That sort of thing happens to me every time I put on a pair of shorts, longer pants beats a kill switch hands down!


But advice well taken, Thank you!

aussiesreve,
I am the same, have been using them for years, used to have to use them on any spark ign engine(converted glow or not), I am only useing 30cc (75" span) as we are limited with respect to the runway, all my models(8) are all around 5kg so still well under weight for a heavy model inspection(old large model), used to have some large(heavy) models (60 & 80cc) but sold them when I moved south.

Cheers

There's a fourth type of kill switch. The one that generates a bucket full of grief in preventing the engine from starting, or generating radio glitches, or the one that has an intermittant component short the kills the engine in flight. A pretty fair number of those of late from what I've been reading.

I have yet to read a post in this thread referring to an engine that failed to shut down that wasn't caused by human error. I don't think I would feel any safer around them if they had an ignition kill. If they can manage to screw up the installation and set up basics how many other areas do they still have left to ball up? Some of the same people will go out of their way to use a single battery for the receiver, servos, and ignition....

I'm not a newbie and learned how to set up an engine and radio a long time ago. Learned about performing numerous operational checks before flying around the same time. The correct methodology for engine tuning is a given, at least for me.

Why would anyone argue with an alternative method of shutting down an engine?

Absolutley agreed. This is why I only use one particular brand of kill switch - the one that seems to be the most reliable. It is also the reason I like to see them installed - especially on other peoples planes

They are the easiest way for us to 100% comply with the latest heavy model rules here though - very few 50cc birds are under 7kg (15 lbs) dry weight.

Seen many a similar situations. Cheap, crappy parts &/or assembly. Often it's fliers preferring cheap over safe.
Some gas engines can run briefly WITH the choke on! Servos fail, as do linkages. Just because it hasn't (yet)
happened to you, be patient.

Myself, I prefer safety over being cheap, so I always use a remote ignition kill system on all my gassers. Adds
another layer of protection should it be needed. First I use the throttle kill, then the ign kill, then there's also
the tx OFF, as ign kill is linked to rcv power. Multi layers of safety.

Last resort is my baseball bat. Actually used it once, and saved another fliers ankles from getting mauled!

Safety first, then you can fly with confidence and have fun.

Same thing here on my RCGF 26cc in my P-51, my first and right now only gasser. I have tried until I'm blue in the face to get the engine to stop by using full down trim on the throttle, 'kill' via a trim switch and tx setup, you name it. This method has always worked fine on my Saito's.

So, I ended up putting a servo on the choke (which I like even if the throttle trim worked to kill the engine) and it works fine to kill the engine. But, I am NOT comfortable with only having one way to kill the engine via the tx. I fully embrace the keep-it-simple concept, and don't like adding weight and failure points, but I'm going to add an opto kill switch.

Now, any suggestions on how I can get the engine to shutoff with the throttle trim? This has me baffled...pun intended

Solder the hole in the throttle plate closed, after making sure you are closing it completely with throttle trim, and making sure you do not have any air leaks at the carb mount.

Sincerely, Richard

Ok, thanks. Good tip on the solder. I'll check for leaks on the mount, but I thought I had that covered...could have loosed with vibration though.

Those guys are lucky they didn't have to go to the hospital or the morgue. Chasing after a running plane? standing on the runway side of the safety fence? Intending to throw something into a spinning propeller? Wow.

I thought the video was crazy. Two guys runnig after a BIG plane with a motor that could not be slowed down. And one of them had a large rag to toss into a running motor. And the plane was almost under controll on the ground. And the pilot was standing outside the safety fence. The amount of harm that could have happened is chilling to think about.

A TX kill switch is a must, IMO. I put a bench run motor into my Yellow P-40 and took it to the field for its first flight. The "new from the factory" kill switch was wired backwards at the factory. Off was on, on was off. Two things saved myself and the other flyers from harm. The plane was in a hold down device and I had a TX operated kill switch. I could not get the motor to fire so I switched the planes kill switch to the off position. Another flyer asked what was the problem, and I said it just wont fire. He asked if it was flooded and I said no, and pulled the prop thur to show him. Yep, it fired right up! I never could have reached the planes kill switch from where I fell back too, (scared the crap out of me) and if the plane was not held in place, I would have been run over. OUCH!! Kill switches good. No kill switch bad. Fly safe.

Who's argueing?

I just have issues with people making statements or alluding that an electronic engine cut is a mandatory item or you aren't "safe". Those types of statements generate more harm than anyone using well established, tried and true methods ofcorrectly setting up a plane. The "gotta have it" crowd will be the ones setting the stage for a rule requiring electronic engine cuts. Anything can fail, and the more parts you put in a system increases the rate of failure. There have been far too many electronic cut devices that have failed in one manner or another. I was present when one of them was contributory to the loss of a 40% plane.

Some people believe you can never be too safe. Others know that safety is never assured and that some risk is assumed with the simple act of breathing. Each makes their own choices, but nobody should be able to force thier view onto others. It is here that I have problems with kill devices because so many with less experience are quite vocal about their use. That vocalization is working up a great platform for generating a rule, once again incrreasing vendor sales of an unnecessary product. Options are good, requirements are not.

A choke servo controlled by a switch on the transmitter is my best answer, six out of my seven gas engines are rear carb so to me a choke servo is necessary. I kill my engine after a flight by closing the choke which in turn primes the engine for the next start up! The fuji is the only engine I have without a choke servo because it is side carb and maybe an ignition kill switch would be a good idea but never have had a problem getting it to shut off!

I agree 110% TOM, every one of the examples given here as a reason for using an ignition kill switch was caused by poor set up, maintenance, or preflight practices and avoidable. Personally I don't have a strong feeling either way about them, I have a couple planes that use them and several that don't, all will shut down with throttle kill or they don't leave the shop, PERIOD. The other major issue I see represented here is the ridiculous decision making that occurs when a something does prevent a plane from shutting down. There is no plane or propeller worth even someone else's finger, hand, or any other body part let alone my own. There is absolutely no intelligent reason for anyone to try and catch a running moving airplane unless it's to prevent it from hitting another modeler. If one doesn't have patience to wait for the engine to run out of fuel or the air speed to fly while doing so a well timed application of down elevator should solve the problem right quick.

All that said, the lack of knowledge and experience in many of todays gas engine users coupled with the need of many to plug and play, rushing through assembly and heading to the field without checking and double checking every component knowing with 100% certainty how everything works or even whether it works or not makes me believe that ignition kills are a good idea. Not because the engines or planes are so inherently dangerous but because modelers are evolving, many are using OJT principles to learn about and how to use new propulsion systems with larger engines and planes. With this method of education it many times requires a mistake be made in order to learn something.

I should not take too long to run (fly) the tank out. The use of big circles & speed will eat up the fuel ...then make the big cicrle a final leg and bring that bird in for a landing. I used to do that to pratice dead stick landings. Capt,n

So ... what Is the proper/best way to program the throttle kill switch. I'm flying a Hobbistar with a Magnum 4stroke and a Futaba 7c 2.4 tx.

Thanks, Sleepin

Too wet to Fly!

It described in detail in the manual that came with your radio. http://www.futaba-rc.com/manuals/manual-7c.html

Can someone with vast experience and background with gas model engines give the rest of us a tip on how to shut down an engine that continues to idle even when the throttle plate is completely closed? Repeatedly saying bad linkage and poor tuning doesn't help us.

Make sure there are no air leaks in the carb to engine joints, and solder closed the little hole in the throttle butterfly plate. With no air there can be no ignition and no running.

Sincerely, Richard

Exactly, the only thing allowing it to continue to run is oxygen. Find out where the O2 is getting in at and plug it. If that means replacing the carburetor......I would in a heart beat.

yup!!! throttle kill stops engine ..yup guess thats why they make them do that at meets..

Love the post on the video by an AMA member, and people wonder why people don't want to join anymore.

P.S. Great video and great point, thank you for sharing.

guys!!.......the video is to show what unfortunate things that can happen to anyone regardless of experience or years in modeling.
the owner of the plane is very careful when setting up his models.
this was actually a first for him as i have seen him tinker with engine settings til most of us are blue in the face.
the pilot is someone whom i would trust to fly anything i build, and i put hours into a scale project.
whether or not the judgement call to land was right or wrong, it was posted simply to show why a kill switch may have been the best option here.
no one HAS to install a kill switch, and i certainly don't want another item in the power flow to the electronics. i am going to set my new gasser up as i would any glow motor as far as shut off is concerned, but i may also go ahead and use a mini 3102 to turned the power source on and off. can't hurt right?

i would appreciate some respect towards the guys in the videos though.
they are great guys and use good judgement in almost every situation. this one was just one of those things.

I like the idea behind the video, and think it was a good idea.

Yea, things could have been different, and it's real easy for someone to say wreck your plane instead.

I spoke my peace on the video.

Anyone who has a problem with this is just like saying, those are a bunch of idiots in the USS Forrestal accident video, but we use it as a training aid so it doesn't happen again. This video is no different.

Some people just T me off to no end.

Aw heck fellows...John Wayne would just shoot that turkey!!! end of fly time!!!