I personally have never heard of a crank angle sensor itself failing - could certainly happen, but must be fairly rare. However, it is a single point of failure so a candidate for redundancy.

  But, in my opinion, there are so many other components with a higher likely hood of failure - that I am unable to get alarmed over the possible failure of the crankangle sensor. If someone should develop a flywheel/pulley add-on sensor that can be integrated with the EC2 for a "reasonable" price, I would be interested - otherwise not.

Just my 0.02 worth

Ed

Ed Anderson


Years ago,

I had a crank triggered ignition system on the Fiat race car.

I added a chrysler V-8 reluctor wheel to the stock distributor and a chrysler pickup coil. I used a chrysler pickup on a bracket on the front timing cover, and 2 steel reluctors on the crank pulley.

So, the engine with 14:1 or better to one compression would produce best power at 34 degrees of advance, but would not crank over with that advance. So a double pole, double throw switch connected the amplifier trigger leads, and the engine would start on the distributor with zero degrees of advance and when warmed up a bit switched to crank trigger. The full 34 degrees was available from either system so you have full redundancy.

The same idea could be used in the aircraft, with the common peice being the switch. Or one controller could be crank triggered, and the othere crank angle sensor.

On the Pport engine I had an aluminum disc on the front of the crank pulley with a single reluctor pushed through it ( a piece of a nail) and a chrysler pickup on each side of the engine. One pickup triggered an MSD for the front housing, both plugs - double ended coils. and another for the rear housing. No parts touch anything. Very reliable.

Lynn E. Hanover
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