Hey guys,
Quick question, I have a DLE170 and need to know the amp draw for the ignition system to make sure I install properly rated on/off switch. I'm going to use a DPDT for redundancy.

Thanks
Rob

1 amp at WOT seems to be the norm on twins....


Scott

Thank you sir!

3w single spark ignition system will draw 300 mha per pack per 10 min flight doing IMAC with

a classic 170 . Note this is at 6.6 volts.

Stu

EDIT
Its been a while since I played with the big engines , this must of been the twin spark . I was using
one batt through a reverse Y lead . One batt for two ignitions , seemed like a good idea at the time
until i melted one of the JR plugs .

DA150 uses about 110Ma in a 10 minute flight.

Originally Posted by raflyer

Hey guys,
Quick question, I have a DLE170 and need to know the amp draw for the ignition system to make sure I install properly rated on/off switch. I'm going to use a DPDT for redundancy.

Thanks
Rob

Just a note try NOT to use an external ON/OFF switch , they can be a pain to deal with when/if
they play up . Opto ign kill switches are the only switch point you will need , it keep the system
simple and it will almost never fail .

Stu

Stu

Here in the states, if we are flying at an IMAA event we are required to have an external manual switch for either magneto grounding or ignition cut-off.

Dan

Originally Posted by Robotech

DA150 uses about 110Ma in a 10 minute flight.

The ignition battery on my DA 150 took 495 ma to bring back up to full after 32 mins of flight time! Both of the flights were practicing the IMAC Sportsman sequence.

Bobby aka TDD

Missed you at New Iberia Bobby. See you in Little Rock.

10-4! i wanted to go but Todd couldn't as his brother died and you know that I can't/won't travel by myself!

We do plan on going to Crosby then Little Rock!

See you there.

Bobby aka TDD

Originally Posted by dant

Stu

Here in the states, if we are flying at an IMAA event we are required to have an external manual switch for either magneto grounding or ignition cut-off.

Dan

Running an ignition kill through the RX ( as you do ) if the power is turned off the engine WILL stop .

No need for the second switch .

Stu.

Well and good and you are correct BUT here in the states you CANNOT fly at an IMAA event if you have a gas engine and DO NOT have an external switch - it is one or their rules. Actually two rules, one for magneto engines and one for ignition engines (Rule #5 and Rule #6). In eight years of attending IMAA events stateside I have always had a CD or inspector check for my external switch. Some want to verify it does in fact kill the engine and some just want to see the switch.

One of the clubs I belong to has an annual big bird IMAA event and if you do not have the external kill switch then you do not fly. No exceptions.

Dan

Originally Posted by dant

Stu.

Well and good and you are correct BUT here in the states you CANNOT fly at an IMAA event if you have a gas engine and DO NOT have an external switch - it is one or their rules. Actually two rules, one for magneto engines and one for ignition engines (Rule #5 and Rule #6). In eight years of attending IMAA events stateside I have always had a CD or inspector check for my external switch. Some want to verify it does in fact kill the engine and some just want to see the switch.

One of the clubs I belong to has an annual big bird IMAA event and if you do not have the external kill switch then you do not fly. No exceptions.

Dan

The receiver switch is, effectively, an engine kill switch. I can't see where this wouldn't fulfill the engine kill switch requirement. Maybe IMAA needs to get in to this century.

Not everyone uses the same battery for receiver and ignition...

Originally Posted by antique

Not everyone uses the same battery for receiver and ignition...

+1