LASAR

Introduction
 Introduction

 This report has been written to represent the basic information of

an ignition system. First the ignition system operates by generates a spark
or heats of an electrode to get a high temperature enough to ignite a
fuel-air mixture in the internal combustion engine.
 For many years after the first piston engine has been invented, the
ignition method was also be developed to make the reliable and
compatibility used for the Internal combustion engine.
Introduction

 For the aircraft piston engine, the dependability and accuracy

must be reliable to produce safety and correct firing order under all
operating conditions at the proper time relative to piston travel.
 Nowadays the ignition system used in aircraft has been classified
according to the source of electrical power - Battery Ignition
System, Magneto Ignition System, and Electronic Ignition System.
Introduction

 But both Battery and Magneto have some limitation. Battery itself not
produce high enough voltage at high RPM, and Magneto its has poor
intensity of spark at low speed or during start. So, the use of Electronic
ignition system has been used to overcome the drawback.
 LASAR is a part of electronic ignition system, it’s had more complex parts
and proper maintenance than Battery and Magneto ignition system.
However, the differences in function and application will be present in this
report to provide understanding and improve some of the knowledge
more or less.
LASAR Components

 LASAR Controller
 LASAR Dual mode magnetos
 Low Voltage Control Harness
 High Voltage Harness
 Ignition switch
 Sensor : - Manifold Absolute Pressure
- Engine speed and crank position
- Cylinder head temperature (optional)
 Cockpit Enunciator light (optional)
 Sparkplug
LASAR Components

There are five parts to the LASAR® system.

 The three main components are the computer controller and two dual mode
magnetos. "Dual mode" refers to the mag's two operating modes: automatic and
backup.

 The fourth piece of the system is a low voltage wiring harness used for
communication and power distribution between the controller, magnetos, and the
airframe( cockpit ) .

 The fifth component is the high voltage wiring harnesses. Slick's high voltage
harnesses are the only secondary harnesses currently certified with LASAR®.
LASAR Components

 The low voltage harness are electrically connects the controller to the
magnetos and airframe.

 The harness consists of three connectors (one for the controller, two for the
magnetos) and three sets of input wires.

 These input wires include: a set of power wires for battery and ground,
manifold pressure, a set of the cylinder head temperature wires, and two
ignition switch wires.
LASAR Components
LASAR
Controller
 LASAR Controller

 The controller is the brain of this system.

 The LASAR® controller sense input from sensors which are manifold absolute
pressure, RPM, crank position , CHT(optional) to automatically adjusts spark
duration, spark intensity and timing advance based upon the Engine
Personality Map (EPM) programmed within the microprocessor.
 LASAR Controller

 To obtain the EPM, the base engine model is set

up in a calibrated dynamometer and a LASAR
mapping unit is installed on the engine. Along
with the mapping unit, the engine is fitted with a
number of sensors to measure torque, rpm, and
numerous engine heat and detonation
parameters.
LASAR Controller

 The mapping exercise is extremely meticulous and all of the sensor values are
recorded as the engine is run at various rpm and manifold pressures.
Ultimately, the goal of the mapping exercise is to determine the ignition
timing that provides the maximum amount of torque while maintaining the
anti-detonation margin and normal operating temperature range of the
engine.
LASAR Controller

 After sensing all these parameters and verifying that they are valid, the controller
compares this data to an EPM , then triggers the magneto coils to fire at the
optimum advance, duration, and energy. These decisions are made in
approximately 10 milliseconds.
 The control box can be installed essentially anywhere in the aircraft but is
designed to be installed on the firewall. In cases where the firewall is too
congested.
 LASAR controller needs at least 7 voltage power source from the battery.
 Sensors

 It is a device that detects Manifold Absolute Pressure,

Cylinder Head Temp and Crank position and
Engine RPM then send the signal to the controller
 Classified by information it’s sensor :
 Manifold Absolute pressure (MAP)
 speed and crank position (sensor magneto)
 Cylinder head temperature (CHT) optional
 MAP Sensor

 The manifold pressure sensing pressure from intake

manifold, LASAR controller uses this data to
optimized ignition timing and ignition intensity and
spark duration.
 The manifold pressure passes through the vacuum
hose to the Manifold Pressure Port of LASAR
Controller.
 There is Pressure Transducer installed inside the
controller.
 A pressure transducer is a transducer that converts
pressure into an analog electronic signal.
MAP Sensor
 Piezoelectric Effect

The piezoelectric effect occurs through compression of a

piezoelectric material.
Piezoceramic material : non-conductive Piezoelectric
ceramic or crystal is placed between the two metal plates.
For piezoelectricity to be generate, it needs that material to
be compressed or squeezed mechanical stress applied to
piezoelectric ceramic material generates electricity.
 RPM Sensors

 In sensor magneto, It is equipped with Hall effect sensor to provide engine

speed and crank position installed in sensor magneto(left magneto).
 When permanent magnet changes its flux field across the sensor, causes
magnetic flux that produced from the permanent magnet in the sensor to
converge or diverge. This change of magnetic flux cut through the coil in the
sensor and induces the oscillating voltage (Sine Wave).
 LASAR Controller compute the frequency of Sine Wave into the engine speed
(RPM).
 RPM Sensors

 If an electric current flows through a

conductor in a magnetic field, the magnetic
field exerts a transverse force on the moving
charge carriers which tends to push them to
one side of the conductor.
 Hall effect

 It is the production of a voltage difference

(the hall voltage) across an electrical conductor,
transverse to an electric current in the
conductor and to an applied magnetic field
perpendicular to the current.
Cylinder Head Temperature Sensors
(optional)

Automatic timing advance from the LASAR® system may cause cylinder head
temperatures (CHTs) to increase as fuel is burned more efficiently within the
combustion chamber. Incremental CHT rise due to ignition timing advance from
a non-CHT controlled LASAR® system is typically 15 to 20°F.
To accommodate LASAR® system installations on airframes with marginal
engine cooling or on airframes where engine cooling characteristics have not
been determined, LASAR® systems are offered with CHT control circuitry that
incrementally reduces the timing advance angle as CHTs approach a preset
maximum limit, thereby reducing CHT rise due to advanced ignition timing.
 Cylinder Head Temperature Sensors
(optional)

If ignition timing advance is reduced by the CHT control feature, engine

performance improvements resulting from optimized ignition timing will be
reduced. In extreme situations where the engine continually operates at maximum
cylinder head temperatures, LASAR® will command the same ignition timing as
provided by conventional magnetos, resulting in comparable engine
performance.
If the engine equipped with the CHT probe, it require the CHT controller
installed in LASAR’s controller, and the probe must be installed on the hottest
running engine cylinder.
Senses the cylinder head temperature, and sends the data to the CHT
controller.
Cylinder Head Temperature Sensors
(optional)
Thermocouple

A sensor used to measure temperature. Consists of two wire legs made of

different metal. That welded together at one end to create a junction.
This junction is where the temperature is measured. When the junction
experiences a change in temperature, a voltage is created. So the thermocouple
is a temperature-voltage transducer.
Types of thermocouples, each with its own unique characteristics in terms of
temperature range, durability, vibration resistance, chemical resistance, and
application compatibility.
Cylinder Head Temperature Sensors
(optional)

Thermocouple
 Types of thermocouples, each with its own unique characteristics in terms of
temperature range, durability, vibration resistance, chemical resistance, and
application compatibility.

K Type J Type
Cylinder Head Temperature Sensors
(optional)

Thermistor
 The thermistor acts as the temperature sensor and it is placed on the body
whose temperature is to be measured. It is also connected in the electric
circuit.
 When the temperature of the body changes, the resistance of the thermistor
also changes, which indicated by the circuit directly as the temperature
changes, since resistance is calibrated against the temperature.
Cylinder Head Temperature Sensors
(optional)
Thermistor

Ring Style Bayonet

Style
Cylinder Head Temperature Sensors
(optional)
How to Identified hottest cylinder?
 There are three methods to identify the highest temperature cylinder.

 Consult engine and airframe manufacturer’s data for location of the

cylinder that produces the highest temperature during full power,
maximum rate of climb configurations for the particular airframe model
on which the LASAR® is to be installed.
Cylinder Head Temperature Sensors
(optional)

 If the engine is equipped with a multi-point CHT monitoring

instrument, record the maximum temperature for EACH cylinder as
the aircraft is flown in maximum power, maximum rate of climb until
the CHT stabilizes or begins to decrease. During the climb, follow
procedures detailed in the engine and airframe Pilot Operating
Handbook (POH).
Cylinder Head Temperature Sensors
(optional)

 If the engine is not equipped with CHT instrumentation, temporarily

install a CHT system as a tool to record the maximum temperature
for each cylinder as the aircraft is flown in maximum power,
maximum rate of climb to an absolute altitude of 8,000 feet MSL.
During the climb, follow procedures detailed in the engine and
airframe Pilot Operating Handbook (POH). A single point CHT
gauge can be used as a tool by installing the probe on each
cylinder and making multiple flights.
 Low Voltage Control Harness (LVCH)

 used to distribute the electrical power and transfer the signal between controller
and magnetos, cockpit light, ignition switch, tachometer and CHT probe.
 The low voltage harness electrically connects the controller to the magnetos and
airframe. The harness consists of three connectors (one for the controller, two for
the magnetos) and three sets of input wires. These input wires include: a set of
power wires for battery and ground, a set of the cylinder head temperature wires,
and two ignition switch wires.
Low Voltage Control Harness (LVCH)
 High Voltage Control harness

 The ignition lead directs the electrical energy from the

magneto to the spark plug. The ignition harness contains an
insulated wire for each cylinder that the magneto serves in
the engine. One end of each wire is connected to the
magneto distributor block and the other end is connected
to the proper spark plug. The ignition harness leads serve a
dual purpose. It provides the conductor path for the high
tension voltage to the spark plug. It also serves as a shield
for stray magnetic fields that surround the wires as they
momentarily carry high-voltage current. By conducting
these magnetic lines of force to the ground, the ignition
harness cuts down electrical interference with the aircraft
radio and other electrically sensitive equipment.
 Dual mode magnetos

 Dual Magnetos are divided into two types which are Sensor and Non-Sensor.
 The sensor magneto is equipped with a crankshaft speed/position sensor to provide
a reference point for the automatic advance timing feature of LASAR®.
 The sensor magneto has 10pins connector (8pins for receiving the ignition timing
and ignition intensity from controller from controller and 2 pins to send engine speed
and crank position to controller.)
Dual mode magnetos

 The non-sensor magneto is not equipped with a sensor.

 The non-sensor has only 8pins connector for receiving the ignition
timing and ignition intensity from controller.
Dual mode magnetos

 Both the sensor and non-sensor magnetos are completely repairable and
supported by component part availability.

 LASAR® magnetos utilize a relay which, when powered by the controller,

electrically isolates the contact points from coil current. If power to the relay is
interrupted, the contact points come back on line and conventional back up
magneto ignition is provided at the standard fixed timing angle.
Ignition switch

 The ignition switch is at the lower face of the instrument panel, on the left half. You operate the
ignition switch with a key. The ignition switch has these positions:
 OFF: Both magnetos grounded, LASAR system off.
 R position Right magneto live, left magneto grounded, LASAR system is in back-up mode(preflight
check).
 L position Left magneto live, right magneto grounded, LASAR system is in back-up mode(preflight
check).
 BOTH position Both magnetos live, LASAR system is in automatic mode if LASAR system is normal,
LASAR system in back-up mode if system malfunction.
 START Both magnetos live, LASAR system is in automatic mode or back up mode depending on
system condition.
 Enunciator Light

 Some installations of LASAR® systems may include an optional cockpit enunciator light
which becomes illuminated when the LASAR® system is operating in the backup mode.
 Illumination of this light with the ignition switch in the “BOTH” position and the engine
running indicates that the LASAR® system has automatically switched to backup
operation and that the aircraft may require service prior to the next flight.
Enunciator Light

 The pilot should land the aircraft where such service is available. No changes in
piloting procedures are necessary if the cockpit light becomes illuminated during
flight.
 When operating in the backup mode, the orange wire of the Low Voltage
Control Harness provides a return ground path for the enunciator light
through the controller.
 Proper operation of the light should be confirmed during each preflight
magneto check.
Operation

 The LASAR® system provides ignition in either an automatic or

default/backup mode. Operating procedures of the airplane in
either the automatic or default/backup mode are identical to an
airplane with a conventional magneto ignition system.
Automatic Mode:

 When operating in the automatic mode, the LASAR® system senses engine
manifold pressure, crankshaft speed, and other engine parameters, then selects
the optimum ignition timing angle and spark energy from a three dimensional
map programmed into the system software.
 The LASAR® system operates in the automatic mode when the cockpit ignition
switch is in the "BOTH" position, the system is receiving adequate electrical power
and internal system diagnostics determine that the system is fully functional.
During automatic mode operation with the engine running, the cockpit
enunciator light (if equipped) will not be illuminated. Starting the engine on the
ground requires the LASAR® ignition system to be operating in the automatic
mode.
Default/Backup Mode:

 When operating in the default/backup mode the LASAR® system

provides traditional magneto ignition. The LASAR® system
automatically switches to the default/backup mode when the
system receives inadequate electrical power, or internal system
diagnostics detects a hardware or software fault. The system may
be manually switched to default/backup operation by turning the
ignition switch to the "LEFT" or "RIGHT" position .
Default/Backup Mode:

 Engine performance in the default/backup mode is identical to engine

performance with traditional magnetos. During default/ backup mode operation
the LASAR® controller provides a ground return path for the cockpit enunciator
light (if equipped) which becomes illuminated provided the light is receiving
adequate input power. To restart the engine in-flight with the LASAR® ignition
system operating in the default/backup mode, windmill the engine above 500
rpm.
DURING START

 LASAR engages both magnetos for starting, so the engine gets fire
from all plugs. And with LASAR providing three times the spark
voltage at start, compared to the conventional system, even
engines with old, slow-turning starters like ours should fire up slower
with less wear and tear on the starter and battery. Less work by the
battery and starter should improve their lives, an intangible source
of some savings.
DURING NORMAL

 LASAR system reads engine speed, crankshaft position, manifold

pressure and cylinder head temperature to calculate the best point
in the combustion cycle to send a spark through the plugs. The
result is a combustion event perfectly timed for the engine power
you set. In contrast, conventional mechanical magnetos fire plugs
at a fixed point in the engine's rotation, a compromise that delivers
peak performance at one and only one setting. Run the engine at
any other load or speed and the timing is no longer optimum,
resulting in some wasted fuel and reduced efficiency.
SYSTEM CHECK

 After the LASAR® installation is completed and prior to the first flight,
a static RPM check should be performed on the ground in
accordance with the Pilot Operating Handbook. With the engine
operating at static RPM, turn the ignition switch from the “BOTH”
position to the “LEFT” and verify that the engine operates smoothly
in left magneto only backup mode. Turn the ignition switch to the
“RIGHT” position and verify that the engine operates smoothly in
right magneto only backup mode.
SYSTEM CHECK

 Prior to all flights, test the LASAR® system on the ground. Perform a
normal magneto check according to the Pilot Operating
Handbook which initiates comprehensive hardware and software
tests of the LASAR® system, including backup magneto operation.
When the ignition switch is turned from the “BOTH” position to the
“LEFT” or “RIGHT” position, the system automatically switches the
selected magneto to backup operation and if equipped, the
cockpit enunciator light becomes illuminated. When the ignition
switch is returned to the “BOTH” position, the system remains in
backup operation for approximately 20 seconds to facilitate engine
RPM drop comparison.
SYSTEM CHECK

 After the ignition switch has been in the “BOTH” position for more
than 20 seconds, the system automatically switches to automatic
mode operation and the cockpit enunciator light, if equipped will
turn off. Proper functioning of the cockpit enunciator light should be
confirmed each time a preflight magneto check is performed.
Preflight magneto check PASS/ FAIL criteria is identical to that of
conventional magneto ignition systems.
BENEFITS

 Better engine starting with three times more spark energy and higher output
voltage.
 Smoother transition in ignition timing from engine start to idle.
 Faster rate-of-climb.
 Increased spark plug life.
 EGT reduced by 150°F on average.
 Up to 12% Reduced Fuel Consumption.
 Up to 8% Increased Horsepower.
DRAWBACK

 The LASAR® system is for use with engines using 100 LL Avgas only.
 Very expensive.
NICE TO KNOW

For the fuel injection type engine, there is a system, known as

LASAR®+EMC, combines Unison's FAA approved LASAR® electronic
ignition with an Electronic Mixture Control (EMC) mated to Precision's
RSA fuel injection.
The LASAR®+EMC system consists of a controller, LASAR®
magnetos, and an Electronic Mixture Control unit mounted to an RSA
fuel injection servo. The LASAR® controller provides the "brains" for
both the EMC and the magnetos, although the fuel control and
ignition functions are independent of each other.
NICE TO KNOW

 This initial system will use four simple inputs to control the fuel/air
ratio. The EMC uses induction air pressure and temperature to
compensate for changes in air density. This allows the system to
maintain a fixed fuel/air ratio regardless of altitude or temperature
— eliminating the need for the pilot to lean the mixture as the
airplane climbs. The EMC uses RPM and manifold pressure to adjust
the mixture based on engine power level. This allows the system to
lean the mixture at part throttle cruise settings, resulting in lower fuel
flows (as compared to full rich operation at cruise).
SUMMARY

It's hard to quantify the benefits like easier starting, longer spark plug
life and reduced maintenance demands that Unison promises from its
LASAR ignition system, but not impossible. But think about those
intangibles for a moment: Easier starting means less wear and tear on
the starter and battery; less wear and tear should allow them to last
longer with less maintenance. Hotter spark can deliver cleaner-
burning plugs, which in turn require less maintenance at annual and
longer potential life.
 REFERENCE

 https://www.avweb.com/news/reviews/182489-1.html
 https://www.avweb.com/news/reviews/182490-1.html
 https://www.aviationpros.com/article/10389154/primer-for-the-lasar-electronic-ignition-system
 http://www.n9103d.com/about-n9103d/features-2/lasar-electronic-ignition.html
 https://www.aviationpros.com/article/10388039/advanced-ignition-for-the-21st-century
 http://www.n9103d.com/about-n9103d/documents/lasar-manual.html
 http://www.flight-mechanic.com/high-tension-magneto-system-theory-of-operation-ignition-
harness/