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187
e) The fuse box can be mounted through the instrument panel for easy access
–
as shown below, or if panel is full of instruments and space is tight may be
mounted elsewhere.
The contacts can be conveniently connected together, where required, by
drilling one hole through each of the protruding contacts in a line and soldering
a length of solid wire into the holes.
Figure 234 fuse box.
f) The connections on the cabin side should be made according to the
instrument instructions and the electrical system schematic.
g) A common earth bolt can be fitted to provide a convenient earth point for the
instruments and other connections.
h) All switches in aeroplanes should be UP for ON (in the sense of running,
powered etc.).
Note “On” labelled on the magneto (ignition) switches is actually OFF
as far as the engine is concerned, as the magnetos are grounded to
prevent operation.
On the 912 the master switch is a double-pole single throw (DPST)
type, to allow it to turn off the power from both the battery and the
regulator, as the regulator draws current even when off.
The connections on the engine side should be made according to the
engine installation manual and the electrical system schematics.
i) On the 912 the optional capacitor shown in the wiring diagram and the Rotax
installation manual may be fitted if desired, although it is rather bulky.
This has two uses: if you experience interference with your radio
through its power supply from the regulator, the capacitor will reduce
this by smoothing the supply a little, although the battery already does
most of this and a radio power interface does the same thing. The
capacitor also provides a fail-safe against accidental disconnection of
the battery whilst the engine is running, which would otherwise cause
the regulator voltage to rise with possible damage to instruments, radio
etc.