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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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