ORIGINAL: quist
Have you used any on board Data logging to see how many amps you are pulling?
When you were testing the plug at 10 amps, were you recording the voltage drop at the amp draw source?
I have tested the weatronics in the lightning. But that's a totally different animal, two battery systems etc.
To answer your question, in the building of 20 plus jets, the only verifiable model turbine jet that you see at jet rallies/ commercially available, run of the mill turbine jet that requires anything other than a single battery single switch, and duralite or equal regulator is the BV F-100.
There is a lot of misconception about the setup of these jets and how to properly set up throw while using an amp meter. When you setup with an amp meter and you go to full deflection, often times you will see a one amp load at say 100% travel, but a half amp load at 94% travel.
Aerodynamically, the airplane is going to fly the same, but from an electrical perspective, there is a major difference.
Look, I'm getting bored talking about this, I have been through this numerous times in this forum and others.
I have run plenty of tests to feel comfortable with how I'm setting airplanes up.
But I'm telling you, that at a minimum even the cheapest of our connectors are rated no problem for over 7 amps. And I still welcome you to prove me wrong. Why not go post this in the JR forum "ask danny"?
Or keep on doing what you're doing. I have been preaching proper setup of these airplanes electrically for about three years or more (when using li ion). The guys at Florida that changed over to 2.4 from PCM learned a hard lesson by not testing their systems load with an amp meter before they flew (at least that's what I've been told).
On a Nicad system, this isn't going to matter, the battery will keep feeding whatever the system needs till it bleeds all over itself.