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Old 07-12-2017, 07:46 PM
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Quote:
Originally Posted by rooman View Post
How do you kill the engine if the Rx goes out and the engine keeps running ?
Do you simply wait till the plane hits the ground ? or buries its self into a crowd ?
How do you kill the engine on , say, a Saito 220 glow??OR a Thunder Tiger 4500 glow??? if the RX (or throttle servo) goes south????...these engines are way more powerful than a 20cc gas.
We can run these scenarios all day..
Thing is use the simplest and the safest system "within reason".
You COULD essentially run a receiver and battery for each servo for multiple redundancy....but that would be ridiculous.
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Old 07-12-2017, 10:27 PM
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Shotgun kills within reason, and in Texas a shotgun is readily available for cheap.
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Old 07-12-2017, 10:32 PM
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Originally Posted by cbedfellow View Post
Shotgun kills within reason, and in Texas a shotgun is readily available for cheap.
Huh???
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Old 07-12-2017, 10:36 PM
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Quote:
Originally Posted by Philkoury View Post
Please provide a link to the AMA requirement for a secondary kill switch. It is not in the safety code: https://www.modelaircraft.org/files/105.pdf

Number 5

http://www.modelaircraft.org/files/515-a.pdf

Must be 2 ways to kill the engine and technically a physical switch between ignition and battery
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Old 07-12-2017, 10:39 PM
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Quote:
Originally Posted by BarracudaHockey View Post
Its a great idea, but its not an AMA requirement
http://www.modelaircraft.org/files/515-a.pdf

Number 5
Has to be 2 ways to kill a GAS engine and it appears they may actually require a physical switch
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Old 07-13-2017, 12:54 AM
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Quote:
Originally Posted by Carruthers43 View Post
http://www.modelaircraft.org/files/515-a.pdf

Number 5
Has to be 2 ways to kill a GAS engine and it appears they may actually require a physical switch
Here's the statement. "All engines must be able to be shut off from the transmitter by either a servo operated kill switch or
by closing the carburetor. All aircraft with ignition engines must have a manual emergency ignition
kill switch visibly mounted on the exterior of the aircraft"

I think the key word is either a kill switch OR by closing the throttle. And all ignition engines need a MANUAL switch.

I do not read this as requiring two methods from the transmitter.
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Old 07-13-2017, 01:02 AM
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Quote:
Originally Posted by mrc100 View Post
Here's the statement. "All engines must be able to be shut off from the transmitter by either a servo operated kill switch or
by closing the carburetor. All aircraft with ignition engines must have a manual emergency ignition
kill switch visibly mounted on the exterior of the aircraft"

I think the key word is either a kill switch OR by closing the throttle. And all ignition engines need a MANUAL switch.

I do not read this as requiring two methods from the transmitter.
Not 2 methods from the transmitter you are correct but everyone myself included using an ibec are kind of violating the rule by not having a true physical switch to the ignition to kill the engine...
you are correct not 2 transmitter based kills but 2 kill methods are required...

Also in my statement I never said 2 transmitter based kills but just 2 methods of killing it and that is true
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Old 07-13-2017, 02:10 AM
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What you posted applies to giant scale racing. There is no general ama safety code requirement.
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Old 07-13-2017, 02:56 AM
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Quote:
Originally Posted by FGNewbie View Post
What you posted applies to giant scale racing. There is no general ama safety code requirement.
You are correct that is my fault I saw giant scale and didn't even notice the racing part... thank you that is my fault...
There is no safety needed for general gas engines no kill switches required at all let's just go and hope to not kill each other with big gas engines turning 30" carbon props!
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Old 07-13-2017, 07:29 AM
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Yes exactly, if you read my previous posts on the subject you will see that i noted that its not an AMA rule, it's a requirement for Giant Scale Racing

i've been through the AMA doc's a few times
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Old 07-13-2017, 07:30 AM
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They're get'n lower mate.....
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Quote:
Originally Posted by cbedfellow View Post
Don't stress it, there is always one safety nutter in the forums, I understood your post it makes perfect sense. I swear I do not know how some of these clowns get out of bed in the morning.
So you don't concern yourself with or promote safety ......remind me not to fly with you
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Old 07-13-2017, 07:33 AM
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They're get'n lower mate.....
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Quote:
Originally Posted by BarracudaHockey View Post
Yes exactly, if you read my previous posts on the subject you will see that i noted that its not an AMA rule, it's a requirement for Giant Scale Racing

i've been through the AMA doc's a few times
Correct - extract was posted in #27
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Old 07-13-2017, 08:04 AM
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Andy...it's an FG thing...any claim requires at least one additional affirmation.
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Old 07-13-2017, 08:18 AM
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Not sure why a simple ignition kill can cause such controversy, but here's my setup:


70cc and below - single lipo, switch with single battery in and two power leads out both to receiver, with a rcxel modified to accept power from the receiver wire eliminating the female JR plug.


100cc and up - two lipos with a wolverine switch both leads to reciever, again mod'ed rcxel to eliminate the ignition battery, badger switch between ignition power and rcexl so I can manually shut off the ignition power as well as use the optical kill


I like very simple setups and this is about as simple as you can get.
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Old 07-13-2017, 08:54 AM
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I run IBECS on gassers just incase i have a problem with the throttle servo i can shut it down.. i dont consider it a point of failure.. im pretty sure the Tech Aero isolates itself incase it has a problem.. just my .02 cents guys dont hang me

Also my local field requires it on all gas engines
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