PIPER AIRCRAFT, INC.
PA-46-500TP, MALIBU MERIDIAN (G1000)
MAINTENANCE MANUAL
GENERAL
1. Description
This section contains information to assist in servicing the electrical power distribution systems and
components. This chapter does not include autopilot or avionics service information. Refer to Chapter 91
for electrical system schematics.
WARNING: FAILURE TO CONSULT APPLICABLE VENDOR PUBLICATION(S), WHEN
SERVICING OR INSPECTING VENDOR EQUIPMENT INSTALLED IN PIPER
AIRCRAFT, MAY RENDER THE AIRCRAFT UNAIRWORTHY. (SEE INTRODUCTION -
SUPPLEMENTARY PUBLICATIONS.)
The electrical system is 28 Vdc, negative ground, consisting of:
A. One 200 amp Skurka Aerospace or AMETEK Advanced Industries
Starter Generator standard
B. One 130 amp Hartzell Engine Technologies Alternator standard
C. One Lamar Generator Control Unit standard
D. One Lamar Alternator Control Unit standard
E. Dual digital Ammeters standard
F. Tri-fed main power distribution bus/tie bus standard
G. One Concorde valve-regulated lead acid battery with a 38 amp hour capacity standard
H. External power provisions standard
I. Visual annunciation with alternator and generator “INOP’’ sensors standard
NOTE: Voltmeter and Ammeter are displayed on the MFD.
Power for the 28 Vdc negative ground tri-fed bus electrical system is supplied by a direct driven 200
ampere generator and a belt driven 130 ampere alternator. The generator and the alternator are located
on the aft end of the engine. Both units run at the same time. The generator is the primary current source
and the alternator is the back-up. The units that control the generator and the alternator are adjusted such
that the generator furnishes all of the load and the alternator is in active standby mode. In the event that
the generator should fail or be turned off for any reason, the alternator picks up the entire load. The 24
Vdc lead acid battery, with a 38 ampere hour capacity, is located in the battery compartment in the right
hand side of the nose of the aircraft just forward of the wing leading edge. The battery provides power for
engine starting and also act as an emergency source of electrical power in the event the generator and the
alternator should both fail.
Electrical switches are located as follows:
An overhead switch panel located above the windshield (see 11-30-00).
Avionics and systems switches located on the instrument panel.
Environmental control panel installed in the instrument panel.
A battery bus, located in the engine compartment, provides a continuous source of power for the ELT
(emergency locator transmitter), courtesy lights, and digital clock. Because the battery bus is connected
directly to the battery, power is available for these functions even when the Battery Master switch is OFF.
The battery bus contains fuses to protect these circuits.
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1
DIODE ASSY
24-00-00
B.L.
0.00
STARTER / GENERATOR
K403 AUX POWER CONTACTOR
ALTERNATOR
K401 BATTERY CONTACTOR
PA-46-500TP, MALIBU MERIDIAN (G1000)
Electrical/Electronic Component Locator
BAT F
LD
BATTERY STA G
ND
MAINTENANCE MANUAL
BUS ASSY
PIPER AIRCRAFT, INC.
-+
Figure 1
-+
K402 START CONTACTOR
RG-41 BATTERY F.S.
95.00
GCU
BATTERY MOUNT ASSY
VIEW LOOKING AFT
24002
PIPER AIRCRAFT, INC.
PA-46-500TP, MALIBU MERIDIAN (G1000)
MAINTENANCE MANUAL
The EMERGENCY BUS (see Chart 1) is activated by depressing the Chart 1
EMER switch on the overhead switch panel. The bus is tied directly to the EMERGENCY BUS SYSTEM
battery via a relay and may be activated only when the battery master
switch is turned off. The EMERGENCY bus provides power to items EMERGENCY BUS
in Chart 1, which are used for such things as filing flight plans prior to COMM 1
turning the battery master switch ON or providing emergency power to
systems required to land the aircraft in the event of a total electrical NAV/GPS 1
failure. AUDIO MKR 1
When the Battery Master switch, located on the overhead switch panel, GEAR INDICATION
is turned ON, the battery contactor closes, enabling current to flow from
the battery to both the start contactor and the tie bus, located on the lower GEA
left Pilots side. Should the airplane’s battery be depleted, a receptacle AHRS 1
(located behind a small access door on the left side of the aft fuselage)
permits using an external 28 Vdc power source for engine start. With the PFD 1
Battery Master switch OFF, connecting an appropriate external source EMER POWER
completes a circuit that closes the external power contactor, permitting
current to flow to the starter/generator and the tie bus. Whether using the EMER LIGHTS
airplane’s batteries, or external power, tie bus overcurrent protection is ADC 1
provided by the 150 ampere Battery circuit breaker.
Current, voltage, and rudder trim are all displayed on the MFD (see "Figure 2" on page 24004) (or the PFD
when the display backup mode is enabled) whenever the voltage on the tie bus is 25 Vdc or less.
NOTE: When using only the airplane’s battery or a 24 volt external power source, the “VOLTS” CAS
message will be displayed. Check the appropriate display for actual voltage.
The generator and the alternator each have their own independent ON-OFF switch located on the overhead
switch panel. Each system also has it’s own solid state voltage regulator which regulates field voltage to its
respective device. The alternator is tied to the bus by a 150 ampere circuit breaker. The generator is tied to
the bus by a line contactor which is controlled by the generator control unit (GCU). Should an overvoltage
or field ground fault condition occur in the alternator system, it’s alternator control unit (ACU) will turn off
the output to the alternator field. Once the fault has been cleared the alternator system may be turned
back on by turning the alternator switch on the overhead switch panel OFF and then back ON. Should an
overvoltage or ground fault condition occur in the generator system the GCU will open the line contactor
and place itself in the tripped mode. Once the fault has been cleared the generator can be put back on line
by resetting the Generator control circuit breaker (on the lower right hand instrument panel) and turning the
generator switch on the overhead switch panel OFF and then back ON.
The engine start system has an Auto and a Manual mode. Auto mode is considered the normal mode.
When in Auto you momentarily depress the PUSH START switch, this will engage the starter and the
starter will run until 56% Ng at which time the starter disengages. Pressing the PUSH START switch (in
AUTO) at higher than 56% Ng will not re-engage the starter. Should it be necessary to abort a start in
AUTO mode, the pilot just has to place the START MODE switch in the MAN/STOP position. When in
MAN/STOP mode the starter will run only while the PUSH START switch is depressed.
The main electrical bus with associated circuit breakers is located on the pilots forward and aft side panels.
The non-essential bus and the AVIONICS NO.1 and AVIONICS NO.2 busses are located on the co-pilot’s
side panel. The two avionics busses are interconnected via a 25 ampere bus tie circuit breaker.
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PIPER AIRCRAFT, INC.
PA-46-500TP, MALIBU MERIDIAN (G1000)
MAINTENANCE MANUAL
Current is fed to the main bus by three conductors. Three in-line diodes provide isolation in the event of a
ground fault in one of the feeder lines. The three feeders are protected by two 80 amp and one 100 amp
circuit breakers. The non-essential bus is also fed by the 100 amp circuit breaker.
The two avionics busses are fed through independent contactors. The feeders to the contactors are
protected by 35 ampere circuit breakers. When the AVIONICS switch on the overhead switch panel is
depressed, both avionics contactors (normally closed) relax allowing current to flow to both avionics
busses. Should the need arise, either avionics bus can be isolated by pulling the avionics bus BUS TIE
circuit breaker and the appropriate avionics circuit breaker.
G1000 / G1000 NXi Display
Figure 2
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PIPER AIRCRAFT, INC.
PA-46-500TP, MALIBU MERIDIAN (G1000)
MAINTENANCE MANUAL
2. Contactor Maintenance
The following incorporates Piper Service Letter No. 1116A.
CAUTION: APPLYING EXCESSIVE TORQUE TO THE TERMINALS OF A STARTER CONTACTOR
CAN RESULT IN INTERNAL DAMAGE TO THE CONTACTOR. THIS DAMAGE CAN
CAUSE THE STARTER TO ENGAGE WHEN THE MAIN POWER BUS IS ENERGIZED.
THIS WILL RESULT IN AN UNCOMMANDED ROTATION OF THE PROPELLER,
POSING A SERIOUS SAFETY RISK TO ANYONE IN THE PROPELLER’S PATH.
Service spares replacement contactors, whatever device they are installed onto, are configured out-of-the-
box as shown in “Figure 3”, below. Contactors are labeled with instructions in red text that read:
WARNING: DO NOT REMOVE INNER NUT WHEN ASSEMBLING. USE WRENCH TO HOLD
INNER NUT IN PLACE WHEN APPLYING OUTER NUT.
The “inner nut” refers to nuts that are supplied with the contactors. When installing wire terminals onto the
threaded posts, two wrenches must be used: One wrench (the back-up wrench) is placed on the inner nut
to hold it stationary; the other wrench turns and tightens the outer nut.
Piper models may have contactors manufactured by either White-Rodgers or Lamar. The correct nut
torques, by manufacturer, are:
White-Rodgers:
• On the main contactor terminal nuts (5/16 – 24 thread), use 45 to 55 inch-pounds (in-lb).
• On the control coil terminals nuts (#10 – 32 thread), use 12 to 18 in-lb.
Lamar:
• On the main contactor terminal nuts (5/16 – 24 thread), use 35 to 45 in-lb.
• On the control coil terminals nuts (#10 – 32 thread), use 10 to 15 in-lb.
NOTE: The proper installation torque for nuts installed on the threaded terminal posts is also labeled on
the contactor.
NOTE: Fastener torques shown above reflect the specifications of the contactor manufacturer at the time
of publication of this maintenance alert service letter, and are subject to change. Adhere to vendor
installation instructions provided with any Piper approved replacement contactor.
CONTROL COIL TERMINAL INSTALLATION
INNER NUTS INSTRUCTIONS
MAIN CONTACTOR
TERMINAL INNER NUTS
Typical Contactor
Figure 3
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PIPER AIRCRAFT, INC.
PA-46-500TP, MALIBU MERIDIAN (G1000)
MAINTENANCE MANUAL
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