Stockmanreef
Well Known Member
Maybe this should be a poll, but i would like to get a feel for keyless with push start, push start with hidden key/switch, or keyed ignition.
Thanks
ken
Thanks
ken
Maybe this should be a poll, but i would like to get a feel for keyless with push start, push start with hidden key/switch, or keyed ignition.
Thanks
ken
I keyed the Master with a nice "jet ski" switch, and toggled the e-mags. Push button start. I like it so far...
Ron RV8 - can you elaborate on the ?jet ski? switch? I am not familiar with that other then the ?marine kill switch?..
Who in their right mind would steal an experimental?
I have flown across the Country twice now and at each stop, left keys in the airplane - even at rural airports in Mississippi. Thinking back, that probably wasn't real smart.
I use a key, and never leave it in the plane. The risk is not theft, so much as the legal doctrine of an attractive nuicence - stupid kid starts airplane, prop kills his friend, parents sue for millions. At least I make it harder to start.
I can't stress how important it is to keep the process of starting your aircraft as simple as possible./QUOTE]
Totally agree. In my setup, if the engine stops, the starter button lights up and you push it.
No need for a cover. If the engine RPM is above 600, the button is inactive and the bezel light is off. When the engine stops, the button lights up to indicate that it's active again and "encourage" you to push it should you not be on the ground at the time.
paddy- that is cool. I don't know enough about electrical to wire that up.
What about a flip cover over the starter button that covers the start button after the plane is started to prevent hitting when the engine is on?
Is there data available on the failure rate of keyed switches?
Personally I don't like "key" ignitions. They do fail and the problem is that unless you test the "Off" position periodically, you won't know it's failed. By killing the engine with the mixture, the "Off" position does not get checked regularly. When you do a mag check, you check the left, right, and both positions, but not the "Off" position.
I am now in the process of changing out the key switch on my Legend Cub to toggles and push-to-start switches.
... We do a run-up then bring the power back down to an RPM just over idle, say 900-1,000. Then I turn the key to off for a spit second for three cycles. This checks the "P" leads for ground on both Mag's as the engine will stop firing on both sides if the grounds are working and helps clean the contacts in the switch just before flight. If the engine does not try to stop firing, we know to go back to the hangar tell we get it sorted-out. ...
What do you mean "when the engine stops" What triggers the light? A rpm limit value? Or does it need to be at zero rpm to reactivate? How do you wire that it pick up zero rpm?
I agree with Mell on this one. But it is what you like and want in your aircraft that matters here. We have a keyed aircraft PMA switch with both Mag's as is standard on most factory production aircraft. Never have had one fail on anything we have had if it was a good make switch that was TSO'ed. We did learn a trick many years ago that we have adopted in our POHB and on any aircraft we fly set up with a standard key switch. We do a run-up then bring the power back down to an RPM just over idle, say 900-1,000. Then I turn the key to off for a spit second for three cycles. This checks the "P" leads for ground on both Mag's as the engine will stop firing on both sides if the grounds are working and helps clean the contacts in the switch just before flight. If the engine does not try to stop firing, we know to go back to the hangar tell we get it sorted-out. Hope this helps someone.
Yours, R.E.A. III # 80888
P.S. We also have a Key on the inside of some panel. I want tell you witch on the aircraft somewhere. That can be gotten at with a simple tool. Also a good idea on road trips to have a Hide-A-Key kind of deal, on board.
Just to throw into the mix:
With the key out, no amount of button pushing or toggle switching will allow the starter to engage, and no amount of dumb-@ssery by kids or spectators messing with the prop will let it accidentally kick over with a hot mag.
Key goes in my pocket at shutdown *every time* for safety.
We did learn a trick many years ago that we have adopted in our POHB and on any aircraft we fly set up with a standard key switch. We do a run-up then bring the power back down to an RPM just over idle, say 900-1,000. Then I turn the key to off for a spit second for three cycles.
One flying school I attended did that as SOP at shutdown. Never had a problem the 7 or 8 times I did it with their planes. If it was such a risky thing to do, I wouldn't think it would stay as a SOP. YMMV.Curious...wouldn't that cause a back/after-fire?
But again since you normally kill the engine with the mixture, you still need to periodically "test" the off position of the switch. The typical "mag check" does not test the off position.
If I owned a 40 year old multi thousand hour plane then I would worry about a worn out key switch. My plane that will serve me the remainder of my flying career without needing an engine overhaul so a key switch should suffice. YMMV
Curious...wouldn't that cause a back/after-fire?
This is a standard check that needs to be done to satisfy at least one AD on keyswitch ignitions in many aircraft...
http://rgl.faa.gov/Regulatory_and_G...C14960A415D956BD86256E520053A53E?OpenDocument
We do a run-up then bring the power back down to an RPM just over idle, say 900-1,000. Then I turn the key to off for a spit second for three cycles.