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Switch Selection

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longg(at)pjm.com
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Posted: Sun Mar 20, 2011 5:40 pm Post subject: Switch Selection

All, 

I have a EI that I want to provide power to from two sources (main battery and alt battery). 

Would using a 1-3 switch be ok for this application? ON-OFF-ON 

I'm thinking... 

Terminal 1 - From Batt Bus (Primary) 

Terminal 2 - EI Lead (grounded separately) 

Terminal 3 - From alternate Battery. (Emergency) 

Thanks, 

Glenn [quote][b]

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grosseair(at)comcast.net
Guest

Posted: Sun Mar 20, 2011 6:00 pm Post subject: Switch Selection

You're putting all your apples in one basket. It the switch fails your 

two batteries won't do you any good.



John Grosse



 	  Quote: 	
		   ------------------------------------------------------------------------



 	longg(at)pjm.com <mailto:longg(at)pjm.com>

 March 20, 2011 8:27 PM

 All,



 I have a EI that I want to provide power to from two sources (main 

 battery and alt battery).



 Would using a 1-3 switch be ok for this application? ON-OFF-ON



 I'm thinking...



 Terminal 1 - From Batt Bus (Primary)



 Terminal 2 - EI Lead (grounded separately)



 Terminal 3 - From alternate Battery. (Emergency)



 Thanks,



 Glenn



 *

 *

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nuckolls.bob(at)aeroelect
Guest

Posted: Mon Mar 21, 2011 5:51 am Post subject: Switch Selection

At 09:27 PM 3/20/2011, you wrote:



 	  Quote: 	
		  All,



I have a EI that I want to provide power to from two sources (main 

battery and alt battery).


	


   why?

 	  Quote: 	
		  Would using a 1-3 switch be ok for this application? ON-OFF-ON


	


   yes

 	  Quote: 	
		  I'm thinking...



Terminal 1 - From Batt Bus (Primary)



Terminal 2 - EI Lead (grounded separately)



Terminal 3 - From alternate Battery. (Emergency)


	


   If you've got a well maintained and failure

   tolerant system, you won't have an electrical

   'emergency'.



   Under what conceivable scenario do you believe

   you're going to loose the main battery as a

   source of ignition system power?

   Bob . . .

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longg(at)pjm.com
Guest

Posted: Mon Mar 21, 2011 6:59 am Post subject: Switch Selection

Bob,



This would happen is if the battery connection became loose, the 5 amp

panel breaker switch failed, the switch wire comes loose behind the

panel or it blows my inline 20 AMP fuse (near the battery) that I have

in front of the 5 amp breaker switch which protects the line from major

overload. The alternate battery concept is a suggested design from

Lightspeed. There needs to be a way to switch between the two. Naturally

if there is any break in electrical power, the EI goes away immediately

and you're in instant do-do.



If the Lightspeed were really well designed it would sense a loss of

power go directly to backup power and alert the driver to the fact. This

is not the case. If on take-off my breaker switch decides to give up the

ghost, I've just lost 1 EI. Paranoid? Maybe, but it does happen.



Yesterday, the switch I used to change between normal battery power and

backup battery power died just as I was beginning my run-up. Glad that

happened on the ground and not at 50 feet above the ground. If flying at

altitude I could have easily switched to backup power and everything

would have went along fine (assuming the switch is OK). So bottom line

is that any loss of power and you lose a very critical component. I'm

not talking here about losing a light or a radio or whatever (they don't

make the engine run).



Glenn E. Long

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grosseair(at)comcast.net
Guest

Posted: Mon Mar 21, 2011 7:23 am Post subject: Switch Selection

Which is exactly why I said you don't want ONE switch. Give each battery 

its own switch.



John Grosse



 	  Quote: 	
		   ------------------------------------------------------------------------



 	longg(at)pjm.com <mailto:longg(at)pjm.com>

 March 21, 2011 9:55 AM

 



 Bob,



 Yesterday, the switch I used to change between normal battery power and

 backup battery power died just as I was beginning my run-up.



 Glenn E. Long

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longg(at)pjm.com
Guest

Posted: Mon Mar 21, 2011 8:05 am Post subject: Switch Selection

Thanks John,



Sorry, I missed your earlier comment somewhere. Yes, that would be a

more secure/separable option. I'm open to good ideas and not afraid to

change for the better. I'm also a bit tired of paying good money for

switches that offer lots of capability but later fail as a result of it.

Single pole is simple and usually works - even if it means a few more

switches.



Glenn E. Long

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nuckolls.bob(at)aeroelect
Guest

Posted: Mon Mar 21, 2011 11:32 am Post subject: Switch Selection

At 10:55 AM 3/21/2011, you wrote:

 	  Quote: 	
		  


	


   <snip>

 	  Quote: 	
		  If the Lightspeed were really well designed it would sense a loss of

power go directly to backup power and alert the driver to the fact.


	


    Refresh my memory. What's your engine/ignition setup

    for this airplane. Is the LSI system the only ignition

    system for the engine?

   Bob . . .

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longg(at)pjm.com
Guest

Posted: Mon Mar 21, 2011 12:10 pm Post subject: Switch Selection

Bob, 



I had dual LSI but removed one in favor of one MAG. So, one LSI and one

mag.



Thanks



Glenn E. Long

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nuckolls.bob(at)aeroelect
Guest

Posted: Mon Mar 21, 2011 6:01 pm Post subject: Switch Selection

At 04:02 PM 3/21/2011, you wrote:

 	  Quote: 	
		  



Bob,



I had dual LSI but removed one in favor of one MAG. So, one LSI and one

mag.



Thanks


	


   Okay, you got two ignition systems. Why

   the great concerns for keeping the electronic

   one running?



   You cited potential for a lot of things to

   get unhooked or otherwise become unusable.

   My best advice is keep it as simple as possible

   and take good care of it.



   Sometimes the best way to drive a nail

   is with a hammer. No batteries, no moving

   parts, works in the worst of weather

   conditions and it will still be functional

   after we're all gone.



   I just cleaned up one of dad's old hammers.

   Brightened up the head, sanded and oiled the

   handle and put a piece of heat shrink over it

   to tie down the splinters . . . good for another

   60 years.

   Bob . . .

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