary can then be used to relate the ELA to the system abnormal, and emergency operations, bus configuration with
capacity and can establish the adequacy of the power sources circuit breakers, and connected loads for each bus. A copy of
under normal, abnormal, and emergency conditions. the bus wiring diagram or electrical schematic should also be
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:

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TABLE 1 Typical Data for Power Sources during the certification of the airplane and should include
Identification 1 2 3 calculations appropriate to these cases. All MMEL items must
Item DC Generator Inverter Battery be accounted for in the load analysis to ensure that the
Number of units 2 1 1 electrical system capacity is not exceeded when all items are
Continuous rating 250 A 300 VA (total) 35 Ah functional.
(Nameplate) ... ... ... 6.4.1.5 Circuit Breaker—Identify each circuit breaker by
5-s rating 400 A ... ...
2-min rating 300 A ... ... circuit name or identification number.
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 60.6 V 62 % ... time (seconds/minutes) or may be continuous, as appropriate.
Frequency regulation ... 400 Hz 6 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 simulta-
erated valves, that open and close in a few seconds are not
neously, or there is reason for assuming certain combinations
included in the calculations;
of load will not occur, appropriate allowances may be made.
6.3.3 Motor load demands are shown for steady-state op-
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.
6.3.5 Maximum continuous demand of the electrical power Continuous Analysis All loads that last longer than 5
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
monitoring capability; (4) Alternatively, the equipment operating times could be
6.3.6 Cyclic loads such as heaters, pumps, and so forth (duty expressed as actual operating time of equipment in seconds or
cycle); and minutes or as continuous operation. In the example given in
6.3.7 Estimation of load current, assuming a voltage drop Appendix X1, the approach taken is to show either continuous
between bus bar and load. operation or to identify a specific operating time in seconds/
6.4 Load Analysis—Tabulation of Values—A typical load minutes.
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and power source analysis would identify the following details 6.4.1.8 Condition of Aircraft Operation—Phase of preflight
in tabular form: and flight (such as ground operation and loading, taxi, takeoff,
6.4.1 Connected Load Table—See Appendix X1. cruise, and land). For aircraft, the conditions in Table 2 could
6.4.1.1 Aircraft Bus—Identify the appropriate electrical bus be considered.
being evaluated. In a multiple bus configuration, there will be 6.4.2 Calculations:
a set of tables for each bus (that is, DC Bus 1, DC Bus 2, AC 6.4.2.1 The following equations can be used to estimate
Bus 1, Battery Bus, and so forth). total current, total current rate, and average demand for each of
6.4.1.2 Condition of Power Sources—Normal, abnormal the aircraft operating phases (ground operation and loading,
(abnormal conditions to be specified, for example, one genera- engine start, taxi, takeoff and climb, cruise, and landing):
tor inoperative, two generators inoperative, and so forth), and Total Current ~A! 5 Sum of All Current Loads
emergency. Operating at a Given Time (1)
6.4.1.3 Aircraft Operating Phases—The following aircraft Total Current Rate ~A2min! 5
operating phases should be considered for the ELA. Assume Number of Units Operating Simultaneously 3 Current per Unit ~A! 3
“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 Takeoff and climb 20 min typically
Cruise as appropriate for aircraft type
analysis should also identify permissible nonserviceable con- Landing 20 min typically
ditions likely to be authorized in the MMEL, if approved,

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 F 2490 – 05e1
Operating Time ~min! (2) maximum certificated altitude for a period of not less than 5
Average Demand or Average Load ~A! 5 Total Current ~A2min! min during emergency operation conditions.
4 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
6.4.4 System Regulation: of providing at least 30 min of electrical power to those loads
6.4.4.1 The system voltage and frequency should be regu- that are essential to continued safe flight and landing. The
lated to ensure reliable and continued safe operation of all 30-min time period includes the time needed for the pilots to
essential equipment while operating under the normal and recognize the loss of generated power and take appropriate
emergency conditions, taking into account the voltage drops load shedding action.
that occur in the cables and connections to the equipment. 6.5.4.3 Refer to the guidance in FAA Advisory Circular 14
6.4.4.2 The defined voltages are those supplied at the CFR 23.1309-1C for determining the loads that are essential to
equipment terminals and allow for variation in the output of the continued safe flight and landing. Continued safe flight and
supply equipment (for example, generators, alternators, and landing is defined as follows: This phrase means that the
batteries), as well as voltage drops caused by cable and airplane is capable of continued controlled flight and landing,
connection resistance. possibly using emergency procedures, without requiring ex-
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,
and emergency operating conditions in the estimation of the terminal
6.5.4.4 The 30-min power bus should include all systems
voltage at the equipment (that is, reduced bus bar voltage in conjunction that could cause a catastrophic failure condition under 14 CFR
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

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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:
6.5.3 Five Minutes of Electrical Power Requirement by 14 (1) For the operating capacity, the discharge rate, tempera-
CFR 23.1351(g): ture, and end-point voltage, and
6.5.3.1 The ELA must show the airplane can operate safely (2) For the airworthiness requirement, the inspection
in visual flight rules (VFR) conditions and initially at the schedule, useful battery life, and end of life.

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6.5.5 Battery Condition Calculations—Battery capacity is 6.5.6.7 Following a generator system failure and before the
the ability to produce a specified amount of current for a pilot has completed load shedding; the battery may be sub-
specified amount of time and is estimated from either a jected to high discharge currents with a resultant loss of
practical test, which involves applying typical aircraft loads for efficiency and capacity. To make allowance for such losses, the
a period of time, or by calculation. It is important that calculated power consumed during the preload shed period
considerations be given to the initial conditions of the aircraft should be factored by an additional 20 % if the average
(for example, condition and state of charge of battery). discharge current in amps is numerically more than twice the
6.5.6 Calculation: 1-h rating of the battery.
6.5.6.1 An assessment of the battery performance requires a 6.5.6.8 Note that the discharge rate of a lead-acid battery is
load analysis of the expected loads compared to the discharge different than that of a nickel-cadmium battery. Fig. 1 shows a
figures of the battery manufacturer’s discharge curves and data typical discharge curve for lead-acid and nickel-cadmium
sheets. This will show whether the battery has the capacity to battery at a 5-A discharge rate.
supply the required power when needed. 6.5.6.9 Unless otherwise stated, for the purpose of this
6.5.6.2 The capacity of a battery is expressed as: calculation, a battery capacity at normal ambient conditions of
Rate of discharge ~A! 3 Time to discharge ~h! to a specified voltage level 80 % of the datasheet-rated capacity at the 1-h rate, and a 90 %
(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 3 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 I5A3C (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 I = average charging current in A,
quoted 5-h rate. A = A-h capacity of the battery based on the 1-h discharge
6.5.6.6 Battery capacity at the 1-h rate requires the battery rate, and
to maintain a 10-V minimum voltage or end point voltage for C = battery-charging factor taken from the battery-charging
a 12-V battery or a 20-V minimum voltage for a 24-V battery curve supplied with battery data (graphical data).
for a period of 85 % of the 1-h rate (that is, 60 3 .85 or 51 6.5.8 Example of How to Calculate the Battery Duration:
min). 6.5.8.1 Check the nameplate capacity of the battery and
NOTE 5— If the airframe or equipment manufacturer specifies a assume 75 % is available (for example, 12 A-h = 720 A-min).
different end point voltage, then that must be used. Therefore, 75 % is equal to 540 A-min.

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

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6.5.8.2 Estimate the normal or preload shed cruise con- 7. Example of an Electrical Load Analysis
sumption (assume worst-case cruise at night). For example, 15 7.1 As stated previously, the ELA is designed to show the
A (15 A 3 5 min = 75 A-min). This assumes 5 min for pilot to capability of the electrical system under various ground and
shed essential loads following a low-voltage warning. Any flight operating conditions. The analysis should verify that the
automatic load shedding can be assumed to be immediate and electrical power sources would provide power to all circuits of
need not be considered in the preload shed calculations. the aircraft.
6.5.8.3 Estimate the minimum cruise load necessary to 7.2 The example provided is intentionally oversimplified to
maintain flight after the generator/alternator has failed (for clarify the process involved. The applicable design organiza-
example, 10 A). tion is responsible for the selection of the method of analysis.
7.3 A simple electrical load utilization and analysis for an
6.5.8.4 Estimate the consumption required during the land-
aircraft is provided in Appendix X1.
ing approach (for example, 20 A for 5 min (100 A-min)). The
cruise duration is therefore: 8. Practical Test (Ground or Air)
Battery Capacity 2 ~Preload Shed 1 Landing Load! ~a! 2 ~~b! 1 ~d!! 8.1 Practical testing may be used as a method of verifying
Cruise Load 5 certain loads and would be appropriate as supporting data to
~c!
540 2 ~75 1 100! the ELA.
5 10
365
9. Electrical Measurement Method for Load
5 10 Determination
5 36.5 min (6) 9.1 Section 23.1351(a)(2) allows normal, utility, and acro-
Total Duration 5 Preload Shed Cruise Time 1 Cruise Duration batic category airplanes to determine electrical loads by
1 Landing Time Total Duration measurement. Measurements must account for loads applied to
5 5 1 36.5 1 5 the electrical system in probable combinations and durations
5 46.5 min (7) for the aircraft.
9.1.1 Do not substitute circuit breaker current values instead
6.6 Summary and Conclusions:
of direct measurements as they have a safety margin designed
6.6.1 Summary: in and are primarily to protect the wiring. Circuit breaker
6.6.1.1 The ELA summary should provide evidence that for current values are not an accurate indication of actual circuit
each operating condition, the available power can meet the current during operations.
loading requirements with adequate margin for both peak loads 9.1.2 Current values will be stated in amperes, measured at
and maximum continuous loads. This should take into account the normal system voltage.
both the normal and abnormal (including emergency) operating 9.1.3 Ensure bus voltage remains within the normal range
conditions. by applying external power during current measurements.
6.6.1.2 For AC power systems, these summaries should 9.2 Measure total current for each operational phase of the
include power factor and phase loadings. aircraft by use of a calibrated ammeter in the battery terminal
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

APPENDIXES

(Nonmandatory Information)

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

X1.1 Electrical Load Analysis—Normal Operating X1.1.1.3 Load shedding is accomplished manually by pilot
Conditions (see Table X1.1) within 5 min of warning annunciation,
X1.1.1 Assumptions: X1.1.1.4 Measured loads by a calibrated Fluke clamp-on
X1.1.1.1 Most severe operating condition is considered to DC ammeter on battery terminal to master relay cable, and
be night IFR with pitot heat operating, X1.1.1.5 Maximum demand must not exceed 80 % of alter-
X1.1.1.2 Motor load demands are shown for steady state nator data plate rating.
operation and do not include inrush current draw,

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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)
Breaker Operation Ampere Ampere Ampere
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 ... ...

X1.2 Power Sources X1.3.1.9 Includes master solenoid current draw and inter-
X1.2.1 See Table X1.2. nally protected units; and
X1.3.1.10 Unnecessary loads have been shed.
X1.3 Emergency and Standby Power Operation X1.3.2 Battery Capacity—35 Ah, 75 % of capacity = 26.25
X1.3.1 Equipment Powered Under Emergency Conditions: Ah or 1575 A-min.
X1.3.1.1 Nav/Comm—Measured current value for emer- X1.3.3 Normal Preload Shed Consumption—35.0 A or 175
gency operations is 11.6 A; A-min (based on 5 min to recognize and shed loads).
X1.3.1.2 Audio panel—Master ON; X1.3.4 Minimum Cruise Load Consumption (Emergency
X1.3.1.3 Transponder/encoder—Unnecessary loads are Operations)—11.6 A or 232 A-min (based on 20 min to land
shed; once loads are shed).
X1.3.1.4 Turn coordinator—Includes master solenoid cur- X1.3.5 Approach/Landing Load Consumption—19.1 A or
rent draw and internally protected units; 191 A-min (based on 10 min for approach/land).
X1.3.1.5 Clock; X1.3.6 Cruise Duration—Battery capacity − (preload shed
X1.3.1.6 Engine monitoring instruments; + landing load)/cruise load = 1575 − (175 + 191)/11.6 = 104
X1.3.1.7 Instrument panel dimming; min.
X1.3.1.8 Measured current value for emergency operations X1.3.7 Total Duration—Preload shed cruise + cruise dura-
is 11.6 A; tion + landing time = 119 min.
X1.4 Summary and Conclusions
TABLE X1.2 Power Sources X1.4.1 Alternator has adequate generating capacity for
Continuous current maximum load requirements.
Voltage
Item
Number Rating
(DC Manufacturer
Model X1.4.2 Battery, when properly maintained, will provide the
Installed (DC Number
Amperes)
Volts) minimum requirements for duration under emergency opera-
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.

X2. RELATED DOCUMENTS

X2.1 FAA Advisory Circulars3 AC 25–10—Guidance for Installation of Miscellaneous,

AC 120–136—Protection of Aircraft Electrical/Electronic Nonrequired Electrical Equipment
Systems Against the Indirect Effects of Lightning AC 25–16—Electrical Fault and Fire Prevention and Protec-
AC 21–16D—RTCA Document DO-160D tion
AC 23.1309–1C—Equipment, Systems, and Installations in AC 25.869–1—Electrical System Fire and Smoke Protection
Part 23 Airplanes AC 25.981–1B—Fuel Tank Ignition Source Prevention
AC 23.1311–1A—Displays of Electronic Displays in Part 23 Guidelines
Airplanes AC 25.1353–1—Electrical Equipment and Installations
AC 23–2—Flammability Tests AC 25–1357–1—Circuit Protective Device Accessibility
AC 33.28–1—Compliance Criteria for 14CFR Part 33.28,
3
Available from U.S. Government Printing Office Superintendent of Documents, Aircraft Engines, Electrical and Electronic Engine Control
732 N. Capitol St., NW, Mail Stop: SDE, Washington, DC 20401. Systems
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 F 2490 – 05e1
X2.2 Foreign Civil Aviation Authority Documents3 X2.3 Military Standards3
Australian Civil Aviation Safety Authority AC 21-38(0)— MIL-E-7016F—Analysis of Aircraft Electric Load and
Aircraft Electrical Load Analysis and Power Source Capacity Power Source Capacity
New Zealand Civil Aviation Authority AC 43-14—N Avion-
MIL-STD-704F—Aircraft Electric Power Characteristics
ics, Installation–Acceptable Technical Data

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Copyright ASTM International 8

Provided by IHS under license with ASTM Sold to:FAA WJH TECH CNTR (TDX DA), 01686160
No reproduction or networking permitted without license from IHS Not for Resale,2008/2/27 21:38:11 GMT