Plasma II & III Ignition Systems

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Note: Not for use in certified aircraft

The Plasma II & III and Dual Plasma II & III Plus are available as electronic ignition system or discharge ignition system, designed to replace the archaic magnetos on aircraft engines. Like all Light Speed Engineering ignition systems, the Plasma Plus features automatic ignition advance based on engine load and RPM, auto retard for starting and a standard pulse tachometer output. All Plasma Plus Capacitor Discharge Ignition systems have the following options installed:

Key-Switch Option

The key switch option built into the Plasma Plus allows the use of a standard aircraft key switch to turn the system on and off. A single conductor shielded wire is routed to the key switch just like the P-Lead from a magneto. Connecting the center-conductor with its shield at the key switch disables the Plasma CDI without drawing any current.

Timing Output

The timing output enables the pilot to monitor the ignition timing of the system at all times of operation. A digital voltmeter or a designated digital mV display can be used to display the actual timing down to 1/10th of a degree. During startup this display would typically read 00.00 degrees, at high power conditions it will show approx. 25 degrees and during low power operations it will show as much as 42 degrees of timing advance. Should there be an electronic malfunction inside the ignition system it would be reflected by erroneous timing indications.

*RPM Output

Included in the options of the Plasma Plus is a built in analog tachometer output. This provides RPM information for a mV meter. 0.3 volts represent 3,000 RPM, .0 v = 0 RPM.*

Absolute Manifold Pressure Output

The manifold pressure display option uses the calibrated and temp compensated manifold pressure information of the Plasma CDI and allows it to be displayed on a digital mV meter.*

5V Power Supply Output

If a permanent digital LCD display is used in the cockpit for any or all of the display options, the PlasmaCDI has a 5V power output to run the display. Thus, no extra wires need to be run from the electrical bus.

Potentiometer Option

A potentiometer can be used to bias the timing curve in flight from the cockpit. This option is primarily useful for engine testing and racing applications. Caution, this feature allows the pilot to retard and over-advance the ignition timing, thus, potentially harming the engine and ruining your day.

Interconnect Link

The interconnect feature connects two Plasma CDI ignition systems together. If one system is disabled, the one remaining in operation will automatically readjust the timing curve for optimum power with a single system. It is not necessary to use this feature but it is helpful to optimize performance if only one ignition system is used due to an alternator failure. With the interconnect feature in use there is virtually no ignition drop when each system is turned off. Otherwise, a normal ignition drop-off occurs during system tests.

All Plasma CDI systems include:

High tension leads, harness, spark plugs, spark plug adapters, ignition coils with mounting bracket, and Hall Effect Sensor module (4 cyl) OR Direct Crank Sensor assembly (4 cyl).

Note: Hall Effect Sensor Module installed on 4 cylinder Lycoming type engines only.

On Turbo and Super-Charged Ignitions add part #08-06301. See Accessories. On all Franklin and Continental engine ignition systems add part #08-06302. See Accessories.