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View Poll Results: Do you have a dual Plasma ignition system?
Do you you have an emergency backup battery? 11 64.71%
Do you rely on the aircraft battery only? 6 35.29%
Voters: 17. You may not vote on this poll

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Old 01-04-2022, 11:29 AM
Walt's Avatar
Walt Walt is offline
Join Date: Aug 2005
Location: Dallas/Ft Worth, TX
Posts: 6,715

I live in the states and gave up dealing with Klaus after multiple failures, I can't even fathom doing that from half way across the world.

My advice, go with mags.
Walt Aronow, DFW, TX (52F)

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Last edited by Walt : 01-04-2022 at 01:19 PM.
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Old 01-04-2022, 01:11 PM
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bjdecker bjdecker is offline
Join Date: Jun 2005
Location: Georgetown, TX
Posts: 1,240

Originally Posted by AlexPeterson View Post
One large blind spot is not knowing, during flight, if an ignition stops sparking. Perhaps some EE here can design a monitor circuit with something to wrap around one lead from each ignition that detects a fault.
The failure modes of the P3 and indications are a bit of a mystery. However, I did bite the bullet and wired in the Flight Data Systems L2E and the LED outputs from each P3 box to my Garmin G3X Touch/GEA24/GAD27. With this configuration, I can monitor (not control) the timing of each P3 (as reported by the P3) on the Garmin G3X Touch. If power is lost to either of the P3's I also see a message on the CAS and hear an alert.
Brian Decker
RV-7 (Flying)
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Old 01-05-2022, 12:34 AM
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Dan 57 Dan 57 is offline
Join Date: Sep 2018
Location: LSZF
Posts: 999

My Plasma II has first flown in 2005, in what was a strictly VFR ship. The install follows Klaus directives and has been working without any problem.
Note, a new wording has been used here, Alternate Ignition

Yes, it requires human interaction in case the main battery circuit, for whatever reason, is or has to be set offline.
Yes, it works on IGN system #1, which means a remote possibility exists in having a failure on system #1 whilst having to switch the Main bus to OFF.
Yes, it is being checked before every flight, during the run-up procedures: At given RPM IGN 1 and 2 are sequentially switched OFF/ON, then the IGN ALT ON, and both IGN 1/2 OFF, this way the separate circuit of the Alternate Ignition is being checked under load.
The alternate ignition battery gets replaced every 2nd year as a part of the maintenance schedule.

Of course, as suggested by DanH, with today's increased reliance on electronic instrumentation, and electrical accessories, a 2 batteries elec configuration makes more sense and gives redundancy for the aircraft as a whole.
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