Best Mag Switch Location (RV-6/7/9)?

[Pmerems]

Gents,

I am laying out my instrument panel and plan on having a switch sub-panel beneath the panel. I am also using center mounted engine controls.

I don't know the sub-panel is really is the best location for the mag switch because the key will be on key chain and my knees will most likely hit it during flight ( I have long legs). I have seen other layouts where the mag switch is mounted to the far left side high on the instrument panel. This location also seems a bit award.

My instrument panel space (right side) is limited by the 3 1/8" Altimeter and Airspeed indicator mounted next to the Dynon 180.

For those who are already airborne (IE flying their dream) I would appreciated input as to your recommended location. I don't want to find out after I flying that I wished I had relocated the switch.

Paul
RV-7A (finishing kit)

[osxuser]

Drop the key switch and just go with two toggles, one for left and one for right. A key switch won't make the airplane any more secure from theft.

[vlittle]

As I understand the rules, an aircraft must be double locked.

For example, a keyed mag switch and a canopy lock counts as two locks, while a locked gate at an airport or a hangar counts as one lock.

Tying down at an unsecured airport would imply two locks on the aircraft itself.

An obscure regulation brought on by you-know-what.

Vern

[Geico266]

Originally Posted by osxuser

Drop the key switch and just go with two toggles, one for left and one for right. A key switch won't make the airplane any more secure from theft.

Last year at SnF I was 100 feet from a "keyless" plane on display that started and took off full throttle jumped a ditch, crossed a busy road, and hit two parked cars. The "pilot" was uninjured, but clearly shaken up. After sitting the in cockpit a would be buyer pushed the starter button. Well, guess what, it worked.

[Yukon]

Originally Posted by Geico266

Last year at SnF I was 100 feet from a "keyless" plane on display that started and took off full throttle jumped a ditch and hit two parked cars. The "pilot" was uninjured, but clearly shaken up. After sitting the in cockpit a would be buyer pushed the starter button. Well, guess what, it worked.

What do you think about that, OS10???????

[captainron]

Originally Posted by vlittle

As I understand the rules, an aircraft must be double locked.

For example, a keyed mag switch and a canopy lock counts as two locks, while a locked gate at an airport or a hangar counts as one lock.

Tying down at an unsecured airport would imply two locks on the aircraft itself.

An obscure regulation brought on by you-know-what.

Vern

Hmmmm.. That would put just about any plane larger that a piston single in non-compliance.

[alpinelakespilot2000]

Vern is correct, isn't he? From what I've understood there must be two locks. One on the door/canopy and a keyed ignition would work. Almost all certificated single-engine piston aircraft thus meet the requirement (but perhaps not the larger a/c as Ron suggests?). If you don't have one of those two you'd need to use a prop lock or a throttle lock, no?

I've been planning on putting a keyed ignition in as well, not only because it requires one less switch hole but especially because it would satisfythe letter of the regs, even if it wouldn't really make the plane THAT much more secure. I really do not want to carry around a prop lock or install a thottle lock every time I park outside the hangar, though I probably would if parked overnight.

To get to your original question Paul, it probably depends on how close your legs are to the panel, but there shouldn't be much on your keyring anyway to hang down and bump into your legs. Having something heavy and flapping around isn't a good idea. Mine has been just a key and the smallest keyring I can find, just to help me keep from losing it.

[RV6_flyer]

Originally Posted by vlittle

As I understand the rules, an aircraft must be double locked.

For example, a keyed mag switch and a canopy lock counts as two locks, while a locked gate at an airport or a hangar counts as one lock.

Tying down at an unsecured airport would imply two locks on the aircraft itself.

An obscure regulation brought on by you-know-what.

Vern

Vern:

I use two toggle switches for ignition. I have a canopy lock and a Throttle lock that slips over my center mounted throttle in my RV-6.

I have been in and out of this county (USA) several times since 9-11 with out any problems or hassle from TSA. The only thing that TSA asked me in one of the forms that I filled out before I left is was the airplane SECURE. I answered yes and they sent me the waiver I needed to get back in the country.

What is the regulation that requires TWO locks? Where is it referenced?

[Low Pass]

From a reliability standpoint I'd recommend the simple, toggle and momentary switch arrangement. I went with a key switch on my current plane but would not do it again. Other secondary safeties and/or locks could be easily designed into the system which wouldn't reduce reliability.

But if you want the key switch, go for it. Probably somewhere (laterally)opposite the throttle and mixture.

[gvgoff99]

I too would be interested in the Regulation "Chapter and Verse" on the double lock regulation. The regs are always open to interpretation and if you look far enough you can find another regulation that will be contradictory.
There are a number of planes with switches that have been started and plowed into cars also. Probably more have run away with keys than without keys making for an argument that keyed planes are less safe than ones with switches. As my old boss use to say "you can't fight dumb!" If you have a person that is unfamiliar with the plane don't leave him or her alone with the key or the switches.