Avionics News July 2015 - 59

its sensors; a VHF comm; a navigator;
and a transponder - the one powers
your ADS-B position source. That
last one can be a GPS picked as the
standby bus' navigator.
Several planemakers already include
a secondary battery in their new glasspaneled products; the upgrades can be
a worthy addition to an aircraft undergoing a panel conversion to digital.
Integrating the battery into the aircraft's electrical system may involve
a second bus, a new regulator that
helps it stay charged, or a switch or
breaker that needs manual activation
to come online.
Overall, the FAA leaves the standby
power solution to the planemakers
and customers - all, of course, under
the appropriate regulatory basis. And
all of it worth its weight in platinum
should the standby system be needed
in the clag. It can make the difference
between seeing the light and disappearing into the accident statistics.
According to one installer, ideally,
the standby battery weighs little and
consumes small space, but delivers
power for a time sufficient to let a
pilot land a stricken aircraft from IMC.
The battery, of course, must be
worked into the system so the main
charging system maintains its readiness; how the standby power gets to
the devices needed involves choosing
among options - options that include
a new regulator and an annunciator
light that alerts the pilot to the loss of
the generating source or the loss of the
main battery.
Integrating the standby battery into
the system should be accomplished
to avoid a single problem - like the
loss of the main power relay - from
preventing the flow of power from
the standby battery to the selected
components: a VHF comm radio, the
transponder and a navigation source
appropriate for the conditions. q

A REGULATORY BASIS
FOR STANDBY POWER
Advisory Circular AC 23.1311-1C: Installation of
Electronic Display in Part 23 Airplanes.
Focusing on the sections for standby power, installers can use the
regulation to help aircraft owners and pilots understand the need for
such redundancy, as well as using the guidance to help customers select
a suitable solution for their electronic panels.
First, section 24.0, Aircraft Electrical Power Source, notes the need
to "Install each electronic display instrument system so that it received
electrical power from a bus that provides the necessary reliability,
according to the 23.1309 safety assessment, without jeopardizing other
essential or critical electrical loads connected to that bus."
The FAA also wants the system to provide an indication of "when
adequate power is available for proper operation of the instrument."
In 24.3, Independent Power Source, the AC says in (a), "Each reversionary or standby display providing primary flight information should
be powered from a power source independent of the source for the primary display. It should function independently from the power source of
the primary display, such as a second alternator or battery."
The AC goes on to outline options for IFR operations under Section
23.1331(c), Amendment 23-62, which "requires, for certification of IFR
operations and for the heading, altitude, airspeed, and attitude, there
must be at least:
(1) Two independent sources of power (not driven by the same engine
on multiengine airplanes), and a manual or an automatic means to
select each power source; or
(2) A separate display of parameters for heading, altitude, airspeed,
and attitude that has a power source independent from the airplane's
primary electrical power system.
c. Section 23.1353(h), Amendment 23-62, requires, in the event of a
complete loss of the primary electrical power generating system, the
battery must be capable of providing electrical power to those loads
that are essential to continued safe flight and landing for:
(1) At least 30 minutes for airplanes that are certificated with a maximum altitude of 25,000 feet or less, and
(2) At least 60 minutes for airplanes that are certificated with a maximum altitude over 25,000 feet.
Note: The time period includes the time to recognize the loss of generated power and to take appropriate load shedding action.
Other details include defining a "single source" for generating power
in single-engine aircraft, as well as guidance on using added batteries
and the power of alternative charging sources. q

AVIONICS NEWS

*

JULY

2015

59



Table of Contents for the Digital Edition of Avionics News July 2015

Point of Communication
AEA Now
The View from Washington
International News and Regulatory Updates
ADS-B Strategy Accelerated
Member Profile
More Power to the Panel
Legacy of Small Town Airports
A Conversation With...
Current Status of ADS-B Deployment in the U.S.
Member Profile
Garmin’s G3X Touch
Artisanal Avionics
The Standy Power Dilemma b
What’s Working?
Business Basics
Aviation Aces
What’s New
Marketplace Classifieds
Avionics News July 2015 - Intro
Avionics News July 2015 - Cover1
Avionics News July 2015 - Cover2
Avionics News July 2015 - 1
Avionics News July 2015 - 2
Avionics News July 2015 - 3
Avionics News July 2015 - Point of Communication
Avionics News July 2015 - 5
Avionics News July 2015 - AEA Now
Avionics News July 2015 - 7
Avionics News July 2015 - 8
Avionics News July 2015 - 9
Avionics News July 2015 - 10
Avionics News July 2015 - 11
Avionics News July 2015 - The View from Washington
Avionics News July 2015 - 13
Avionics News July 2015 - International News and Regulatory Updates
Avionics News July 2015 - 15
Avionics News July 2015 - 16
Avionics News July 2015 - 17
Avionics News July 2015 - ADS-B Strategy Accelerated
Avionics News July 2015 - 19
Avionics News July 2015 - 20
Avionics News July 2015 - 21
Avionics News July 2015 - Member Profile
Avionics News July 2015 - 23
Avionics News July 2015 - 24
Avionics News July 2015 - 25
Avionics News July 2015 - More Power to the Panel
Avionics News July 2015 - 27
Avionics News July 2015 - 28
Avionics News July 2015 - 29
Avionics News July 2015 - 30
Avionics News July 2015 - 31
Avionics News July 2015 - Legacy of Small Town Airports
Avionics News July 2015 - 33
Avionics News July 2015 - 34
Avionics News July 2015 - 35
Avionics News July 2015 - A Conversation With...
Avionics News July 2015 - 37
Avionics News July 2015 - Current Status of ADS-B Deployment in the U.S.
Avionics News July 2015 - 39
Avionics News July 2015 - 40
Avionics News July 2015 - 41
Avionics News July 2015 - 42
Avionics News July 2015 - 43
Avionics News July 2015 - Member Profile
Avionics News July 2015 - 45
Avionics News July 2015 - Garmin’s G3X Touch
Avionics News July 2015 - 47
Avionics News July 2015 - 48
Avionics News July 2015 - 49
Avionics News July 2015 - 50
Avionics News July 2015 - 51
Avionics News July 2015 - Artisanal Avionics
Avionics News July 2015 - 53
Avionics News July 2015 - 54
Avionics News July 2015 - 55
Avionics News July 2015 - The Standy Power Dilemma b
Avionics News July 2015 - 57
Avionics News July 2015 - 58
Avionics News July 2015 - 59
Avionics News July 2015 - What’s Working?
Avionics News July 2015 - 61
Avionics News July 2015 - 62
Avionics News July 2015 - 63
Avionics News July 2015 - Business Basics
Avionics News July 2015 - 65
Avionics News July 2015 - 66
Avionics News July 2015 - 67
Avionics News July 2015 - Aviation Aces
Avionics News July 2015 - 69
Avionics News July 2015 - 70
Avionics News July 2015 - 71
Avionics News July 2015 - 72
Avionics News July 2015 - 73
Avionics News July 2015 - What’s New
Avionics News July 2015 - 75
Avionics News July 2015 - 76
Avionics News July 2015 - 77
Avionics News July 2015 - Marketplace Classifieds
Avionics News July 2015 - 79
Avionics News July 2015 - 80
Avionics News July 2015 - Cover3
Avionics News July 2015 - Cover4
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