quote:

ORIGINAL: dant-RCU

If you fly at an IMAA sanctioned event you are REQUIRED to have both a manual cutoff switch on the outside of the aircraft PLUS
a transmitter controlled method to kill the enging. It is covered in the IMAA Safety Code Rule 5 - to wit:

SECTION 5.0: EMERGENCY ENGINE SHUT OFF (Kill Switch)
5. Magneto spark ignition engines must have a coil-grounding switch on the aircraft to stop the engine. This will also prevent accidental starting of the engine.
This switch shall be readily available to both pilot and spotter/helper. This switch is to be operated manually and without the use of the Radio System.
5.2 Engines with battery powered ignition systems must have a switch to turn off the power from the battery pack to disable the engine from firing.
This will also prevent accidental starting of the engine. This switch shall be readily available to both pilot and spotter/helper.
This switch shall be operated manually and without the use of the Radio System.
5.3 There must also be a means to stop the engine from the transmitter. The most common method is to close the carburetor throat completely using
throttle trim, however other methods are acceptable. This requirement applies to all glow/gas ignition engines regardless of size

Some inspectors will want to see that your manual switch works and some will also want to see the transmitter kill function also. I have found the inspections
vary from event to event.

I use either an opti_kill, an IBEC or a magneto kill from the transmitter on all my gas engines.

Dan

quote:

ORIGINAL: dant-RCU

. . . . .

Some inspectors will want to see that your manual switch works and some will also want to see the transmitter kill function also. I have found the inspections
vary from event to event.

 . . . . .

Dan

quote:

ORIGINAL: BarracudaHockey

I would rather dead stick a plane any day than to take a chance of it still running when it hit or flying off into never never land at a high idle.

Please dont take this the wrong way, this is a general feeling on the issue and not directed at you. If you're not capable of dead sticking a plane, or willing to sacrafice one in the name of spectator/bystander ect safety, then you don't belong flying a giant scale plane.

quote:

ORIGINAL: AA5BY


Strangely you say, ''not directed at you'' but then use the pronoun you... twice. C'mon man, it was directed at me, eh.

Your opinion is duly noted. And... I noted forty years ago that any one who had soloed, is capable of landing dead stick.

Have you made your feelings known to the AMA and IMAA that their rules are inadequate for safe flight of giant scale? I note you are sometimes a CD... do you require your feelings/rules applied to fliers at events you direct or are the AMA and IMAA rules used?

Good discussion guys. Back to the topic:  I have my gas planes' throttle set up such that with the throttle trim switch, I can lower the throttle to where the engine will die (i.e. slightly above the trim position where the throttle trim is fully lowered.) This also allows me to lower the RPM for landings, raise it for a high speed idle when flying, and kill the engine, using the trim switch. I thought we all setup our Giants' throttles this way. ?? It made sense to me when I read this site's post on how to set up throttles. Guess not. Eh? I did have to remove the throttle stop on the DLE 111s to get the throttle travel to go to the point the engine shut off.

I also have the SmartFly Optical Kill Switch as a means to preclude a high speed flyaway and do normal engine kills.  When the transmitter signal is lost, the ignition is cut off. This cutoff is in the Rxer's Preset Failsafe settings. While this type of cutoff does cause a deadstick condition, it seems to me to be much safer, for everyone potentially involved, than having a spinning 28" prop going on its own path, especially around crowds. All other flight controls return, once the transmitter reestablishes the link with the receiver.

I have thought much about having the ignition cut off on me if there was a "Hold" on my transmitter. However, I have seen one "Hold" and the engine kept running. I have not seen any brownouts, that I know of, with dozens of hours on the plane.  And, … I fly those planes way out there, sometimes a mile or more. I usually see 0 Frame Losses", 0 "Holds" and 40-50 "fades" on each of the 3 remote Rxers per 15 minute flight. (DLE 111, AR9210, DX8 + TM1000)

Also, being a retired N-Plant guy, I would never feel safe with a single method to accomplish a Giant plane's engine kill. Too many things can go wrong. Where safety can be compromised, always have a plan B.