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roger(at)smartdrive.com
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 Posted: Sun Apr 18, 2010 8:07 am Post subject: Lightspeed Ignition Module |
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Completing the firewall forward on a RV-8A O-360 4 cyl. I have one mag and one Lightspeed Plasma III. I am locating the Ignition Module would like some feedback on experiences from others. My concern is ignition noise in radios and interference with sensor wires. Mounting on the cold side of the firewall is difficult due to space unless I mount the module right behind the panel causing potential interference. Has anyone experienced noise or sensor interference problems and what did you do to solve them? Has anyone mounted the module on the hot side of the firewall? How did you protect against heat and moisture? Any problems with a hot side installation?
Also the instructions has the power go straight from the battery or battery side of the master relay to a “pull-able” circuit breaker and allows the unit to be turned on and off with a standard mag p-lead type connection.
“all Plasma II Plus and Plasma III CDI systems can be operated with a standard aircraft key switch. A "P"-Lead (wired to the output connector) is provided and should be connected to the key switch in the same way as the magneto "P"-Lead. There is no current drain on your battery when power is supplied via the input connector and the key switch is in the off position. A pull-able circuit breaker should still be installed in the positive power wire.”
Even though it states there is no power draw you still have a unprotected wire from the battery to the panel breaker that is hot 24/7 and unless you pull the breaker, the wire is hot all the way to the module even when parked. This just does not seem reasonable. I would like to know what others have done.
Thanks, Roger Smart
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bicyclop(at)pacbell.net
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| Posted: Sun Apr 18, 2010 9:45 am Post subject: Lightspeed Ignition Module |
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Howdy Roger,
We've got an early Plasma ignition on our 6A that I relocated as sort of a flat pack under the panel a few years back. There is no radio interference and no perceivable interference to any sensor wires. The high voltage is from the coils to the plugs and the coils are on the forward side of the firewall.
I don't know if Klaus still calls for cooling air to the module. The early ones had some issues with a power transformer getting hot. Ours originally had a 3/8"ID hose from some rinky dink fan and ran hot to the touch. When I relocated it, I hogged the inlet out to 5/8" and hooked up a good avionics fan. Now it runs much cooler. We did have the transformer replaced at that time and it did look cooked. I'd be leery of putting on the hot side unless Klaus is OK with it.
The reason for the breaker is that Klaus has some sort of overvoltage protection circuit in the ignition module that will short the power line if it exceeds some set figure. I guess the plan is to remove the high voltage before it can damage the ignition. Then, after the alternator is offline, you could reset it. If you have some sort of overvoltage protection already built in to your system, aeroelectric connection style for instance, this will never come up. It'll probably never come up, anyway, as alternator runaway is a pretty rare event. Still, I'd wire it as he drew it.
Klaus doesn't want the line from the battery going through any other busses, fuses or other power distribution devices. People have managed to have both ignitions shut down by modifying this scheme without thinking it all the way through. The issue is providing the most reliable voltage source possible. Your concern about the unprotected hot wire is valid, but if the ignition unit actually does crowbar open the breaker, you'd rather it didn't also open a fuse or some other protective device where you can't reset it. If you are careful with how this wire is routed and supported, shorting out will not become an issue.
The standard ignition/start switch is a potential single point of failure for both ignitions. Klaus made available the P-lead style on/off setup for the ignition because people wanted to use the standard mag switch, not because it is necessarily the best way to do it. Ours is wired with 2 toggle switches. For one thing, it removes power completely from the ignition, when switched off, for another, you know which ignition you are switching off during runup and for trouble shooting. The keyed mag switch can be a bit confusing when you are trying to figure out an ignition problem.
If you are worried about unauthorized access to your plane, put on a throttle lock. Those keyed switches aren't very secure, anyway. A friend of mine just hunted through a drawer of old keys and we were able to start an airplane for which we had no key, the other day.
Think all of your decisions about how to wire the ignition system through. Look at any possible way it could fail to keep the motor running. When you are satisfied that you've come up with the strongest possible design, then carefully implement it paying attention to protecting the wiring from vibration, abrasion, contamination, heat, loosening of connections, etc..
For more discussion of these issues (and other wiring related discussions), see the archives at the aeroelectric connection list on matronics.com.
Pax,
Ed Holyoke
Roger Smart wrote: [quote]
Completing the firewall forward on a RV-8A O-360 4 cyl. I have one mag and one Lightspeed Plasma III. I am locating the Ignition Module would like some feedback on experiences from others. My concern is ignition noise in radios and interference with sensor wires. Mounting on the cold side of the firewall is difficult due to space unless I mount the module right behind the panel causing potential interference. Has anyone experienced noise or sensor interference problems and what did you do to solve them? Has anyone mounted the module on the hot side of the firewall? How did you protect against heat and moisture? Any problems with a hot side installation?
Also the instructions has the power go straight from the battery or battery side of the master relay to a “pull-able” circuit breaker and allows the unit to be turned on and off with a standard mag p-lead type connection.
“all Plasma II Plus and Plasma III CDI systems can be operated with a standard aircraft key switch. A "P"-Lead (wired to the output connector) is provided and should be connected to the key switch in the same way as the magneto "P"-Lead. There is no current drain on your battery when power is supplied via the input connector and the key switch is in the off position. A pull-able circuit breaker should still be installed in the positive power wire.”
Even though it states there is no power draw you still have a unprotected wire from the battery to the panel breaker that is hot 24/7 and unless you pull the breaker, the wire is hot all the way to the module even when parked. This just does not seem reasonable. I would like to know what others have done.
Thanks, Roger Smart
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lifeofreiley2003(at)yahoo
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| Posted: Sun Apr 18, 2010 6:18 pm Post subject: Lightspeed Ignition Module |
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As to the hot side of the firewall... Klaus emailed me and stated it should not be an issue. I mounted mine on the firewall with a 5/8" blast tube, also a shroud to cover the unit were the blast tube mounts both ends open. I also put a temp sensor on the shroud, in flight runs about 79 degrees, landing and taxi will get to 107 degrees which is much under the working 150 degrees Klaus states and the harsh testing of 200 degrees Klaus uses in the test bed. Sitting in the sun on the ramp, you will see hotter temps on the box than the 107 degrees in taxi I'm seeing.
-d-
--- On Sun, 4/18/10, Roger Smart <roger(at)smartdrive.com> wrote:
| Quote: |
From: Roger Smart <roger(at)smartdrive.com>
Subject: Lightspeed Ignition Module
To: rv8-list(at)matronics.com, rv-list(at)matronics.com
Date: Sunday, April 18, 2010, 11:06 AM
Completing the firewall forward on a RV-8A O-360 4 cyl. I have one mag and one Lightspeed Plasma III. I am locating the Ignition Module would like some feedback on experiences from others. My concern is ignition noise in radios and interference with sensor wires. Mounting on the cold side of the firewall is difficult due to space unless I mount the module right behind the panel causing potential interference. Has anyone experienced noise or sensor interference problems and what did you do to solve them? Has anyone mounted the module on the hot side of the firewall? How did you protect against heat and moisture? Any problems with a hot side installation?
Also the instructions has the power go straight from the battery or battery side of the master relay to a “pull-able” circuit breaker and allows the unit to be turned on and off with a standard mag p-lead type connection.
“all Plasma II Plus and Plasma III CDI systems can be operated with a standard aircraft key switch. A "P"-Lead (wired to the output connector) is provided and should be connected to the key switch in the same way as the magneto "P"-Lead. There is no current drain on your battery when power is supplied via the input connector and the key switch is in the off position. A pull-able circuit breaker should still be installed in the positive power wire.”
Even though it states there is no power draw you still have a unprotected wire from the battery to the panel breaker that is hot 24/7 and unless you pull the breaker, the wire is hot all the way to the module even when parked. This just does not seem reasonable. I would like to know what others have done.
Thanks, Roger Smart
| Quote: |
=nofollow target=_blank>http://www.matronics.com/Navigator?RV-List
et=_blank>http://forums.matronics.com
llow target=_blank>http://www.matronics.com/contribution
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[quote][b]
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N122RL(at)aol.com
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| Posted: Mon Apr 19, 2010 4:59 am Post subject: Lightspeed Ignition Module |
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I have had mine mounted on the hot side of the firewall without any blast tubes. Have had no problems in over 600 hrs. RV6A 160 hp.
In a message dated 4/18/2010 10:18:47 P.M. Eastern Daylight Time, lifeofreiley2003(at)yahoo.com writes:
| Quote: | As to the hot side of the firewall... Klaus emailed me and stated it should not be an issue. I mounted mine on the firewall with a 5/8" blast tube, also a shroud to cover the unit were the blast tube mounts both ends open. I also put a temp sensor on the shroud, in flight runs about 79 degrees, landing and taxi will get to 107 degrees which is much under the working 150 degrees Klaus states and the harsh testing of 200 degrees Klaus uses in the test bed. Sitting in the sun on the ramp, you will see hotter temps on the box than the 107 degrees in taxi I'm seeing.
-d-
--- On Sun, 4/18/10, Roger Smart <roger(at)smartdrive.com> wrote:
| Quote: |
From: Roger Smart <roger(at)smartdrive.com>
Subject: RV-List: Lightspeed Ignition Module
To: rv8-list(at)matronics.com, rv-list(at)matronics.com
Date: Sunday, April 18, 2010, 11:06 AM
Completing the firewall forward on a RV-8A O-360 4 cyl. I have one mag and one Lightspeed Plasma III. I am locating the Ignition Module would like some feedback on experiences from others. My concern is ignition noise in radios and interference with sensor wires. Mounting on the cold side of the firewall is difficult due to space unless I mount the module right behind the panel causing potential interference. Has anyone experienced noise or sensor interference problems and what did you do to solve them? Has anyone mounted the module on the hot side of the firewall? How did you protect against heat and moisture? Any problems with a hot side installation?
Also the instructions has the power go straight from the battery or battery side of the master relay to a “pull-able” circuit breaker and allows the unit to be turned on and off with a standard mag p-lead type connection.
“all Plasma II Plus and Plasma III CDI systems can be operated with a standard aircraft key switch. A "P"-Lead (wired to the output connector) is provided and should be connected to the key switch in the same way as the magneto "P"-Lead. There is no current drain on your battery when power is supplied via the input connector and the key switch is in the off position. A pull-able circuit breaker should still be installed in the positive power wire.”
Even though it states there is no power draw you still have a unprotected wire from the battery to the panel breaker that is hot 24/7 and unless you pull the breaker, the wire is hot all the way to the module even when parked. This just does not seem reasonable. I would like to know what others have done.
Thanks, Roger Smart
| Quote: |
=nofollow target=_blank>http://www.matronics.com/Navigator?RV-List
et=_blank>http://forums.matronics.com
llow target=_blank>http://www.matronics.com/contribution
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[quote][b]
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martinaerodrome(at)gmail.
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| Posted: Mon Apr 19, 2010 5:44 am Post subject: Lightspeed Ignition Module |
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Roger,
I installed my ignition modules in the baggage compartment of my RV8 on the cockpit side. I now have well over 1000 hours of time on this installation with no problems of any type. Note: I have dual lightspeeds and a small standby battery that yields 3 hours of operation in the ev ent of power failure. I also sent my flywheel in to Klaus at Lightspeed and he installed the trip magnets on his master jig for perfect placement. Good Luck
Dick Martin
RV8 N233m
the fast one
On Sun, Apr 18, 2010 at 11:06 AM, Roger Smart <roger(at)smartdrive.com (roger(at)smartdrive.com)> wrote:
[quote]
Completing the firewall forward on a RV-8A O-360 4 cyl. I have one mag and one Lightspeed Plasma III. I am locating the Ignition Module would like some feedback on experiences from others. My concern is ignition noise in radios and interference with sensor wires. Mounting on the cold side of the firewall is difficult due to space unless I mount the module right behind the panel causing potential interference. Has anyone experienced noise or sensor interference problems and what did you do to solve them? Has anyone mounted the module on the hot side of the firewall? How did you protect against heat and moisture? Any problems with a hot side installation?
Also the instructions has the power go straight from the battery or battery side of the master relay to a pull-able circuit breaker and allows the unit to be turned on and off with a standard mag p-lead type connection.
all Plasma II Plus and Plasma III CDI systems can be operated with a standard aircraft key switch. A "P"-Lead (wired to the output connector) is provided and should be connected to the key switch in the same way as the magneto "P"-Lead. There is no current drain on your battery when power is supplied via the input connector and the key switch is in the off position. A pull-able circuit breaker should still be installed in the positive power wire.
Even though it states there is no power draw you still have a unprotected wire from the battery to the panel breaker that is hot 24/7 and unless you pull the breaker, the wire is hot all the way to the module even when parked. This just does not seem reasonable. I would like to know what others have done.
Thanks, Roger Smart
| Quote: |
t="_blank">http://www.matronics.com/Navigator?RV-List
ttp://forums.matronics.com
_blank">http://www.matronics.com/contribution
|
[b]
| | - The Matronics RV-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?RV-List |
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