Electrical Load Analysis
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Electrical Load Analysis
The local feds are giving us a fit on what the term “in probable combinations and for probable durations” means. Let us face it; older designed aircraft with all the new bells and whistles installed could get close to the allowable limits. And the OEM data does not always explain what the “Take-off” “Cruise” “Landing” conditions really are. Has anyone else come up against this? The current thought is that if there is a system installed, it must be on for the ELA. Having Anti Ice and Air conditioning on at the same time in an aircraft that tends to stay around a 1000 AGL? That does not seem “probable” to me.
And on the same topic, hands of those of you who have seen or updated an ELA when installing something new?
And on the same topic, hands of those of you who have seen or updated an ELA when installing something new?
Join Date: Jan 2001
Location: Qld, Australia
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ELA amendment is mandatory for aircraft modifications in Australia (or at least the engineer approving the mod must determine whether an ELA amendment is required). Attached link may be of interest.
http://www.casa.gov.au/wcmswr/_asset...021/021c38.pdf
http://www.casa.gov.au/wcmswr/_asset...021/021c38.pdf
Last edited by FNQTech; 21st Oct 2011 at 07:25. Reason: cant spell
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It's something we always look for - if there is no ELA + amendments (load shedding and the Bus capacities) then it is very difficult to get a mod approved.
We have on a couple of occasions, had to go to the OEM to get the aircraft 're-mapped' and a duplicate ELA generated - very expensive and time consuming.
We have on a couple of occasions, had to go to the OEM to get the aircraft 're-mapped' and a duplicate ELA generated - very expensive and time consuming.
Last edited by spook; 21st Oct 2011 at 08:24. Reason: Typo
