ELECTRICAL SYSTEM / DESCRIPTION 6-3
CHANGE C2 ICON A5 / MAINTENANCE MANUAL
6.1 Description
The electrical system consists of electrical units and components which generate, control, and supply
DC power for other systems or subsystems, including alternators, relays, and batteries through the
secondary busses. Specifically, it powers the following systems: 12V and USB outlets, VHF radio, tran-
sponder, GPS, digital to analog converter (DAC), multiple systems controller (MSC), master contactor,
heater solenoid, heater fan, regulator cooling fan, main and nose landing gear actuators, landing gear
indicator, flap actuator, water rudder actuator, water rudder LED, bilge pump, bilge water sensor, bilge
pump LED, instrument gauges, annunciator panel, pitch trim actuator, pitch trim indicator, taxi-landing
lights, anti-collision lights (ACL) and position lights, strobe controller, interior lighting, fuel level sensor,
fuel low sensor, fuel pressure sensor, and the hour meter.
The circuit protection system consists of 18 fuses, one for each system, and a 30A, non-automatic
reset, circuit breaker. The fuse panel and circuit breaker are located in the overhead console. There
are 4 fuse ratings: 5A, 7.5A, 15A and 20A. Also, there is a minimum of 3 spare fuses of each rating value
located in the spare fuse panel in the overhead console. (See “Instruments (and Avionics)” on page
13-1.)
The aircraft is powered by a 12 VDC lead acid battery RG-25XC and the Rotax 912iS engine’s internal
alternator. The battery is manufactured by Concorde and has a rated capacity of 24Ah. The internal
alternator of the Rotax 912iS engine has two isolated coils integrated (alternator A and alternator B).
The engine voltage regulation is performed by two three-phase short rectifier regulators located on
the Rotax-supplied fuse box. The output voltage for each regulator is 14.2 V ± 0.3 (from 1000 ± 250
rpm). During the starting operation, the engine management system (EMS) is powered by the battery.
With enough speed, alternator B takes over this function. After the EMS system check, alternator A
takes over the supply of the EMS system (engine), if the switching threshold is exceeded. Alternator B
is then used to power the aircraft systems and to charge the battery. Both the battery and alternator
B are sharing the same electric bus.
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