Avionics News September 2019 - 23

Integral Options
Avionics makers recognized
the need for standby electrical
power by making a standby
battery available for the
instruments.
Garmin and Dynon are among
the avionics makers to offer an
optional backup battery available
for some of their products.
For example, Garmin's G5
electronic flight instrument
system, both the model for
certificated aircraft and the
version made for light sport and
experimental aircraft. The G5,
configurable as either an AI or
a DG/HSI - with and without a
GPS nav interface - is made to
accept the G5 Battery Pack, a
$150 option.
The rechargeable lithium-ion
G5 Battery Pack provides power
enough to keep the G5 instrument
running for up to four hours in an
emergency. Installation is simple
- the battery pack plugs directly
into the instrument and recharges
automatically from the aircraft's
electrical system.
Early on, Dynon recognized
the surprising reality of how
many aircraft experience
electrical-power failures. The
company's solution: add an
optional internal backup battery
to the Dynon EFIS or FlightDEK
itself, the Dynon 096-000. The
battery automatically comes
online should main power fail,
keeping the instrument operating
until the aircraft lands.
The battery and charging
circuitry are conveniently
encased within the EFIS itself
and automatically charge that
battery anytime external power
is applied. A separate, user

INSTALLATION OF ELECTRONIC
DISPLAY IN PART 23 AIRPLANES
The FAA standards for redundancy in the cockpit are in Advisory Circular
23.1311-1C, Installation of Electronic Display in Part 23 airplanes.
In the most applicable section under 24.3, subhead "Independent Power
Source," the AC states:
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.
b.	 Section 23.1331(c), Amendment 23-62, 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 multi-engine 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.
d.	 The airplane's primary electrical power includes the airplane's electrical
generating system and the airplane's starter battery when only one battery
is installed. The starter battery is not considered an acceptable standby
power source unless a proper state of charge is monitored and displayed to
the pilot. The aircraft battery used for starting may satisfy the requirements
of § 23.1353(h) provided its adequacy is shown through a system safety
analysis under § 23.1309. In this case, an ELOS may be required; AC 2317C provides more guidance.
e.	 The intent of this guidance may be met by a power generation and
distribution architecture with multiple power sources and multiple
distribution paths. The paths must be designed such that any single failure
of a power generation or distribution component does not adversely affect
the primary, reversionary or standby displays. It does not need independent
power generation sources for the primary and reversionary or standby
displays for single-engine airplanes if there is a different dedicated source.
f.	 For single-engine airplanes where the engine drives the power generation
devices, the engine is not considered to be a single power source for this
guidance. For example, a single-engine airplane with two engine-driven
alternators, one powering a PFD and the other powering a reversionary
PFD, is considered to meet this guidance. However, this does not exempt
the applicant from the § 23.1353(h) requirements. q

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Avionics News September 2019

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