I don't fly gas smaller that 70cc, so there and up I run a powersafe receiver, a soft switch, 2 each lipos packs and a Tech Aero IBEC.

Bob

Originally Posted by Carruthers43

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

Ok I misunderstood your post. "Has to be 2 ways to kill a GAS engine and it appears they may actually require a physical switch"

According to that statement there has to be a minimum of two ways to kill engine; one from the transmitter and the other must be a manual ignition switch mounted on the aircraft visible from the outside. I thought you were supporting the argument that there must be two methods from the transmitter.

I only fly biplanes for redundancy.

LMAO! ^^ That was awesome!

Haha! I like it!

twin cylinder motor are much more reliable than singles due to their redundancy

Originally Posted by mrc100

twin cylinder motor are much more reliable than singles due to their redundancy

Yep, and if you fly single cylinder you need dual exhaust for exhaust redundancy

Now that I have decided to install an optical ignition kill switch I am wondering if I should keep the mechanical on/off ignition switch, even though my intention is to loose as much model weight as possible. Plus whenever I start my engine my Tx is always at hand should an engine off be required.

I got rid of a mechanical switch when I went to the tech aero IBEC, but I can still kill it mechanically by flipping off both switches to the Rx.

Originally Posted by jack01

I got rid of a mechanical switch when I went to the tech aero IBEC, but I can still kill it mechanically by flipping off both switches to the Rx.

Absolutely.....