Alan,

I think your point is missed.  I had my engine built from scratch with dual LSE ign.  The cost differential over mags was a couple hundred bucks.  The airplane has one alternator, one main battery, and a 1 lb 3 amp backup battery for redundancy.  The backup battery which I replace every 2 years for $22 can run both ignition far in excess of my header tank fuel volume.  Thus the limiting factor would be about 11 gallons of fuel (yes, I'll top it off with the main battery).  Therefore, at normal cruise speeds of 185 kts TAS at 8 gph, supposing my alternator and main battery have failed, I have about 260 nm range before fuel starvation prevents continued flight.  Yes, I have tested this and an old 3 amp backup battery will outlast the header tank.  BTW, if I really get in a pinch, I'll slow to 125 kts TAS @ 4 GPH and only have about 360 nm range (bladder limited- talk to Paul Lipps for this solution).

So..... Lets suppose I do loose my (automotive) alternator (never have in  660 hrs).  ((ok, ok - I did throw the alternator belt at last years Airventure Cup - This did not preclude a fuel stop, two engine starts, and an additional leg to Osh without an alternator)).  Lest we digress.....If I loose my automotive alternator, then I'll operate on my main battery.  Depending on the range to my destination I may turn off my lights and lower the gear by freefall (yes, I test the gear free fall every 30 days).  If by some unfortunate set of circumstances I fly to the point of main battery exhaustion (somewhere around 4 Volts and several hundred miles later), I'll switch to my backup battery and only have 360 additional nm miles to play with.    Did I mention that I can turn off one of the two ignitions and then be running on about 1.5 amps?   The math exceeds me, but suffice it to say that there will again be extra amps to get somewhere.

Klaus' ignition is PHENOMENAL!  They are well worth every dime spent.  The decreased fuel flow in cruise will cover their cost in about 300 hrs.  You'd have to put your own value on the race trophys.  I've got a heap which my sons and I cherish.

It is such a chuckle to me to see guys mixing 40's technology with late 80's technology (mags with Lancairs).  It would seem that if one wants more and more redundancy to the point of excess one should fly the mighty Cessna.

Gotta be safe, gotta be safe, gotta be safe,......maybe I should go get two more batteries and another alternator,..... gotta be safe!  What was your point again?

Larry Henney
N360LH

PS:  I have even had to work on my LSE ignition on a couple occasions and still testify that they are the greatest!  When you call LSE, you get a real person.  If it isn't Klaus himself, it's the most delightful phone voice with whom you could ever be on hold (Jenny).  On one occasion Klaus was enroute to Oshkosh from Santa Paulo and diverted through Broken Bow Oklahoma to assist in my repair  (and no, he didn't need any fuel).  Draw a line on the chart and see how committed he is to his business.  Klaus has been 16 years in building a fantastic company and improving his products daily.  Gentleman, I would recommend you run (don't walk) to LSE and buy the new pickup (Flywheel Hall affect) and dual systems and Run Like the Wind Bullseye!