FOR FOUR AND SIX CYLINDER INSTALLATIONS

LIGHT SPEED ENGINEERING, LLC
416 EAST SANTA MARIA STREET, HANGAR #15
PO BOX 549 SANTA PAULA, CA 93060.

phone: (805) 933-3299  fax: (805)525-0199 

E-mail: lightspeedengineering.com

COPYRIGHT LIGHT SPEED ENGINEERING, LLC  2006, VERSION 022209

CONGRATULATIONS ON YOUR PURCHASE OF A LIGHT SPEED ENGINEERING (LSE) PLASMA CAPACITOR DISCHARGE IGNITION (CDI) SYSTEM.

YOU WILL NOW BE ABLE TO EXPERIENCE THE SIGNIFICANT ADVANTAGES OF DISTRIBUTORLESS HIGH ENERGY ELECTRONIC IGNITION IN FLIGHT PERFORMANCE AND EFFICIENCY.

TO ENSURE RELIABLE LONG TERM OPERATION, AND TO ACHIEVE THE FULL PERFORMANCE POTENTIAL, PLEASE READ THE ENTIRE MANUAL CAREFULLY, AND FOLLOW THE PROCEDURES.

SINCERELY,

KLAUS SAVIER, President LSE

TABLE OF CONTENTS

Section 1 INTRODUCTION

1.1  Features and Options

1.2  Hall Effect Module

1.3  Direct Crank Sensor

Section 2 INSTALLATION

2.1  Hall Effect Sensor Module Installation

2.2  Flywheel

2.3  Direct Crank Sensor Installation

            A. Overview and Lycoming Engines
            B. Continental 550 and Franklin Engines
            C. Continental O-200 Engines

2.4  Plasma CD Ignition Module Placement

2.5  Ignition Coil Installation

2.6  Spark Plug Adaptors and Spark Plugs

2.7  Electrical Requirements & Operation

2.8  Electrical Connections

            A. Power Supply
            B. Primary Ignition Wire
            C. High Tension Leads
            D. Manifold Pressure Line

2.9  Important Installation Requirements

Section 3 OPERATIONAL TESTING

3.1  Phasing (cylinder firing order)

3.2 A.  Timing Requirements for Your Engine
       B. Timing the Ignition System- Procedure

3.3 Run Up Tests

3.4 In-flight Tests

Section 4 TROUBLE SHOOTING

4.1 Starting Problems

4.2 Radio Noise

Section 5 FACTORY REPAIR AND WARRANTY

LIST OF FIGURES

FIGURE 1. DUAL POWER SUPPLY

FIGURE 2. Plasma II, II Plus & III  Input Connector Diagram (PDF File, Please allow longer loading time)

FIGURE 3. Plasma II Plus & III  Output Connector Diagram (Please allow longer loading time)

FIGURE 4. DUAL IGNITION INDICATOR LIGHTS

Section 1 INTRODUCTION

This manual covers all 4 and 6 cylinder versions of the LSE PLASMA II, II+, and III CDI Systems. Included herein is a description of concept and design philosophy, installation instructions, testing procedures, troubleshooting guidelines, and repair and warranty instructions for those systems.

The LSE PLASMA CDI System was designed to replace one or two magnetos on home built aircraft and in other aircraft for which a specific supplemental type certificate has been issued.

1.1 FEATURES AND OPTIONS

The PLASMA CDI ignition systems can replace an impulse or non-impulse magneto since its automatic spark retard to top dead center ensures reliable starting under all conditions.  

LSE PLASMA CDI Systems provide optimum ignition timing for best performance under all conditions. The extremely wide timing curve extends from 15° to 42° degrees BTDC.  Full retard for starting holds the timing back to TDC.  After starting, the system advances according to RPM and manifold pressure.

For the ultimate improvement in performance and ignition reliability you can replace both magnetos with LSE Plasma CDI Systems.  In this case LSE recommends the installation of a standby battery as a backup to your electrical system (see Figure 1) and dual ignition indicator lights (see Figure 4).  Due to the lightweight of the LSE PLASMA CDI Systems, a dual system with backup battery is still several pounds lighter than two magnetos.  If two systems are used, either or both tachometer outputs can be used.

Dual systems can be connected to each other such that each system knows if the other one is operating.  If one of the two systems is turned off or has failed, the remaining system will automatically shift its timing curve to provide optimum engine performance with one system.  This eliminates the common power loss when one magneto is turned off.  The extremely wide operating voltage range, from 5v-35v allows hand starting long after the electric starter has stopped due to a low battery.

On aircraft with 24v systems no special considerations need to be addressed, just hook up the power leads to positive (+) and negative or ground (-) as you would with a 12v electrical system.  There is no need to install an external noise filter capacitor on LSE PLASMA CDI Systems; they were designed from the ground up to operate in aircraft with radios.

The LSE PLASMA CDI System can be turned off and on at any time in flight without the risk of misfiring.

The systems can be turned on by supplying power to the power lead on the input connector via a toggle switch.  

PLASMA II PLUS and PLASMA III systems, additionally, have a "P lead" from the output connector that may be used with an aircraft key switch. 

An optional digital timing display can be installed to monitor the current ignition advance (PLASMA II PLUS and PLASMA III systems only).  This output can also be used to supply a data acquisition system with timing information.

On all Plasma systems the 15 pin "D-sub" input connector to the system is pre-wired with its power and signal inputs.  A pulse tach output is also provided on this connector. Refer to the Input Connector Diagram. 

RG-400 leads are supplied as primary ignition wires with BNC connectors, ready to connect to the single electronic module.  They must be terminated at the LSE provided ignition coils with standard spade connectors.

LSE PLASMA CDI Systems are designed using discrete logic in place of programmable memory or micro processors, to avoid any potential problems from static discharges, minor lightning strikes or single event upsets (SEU).

As with all electronic devices, their enemies are heat, moisture and vibration.  This should be considered for the best installation of the system.

1.2 HALL EFFECT MODULE
       4-cyl. LYCOMING TYPE ONLY

The Hall Effect sensor module (shown at left) is used in place of a magneto and is designed to make the installation extremely easy and more similar to magnetos. Two modules can be used to provide full trigger redundancy when two electronic ignitions are used.

A standard magneto gear from a non impulse magneto must be provided. A timing light is built into the module. The 9 pin "D-sub" connector on the sensor module simply connects to the harness from the ignition module.

The Hall Effect sensor module should be removed every 50 hours and inspected for gear, bearing, and seal wear.  After first inspection, inspect as necessary or at least every 100 hours by removing cover plate and checking for bearing and seal wear.

1.3 DIRECT CRANK SENSOR

Alternatively, the direct crank sensor system provides complete redundancy for single or dual PLASMA CDI systems.  This crank sensor concept requires removal of the flywheel for installation.  Its reliability and performance is expected to be superior to that of the accessory case mounted Hall Sensor Module because of its lack of bearings, seals, and gears.  All 6-cylinder versions use direct crank sensors.

The LSE PLASMA CDI Systems contain the following items.  Items listed are for single systems; if dual systems are ordered, quantities of most parts double.  If any items are missing or damaged, contact LSE immediately.

Section 2 INSTALLATION

CAUTION!  BE CAREFUL NOT TO DRILL INTO ANY PRIMARY AIRCRAFT STRUCTURE WHILE MOUNTING YOUR PLASMA CDI SYSTEM(s).  THE BEST IGNITION SYSTEM IN THE WORLD WILL BE NO HELP IF YOUR MAIN SPAR FAILS.  

It is important to locate antennas, receiving or transmitting, away from the engine and ignition systems.  

SHIELDING:  The wires supplied in the PLASMA CDI System kit are high quality ignition leads designed to transmit spark energy efficiently and to suppress ignition noise.  Therefore, they usually do not need shielding.  It is also necessary to use resistor spark plugs to avoid radio noise.  High tension leads should be kept as short as possible.  ADF and Strikefinder use may call for additional shielding.

2.1 HALL EFFECT SENSOR MODULE INSTALLATION

To install the accessory case driven Hall Effect Sensor Module, please follow these instructions:

Install a magneto drive gear from a non-impulse magneto onto the shaft of the sensor module using the same woodruff key as well as the LSE supplied washer and locknut.

Fasten the gear in a soft jaw vise and tighten the nut to 30 lbs/ft ensuring that the washer is centered on the shaft.

The module can be installed on either mag pad using standard clamps.  Install all system wiring except the BNC connectors (primary ignition wires) on the ignition module.

Remove one sparkplug from each cylinder and turn the crankshaft to TDC #1 using the factory timing marks on the engine side of the flywheel.

Turn electrical power on and rotate the sensor module in the accessory case counter-clockwise until the green light on the module case turns on and then off again.  Maintaining its position, fasten the sensor module with the toe clamps commonly used with Slick Magnetos.

This procedure positions the Hall Effect Module for engines normally timed at 25 degrees BTDC (usually standard compression ratio). 

If your engine is normally timed at 20 degrees BTDC (usually compression ratios of 8.7:1 or higher), the timing must be retarded 5 degrees.  In this case, position the crankshaft to 5 degrees past TDC in the direction of rotation and use the procedure outlined above.

To ensure the timing is set correctly, LSE recommends that you check the timing using an automotive strobe light.  Please refer to section 3.2: “Timing Light Hookup and Tests” for details. 

2.2  FLYWHEEL 

To verify proper operation of the ignition system, the timing must be checked with a timing light (strobe light) as described in section 3.2. For this, the flywheel or prop-extension must be graduated with the proper timing marks. Also an indicator should be built to mount on the case center adjacent to the timing marks on the flywheel.  Always use only the timing marks on the engine side of the flywheel.

NOTE: You may also send the flywheel to LSE for trigger magnet and timing mark installation. The cost is $75 plus $15-25 for insured shipping.

LYCOMING ENGINES

TDC, 20 deg., and 25 deg. BTDC markings are stamped on the flywheel engine side by the factory.  Add markings at 35, 40 and 45 degrees.  These markings should be duplicated 180 degrees out, to reference the other ignition coil timing.  On 6 cylinder engines the factory timing marks should be duplicated twice, 120 deg. and 240 degrees from TDC. 

If you are installing a direct crank sensor system, refer to section 2.3 for the installation of the trigger magnets on the flywheel.  A large diameter alternator pulley is required (8.5” ID).

ALL OTHER ENGINES

Apply the same concept to install timing reference marks on the propeller extension or spinner bulkhead.

2.3 DIRECT CRANK SENSOR INSTALLATION

A. Concept Overview for all Engines
     Lycoming-type Specific Installation Instructions

The crank sensor circuit board has two completely independent triggering systems if it is used for dual Plasma CDI applications.  On single installations, only the outer set of sensors and associated wiring is installed.

Remove the flywheel to install the magnets and crank sensor assembly.  The outer trigger magnets are installed in the flywheel on a 4.000" radius.  The inner trigger magnets, used for a second system, are installed on a 3.840" radius (refer to the picture below).  You may wish to send your flywheel to LSE for installation of the magnets and the timing marks; cost is $50 plus shipping; plan on 1 day plus shipping time.

Please refer to the attached pictures and those on the Crank Sensor page of the web site (www.LightSpeedEngineering.com) to mount the sensor plate to your crankcase and integrate the trigger magnets into your flywheel.  Use a number 32 drill, 1/8” deep so that the magnets can be pressed in flush with the surface.  Use Loctite and stake around them.  Two or four magnets are included.  Single systems require only two magnets on the 4” radius.  Looking into the pulley side of the flywheel, the left magnet position should always line up with the TDC indication under the starter ring gear.  For the other magnet position, add 20 degrees to the recommended timing for your engine and install it on the same radius to the right of the first magnet.  On engines that should have their magnetos timed at 25 degrees, the leading magnet should be installed at 45 deg BTDC and thereby 45 degrees to the right of the TDC magnet.  High compression engines should have their leading magnets installed 40 degrees BTDC.  Only the magnet's south pole can trigger the sensors.  This is the face marked with an X and therefore, should point to the sensor.  In other words, the X must be visible after installation.  If the X is not clearly visible, use a compass to identify the correct polarity.

Large diameter alternator pulley required (8.5" ID).   

If you have seal retainer plates installed, remove them and use existing holes to mount the bracket.  You might have to adjust the holes in the bracket using a dremmel to make them align with the existing holes.  If the bosses are not drilled,  use the mounting plate as a drill template as follows.  

Align plate concentric to crankshaft by registering on centering tabs.  Visually align the crankcase split line with the v notches between the top and bottom 2 holes of the mounting plate.  Mark the crankcase mounting locations through the existing holes in the bracket.  If possible, use a #2 centering drill for a pilot hole.  Drill #6 (0.2040) x 5/8” deep.  Tap ¼-20.  For best results, use a 2-flute spiral point HSS tap with aluminum tapping fluid such as Tap-Magic.  Once the bracket is mounted to the crankcase, remove the three alignment tabs then remove the two control tabs.  This sequence allows you to later verify that the alignment tabs were removed.  If the circuit board was removed for this operation, re-install it.  All screws holding the crank sensor circuit board to the mounting bracket must be secured with Loctite and the proper torque.   The 0 degree mark on the circuit board should now align with the split line in the crankcase when the screws are fastened in the center of their positioning slot.   

Now that the sensor plate is installed, perform a simple operational check: Disconnect all high-tension leads from the ignition coils.  With power to the system and all else connected, take any magnet and swipe it back and forth past each sensor (speed is important, > 2x per second).  Every other pass should produce a loud spark at the coil. Only the south pole works. Check each sensor.

 
Lycoming external engine dimensions can vary significantly, so you need to verify the proper clearance between the sensor and the magnets installed in the flywheel surface. Two measurements need to be compared to determine the gap.   

 ·         First, measure the height from the inside of the flywheel where it touches the crankshaft flange to the surface that has the magnets installed.

 ·         Then measure from the face of the crankshaft flange back to the sensor face on the circuit board. This second dimension needs to be larger by .030”- .060”.  The clearance should fall within these parameters with the crankshaft pushed in and pulled out.

 Too little gap and a flexing crankshaft might touch the sensors. 
 Too much gap will not activate them.  

Adjust by adding washers to the circuit board spacers (adding clearance) or by adding washers underneath the bracket attachments (subtracting clearance).

**Note- Magneto removal:

When removing the magneto(s), be sure to remove the mag with its drive gear and pilot bearing.  Install the mag hole cover plate provided by LSE, in place of the magneto.  Use only liquid sealant and the magneto "toe clamps" to secure this plate.  Gaskets are not recommended as they may distort the cover plate.

You may wish to send your flywheel to LSE for installation of the magnets and the timing marks; cost is $75 plus shipping; plan on 1 day plus shipping time.

2.3 DIRECT CRANK SENSOR INSTALLATION

  B. Continental 550 & Franklin Engines 

The following instructions are written for 6-cyl. Continental Engines, but 4-cylinder Continentals follow a similar procedure and may use this as a guide.  Additional instructions for 4-cyl. Continental Engines can be found in the next section, 2.3-C.

The mounting bracket supplied by Light Speed Engineering is common for both the large 6-cylinder Continental and the Franklin engines.  Two sets of mounting holes are provided using the same pattern as the crankshaft main seal retainer plates.  The mounting bracket bolts directly to the front of the crankcase in place of the seal retainer and also acts as a seal retainer.

Two sets of centering tabs are part of the bracket and are to center the bracket on the two different crankshaft diameters.  If you are using a Continental engine, remove the larger three tabs.  It may be necessary to modify the mounting holes slightly to be able to bolt the bracket to the crankcase while all three alignment tabs are touching the crankshaft. 

After the bracket is secured, remove all centering tabs then remove the control tab.  This allows for easy verification later that the alignment tabs have been removed and are not rubbing on the crankshaft. 

Now the circuit board can be installed with its 6 mounting screws and spacers.  Apply blue Loctite and 12"/lb or torque.  Visually align the 0 degree arrow on the circuit board with the crankcase split line. 

The magnet holder is mounted under two of the prop fasteners such that the second magnet set (in the direction of rotation) aligns with TDC crankshaft position.  When the crankshaft is in the TDC position for cylinders 1 & 2, this second set of magnets is then directly opposite the top Hall effect sensors (labeled 0 degrees) on the circuit board.  The gap between the sensor surface and magnet holder surface must be 0.030” – 0.060”.  Shim the circuit board with number 8 washers to achieve this clearance when the crankshaft is full forward and all the way back.  Remember to check that the gap does not exceed 0.060” between the magnet holder surface and the hall effect sensors at each sensor location.

The steel counter weight is mounted directly opposite the magnet holder using the same technique.  See the Continental Direct Crank Sensor installation picture for reference.

Torque the prop bolts to factory spec.

Continental Engine Magneto Removal Notes:

On the 6-cylinder Continental engines, each magneto shares a common gear with the opposing vacuum pump / standby alternator drive. 

Single Mag / Single Plasma Use:  If one magneto is retained for use with a Plasma CDI, the vacuum pump pad opposed to this magneto can be used for a pump or alternator.  Subsequently, the other drive should be disabled by removing the magneto and associated gear assembly.  Seal both the vacant vacuum pump pad and magneto pad using cover plates.

Dual Plasma Use:  If two Plasma CDI systems are used, both magnetos and their drive gear assemblies are removed.  This disables the vacuum pump pads.  If it is necessary to drive a vacuum pump, a magneto and the drive gear assembly can be used to enable this drive.  The points should be removed to disable the magneto.  Other parts, such as the ignition coil, can be removed from the mag to save weight and drag.

Alternatively, a starter drive with a pulley for air conditioning is available from Continental.  This pulley can also be used to drive a rear alternator.

* Important!  Over-voltage protection must be provided with any electrical system. 

2.3 DIRECT CRANK SENSOR INSTALLATION

C. Continental O-200 Engines 

Step 1:  The Continental O-200 has 4 mounting bosses on the front of the engine.  If they are drilled, the mounting holes in the LSE supplied 0-200 bracket should match the bolt pattern on the engine.  (If your crankcase is drilled, go to step 5.  Otherwise, proceed to step 2.)

Step 2:  The dimensions for the factory hole pattern are shown in the Continental engine overhaul manual.  If the case is not drilled, it is not possible to get to the factory locations without removing the crankshaft (which is not an option).  New holes have to be drilled slightly inboard of the factory locations.

The case has some “draft” in the casting so the forward face of the bosses in question first need to be filed flat and parallel to the flange.  This takes about an hour of filing if you have sharp files.  Protect the main seal from the shavings by masking.  Start with a Vixen file and measure frequently using the mounting bracket as a flat reference.

Step 3:  Press out one of the drive-lugs from the flange by using a socket and a bolt.  If it is hard to get out, a little heat might help.  Don’t use a hammer!

Step 4:  Once the drive-lug is out, you have enough access to reach the bosses on the case for drilling and tapping.  Hold the mounting bracket concentric to the crankshaft to drill through the bracket and into one of the bosses. 

Use a number 6 drill, ¾ deep.  Tap this first hole using a ¼-20 tap and hold up the steel bracket as concentric as possible.  Adjust the hole as necessary when you enlarge it for the ¼” bolt size.  Bolt the bracket down to hold it in place while you drill the other three No. 6 holes.  Remove the bracket and tap all.  Now open up the holes in the bracket to accept all 4 bolts holding the bracket parallel and concentric to the crankshaft flange. 

Step 5:  On final installation of the mounting bracket, use blue Loctite and/or safety wire to secure the bolts.  Install the bracket per picture #1 (following page), with the slots lining up with the split line of the case and as concentric to the crankshaft as possible.

Step 6:  Now the circuit board can be installed with it’s 6 mounting screws and 0.87” spacers.  Use blue Loctite and 12"/lb of torque.  Visually align the 0 degree arrow on the circuit board with the crankcase split line. (Picture 2, following page)

Step 7:  Next, the magnet plate is mounted such that the second magnet set (in the direction of rotation) aligns with TDC crankshaft position and the magnets face the engine.  Then the crankshaft is in the TDC position for cylinders 1 & 2, this second set of magnets is then directly opposite the top Hall effect sensors (labeled 0 degrees) on the circuit board.  (Picture 3, following page)

Install the trigger magnet plate between the propeller extension and the propeller flange.  Confirm the magnets are pointing towards the engine. 

Step 8:  Measure the gap between the magnet plate and the copper face of the direct crank sensor board.  Make adjustments by uniformly shimming all 6 spacers.  If the spacers are too long, use a lathe to shorten all of them by and even amount.  Do not make any custom spacers or the board will warp when tightened down.  Contact Light Speed Engineering if you need help with this. 

If you are using 1/8” diameter magnets, the gap should be between 0.030” and 0.060” with the crankshaft pushed in and pulled out.  There usually is about a 0.010” endplay.  If you have ¼” diameter magnets, the gap can be as much as 0.1” .

When installing your propeller extension, be sure you have at least 6 threads of your bolts engaging with the drive lugs.

	Picture 1: Crank Sensor Mounting  Bracket Installed
	Picture 2: Direct Crank Sensor Board  Attached to  Crankcase Mounting  Bracket
	Picture 3: Crank  Sensor Board and  Trigger Magnet  Bracket Installed.

2.4  PLASMA CD IGNITION MODULE PLACEMENT

The PLASMA CDI module should be mounted in a clean and dry place on the cold side of the firewall.  If space limitations require mounting on the engine side of the firewall, a protective metal cover should be used to protect the module from water/engine cleaning materials and heat.  Air must be allowed to flow between the bottom of the module and the mounting surface.  

On 6-cylinder systems, cooling air must be supplied to the box via the port on the 15-pin connector side of the ignition module.  For 6-cyl systems that do not have a cooling port, contact LSE for this modification.  Cooling is not required on 4-cyl systems.

2.5  IGNITION COIL INSTALLATION

Ignition coils are typically mounted on the top center of the engine.  They can also be mounted on the motor mount tubes using adell clamps or on the firewall to a piece of angle aluminum.  Ignition coils should be mounted so that spark plug lead length will be kept to a minimum for maximum spark energy and minimum noise.  It is important that each coil connects to opposing cylinders, i.e. one coil fires cylinders 1 and 2 and the other coil fires 3 and 4.

2.6 SPARK PLUG ADAPTORS AND SPARK PLUGS

·         Aircraft engines using 18mm & ½” reach spark plugs use adaptors with the same outside thread and a 14mm & ¾” reach inside thread.

Use LSE high performance HP plugs, Denso spark plugs starting with a W or NGK spark plugs starting with a B in their designation.

·         Aircraft engines using 18mm & ¾” reach spark plugs use one of the following:

o        LSE long reach adaptors with 12mm inside thread for Denso X27GPR-U or X24GPR-U  or equivalent 12mm spark plugs. 

OR

o        Optionally, for high performance applications, use LSE HP-LR (long reach) adaptors with 14mm inside thread for high performance HP-LR 14mm spark plugs.

• Install adaptors in cylinder head using the supplied copper washer.  Torque to 25 ft/lbs using anti-seize compound. 

• Install automotive style spark plugs with their washer.  Torque to 15 ft/lbs using anti-seize compound.    
  

* WARNING- DO NOT USE SHORT REACH ADAPTERS IN ENGINES THAT USE LONG REACH AIRCRAFT PLUGS OR VICE VERSA.

Engines normally timed at 25 degrees BTDC:
These are normally engines with compression ratios less than 8.7:1. Gap spark plugs fired by the CDI to .032"-.040".

Engines normally timed at 20 degrees BTDC:
These are usually engines with compression ratios of 8.7:1 or higher. Gap spark plugs fired by the CDI to  .026"-.035". 

Turbo / Supercharged engines should gap the spark plugs to .026” - .035” while turbo normalized engines should gap the spark plugs according to the compression ratio. 

 

WARNING!

• WIRING CAN CAUSE ELECTRICAL SHOCKS WHEN IGNITION IS TURNED ON.
• DO NOT TOUCH ANY WIRES WHEN SYSTEM IS IN OPERATION.
• DISCONNECT BATTERY DURING INSTALLATION TO AVOID SHOCK.

2.7 ELECTRICAL REQUIREMENTS AND OPERATION

Electrical System Requirements

All Plasma CDI systems can be used with 12 or 24 volt electrical systems.  Input voltages above 35 volts or reversed polarity will cause system damage.

For this reason it is mandatory that all aircraft using Plasma CD Ignitions are equipped with over-voltage protection in their alternator charging system(s).  Over-voltage is a requirement for certified aircraft.  Power connection must be directly to the battery terminals to avoid voltage spikes and electrical noise.  Aluminum should never be used as an electrical conductor for the Plasma CDI.  Use only the supplied aircraft quality stranded wire.

Minimum supply voltage for starting is 6.5 Volts.

Minimum operating voltage is 5.5 Volts.

Electrical Operating Instructions

No operational limits or special procedures are necessary during normal use.  You can either hand start your engine or use your electrical starter.  All Plasma CDI systems retard timing to TDC during start and advance timing optimally for all flight conditions based on manifold pressure and rpm.

• In case of a charging system failure, it is recommended that you land at the nearest safe airport and repair the charging system before further flight.
  

•  If you are using Dual Plasma CD Ignition, you can turn one system off, together with all other electrical loads not essential for flight, to maximize your range with your remaining battery capacity.
  

• Dual Systems only: If you have installed an aux battery per the LSE supplied drawing, monitor your voltmeter and do not switch to the aux battery until the supply voltage of the main battery is below 6.5 Volts or the engine is not running smoothly.  After switching to the aux battery, your voltmeter will read the voltage remaining in your aux battery.
  

• Do not switch your main alternator breaker in flight to avoid potentially damaging voltage spikes.  This does not apply to the alternator field breaker.

** The above electrical operating information should be contained in the Aircraft Operating Manual. **

2.8 ELECTRICAL CONNECTIONS

HERE ARE SOME NOTES ON HOW THE SYSTEM IS WIRED UP:

POWER WIRE CONNECTION
*Note continuation of shield - insulated.

A.  Power Supply -

·         When connecting the power supply, route the positive lead to a pull-able breaker, 4-cyl systems use 5A and 6-cyl systems use 7.5A, and then directly to the battery plus terminal, bypassing any electrical buss or master solenoid.  Refer to the Input Connector Diagram & the Electrical Requirements section 2.7.

·         The positive 12 or 24 Volt power supply (center conductor) is soldered to pins 7 and 8 of the input connector (at LSE) and is connected to the breaker (and toggle switch if used) per the Power Wire Connection picture, above.  Continue this wire directly to the battery terminals.

·         The shield is used as a ground return (negative supply) and is continued across the breaker (and toggle switch if used) per the Power Wire Connection picture (above), then connected to the battery negative terminal.

·         Power connection must be directly to the battery terminals to achieve the best reliability, to avoid voltage spikes, and to minimize radio noise.

·         If a standard aircraft key switch is used as an on/off switch, see Note 4 on the Input Connector Diagram. Do not connect power from the Plasma CDI to the key switch.  An aircraft key switch can only be used with some Plasma I systems and all of the Plasma II Plus and Plasma III systems.

·         On systems shipped before September 2005, two individual shielded wires were used for positive and negative supply.  In this case, the shield is not connected at the battery end.

WIRING THE IGNITION SYSTEM

An ohmmeter may prove helpful in verifying your connections.

B. PRIMARY IGNITION WIRE

 Route the primary ignition wires (RG400 coax) to the ignition coils.  Avoid their exposure to heat from cylinder heads or exhaust systems.  The primary ignition wires can be routed together, however they should be kept separate from the ignition system input wires (sensor harness).  See the important installation note on the following page.  Connect the BNC connector to the Plasma box.  Make sure that the BNC connector is fully engaged into the over-center position.  Cut the wire to length and connect the center conductor to one ignition coil blade and the shield to the other blade using standard spade terminals.  Polarity at the coils does not matter.  On Plasma III systems, the shield is not a “ground”.   

* Refer to Section 3.1 PHASING to determine which coil is connected to channel A, B and C (6-cyl.).  

C. High Tension Leads 

The high tension leads supplied in the kit must be used with the PLASMA CDI systems since their spark energy is far too great to be used with any shielded aircraft leads or high resistance automotive wires.  The two high-tension leads from each coil connect to spark plugs on opposite sides of the crankshaft.  That means one coil fires cylinders 1 and 2 and the other coil fires 3 and 4.  A third ignition coil fires cylinders 5 and 6 on 6-cyl systems.

D. Manifold Pressure Line 

Connect the manifold pressure line to your Plasma box.  If you have a MP gauge in the cockpit, you can tee into that line.  An 1/8” ID Tygon tube is recommended.  On Lycoming engines, any one of the 1/8” pipe thread ports in the intake can be used as a source for manifold pressure information.  Most other engines have a designated port near the carburetor.  * Refer to the engine manual or a local A&P for manifold pressure hook-up information.

2.9  IMPORTANT Installation Requirements:

* Do not route the input wires from the triggering mechanism (Hall Effect Module or Direct Crank Sensor) near the output wires (RG-400 primary ignition wires) running from the Plasma CD module to the ignition coils or the high tension wires going to the spark plugs.  A ½” or greater separation is recommended to avoid electronic interference.

* The RG-400 (coax) primary ignition wires connecting the ignition coils to the Plasma CD box can all be routed together and in close proximity to other high power wires (starter cable, alternator cable…).
The shielded cable from the triggering mechanism is a “sensor” wire; it can be routed together with other low-voltage “sensor” wires.  All “sensor” wires should be well separated from high power wires.

* Do not use heat shrink on the RG-58 wire (black, primary ignition wire used before summer 2002).
 
* The two high tension leads from each coil connect to spark plugs on opposite sides of the crank shaft. That means one coil fires cylinder 1 and 2 the other coil fires 3 and 4.  If your mag fires top and bottom plugs, reroute the cables to fire either all on top or all on the bottom spark plugs.  The PLASMA CDI can fire either the top or the bottom plugs.  If you use one magneto, your engine runs a little better with the advanced spark on the top plugs.

* If you are using a Permanent Magnet starter and your Plasma CDI is not labeled: Version: “PMS”, “U3”, “A” or “B”, it is mandatory to follow the starter manufacturer’s recommendation for battery size and capacity.

* Important!  Over-voltage protection must be provided on any electrical system.

Plasma II, II Plus & III  Input Connector Diagram (Please allow longer loading time)

Plasma II Plus & III Output Connector Diagram (Please allow longer loading time)

ALL SYSTEMS:

Ensure wiring is securely fastened, especially near the terminals, to avoid damage from vibration.

** If you disconnected your battery during the installation, don't forget to reconnect it now.

CONGRATULATIONS!

YOU HAVE NOW COMPLETED THE INSTALLATION OF YOUR LSE PLASMA II, II+, or III CDI SYSTEM.

YOUR NEXT STEP TO IS PERFORM OPERATIONAL TESTING TO ENSURE THE UNIT IS CORRECTLY INSTALLED AND ACCURATELY TIMED.

Section 3 OPERATIONAL TESTING

It is important to check timing accuracy and range before flight.

WARNING!

WIRING CAN CAUSE ELECTRICAL SHOCKS WHEN IGNITION IS TURNED ON.   HIGH TENSION LEADS AND IGNITION SYSTEM OUTPUT WIRES CAN CAUSE ELECTRICAL SHOCKS.

DO NOT TOUCH ANY WIRES WHEN SYSTEM IS IN OPERATION.

3.1 PHASING (CYLINDER FIRING ORDER) - Important!

Since we have not specified wire tracing and valve position, which define the difference between compression stroke and exhaust stroke, on 4-cylinder engines, there is a 50% chance that the timing will be 180° out of phase.

With all spark plug wires removed from the coils and one sparkplug removed from each cylinder, turn your ignition on and rock the propeller back and forth near cylinder 1 TDC.  A spark should jump between the output terminals of one ignition coil.  The high tension leads from this coil must be connected to cylinders 1 & 2.  

On 4-cyl. engines, repeat this procedure 180º out and confirm firing the second coil, then connect the high tension leads from this coil to cylinders 3 & 4.

On 6-cyl engines, repeat the above 120º degrees out, for example: when cylinders 5 & 6 are at TDC.  The coil that sparks should be connected to the opposing cylinders that have their pistons at TDC- in this case, cylinders 5 & 6.  Repeat the same for cylinders 3 & 4.  Refer to the engine firing order when assigning the second and third coil.

On Direct Crank Sensor systems, this test should be done before the flywheel is installed by waving the south pole of a magnet past each top sensor.  The top sensor(s) relate to cylinders 1 & 2 on all installations.  Connect the high tension leads to opposing cylinders since they fire simultaneously, use your engine's firing order as a reference for the remaining coil assignments. 

If your coils are connected correctly to opposing cylinders, you can change phasing by switching BNC connectors.

Due to the performance increase, the engine idle is now increased by 50-150 RPM. Reduce idle to normal by adjusting the carburetor or fuel injection system. Re-adjust idle mixture.  

The engine may now be running extremely well, smooth and quiet. However, DO NOT FLY UNTIL THE REST OF THE OPERATIONAL TESTS ARE COMPLETED.

3.2 TIMING REQUIREMENTS FOR YOUR ENGINE

LSE highly recommends that you check ignition timing using a strobe light, automotive style, both on your new ignition and, should you still have one, on the magneto.  The magneto timing should be set to the manufacturers specs.

Use a conventional "clip-on" inductive timing light to verify the timing accuracy and range.  Only use a simple strobe light that does not have a potentiometer or display.  The Plasma CDI’s waste-spark ignition will give erroneous readings on these strobe lights. Always use only the timing marks on the engine side of the flywheel. The reference for this is the split line of the case.

You can build a pointer in line with the case seam.
Mark the timing marks on the flywheel per the picture in the manual under section 2.3, “Direct Crank Sensor Installation”, and duplicate them 180 degrees out on 4-cyl engines and 120 and 240 degrees out on 6-cyl engines.  You can then point the timing light from the cockpit in line with the center of the case, and your pointer, at the indications on the flywheel. 

Engines Normally Timed at 25 degrees BTDC:
These are usually engines with compression ratios less than 8.7:1.
At idle the strobe light should indicate 40º ± 2º when the manifold pressure hose is connected and 21º ± 2º when disconnected.

Engines Normally Timed at 20 degrees BTDC:
These are usually engines with compression ratios of 8.7:1 or higher.
The timing is retarded another 5 degrees.  This setting should show idle strobe light readings of 35º ± 2º when the manifold pressure hose is connected and 16º ± 2º when disconnected.

Turbo and Super-Charged engines:
These settings are for turbo and super-charged engines.  Turbo normalized engines should use the above settings for engines normally timed at 20 degrees BTDC. 
At idle the engine timing should be 35º ± 2º when the manifold pressure hose is connected and 24º ± 2º when disconnected.  The leading magnet(s) should be installed 40º BTDC.

Note that these numbers are for sea level.  You can add 1 degree for each 1,000 ft of density altitude.  The low number (MP hose disconnected) is the most important!

3.2b TIMING THE IGNITION SYSTEM- PROCEDURE

Mark the timing mark on the engine side of the flywheel per the picture below and again for the other channel(s):

·   2 sets of marks for the 4-cylinder - initial setting at TDC #1 and 180 degrees out

·   3 sets of marks for the 6-cylinder - initial setting at TDC #1, then 120 and 240 degrees out. 

Make a pointer in line with the case seam to help define your reference.
Then, point the timing light from the cockpit in line with the center of the case, and your pointer, at the timing marks on the flywheel.

Connect the strobe light lead to one of your high tension leads (spark plug wires).

Connect the strobe light to power.  Only use a simple strobe light that does not have a potentiometer or display.

*Refer to section 3.2a, for timing specifications that apply to your engine. 

Check to confirm that manifold pressure is connected to your Plasma CD ignition box.

Start the engine.   The strobe light tests should be at engine idle, 600 - 900 rpm.

Referencing the split line of the case and your pointer, make a written note of the actual ignition timing as seen with the timing light.  This timing, with the manifold pressure connected to the box, is the most advanced position.

Now, disconnect the manifold pressure hose from the Plasma CD box and check the timing with the timing light.  Make a written note of the ignition timing; this is the most retarded position.

Clip the timing light pickup to one of the ignition leads from the coil firing the next 2 opposing cylinders.  The timing light should illuminate the opposite set of timing marks on the flywheel.

Check the ignition timing with the manifold pressure hose connected and with it disconnected.

If you have a 6-cyl. engine, you should check the timing on the coil firing the last 2 opposing cylinders using the same procedure.

Compare the timing of each coil.

It is easier to read the timing illumination out of direct sunlight.

Verify the timing is set to the proper values for your engine. 

If not, adjust it:

• In the case of a Hall Effect Module, this can be accomplished by rotating the sensor module in the accessory case. 

• Adjust the Direct Crank Sensor system by loosening the screws that hold the circuit board to the mounting bracket and rotating the circuit board. 

YOU ARE NOW READY TO FLY!

HOWEVER, FIRST READ THE REMAINDER OF THIS MANUAL, SO THAT YOU HAVE A THOROUGH UNDERSTANDING OF YOUR LSE PLASMA CDI SYSTEM.

3.3 RUN UP TESTS

NOTE:

Due to the significantly higher performance of the LSE PLASMA CDI System, it cannot be compared to magnetos during run up in a conventional manner.

If fuel mixture setting is near optimum, there will be no detectable RPM drop when the mag is turned off and the engine runs on the PLASMA CDI alone.

A large RPM drop will be noticed when the electronic ignition is turned off.

No significant drop is noticed if two Plasma III systems, one Plasma III and one Plasma II Plus, or two Plasma II Plus systems are used and the interconnect feature is installed.

3.4 IN-FLIGHT TESTS

For normal operation always turn on both the magneto and electronic systems, even if the benefit of the magneto is not noticeable. If you have sensitive EGT information you may notice a lower EGT when both spark plugs are firing. Verify that all cylinder head temperatures are within normal limits. Too much timing advance might cause high CHT's.

Section 4 TROUBLESHOOTING

One of the first priorities in designing the LSE PLASMA CDI System was its reliability. State-of-the-art circuitry is used throughout combined with professional design. It is unlikely that failures will occur during normal operation.

This is unlike the conventional magneto systems where failure is predictable. Also, contrary to magneto or other distributor systems, there is no wear or other loss in performance over time. In short, it either works or does not.

IF SYSTEM FAILURE DOES OCCUR:

All components supplied with the PLASMA CD system have been carefully tested.  If any of these components are substituted, optimum performance cannot be guaranteed and such changes might affect the warranty.  If deviations from the instructions or supplied materials have been made, please correct those changes before contacting LSE with any problems.  

Consult the wiring diagram and assure proper connections of signal wires and power supply.

LSE recommends high tension lead replacement every 500 hours or every three years whichever comes first, independent of the ignition source.

On Hall Sensor modules, remove the cover with its circuit board attached and inspect for bearing wear and oil contamination. If problems are visible, return the housing to LSE for inspection and overhaul.

With the spark plug leads removed from all coils and the 9 pin connector in place and power on, rapidly move the south pole of a magnet past each Hall sensor. You should be able to generate a spark at the coils from each of the four sensors. Also, verify the gap between the sensors and the magnet to be 0.030" - 0.060". 

Using an Ohm meter, the BNC cable should be open between the shield and the center conductor and about 1 ohm when it is connected to the coil. Measuring from each spade terminal to each output terminal of the coil should show an open circuit. Any conductivity here indicates a failed coil.

Verify the input wire harness (running from the triggering mechanism to the Plasma CD module) is routed with at least a 3” separation from the output wires (RG-400 primary ignition wires running from the Plasma CD module to the ignition coils).  These wires must be routed through different holes in the firewall in order to maintain a 3” or greater separation.

4.1 STARTING PROBLEMS

If your battery can no longer crank your engine over, you can hand start your engine using proper safe procedures. The LSE PLASMA CDI System will provide an accurate spark every compression stroke on 4 or 6 cylinder engines as long as the battery has more than 8 Volts.

Do not attempt to hand prop your engine with your non impulse magneto hot.

If the engine backfires it is also possible that the impulse coupling of the remaining mag is not engaging properly. Any backfiring into the intake side contaminates the intake manifold and starting will be more difficult until fresh fuel is available. Turn the mag off during engine start if it causes a problem.

4.2 RADIO NOISE

The Plasma CDI systems are designed to not interfere with any aircraft radios if installed per manual.  If noise is noticed on the radio, it is an indication of arcing on the high voltage lines.  This can be anywhere between the BNC connectors and the sparkplugs.

Powering the system from your avionics buss will also cause noise.  Both power and ground should come directly from the battery terminals.

If you experience radio static that disappears when you turn the Plasma CD electronic ignition system off, check the following possible sources and make any necessary corrections.

1.      If you are operating an aircraft key switch, confirm there is not a ground wire installed from the ignition switch to aircraft ground.  Remove the ground wire if one is installed.  Only the shield of the two “P”-leads should be connected to the switch terminal labeled ground.

2.      If you are using Denso ESR-U or ESR-V sparkplugs, check the security of the ferules on the sparkplug electrical connection.  These plugs have threaded ferules that must be tightened securely.  Sparkplugs included with systems sold after June 2002 have solid terminals.

3.      Examine the high-tension lead connection to both the coils and the sparkplugs and confirm they are secured tightly to the metal connector clip inside the boot.

Section 5 FACTORY REPAIR AND WARRANTY

 For further information or questions concerning our products,
please e-mail  info@lightspeedengineering.com or contact us at:

Light Speed Engineering™, LLC- 

US Postal Service: PO Box 549, Santa Paula, CA 93060-0549

UPS or Fed Ex:  416 E. Santa Maria St., Hangar #15, Santa Paula, CA  93060

phone: (805)933-3299 fax: (805)525-0199

Copyright © 1998-2009 LSE, LLC. All rights reserved.