Return-Path: Sender: (Marvin Kaye) To: lml Date: Mon, 14 Jul 2003 22:07:14 -0400 Message-ID: X-Original-Return-Path: Received: from imo-m02.mx.aol.com ([64.12.136.5] verified) by logan.com (CommuniGate Pro SMTP 4.1b9) with ESMTP id 2475270 for lml@lancaironline.net; Mon, 14 Jul 2003 21:54:31 -0400 Received: from Sky2high@aol.com by imo-m02.mx.aol.com (mail_out_v36_r1.1.) id q.13.1fa3c2c0 (3850); Mon, 14 Jul 2003 21:54:26 -0400 (EDT) From: Sky2high@aol.com X-Original-Message-ID: <13.1fa3c2c0.2c44b8d2@aol.com> X-Original-Date: Mon, 14 Jul 2003 21:54:26 EDT Subject: Further to LASAR information X-Original-To: lml@lancaironline.net, Cozyone2@aol.com, DonGoetz@mindspring.com, N360TG@earthlink.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1058234066" X-Mailer: 9.0 for Windows sub 4021 -------------------------------1058234066 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Today I ran some tests at 9500 and 10500 with the same results - Better performance with the mags only. I won't go into that detail because there is better information. To wit: Today I talked to one of the LASAR designer/developer personnel with the following results: 1. There can be a rare failure mode where switching relays just outside the mags chatter or fuse. This causes a condition where both the mags and the controller are trying to mess with the spark at the same time and this does result in a symptom of the mags-only operation always performing better than the LASAR. With both trying to operate, the spark is weak. 2. After mag exposure to very high heat, there may be a "distributor" function breakdown in a mag. Note that about 15 hours were flown on my airplane during which, for some period of that time, the #4 exhaust pipe was separated from the head by about one inch. 3. There is not much advance occurring at high rpm (say 2700 Vs 2400). Thus, I should not expect much improvement at max high power. 4. Above about 27" MAP, the engine baseline timing is used (320 = 25 degrees BTDC). There is no attempt to retard timing at takeoff power. 5. The software is for certified standard engines. It may not work as well in performance modified engines -- high compression pistons, effective ram air, etc. 6. Not all LASAR failures show up in diagnostic codes when a laptop is connected. After our conversation, I hooked up my laptop and attempted to start the engine and see if there was a LASAR diagnostic code. The first problem was that it took me 10 minutes to get it started since it wasn't switching to LASAR-Start mode (indicated by panel light) -- finally, after a rough start, it wouldn't stay in LASAR mode, ergo no codes available. A further call seemed to indicate that problems 1 and/or 2 noted above were occurring and probably that the special mags needed replacing. Luckily, this Unison location is in Rockford, a 1.5 hour drive away, and tomorrow I will pick up two new mags. More info in a few days Scott Krueger 2003 Air Venture Cup Racer #94 Sky2high@aol.com LNC2 N92EX IO320 Aurora, IL (KARR) -------------------------------1058234066 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

Today I ran some tests at 9500 and 10500 with the same results - Better= =20 performance with the mags only. I won't go into that detail because=20 there is better information. To wit:

Today I talked to one of the LASAR designer/developer personnel with th= e=20 following results:

1. There can be a rare failure mode where switching relays just outside= =20 the mags chatter or fuse. This causes a condition where both the mags=20 and the controller are trying to mess with the spark at the same time a= nd=20 this does result in a symptom of the mags-only operation always perform= ing=20 better than the LASAR. With both trying to operate, the spark is=20 weak.

2. After mag exposure to very high heat, there may be a= =20 "distributor" function breakdown in a mag. Note that about 15 hours we= re=20 flown on my airplane during which, for some period of that time, the #4=20 exhaust pipe was separated from the head by about one inch.

3. There is not much advance occurring at high rpm (say 2700 Vs=20 2400). Thus, I should not expect much improvement at max high power.

4. Above about 27" MAP, the engine baseline timing is used (320=20= =3D=20 25 degrees BTDC). There is no attempt to retard timing at takeoff power.

5. The software is for certified standard engines. It may not wor= k=20 as well in performance modified engines -- high compression pistons,=20 effective ram air, etc.

6. Not all LASAR failures show up in diagnostic codes when a laptop is=20 connected.

After our conversation, I hooked up my laptop and attempted to start th= e=20 engine and see if there was a LASAR diagnostic code. The first problem= =20 was that it took me 10 minutes to get it started since it wasn't switching t= o=20 LASAR-Start mode (indicated by panel light) -- finally, after a rough start,= =20 it wouldn't stay in LASAR mode, ergo no codes available. A further cal= l=20 seemed to indicate that problems 1 and/or 2 noted above were occurring and=20 probably that the special mags needed replacing. Luckily, this Un= ison=20 location is in Rockford, a 1.5 hour drive away, and tomorrow I will pick up=20= two=20 new mags.

More info in a few days

Scott=20 Krueger
2003 Air Venture Cup Racer #94
Sky2high@aol.com
LNC2 N92EX=20= IO320=20 Aurora, IL (KARR)

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