Hi guys,
I am interested in you opinions as to the vulnerabilities of the dual electronic ignition system to electrical faults which could render both systems inoperative. What protections are there in this system to guard against an electrical fault taking out both of these units? I currently have the dual Lightspeed Plasma III with the backup battery.
My reason for asking is due to a recent experience I had related to a poor battery ground. Recently while attempting an engine start, I experienced a very slow starter rotation, and then noticed an electrical smoke smell. On further investigation, it was discovered that due to a poor or loose battery ground during engine start the lightspeed ground wires (which are connected directly to the main battery) overheated due to the excess load. It was also discovered that one of the cannon plugs connected to one of the power boxes showed signs of heat damage. We replaced the wiring and the cannon plug, and on run up both Ignition sources checked out fine, so I flew the A/C home. Just before descent into my home field I performed an inflight mag check and noticed an EGT rise on 1&3 Cyls and no rise on 2&4 on the A ignition system. Once on the ground I accomplished another MAG (IGN) check, and when I selected the A IGN to OFF the ENG quit.
I have not received the full report from my mechanic as of yet as to the cause, whether it is a failed IGN or just a wiring problem, but it did get me thinking about the dual electronic IGN solution and its suspectibility to a possible main electrical system fault causing both units to fail simultaneously and rendering ones power plant inoperative.
My question then is what if any safeguards are incorporated within the Lightspeed Ignition system to guard against such a scenario? Would it be a better, and safer solution to have one electronic IGN and one MAG?
Your would appreciate your insights based on your understanding and knowledge of this system and safeguards.
Thanks,
David Johnston
I am interested in you opinions as to the vulnerabilities of the dual electronic ignition system to electrical faults which could render both systems inoperative. What protections are there in this system to guard against an electrical fault taking out both of these units? I currently have the dual Lightspeed Plasma III with the backup battery.
My reason for asking is due to a recent experience I had related to a poor battery ground. Recently while attempting an engine start, I experienced a very slow starter rotation, and then noticed an electrical smoke smell. On further investigation, it was discovered that due to a poor or loose battery ground during engine start the lightspeed ground wires (which are connected directly to the main battery) overheated due to the excess load. It was also discovered that one of the cannon plugs connected to one of the power boxes showed signs of heat damage. We replaced the wiring and the cannon plug, and on run up both Ignition sources checked out fine, so I flew the A/C home. Just before descent into my home field I performed an inflight mag check and noticed an EGT rise on 1&3 Cyls and no rise on 2&4 on the A ignition system. Once on the ground I accomplished another MAG (IGN) check, and when I selected the A IGN to OFF the ENG quit.
I have not received the full report from my mechanic as of yet as to the cause, whether it is a failed IGN or just a wiring problem, but it did get me thinking about the dual electronic IGN solution and its suspectibility to a possible main electrical system fault causing both units to fail simultaneously and rendering ones power plant inoperative.
My question then is what if any safeguards are incorporated within the Lightspeed Ignition system to guard against such a scenario? Would it be a better, and safer solution to have one electronic IGN and one MAG?
Your would appreciate your insights based on your understanding and knowledge of this system and safeguards.
Thanks,
David Johnston