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CardinalNSB(at)aol.com
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 Posted: Wed Jun 02, 2010 1:00 pm Post subject: Amp shunt mount-cockpit or outside? |
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Thank you all.
The reason for my change is that the factory charging lead starts at the alternator on the co-pilot front, goes back to the firewall, crosses the firewall to the far left, enters the cockpit through the firewall on pilot's side, goes all the way over to the circuit breaker next to the co-pilot side hull (buss intersects here), then goes all the way back across to the pilot's side for the internally shunted Cessna amp gauge, then out the same firewall hole to the main battery cable.
No, really, it does. 3 funs of fat wires running all the way from left to right, 2 runs inside the cockpit.
This is part of my general clean up of 45 years of old wiring, etc.
My ap is ok with a minor change of simply going from the alternator into the cockpit to the cb on the far co-pilot side, then back out the firewall and then over to intersect the main battery cable.
Using the externally shunted ammeter makes the above possible, also gives voltage and a settable warnings. EI's instrument is certified as a primary replacement for the factory gauge, using either the internal or external shunt.
So last question-should the shunt be mounted in the cockpit or on the firewall side? Skip S.
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BobsV35B(at)aol.com
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| Posted: Wed Jun 02, 2010 1:25 pm Post subject: Amp shunt mount-cockpit or outside? |
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Good Afternoon Skip,
Since you have asked. I would Definitely go with the external shunt mounted in the engine compartment and on the firewall. I would also place a fuse block on the firewall as close to the shunt as possible for the leads to the shunt from the cockpit instrument. That is the way Beechcraft mounted the shunt for the factory gauge on my 1978 V35B. When I added the VA-1 to monitor the primary and standby alternators I placed the new shunts right alongside the factory shunt and placed the new fuse blocks alongside the factory fuse block. I think you will find that one of the wiring options shown by EI suggests what I have described.
Works great and keeps all those fat wires out of the cockpit!
Happy Skies,
Old Bob
In a message dated 6/2/2010 4:01:31 P.M. Central Daylight Time, CardinalNSB(at)aol.com writes:
| Quote: | Thank you all.
The reason for my change is that the factory charging lead starts at the alternator on the co-pilot front, goes back to the firewall, crosses the firewall to the far left, enters the cockpit through the firewall on pilot's side, goes all the way over to the circuit breaker next to the co-pilot side hull (buss intersects here), then goes all the way back across to the pilot's side for the internally shunted Cessna amp gauge, then out the same firewall hole to the main battery cable.
No, really, it does. 3 runs of fat wires running all the way from left to right, 2 runs inside the cockpit.
This is part of my general clean up of 45 years of old wiring, etc.
My ap is ok with a minor change of simply going from the alternator into the cockpit to the cb on the far co-pilot side, then back out the firewall and then over to intersect the main battery cable.
Using the externally shunted ammeter makes the above possible, also gives voltage and a settable warnings. EI's instrument is certified as a primary replacement for the factory gauge, using either the internal or external shunt.
So last question-should the shunt be mounted in the cockpit or on the firewall side? Skip S.
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