From: Sky2high@aol.com
Message-ID: <ce.202182a6.29798b72@aol.com>
Date: Fri, 18 Jan 2002 09:30:10 EST
Subject: Re: LASAR and other "hot" sparks
To: lancair.list@olsusa.com
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Bob,

I recently installed the LASAR system on my 1992 Don George Lycoming I/O 320 
at about 365 tach hours.

This system consists of 2 new mags (provides for the timing, spark 
distribution and backup) with additional pigtailed connectors, control box, 
panel indicator light (mags operating), custom interconnect wiring harness 
and, optionally, a new ignition harness (only needed if your installed one is 
in bad shape).  Installation was fairly simple -- Mount the box (no room on 
the firewall, hang it on the right engine mount with 3 adel clamps), replace 
and time the mags, alter the p-leads, wire the indicator and power, tap into 
manifold pressure and its ready.

The benefits are numerous:

1. Basically, its a magneto replacement system with an electronic system 
sitting on top of it.  Hence, I might argue, it is not a major change (try 
that on the FAA at your next ramp check).  If the electronics are shut off by 
choice or failure, you are back to a standard 2-magneto ignition system.  The 
pilot still performs a post-start "mag check" which shuts off the electronics 
for twenty seconds and actually does a mag check. This makes it the safest to 
use and easiest post-build system to install since ther is no backup battery, 
special bus, trickle charger or dual computer required.

2.  The "hot" spark makes any start almost instantaneous - hot or cold.

3.  The spark is advanced appropriate for the manifold pressure - thus 
burning more of the fuel in the cylinder rather than wasting the burn in the 
exhaust pipe. There are consequences -- more power for the same amount of 
fuel or less fuel for the same amount of power with a greater affect the 
higher one flies and, generally, CHTs run 20 degrees hotter while EGTs run 80 
degrees cooler. 

4.  Viscerally felt results are a more sprightly take off run, a far more 
energetic climb (all the way to 10,000 feet during one test) and several 
knots faster in cruise.  However, I moved my notoriously inaccurate fuel flow 
sensor for this installation and I fly (adjust engine controls) differently 
than before so I have no real "data".  One could install a pullable circuit 
breaker or a switch in the cockpit for the LASAR and actually measure the 
difference in flight (I don't care, I ain't taking it out). 

Scott Krueger
N92EX

PS Note to Grease -- This is just one more reason your fuel hungry 360 can't 
drag you to an air-race victory.  Power to the little people!  
Grayhawk

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