Rotax 912iS Status Monitor - Cambridge Operations Limited

Rotax 912iS Status Monitor
Part No: CAV13
Installation and Operation Manual
(Please retain for reference)
Version 2.0
February 2017
(For firmware 3.0 and subsequent)
Product
Variant
Serial #
Mod/Comment
Date
2006/95/EC
EN55022
EN55011/B
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CONTENTS
1. INTRODUCTION ............................................................................................1
2. SUMMARY OF FUNCTIONS ..........................................................................1
3. INSTALLATION ..............................................................................................2
3.1 Mechanical Installation ..............................................................................2
3.2 Electrical Installation .................................................................................2
4. OPERATION ..................................................................................................4
4.1 Controls and Indicators .............................................................................4
4.2 Power-Up ..................................................................................................4
4.3 Display Modes ..........................................................................................5
4.4 Default Display Mode ................................................................................5
4.5 Engine and Generator Status Display .......................................................6
4.6 Multi-Display Mode....................................................................................7
4.7 Error Display Mode ...................................................................................9
4.8 ‘No Data’ Display ....................................................................................10
5. SPECIFICATIONS ........................................................................................10
6. ADDITIONAL NOTES AND INFORMATION.................................................11
6.1 Note Regarding Separation of ECU Lane CANbuses .............................11
6.2 Sensor Error Messages ..........................................................................11
6.3 Device Error Messages ...........................................................................12
6.4 Stripped Mounting Holes .........................................................................12
7. PANEL MOUNTING DETAILS......................................................................13
8. CERTIFICATIONS AND DISCLAIMER .........................................................14
9. LIMITED WARRANTY ..................................................................................14
Cambridge Avionics : CAV13
1.
INTRODUCTION
The Rotax 912iS fuel-injected engine brings modern technology to the field of light aviation.
It features twin, fully redundant fuel injection and electronically controlled ignition systems
managed by twin Engine Control Units (ECUs).
The ECUs communicate with Engine Management Systems (EMS) and cockpit
instrumentation systems by means of two pilot display CANbuses. As well as transmitting
conventional engine operating parameters, the CANbuses also provide additional useful
information, including over fifty specific device and sensor status messages.
Much of this additional useful information is not used or displayed by many popular EMS
units. This is because, being based on conventional technology, they simply read the engine
parameter data from the CANbuses and translate this to simulate conventional analogue
engine instruments.
The 912iS Status Monitor is designed to complement existing EMS units by providing access
to the additional and useful ECU information. It also functions as a useful backup instrument
for many parameters and may be used as the sole instrument for initial engine start and
tests.
This manual includes important information regarding the installation and operation of the
equipment and should be read before use.
2.
SUMMARY OF FUNCTIONS
The 912iS Status Monitor provides the following functions within the confines of a traditional
57mm (2 1/4 inch) diameter instrument:
- RPM meter
- MAP meter
- Oil pressure meter
- Coolant temperature meter
- Engine hour meter
- Throttle position indicator
- ECU voltmeter
- Full engine and generator status display (including economy and power modes)
- Verbose descriptions of any sensor or device errors and faults
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3.
INSTALLATION
3.1
Mechanical Installation
The 912iS Status Monitor is mounted in a standard 57mm avionics instrument hole.
The diagram in Section 7 shows the required layout of main panel and mounting screw
holes. The figure also shows (dotted line) the amount of space required behind the panel to
accommodate the instrument.
The mounting screws (provided) are M4 size and should be passed through the aircraft
instrument panel and screwed into the tapped holes provided. Take care not to cross-thread
or over-tighten the screws. In the unlikely event of the tapped threads becoming stripped,
please see Section 6.4.
Remove the protective film from the display window before use.
3.2
Electrical Installation
All connections are made via a 9-pin male D connector on the rear of the instrument.
3.2.1
Pin
1
2
3
4
5
6
7
8
9
Connector Pin-Out
Function
CAN H
CAN L
(Unused)
(Unused)
Ground (0V)
(Unused)
(Unused)
(Unused)
Power supply +
NB: Do not connect anything to any of the unused pins as these are provided for test
purposes in the factory. Applying a voltage to any of the unused pins could damage
the instrument.
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3.2.2
Power Supply
The Status Monitor requires a DC supply of between 8 and 16 volts.
It is acceptable to use the same supply as used for any existing EMS or RDAC units
providing that the overall circuit is protected by a fuse or breaker of 1A or 2A rating. If a
separate supply is used, this should ideally be protected using a 1A fuse or breaker.
As with conventional EMS displays, the Status Monitor has no on/off switch and it is
acceptable to leave it connected during engine cranking. Should the voltage drop below 8V,
an automatic brown-out detector circuit within the instrument is activated and this will protect
and reset it when normal supply voltage levels are restored.
The aluminium case and front panel are not internally grounded, but no problems will result if
they are grounded externally.
3.2.3
CANbus Connections
Both ECU Lane A and Lane B CANbuses are connected to pins 1 (CAN-H) and 2 (CAN-L) of
the rear panel D-Sub connector.
Generally in 912iS installations, the Lane A and Lane B CANbuses will already be connected
together and to the main EMS or RDAC unit. In these cases, the Status Monitor should be
connected in parallel with the existing EMS unit.
In the case of installations where the Lane A and Lane B CANbuses are kept separate then
it is still allowable to connect these together and to the Status Monitor.
If it is desired to keep the CANbuses entirely separate then an adapter cable is available to
enable this (contact Cambridge Avionics for further details). For more information regarding
the pros and cons of keeping the ECU CANbuses separated, please see the note in Section
6.1.
As with all CANbus wiring, twisted pair cabling should be used. Wire stub lengths should
ideally be kept to lengths of 30cm or less.
Because it is intended to be connected in parallel with an existing bus, the Status Monitor
has no bus terminating resistor and is configured as a ‘listen only’ CANbus device.
Important Note: If the Status Monitor is the only instrument connected to the CANbuses,
then the Lane A and Lane B CANbuses must be connected together.
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4.
OPERATION
4.1
Controls and Indicators
The figure below shows the main controls and indicators of the 912iS Status Monitor.
Lane Select
Switch
Main
Display
Area
Error Lamp
‘Info’
Button
Control / Indicator
Lane Select Switch
‘Info’ Button
Error Lamp
Generator Error lamp
Main Display
4.2
Generator
Error Lamp
Function
Selects ECU CANbus to read, Lane A or Lane B
Selects display modes and user set-ups
Illuminates on receipt of any ECU status error message
Illuminates on receipt of a generator error message from ECU
12 x 2 character OLED display
Power-Up
On first applying power, the Status Monitor switches on and performs an internal reset and
test. A reset is indicated by the two indicator lamps flashing 3 times in quick succession. The
internal firmware version is displayed for approximately 2 seconds after which the instrument
reverts to the default display mode.
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4.3
Display Modes
The Status Monitor has four display modes.
Pressing the ‘Info’ button cycles between these modes in the following sequence:
Default Mode
Engine and Generator Status
Multi-Display Mode (if enabled) (Note 1)
Error Display (if applicable) (Note 2)
Note 1: Multi-Display Mode is user configured as described in Section 4.6.
Note 2: Error Display Mode will only be entered if there is an error to display. When an error
occurs, the instrument automatically enters this mode.
Each display mode is described in more detail in the following sections.
4.4
Default Display Mode
The default display mode is always entered after switch-on.
When reading the ECU Lane A CANbus, the default display indicates RPM, engine hours (to
2DP) and throttle percentage. An example is shown below (left).
When reading the ECU Lane B CANbus, the default display indicates RPM, engine hours (to
1DP) and the actual voltage as seen by the ECUs. An example is shown below (right).
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4.4.1
Note Regarding Engine Hours Display
Engine hours information is only sent down the pilot display CANbuses once per minute.
Thus, when the Status Monitor is first used, it will take at least one minute, from the time at
which the ECU Lanes are switched on, before the correct engine hours are displayed.
When engine hours information has been received from either ECU Lane, it is stored by the
Status Monitor in non-volatile memory and will be shown immediately on subsequent power
cycles.
4.5
Engine and Generator Status Display
In this mode, the display shows the current engine and generator status as reported by the
selected ECU Lane.
The message descriptions have the following meanings:
MODE
P
E
(Shows engine PLA mode)
Engine is operating in ‘Power’ mode
Engine is operating in ‘Economy’ mode
GEN
N
A
B
(Shows generator control status)
This Lane is not controlling a generator
This Lane is controlling Generator A
This Lane is controlling Generator B
SYNC
Stall
Wait
Lane
Both
(Shows engine speed and sync status)
Engine stalled, no crankshaft teeth detected
Engine running but waiting for valid synchronisation
Lane is synchronised to crankshaft position (Note 1)
Lane is synchronised to crankshaft position and other Lane (Note 2)
Note 1: Rotax sometimes refer to this as ‘half sync.’
Note 2: Rotax sometimes refer to this as ‘full sync.’ There is some evidence that not all ECUs correctly
report full sync. on the pilot display CANbuses.
(Example displays shown on next page)
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For example, this is typically what is seen prior to engine start
when monitoring the Lane A CANbus.
Lane A is commanding Generator B. The engine is shown in
power (default) mode and is stalled.
This is a typical display following a successful engine start.
Lane A is commanding Generator B (which is now running and
supplying power to the engine systems), the engine has entered
economy mode and the Lane is synchronised to the crankshaft
position.
This is a typical display following a successful ‘Generator Swap’.
Generator A should take over the powering of the engine systems
when the engine is first run to ~2500RPM for a few seconds.
As shown here, Lane A is now commanding Generator A (which
is independently supplying all the engine systems). Generator B
is supplying the aircraft electrical equipment and is charging the
battery.
4.6
Multi-Display Mode
Multi-Display Mode is user selectable and configurable. It is disabled by default in a new
Status Monitor.
The Multi-Display modes enable the display of combinations of additional parameters which
may be found useful for EMS backup purposes, or if the Status Monitor is the only
instrument being used during initial engine start and tests.
To select Multi-Display Mode or change its settings, press and hold the ‘Info’ button for at
least three seconds.
The display will indicate ‘RPM + Mode’ and show the current mode setting.
Pressing the ‘Info’ button repeatedly will then cycle through the four multi-display mode
settings as follows:
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Multi-Display Mode Settings
Off
RPM Only
RPM, MAP, Oil Pressure and
Coolant Temperature (metric)
RPM, MAP and Oil Pressure (imperial)
These mode settings have the following displayed names and functions:
Mode Setting
Function
Off
Multi-Display Mode is disabled
RPM Only
The display will show RPM with Lane A or Lane B selected
+MAP/O/C met
The display will show RPM and:
Lane A: MAP in hectopascals
Lane B: Oil Pressure in bar and Coolant Temperature in Celsius
(alternating)
+MAP/Oil imp
The display will show RPM and:
Lane A: MAP in inches of mercury
Lane B: Oil pressure in PSI
When the required mode setting is shown on the display, press and hold the ‘Info’ button
again, for at least 3 seconds. The display will show “Option Set” and store the mode setting.
The mode setting is saved when the power is switched off.
A typical display when Multi-Display is enabled with
the ’RPM Only’ option.
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A typical display when Multi-Display is enabled with
the ‘+MAP/Oil imp’ option and Lane A selected.
Typical displays when Multi-Display is
enabled with the ‘+MAP/O/C met’ option
and Lane B selected.
(These displays alternate every few
seconds).
4.7
Error Display Mode
The error display mode is automatically entered in the event of any error status message
being received from the selected ECU Lane. Typically, if an ECU Lane warning lamp
illuminates or flashes, the Status Monitor will provide a description of the reason.
In the unlikely event of multiple errors or failures being reported, the Status Monitor will scroll
through these in turn.
When an error condition is detected, the ‘ERR’ lamp on the Status Monitor will illuminate and
will not extinguish until the error as reported has been cleared. In the event of a Generator
error, the ‘GEN’ lamp will also illuminate.
In this example, a device fault is being indicated by Lane B.
This is a fuel injector error or fault on cylinder #1.
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In this case, a generator-related error is being indicated.
While in an error condition, the other display modes remain available and can be cycled by
pressing the ‘Info’ button.
Sections 6.2 and 6.3 give further details of all the error status messages.
4.8
‘No Data’ Display
If no data for a particular parameter is being received from the ECU, then its value on the
display will be indicated by a dash (“-“). This might also be seen briefly when switching lanes
and before any updated information is received.
5.
SPECIFICATIONS
Parameter
Fascia panel size
Size behind panel
Power supply range
Current consumption
Operating temp. range
Weight
Connector
Fuse/breaker
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Value
57mm dia. x 2mm thick
82mm x 63mm x 31mm
8 – 16 V DC
90mA typ, 120mA max.
-10C to +40C
125g
9-pin D-Sub
1A or 2A
Comments
Width x Height x Depth
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6.
ADDITIONAL NOTES AND INFORMATION
6.1
Note Regarding Separation of ECU Lane CANbuses
CANbus systems are designed to be connected together, from both physical and electrical
(protocol) standpoints. Early 912iS installation manuals from Rotax showed that the pilot
display CANbuses from ECU Lanes A and B can be connected in parallel and then fed to an
EMS/RDAC with no problems. In this configuration the system works perfectly well.
However, if a wiring or cable error should arise in a shared connection or connector (such as
an open, short or poor soldered connection) then there is a possibility that both CANbus
signals could be compromised.
Because such shared connections are made by the user/installer, rather than by Rotax
themselves (and are thus not under their direct control), Rotax changed their guidance in
later installation manuals to show the CANbuses being kept separate and with individual
connections to RDAC/EMS units.
While it is true that a wiring error in a parallel connection could compromise both buses, this
is very unlikely if care is taken in making the connections. It should be noted that, even if
data from the pilot display CANbuses is lost, the engine does not stop and the actual engine
performance is not compromised.
6.2
Sensor Error Messages
This section provides more information on the specific sensor error messages as displayed
by the Status Monitor.
Error Message
Ambient temp
Throttle pos
Drive volt 1
Therm. Drive
EGT cyl 4
EGT cyl 3
EGT cyl 2
EGT cyl 1
Coolant temp
Amb. Press
Oil temp.
Oil pressure
Crankfault 2
ECU current
Bus voltage
Drive volt 2
Crankfault 1
Gen sel curr
Gen sel volt
Int. temp. 2
Int. temp. 1
Man. temp.
MAP
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Further Information
Engine ambient temperature sensor error or failure
Throttle position sensor error or failure
Sensor drive voltage #1 out of limits
Thermistor drive voltage out of limits
Exhaust Gas Temperature sensor error or failure (cylinder 4)
Exhaust Gas Temperature sensor error or failure (cylinder 3)
Exhaust Gas Temperature sensor error or failure (cylinder 2)
Exhaust Gas Temperature sensor error or failure (cylinder 1)
Coolant temperature sensor error or failure
Engine ambient pressure sensor error or failure
Oil temperature sensor error or failure
Oil pressure sensor error or failure
Crankshaft position sensor #2 error or failure
ECU current too high or current sensor error or failure
Bus voltage out of limits
Sensor drive voltage #2 out of limits
Crankshaft position sensor #1 error or failure
Generator select current error
Generator select voltage error
Internal temperature out of limits or temperature sensor #2 error or failure
Internal temperature out of limits or temperature sensor #1 error or failure
Manifold air temperature sensor error or failure
Manifold Air Pressure sensor error or failure
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6.3
Device Error Messages
This section provides more information on the specific device error messages as displayed
by the Status Monitor.
Error Message
Reset
EGT Inj 4
EGT Inj 3
EGT Inj 2
EGT Inj 1
Flash CRC
Maint CAN
EMS CAN
Int. Timer
Int. Logger
Generator
Lane comms
Lane sync
Lamp B
Lamp A
Lane B data
Lane A data
Limiter
Ign cyl 3 / 4
Ign cyl 1 / 2
Inj cyl 4
Inj cyl 3
Inj cyl 2
Inj cyl 1
Stalled
Gen selector
Ign/Inj driv
Ext Flash
Int Flash
6.4
Further Information
Uncommanded ECU reset occurred
EGT Injector cylinder #4 error or failure
EGT Injector cylinder #3 error or failure
EGT Injector cylinder #2 error or failure
EGT Injector cylinder #1 error or failure
Internal FLASH memory CRC verification failure
Maintenance CANbus error
Pilot display CANbus error
Internal timer error
Internal logging system error
Generator or generator circuit error or failure
Inter-Lane ECU communication failure
Lane synchronisation error
Warning lamp (Lane B) error or fault
Warning lamp (Lane A) error or fault
No data received from Lane B (as reported by other Lane)
No data received from Lane A (as reported by other Lane)
Engine speed limiter activated
Ignition error or fault, cylinders 3 and 4
Ignition error or fault, cylinders 1 and 2
Fuel injector error or fault, cylinder #4
Fuel injector error or fault, cylinder #3
Fuel injector error or fault, cylinder #2
Fuel injector error or fault, cylinder #1
Engine reporting unexpected stall
Generator select switching error or fault
Ignition / Injector driver error or fault
External FLASH memory error or fault
Internal FLASH memory error or fault
Stripped Mounting Holes
The instrument mounting holes are tapped into polycarbonate and whilst working perfectly
satisfactorily under normal circumstances, if the instrument is removed or installed multiple
times the threads will tend to wear more rapidly than metal equivalents. In the unlikely event
of the threads becoming stripped during installation, all is not lost! It is possible to use a set
of longer (M4 x 35mm) screws, washers and nuts (not provided) to mount the instrument.
Remove the 4 small round labels from the rear of the instrument and carefully pass the
screws all the way through the instrument case before securing them with M4 washers and
nyloc nuts against the rear face.
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7.
PANEL MOUNTING DETAILS
(Not to scale)
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8.
CERTIFICATIONS AND DISCLAIMER
The equipment is manufactured in the UK according to EN ISO 9000 / EN ISO 9001 and is CE marked
according to 2006/95/EC, EN55022 and EN55011 Class B.
The equipment is not approved by FAA, EASA or CAA.
Important Note:
This equipment is not approved for installation in type certified aircraft.
Disclaimer:
In no event shall Cambridge Avionics be liable for any incidental, special, indirect or consequential
damages, whether resulting from the use, misuse, or inability to use this product or from defects in the
product.
The manufacturer reserves the right to alter any aspect of the product specification without notice.
9.
LIMITED WARRANTY
Note1
Cambridge Avionics (CAV)
warrants this product to be free from defects in materials and
workmanship for one year from date of shipment. CAV will, at its sole option, repair or replace any
components that fail in normal use. Such repairs or replacement will be made at no charge to the
customer for components or labour however the customer will be liable for any shipping or
transportation costs. CAV retains the exclusive right to repair or replace the product or offer a full
refund of the purchase price at its sole discretion. Any such remedy will be the purchaser’s sole and
exclusive remedy for any breach of warranty. This warranty does not cover failures due to abuse,
misuse, accident, improper installation (including damage caused by unprotected, unsuitable or
incorrectly wired electrical supplies and/or sensors) or unauthorized alteration or repairs. This warranty
does not affect the statutory rights of the purchaser.
Note1: Cambridge Avionics is a trading arm of Cambridge Operations Limited, a company
registered in England and Wales # 5977443. References to Cambridge Avionics or ‘CAV’ in
this document include Cambridge Operations Limited.
(End of document)
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