N546RV
Well Known Member
OK folks, I think I’ve finally firmed up this panel design to the point where I want to get some feedback. Intended use case will be primarily day/night VFR. The aircraft will be IFR capable, even though the pilot probably won’t be for another couple years.
Broad strokes of the setup are pretty self-explanatory: two 10” Skyview HDX displays, plus a Garmin GPS175 to fulfill the TSO’d GPS role. After much thought, I decided against a second COM radio; it’s not depicted on this image, but there will be provision for connecting a handheld transceiver into the ship’s antenna, and that’ll be my backup COM solution. Other redundancy will be provided by the Skyview backup batteries and dual ADAHRS. Also seen here is a controller for the SDS CPI2 ignition, which will also be equipped with its own backup battery.
Generally speaking, I’ve biased controls to the left since that will be my “free” hand in-flight, though with the -8 panel I can really reach any part of it with either hand. As far as EFIS functions go, this is also a pretty minor point, since anything I’d do with the dedicated COM/AP panels, I can also do on either of the touchscreens. The GPS175 and intercom are the only real exceptions to the left-hand bias; I figure the intercom isn’t going to be an in-flight critical thing to operate, and if I’m using the GPS175 I’m probably IFR and therefore probably using the autopilot.
“Switchology” is generally grouped by function, and also positioned with regard to importance of function. All main power-related switches are in the top left group (more on the main power setup later). At bottom left, close to my left hand, are what I’m considering “in-flight administrative” functions that might have some urgency attached. The starter arm switch in this position will be guarded. Lighting controls aren’t depicted here; they’ll be located on the right-side console. Colored dots are the beginning of an attempt to color-code switches by function; that scheme is still not quite complete (suggestions welcome).
I’m installing a Tosten MS grip up front, which will control fairly usual things: trim, flaps, PTT, AP disconnect/CWS, and engine start (which will work in concert with the aforementioned starter arm switch). The panel placard for stick functions is still a work in progress (and also notably depicts an Infinity grip right now); it may not end up there in the end, as I think fitting it in the small available space will be challenging.
Now, back to the “main power” switch group. Electrical layout is loosely based on Nuckolls Z-13, mainly modified to use a conventional vacuum-pad standby alternator rather than an SD-8. Intent is to normally have the fields on for both alternators, with the standby’s regular set a bit low so it comes online automatically if the primary fails. The switch is set up as OFF-STANDBY-BOTH, and would normally be on BOTH. The middle position allows for verifying standby alternator functionality during the runup. ESS BUS ALT FEED allows the always-hot battery bus to feed the essential bus in the case of a major failure (up to and including the master contactor).
The two CPI2 power switches are required to properly isolate that system when the aircraft is shut down; AP MASTER just switches power the servos.
With that all out of the way, here are the thoughts/questions still on my mind:
That’s about all the thoughts I have on this, I believe. Looking forward to buckets of feedback - thanks!
And now for the actual mockup - click the image to view larger/fullsize:
Broad strokes of the setup are pretty self-explanatory: two 10” Skyview HDX displays, plus a Garmin GPS175 to fulfill the TSO’d GPS role. After much thought, I decided against a second COM radio; it’s not depicted on this image, but there will be provision for connecting a handheld transceiver into the ship’s antenna, and that’ll be my backup COM solution. Other redundancy will be provided by the Skyview backup batteries and dual ADAHRS. Also seen here is a controller for the SDS CPI2 ignition, which will also be equipped with its own backup battery.
Generally speaking, I’ve biased controls to the left since that will be my “free” hand in-flight, though with the -8 panel I can really reach any part of it with either hand. As far as EFIS functions go, this is also a pretty minor point, since anything I’d do with the dedicated COM/AP panels, I can also do on either of the touchscreens. The GPS175 and intercom are the only real exceptions to the left-hand bias; I figure the intercom isn’t going to be an in-flight critical thing to operate, and if I’m using the GPS175 I’m probably IFR and therefore probably using the autopilot.
“Switchology” is generally grouped by function, and also positioned with regard to importance of function. All main power-related switches are in the top left group (more on the main power setup later). At bottom left, close to my left hand, are what I’m considering “in-flight administrative” functions that might have some urgency attached. The starter arm switch in this position will be guarded. Lighting controls aren’t depicted here; they’ll be located on the right-side console. Colored dots are the beginning of an attempt to color-code switches by function; that scheme is still not quite complete (suggestions welcome).
I’m installing a Tosten MS grip up front, which will control fairly usual things: trim, flaps, PTT, AP disconnect/CWS, and engine start (which will work in concert with the aforementioned starter arm switch). The panel placard for stick functions is still a work in progress (and also notably depicts an Infinity grip right now); it may not end up there in the end, as I think fitting it in the small available space will be challenging.
Now, back to the “main power” switch group. Electrical layout is loosely based on Nuckolls Z-13, mainly modified to use a conventional vacuum-pad standby alternator rather than an SD-8. Intent is to normally have the fields on for both alternators, with the standby’s regular set a bit low so it comes online automatically if the primary fails. The switch is set up as OFF-STANDBY-BOTH, and would normally be on BOTH. The middle position allows for verifying standby alternator functionality during the runup. ESS BUS ALT FEED allows the always-hot battery bus to feed the essential bus in the case of a major failure (up to and including the master contactor).
The two CPI2 power switches are required to properly isolate that system when the aircraft is shut down; AP MASTER just switches power the servos.
With that all out of the way, here are the thoughts/questions still on my mind:
- Is the alternator switch setup reasonable? Is the inability to only kill the standby alternator a potential issue? One solution here could be to add field CBs, say, just above this row of switches.
- Originally I had the starter arm switch all by itself, mounted higher on the left “wing.” My thought process was to really isolate it, but I ended up preferring the idea of limiting different switch groups, and having it a bit closer my left hand could be a benefit on the slim chance I need the starter in-flight. I don’t have a super strong opinion either way, so I’m curious what others think.
- Originally I had the CPI2 controller on the far left, in accordance with my “put stuff on the left” guidance, and I was going to have the air vent on the right, but that would require routing the scat tube all the way across behind the panel. I figure the CPI2 doesn’t need to be at hand; I’ll interact with it during my runup checks, but in-flight the only normal interaction would be engaging LOP mode when needed.
- Is there anything obvious that I’m omitting here? Are the little ELT control panels ubiquitous, or is that a per-model thing? That’s the only thing I think I might be missing here.
That’s about all the thoughts I have on this, I believe. Looking forward to buckets of feedback - thanks!
And now for the actual mockup - click the image to view larger/fullsize: