LASAR Installation, Operation, and Troubleshooting Manual

Champion Aerospace LLC1230 Old Norris RoadLiberty, South Carolina, U.S.A. 29657© 2009 Champion Aerospace LLCwww.championaerospace.com

®

LASAR® Installation, Operation,and Troubleshooting Manual

SCOPE:This manual provides detailed installation, operation, and troubleshooting instructionsand technical information about the LASAR® system.

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CHAMPION AEROSPACE PROPRIETARY INFORMATION

THIS DOCUMENT IS PROPRIETARY PROPERTY OF CHAMPION AEROSPACE LLC. IT IS NOT TO BE COPIED OR REPRODUCEDIN ANY MANNER, NOR SUBMITTED TO OTHER PARTIES FOR EXAMINATION WITHOUT PRIOR WRITTEN APPROVAL.

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Champion Aerospace LLC1230 Old Norris Road

Liberty, South Carolina, U.S.A. 29657© 2009 Champion Aerospace LLC

www.championaerospace.com

CHAMPION AEROSPACE LLC PROPRIETARY INFORMATION - Subject to the restrictions on the Title page

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Log of RevisionsPages

Rev. No. Description Revised Date

A Modified format. All 5/20/96

B Modified Format. Added provisions All 6/27/97for cockpit enunciator light and tachometer.Added LVCH connector lubricant. AddedTroubleshooting with a computer. Varioustext changes to improve clarity.

C This revision changes the company from All 3/01/09Unison Industries to Champion Aerospace LLC

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Table of Contents0.0 NOTICES................................................................................................................. 0-10.1 COPYRIGHT STATEMENT ...............................................................................................................0-10.2 SOFTWARE LICENSE AGREEMENT ..............................................................................................0-10.3 GENUINE SLICK PARTS ..................................................................................................................0-20.4 RELEVANT PUBLICATIONS .............................................................................................................0-20.5 WORLDWIDE NETWORK ................................................................................................................. 0-30.6 HOW TO USE THIS MANUAL ........................................................................................................... 0-3

1.0 TECHNICAL REFERENCE ..................................................................................... 1-11.1 OVERVIEW .......................................................................................................................................1-11.2 SYSTEM CONFIGURATION .............................................................................................................1-11.3 MODES OF OPERATION .................................................................................................................1-11.4 FUEL OCTANE REQUIREMENTS1.5 DEFINITIONS....................................................................................................................................1-31.6 SELECTING THE CORRECT LASAR®

SYSTEM CONFIGURATION .............................................................................................................1-5

2.0 INSTALLATION ....................................................................................................... 2-12.1 GENERAL .........................................................................................................................................2-12.2 INSTALLATION OF BASELINE LASAR ............................................................................................2-12.2.1 DISCONNECT AIRCRAFT BATTERY ...............................................................................................2-12.2.2 LASAR® CONTROLLER INSTALLATION .........................................................................................2-22.2.3 ENGINE PREPARATION ..................................................................................................................2-32.2.4 INSTALL MAGNETO DRIVE GEARS................................................................................................2-42.2.5 ENGINE SET-UP...............................................................................................................................2-42.2.6 INSTALL SENSOR MAGNETO - LEFT ENGINE POSITION ............................................................2-42.2.7 INSTALL NON-SENSOR MAGNETO - RIGHT ENGINE POSITION ................................................2-52.2.8 ALIGN THE ENGINE CRANKSHAFT TO TDC .................................................................................2-52.2.9 ALIGN LEFT MAGNETO TO TDC ....................................................................................................2-52.2.10 ALIGN ENGINE CRANKSHAFT TO BTDC .......................................................................................2-62.2.11 SYNCHRONIZE LEFT AND RIGHT

MAGNETO CONTACT POINTS ........................................................................................................2-62.2.12 CHECK SENSOR AND CONTACT

POINT SYNCHRONIZATION ............................................................................................................2-62.2.13 INSTALL IGNITION HARNESS .........................................................................................................2-72.2.14 CONFIRM MAGNETO SWITCH OPERATION .................................................................................2-72.2.15 INSTALL LOW VOLTAGE CONTROL HARNESS.............................................................................2-82.2.16 CONNECT MANIFOLD PRESSURE SOURCE ................................................................................2-92.2.17 CHECK LASAR® INSTALLATION....................................................................................................2-102.2.18 LABEL FUEL TANK FILLER OPENING ..........................................................................................2-102.2.19 RECONNECT AIRCRAFT BATTERY .............................................................................................. 2-112.2.20 GROUND TEST LASAR® SYSTEM ................................................................................................ 2-112.2.21 COMPLTE DOCUMENTATION ....................................................................................................... 2-112.3 INSTALLATION OF LASAR® SYSTEMS WITH

CYLINDER HEAD TEMPERATURE CONTROL ............................................................................. 2-112.3.1 IDENTIFY CYLINDER FOR LASAR® CHT PROBE INSTALLATION .............................................. 2-112.3.2 INSTALL M5430-XX CHT PROBE ASSEMBLY ...............................................................................2-122.3.3 INSTALL LOW VOLTAGE CONTROL HARNESS...........................................................................2-122.3.4 RECONFIRM COMPLETION OF ALL STEPS IN

SECTION 2.2 ..................................................................................................................................2-13

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2.4 INSTALLATION OF LASAR® SYSTEM WITHCOCKPIT ENUNCIATOR LIGHT ....................................................................................................2-13

2.4.1 INSTALL ENUNCIATOR LIGHT ASSEMBLY ..................................................................................2-132.4.2 INSTALL LOW VOLTAGE CONTROL HARNESS...........................................................................2-132.4.3 RECONFIRM COMPLETION OF ALL STEPS IN

SECTION 2.2 ..................................................................................................................................2-142.5 INSTALLATION OF LASAR® SYSTEMS WITH

TACHOMETER DRIVE SIGNAL .....................................................................................................2-142.5.1 CONTACT TACHOMETER MANUFACTURER ..............................................................................2-142.5.2 INSTALL LOW VOLTAGE CONTROL HARNESS...........................................................................2-142.5.3 RECONFIRM COMPLETION OF ALL STEPS IN

SECTION 2.2 ..................................................................................................................................2-14

3.0 LASAR® OPERATION ............................................................................................. 3-13.1 LASAR® SYSTEM PRE-FLIGHT CHECK..........................................................................................3-13.2 LASAR® SYSTEM POST-FLIGHT CHECK .......................................................................................3-13.3 MIXTURE LEANING .........................................................................................................................3-13.4 IN-FLIGHT RESTART .......................................................................................................................3-23.5 GROUND HANDLING .......................................................................................................................3-2

4.0 DOCUMENTATION ................................................................................................. 4-1

5.0 LASAR® SYSTEM MAINTENANCE SCHEDULES ................................................. 5-15.1 LASAR® SYSTEM MAINTENANCE SCHEDULES ...........................................................................5-15.1.1 INSPECTION INTERVALS ................................................................................................................5-15.1.2 100 HOUR INSPECTIONS ...............................................................................................................5-15.1.3 500 HOUR INSPECTIONS ...............................................................................................................5-15.1.4 MAGNETO PARTS REPLACEMENT SCHEDULE ...........................................................................5-15.2 LASAR® CONTROLLER MAINTENANCE AND INSPECTION .........................................................5-25.2.1 RECOMMENDED 100 HOUR INSPECTIONS..................................................................................5-25.2.2 RECERTIFICATION ..........................................................................................................................5-25.3 LOW VOLTAGE CONTROL HARNESS MAINTENANCE

AND INSPECTION ............................................................................................................................5-25.3.1 RECOMMENDED 100 HOUR INSPECTIONS..................................................................................5-2

6.0 TROUBLESHOOTING ............................................................................................ 6-16.1 TROUBLESHOOTING GUIDE ..........................................................................................................6-16.2 TROUBLESHOOTING THROUGH A COMPUTER INTERFACE .....................................................6-8

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0. NOTICES

0.1 COPYRIGHT STATEMENT

All rights reserved. This manual is produced exclusively for use with LASAR® systems, magnetos andignition harnesses. It may not, in whole or in part, be copied, photocopied, reproduced, translated orreduced to any electronic medium or machine readable form without prior consent, in writing fromChampion Aerospace. LASAR® is a trademark of Champion Aerospace LLC.

WARNING: IMPROPER OR UNAUTHORIZED APPLICATIONS OF THE INFORMATIONCONTAINED IN THIS MANUAL MAY RESULT IN LOSSES OR DAMAGE TO THEUSER.

The accuracy and applicability of this manual has not been verified for any assembly, component orpart not manufactured by Champion Aerospace. Any use of this manual for other than its intendedpurpose or for performing any installation, maintenance, replacement, adjustment, inspection, oroverhaul of any assembly, component or part not manufactured by Champion Aerospace is not approved,endorsed or sanctioned by Champion Aerospace.

No liability will be assumed by Champion Aerospace for actual, consequential or other types of damagesdirectly or indirectly resulting from the unauthorized use of this manual for other that its stated purposes.

When performing installation, maintenance, replacement, adjustment, inspection or overhaul of anyLASAR® assembly, component or part, it is imperative that the latest revision of the appropriateLASAR® manual or product support document be referenced. Contact Champion Aerospace to be sureyou have the latest manual or support document revision before performing any work.

All reasonable attempts were made to make this manual as complete and accurate as possible. If youhave any questions, comments, corrections or require clarification of any information contained herein,please write to Champion Aerospace Customer Service Department at 1230 Old Norris Road, Liberty,SC29657 or email [email protected].

0.2 SOFTWARE LICENSE AGREEMENT

Champion Aerospace software pre-installed in LASAR® systems is licensed, not sold, under the generalterms of this License. Any individuals or groups of individuals purchasing LASAR® ignition agree tobecome bound by the terms of this agreement.

A. Software Definition: All software supplied by Champion Aerospace under license, whether suppliedin object or source code, soft or fixed media, separately or embedded in firmware or in anotherproduct. Software is warranted and supported by Champion Aerospace, which is responsible formeeting applicable Champion Aerospace product specifications.

B. Software License Grant: All software programs which are embodied in human readable sourceform or a machine readable object form and which include, but are not limited to, programshaving a series of instructions, statements and data, and related material provided by ChampionAerospace are the property of Champion Aerospace and/or others and are subject to the terms setforth in this License, in which the Purchaser is provided solely with personal and nonexclusivelicense to use such programs solely for their personal use and for its intended purposes in thecountry in which the software was furnished and for execution on the system for which it wasprovided.

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C. Copyright And Title: No title to the intellectual property in the software programs or material istransferred to the Purchaser under this License. All software and its copyrights are owned byChampion Aerospace and/or its suppliers. The software is protected by United States CopyrightLaws and International Treaty Provisions. The written materials, software and firmware may not becopied.

D. Restrictions: The software contains trade secrets and critical engine operating parameters andshould not be accessed, altered or changed in any matter. The software is protected by asecurity system function and any attempt to access, alter or change the software in any form notapproved by Champion Aerospace will void this License and the product warranty, cause thesystem to no longer conform to airworthiness standards, and render the system unairworthy, whichcan result in equipment damage, personal loss, bodily injury, or death.

0.3 GENUINE SLICK PARTS

The procedures outlined in this manual are generalized for all models of LASAR® systems, using onlygenuine Champion Aerospace manufactured parts. This manual must not be used to maintain or over-haul a LASAR® system that contains parts not manufactured by Champion Aerospace.

Genuine Slick parts are produced and inspected under rigorous procedures to insure airworthiness andsuitability in LASAR® systems. Parts purchased from sources other than Champion Aerospace, eventhough outwardly identical in appearance may not have had the required tests and inspections per-formed, may be different in fabrication techniques and materials, and may be dangerous when installed ina LASAR® system. Salvaged parts, reworked parts obtained from non-Champion Aerospace approvedsources, or parts the service history of which is unknown or cannot be authenticated, may have beensubjected to unacceptable stresses or temperatures, or have other hidden damage, not discerniblethrough routine visual or usual nondestructive testing techniques. This may render service work with thispart, even through originally manufactured by Champion Aerospace, unsuitable or unsafe for use in aLASAR® system. Champion Aerospace expressly disclaims any responsibility for malfunctions, failures,damage or injury caused by use of non-Champion Aerospace approved parts.

LASAR® systems are engineered so that mechanical parts wear at a balanced rate. Consistent andcomplimentary wear patterns establish the recommended maintenance intervals defined in LASAR®

service literature, therefore used, service worn parts should never be used to troubleshoot or repair asystem component, nor should original parts be replaced by used service worn parts on magnetosbeing returned to service. Further, non-Champion Aerospace manufactured parts may wear at unevenand different rates than original Champion Aerospace manufactured parts, making LASAR® serviceliterature an inappropriate guide to proper maintenance. Parts not manufactured by Slick, may not fit oroperate like original Champion Aerospace manufactured parts. Non-Champion Aerospace products arenot tested to the same standards as originally installed parts and are not authorized for replacement.For these reasons, used service worn parts or parts not manufactured by Champion Aerospace mayadversely affect magneto reliability in ways not anticipated by Champion Aerospace and not reflected inservice literature.

0.4 RELEVANT PUBLICATIONS

L-1500 LASAR® System Master Service Manual which includes:L-1501 T-300 SynchroLASAR® ManualL-1503 LASAR® System Maintenance and Overhaul ManualL-1504 LASAR® Application GuideLASAR® STC and Service Letters appropriate to each installation

F-1100 Slick Master Manual which includes:L-1177 Ignition Lead Maintenance and Overhaul ManualL-1178 Ignition Lead Assembly and Installation ManualL-1318 Application Data

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0.5 WORLDWIDE NETWORK

Champion Aerospace systems are available through an international network of aircraft distributors thatoffer outstanding product support, delivery and service. See Distributor List Form L-1051for details.

0.6 HOW TO USE THIS MANUAL

This manual provides installation, operation, and troubleshooting instructions for the LASAR® system.LASAR® publication number L-1503 LASAR® Maintenance Manual should be referenced for detailsrelating to the maintenance of LASAR® systems.

The information in this manual is divided into six sections. Section One provides an overview onsystem components and a basic technical reference on the design and operation of LASAR® systems.Section Two contains installation instructions for all components of the LASAR® system. Section Threeprovides instructions for the operation of the LASAR® system. Section Four lists the documentationrequired after installation of the LASAR® system. Maintenance requirements and troubleshooting stepsare contained in Sections Five and Six.

It is recommended that this entire manual be thoroughly read before beginning any installation,maintenance, or troubleshooting procedure.

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1.0 TECHNICAL REFERENCE

1.1 OVERVIEW

LASAR® is the integration of microelectronics with conventional magneto designs to providecontrollable ignition timing capable of optimizing engine performance while providing redundant me-chanical backup ignition for safety. LASAR® senses engine RPM, manifold pressure, cylinder headtemperature (CHT) and other engine operating parameters, then selects the optimum ignition timingfrom a three dimensional nonlinear Engine Personality Map (EPM) which is programmed into thesystem’s microprocessor. The controller then signals the dual-mode magnetos when to initiate a sparkevent, and controls the size and shape of the spark at the spark plug to optimally ignite the fuel in thecylinder. At sea level takeoff power, ignition timing is set to the same fixed ignition timing asconventional magnetos. At reduced power settings or higher altitudes, ignition timing continuouslyvaries between TDC and 50 degrees BTDC to optimize efficiency of the fuel combustion.

Automatic timing advance from the LASAR® system may cause cylinder head temperatures (CHTs) toincrease as fuel is burned more efficiently within the combustion chamber. Incremental CHT rise dueto ignition timing advance from a non-CHT controlled LASAR® system is typically 20°F. Toaccommodate LASAR® system installations on airframes with marginal engine cooling or on airframeswhere engine cooling characteristics have not been determined, LASAR® systems are offered with CHTcontrol circuitry that incrementally reduces the timing advance angle as CHTs approach a presetmaximum limit, thereby reducing CHT rise due to advanced ignition timing. If ignition timing advance isreduced by the CHT control feature, engine performance improvements resulting from optimizedignition timing will be reduced. In extreme situations where the engine continually operates atmaximum cylinder head temperatures, LASAR® will command the same ignition timing as provided byconventional magnetos, resulting in comparable engine performance.

Two different limits (climb and cruise) are used to control CHT rise due to ignition timing advance.These limits vary between installations and are preprogrammed into the LASAR® controller software.During engine operation, the LASAR® system initially selects the climb limit whenever power is firstapplied to the controller. The climb limit remains selected until a 15 minute timer expires. The 15minute timer begins to count when CHT exceeds the cruise limit for the first time. Once the 15 minutetimer expires, the cruise CHT limit remains selected, including subsequent climbs.

Some airframe installations include an enunciator light mounted in the cockpit which becomesilluminated when the LASAR® system is operating in the backup mode, or when the controller isreceiving power when the engine is not running. In automatic mode operation, a normally closed relaywithin the controller is energized which isolates the enunciator light from ground and preventsillumination of the light. In backup mode operation, the relay is not energized, allowing a ground pathfor the light which then becomes illuminated.

With installation of LASAR® systems, existing engine speed signals from “P” leads and/or magnetorotor sensors are not available. Electrical tachometers may be modified to correctly interpret theLASAR® system’s four pole rotor magnets, or the speed signal provided the LASAR® controller.

1.2 SYSTEM CONFIGURATION

The controller is the heart of the LASAR® system. As a microprocessor based solid state device, thecontroller will provide years of reliable service without the need of regularly scheduled maintenanceprocedures. When the LASAR® controller has reached the engine TBO, it should be returned toChampion Aerospace for re-calibration. No field service of the controller is authorized by ChampionAerospace.

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Both magnetos utilize a relay which, when powered by the controller, electrically isolates the contactpoints from coil current. If power to the relay is interrupted, the contact points come back on line andconventional back up magneto ignition is provided at the standard fixed timing angle. The left magnetois equipped with a crankshaft speed/position sensor to provide a reference point for the automaticadvance timing feature of LASAR®. The right magneto is not equipped with a sensor. Both the left andright magnetos are completely repairable and supported by component part availability.

The LASAR® controller interfaces with various airframe systems and the two magnetos through a LowVoltage Control Harness (LVCH). This harness includes two bundled wire branches which terminate inconnectors mating to the LASAR® magnetos. These two terminated wire bundles are available invarious lengths to accommodate different system installations.

1.3. MODES OF OPERATION

Initial Power-On

The LASAR® controller requires aircraft input electrical power to allow operation in the automatic mode.When power is applied to the controller, the controller performs initialization and power-up Built-In-Testdiagnostics and illuminates the enunciator light (if equipped).

Engine Starting

The LASAR® system will fire both channels (two spark plugs per cylinder) during engine starting whenelectrical power is supplied to the controller and the system is operating in the automatic mode. Thefirst spark is produced when the crankshaft speed/position sensor is triggered twice (360 degrees ofmagneto rotation) within six seconds. These “starting sparks” have roughly 300% more energy thansparks produced by conventional magnetos. The enunciator light (if equipped) should turn off when theengine is cranking and the controller is operating in the automatic mode. Ignition energy delivered byLASAR® remains at the high setting until the engine reaches 700 RPM, at which time the controllerreduces spark energy to a level roughly equivalent to that produced by conventional magnetos. Enginetiming is controlled to top dead center until engine speed reaches 275 RPM, at which point the systemsmoothly transitions to advance timing according to the Engine Personality Map (EPM).

Pre-Flight Magneto Check

A preflight magneto check initiates comprehensive hardware and software tests of the LASAR® system,including backup magneto operation. When the ignition switch is turned from the “BOTH” position tothe “LEFT” or “RIGHT” position, the system automatically switches the selected magneto to backupoperation and if equipped, the cockpit enunciator light becomes illuminated. When the ignition switch isreturned to the “BOTH” position, the system remains in backup operation for approximately 20 secondsto facilitate engine RPM drop comparison. After the ignition switch has been in the “BOTH” position formore than 20 seconds, the system automatically switches to automatic mode operation and the cockpitenunciator light, if equipped will turn off. Proper functioning of the cockpit enunciator light should beconfirmed each time a preflight magneto check is performed. Preflight magneto check PASS/FAILcriteria is identical to that of conventional magneto ignition systems.

Automatic Mode Operation

The automatic mode is the normal operating mode when there are no faults present, power is appliedto the controller, and the ignition switch is in the “BOTH” position. While in this mode, the controller isinitializing the spark event through the magnetos at the exact ignition timing angle needed to maximizeengine performance. The cockpit enunciator light (if equipped) should not be illuminated.

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Backup Mode Operation

When operating in the backup mode the LASAR® system provides traditional magneto ignition. TheLASAR® system automatically switches to the backup mode when the system receives inadequateelectrical power, or internal system diagnostics detects a hardware or software fault. The system maybe manually switched to backup operation by turning the ignition switch to the “LEFT” or “RIGHT”position, or by interrupting input power to the controller by manually pulling the circuit breaker, ifequipped. Engine performance in the backup mode is identical to engine performance with traditionalmagnetos. During backup mode operation the LASAR® controller provides a ground return path for thecockpit enunciator light (if equipped) which becomes illuminated provided the light is receivingadequate input power. To restart the engine in-flight with the LASAR® ignition system operating in thebackup mode, windmill the engine above 500 rpm.

Piloting

Operation of the LASAR® system is transparent to the pilot under most conditions. Unless the aircraftis equipped with a cockpit enunciator light, the pilot is typically unaware of the two million logic andcontrol command decisions that take place inside the controller every second. What the pilot doesexperience with LASAR® Ignition is better engine starting and smoother engine operation resulting fromthe controller’s decisions and commands.

The performance improvements including reduced fuel consumption realized on any aircraft will bedependent on the flight profile, throttle and mixture settings, engine RPM, CHT, manifold pressure, andthe cylinder to cylinder balance of the induction system. For flight planning purposes, always follow theoriginal operating manual including mixture leaning procedures and cowl flat operation.

CAUTION: NEVER FACTOR IN ANY IMPROVEMENT IN FUEL CONSUMPTION RESULTINGFROM LASAR® ENGINE CONTROL SYSTEMS, AS THESE IMPROVEMENTS WILLVARY FROM FLIGHT TO FLIGHT DEPENDING ON THE FLIGHT PROFILE ANDMIXTURE LEANING PROCEDURE.

1.4 FUEL OCTANE REQUIREMENTS

The LASAR® system is approved for use on engines operating with a minimum fuel grade of 100octane. Operation of LASAR® equipped engines using a minimum fuel grade of less than 100 octanehas not been validated.

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1.5 DEFINITIONS

TDC: Top Dead Center. Referenced to the position of the crankshaft when the piston in cylindernumber one is at the top of its compression stroke.

BTDC: Before Top Dead Center. Referenced to the position of the crankshaft when the piston incylinder number one is before the top of its compression stroke. Also referred to as the BaseTiming Angle, which is typically stamped on the engine nameplate.

EPM: Engine Personality Map.

SOP: Standard Operating Program.

ROTATION: The direction that the magneto rotor shaft turns when viewed from the mounting end of themagneto.

LEFTMAGNETO: Magneto with crankshaft speed/position sensor. Typically installed in the left position of the

engine as viewed from the cockpit. Identified by ten (10) pin connector.

RIGHTMAGNETO: Magneto without crankshaft speed/position sensor. Typically installed in the right position of

engine as viewed from the cockpit. Identified by eight (8) pin connector.

LVCHHARNESS: Low voltage control harness. Connects LASAR® controller to left and right magnetos, and the

airframe.

CHT: Cylinder Head Temperature

1.6 SELECTING THE CORRECT LASAR® SYSTEM CONFIGURATION

L-1504 LASAR® Application Guide and the Approved Parts Matrix referenced in the Supplemental TypeCertificate identifies the appropriate LASAR® system configuration for each certified engine or airframeapplication. For non-certified installations, the maximum engine operating temperature must bedetermined by following the procedures outlined in Section 2. If the observed maximum engine operat-ing temperature is within 50°F of the maximum limit specified by the engine manufacturer, LASAR®

ignition equipped with CHT control is recommended.

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Figure 1-1LASAR® Component Layout

Engine

Non-SensorMagneto

SensorMagneto

ManifoldPressure

Line

Switch

MasterSolenoid

LASAR ®

Controller

GND GND

+ -

BlackRed

GreenBlue

CHT Probe(Some Applications)

Orange

EnunciatorLight

(Some Applications)

ToAircraftBus

Brown Tachometer(Some Applications)

Fuse orCircuit Breaker

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2.0 INSTALLATION

2.1 GENERAL

2.1.1 Following are the installation instructions for the Champion Aerospace LASAR® system. The instructionsare generalized and refer to both 4700 and 6700 series magnetos, various LASAR® controllers, and lowvoltage control harnesses unless specifically noted.

NOTE: The installation procedures for Slick 4700/6700 series LASAR® magnetos are different fromconventional magneto installation procedures. Review Sections 2 and 3 completely prior toinstallation.

A. General Order of Installation

• Disconnect aircraft battery.• Install LASAR® controller.• Prepare engine.• Install magneto drive gears.• Set-up engine for magneto installation.• Install magnetos on engine.• Time magnetos to engine.• Check sensor and contact point synchronization.• Install ignition harness.• Confirm magneto switch operation.• Install low voltage control harness.• Connect manifold pressure source power.• Connect LASAR® controller.• Reconnect aircraft battery.• Ground test LASAR® system.• Installation of systems with CHT control.• Installation of systems with cockpit enunciator light.• Installation of systems using the tachometer signal.

B. Tools Required

• T-300 SynchroLASAR®

• General Shop Tools

2.2 INSTALLATION OF BASELINE LASAR® SYSTEM

2.2.1 Disconnect Aircraft Battery

A. Disconnect the negative lead from the aircraft battery.

B. Secure the negative lead away from the negative terminal of the battery to prevent inadvertentcontact.

CAUTION: FAILURE TO DISCONNECT THE AIRCRAFT BATTERY DURING LASAR®

INSTALLATION MAY RESULT IN SERIOUS INJURY, FIRE, OR DAMAGE TO THELASAR® CONTROLLER.

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2.2.2 LASAR® Controller Installation

NOTE: The LASAR® controller requires mounting within the aircraft. Because of the diversity of air-frame and engine installations for which LASAR® is approved, particular mounting details willvary from airframe to airframe. Install the LASAR® system using FAA Advisory Circular 43.13and this manual as guides. Refer to the following Figures 2-1 through 2-3 which illustrate atypical Cessna 172 installation.

A. Select a suitable location to mount the LASAR® controller. Be sure that the mounting bracket willnot interfere with or affect the aircraft structure. Minor rerouting of wiring or relocation of theaccessories may be required. The LASAR® controller and associated cables should be mountedaway from heat sources, clear of the exhaust, engine control linkages, and any other systemcritical to the airworthiness of the aircraft.

B. Position the LASAR® controller so that the cable connector is facing downward or toward thecenter of the aircraft. DO NOT mount the LASAR® controller with the cable connector facingupwards or in any other manner that would allow contaminants to collect in the well of the con-nector.

C. The LASAR® controller mounting bracket will accept .25 inch diameter bolts. Secure the LASAR®

controller using four bolts with appropriate washers and nuts or other appropriate mountinghardware. The installation shown in Figures 2-1 and 2-2 as a guide utilizes four each AN4-5 bolts(.25 inch diameter), AN970-4 washers, and AN363-428 nuts.

NOTE: Mounting hardware sourced locally.

2-2

Figure 2-2LASAR® Mounting - Cockpit Side of Firewall

Figure 2-1LASAR® Mounting - Engine Side of Firewall

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L A S A R ® c o n t r o l l e rm o un t in g lo c a t io n . S eev ie w ‘A ’ f o r h o le p a t t e rnlocation and dimensions.

6.55"

17.2"

2.05"6.75"

0.25" Dia.Typical 4Places.

D im en s io ns a re ap p ro x im a t e a nd m a y bea d ju s t ed as s ho wn t o av o id in te rf e ren c eb e t wee n r iv e t he a ds an d c o n t ro lle rm ou n t ing b rac k e t . L ay o u t h o le p a t te rna nd f it c o n t ro lle r p r io r t o d rillin g h o le sthrough firewall.

See Installation Instructions,Fig. 2-1 for addition detail.

Firewall“Kick”

View Looking Aft At Firewall

Figure 2-3LASAR® System Installation

2.2.3 Engine Preparation

A. Remove the existing ignition system from the engine. If equipped, remove the starting vibratorand wiring.

WARNING: THE MAGNETO IS “ON” WHEN THE IGNITION SWITCH WIRE (P-LEAD) ISDETACHED FROM THE MAGNETO. NORMAL PRECAUTIONS MUST BE TAKEN TOPREVENT ACCIDENTAL ENGINE IGNITION.

B. Remove the old magneto mounting gasket from the accessory case. Clean the residual gasketmaterial from the mounting surface.

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2.2.4 Install Magneto Drive Gears

A. Install the magneto drive gears onto the LASAR® magneto rotor shafts.

B. Place the washer provided onto the shafts and drive gears.

C. Place the nuts provided onto the rotor shafts and torque to 120-360 in/lbs.

WARNING: USE ONLY THE NUTS AND WASHERS PROVIDED.

D. Insert the cotter pin through the nut castellations and rotor shaft and secure. If cotter pin will notalign with the cotter pin hole within the specified torque range, remove the nut and lightly lap thebottom of the nut with a piece of emery cloth and repeat steps C and D.

2.2.5 Engine Set-Up

A. Align engine to the Base Timing Angle on the compression stroke of cylinder number one.

2.2.6 Install Sensor Magneto — Left Engine Position

NOTE: The sensor magneto is identified by the 10-pin connector.

NOTE: Left and right magnetos refer to the position on the engine as viewed from the rear of theengine, not to the direction of magneto rotation which is noted on the magneto nameplate.

A. Align and lock the magneto rotor in the proper position for installation in the engine by insertingthe T-118 Timing Pin into the hole in the distributor block labeled “X.” See Figure 2-4. Carefullyrotate the magneto drive shaft until the timing pin is fully seated.

WARNING: DO NOT USE DISTRIBUTOR BLOCK HOLES “L” OR “R.”

Figure 2-4Magneto Distributor Block

L

R

XT-118Timing Pin

GroundStrap

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B. With the crankshaft aligned to the Base Timing Angle position, install the magneto onto the leftmagneto position on the engine. Attach the magneto grounding strap to the engine accessoryhousing. Tighten the clamp nuts finger tight to hold the magneto in place.

WARNING: MAGNETOS MUST BE PROPERLY GROUNDED TO ENSURE PROPER OPERATION.

WARNING: REMOVE THE TIMING PIN. ROTATION OF THE MAGNETO ROTOR SHAFT WITHTHE TIMING PIN INSTALLED MAY DAMAGE THE INTERNAL COMPONENTS OF THEMAGNETO AND RENDER THE UNIT NON-AIRWORTHY.

C. Remove the T-118 Timing Pin.

2.2.7 Install Non-Sensor Magneto — Right Engine Position

NOTE: The non-sensor magneto is identified by the 8-pin connector.

A. Align and lock the magneto rotor in the proper position for installation in the engine by insertingthe T-118 Timing Pin into the hole in the right magneto distributor block labeled “X”. See Figure2-4. Carefully rotate the magneto drive shaft until the timing pin is fully seated.

WARNING: DO NOT USE THE DISTRIBUTOR BLOCK HOLES LABELED “L” OR “R.”

B. With the crankshaft aligned to the BTDC position, install the right magneto onto the right positionon the engine. Attach the magneto grounding strap to the engine accessory housing. Tightenthe clamp nuts finger tight to hold magneto in place.

WARNING: MAGNETOS MUST BE PROPERLY GROUNDED TO ENSURE PROPER OPERATION.

WARNING: REMOVE THE TIMING PIN. ROTATION OF THE MAGNETO ROTOR SHAFT WITHTHE TIMING PIN INSTALLED MAY DAMAGE THE INTERNAL COMPONENTS OF THEMAGNETO AND RENDER THE UNIT NON-AIRWORTHY.

C. Remove the T-118 Timing Pin.

2.2.8 Align the Engine Crankshaft to TDC (Top Dead Center)

A. Rotate the engine crankshaft forward to the TDC position on the compression stroke of cylindernumber one.

2.2.9 Align Left Magneto to TDC

A. Connect the ten pin connector of the SynchroLASAR® to the left magneto connector. Connectthe eight pin connector of the SynchroLASAR® to the right magneto connector. Turn theSynchroLASAR® to the “ON” position.

NOTE: Before proceeding with timing procedures, sensor position must be confirmed. Proceed withsteps B or C as necessary.

B. If the “LEFT TDC” light is off when the SynchroLASAR® is turned on, rotate the housing of the leftmagneto counterclockwise for left rotation magnetos or clockwise for right rotation magnetos (asviewed facing magneto distributor blocks) until the “LEFT TDC” light just turns on. Proceed tostep D.

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C. If the “LEFT TDC” light is on when the SynchroLASAR® is turned on, rotate the housing of the leftmagneto clockwise for left rotation magnetos or counterclockwise for right rotation magnetos (asviewed facing magneto distributor blocks) until the “LEFT TDC” light turns off. After the light turnsoff, rotate the housing of the left magneto in the opposite direction until the “LEFT TDC” light justturns on. Proceed to step D.

D. Alternately tighten the nuts securing the mounting clamps of the left magneto to 8 ft/lbs of torque.Continue to tighten both nuts alternately in several steps to 17 ft/lbs of torque.

CAUTION: DO NOT EXCEED 17 ft/lbs OF TORQUE. DAMAGE TO THE MAGNETO MOUNTINGFLANGE MAY RESULT, RENDERING THE UNIT NON-AIRWORTHY.

2.2.10 Align Engine Crankshaft to the Base Timing Angle Position

A. Rotate the engine crankshaft backwards until the magneto “LEFT BKR PT” light on theSynchroLASAR® turns on and then turns off.

B. Slowly turn the crankshaft forward until the “LEFT BKR PT” light on the SynchroLASAR® toolturns on.

C. The engine crankshaft should be positioned approximately at the Base Timing Angle position.

2.2.11 Synchronize Left and Right Magneto Contact Points

A. If the “RIGHT BKR PT” light is off when the SynchroLASAR® is turned to the “ON” or “RIGHTBKR PT” position, rotate the housing of the right magneto counterclockwise for left rotationmagnetos or clockwise for right rotation magnetos (as viewed facing the magneto distributorblocks) until the “RIGHT BKR PT” light turns on. Proceed to Step C.

B. If the “RIGHT BKR PT” light is on when the SynchroLASAR® is turned to the “ON” or “RIGHTBKR PT” position, rotate the housing of the right magneto clockwise for left rotation magnetos orcounterclockwise for right rotation magnetos (as viewed facing the magneto distributor blocks)until the “RIGHT BKR PT” light turns off. After the light turns off, rotate the housing of the rightmagneto in the opposite direction until the “RIGHT BKR PT” light just turns on. Proceed to StepC.

C. Alternately tighten the nuts securing the mounting clamps of the right magneto to 8 ft/lbs oftorque. Continue to tighten both nuts alternately in several steps to 17 ft/lbs of torque.

CAUTION: DO NOT EXCEED 17 ft/lbs OF TORQUE. DAMAGE TO THE MAGNETO MOUNTINGFLANGE MAY RESULT, RENDERING THE UNIT NON-AIRWORTHY.

2.2.12 Check Sensor and Point Synchronization

A. Rotate the engine backwards from cylinder number one TDC approximately 45°. Rotate theengine in the forward direction until the “LEFT TDC” light turns off. Continue to slowly rotate theengine in the forward direction until the “LEFT TDC” light just turns on. The crankshaft positionmust be at TDC (0° ± 1°).

B. Rotate crankshaft backwards until “LEFT BKR PT” and “RIGHT BKR PT “ lights turn off.

C. Rotate crankshaft forward. “LEFT BKR PT” and “RIGHT BKR PT” should both turn on at theBase Timing Angle position.

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2.2.13 Install Ignition Harness

NOTE: The LASAR® system is approved for use exclusively with genuine Slick ignition harnesses.Use of other harnesses, or harnesses in poor condition, may generate electromagnetic interfer-ence which can prevent normal LASAR® operation.

A. Attach the ignition harness labeled “left” to the left magneto.

B. Attach the ignition harness labeled “right” to the right magneto.

C. Route the individual ignition leads to the appropriate spark plug position as indicated by thealpha-numeric markings on each spark plug nut. For example, the nut marked “T-1” routes to thetop spark plug on cylinder number one.

2.2.14 Confirm Ignition Switch Operation

A. Confirm ignition switch operation prior to connecting the LASAR® controller or operating theLASAR® ignition system. With conventional magnetos, the ignition switch may be wired toground the non-impulse coupled or non-retard breaker magneto when the starter is engaged.Further, ignition switch systems utilizing a starter switch separate from the magneto selectorswitch may ground the non-starting magneto through the starter switch in conventional magnetoinstallations. If the engine is equipped with retard breaker magnetos, power to the ignitionvibrator must be terminated and the ignition vibrator must be removed from the airframe.

NOTE: The ignition switch controlling magneto selection must be configured so that both magnetosare “ON” when the switch is in the ”BOTH” or ”START” position. The LASAR® controller will notfunction if either magneto is grounded during start.

B. Reference Figure 2-5 or consult the ignition switch manufacturer’s manual or aircraft wiringschematic to determine proper ignition switch configuration.

Figure 2-5Ignition Switch

BAT

GRD

LRL

R

BOPR

S

RemoveJumper

TCM / Bendix10-357000 Series ACS / Gerdes

RemoveJumper

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2.2.15 Install Low Voltage Control Harness (See Figure 2-6)

M-5430 connector lubricant is used with the LASAR® LVCH to lubricate and protect the contactsurfaces from fretting, oxidation, and subsequent intermittent electrical contact.

A liberal amount of M-5430 lubricant should be applied to all male and female contacts and to theconnector mating surfaces. Sufficient lubricant should be applied to provide 100% coverage of thecontact surfaces.

NOTE: Connectors lubricated with M-5430 can easily become contaminated with dirt and other foreignmatter. Special handling precautions must be followed to ensure that all connector and contactsurfaces are free from all contaminants prior to assembly.

CAUTION: DO NOT ATTEMPT TO CLEAN CONNECTORS USING COMPRESSED AIR OR BYINSERTING TOOLS, TEST PROBES, COTTON SWABS, BRUSHES, OR ANY OTHEROBJECTS INTO THE CONTACT AREAS. CONTAMINATED CONNECTORS MAY BECLEANED BY IRRIGATION WITH ISOPROPYL ALCOHOL OR MINERAL SPIRITS.

A. Apply a liberal amount of M-5430 connector lubricant to each connector mating surfaces and toall pin and socket contacts. Attach the left low voltage control harness (10 pin connector) to theleft magneto. Attach the right low voltage control harness (8 pin connector) to the right magneto.

Figure 2-6LVCH Wiring Diagram

Comm PortTo Computer(Optional)

Magneto“P” Leads

Blue

Green

CockpitEnunciator

Orange

Purple

White

CHT ProbeRight MagnetoLeft Magneto

Brown

10 AmpFuse/Breaker

Red

Engine IntakeManifold

VacuumHose

To+V

Master Relay

Cockpit

Engine

Compartment

RightLCVH

Connector(8Pin)

LeftLCVH

Connector(10Pin)

Tachometer(Optional)

ToGround

Black

PressureRestrictor

Left

Right

To+V

Battery

ManifoldPressurePort

LASAR

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B. Attach the low voltage control harness to the LASAR® controller. If the controller connector hasbeen removed for any reason, the connector’s elastomer seal must be inspected andrepositioned as necessary.

C. To disengage the low voltage control harness cable connector from the controller, gently pry upthe release tab from the rear of the low voltage control harness and pull gently on the connectorbody only. Magneto connectors have a push button release mechanism.

D. Attach the left P-lead switch wire to the BLUE wire in the LASAR® low voltage control harness.

E. Attach the right P-lead switch wire to the GREEN wire in the LASAR® low voltage controlharness.

F. Some early production versions of the LVCH included a yellow wire which is no longer used. If ayellow wire exists, it should be trimmed and secured to prevent electrical contact with any otherwire or ground point.

NOTE: Do not route LVCH harness near the high voltage ignition harness or airframe bus powerwires.

G. Attach the RED lead to the switched positive (+) terminal of the electrical system mastersolenoid. A 10 amp inline fuse or circuit breaker which can be used as a switch should beinstalled as part of the input power wiring. The LASAR® controller should receive electrical poweronly when master switch is on.

H. Attach the BLACK lead to a suitable grounding point common to the master solenoid ground.

I. Review the remaining sections of this manual to determine if any optional features of the LASAR®

system will be utilized (i.e., cockpit enunciator light, CHT control, or tachometer drive). Anyunused LVCH wires can be cut underneath the 23-pin connector shrink wrapping and removed,or coiled and secured for future use.

J. Secure the LASAR® low voltage control harness using standard aircraft wiring procedures andcautions.

2.2.16 Connect the Manifold Pressure Source

A. Airframe equipped with a manifold pressure gage:

1. Install a “T”-fitting in the existing manifold pressure line. Manifold pressure supplied to thecontroller must be dampened through the use of an M-5241 Pressure Regulator.

2. Connect the pressure inlet on the LASAR® controller to the manifold pressure source andclamp securely.

B. Airframe not equipped with a manifold pressure gage:

1. Locate the access port to an intake chamber of a convenient engine cylinder. Removeplug fitting in the cylinder intake port.

2. Install M-5241 Manifold Pressure Restrictor fitting.

3. Connect manifold pressure hose to M-5241 fitting. Clamp securely.

4. Connect the pressure inlet on the LASAR® controller to the manifold pressure source andclamp securely.

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2.2.17 Check LASAR® Installation (See Figures 2-7 and 2-8)

A. Check all wiring connections for proper termination.

B. Check all wiring for proper routing away from heat generating sources, mechanical stresses, andabrasion.

C. Check for proper installation of the magnetos and controller.

D. Check to confirm removal of all installation tools.

2.2.18 Label Fuel Tank Filler Opening

A. Confirm that the airframe and engine fuel systems contain fuel with a minimum grade of 100octane.

B. Confirm that the fuel tank filler opening is placarded with a label which indicates a minimum fuelgrade of 100 octane. Affix a label if necessary.

WARNING: OPERATION OF LASAR® EQUIPPED ENGINES REQUIRES A MINIMUM GRADE OF100 OCTANE AVGAS.

Figure 2-7LASAR® Controller

Connected To Grounding Point

Figure 2-8LASAR® System

Complete Installation

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2.2.19 Reconnect Aircraft Battery

A. Confirm that the Master Switch and Ignition Switch are in the “OFF” position.

B. Reconnect the negative lead of the aircraft electrical system to the negative terminal of theaircraft battery.

WARNING: THE LASAR® SYSTEM IS ARMED AND READY TO FIRE AT ENGINE TDC WHEN THEIGNITION SWITCH IS IN THE “BOTH” OR “START” POSITION AND THE MASTERSWITCH IS “ON.” FORWARD AND REVERSE MOVEMENT OF THE PROPELLORMAY TRIGGER AN IGNITION EVENT.

2.2.20 Ground Test LASAR® System

A. Prior to all flights, test the LASAR® System on the ground. Operate the engine according to thePilot Operating Handbook and Flight Manual Supplement FMS 1-96. Perform a normal magnetocheck, switching from the “BOTH” position to the “RIGHT” and “LEFT” position.

2.2.21 Complete Documentation

A. Make all appropriate logbook entries. LASAR® is approved by STC and requires FAA Form 337to be filed with the FAA. Attach Flight Manual Supplement FMS 1-96 to the aircraft flight manual.Complete and return the LASAR® Product Registration Card, L-1516.

2.3 INSTALLATION OF LASAR® SYSTEMS WITH CYLINDER HEAD TEMPERATURE CONTROL

This section describes the installation of cylinder head temperature probe assemblies that must beused with certain LASAR® controllers. This section does not apply to LASAR® controllers which are notconfigured with the CHT control feature. Install the LASAR® ignition system as described in Section 2.2before continuing.

2.3.1 Identify Cylinder for CHT Probe Assembly Installation

NOTE: The full timing advance function of LASAR® ignition systems equipped with CHT controlrequires the proper signal from a functioning CHT probe.

Prior to installation of CHT probe assembly, the cylinder that produces the highest temperature duringfull power, maximum rate of climb configurations must be identified. If this cylinder is not known, then itmay be identified using one of the following methods:

A. Consult engine and/or airframe manufacturer’s data for location of the cylinder that produces thehighest temperature during full power, maximum rate of climb configurations for the particularairframe model on which the LASAR® is to be installed.

B. If the engine is equipped with a multi-point CHT monitoring instrument, record the maximumtemperature for EACH cylinder as the aircraft is flown in maximum power, maximum rate of climbuntil the CHT stabilizes or begins to decrease. During the climb, follow procedures detailed in theengine and airframe Pilot Operating Handbook (POH).

C. If the engine is not equipped with CHT instrumentation, temporarily install a CHT system as a toolto 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, followprocedures detailed in the engine and airframe Pilot Operating Handbook (POH). A single pointCHT gauge can be used as a tool by installing the probe on each cylinder and making multipleflights.

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2.3.2 Install M5340-XX Cylinder Head Temperature (CHT) Probe Assembly

WARNING: DO NOT INSTALL LASAR® CONTROLLER CONFIGURED WITH THE CHT CONTROL ORCHT PROBE ASSEMBLY IF THE CYLINDER THAT OPERATES AT THE HIGHEST TEM-PERATURE DURING FULL POWER, MAXIMUM RATE OF CLIMB CONFIGURATIONSHAS NOT YET BEEN IDENTIFIED. THIS CYLINDER MAY BE IDENTIFIED USING ONEOF THE METHODS DETAILED IN PARAGRAPH 2.3.1 OF THIS DOCUMENT.

A. Remove plug, existing CHT probe, or existing bayonet adapter from the cylinder that was identi-fied as the hottest cylinder in Paragraph 2.3.1.

B. Select CHT Probe configuration.

The LASAR® controller requires input from a thermistor temperature probe which must be locatedin the hottest cylinder. Any CHT probe currently installed in the hottest cylinder must bereconfigured to fit in an alternate location or replaced by a dual sensor probe which providessignals to both the LASAR® controller and to the existing cockpit instrument. Usually, CHT probesare either a “J” type which uses white and red wires, or a “K” type which uses yellow and redwires. Please refer to the CHT instrument manufacturer for information regarding the type ofprobe which is being removed. The following descriptions can be used to determine the correctprobe assembly part number required for installation:

Single Point Thermistor Probe Assembly M5340-01This probe should be installed when there is no CHT probe installed in the hottest cylinder.

Dual Point Thermistor/”K” Probe Assembly M5340-02Install this probe when a “K” type thermocouple is currently installed in the hottest cylinder.

Dual Point Thermistor/”J” Probe Assembly M5340-03Install this probe when a “J” type thermocouple is currently installed in the hottest cylinder.

C. Clean contaminants from cylinder well and threads.

D. Install M5345 LASAR® CHT probe bayonet adapter.

E. Adjust preload tension and install LASAR® CHT probe spring.

1. Turn LASAR® CHT probe locking nut to a position in the center of the spring assembly.

2. Insert LASAR® CHT probe assembly into cylinder well. The tip of the probe should contactthe bottom of the cylinder well.

3. With LASAR® CHT probe in cylinder well, turn the locking nut until slotted end is 3/8 inchesfrom the end of the M5345 bayonet adapter.

4. Align locking nut slot and peg on bayonet adapter. Engage peg into slot and push thelocking nut down and then clockwise onto bayonet adapter. Pull back gently on the lockingnut to seat peg in slot.

2.3.3 Install Low Voltage Control Harness.

A. Install the low voltage control harness as described in Section 2.2 before continuing.

B. Attach the PURPLE wire of the low voltage control harness to the RED wire of the CHT probeassembly.

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C. Attach the WHITE wire of the low voltage control harness to the WHITE wire of the CHT probeassembly.

D. If a dual point probe assembly is installed, attach the two remaining CHT probe wires to thecockpit CHT instrument.

E. Secure the LASAR® low voltage control harness using standard aircraft wiring procedures andcautions.

2.3.4 Reconfirm completion all of steps in Section 2.2.

2.4 INSTALLATION OF LASAR® SYSTEM WITH COCKPIT ENUNCIATOR LIGHT

Some installations of LASAR® systems may include an optional cockpit enunciator light which becomesilluminated when the LASAR® system is operating in the backup mode. Illumination of this light with theignition switch in the “BOTH” position and the engine running indicates that the LASAR® system hasautomatically switched to backup operation and that the aircraft may require service prior to the nextflight. The pilot should land the aircraft where such service is available. Because LASAR® providesmulti-level mechanical backup ignition, no changes in piloting procedures are necessary if the cockpitlight becomes illuminated during flight.

When operating in the backup mode, the orange wire of the Low Voltage Control Harness provides areturn ground path for the enunciator light through the controller. If the light is receiving adequate inputpower and is connected to the orange wire, the light will become illuminated when the LASAR® systemis operating in the backup mode. Proper operation of the light should be confirmed during each pre-flight magneto check (refer to Section 3).

The following hardware is compatible with the LASAR® system. Equivalent alternatives may besubstituted.

ENUNCIATOR LIGHT ASSEMBLY

MS Part Number Lens Color Press To Test Dimmer Feature

MS 25041-4 Yellow Yes YesMS 25041-8 Yellow Yes No

LAMP

MS Part Number Voltage Amperage

MS 25237-327 28 VDC .04 AMS 25237-330 14 VDC .08 A

2.4.1 Install Enunciator Light Assembly

A. Using any instructions provided with the enunciator light assembly and standard aircraftmaintenance practices, install the light assembly and lamp in a convenient location in the instru-ment panel which is visible to the pilot.

2.4.2 Install Low Voltage Control Harness

A. Install the low voltage control harness as described in Section 2.2 before continuing.

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B. Connect the positive terminal of the enunciator light assembly to the aircraft electrical bus at asuitable location. The enunciator light should receive power whenever the aircraft master switchis in the “ON” position.

C. Connect the orange wire of the low voltage control harness to the negative terminal of theenunciator light assembly.

2.4.3 Reconfirm completion of steps in Section 2.2.

2.5 INSTALLATION OF LASAR® SYSTEM WITH TACHOMETER DRIVE SIGNAL

Some aircraft tachometers receive an engine speed signal from a magnetic sensor which is installed inthe magneto frame replacing the air vent. Each time a rotor magnet passes the sensor, a sinusoidalpulse is induced which is translated by the tachometer into engine RPM. Because rotors in mostconventional magnetos utilize two magnets, the tachometer must be modified to correctly translate theadditional pulses induced by the LASAR® system’s four pole rotor magnets. The tachometer manufac-turer should be contacted to determine the level of compatibility with LASAR® systems.

Other aircraft tachometers may interface with conventional magneto P-leads to receive engine speedsignals. LASAR® systems, however, do not provide the same P-lead signals or wiring attachmentpoints as conventional systems. As an alternative, the LASAR® controller generates the engine speedsignal shown in Figure 2-9. This signal may be transmitted to the tachometer by connecting the brownwire in the low voltage control harness to the tachometer input terminal. Because the speed signalgenerated by the LASAR® controller is different than the signal transmitted through conventional ignitionsystem P-leads, modifications to the tachometer may be necessary to correctly interpret engine RPM.The tachometer manufacturer should be contacted to determine the level of compatibility with LASAR®

systems.

Figure 2-9Engine Speed Signal

2.5.1 Contact the tachometer manufacturer for instrument compatibility with LASAR® systems.

2.5.2 Install Low Voltage Control Harness

A. Install the low voltage control harness as described in Section 2.2.

B. If the engine speed signal generated by the LASAR® controller is to be used, connect the brownwire of the low voltage control harness to the tachometer input terminal.

2.5.3 Reconfirm completion of all steps in Section 2.2.

4.5 Vminimum

1.5 Vmaximum

2 ms 2 ms

frequency (f)

LASAR ® Output Resistance 100 ohmsTachometer Input Resistance >3 K ohms4 Cylinder Engine RPM 30 f4 Cylinder Pulses Per RPM 26 Cylinder Engine RPM 20 f6 Cylinder Pulses Per RPM 3

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3.0 LASAR® OPERATION

Prior to all flights and following 100 hour, 500 hour and any other maintenance events, test the LASAR®

system on the ground. The LASAR® must be operated in the automatic and default mode to initiatehardware and software tests.

3.1 LASAR® SYSTEM PREFLIGHT CHECK

A. Start the engine and let idle to operating temperatures according to the engine manufacturer’sspecifications.

B. Select the left magneto and monitor engine operation. When the “LEFT” magneto is selected theengine will automatically operate in backup operation. Engine RPM and engine performancechanges should fall within the manufacturer’s specifications. The cockpit enunciator light (ifequipped) should become illuminated.

C. Select the right magneto and monitor engine operation. When the “RIGHT” magneto is selectedthe engine will automatically operate in backup operation. Engine RPM and performancechanges should fall within the engine manufacturer’s specifications. The cockpit enunciator light(if equipped) should remain illuminated.

D. Select both magnetos and monitor engine operation. When “BOTH” magnetos are selected, theengine will operate in backup operation for thirty seconds and then automatically shift toautomatic mode operation. The cockpit enunciator light (if equipped) will become extinguished.

E. Proper functioning of the cockpit enunciator light should be confirmed each time a magnetocheck is performed.

WARNING: DO NOT ATTEMPT FLIGHT IF A LASAR® SYSTEM PERFORMANCE FAILURE ORENGINE PERFORMANCE FAILURE ARE DETECTED.

3.2 LASAR® SYSTEM POST-FLIGHT CHECK

A. After completion of a flight and before shutting the engine down, let it idle to operatingtemperatures according to the engine manufacturer’s specifications.

B. Select the left magneto and monitor engine operation. When the “LEFT” magneto is selected theengine will automatically operate in backup operation. Engine RPM and engine performancechanges should fall within the manufacturer’s specifications. The cockpit enunciator light (ifequipped) should become illuminated.

C. Select the right magneto and monitor engine operation. When the “RIGHT” magneto is selectedthe engine will automatically operate in backup operation. Engine RPM and performancechanges should fall within the engine manufacturer’s specifications. The cockpit enunciator light(if equipped) should remain illuminated.

D. Select both magnetos and monitor engine operation. When “BOTH” magnetos are selected, theengine will operate in backup operation for thirty seconds and then automatically shift toautomatic mode operation. The cockpit enunciator light (if equipped) will become extinguished.

E. Proper functioning of the cockpit enunciator light should be confirmed each time a magnetocheck is performed.

WARNING: DO NOT ATTEMPT FLIGHT IF A LASAR® SYSTEM PERFORMANCE FAILURE ORENGINE PERFORMANCE FAILURE ARE DETECTED.

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3.3 MIXTURE LEANING

A. Increased combustion efficiencies from the LASAR® system may result in higher cylinder headtemperatures (CHT). Follow the mixture leaning procedures contained in the engine operatingmanual to maintain CHT below the maximum limit.

B. Never factor in any improvement resulting from a LASAR® system, as these improvements willvary from flight to flight depending on the flight profile and mixture leaning procedure. Fuelconsumption for a given power setting should not be higher than the amount specified in theoriginal flight manual.

3.4 IN-FLIGHT RESTART

A. Automatic Mode

Restart the engine using the normal engine start procedures detailed in the engine operatingmanual. Engine may be windmilled above 500 RPM as an alternative.

B. Backup Mode

When operating in the backup mode, LASAR® magnetos have no provision for providing boostedspark energy when the starter is used to start the engine. Engine must be windmilled above 500RPM to achieve restart.

3.5 GROUND HANDLING

A. The LASAR® system is armed and ready to fire at engine TDC when the ignition switch is in the“ON” or “START” position and the master switch is “ON”. Forward or reverse movement of thepropeller may trigger an ignition event.

WARNING: DO NOT MOVE THE PROPELLER BY HAND WHEN THE IGNITION SWITCH IS INTHE “BOTH” OR “START” POSITION AND THE MASTER SWITCH IS “ON”.PERSONAL INJURY OR DEATH MAY RESULT.

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4.0 DOCUMENTATION

A. Make all appropriate logbook entries. LASAR® is approved either by the engine manufacturer orby STC and requires the appropriate logbook entry or FAA form 337 to be filed with the FAA.

B. Attach appropriate Flight Manual Supplement to aircraft flight manual.

C. Complete warranty registration card for LASAR® system and return to Champion Aerospace.

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5.0 MAINTENANCE SCHEDULES

5.1 LASAR® System Maintenance Schedules

5.1.1 Inspection Intervals

The following is a list of recommended inspection areas to be accomplished at 100 and 500 hour engineoperating intervals. Refer to L-1503 Maintenance and Overhaul Manual as required for detailed procedures.

5.1.2 100 Hour Inspections

A. Adjust magneto to engine timing. Refer to Section 2 for specific procedures.

B. Inspections

1. Low Voltage Control Harness (LVCH) wiring and connections.2. LASAR® Controller mounting.3. Manifold Pressure connections.4. Magneto to engine ground strap.5. Vent holes.

5.1.3 500 Hour Inspections

A. Inspections

1. Low Voltage Control Harness (LVCH) wiring and connections.2. LASAR® Controller mounting.3. Manifold Pressure connections.4. Magneto to engine ground strap.5. Vent holes.6. Ball bearing assembly.7. Distributor block and gear.8. Rotor gear and vane.9. Hall effect sensor.10. Coil.11. Contact points.

5.1.4 Magneto Parts Replacement Schedule

The following parts must be replaced at magneto overhaul. Additional parts may require replacementdepending on conditions as determined during magneto inspection. Install only original Slickreplacement parts. Refer to the L-1503 Maintenance and Overhaul Manual for details.

Double Sealed BearingBearing Cap AssemblyCoilOil SealContact Point and CamDistributor Block and GearVane Gear (Sensor Magnetos)Vane Gear Snap Ring and Washer (Sensor Magnetos)Rotor Gear (Non-Sensor Magnetos)Printed Circuit BoardMagneto Pigtail HarnessAll Securing Hardware

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5.2 LASAR® Controller Maintenance and Inspection

The LASAR® controller is a microprocessor based solid state device which does not require regularlyscheduled maintenance or adjustment. No disassembly or repair of the controller is authorized byChampion Aerospace.

WARNING: THE SOFTWARE RESIDENT IN THE LASAR® CONTROLLER CONTAINS TRADE SE-CRETS AND CRITICAL ENGINE OPERATING PARAMETERS AND SHOULD NOT BEACCESSED, ALTERED, OR CHANGED IN ANY MANNER. THE SOFTWARE ISPROTECTED BY A SECURITY SYSTEM FUNCTION AND ANY ATTEMPT TO ACCESS,ALTER, OR CHANGE THE SOFTWARE IN ANY FORM NOT APPROVED BY CHAMPIONAEROSPACE WILL VOID THIS LICENSE AND THE PRODUCT WARRANTY, CAUSE THESYSTEM TO NO LONGER CONFORM TO AIRWORTHINESS STANDARDS, AND REN-DER THE ENGINE UNAIRWORTHY, WHICH CAN RESULT IN EQUIPMENT DAMAGE,PERSONAL LOSS, BODILY LOSS, BODILY INJURY OR DEATH.

5.2.1 Recommended 100 Hour Inspections

A. Inspect the manifold pressure hose for cracks, breakage, or signs of leakage. The hoseconnections at the engine source and the controller should be tight.

B. Inspect the LASAR® controller mounting security. The controller mounting bolts should be tightand the mounting surface should not be bent or cracked.

C. Inspect the controller housing. No cracks are permissible. All cover, mounting bracket, andconnector screws should be tight. The RS232 port protection cap should be securely in place.

D. Remove and replace any controller or pressure hose which does not meet these inspection criteria.

5.2.2 Recertification

The LASAR® controller should be returned to Champion Aerospace for recertification at each engineoverhaul.

5.3 Low Voltage Control Harness Maintenance and Inspection

The low voltage control harness normally does not need to be disconnected for periodic inspections. Ifnecessary, however, disengage the low voltage control harness from the controller by gently prying up therelease tab from the rear of the low voltage control harness connector, then pulling only on the connectorbody. The magneto connectors have a push button release mechanism.

CAUTION: DO NOT INSERT ANY OBJECTS, INCLUDING TEST PROBES, INTO THE LVCHCONNECTORS. INSERTION OF ANY OBJECTS INTO THE CONNECTORS MAYRESULT IN DAMAGE TO THE CONTACTS AND SUBSEQUENT ELECTRICAL FAILURE,AND WILL VOID THE PRODUCT WARRANTY.

NOTE: If any LVCH connectors are disengaged, apply a heavy coating of M-5430 connector lubricant toboth mating surfaces and contacts before reconnecting. Refer to paragraph 2.2.15.

5.3.1 Recommended 100 Hour Inspections

A. If the low voltage control harness is removed from the controller, inspect the elastomer in theconnector for proper positioning and for tears or nicks which may allow leakage.

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B. Inspect all connectors and wires for corrosion, contamination, arcing, or chafing.

C. Inspect connector locking mechanism for breakage.

D. Inspect low voltage control harness connections to P-leads, airframe power source, etc.Connections should be secure and insulated.

E. Remove and replace any low voltage control harness which does not meet these inspectioncriteria.

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6.0 TROUBLESHOOTING

6.1 TROUBLESHOOTING GUIDE

The following charts are intended to be used as a guide only. Many non-ignition factors influence theperformance of aircraft ignition systems and the replacement or repair of ignition components may notremedy problems in all cases. After verifying that all non-ignition related causes for possible problemshave been explored, proceed to use this troubleshooting guide.

PROBLEM

Engine Will NotStart

REMEDY

Visually inspect wiring connections of lowvoltage control harness to power source andconnections to controller. Do not insert testprobes into LCVH connectors.

Inspect battery for low voltage or electrolytelevel. Confirm correct operation of electricalsystem. Correct as required.

Magneto ignition switch must be wired so thatboth magnetos are “on” when the switch is inthe “both” position. Consult Reference Figure2-5 or ignition switch manufacturer’s manual asguide.

Inspect connections for leakage. Inspecttubing for cracks or obstructions. Correct asrequired.

Consult Sections 2.2.3 through 2.2.12 of thismanual for correct timing procedures. Correct asrequired.

Consult Sections 2.2.3 through 2.2.12 of thismanual for correct synchronization procedures.Correct as required.

Connect T-300 SynchroLASAR® tool tomagneto. “LEFT TDC” light should turn on andturn off as magneto rotor shaft is turned. If“LEFT TDC” light does not turn on, then theposition sensor has failed and needs to bereplaced.

The “LEFT BKR PT” should turn on as themagneto rotor shaft is turned. If the “LEFTBKR PT” does not turn on, then the backuprelay has failed and the printed circuit boardneeds to be replaced.

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POSSIBLE CAUSE

No power to LASAR®

controller.

Low input voltage tocontroller.

Magneto switch notconfigured correctly.

Faulty manifold pres-sure connection fromengine to LASAR®

controller.

Incorrect sensormagneto to enginetiming.

Incorrect sensormagneto to non-sensormagnetosynchronization.

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PROBLEM

Engine Will NotStart (cont.)

Rough Running -No ControllerDefault

REMEDY

Connect T-300 SynchroLASAR® tool tomagneto. “RIGHT BKR PT” light should turnon and turn off as magneto rotor shaft isturned. If “RIGHT BKR PT” light does not turnon, then the backup relay has failed and theprinted circuit board needs to be replaced.

If the power source, low voltage controlharness and connections, ignition switch andmagnetos have been inspected and found tobe operating normally, then the controller isoperating in the backup mode. Inspect andreplace as required.

Confirm fuel supply level and selector valveposition.

Consult Sections 2.2.3 through 2.2.12 of thismanual for correct timing procedures. Correctas required.

Consult Sections 2.2.3 through 2.2.12 of thismanual for correct synchronization proce-dures. Correct as required.

Consult Slick L-1178 Ignition Lead Assembly &Installation Manual for correct installationprocedures. Correct as required.

Consult appropriate LASAR® Flight ManualSupplement or appropriate LASAR® STC forminimum fuel grade requirements. Correct asrequired.

Consult Slick Harness Maintenance ManualL-1177, Section 5.0, for ignition trouble-shooting information. Correct as required.

Test spark plug according to spark plugmanufacturer’s specifications.

Clean spark plugs according to spark plugmanufacturer’s specifications.

Gap spark plugs to spark plug manufacturer’sspecifications.

Inspect ignition switch for possibility ofintermittent grounding and proper orientation.Repair or replace as necessary.

POSSIBLE CAUSE

Faulty non-sensor magneto.

Faulty controller.

No fuel.

Incorrect sensor magneto toengine timing.

Incorrect sensor magneto tonon-sensor magnetosynchronization.

Incorrectly routed ignitionharness.

Incorrect fuel grade.

Faulty ignition lead.

Faulty spark plug.

Fouled spark plug.

Incorrect spark plug gap.

Faulty ignition switch.

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PROBLEM

Rough Running -No ControllerDefault (cont.)

REMEDY

Inspect primer for leaking seals. Repair orreplace as required.

Consult airframe and engine maintenancemanuals for correct operation andperformance. Correct as required.

Inspect for leaks, faulty valve operation, andlow cylinder compression. Correct asrequired.

Inspect for obstructions in exhaust pipes andmufflers, faulty valve operation. Correct asrequired.

Consult engine manufacturer’s maintenanceand troubleshooting manuals. Correct asrequired.

Consult Slick manual L-1503 for inspectionand troubleshooting procedures.



Magneto ignition switch must be wired so thatboth magnetos are “on” when the switch is inthe “both” position. Consult Reference Figure2-5 or ignition switch manufacturer’s manualas guide.

Connect T-300 SynchroLASAR® tool tomagneto. “LEFT TDC” light should turn onand turn off as magneto rotor shaft is turned.If “LEFT TDC” light does not turn on, then theposition sensor has failed and needs to bereplaced.

The “LEFT BKR PT” should turn on as themagneto rotor shaft is turned. If the “LEFTTDC” does not turn on then the backup relayhas failed and the printed circuit board needsto be replaced.

POSSIBLE CAUSE

Leaking primer.

Faulty fuel delivery system.

Faulty engine inductionsystem.

Faulty exhaust system.

Engine component failure.

Magneto component failure.

No power to LASAR®

controller.

Faulty manifold pressureconnection from engine toLASAR® controller.


Faulty sensor magneto.

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PROBLEM

Rough Running -No ControllerDefault (cont.)

ReducedPerformance

REMEDY

Connect T-300 SynchroLASAR® tool tomagneto. “RIGHT BKR PT” light should turn onand turn off as magneto rotor shaft is turned. If“RIGHT BKR PT” light does not turn on, thenthe backup relay has failed and the printedcircuit board needs to be replaced.

If the power source, low voltage control harnessand connections, ignition switch and magnetoshave been inspected and found to be operatingnormally, then the controller is operating in thedefault mode. Inspect and replace as required.

Inspect battery for low voltage or electrolytelevel. Confirm proper operation of electricalsystem. Correct as required.





Consult Sections 2.2.3 through 2.2.12 of thismanual for correct synchronization procedures.Correct as required.

The LASAR® controller will switch to basetiming if the CHT exceeds the limits of theEPM. Inspect the engine installation for properbaffling and cooling airflow. Ensure the engineis operated and the mixture is leaned inaccordance with the engine and/or airframemanufacturer’s specifications.


POSSIBLE CAUSE


Faulty controller.


No power to LASAR®

controller.




Incorrect sensor magneto tonon-sensor magneto syn-chronization.

High CHT(LASAR® controllerconfigured with CHT only).


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PROBLEM

ReducedPerformance (cont.)

REMEDY




If the power source, low voltage controlharness and connections, ignition switch andmagnetos have been inspected and found tobe operating normally, then the controller isoperating in the default mode. Inspect andreplace as required.

Consult Slick manual L-1503 for inspectionand troubleshooting procedures.

Inspect primer for leaking seals. Repair orreplace as required.

Consult airframe and engine maintenancemanuals for correct operation andperformance. Correct as required.

Inspect for leaks, faulty valve operation, andlow cylinder compression. Correct asrequired.

Inspect for obstructions in exhaust pipes andmufflers, faulty valve operation. Correct asrequired.

Consult engine manufacturer’s maintenanceand troubleshooting manuals. Correct asrequired.

POSSIBLE CAUSE



Faulty controller.

Magneto component failure.

Leaking primer.

Faulty fuel delivery system.

Faulty engine inductionsystem.

Faulty exhaust system.

Engine component failure.

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PROBLEM

Controller Default

REMEDY




Magneto ignition switch must be wired so thatboth magnetos are “on” when the switch is inthe “both” position. Consult Figure 6-1 orignition switch manufacturer’s manual asguide.




If the power source, low voltage controlharness and connections, ignition switch andmagnetos have been inspected and found tobe operating normally, then the controller isoperating in the default mode. Inspect andreplace as required.

Confirm operation of electrical system.Correct as required.

POSSIBLE CAUSE

No power to LASAR®

controller.






Faulty controller.

Engine/airframe electricalsystem failure

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PROBLEM

High Cylinder HeadTemperatures.

High Exhaust GasTemperatures.

REMEDY


Consult Sections 2.2.3 through 2.2.12 of thismanual for correct synchronizationprocedures. Correct as required.

Consult Slick L-1178 Ignition Lead Assembly &Installation Manual, Section 6.0, for correctinstallation procedures. Correct as required.

Consult engine operating manual or pilotoperating manual for correct leaningprocedures. Correct as required.


Inspect carburetor according to carburetormanufacturer’s specifications.


Consult Sections 2.2.3 through 2.2.12 of thismanual for correct synchronizationprocedures. Correct as required.

Consult Slick L-1178 Ignition Lead Assembly &Installation Manual, Section 6.0, for correctinstallation procedures. Correct as required.

Consult engine operating manual or pilotoperating manual for correct leaningprocedures. Correct as required.


Inspect carburetor according to carburetormanufacturer’s specifications.

POSSIBLE CAUSE




Incorrect leaningprocedures.


Faulty carburetor.




Incorrect leaningprocedures.


Faulty carburetor.

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6.2 TROUBLESHOOTING THROUGH A COMPUTER INTERFACE

In addition to the troubleshooting procedures outlined in Section 6.1, this section describesinterrogation of the LASAR® System operation through an IBM compatible laptop computer interface.The LASAR® controller has the ability to digitally communicate with an IBM computer to display varioussystem conditions described below. The communication protocol is a RS-232 format operating at 9600baud, 1 stop bit, 1 start bit and no parity.

6.2.1 Required Equipment

A. T-232 Cable purchased through a LASAR® distributor interfaces through the RS-232communication port of LASAR® controllers which are mounted to the controller housing with ajam nut. Earlier controllers used a flange mount RS-232 connector with four screws securing theconnector to the controller housing. These earlier configurations require the use of a T-233adapter with the T-232 cable.

B. IBM compatible computer with Windows 3.1 or Windows 95 operating software.

5.2.2 Install RS-232 Cable

A. Remove the protective cap from the RS-232 port of the LASAR® controller.

B. Connect the T-232 cable to the RS-232 port. If necessary, use part number T-233 adapter.

C. Route the T-232 cable through the engine compartment into the aircraft cockpit. The cableshould be routed away from the high voltage ignition harness, heat sources, control linkages orany other critical aircraft system.

D. Connect the T-232 cable to serial port COM1 of the computer.

5.2.3 To Set Up The Computer Through Windows 3.1:

A. Start Windows 3.1

B. Open the “Accessories” window.

C. Open the “Terminals” window.

D. Select “File” and “Open”.

E. Select the directory where “VT100.TRM” is located, and open this file.

F. Select the “Up” arrow in the upper right corner to maximize the screen.

To Set Up The Computer Through Windows 95:

A. Start Windows 95

B. Click the “Start” button.

C. Open “Programs” and “Accessories”.

D. Open “Hyper Terminal”.

E. Double click on “Hypertrm.exe.”

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F. Type in a connection name such as “LASAR Connection”. Click on the icon with two phones.

G. Pull down the “Connect Using” menu and highlight “Direct to Com 1” or the port which is beingused to communicate with the LASAR® controller. Click “OK”.

I. Configure the Port Settings as follows:

Data Bits Per Second: 9600Data Bits: 8Parity: NoneStop Bits: 1Flow Control: None

CAUTION: USE ALL NORMAL PRECAUTIONS IN OPERATING AIRCRAFT ENGINES ON THEGROUND. DO NOT ATTEMPT TO FLY THE AIRCRAFT WITH THE T-232 CABLECONNECTED TO THE CONTROLLER. THE CABLE MUST NOT BE ROUTED NEATTHE HIGH VOLTAGE IGNITION HARNESS, HEAT SOURCES, CONTROL LINKAGES,OR ANY OTHER CRITICAL AIRCRAFT SYSTEM.

6.2.4 Ground Test The Engine

A. Start the engine using all normal precautions and procedures.

B. The following information will be displayed on the computer screen, and should be verified withinreasonable accuracy and normal expected results.

Engine Speed Represents the exact engine RPM, updated every 2 milliseconds.

Average Engine Speed The average engine RPM over the preceding 2 second interval.

Minimum/Maximum Speed Sample Two values which represent the minimum and maximum engineRPM during the time period starting with the most recent LASAR®

power-up through the latest 2 second update interval.

Manifold Pressure Pressure at the LASAR® controller expressed in inches of Mercury.

Battery Voltage Voltage at the LASAR® controller expressed in volts.

LASAR® Status “L” represents operation in LASAR® automatic mode, “B”represents operation in the backup mode.

Ignition Switch Status The grounded or ungrounded condition of the right and leftmagnetos. Displayed as “R” indicating an ungrounded rightmagneto, “L” indicating an ungrounded left magneto, “B” indicatingthat both magnetos are ungrounded (also displayed when theignition switch is in the start position), or “O” indicating that bothmagnetos are grounded.

Fault Code Various numeric values which represent different conditions underwhich the controller has automatically switched to backupoperation.

C. If a fault code is displayed, contact the Product Support Department of Champion Aerospace forassistance in isolating the system discrepancy.

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Champion Aerospace LLC1230 Old Norris RoadLiberty, South Carolina, U.S.A. 29657http:\\www.championaerospace.com

Form L-1502CSlick, and LASAR® are registered trademarks of Champion Aerospace LLC© 2009 Champion Aerospace LLC

LASAR Installation, Operation, and Troubleshooting Manual

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