Here's some good info regarding the use of an ibec and running everything off 1 battery. If real airplanes use redundency why not us? This come s from www.hangtimes.com
<div style="text-align: center; margin: 0in 0in 0pt" align="center"><font size="3"><span style="color: black">*</span></font></div><div style="text-align: center; margin: 0in 0in 0pt" align="center"><font size="3"><span style="color: black">Q: I have an 'IBEC'.. an ignition battery eliminator. Lets me run the ignition off the Rx pack. Do I need any special cabling on an A123 pack to make this work?</span></font></div><div style="text-align: center; margin: 0in 0in 0pt" align="center"><font size="3"><span style="color: black">*</span></font></div><font size="3"><span style="color: black"><div style="text-align: center; line-height: normal; margin: 0in 0in 0pt" align="center"><span style="color: black; font-size: 12pt">A: Over the past 30 years I've seen several 'ignition battery eliminator' setups come and go... they are usually a small module that sits between the switch and the Rx and port power to the ignition module. They don't normally require any extra connectors on the pack. Some have voltage step-downs to regulate power to an acceptable range for various ignition types. I haven't seen any of them that has cabling on them as large as our switches or packs.. and to work, the IBEC hasto pass power to your Rx through their circuit board, cabling &amp; connectors... another set of potential failure points.</span></div><div style="text-align: center; line-height: normal; margin: 0in 0in 0pt" align="center"><span style="color: black; font-size: 12pt">-</span></div><div align="center"><span style="color: black; font-size: 12pt">I won't use one and I don't recommend them. <span style="color: #ff0000">One of the more common failures on larger gas powered models is ignition modules</span>.. when the module shorts out from vibration and heat the ignition battery pack goes dead a few moments later.. leaving the pilot with an engine out 'dead stick' landing. </span><span style="color: #ff0000"><span style="font-size: 12pt">With an ignition battery eliminator,if the module shorts, more often than not the pilot is left without power for the Rx too. That's not a dead stick landing. That's a dead aircraft arrival, not arecoverable situation.</span></span><span style="color: black; font-size: 12pt">In all commercial RPV's, military drones, etc, the telemetry system has its own power supply, as does the engine ignition system and the crafts Rx/Servo system. Separation and redundancy.. in larger models, much preferred over combining systems on one pack.</span></div><div align="center"><span style="color: black; font-size: 12pt">- </span></div><div align="center"><span style="color: black; font-size: 12pt">For the most part, folks that pursue the ignition battery eliminator attempt to justify it as a weight issue.. reality proves that concept as wrong-headed... lets look a small 30cc powered12 poundbird. 12 pounds x 16 ounces to the pound = 192 ounces. The plane likelycarries 20-28 ounces of fuel. An 1100ma 123 pack weighs 3 ounces. The three ounces won't have any material impact on the performance of the airplane.. however saving those three ounces could easily cost you the entire investment. Of course if your determined to save the three ounces.. you could put a tad less fuel in the tank when you fill up.</span></div></span></font>