nuckolls.bob(at)aeroelect
Guest
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 Posted: Tue Dec 16, 2008 9:39 am Post subject: Dual ignition power sourcing |
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At 10:52 AM 12/16/2008, you wrote:
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Speaking of Hall Effect stuff, I just purchased two LightSpeed III hall
effect ignition modules. The mfg says to connect the + side of the
controller through a pull-able breaker then directly to the battery
terminal. Ok, that covers their insurance folks if I crash. On the other
hand I am using Z-13 and was thinking of using the same scenario but
connecting them to the main battery bus using an ATC fuse and skipping
the breaker. I was never a proponent of having extra wires hanging off
the + side of the battery terminal. AS in Z-13 I will have a switch to
turn them on/off as necessary.
Has anyone wired up two of these and which method did you use.
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Is this really a useful question? We can hypothesize a dozen
variations on a theme for wiring up these products. How do
you select valuable information from them? Throw darts?
Go with the guy who is most persuasive in describing
his particular selection of architectures?
On the TC side of the house, these kinds of questions
are fed to the Failure Mode Effects Analysis machine in
all combinations looking for the highest probability of
comfortable termination of flight. Connecting BOTH
systems to the same power source (no doubt under the
same bolt head!) does not speak well of the writer's
thought processes.
Loss of an always-hot battery bus wired as suggested
in the Z-figures is a very rare event. Even so, it's
not unreasonable to consider running one ignition from
the battery-bus and the other from the main bus. Of
course you need switches to control them . . . and fuses
are perfectly reasonable alternatives to breakers . . .
ESPECIALLY breakers on the panel that are wired to the
battery(+) terminal with a long, always-hot feeder
wire. This scenario also addresses the notion that
electrically dependent engines should get enough energy
from the battery bus to insure operations with the
battery-master and alternator turned off.
You have two of these things, either will run the engine
just fine by itself. There's no high-probability, single-
failure that leaves you without sparks. It's sad to
observe that so many fabricators of accessories for
aircraft are so ignorant of their function in the
constellation of flight system components.
Bob . . .
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