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carl.froehlich(at)verizon
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 Posted: Fri Sep 16, 2016 7:05 am Post subject: Was slick Ignition Harness now EI |
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Thanks Tim, we are on the same page. I know eMag is doing an extensive testing program as the FAA will be looking at any hiccups during their TSO cert. I too will be looking at the pMag test data before jumping in.
I note your comment on Lightspeed. I do have a track record with Lightspeed and I consider any Lightspeed install to make the aircraft un-airworthy. I had multiple failures of a dual Lightspeed install in the 8A before I pulled them and installed the pMags. I know of more people with Lightspeed installs that had hard failures than I know of people with Lightspeed installs with no failures. Add to that the legendary Klaus "no service after the sale and whatever went wrong is your fault" and my prohibition on this product is more than justified.
While I'm sure I'll generate a lot of "my Lightspeed have been perfect" comments, the mental image of seeing a Lightspeed power breaker pop and not reset while flying is etched into my brain.
Carl
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Tim Olson
Joined: 25 Jan 2007
Posts: 2878
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| Posted: Fri Sep 16, 2016 7:25 am Post subject: Was slick Ignition Harness now EI |
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I remember you saying that I think from previous posts.
It's interesting the experience difference you had.
I've never had a breaker pop ever, of any sort, in either plane yet.
And I've never had an ignition failure once the engine was
running, other than a mag on an old plane. So I guess I'm
pretty lucky. Most of the RV-10 buddies I have, have one
lightspeed and one mag. One has 2 lightspeeds.
For what it's worth, having flown to stop by Klaus's hangar
before, but also had email/phone support, I think it's a mixed
bag. I've been on the end of the "it's your fault" thing with
him, but I think a lot of that has to do with trust, and with
the commonality of moronic customers.  I work in a field
that causes me to do tech support daily and I totally get
what drives those types of responses. You learn quick not to
trust anyone, and you see people do stupid things time after
time after time. So you become preloaded to just realize that
most issues ARE caused by the user. Mainly because it's
a true fact in the largest percentage of cases. I found that
once he had some trust in me though, he has always been very
nice to talk to, and I'm not treated badly at all. But you have
to get thru the initial "you must be doing it wrong" before
you can get that far. Yeah, ideally it wouldn't be this way,
but I certainly understand why it is. Also, a builder needs to
be fully willing to do all the troubleshooting legwork to diagnose
the problem. Too many people call and just complain and want
you to fix it or diagnose it over the phone. If someone
can step up and test things and provide data, they can get
somewhere much easier. (I'm not saying you did or didn't do
anything when talking to him...this is all generalization)
Anyway, you're right, you'll hear lots of satisfied people with
no issues, and lots of negative support comments when it comes
to LSE, and a few failure stories as well. Nothing too
unusual. I feel perfectly comfortable with them obviously, because
I put one on my RV-14 after flying 10 years in the -10. But,
I also have a spare box for the -10 and want one for the -14 too.
I don't feel comfortable with ANY product that has only a small
handful of people working in the company that you can get parts
or support from. This includes basically ALL electronic ignition
companies. About the only place you can count fully on support
long term is slick and bendix. Beyond that, if the wrong
airplane crashes with the wrong company people in it, you
may need to retrofit a new system if yours fails. So, best to
be prepared for the worst. I'm a guy who likes having spares.
Tim
On 9/16/2016 10:05 AM, Carl Froehlich wrote:
[quote]
<carl.froehlich(at)verizon.net>
Thanks Tim, we are on the same page. I know eMag is doing an
extensive testing program as the FAA will be looking at any hiccups
during their TSO cert. I too will be looking at the pMag test data
before jumping in.
I note your comment on Lightspeed. I do have a track record with
Lightspeed and I consider any Lightspeed install to make the aircraft
un-airworthy. I had multiple failures of a dual Lightspeed install
in the 8A before I pulled them and installed the pMags. I know of
more people with Lightspeed installs that had hard failures than I
know of people with Lightspeed installs with no failures. Add to
that the legendary Klaus "no service after the sale and whatever went
wrong is your fault" and my prohibition on this product is more than
justified.
While I'm sure I'll generate a lot of "my Lightspeed have been
perfect" comments, the mental image of seeing a Lightspeed power
breaker pop and not reset while flying is etched into my brain.
Carl
--
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http://www.matronics.com/Navigator?RV10-List |
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