What is the Leburg system?

It is a solid state ignition system that uses modern electronic components and is suitable for most 4 cylinder and two cylinder aero engines. It designed for builders of homebuilt aircraft, in that it is easy to install and is  light and economical.

It is sophisticated in that it produces a high energy spark at the optimum point in the combustion cycle for the instantaneous engine speed. This produces the maximum power for minimum fuel consumption and the engine runs noticeably smoother. It has no moving parts and so there is nothing to wear or adjust.

The Leburg system  produces very gentle but effective starting characteristics, hot or cold, by  boosting further the normally high spark energy and retarding the firing point to 3 degrees AFTER TDC. This makes backfires impossible, and hand propping becomes pleasant, easy and safe. These characteristics are retained for engines equipped with starters, with the further advantage that starting becomes instantaneous, which as well as being convenient, eases the load on the starter and battery.

The system is being used on many aero  VW's , both 4 cylinder and 2 cylinder, with great success. It is also being used on a Subaru, KFM's and a C65. Increasingly, owners of "proper "aero engines are replacing the magnetos with the Leburg system to overcome starting problems. They report additional benefits of smoother running, steadier, slower idle, and lighter weight. Some users also report increased static revs.

Each Leburg controller drives one automotive Ford coil, which drives 4 plugs.  Such modern coils produce very high voltages so that  even when the plugs are dirty and fouled with fuel, oil or water, they still produce high energy sparks. An indication of this is the fact that the plug gaps are set to 0.9mm rather than the 0.4 mm used by magnetos.

One controller weighs 280g, and one Ford Zetec coil weighs 960g. The more expensive Ford Visteon coil weighs 650g.

This system is in common use today in the UK, the US and Finland.  We have  enthusiastic reports from users, and reliabililty is proving good.

The main features of the system are:
 

*	when starting, a hefty spark occurs 3 degrees AFTER TDC. This gives gentle but immediate starting, hot or cold. If you are are hand propping, you don't need to swing the prop hard. A gentle, clean pull through TDC will do it.
*	when running, the spark occurs at the optimum advance angle for the instantaneous RPM. This gives smooth running         and maximum available power at all RPM
*	there is nothing to wear, so maintenance is minimal
*	the system is dualled for safety.  In normal use power for both ignitions is supplied by the alternator.  The batteries          supply power for starting, running at low revs, and when the alternator fails. The (2.3Ah)  backup battery supplies power for 7 hours of running.
*	it is light and compact - one controller weighs 280g and one Ford Visteon coil weighs 650g.

A welcome and acceptable modification

The Popular Flying Association (the UK EAA) is very careful about accepting new equipment, but now that the many users
of the Leburg system have good experience with it, the PFA supports users who wish to install the Leburg system.

The minimum required by the PFA for any significant engine modification is that new users have their installation approved
by a PFA inspector and complete a ground run of 5 hours.This is all that is required for the Leburg system also.

Controllers have INTERNAL or EXTERNAL sensors.
 

INTERNAL           sensor option, with alternator on back of and 1834VW, in the Leburg Sparrow.

Dual controllers with the INTERNAL sensor  and a 150W alternator (4.4 lb) can be fitted at the rear of a VW engine. The small timing magnets are fixed on the periphery of the alternator rotor which bolts on to the end of the crankshaft. The magnets actuate the magnetic sensor through the aliminium wall of the controller box.  This is the preferred option, as it avoids the need for an extra cable and connector. The arrangement is compact and extends about 58 mm from the back of the crankcase.  Dual ignition controllers and the alternator fit  into the confined space between the crankcase and the firewall, found on the  VP1 and Turbulent, for example.

EXTERNAL             sensor option on a KR2. The Timing Disc and a sensor is just visible behind the prop. The controllers and coils are mounted on the firewall.

The controller can be supplied with a connector to accept an EXTERNAL sensor, which can then be mounted anywhere convenient on the engine, usually at the front of the crankcase, on the M6 tapped holes that exist there. The external version used where access to rear of the engine is impeded by an accessory case. If you already have an alternator, or choose to rely on batteries alone, this option is particularly easy to install. The timing magnets are carried in the 1.6 mm thick Leburg Timing Disc which fits behind the propeller, and the sensors can be fitted in a simple mount which fixes to the M6 holes in the front of the crankcase. The sensors are magnetic, work over a gap of about 3 mm, and are robust and unaffected by dirt. You just have to fix the controller boxes and the Ford coils whevever you like in the engine compartment.

Alternator and dual power supplies

    For dual systems a backup power supply is needed. This is arranged by having two separate batteries, a main and a backup.       The main battery is the one fed by an alternator, if you have one, and as well as feeding the ignition system, it also supplies the radio, GPS, and strobes etc. The backup battery is small, say 2.3 Ah and is fed from the main system through a backup diode and a circuit breaker. This provides full protection should a power failure or short circuit occur on either system.

A 2.3 Ah backup battery provides power to keep the engine running for about 7 hours, should the main system fail. In normal use, the alternator supplies power to both ignition systems, and both batteries are being trickle charged.

Having an alternator is desirable in that it provides the power to borh ignition systems while running, and it keeps both batteries fully charged without operator intervention. The batteries are then only required to give energy for starting and slow running, and they generally have an easy life. If you wish to install an alternator, an excellent yet light ( 2.2kg, 4.8lb) alternator can be made using parts salvaged from a Honda CBR600 motor cycle. This alternator supplies about 12A at 12V at 2,500 RPM. This is probably the lightest, cheapest and best quality alternator package available.

The EI10A controllers are available only from Leburg. Many of the other parts, ie coils, plugleads, are standard commercial parts.
The alternator parts are readily obtained as salvaged motor cycle parts.

We can supply most of the parts of the system as kits. The mechanical kit A02 is particulary good value, and it saves a lot of work.
 

REF	DESCRIPTION		PRICE UK £
KIT A01	Dual EI10AINT  INTERNAL controllers, +cables, magnets  and backup diode		380.00
KIT A02	Mechanical parts, including thrust bearing and mounting hardware		98.00
KIT A03	Dual Ford Zetec coils, 8 plug leads		164.00
KIT A05	Plug together wiring loom, switch panel. Specific to aircraft.		177.00
KIT  B01	Dual EI10AEXT EXTERNAL controllers, dual sensors,cables   and backup diode		400.00
KIT B02	Timing Disc Set, pierced with 12 1/2 dia clearance holes,  6 on 100mm PCD, 6 on 4" PCD (use with external sensors)		24.00
KIT A06	Booklet, detailed description, drawings, etc		5.00

UK and European users add VAT at 17.5% to these figures

Turbulents, VP1s, Taylor Monos, Nippers, KR2, Colibri, Cygnet, Jodel D9, Jodel D18, Flitzer, Sonex, BP1 Biplane, Kitfox, Scamp, LEU, Nieuport, Leburg Sparrow.

VW (4cyl), VW (2 cyl), KFM, Subaru, Continental C65

UK, USA, Finland

A  booklet with full descriptions, parts lists, drawings, and manufacturing notes is available form Leburg. It describes the
Ignition System, and how to install the alternator.  If you would like a copy, contact Leburg  and give your name and address.
We will send you the booklet. You send £5 (UK), or $10 (US)  for the booklet when you receive it. We havn't lost one yet!