RCU Forums - View Single Post - Kill Switch regulations

12-03-2012 | 02:49 PM

#24

Len Todd

Joined: Jul 2012

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From: Baldwin, MI

RE: Kill Switch regulations

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.

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