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Sonny,
In addition to the excellent suggests above, I'd suggest moving your "EFIS backup battery" switch over to the right side of the panel somewhere -- for the same reason that Bill R. suggested moving the ELT over there: it's a rarely used item. |
Placards
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I just pointed out the required one on my Tiger to show that strobes and nav lights switches should be separated. An example of the certified required placards can be found on this TCDS... http://www.aucountry.com/ACA_Folder/...AA5B_Type.html ...you wonder how many are pilot required and how many are lawyer required...:rolleyes: gil A PS .. placards might be used to define limits that are not marked on instruments... |
Speaking of eggs in a basket! I just can't get my head around the integral autopilot thing. If you lose yours monitors how do you control the autopilot, it'll keep you straight and level as long as you don't mess with it, but what if you "do" find yourself in hard IFR and need to change something and you have no frame of reference. I'm sticking with a separate Tru-trak connected to everything else.
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Not to Initiate Another Controversy, but.....
It is obvious, from reading these posts, and the many others on the topic, that some people are just more comfortable with typical guages as part of their redundancy. Absolutely nothing wrong with that. We all have to fly within our comfort levels. However, there is also nothing wrong with configurations such as the one here, that choose to NOT use staem guages.
There is more than one way to provide reasonable redundancy, but there is NO way to provide 100% redundancy(that's another topic). Before suggesting that additional guages be added, more questions should be asked about things such as multiple busses, standby backup batteries, etc.. They are not obvious from looking at the panel, but provide all the redundancy of additional guages. I feel strongly that, while I want to move carefully forward with technology, I nonetheless want to move foreward. You will not be seeing any steam guages in my panel (unless I can find a WWII fighter guage that I could make use of, since I'm a WWII fighter buff), and you will probably NOT see the redundancy, but there will be plenty there! The suggestions about redundancy might have been better phrased as questions or even a "don't forget about redundancy". However, I can't agree with the suggestions to use any ONE particular form of redundancy. What I CAN agree with is that there are different solutions and different levels of redundancy and that we need to consider the topic seriously as builders. I think that those making these suggestions have their hearts and intent in the right place and most builders interpret it that way, including me. I believe there is a sincere attempt to help. But, I did want to use this example to try and raise awareness and sensitivities on the topic, without flaming anybody or any position. However, writing is a tough business; we all can't write like Bob Collins (sincere complement intended, Bob). If I've insulted anybody here, please accept my apologies! |
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Certainly don't want to pick nits with anyone, but the "master toggle" has worked great in my plane for many years. Not sure why you would want a split Cessna switch. This is assuming you have some sort of over-voltage protection for your alternator that will take it off-line automatically if needed. Another useful indicator light is a "starter" light. I have one wired to the starter side of the starter solenoid so it will indicate a stuck solenoid if it is still lit after I release the starter switch. |
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That said, I think dual EFIS's that run on separate buss's is perfectly acceptable to me. The primary runs off the Essential Buss, and the 2nd EFIS runs off the Main buss. There will be a 2.5 Ah backup battery for the EFIS's alone. The P-mags are self-powering, and that leaves the battery to run the comm, transponder and Autopilot if needed. I think I'd land ASAP if I had electrical problems. |
Bill, thanks for the great tips. I like Bob Nuckolls' DPDT Master switch idea. I also like your idea of swapping the flap switch and carb heat around...makes sense.
I'm going with Fuses. The 3 fuse blocks (batt, main, essential) are mounted up under the panel where I can't get to them in flight (I like it that way, so no offense to those that don't!). |
switches
In my -8 I used a single 3 position switch for the nav/strobe. The middle turns both nav and strobes off. Down is nav only. Up is nav & strobe. This allows for just nav or nav and strobe. By having Nav in the down positon, when I shut down all my switches are in the down / off position. If I forget to turn the master off, the nav lights are still on to remind me. Saves space, saves money.
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I personally am using steam for my main guages, and the D180 for everything else. Why, I don't want to put a whole bunch of money into the panel. I also fly over 300hrs a year and if the D180 needs to get worked on, so what, I'll have everything I need in backup, I still fly. I have no problem with a single switch for master, my other plane has that, so will this one, along with two toggle switches for the mags. I'm only putting the ptt in the stick, I bought a minnie switch from B&C for that. I guess I rather fly out the window than get too involved with the panel, which by the way, I will be able to land my airplane without any guages, I'm doing that with the plane I have currently, not a big issue for me, than again I do over 5000 touch and goes a year as well.
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